ATR Ata - 21 - Air - Conditioning

[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]
TRAINING HANDOUT T1+T2 42-400I500 and 72-

212A (600 variant)
ATA 21 AIR CONDITIONING
2.3 (19/02/2015)
[REF] Copyright © [VERSION] ([DATE]) - ATR Training Centre - All right reserved For Training Only Page 1
ATA 21 AIR CONDITIONING | | Table of content
Table of Content
TRAINING HANDOUT T1+T2 42-400I500 and 72-212A (600 variant)
ATA 21 AIR CONDITIONING........................................................................................................................................................................................................................................ 6

21.00 GENERAL .................................................................................................................................................................................................................................................. 6
Presentation ................................................................................................................................................................................................................................................... 6
Cockpit Panels ................................................................................................................................................................................................................................................ 8
Cockpit Displays ........................................................................................................................................................................................................................................... 10
Interfaces ..................................................................................................................................................................................................................................................... 14
21.10 COMPRESSION ....................................................................................................................................................................................................................................... 15
General Presentation ................................................................................................................................................................................................................................... 15
System Description ...................................................................................................................................................................................................................................... 16
System Operation ........................................................................................................................................................................................................................................ 19
Pack Valve .................................................................................................................................................................................................................................................... 21
Service Pressure and Regulating Valve ........................................................................................................................................................................................................ 23
21.50 AIR COOLING SYSTEM ............................................................................................................................................................................................................................ 24
Dual Heat Exchanger .................................................................................................................................................................................................................................... 29
Air Cycle Machine......................................................................................................................................................................................................................................... 30
Pack Overheat Switch .................................................................................................................................................................................................................................. 31
Condenser .................................................................................................................................................................................................................................................... 32
Water Extractor............................................................................................................................................................................................................................................ 33
Water Spray Nozzle ...................................................................................................................................................................................................................................... 34
Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 2
Turbine Inlet Temperature Control Valve .................................................................................................................................................................................................... 35

Additional De icing Pressure Switch............................................................................................................................................................................................................. 36
Ground Cooling Turbo Fan ........................................................................................................................................................................................................................... 38
Turbo Fan Shut Off Valve ............................................................................................................................................................................................................................. 39
21.60 TEMPERATURE CONTROL ...................................................................................................................................................................................................................... 40
Temperature Control Valve.......................................................................................................................................................................................................................... 47
Hot By pass Valve ......................................................................................................................................................................................................................................... 49
Compartment Temperature Controller ....................................................................................................................................................................................................... 50
Flight Compartment and Cabin Ambient Temperature Sensors ................................................................................................................................................................. 51
Duct Temperature Sensors .......................................................................................................................................................................................................................... 52
Skin Temperature Sensors ........................................................................................................................................................................................................................... 53
Duct Over Temperature Switch ................................................................................................................................................................................................................... 54
Duct Temperature Limiter Sensor................................................................................................................................................................................................................ 55
Cabin Temperature Ventilation Fan ............................................................................................................................................................................................................. 57
21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION ....................................................................................................................................................................... 58
Mixing Chambers ......................................................................................................................................................................................................................................... 63
Ground Cart Connection .............................................................................................................................................................................................................................. 64
Recirculation Fan.......................................................................................................................................................................................................................................... 65
Cabin Foot Lever Temperature Switch......................................................................................................................................................................................................... 66
Cabin Air Distribution Duct .......................................................................................................................................................................................................................... 67
21.26 INDIVIDUAL AIR DISTRIBUTION .............................................................................................................................................................................................................. 68

Individual Air Distribution Duct.................................................................................................................................................................................................................... 69
21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION ............................................................................................................................................................................... 70
Air Extraction Fan ......................................................................................................................................................................................................................................... 79
Underfloor Ventilation Valve ....................................................................................................................................................................................................................... 80
Extract Air Flow Lever .................................................................................................................................................................................................................................. 81
Ambiant Temperature Sensor...................................................................................................................................................................................................................... 82
21.24 BATTERIES VENTILATION........................................................................................................................................................................................................................ 83
21.27 LAVATORY VENTILATION........................................................................................................................................................................................................................ 84
Air Supply Duct and Outlet........................................................................................................................................................................................................................... 85
21.30 PRESSURIZATION CONTROL ................................................................................................................................................................................................................... 86
Jet Pump....................................................................................................................................................................................................................................................... 93
Electro Pneumatic Outflow Valve ................................................................................................................................................................................................................ 94
Pneumatic Outflow Valve ............................................................................................................................................................................................................................ 96
Filter and Check Valve .................................................................................................................................................................................................................................. 99
Manual Controler ....................................................................................................................................................................................................................................... 100
21.CI CONTROLS AND INDICATORS ................................................................................................................................................................................................................ 103
Front Cockpit .............................................................................................................................................................................................................................................. 103
Maintenance Panel .................................................................................................................................................................................................................................... 111
21.00 GENERAL .............................................................................................................................................................................................................................................. 113

Safety and Precautions .............................................................................................................................................................................................................................. 113
Maintenance Operations ........................................................................................................................................................................................................................... 115
ATA 21 AIR CONDITIONING | 21.00 GENERAL Presentation
The air conditioning system is provided to keep the passenger and flight compartments to the required pressure, temperature, humidity and cleanliness for
ATA
the21 AIR CONDITIONING
comfort of the passengers and crew, both on ground and in flight.
This air also ventilates:
 Components
21.00 GENERAL located in the avionics compartment,
 The lavatory.
Presentation
The conditioning air is bled from:
The aircraft air conditioning packs supplied with air from engine compressors (on ground or in flight),
or by the ground cart.
The temperature and pressure of the air is controlled and distributed to the pressurized compartment.
It is then discharged overboard, the air flows continuously through the cabin.
The air pressure variations are automatically kept within limits compatible with passenger comfort.
MW21.00_.01.G1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 6
ATA 21 AIR CONDITIONING | 21.00 GENERAL Presentation
The control and the monitoring of the air conditioning system is accomplished through various indications located in the flight compartment.
ATA 21 AIR CONDITIONING | 21.00 GENERAL Cockpit Panels
 Air conditioning system indications are given on the

Multi- Function Display (SD page).
 If a failure occurs on the Air Conditioning System, the

Cockpit Panels Engine and Warning Display (EWD) displays alert in
Alert Window with corresponding procedure in
Procedure Window.
 The Multi-purpose Control and Display Unit (MCDU)

provides the ground crew with diagnostic informations.
 The Air Conditioning Control Panel is located on the

overhead panel.
 The Automatic Pressurization Control Panel enable

setting of the automatic pressurization system
parameters.
ATA 21 AIR CONDITIONING | 21.00 GENERAL Cockpit Panels
 The Cabin Pressurization Manual Control Panel enable manual operation and setting of the pressurization system.
 The Extract Air Flow Manual Control handle enable the inhibition of the extraction air flow in front part of the flight compartment in case
of smoke in the forward cargo.
 Maintenance panel is located on the left side.
 Several tests and control device are provided, for maintenance purpose only.
 All buttons on this panel are to be used on ground only.
 For maintenance purposes only, a bite loaded magnetic indicator on the RH Maintenance Panel turns amber when a system failure has
been recorded.
ATA 21 AIR CONDITIONING | 21.00 GENERAL Cockpit Displays
The Air conditioning system indications are

displayed in the flight compartment on SD cabin
page of the Multi Function Display (MFD)
Cockpit Displays
Pack indication:
 State 1 is displayed when the Pack valve is ON.
 State 2 is displayed when the Pack valve is
Stand-by.
Fault.
OFF.
Temperature control indication:

 State 1 is displayed when the Temperature
control is automatic.
 State 2 is displayed when a duct temperature
overheat occur.
 State 3 is displayed when the Temperature
control is manual.
Recirculation fan indication:

 State 1 is displayed when the recirculation fan is ON.
 State 2 is displayed when the recirculation fan is Fault.
 State 3 is displayed when the recirculation fan is OFF.
Distribution indication:
 State 1 is displayed when both Pack and recirculation fans are
operative.
 State 2 is displayed when 1 Pack and 1 recirculation fan is
inoperative.
 State 3 is displayed when both Pack and recirculation fans are
inoperative.
High Flow indication:

 State 1 is displayed when the High Flow is selected.
 State 2 is displayed when the High Flow is not selected.
Cabin temperature indication:

 State 1 is displayed when the measurement of the sensor is valid.
 State 2 is displayed when the measurement of the sensor is
invalid.
Extract fan indication:

 State 1 is displayed when the extract fan is operative.
 State 2 is displayed when the extract fan is fault.
 State 3 is displayed when the extract fan is not operative.
Overboard Valve indication:

 State 1 is displayed when the overboard valve is in automatic mode.
 State 2 is displayed when the overboard valve is failed.
State 3 is displayed when the overboard valve is manual override.
Delta P indication:
 State 1 is displayed when the Delta P is nominal.
 State 2 is displayed when the Delta P is in pre-alerting limits.
 State 3 is displayed when the Delta P is in alerting limits.
 State 4 is displayed when the Delta P is invalid.
Cabin rate indication:

 State 1 is displayed when the cabin rate is nominal.
 State 2 is displayed when the cabin rate is invalid.
Pressurization Control indication:

 State 1 is displayed when the Pressurization control is
automatic.
fault.
manual.
Cabin Altitude indication:

 State 1 is displayed when the CAB ALT is nominal.
 State 2 is displayed when the CAB ALT is in pre-alerting
limits.
 State 3 is displayed when the CAB ALT is in alerting
limits.
State 4 is displayed when the CAB ALT is invalid.
Cabin Altitude Target indication:

