General Description: Click On The Screen To Continue

•General description
•4 ..- The air conditioning system Is provided to keep

the passenger and flight compartments to the
required pressure, temperature, humidity and
cleanliness for the comfort of the passengers
and crew, both on ground and In flight.
Click on the screen to continue


This air also ventilates:

• Components located In the avionics
compartment,
• Thelavatory.



compartment,
• Thelavatory.
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.



compartment,
• Thelavatory.




compartment,
• Thelavatory.

The temperature and pressure ofthe air Is

controlled and distributed to the pressurized
compartment. It Is then discharged overboard;
the air flows continuously through the cabin.



compartment,
• Thelavatory.

The temperature and pressure ofthe air Is

controlled and distributed to the pressurized
compartment. It Is then discharged overboard;
the air flows continuously through the cabin.
•4 ..- The air pressure variations are automatically

kept within limits compatible with passenger
comfort.
End of module
--
Cockpit panels
For m011 ln(ormatlon. cl/clc on a c:odrplt location label.
~ Overhead control panel
DJ Crew Alerting Panel
111 Central Panel CJ Maintenance Panel
Activate the areas to continue

Cockpit panels
For more Information. elide on a cockpit location label.
[ ] Control Panel
~@J] Crew Alerting Panel ... Crew Alerting Panel
CAUTION
!1] Central Panel CJ Maintenance Panel

Cockpit panels
For more Information. elide on a cockpit location label.
[ ] Control Panel .., Centre Instrument panel
[ ] Crew Alerting Panel
CAB PRESS
O iT Ci-o
MODE 5 El
lee]
; - -e
;
· ."m -
..ill
L_ _:_____j '···:J
&!J J Central Panel CJ Maintenance Panel

Cockpit panels
for 1!J019Infonnatlon. dlc:lr on a codmiiiQeatlon label.
DJ Crew Alerting Panel ~ MFC Maintenance Panel

(Maintenance purposes only)
BITE ADV DISPLAY M F7'c:--=!!!!!!!!

8 4 2
DATA ane
BUS Lo.:..DED
.•. • ERS
"'~"'
Fl.T
. v.own<o
• • (J
r:...
MJSC
2.
• DOORS
• so
• NAVOTS PTA:ERS
r.<AG
INO
TEST
• •BRX
F\.T
CTl
Blta loaded magnetic Indicators tum

amber on maintenance panel when a
system failure Is detected.
l!lJ] Central Panel ~l~ ] Maintenance Panel
End of modul e
Interfaces
ENGINES Electrical supply
"~ ~ rr
- ------2~8=V~DC------~----~ FLIGHT COMPARTMENT
t--- ----1:> CABIN General air inlet _.
PNEUMATIC
SYSTEM - - ----l::>l 4 c:llrt!:!1!i
t:an.. . . -r
Ground cooling 1 Air outlet
Cabin :air inlet Outflow valves
.. GROUND
F"-- --1> COCKPIT FLIGHT INSTRUMENTS
LAVATORY
t--- ----1:> BATTERIES VENTILATION - ._,
CART UNIT
t--- -"C> FLIGHT COMPARTMENT

t--- ----1:> CABIN
1---- --1> UNDERFLOOR AERA
AIR DATA
COMPUTER -~
Electrical control Unpressurized zones
Signals
End of module
Features
..- This mode, available on the RH angina, Is used on ground only, to

Hotel Mode provide aircraft electrical DC and air conditioning.
..- Hotel Mode works with tha LP and HP stages running and tha RH
propeller brake locked.
Crossfaad
~ Ho~lmodaoperatlon
MFC Bite
Loaded Memory
!
==~,._:) ;:::::
- ::;--Jr---"..._l ....
I
HOTELModa
=
Right angina running + propeller brake ON
+gust lock ON+ condition lavers to FEATHER

Features
Hotel Mode ..- The crossfeed valve Installed on the crossfeed duct Is designed
to connect LH and RH air bleed ducts.
• On ground, It Is opened only when one engine Is running or

Crossfaad when propeller brake Is engaged.
It allows to feed, with one engine pneumatic pressure, both air
conditioning packs.
MFC Bite
• In flight, the crossfeecl valve Is closed.
Loaded Memory

Features
fJ!] Hotel Mode ..- MFC Bite loaded magnetic Indicator turns amber when a failure
has been recorded by MFC.
..- By selecting MISC 1 and pressing the PTA I ERS button, pack
~~~ Crossfaad valva failure codas will be displayed.
(Nota: Bite= Built In Test Equipment)

MFC Bite
Loaded Memory MFC Bite
loaded
magnetic
Indicator
(Maintenance purposes only)
End of module
--
Aiii conditioning·safety precaution
0
Aircraft preconditioning by a ground air conditioning unit
To ground condition cart (right landing gear fairing)
~ Before supplying external air, make certain that at least one cabin door Is open or remains
open during servicing.
Click on the single right arrow to go to the next screen

--
Aiii conditioning·safety precaution
0
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 medical regulations •
.,. Opening a pressure sealed door when the aircraft Is fully or partially pressurized wiD cause
explosive decompression. Death or Injury to personnel and damage to the aircraft could
occur.
End of module
..- The air conditioning Is divided Into four parts.
..- The condition ned 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.
lkJ] Air Cooling

Control D
Air Temperature
Air
Compression

..- The temperature control system controls

air temperature at the conditioning pack
outlet and Inside the pressurized
compartments•
..- 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 •
..- Temperature control Is regulated

Independently for the flight deck and the
passenger compartment (cabin).
lmJAir Temperature Air Cooling

Control D Air
Compression
..- lndependant packs are located on
each side of landing gear fairing.

..- 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.
Control RJ Air
Compression

..- The cooling system provides flow

regulation and cooling air from the
pneumatic system by means of an air
conditioning pack. It supplies the
pressurized zones of the aircraft with cool
and conditioned air. The air cooling
system consists of two Identical air
conditioning packs, each comprising
airflow regulation, a refrigeration unit and
a water separator.
Control RJ Air
Compression
End of module
For more Information about air conditioning sub§vstem . click on a coclcplt location label.
.., Overhead control panel
~~ Control Panel
EXHAUST MCDE
AVIONICS VENT
OVBO VALVE
.
FULL
~
~o
··
OPEN
OONOTSEJ.
OVB-DVALVE ...., .11- AUTO
FULL OPEN
M IF ft.P>1PSI FUll
CLOSE
RECIRC FAN 1 COMPT TEMP RECIRC FAN 2
D
FLT C0\11PT
15.$-
"' ,.
,,\\\_U~-~ It!,, 30
~ ~
·c
II
o·· .·
CABIN
TEMP SEL ~ ,-,_c'\ <"IO:l TEMP SEL
¥[]
0 /''"\''
0
[]~
'-'
50
T
COMPT SEL 0
c c
~;!g;~
COLD HOT EJ "' C~D R HOT
PACK VA.VE Ll AIR BLEED Ll

( -. PACK VALVE
CRD X FEED
[] D
CJ Maintenance Panel

For more Information about air conditioning sub§vstem . click on a coclcplt location label.
.., MFC Maintenance Panel

(malntenane purpose only)
CJ Control Panel
BITE4 ADV DISP2LAY

8 MFC
DATA BITE
BUS LOADED
(: .. .,
ER"
MISC3:. ,•
)+
i>JORr,l
FLT
o
• • WOW & L'G
•
+ DOORS
: N:OTS
• •
PTil.'ERS
0
MAG
INC
TEST
A.T BRK
en.
Bite loaded magnetic Indicators tum amber on

maintenance panel when a system failure Is detected.
~~ Maintenance Panel
End of module
..- The pneumatic air for the air
conditioning system Is bled from either
low or high bleed port of each angina.
LP bleed LP bleed
air valve air valve
Eng
firevrc~ll valve valve

.,. 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 unls (packs) Installed
respectively In the left and right landing
gear fairings.
LP bleed LP bleed
air valve air valve
Eng
firevrc~ll valve valve

--.....-:- .,_ Each engine feeds the pack on Its respective side
through a pressure regulating and shut-off valve
(pack-valve) and through a service pressure
regulator which transmits a pressure to the
Service temperature control valve.
pressure
regulator
.,_ Hot air from the engine Is admitted through
pack valves and conditioned (cooled, dried,
compressed) In the packs •
.,_ The pack valve Is pneumatically operated and

Additional pressure electrically controlled. It has two functions :
To the crossfeed switch de-icing
• Pack shut-off,
• Pressure control and hence flow control.

Normal and 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 valva Is spring-load closed.
It will also close without electrical supply.
.,_ The ducts connecting the anginas to the

respective air cooling pack are Interconnected
by a crossfead valve (ground operation only).
End of module
Packvalve2
2o4•c
18HBpack
overheat switch
ESSBUS