 State 1 is displayed when the TARGET is nominal.
State 2 is displayed when the TARGET is invalid.
ATA 21 AIR CONDITIONING | 21.00 GENERAL Interfaces
 The system is composed of:
 the Air conditioning
 the Ventilation
 the Pressurization
 The electrical system provides power for the Air Conditioning system.
Interfaces
 The both engines provide air through the pneumatic system.
 The pneumatic system distributes of the air pressure generated by both engines to the air conditioning system.
 The ground cart unit can be used during ground operations.
 Air Data Computers signals are used for the pressurization automatic control.
 Smoke detection system is provided by four smoke detectors.
 Cockpit flight instruments, lavatory and batteries are ventilated.
 The air conditioning is divided in flight compartment system and cabin system.
 Flight compartment, cabin and under-floor area are pressurized.
 Electrical controls signals permits to ensure the system operating.
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION General Presentation
The air conditioning is divided into four parts:

 The cooling system provides flow regulation
and cooling air from the pneumatic system by
means of an air conditioning pack. It supplies
21.10 COMPRESSION
the pressurized zones of the aircraft with cool
General Presentation
and conditioned air.
 The air bleed from engine compressors is
pressure controlled by a pack valve, before
entering the air conditioning unit.
 It is then pre-cooled by an air heat exchanger
and routed to the air conditioning pack.
 The air cooling system consists of two
identical air conditioning packs, each
comprising airflow regulation, a refrigeration
unit and a water separator.
 Both independent packs are located on each
side of landing gear fairing.
 The temperature control system controls air
temperature at the conditioning pack outlet
and inside the pressurized compartments.
 Temperature control is regulated
independently for the flight deck and the
passenger compartment (cabin).
The conditioning air temperature is obtained by

mixing air from:
 A hot air source upstream of the conditioning
pack (air bleed from engines).
 A cold air source from the conditioning heat
exchangers.
 The conditioned air ventilates the cabin and
the flight compartment then the air is
evacuated and channeled to the outflow
valves; part is then discharged overboard the
rest recycled to the cabin and flight
compartment through a recirculation fan.
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION System Description
 The air conditioning system is designed to maintain the air within the pressurized fuselage compartments at the required levels of
pressure, temperature, flow rate and purity.
 The pneumatic air for the air conditioning system is bled from either low or high bleed port of each engine.
 It is ducted to two identical independent air cooling units (packs) installed respectively in the left and right landing gear fairings.
 Each
System engine feeds the pack on its respective side through a pressure regulating and shut-off valve (pack-valve) and through a service
Description
pressure regulator which transmits a pressure to the temperature control valve.
 Hot air from the engine is admitted through the pack valves and is conditioned (cooled, dried, compressed) in the packs.
 The pack valve is pneumatically operated and electrically controlled.
 It has two functions:
 Pack shut-off,
 Pressure control and hence flow control.
 A normal and a high flow are available.
 The selection of high flow mode increases the pack entrance pressure resulting in conditioning performance improvement.
 Without air pressure, and regardless of electrical command, the pack valve is spring-load closed. It will also close without electrical supply.
MW21.10_.02.S1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 16
 The ducts connecting the engines to the

respective air cooling pack are
interconnected by a cross feed valve.
It opens only on ground with one engine

bleed valve open (the other one closed)
provided no leak is detected.
 In flight, the cross feed valve is closed.
 During the hotel mode operation, the

Right engine runs with the propeller brake
locked (on ground only), the LP and/or
HP stage provide air pressure to the air
conditioning system and electrical power
to the aircraft network.
 Xfeed valve is open
 The control and monitoring of the compression system is

accomplished through the Air Conditioning panel located on
the overhead panel.
 When a pack valve failure is detected, the CCAS is activated

associated with a PACK VALVE FAULT light, a Fault legend
on MFD/SD Cabin page and "AIR PACK" caution message
(Pack 1 or 2) on the EWD.
 If both pack valves are faulty, "AIR PACK 1+2" caution

message will be displayed on the EWD.
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION System Operation
 Here is the simplified schematic of pack valve 2

operation. The pack valve is controlled to open
when the bleed air shut off valve is open and the
valve is selected "ON" or with X FEED valve
System Operation open and provided no fault is detected.When all
the conditions are met the signal is delayed by 6
s (not shown on the screen). Note: delay is only
applicable to the pack valve 2.
 When the time is elapsed the shut-off valve

solenoid is energized and, as air pressure is
available the pack valve opens and regulates at
22 PSI (normal flow). Note: the pack control
relay provides information to the cabin pressure
controller and to the cabin temperature sensor
ventilation fan.
 To increase the flow, the "flow" push button has

to be selected on, this acts on the high pressure
differential solenoid. Now the pack valve
regulates at 30 PSI (high flow). The "flow" push
button is common to both packs.
Note: that a signal is sent to engine electronic
control to decrease slightly the fuel to prevent
ITT increasing.
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION System Operation
 In case of pack overheat (204°C). The pack valve will close automatically. Fault light illuminates because the
pack valve selection (on) disagrees with the valve position (closed). In addition, on the RH maintenance panel
the "bite loaded" magnetic indicator turns on to indicate the fault. Note: a pack overheat could be due to a dirty
heat exchanger or a turbo fan failure
MW21.10_.04.E1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 20
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION Pack Valve
 Pack valve is located on the forward landing

gear fairing and regulates, or shuts off the flow
of the engine bleed air to the pack.
Pack Valve
 The solenoid-controlled shut-off valve is a
pneumatically-actuated, butterfly type, with a
variable pressure regulator.
 Two pack valves, one in each pack,

pneumatically operated and electrically
controlled, regulate the air flow and pressure.
These valves also work as shut-off valves.
 The valve consists of a:
 High reference regulator (30 PSI),
 Low reference regulator (22 PSI),
 Shut-off solenoid valve assembly,
 High differential solenoid valve assembly,
 Actuator assy,
 Flow section,
 A position indicator switch assembly.
MW21.10_.06.C1L3_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 21
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION Pack Valve
Pack Valve Operation
 With the shut-off solenoid de-energized the valve is closed.
 With both the shut-off solenoid and the high pressure solenoid energized,
the valve is open and the flow pressure is regulated at 30+/- 5 PSI.
 With the high pressure solenoid de-energized, the valve is still open, but the
flow pressure is regulated at 22 +/- 5 PSI.
ATA 21 AIR CONDITIONING | 21.10 COMPRESSION Service Pressure and Regulating Valve
 The service pressure regulator located in the

landing gear fairing is pneumatically activated
poppet-type differential pressure regulator.
Service Pressure and Regulating Valve  It provides a constant source of regulated supply
air to the temperature control valve.
 The valve consists of a:

 Calibration adjustment screw,
 Diaphragm cover,
 Regulator housing,
 Service pressure regulator,
 Supply pressure connection,
 Capped port,
 Ambient vent.
Operation:
 Input pressure from the bleed air duct (upstream
the pack valve) is applied to the service pressure
regulator. The poppet modulates in response to
the interaction of output pressure acting on the
diaphragm, through the feedback orifice, and the
calibration spring to deliver a regulated supply
pressure of 16.4 PSI to the temperature control
valve.
 When the balance between the opening force

and closing force is upset (change in supply
pressure or change in output usage) the poppet
valve will find a new position and return to the
calibrated output.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM System Description
 The Air Cooling system provides flow

regulation and cooling air from the
pneumatic system by means of an air
21.50 AIR COOLING SYSTEM conditioning pack in order to supply the
System Description pressurized zones of the aircraft with
cool air.
 The Air Cooling system consists of two
identical air cooling units (packs) that
work independently.
 The both packs are installed outside
the pressurized zone in the right and
left hand main landing gear pods.
 A cooling turbo-fan provides cooling air
on ground or in flight when the aircraft
speeds is lower than 150Kts with
landing gears down.
 In other cases, cooling air is provides
by ram-air.
 The temperature of air supplying the
pressurized zones of the aircraft with
conditioned air is regulated by the
temperature control system.
 Each air conditioning packs comprise
an air flow regulation, a refrigeration
unit and a water separator.
 These packs enable humidity to be
controlled.
 Air is supplied by the right engine for
the passenger compartment and by
the left engine for the flight
compartment and 32% of the
passenger compartment.
The cooling air generation assembly consists of:

 A cooling inlet (ram air).
 A ground cooling turbo-fan energized by the bleed air, enable the
circulation of air in the heat exchangers.
 Two check valves are installed in the cooling air duct to avoid reverse flow.
 An Air Cycle Machine (ACM) comprising a compressor and a turbine.
 A Condenser enable to condense moisture contains in the air.
 A Water Spray Nozzle sprays extracted water in front of heat exchangers.
 A Turbine temperature Inlet Control valve avoids turbine icing.
 An additional de-icing pressure switch avoids ice accretion.
 A pack over temperature switch detects a pack overheat.
 The control and monitoring of the cooling system is accomplished

through the Air Conditioning panel located on the overhead panel.
 When a pack overheat is detected, the CCAS is activated

associated with a PACK VALVE FAULT light, a FAULT legend on
MFD/SD Cabin page and "AIR PACK" caution message (Pack 1
or 2) on the EWD.
 For maintenance purpose, MFC bite loaded magnetic indicator

turns amber when a failure has been recorded by the MFC.
 By selecting MISC1, pack overheat detection will be displayed.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM System Operation
 Hot air from the bleed air system goes through the pack valve to the primary heat exchanger where it is cooled.
 Depending on the aircraft configuration, cooling of the heat exchangers is provided either by the ram air inlet or by the Cooling Turbo Fan (Turbo
fan is shown not running).
 Cooled air is compressed by the compressor, routed to the secondary heat exchanger and ducted to the condenser. The water extractor extracts
water Operation
System from the air then, the water is sprayed in the cooling air stream and contributes to the efficiency of the heat exchangers.
 Compressed air expands through the turbine where it gets cold. This cold air flow will be mixed with hot air from the temperature control valve and
the hot bypass valve and then routed to the mixing chamber.
 Note: the hot bypass valve which is slaved to the temperature control valve opens for a given opening of the temperature control valve.
 Should the turbine inlet temperature reaches a preset value, the turbine inlet temperature control valve (T.I.C. valve) opens allowing hot air from the
compressor outlet to mix with the "cold" air from the water extractor preventing reduction of air flow to the compartment due to ice formation.
 When an icing condition is detected by the additional pressure switch between the compressor outlet duct and the water separator outlet duct, the
switch controls the temperature control valve to full open to prevent icing of the air cycle machine.
 Note: During this operation, the compartment temperature control is inhibited as long as the icing condition is present.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM System Operation
 In case of pack overheat detected downstream of the

compressor the "bite loaded" magnetic announciator
located on the RH maintenance panel turns on (not
shown).
 The pack overheat will cause the pack valve to close and
the fault light to illuminate. As a side effect the
temperature control valve, the hot bypass valve and the
turbo-fan shut-off valve are controlled to close and the
turbo-fan stops (if running).
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Dual Heat Exchanger
 The dual heat exchanger is located in the

forward landing gear fairing.
Dual Heat Exchanger  The dual heat exchanger is an air-to-air

plate-fin unit. In reality, it is two heat
exchangers contained in a single housing.
 There is a primary and a secondary section.

Each section consists of a rectangular plate-
fin core with an inlet and outlet pans welded
on opposite ends.
 Bleed air from the pack valve enters the

primary heat exchanger at the "T" duct. The
other leg of the "T" duct provides the source
of hot bleed air for the temperature control
valve.
 After passing through the primary heat

exchanger, air flows through the compressor
section of the cooling turbine.
 It then returns to enter the secondary heat

exchanger as shown at the top of the unit.
 After passing through the secondary heat

exchanger, the air is routed to the condenser
to begin the water removal process.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Air Cycle Machine
 The air cycle machine is located in the forward

landing gear fairing.
 The air cycle machine consists of:
 A compressor section,
Air Cycle Machine
 A turbine section.The rotating group
consists of a centrifugal compressor
impeller and a radial in-flow turbine wheel
mounted on a common shaft (bootstrap).
 The shaft is supported on air bearings which

have been designed to operate without
scheduled maintenance.
 Air is ducted from the primary section of the

dual heat exchanger to the compressor
section of the air cycle machine, where flow
temperature and pressure increase.

 The compression heat is partially removed in
the secondary section of the dual heat
exchanger. Air is then ducted to the cooling
turbine where it expands and gets cold.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Pack Overheat Switch
 The overheat switch is installed downstream

the air cycle machine compressor, before the
second heat exchanger.
Pack Overheat Switch  The pack overheat switch protects the air
cycle machine in the event of a cooling-air
circuit restriction or leakage and from
excessive bleed air temperature.
 It consists of a vapor-filled sensing probe,

stainless steel diaphragm, belleville reference
spring washer, and a double pole/single throw.
A temperature of approximately 204°C will
produce a force sufficient to overcome the
diaphragm spring washer and actuate the
switch.
 When the fluid vapor within the probe is

subjected to the hot compressor discharge air,
it expands and applies a force to the
diaphragm. When air temperature across the
probe has decreased to the reset value of
approximately 182°C, the switch returns to a
normaly closed position.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Condenser
 The condenser is located in the forward

landing gear fairing, after the Air Cycle
Machine.
Condenser  The condenser is a plate-fin, single-pass
crossflow, air to air heat exchanger. The
ducts, pans, flanges and other parts are
aluminium alloy.
 The hot side of the core includes hollow

tubes through which hot air flows to prevent
ice buildup on the cold air face (anti-icing).
 The hoses provide the air inlets and

connection for the turbine anti-ice return.
Both bleed air and conditioned air make a
single pass through the condenser core.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Water Extractor
 The water extractor is located in the forward

landing gear fairing, between the secondary
heat exchanger and the turbine inlet.
Water Extractor  The water extractor removes the water from the
moisture produced by the condenser.
 The water extractor is an in-line, integral duct

type device that incorporates four helix blades,
brazed to the central hub and to the duct inner
valve, and a downstream water collector.
 The extracted moisture is collected downstream

in a collector which consists a formed-
perforated collector ring, an outer muff, a water
drain pipe, and a scavenge air port. These
components are brazed together to form a sub-
assembly which is welded onto the duct/helix
sub-assembly.
 The water extracted is sprayed through a spray

nozzle on the dual heat exchangers air inlet.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Water Spray Nozzle
 The water spray nozzle is located at the air inlet of the heat exchangers.
 The water spray nozzle is an orificed fitting that provides a means to attach the line from the water extractor to the ram air plenum.
 The nozzle provides a restriction and atomizes the water while spraying it in the cooling airstream before it passes through the dual
heat exchangers. The evaporative cooling effect contributes to the efficiency of the heat exchangers.
WaterSpray
TheNozzle
nozzle must be installed with the arrow properly positioned.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Turbine Inlet Temperature Control Valve
 This valve is installed near the air cycle machine.

 The enclosure of the valve is made from aluminium alloy in two parts which are attached by four bolts.
 Air flow from the water extractor passes over the thermal sensing element before to reach cooling turbine. Cold air causes the
sensor/actuator to contract and open the poppet valve which adds some hot air (tapped from the compressor outlet duct) to the air flow
Turbinefrom
Inlet the water extractor.
Temperature Control Valve
 The thermal element and poppet valve are enclosed in the valve body. The action controls turbine inlet temperature to a minimum of
24°C and reduces the possibility of turbine icing.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Additional De icing Pressure Switch
 This pressure switch is installed in the

forward landing gear fairing. It is a
differential pressure switch connected to
compressor outlet duct and water separator
Additional De icing Pressure Switch outlet duct.
 The purpose of the additional de-icing
pressure switch is to detect condenser icing
by monitoring the differential pressure
across the condenser bleed air path.
 Two pressure inputs are provided to the
switch. One is tapped from the duct
between the secondary heat exchanger
outlet and the condenser inlet. The other is
tapped from the turbine air inlet.
 The signal from this switch will change the
position of the temperature control valve in
case of ice accretion. When the differential
pressure between the two inputs increases
to 9 PSI.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Additional De icing Pressure Switch
System Operation:
 The switch closes when a differential pressure of 9 PSI is detected by the pressure
switch due to ice accretion in the condenser, or in the water extractor.
 The switch closes and after a 1 second time delay, a steady current is applied to
the temperature control valve torque motor overriding the normal temperature
control. This enables the temperature control valve to open at intermediate
position to warm-up the circuit.
 Normal control will be recovered when the differential pressure will drops below 7
PSI.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Ground Cooling Turbo Fan
 The Cooling turbo fan is pneumatically driven

vane-axial fan used to produce a flow of
cooling air through the dual heat exchangers.
Ground Cooling Turbo Fan  The turbo-fan allows the air cooling operation
on ground or in flight when the aircraft speed
is lower than 150 KTS and landing gears are
down. A check valve is installed downstream
the turbo-fan.
The main components are:

 the inlet housing,
 nozzle ring,
 turbine wheel,
 outlet housing,
 fan wheel assembly.
 With bleed air available and the turbo-fan

shut-off valve in the open position air enters
the inlet duct and travels through the nozzle
ring into the turbine blades.
 The turbine wheel attaches to the tips of the

fan wheel and forces the impeller to rotate.
 As the assembly rotates the fan blades force

the air out of the outlet housing to the heat
exchangers.
ATA 21 AIR CONDITIONING | 21.50 AIR COOLING SYSTEM Turbo Fan Shut Off Valve
 The Fan Shut Off Valve is located in the forward landing gear
fairing.
 The turbofan shut-off valve is a spring loaded normally-closed,
in-line poppet valve. It is pneumatically actuated with an
Turbo Fan Shut Off Valve electrical control solenoid. The valve allows bleed air to flow
and to operate the ground cooling fan when the solenoid is
energized.
 The inlet body provides a seat for the check valve. The check
valve poppet is designed to prevent reverse airflow in a system.
 The outlet body provides a seat for the shut-off poppet. The
shut-off poppet connects to a single spring-loaded piston which
holds the valve in the normally closed position.
 The solenoid is energized by the MFC when the pack valve
push buton is selected ON, with the aircraft on the ground.
When in flight, the MFC prevents opening of the valve as ram
air flow is available for heat exchanger cooling (enough A/C
speed).
 With the solenoid de-energized, available air flow (such as in-
flight pressure) will off-seat the check valve poppet and enter
through the solenoid to chamber A. Together with the spring
force, it will hold the shut-off valve poppet against its seat,
keeping the valve closed.
 Energizing the solenoid closes the air flow path to chamber A
and vents chamber A to ambient. Pressure acting on the piston
face (outside of chamber A) will overcome the spring force
(approximately 5 PSI) and open the valve. When the valve is
open, air flow drives the ground cooling turbo fan.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL System Description
Temperature Control System description:

 The temperature control of the flight compartment and passenger cabin is achieved by means of an electro-pneumatic system.
 The cooled air, which is supplied by each of the two air-cycle machines, is mixed with hot air bled directly from the engines.
21.60 TEMPERATURE
The temperature control system manually, or automatically controls the flight compartment and cabin temperature.
CONTROL
 The
System right pack regulates cabin temperature.
Description
 The left regulates flight compartment temperature and 32% of the cabin temperature.
 The system is designed to regulate and limit the temperature of the air delivered by the packs which supply the different zones.
The air conditioning temperature is obtained by

mixing air from :
 a hot air source upstream of the
conditioning pack (engine bleed air),
 a cold air source at the conditioning pack
outlet.
Temperature regulation is achieved by :

 the temperature control valve,
 the hot bypass valve.
 The temperature control valve is actuated

through a constant pressure from service
pressure regulator.
 The hot bypass valve is slave of the

temperature control valve.
 In automatic mode, each pack delivery

temperature is controlled by an electronic
temperature controller located on the 93VU
and the 94VU.
 In manual mode, each pack temperature

control valve is controlled directly by the zone
temperature demand selector.
 A gauge indicates the selected duct and

compartment temperatures.
 A compartment selector allows the cabin or

the flight compartment selection.
 Flight compartment and cabin temperature

auto control uses different temperature
sensors located in the flight compartment and
in the cabin.
 The control and monitoring of the temperature

system is accomplished through the Air
Conditioning panel located on the overhead
panel.
 When a duct overheat is detected, the CCAS

is activated associated with a TEMP SEL
OVHT light, a OVHT legend on MFD/SD Cabin
page and "AIR DUCT OVHT" caution
message (Pack 1 or 2) on the EWD.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL System Operation
 In AUTO mode, the temperature selector allows a cabin temperature of between 16°C and 32°C.
 Cabin sensor signal, skin sensor signal, duct temperature signal and actual cabin selector signal are sent to the temperature controller.
 The controller processes the inputs and determines a variable current to the MFC.
 When the pack valve opens, the temperature control signal is timed for 15s, then routed through resistor 36HH to the torque motor of the
System Operation
temperature control valve.
 The torque motor modulates air pressure from the service pressure regulator. As a result the valve starts to open slightly.
 After 15 new seconds, the temperature control valve opens normally, triming the quantity of hot air to be added to the cold air from the air
cycle machine.
 Then, air is ducted to the mixing chamber.
 Air is mixed with air recirculated by the recirculation fan and ducted
to the cabin air distribution.
Note:Variation of the current flow to the torque motor will increase
or decrease the recirculation fan speed.When the temperature at
foot level falls below 18°C, the fan is boosted to high speed.
 When the temperature control valve opens at about 50%, the hot
bypass valve which is slaved to the temperature control valve starts
to open adding hot air to the mixing chamber.
 The compt temp indicator is used by the crew to monitor the

compt/duct temperature.
 If the duct temperature reaches 88°C, the air pressure reference of

the temperature control valve (and hot bypass valve too) is vented
to ambient. As a result the valves tend to close limiting the hot air
flow to the compartment.
 When the duct temperature is greater than 92°C, OVHT light
illuminates associated with the master caution lights and the single
chime and "AIR DUCT OVHT" on the EWD.
 Following the overheat, the crew reverts to the manual mode (MAN
illuminates white) controlling directly the torque motor from the
temperature selector knob through the temperature controller (the
knob has to be selected towards "COLD" position).
Note: Resistor 26HH prevents, in manual mode, the full closure of

the trim air valve to protect the Air Cycle Machine from icing. OVHT
will remain illuminated as long as an overtemperature is detected in
the duct.
Comments:
 When alert disappears, temperature can be controlled
as required.
 If alert does not disappear, the temp control valve is
jammed open or torque motor inop. The pack valve
has to be selected off.
Note: If one pack is inoperative, the other one supplies
both compartment through the mixing chamber (not
shown). In addition, air to the compartment will be
provided by the recirculation fan.
 When ice is detected in the Air Cycle Machine (ACM)

the temp control valve is controlled to open to de-ice
the ACM (ref operation/additional de-icing).
Temperature control in auto mode or manual mode are
momentarely de-activated
 Here is a simplified schematic of the flight compartment and cabin temperature indicating.
 The zone selected with the compartment selector is the flight compartment.
 The compartment and duct temperature indicator gives the flight compartment ambient temperature and the flight compartment duct
temperature.
 Now, the zone selected with the compartment selector is the cabin.
 The compartment and duct temperature indicator gives the cabin ambient temperature and the cabin duct temperature.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Temperature Control Valve
 The temperature control valve is connected

between the pack valve and the cooling air inlet
duct upstream.
Temperature Control Valve  The valve torque motor adjusts the pressure
coming from the service pressure regulator to
actuate the valve and to slave the hot bypass
valve.
 Adjusted pressure is also applied to the duct

temperature limiter which will drop the pressure in
case of air temperature in the duct reaches 88°C.
 The temperature control valve, in conjuction with

the hot bypass valve, controls hot bleed air
addition to cooled air.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Temperature Control Valve
System Operation:
 Regulated supply pressure enters the valve through the pressure regulator connection. It is applied to the electro-magnetic control valve
supply nozzle.
 As the electrical signal of electro-magnetic control valve increases, the flapper moves to increase the supply area and to reduce the vent area.
 This movement causes pressure to be applied to the opening chamber.
 The build-up pressure overcomes the closing spring force and allows the valve to modulate toward the open position. Valve position is a direct
function of regulated supply pressure and electro-magnetic control valve input.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Hot By pass Valve
 The hot bypass valve connects directly hot air downstream the
pack valve to cold air downstream the cooling system.
 The hot bypass valve, in conjuction with the temperature control

Hot By pass Valve valve, works to control air temperature. When the valve opens,
additional hot air is mixed with cold air in the delivery duct
downstream the condenser.
 The supply pressure coming from temperature control valve

enters in the actuator opening chamber.
 When the pressure build-up overcomes the closing spring

force, the valve modulates towards the open position. The
butterfly valve position is a direct function of the supply
pressure.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Compartment Temperature Controller
 Two temperature controllers are located in the flight

deck electronic racks. There is one controller for the
cabin and one for the flight compartment.
 They regulate temperature control valve in AUTO
Compartment Temperature Controller mode in order to keep independent air temperature
compartment controls.
 The compartment temperature control is designed to
maintain compartment air temperature within a user
selectable range of 16°C to 32°C.
 The control provides a drive signal for the temperature
control valve in response to inputs from sensors as
well as compartment temperature selector.
Note: All sensors, selectors and switches are external
to the unit.
 The unit primary power is supplied from aircraft 28

VDC power supply.
 The temperature controller operates in automatic
mode.
 The bridge network concists of three temperature
sensors arms, a selected temperature arm and a
reference arm.
 The cabin amplifier is an operational amplifier
employed as an inverting DC summing amplifier.
 The duct demand clamp limits the positive and the
negative excursions of the duct demand signal.
 The operational amplifier functions as an inverted DC
summing amplifier and integrator.
 The manual mode circuit is electrically isolated from
the automatic mode circuit except for chassis ground.
During manual operation, a voltage from the manual
temperature selector directly controls the current
output to the torque motor.
Flight Compartment and Cabin Ambient Temperature
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL
Sensors
There are two sensors, one for each compartment:

 the first one is located in the flight compartment.
 the second one is located in the cabin
compartment.
Flight Compartment and Cabin Ambient Temperature Sensors
It consists mainly of :
 a glass probe type thermistor embedded in an
epoxy resin housing,
 an electrical connector,
 an extract fan.
 There are two screw terminals for the electrical

connection.
 The two compartment sensors have a single sensing

element. The sensing element resistance varies
according to temperature in the zone concerned, and
the resistance of the element decreases as the
temperature increases.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Duct Temperature Sensors
There are two sensors:

 the first one is the cabin duct temperature sensor for controller,
 the second one is the cockpit duct temperature sensor for controller.
Duct Temperature Sensors It consists mainly of :
 a glass probe type thermistor embedded in an epoxy resin housing,
 an electrical connector.
 There are three screw terminals for the electrical connection.
 The two compartment sensors have a dual sensing element. One element is a
single thermistor (A to B) while the second element consists of two thermistors
connected in series (B to C). The sensing element resistance varies according to
temperature in the zone concerned.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Skin Temperature Sensors
There are two sensors, attached to the inside aircraft skin:

 in the flight compartment,
 in the cabin.
Skin Temperature Sensors  The skin sensors consist of a thin-film nickel temperature sensing
element deposited on a ceramic substrate. This assembly is
encapsulated in a high-thermal-conducting epoxy resin block.
 The element side of the sensor case has adhesive transfer tape for
mounting.
 The skin sensor is a thermistor. Its electrical signal is proportional

to skin temperature. They inform the controller logic when the
aircraft skin is either extremely hot or cold.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Duct Over Temperature Switch
 Two duct overtemperature switches are installed in the low pressure duct
distribution system in the underfloor area. The first one is the cabin duct
over temperature switch.
Duct Over Temperature Switch  The second one is the cockpit duct over temperature switch.
 The two overtemperature switches close if the air temperature exceeds

92 °C and OVHT light illuminates on the cockpit overhead panel.
 The duct overtemperature switch is a glass probe type thermistor sensor

embedded in an epoxy resin housing.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Duct Temperature Limiter Sensor
 The duct temperature limiter sensor is a

pneumatic unit installed on the duct in the
underfloor pressurized area. The first one is
the cabin duct temperature limiter.
Duct Temperature Limiter Sensor
 The second one is the cockpit duct
temperature limiter.
 The duct temperature limiter sensor is a

pneumatic unit which acts on the temperature
control valves and hot bypass valve in order to
prevent excessive air temperature supply from
the pack.
The duct temperature limiter sensor consists of :

 a spring-loaded bi-metallic thermostatic
limiter,
 a spring-loaded poppet valve contained in
a plastic housing.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Duct Temperature Limiter Sensor
 Temperature control valve and hot bypass

valve regulated air pressure is connected to
the duct temperature limiter sensor inlet
pressure connection.
 The pressure is kept from venting to ambient

by the poppet valve, which is normally
closed.
 As the air supply temperature exceedes