ECT2 •lr-=~:::--+ril.;;__"'iJi)i!!liii]'jfii:I£mi!iiiJ!ii!iiij~~-------~l·
e3
Noolheat 81 HB pressure
Flow Engine electronic control
switch ground
cooling turbo fan
Cabin pressure 1 UA2 computer multifunction 2

controller -------------
1
Tocabtemp
1
Closed
36HB ~-
1
sensor To pack ~T~idiu_..
ventilation fan
I
Enpine fire wall

1Pack valve 1
•lr ---;.... ----,
1
1 Bleed air from
:control ~
I O_pen ~ ·
'- - ~- ~~· 37 HB pack valve 2 control
~-- ~tH~------------------------
1
I
1
1
L - - - - --"'-ll•
...
eng(LPorHP
bleed valves)
~ 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 open and provided no fault Is detected.

Packvalve2
2o4•c
18HBpack
overheat switch
ESSBUS
ECT2 •lr-=~:::--+ril.;;...._"'j!ilil!!i[§iii::1£mi!iii]ii!iiij~~-------~l·
e3
switch ground
cooling turbo fan

1
L-.........,...... ____ ,
Closed
36 HB __ .....,_-I To cab temp
ventilation fan
1
!: ---- ~ 1.'.---~""-ll•
I
Enpine fire wall

1Pack valve 1 •II :
Bleed air from
:control ~
I O_pen ~ ·
~-- ~tH~------------------------
1
I
1
1
L - - - - --m...JI•
Eng2bleed
...
eng(LPorHP
bleed valves)
~ When all the conditions are met the signal is delayed by 6 s (not shown on the screen).
Note: delay Is only applicable to pack 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 that the pack control relay provides Information to the cabin pressure controller and to the cabin temperature
sensor ventilation fan.
Click on lhe screen lo conlinue

Packvalve2
2o4•c
18HBpack
overheat switch
ESSBUS
ECT2 •lr-=~:::--+ril.;;...._"'j!ilil!!i[§iii::1£mi!iii]ii!iiij~~-------~l·
e3
switch ground
cooling turbo fan

controller
• -------------
1
• L-_.,..______ ,
Closed
36HB __.....,_-I To cab temp
ventilation fan
I
1Packvalve1
I
'I
· :! •----
~
~
Enpine fire wall
Bleed air from
:control ~
I O_pen ~ ·
~-- ~tH~------------------------
1
I
1
1
L - - - - --"'-ll•
...
eng(LPorHP
bleed valves)
~ 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 Increase.

Packvalve2
18HBpack
overheat switch
ESSBUS
ECT2 •lr-=~:::--+rll.;;...._"'j!ilil!!i[§iii::1£mi!iii]ii!iiij~~-------~l·
e3
switch ground
cooling turbo fan

1
L----o.,..o- - - - - I
___ _.
36HB __. . ,_-I To cab temp
sensor To pack
ventilation fan
~~.._
Tofdau
I
~
Enpine fire wall
0
1Packvalve1 •II :: ----
Bleed air from
:control ~
I O_pen ~ ·
~-- ~tH~------------------------
1
I
1
1
L - - - - --"'-ll•
...
eng(LPorHP
bleed valves)
~ 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 Indicated the fault.
Comments: a pack overheat could be due to a dirty heat exchanger or a turbo fan failure.
Click on lhe single rig hi arrow lo go lo lhe neXI screen

~ Is there a pack overheat caution light?
IQI Vas, on the overhead panel.
IQI No, only a fault caution light.
IQI There Is no pack overheat protection.
Answer the question

~ Is there a pack overheat caution light?
IQI Vas, on the overhead panel.
IIQII No, only a fault caution light.
IQI There Is no pack overheat protection.
End of module
•
P.ack valve description
~
~ Location on AJC &1JDescription
..- This valva Is located on the forward landing gear fairing and
regulates, or shuts off the flow of the angina bleed air to the pack.
..- The solenoid-controlled shut-offvalvals a pneumatically-actuated,
butterfly type, with a variable pressure regulator.

---
P.ack,valve', description
~ Location on AJC
~ ~[5J] Description
~ Two pack valves, one In each pack, pneumatically operated

and electrically controlled, regulate the air flow and pressure.
(7) POSIIIon Indicator switch

assy
(1) High reference (4) High differential solenoid

whle assy
regulator ~.___,Ht='lll 5) Actuator assy
~ These valves also work as shut-off valves.
~ The valve consists of a:

1) High reference regulator (30 PSI),
2) Low reference regulator (22 PSI),
3) Shut-off solenoid valve assembly,
4) High differential solenoid valve assembly,
5) Actuator assy Actuator opening pressure
6) Flow section (2) Low reference regulator lube
7) A position Indicator switch assembly (6) Flow section

assy
End of module
•
P.ack valve operation
position indicator switch assy
shuttle closed stop

wive adjustment
~ 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 :t 5 PSI.
..
air flow I-- fi~er
~ With the high pressure solenoid de-energized, the valve Is

still open, but the flow pressure Is regulated at 22 :1: 5 PSI.
End of module
~
~ The service pressure regulator located In the landing

gear fairing Is a pneumatically activated poppet-type
differential pressure regulator.
Service
l!ressure
regulator
•
Aclivale lhe areas lo conlinue
~
~ Location on AJC
~