88°C, the bi-metallic thermostatic limiter disc
becomes concave and moves the poppet
valve off the seat.
 As poppet valve opens, regulated air

pressure is vented to ambient. Temperature
control valve and hot bypass valve tend to
close and temperature decreases in the
supplied duct.
ATA 21 AIR CONDITIONING | 21.60 TEMPERATURE CONTROL Cabin Temperature Ventilation Fan
 The cabin temperature ventilation fan is installed in cabin

between FR27 and FR28, near the cabin temperature
sensor.
Cabin Temperature Ventilation Fan  The cabin temperature ventilation fan is provided to improve
air circulation across the cabin temperature sensor.
 Here is a simplified schematic of the cabin temperature

ventilation fan.
 When the pack valve pushbutton is selected "ON", the 37

HB solenoid is energized and the relay closed. Then, the
cabin temperature ventilation fan is supplied with 115 VAC
from BUS 2. The fan runs and forces air to the cabin
temperature sensor.
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION System Description
Cabin and flight compartment air distribution:
 The distribution system supplies the pressurized fuselage compartments

21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION and the under-floor area with conditioned air which is then vented
System Description overboard.
 Conditioned air from each pack ventilates the cabin and the flight
compartment by means of the air distribution system.
 Conditioned air enters to the cabin below stowage compartments.
 And then, air is evacuated to the under floor areas through openings on
the lower side wall panel.
The air distribution is composed of :

 2 recirculation fans.
 A mixing chamber.
 A ground cart connection enables air conditioning of

the aircraft during ground operation.
 The cabin air distribution ducts which distribute air

conditioned in the cabin.
 The flight compartment air distribution ducts which

distribute air conditioned in the flight compartment.
 The Control and monitoring of the distribution system is

accomplished through the Air Conditioning panel located on
the overhead panel.
 When a recirculation fan failure is detected, the CCAS is

activated associated with a RECIRC FAN FAULT light, a
RECIR legend on MFD/SD Cabin page and "AIR RECIR
FAN" caution message on the EWD.
Single Chime
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION System Operation
Flight compartment and cabin air distribution operation:
 The 28HB (or 29HB) solenoid is supplied and its contactor closes.
System Operation  The recirculation fan is supplied by 28VDC. The fan runs and forces
recycled air through mixing chambers.
 Fan rotation speed linearly varies depending on temperature control

valve position.
 When the floor level temperature falls below 18°C, the recirculation
fan thermal switch closes and high speed control relay (70HB) is
energized. Then, both recirculation fans run at high speed.
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION System Operation
 When a recirculation fan underspeed or overheat is detected, the recirculation fan pushbutton FAULT light illuminates, "AIR RECIRC FAN"
on EWD flashes, MASTER CAUTION flashes and a single chime is heard.
 The faulty recirculation fan must be stopped.
 Faulty recirculation fan stops and fault light extinguishes.
 OFF light on recirculation fan pushbutton illuminates in white.
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION Mixing Chambers
 The mixing chambers are located underfloor area, at the end of each recirculation system.
 The mixing chamber is used to mix fresh air from the packs and recirculated air.
Mixing Chambers
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION Ground Cart Connection
 A ground connection is used by a ground cart to supply cabin with pre-conditioned air. This air is directly injected in the distribution ducts.
 A check valve fitted on the pipe prevents air from the mixing chambers going outboard.
Ground Cart Connection
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION Recirculation Fan
 The two recirculation fans are installed below the cabin floor near the mixing chambers.
 Each recirculation fan recycles air from under floor area which is mixed with fresh air coming from packs. The fan is driven by a variable
speed electrical motor and its rotation speed linearly varies from 15600 rpm to 19600 rpm.
It is fitted with a grid to prevent ingestion of objects that can damage the fan vanes. It is equipped with:
Recirculation
 a speed Fandetection electronic system supplying an indicating light,
 a system producing the motion in the event of motor seizure.
 A check valve fitted downstream prevents flow crossover when the fan is stopped.
Note: The recirculation Fan is installed in a muffler to limit fan noise.
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION Cabin Foot Lever Temperature Switch
 This switch is installed on the RH side of the cabin, between FR23D and FR24 and it is located at foot level, between the interior panelling
and the outer skin of the aircraft.
 If the temperature drops below 18°C, the switch will activate the recirculation fans at high speed to warm up the cabin.
The cylindrical thermal switch consists of:
Cabin Foot Lever Temperature Switch
a body,
 a three-pin connector plug,
 a thermal switch.
ATA 21 AIR CONDITIONING | 21.22 CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION Cabin Air Distribution Duct
 The cabin air distribution ducts are routed above

the overhead stowage compartment.
 Two additionnal ducts are used for passengers

Cabin Air Distribution Duct door and for service door lower ventilation.
 The flight compartment is supplied with air from

left air conditioning pack.
The flight compartment air distribution is composed

of :
 demisters for windshields and windows,
 foot warmers,
 ventilation outlets for crew and observer.
 The observer lower area is also vented.
ATA 21 AIR CONDITIONING | 21.26 INDIVIDUAL AIR DISTRIBUTION System Description
 The individual air distribution system provides air for each passenger, for crew and for cabin attendant.
This system is composed of :
 individual air distribution ducts,
21.26individual
INDIVIDUALairAIR DISTRIBUTION
outlets.
System Description
ATA 21 AIR CONDITIONING | 21.26 INDIVIDUAL AIR DISTRIBUTION Individual Air Distribution Duct
 Individual air distribution duct is located at the front of the

cabin, between the interior panelling and the outer skin of
the aircraft.
Individual Air Distribution Duct  Individual air distribution system is supplied by the flight
compartment air distribution duct.
The individual air distribution system provides air for:

 Pilots,
 each passenger and for cabin attendant.
 The Individual air outlets are located in the cabin and in the
cockpit.
 Each passenger module consists of two swivelling

individual air outlets with adjustable flow. The other
individual air outlets have the same functions.
ATA 21 AIR CONDITIONING | 21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION System Description
 The air ventilation system provides cooling on the electrical and electronic equipment through ambient air extraction, to limit the internal
operating temperature of the equipment.
 Ambient air is drawn around the instruments, DU's, the central panels, the glare shield, the pedestal and the windshield temperature
controller and goes through ducts to the extraction fan.
21.23 ELECTRONICS
 Extraction RACKS
is also AND CABIN
provided AIRoverhead
for the EXTRACTION
panel, the two electronic racks, the AHRS and the cockpit ambient temperature sensor box.
System Description
 Behind the extraction fan, a tapping brings air to ventilate the batteries.
 On ground and when engine 1 is not running, air is evacuated overboard through the overboard ventilation valve.
 The under floor ventilation valve is shut to avoid recirculation in under floor areas.
 In flight or on ground with engine 1 running, the overboard ventilation valve is closed and the under floor ventilation valve is open.
 One part of extracted air is recycled and evacuated under floor.
 The remaining extracted air is evacuated in the forward cargo hold at the floor level.
 In case of smoke in the forward cargo compartment, flight deck air extraction duct can be closed with a lever located by the RH side
maintenance panel.
 It prevents smoke entering the flight compartment from the forward cargo area.
 The Control and monitoring of the avionic vent system is accomplished

through the AVIONICS VENT panel located on the overhead panel.
 When an avionic vent failure is detected, the CCAS is activated

associated with a EXHAUST MODE FAULT light, a EXHAUST Fault
legend on MFD/SD Cabin page and "AIR VENT EXH" caution
message on the EWD.
 When an OVBD valve failure is detected, the CCAS is activated

associated with a AVIONIC VENT FAULT light, a Fault legend on
MFD/SD Cabin page and "AIR OVBD" caution message on the EWD.
ATA 21 AIR CONDITIONING | 21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION System Operation
 With aircraft on ground and on batteries only, the

extraction fan is stopped and the overboard ventilation
valve is open.
System Operation  Prior to starting in hotel mode, the cockpit
communication hatch might be opened in order to
equalize pressure during an increase in extraction
through the overboard ventilation valve.
 As engine 2 starts, the extraction fan is inhibited from

runnig for 120 seconds.
 After 120 seconds, the air extraction fan runs and the
exhaust mode FAULT light extinguishes.
 The air is blown outside through the overboard

ventilation valve.
Note: Batteries are also ventilated.
 Prior to taxiing, the propeller brake must be released

and propeller unfeathered.
 Now, engine 1 has to be started.
 As engine 1 starts, the extraction fan is inhibited from

running for 120 seconds and the exhaust mode FAULT
light illuminates.
 The overboard ventilation valve moves from the open to the

close position. During this movement, the OVBD valve
FAULT light illuminates.
 Now, the OVBD valve is closed and the OVBD valve

FAULT light extinguishes.
 The underfloor ventilation valve opens and the captain may

close the cockpit communication hatch.
 120 seconds after engine 1 start, the air extraction fan

starts to run and the exhaust mode FAULT light
extinguishes.
 The air recirculates into the cabin through the underfloor

ventilation valve.
 Now the aircraft is airborne. The OVBD valve remains

closed and the under floor valve remains open. The air
extraction fan recirculates the air into the cabin.
 In flight, in case of air extraction fan overheat or underspeed, extraction becomes insufficient.
 The exhaust mode FAULT light illuminates amber.
At the same time:
 MASTER CAUTION is triggered and a single chime is heard,
 on the EWD, "AIR VENT EXH" comes on,
 amber "EXHAUST VENT" and amber extraction fan indicator displayed on the SD CABIN PAGE.
 According to the procedure, the exhaust mode pushbutton has to be set on "OVBD" mode.
 The air extraction fan stops.
 OVBD ventilation valve opens partially automatically. Due to deltaP existing between outside and inside cabin, sufficient cooling air flow is
recovered. OVBD light illuminates BLUE.
 In flight or on ground with engine 1 running, under auto control, the OVBD ventilation valve is scheduled closed.
 In case of position disagreement the OVBD FAULT illuminates associated with MASTER CAUTION and single chime.
At the same time:
 on the EWD, "AIR OVBD" comes on,
 OVBD amber status on the SD cabin page.
 According to the procedure, the OVBD selector valve has to be manually selected to full close.
 On ground, in case of air extraction fan

failure, extraction becomes insufficient. The
exhaust mode fault light illuminates amber.
 The exhaust mode fault light has to be set to

"OVBD" mode.
 The air extraction fan stops.

Note: In case of DC external power selected
on, mechanical ground call is activated
(horn).
 OVBD valve FAULT alert is generated when the actual position

disagrees with the automatic schedule position.
 On ground, with engine 1 stopped and under auto control, the
OVBD ventilation valve is scheduled to be open.
 In case of position disagreement the OVBD FAULT illuminates
associated with MASTER CAUTION and single chime.
At the same time:
 on the EWD, "AIR OVBD" comes on,
 OVBD amber status on the SD cabin page.
 According to the procedure, the OVBD selector valve has to be
manually selected to full open.
ATA 21 AIR CONDITIONING | 21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION Air Extraction Fan
 The air extraction fan is located on the lower part of the

fuselage.
 The air extraction fan extracts air from the flight
compartment and electronic racks to ventilate electrical
Air Extraction Fan and electronic components.
System Operation:
 During the engines ignition sequence, the air extraction
fan is inhibited for 120 seconds. After 120 seconds, the
air extraction fan is supplied with 28 VDC BUS 2.
 The speed of the air extraction fan changes with
variations in flight compartment ambient temperatures.
The electrical signal is sent by the flight compartment
ambient temperature sensor to the speed regulation and
the air extraction fan runs at minimum speed when
T°<20°C and at maximum speed when T°>52°C.
 In case of smoke detection in the aft cargo and lavatory
compartments, the air extraction fan stops. If there is no
longer smoke detection, the air extraction fan still
remains off. The exhaust mode pushbutton should be
reset.
 In the case of an air extraction fan underspeed or
overheat (motor temperature > 110°C), FAULT
illuminates on the exhaust mode pushbutton and "AIR
VENT EXH" is displayed on EWD. The air extraction fan
stops. If there is no longer a failure, the air extraction fan
still remains off. The exhaust mode pushbutton should be
reset.
 If BUS 2 is not available, the 17 HR solenoid is energized
and the air extraction fan is powered by BUS 1.
 On ground, when the smoke test pushbutton is pressed,
the air extraction fan stops. In flight, it remains on.
ATA 21 AIR CONDITIONING | 21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION Underfloor Ventilation Valve
 The underfloor ventilation valve is located on the

lower part of the fuselage.
 The underfloor ventilation valve is a butterfly-type

Underfloor Ventilation Valve valve and is electrically supplied with 28 VDC from
the EMER BUS.
System Operation:
On ground with external power or in hotel mode:

 the overboard ventilation valve is open, the
underfloor ventilation valve is closed and the valve
isolates the underfloor areas. The MFC controls the
valves operation.
On ground, left engine running or in flight in no fault

conditions:
 the overboard ventilation valve is close and the
underfloor ventilation valve is open. Then, avionics
ventilation air is recycled to underfloor areas and to
the forward cargo compartment.
 In flight, when the air extraction fan fails, the OVBD

pushbutton has to be selected.
 Then, the overboard ventilation valve opens to the
intermediate position and the underfloor ventilation
valve closes. The valve isolates the underfloor
areas.
ATA 21 AIR CONDITIONING | 21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION Extract Air Flow Lever
 The "Extract Airflow lever" is placed beside the

right maintenance panel.
 The "Extract Airflow lever" controls two valves

Extract Air Flow Lever installed in the cockpit.
 In normal operation, air circulates from the forward

cargo area to the flight deck, due to suction from
the cockpit panels. The "extract airflow lever" is
set in "open" position. In this condition both valves
are open.
 In case of SMOKE, the "extract airflow lever" is set

in "closed" position.
 In this condition, the valve installed on the

secondary line is closed and the valve installed in
the underfloor zone is partially open, to allow
ventilation of display units.
ATA 21 AIR CONDITIONING | 21.23 ELECTRONICS RACKS AND CABIN AIR EXTRACTION Ambiant Temperature Sensor
 A temperature sensor is installed on the flight compartment air extraction duct.

 This sensor transmits an electrical signal to the fan speed control system, according to the flight compartment ambient temperature.
Ambiant Temperature Sensor
ATA 21 AIR CONDITIONING | 21.24 BATTERIES VENTILATION System Description
 Each battery is located in a container placed in the left electronics rack (80 VU).
 Gaseous fumes produced by the two batteries are evacuated out of the aircraft by the ventilation system.
 The system also ensures batteries cooling.
21.24
 TheBATTERIES VENTILATION
upper part of the batteries is cooled by air bled at the air extraction fan outlet and then exhausted overboard.
System
 TheDescription
batteries ventilation system is composed of flexible hoses which do not ground the battery.
 A check valve located on the supply ducting, prevents fumes entering the air extraction system. Upstream the check valve, the ducting is
made from a light alloy material. Downstream the check valve, the venturi and ducting are made from stainless steel.
 A venturi, located at the end of the exhaust system, serves to limit ventilation airflow.
ATA 21 AIR CONDITIONING | 21.27 LAVATORY VENTILATION System Description
 Lavatory ventilation is ensured by a tapping on the

individual air distribution duct.
21.27 LAVATORY VENTILATION  To avoid unpleasant odors in the cabin, air is

System Description directly discharged outboard.
 Air coming from the left individual air distribution

duct is distributed in the room through the two
outlets.
 Air goes through the toilet tank to avoid

unpleasant odours entering the cabin. Then, it is
discharged outboard by means of the jet pump.
ATA 21 AIR CONDITIONING | 21.27 LAVATORY VENTILATION Air Supply Duct and Outlet
Two outlets are installed:

 the adjustable air outlet is located
above the basin,
 the fixed air outlet is located at floor
Air Supply Duct and Outlet level.
 Air is distributed by hoses.
 The adjustable air outlet is adjustable in

direction only.
 Evacuation duct is located in the toilet

area.
 Air from the lavatory is evacuated

outboard by means of a hose fitted to a
jet pump.
 The jet pump limits air flow due to

differential pressure between the cabin
and outside.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL System Description
Pressurization Control:
 The cabin and flight compartments must be
pressurized to ensure comfort and safety for
21.30 PRESSURIZATION CONTROL passengers and crew.
System Description  The fuselage is pressurized from the front bulkhead
to the rear bulkhead, except for the main and nose
landing gear wheel wells.
 Compressed air is delivered by the packs. Pressure
and its rate of change are controlled by the amount of
cabin air discharged outboard.
The Pressurization system is composed of :

 a jet pump which provides vacuum reference,
 an electro-pneumatic outflow valve driven by the
automatic cabin pressure control system.
 a pneumatic outflow valve, which is pneumatically
slaved to the electro-pneumatic outflow valve in
automatic mode.
 an Ambient Pressure Sensor (APS) located in the
electronic rack 81VU.
It is used for monitoring purpose only.
 an automatic pressure controller which drive the
electro-pneumatic outflow valve in automatic mode.
 a manual controller which enable to manually drive
the pneumatic outflow valve in manual mode when
the automatic system has failed or for ground
pressurization tests.
 a cabin pressure mode selector enable to switch from
automatic to manual mode in case of failure.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL System Description
The SD Cabin page gives the following information:

 The cabin altitude.
 The differential pressure between the cabin pressure and the
outside static pressure.
 The rate of change of the cabin altitude.
In addition, the SD Cabin page able to display a CAB ALT
TARGET used in manual mode.
 When a digital controller failure is detected, the CCAS is

activated associated with a MODES SEL FAULT light, a
AUTO PRESS legend on MFD/SD Cabin page and "AIR
AUTO PRESS" caution message on the EWD.
 When an excessive pressure altitude or an excessive

differential pressure is detected, the CCAS is activated
associated with an "EXCESS CAB ALT"
 or "EXCESS CAB Delta P" warning message on the EWD.
 The Left Maintenance panel provides the ground crew the

possibility to test the excessive differential pressure and the
excessive pressure altitude warning.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL System Operation
Normal / Manual operation:
 In AUTO mode, with the manual controller in the "NORM" position and "MAN" on the mode extinguishes, the auto-pressure controller controls the
electro-pneumatic outflow valve torque motor.
 The electro-pneumatic outflow valve and pneumatic outflow valve have the same opening, through the valve interconnection pipe.
 Vacuum
System is not applied to the pneumatic outflow valve because the manual controller is in the "NORM" position.
Operation
If there is an internal failure, or a power loss of the auto-pressure controller:
 FAULT light illuminates,
 MASTER CAUTION flashes and a Single Chime sounds,
 "AIR AUTO PRESS" caution message is displayed on the EWD.
 In this case, the system must be set to MANUAL mode.