~ Description
..- Tha sarvlca pressure regulator Is pneumatically activated

poppat-typa differential pressure regulator.
Service
pressure ..- It provides a constant sourca of regulated supply air to tha
regulator
temperatura control valva.
Calb"atioo
adjustment crew
Temperature control
""lw
Ambient wnt
Supply pressure connection

pressure
rAguiMnr
End of module
Calibration adjustment crew .,. 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, throught the
Diaphragm cowr
feedback orifice, and the calibration spring to deliver a
Ambient wnt regulated supply pressure of 16,4 PSI to the temperature
control valve.
Calibration adjustment crew
Ambient wnt
Regulator housing
Spring
Outputpressla'e Diaphragm
connection
Feedback orifice
16,4 PSI output

pressure
connection
~ 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.
Supply pressure conne<;i;on
End of module
ac2 ~ The cooling system provides flow regulation and
cooling air from the pneumatic system by means of
an air conditioning pack In order to supply the
pressurized zonas oftha aircraft with cool air.
a. ~ A cooling turbo..fan provides cooling air on ground or

In ftlght when the aircraft speed Is lower than 150 KTS
and landing gear Is down.
~ In other casas, cooing air Is provided by ram-air.

........
.
... ........................... ..... # - - - - : - - - - - ... ...,
' '\
--- ..........
:
o
:
'"''"'1•fll•• ... ---.....~.....
I
I
I
I
I
I
\ :: ~ : :
........... ...:.................. - --~- .. ,.,·rTTTTi
0
11 <1 ~ The temperatura of air supplying the pressurized

zonas of the aircraft with conditioned air Is regulated
by the temperatura control system.
Ground cooling turbo-fan /
Ram air outlet
Heat exchanger pack

..- The air cooling system consists of
-~ two Identical air conditioning
packs, each one comprising an air
flow regulation, a refrigeration unit
and a water separator. These
packs enable airflow temperature
and 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 % ofthe
passenger compartment.

-- .,. The cooling air generation assembly consists of :
• a cooling Inlet (ram air),
• a ground cooling turbo-fan which circulates the
air In the heat exchangers •
.,. The ground cooling turbo-fan Is energized by bleed

Dual heat . _..., air, which Is controlled through the turbo ..fan shut-off
exchanger valve.
Water
~~:;- spray
nozzle
.,. There Is also a nozzle spraying water In front ofthe

Check
- - heat exchangers.
(inside)
Turbo-fan shut-oflfval~~e/
Ground cooling turbo-fan

In the cooling system, there are
also :
• an air cycle machine

comprising a compressor and
Additional a turbine,
de-icing
Water extractor • a condenser,
• a water extractor,
• a turbine temperature Inlet

control valve,
Turbine • an additional de-Icing

--ol~~l¥"~"----71";:.<'-----~'---- temperature inlet pressure switch,
control vahle
• a pack overtemperature
switch.
Air cycle
Condenser machine
End of module
•
Cooling system operation
~ Hot air from the bleed air system goes

through the pack valve to the primary
heat exchanger where It Is cooled.
Bleed air
system
Primary heat I
exchanger 1

--
Cooling;system operation
' '
~ Depending on the aircraft configuration,

cooling of the heat exchangers Is provided
either by the ram air Inlet or by the ground
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 from the air then, the water Is
sprayed In the coolln9 air stream and
contributes to the efficiency of the heat
exchangers.
I
Secondary heat
exchanger

•
~ 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.
Mixing
chamber
Temperature I
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.
Compressor I

---
' '
~ 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.
Addftional
pressure switch I I

•
~ In case of pack overheat detected downstream

of the compressor the "bite loaded" magnetic
announclator located on the RH maintenance
panel turns on (not shown).
Pack overheat
thermal switch

---
' '
~ The pack overheat w ill 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).
Turbo-fan
Hot IIJipass valve
Temperature I
control valve
I

•
~ In case of a pack overheat detection :
IQI the associated pack valva close
IQI the associated turbo-fan runs
IQI the associated ground cooling fan runs
Answer the question

•
~ In case of a pack overheat detection :
I[Qi]l the associated pack valva close
IQI the associated turbo-fan runs
IQI the associated ground cooling fan runs
End of module
•
heat exchanger description
~~~ Location on AJC CJ Description
..- The dual heat exchanger Is located