 Vacuum is applied to the pneumatic outflow valve because the manual controller is in the "MAN" position. FAULT light is extinguished and "MAN"
light illuminates.
 The torque motor is no longer supplied and the electro-pneumatic outflow valve closes.
 Cabin pressure is now controlled by the manual controller, through the pneumatic outflow valve. Turning the manual controller knob
changes the reference pressure to the pneumatic outflow valve.
Dump operation:
 In AUTO mode, the auto-pressure controller
transforms the 28 VDC to monitor the
electro-pneumatic outflow valve torque
motor.
 When "DUMP" is selected, the auto-pressure

controller is no longer supplied and the
torque motor is directly supplied with 28 VDC
from BUS 1.
 Cabin air input to the electro-pneumatic

outflow valve is closed, vacuum is present in
the servo chambers and both outflow valves
are in the fully open position.
 In "MAN" mode, fast depressurization is obtained using the manual controller with its knob in the externe position. This position
corresponds approximately to + 2,500 ft / min cabin pressure rate of change with the pneumatic outflow valve in the fully open position.
Ditch operation:
 The ditching mode is available in both AUTO and MAN
mode.
 The "DITCH" pushbutton controls the two outflow valve

electrical actuators.
 The electrical actuators are supplied with 28 VDC from the

EMER BUS. They move by means of a tooth wheel, to open
or close the outflow valves.
 When "DITCH" is selected, "ON" light and actuators are

supplied with 28 VDC.
 Two microswitches are used to stop the actuators when the

racks have reached their limit.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL Jet Pump
 The jet pump is located underfloor area, close

to the left recirculation fan.
 The jet pump is used to create vacuum in the

Jet Pump control circuit of the pressurization system.
 High pressure air from the bleed air duct

supplies the jet pump.
 Two checks valves prevent reverse flow from

the jet pump in case of LH or RH bleed air
pressure not available.
 Air from the bleed air duct is ejected

overboard, producing a low pressure at the
vacuum pipe.
 Air in the vacuum pipe is suched out. Vacuum

needed for pressurization is now available.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL Electro Pneumatic Outflow Valve
 This valve is installed below the cabin floor,

close the cabin attendant seat.
The valve consists of:

Electro Pneumatic Outflow Valve  a body,
 a cover,
 a ditching device,
 a torque motor housing,
 a manometric box.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL Electro Pneumatic Outflow Valve
 The electro-pneumatic outflow valve is directly controlled

by the digital controller when the system operates in
AUTO mode. In this case, the valve also controls
opening of the pneumatic outflow valve.
The valve functions are:
 to regulate cabin air evacuation,
 to limit cabin normal differential pressure,
 to provide negative pressure safety,
 to prevent water ingestion during ditching of the
aircraft.
 To open the electro-pneumatic outflow valve, pressure
in the servo chamber is modified by means of vacuum.
This low pressure is opposed by an internal spring which
is loaded to close the valve.
 The servo chamber is supplied with cabin air through a
filter.
 Modulation of servo chamber pressure is done by
blanking more or less the two nozzles with a quadrant.
This quadrant is fixed to the torque motor shaft. The
auto-pressure controller controls the opening of the
electro-pneumatic outflow valve, by modulating the
electrical signal to the torque motor.
 In case of failure, or if the torque motor is not supplied,
the quadrant closes the vacuum pipe and the valve
closes.
 In AUTO mode, the pneumatic outlow valve is
pneumatically slaved by means of the valve
interconnection pipe.
 The safety devices are:
 the non-return valve, which limits the negative
differential pressure to -0.5 PSI,
 the manometric system, which limits the differential
pressure to 6.35 PSI,
 the electrical actuator assembly, which pushes the
main valve to the closed position in case of ditching.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL Pneumatic Outflow Valve
 This valve is installed below the cabin floor, close to the cabin attendant seat.
The valve consists of:

 a body,
 a cover,
Pneumatic Outflow Valve
 a ditching device,
 a manometric box,
 a pneumatic relay.
 The valve is directly controlled by the electro-pneumatic outflow valve when the system works in AUTO mode.
 The valve is directly controlled by the manual controller when the system works in MAN mode.
The pneumatic outflow valve functions are:
 to regulate cabin air evacuation,
 to limit cabin normal differential pressure,
 to provide negative pressure safety,
 to prevent water ingestion during ditching of the aircraft.
 In AUTO mode, the pneumatic outflow valve operates exactly like the electro-pneumatic outflow valve.
 By means of the valve interconnection pipe, both servo chambers present the same pressure.
 The reference pressure from the manual controller is the same as cabin pressure and the vaccum pipe stays closed.
 In MAN mode, opening of the pneumatic outflow valve is governed by modulating reference pressure from the manual controller.
 If the reference pressure decreases, the manometric capsule contracts, and the valve opens the vacuum pipe. Air from the servo chamber
escapes through the vacuum pipe and pressure decreases.
 The main valve moves upward and cabin air is extracted outside.
 The valve interconnection pipe jet allows different pressures in the outflow valves servo chamber. The electro-pneumatic outflow valve
stays closed while the pneumatic outflow valve regulates.
The safety devices are:

 the non-return valve, which limits the negative differential pressure to -0.5 PSI,
 the manometric system which limits the differential pressure to 6.35 PSI,
 the electrical actuator assembly, which pushes the main valve to the closed position in case of ditching.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL Filter and Check Valve
 The filter is fixed on the electro-pneumatic outflow valve.

 The air filter is attached to the electro-pneumatic outflow valve and removes dust from the cabin outlet air before it passes into the
diaphragm chamber.
 The check valves are located on the jet pump air ducts.
Filter and Check Valve
 Two check valves are installed in the jet pump air ducts. They prevent a reverse direction flow of air in the pneumatic system.
ATA 21 AIR CONDITIONING | 21.30 PRESSURIZATION CONTROL Manual Controler
 The manual controller is located on the centre instrument panel.
The pressure regulator comprises:

 a cylindrical body made of light alloy,
Manual Controler
 two threaded orifices, marked "REF" and "DEP",
 a third orifice situated on the periphery of the body receives a jet protected by a filter,
 a control knob.
System Operation:
 The manual controller modulates the reference pressure

to the pneumatic outflow valve to control the rate of
change of cabin pressure. The manual controller function
positions are not graduated and the pilot, while watching
the cabin altitude rate of change, must rotate the manual
controller knob until the desired rate value.
 The manual controller delivers a reference pressure for

the pneumatic outflow valve operation.
 This reference pressure is generated by a combination of

cabin pressure and vacuum from the jet pump, selected
by means of a knob.
 In AUTO mode, the manual controller must be set to the

NORM position so as not disturb the pneumatic outflow
valve.
 The vacuum pipe is closed by the needle valve and the

reference pressure is the same as cabin pressure.
ATA 21 AIR CONDITIONING | 21.CI CONTROLS AND INDICATORS Front Cockpit
 The Air Conditioning/Pressurization system

indications are given on the Overhead Panel and on
21.CI CONTROLS AND INDICATORS the main Instrument Panel.
Front Cockpit
 The Air Conditioning System information are

displayed in the Flight Compartment on the Air
Conditioning Control Panel and on the Multi Function
Display (MFD) on the SD Cabin page.
MW21.CI_.01.I1L2_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 103
 The PACK VALVE pushbutton controls the

position of the right or left pack valve.
 When the pack valve pushbutton is on, the

pack valve is open if the electrical supply and
the air pressure are available.
 The pack, controlled by the pack valve will be in

standby if the PACK VALVE pushbutton is
selected on with both bleed pushbutton
released out.
 A FAULT legend illuminates when there is a

pack valve position disagreement with the
pushbutton, turbo fan shut-off valve failure or a
pack over-temperature (up than 204°C).
 The Pack Valve is closed automatically in case

over-temperature or turbo fan shut-off valve
failure.
 The OFF light is illuminated when the

pushbutton is released, the pack valve is
closed.
 The FLOW pushbutton enable to select operation mode of

the pack valve.
 The NORM position corresponds to 22 PSI.
 When pressed in, the FLOW pushbutton selects the high

flow operation of the pack valve.
 The HIGH position corresponds to 30 PSI.
 The TEMP SEL pushbutton enables the selection of AUTO

or MAN mode temperature regulation.
 The OVHT amber light indicates an over-temperature in

the supply duct, when the air temperature is over 92°C.
 It is not inhibited in manual mode.
 When the TEMP SEL pushbutton is pressed in, the MAN

white light is illuminated and the compartment temperature
knob directly controls the temperature control valve.
 These selectors increase or decrease the air

temperature in the flight compartment and in the
cabin, either in the automatic or manual mode.
 The dual indicator continuously monitors the air

temperature in the flight compartments or in the cabin,
both associated with its respective duct temperature.
 The duct temperature is limited to 88°C by a

pneumatic temp limiter.
Note: the MFD displays the temperature of the cabin
through a separated sensor.
 The COMPT SEL enable to select the compartment

where the temperature check is desired.
 The RECIRC FAN pushbutton enable to control the

recirculation fan.
 A FAULT legend illuminates when there is a fan low

speed or a motor overheat.
Note: there is not an automatic cut off of the power
supply, crews must manually switch it off.
 With the recirculation fan pushbutton released out, the

fan is off and the OFF light is illuminated.
 The EXHAUST MODE pushbutton enable the control of the extract fan.
 In NORM position, on ground with the ENG1 off, the extract fan is on, the
OVBD valve full open and the U/F valve is closed.
 In Air or on ground, with the ENG1 on, the extract fan is on, the OVBD
valve is closed and the U/F valve is open.
 A FAULT legend illuminates when there is either a fan failure or an

overheat.
Note: the fan is inhibited for 120s after every engine start.
 When pressed in, the OVBD legend illuminates, the extract fan is
switched off, the OVBD valve is partially opened and the U/F valve is
closed.
 In addition, the horn is activated on ground if the electrical external power

is used.
 The OVBD VALVE selector switch enables to control the overboard

valve.
 The AUTO position corresponds to the automatic mode.
 The FAULT legend is illuminated when the overboard valve is in

disagreement with the OVBD VALVE switch position and during the
valve transition.
 The Manual override is accomplished by selecting FULL OPEN or FULL

CLOSED during emergency procedures, or for tests.
 The differential pressure must be checked prior to switch it in full open

position (max ” p = 1 PSI.)
 The Pressurization System information's are displayed in the Flight

Compartment on the Automatic Pressurization Control Panel, on the
Manual Pressurization Control Panel and on the Multi Function Display
(MFD) on the SD Cabin page.
 The ELEV SET knob enable to select the elevation of the planned
destination airport shown by the landing elevation display.
 The pushbutton DESCENT RATE enable to increase from -400 to -500

ft/min when FAST is selected.
 The DUMP guarded pushbutton controls the cabin emergency

depressurization.
 When the ON position is selected, in AUTO mode only, both outflow

valves are commanded fully open.
 The test button enables to test the integrity of the pressurization system.
 The Automatic Pressurization Control panel displays alternatively 18,800

and -8,800, as long as the test pushbutton is pressed. In addition, a
FAULT legend appears on MAN pushbutton of the Manual Pressurization
Control panel.
 The MOD SEL switch enable to select the operating mode of the
pressurization system.
 A FAULT legend illuminates in case of digital controller failure and/or input

power loss.
 With the MOD SEL pushbutton pressed in, the pressurization system operates in Manual mode and the MAN light is illuminated.
 The rotary knob enables the selection of any cabin rate between -1,500ft/min to +2,500ft/min in manual mode.
Note: the NORM position is only effective to the AUTO mode.
 The DITCH guarded pushbutton enable to completely close the both outflow valves.
 When it is pressed in, the ON light illuminates on the switch indicating the ditching mode.
The MFD displays the cabin altitude from -9,900ft to 99,900ft.

 in green when lower than 6,800ft,
 in amber when between 6,800ft and 10,000ft,
 in red when upper than 10,000ft.
 Furthermore, when the cabin altitude is upper than 10,000ft, the CCAS is
activated.
 The pointer displays cabin altitude rate of change between -2,500ft/min and
2,500ft/min.
 The pointer displays cabin/outside differential pressure from -1 PSI (-0.07

bar) to 8 PSI (0.55 bar).
 white arc between 0 PSI and 6 PSI (0.41 bar),
 amber arc between -0.5 PSI (-0.03 bar) and 0 PSI and between 6 PSI
(0.41 bar) and 6,35 PSI (0.44 bar),
 red arc between -1 PSI (-0.07 bar) and -0,5 PSI (-0.03 bar) and between
6.35 PSI (0.44 bar) and 8 PSI (0.55 bar).
 Furthermore, when the cabin/outside differential pressureis upper than 6.35

PSI, the CCAS is activated.
ATA 21 AIR CONDITIONING | 21.CI CONTROLS AND INDICATORS Maintenance Panel
 On the Left and Right

maintenance panel several tests
and control device are provided,
for maintenance purpose only.
Maintenance Panel
 Some of them are associated with
the MCDU.
 All buttons on this panel are to be

used on ground only.
 The Right Maintenance panel

provides MFC bite loaded
magnetic indicator which turn
amber when a pack overheat
detection has been recorded by
the MFC.
ATA 21 AIR CONDITIONING | 21.CI CONTROLS AND INDICATORS Maintenance Panel
 By selecting MISC1, the failure

detection will be displayed.
ATA 21 AIR CONDITIONING | 21.00 GENERAL Safety and Precautions
 Before undertaking maintenance work on the Air Conditioning

system, display warning notices indicating that a work is in
progress. Warning notices may also prohibit the engine start
21.00 GENERAL and operation of both air conditioning and air bleed systems.
Safety and Precautions
 On panel 29VU make certain that the BAT selector switch
7PA is in OFF position.
 Open safety and tag the corresponding circuit breakers on

panels 120VU.
 Before undertaking maintenance work on the Air Conditioning

system, be sure that both the Pneumatic system and the Air
Conditioning system are depressurized.
MW21.SAF.01.P1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 113
ATA 21 AIR CONDITIONING | 21.00 GENERAL Safety and Precautions
 Make certain that ducts and components to be installed are free

from dirt and contamination.
 If dirt or contamination is suspected, blow out with dry
compressed air.
 Do not install duct sections that are obviously damaged and
distored.
 Never force or bend ducting into place.
 Correct alignment may be obtained by assembling ducts and
components loosely and adjusting until satisfactory clearances
and alignment are achived.
 Flange faces of ducts assemblies and components should be
kept free from dirt, grease, nicks scratches or dents, so that
effective joints can be made.
 Do not use wire brush to clean flange or joining surfaces.
 During removal immediatly close off ducts or component
openings with protective covers or blanking caps.
Aircraft energized with a ground power unit (GPU):

 Before using a GPU, make certain that at least one cabin
door is open or remains open during operation to avoid the
depressurization of the aircraft by the extracting fan.
Aircraft preconditioning with a ground air conditioning unit:
 Before using a ground air conditioning unit, make certain that
at least one cabin door is open or remains open during the
servicing to avoid the pressurization of the aircraft.
Aircraft ground pressurization test:
 Personnel remaining on board the aircraft during the test
must be cleared to work within a pressurized aircraft, in
accordance with the medical regulation.
 Opening a pressure sealed door when the aircraft is fully or
partially pressurized will cause an explosive decompression.
 Death or injury to the personnel and damage to the aircraft
could occur
MW22.SAF.01.P1L1_02 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 114
ATA 21 AIR CONDITIONING | 21.00 GENERAL Maintenance Operations
 This module presents the various tasks programmed regarding the Air Conditioning System, according to their periodicity (A: A check, C: C
check, LC: Line Check, WY: Weekly).
 The contained information in the following tables results from the maintenance planning program, based on Maintenance Review Board
Maintenance Operations(MRBR).
Report document
 ATR defines a standard document MPD (Maintenance Planning Document) where the maintenance programmed tasks are identifies.
MW21.MO_.01.O1L1_01 Copyright © 2.3 (19/02/2015) - ATR Training Centre - All right reserved For Training Only Page 115

ATR Ata - 21 - Air - Conditioning

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

ATR Ata - 21 - Air - Conditioning

Uploaded by

Copyright:

Available Formats

[ATA] | [SUBCHAPTER] | [SECTION] [TITLE]

TRAINING HANDOUT T1+T2 42-400I500 and 72-

ATA 21 AIR CONDITIONING

TRAINING HANDOUT T1+T2 42-400I500 and 72-212A (600 variant)

ATA 21 AIR CONDITIONING........................................................................................................................................................................................................................................ 6

Turbine Inlet Temperature Control Valve .................................................................................................................................................................................................... 35

System Description ...................................................................................................................................................................................................................................... 68

21.00 GENERAL .............................................................................................................................................................................................................................................. 113

 Air conditioning system indications are given on the

 If a failure occurs on the Air Conditioning System, the

 The Multi-purpose Control and Display Unit (MCDU)

 The Air Conditioning Control Panel is located on the

 The Automatic Pressurization Control Panel enable

The Air conditioning system indications are

Temperature control indication:

Recirculation fan indication:

High Flow indication:

Cabin temperature indication:

Extract fan indication:

Overboard Valve indication:

Cabin rate indication:

Pressurization Control indication:

Cabin Altitude indication:

Cabin Altitude Target indication:

The air conditioning is divided into four parts:

The conditioning air temperature is obtained by

 The ducts connecting the engines to the

It opens only on ground with one engine

 In flight, the cross feed valve is closed.

 During the hotel mode operation, the

 Xfeed valve is open

 The control and monitoring of the compression system is

 When a pack valve failure is detected, the CCAS is activated

 If both pack valves are faulty, "AIR PACK 1+2" caution

 Here is the simplified schematic of pack valve 2

 When the time is elapsed the shut-off valve

 To increase the flow, the "flow" push button has

 Pack valve is located on the forward landing

 Two pack valves, one in each pack,

Pack Valve Operation

 With the shut-off solenoid de-energized the valve is closed.

 The service pressure regulator located in the

 The valve consists of a:

 When the balance between the opening force

 The Air Cooling system provides flow

The cooling air generation assembly consists of:

 The control and monitoring of the cooling system is accomplished

 When a pack overheat is detected, the CCAS is activated

 For maintenance purpose, MFC bite loaded magnetic indicator

 By selecting MISC1, pack overheat detection will be displayed.

 In case of pack overheat detected downstream of the

 The dual heat exchanger is located in the

Dual Heat Exchanger  The dual heat exchanger is an air-to-air

 There is a primary and a secondary section.

 Bleed air from the pack valve enters the

 After passing through the primary heat

 It then returns to enter the secondary heat

 After passing through the secondary heat

 The air cycle machine is located in the forward

 The shaft is supported on air bearings which

 Air is ducted from the primary section of the

 The overheat switch is installed downstream

 It consists of a vapor-filled sensing probe,