In the forward landing gear fairing.

•
heat exchanger description
~~~ Location on AJC ~ Description

1:2!
PacK vaNe Primary
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

tin core with an Inlet and outlet pans
welded on opposite ends.
Water drain to owrboard
OVer
temperature
Condenser
AdlliWlmal pressure sWitch location
switch de-Icing
Condenser
,
To temperature
control vaM!
Bleed
air inlet
W8tAr P.xtnw.tnr
End of module
•
heat exchanger operation
Water drain to owrboard
Bleed air OWr

inlet from lemperature
switch boss
To compressor
,
To temperature
control vahle
~ Bleed air from the pack valve enters the
primary heat exchanger at the " T " duct.
The other lag ofthe " T " duct provides the
source of hot bleed air for the temperature
control valve.
Bleed
air inlet
~ After passing through the primary heat

exchanger, air flows through the
Prlmmy compressor section of the cooling turbine.
exchanger 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.
Condenser
Compressor Temperature control valw
End of module
•
cycle machine description
..- The air cycle machine Is located

In the forward landing gear fairing.

•
cycle machine description

1:2!
PacK vaNe Primary ..- The air cycle machine consists of :
exchanger • a compressor,
• an expansion turbine.
~ The compressor and turbine, forming the rotating
assembly, are mounted on the same shaft support by
air bearings.
~ Air Is ducted from the primary section of the dual heat
exchanger to the compressor section of the air cycle
machine, where flow temperatura and pressure Increase.
~ The compression heat Is partially removed In the
secondary section ofthe dual heat exchanger.
.,. Air Is then ductad to the cooling turbine where It expands
and gets cold.
Condenser Compressor
Temperature controlvaMI
Dilfuser
Impeller
..6
Turbine ..6 Compressor
outlet .,. .,. inlet
Anti-Ice inlet
End of module
Turbine Compressor
wheel outlet
Diffuser ..- The cooling turbines are air bearing, two wheal
units. They are sometimes also referred to as
Impeller
bootstrap units or air cycle machines.
~ The rotating group consists of a centrifugal

Turbine ... Compressor
outlet ... inlet compressor Impeller and a radlalln.flow turbine
wheel mounted on a common shaft.
Anti-ice inlet
Cooling turbine Bootstrap compressor
End of module
~ The overheat switch Is Installed

downstream the air cycle machine
compressor, before the second heat
exchanger.

1:2!
~ The pack overheat switch consists of a vapor..fllled
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 ofapproxlmately 182°C, the switch
returns to a normaly closed position.
Pack INI!rheat switch
+28VDC 1
Normally open
Connector
Probe
Wiring dia!lhraum
End of module
•
Condenser description
t-
-'fi

•
Condenser description

1:2!
~ The condenser Is a plate.fln, single pass, cross flow, air

to-air heat exchanger, that uses refrigerated turbine
discharge air at a temperatura low enough for moisture
condensation.
Cold air
outlet port
Bleed air inlet port
End of module
•
Condenser operation
Cold air
outlet port
.,. The hot side ofthe cora 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 ratum.
Bleed air
Bleed air .,. Both blaecl air and conditioned air make a single pass
inlet port through the condenser cora.
Cold air """"""---

I
Cold air
outlet port ~ inlet port
End of module
t-
-'fi

1:2!
..- 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 valva, and a downstream water collector.
..- The downstream water collector consists of :
• a formed perforated collector ring,
• an outer muff,
• a water sump,
• a flow batlla,
• plates,
• water drain ports,
• a scavenge air port.
Air to r\ SciNI!nge air
Dry air (air to "-<?(?
t;UUiing lUI bint:l!)
,.-<..., Wet air

\-.../@ (air from
static condenser)
~~~~ Air from swirl
condenser Water vanes
End of module
..- Ills separately welded and brazed Into a sub-assembly and finally
welded to the duct-helix assembly•
..- The water extracted Is sprayed through a spray nozzle on the dual
heat exchangers air Inlet.
~~~~ Air from Scawngeair

condenser Dry air
(.to C00011!1 turbine)
Oou
static Wet air

swirl (air from condenser)
Water vanes
End of module
~ The water spray nozzle Is located at

the air Inlet ofthe heat exchangers.

1:2!
~ The water spray nozzle Is an orlflcad fining that

provides a means to attach the line from the water
extractor to the ram air planum.
~ 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 affect contributes to the efficiency
of the heat exchangers.
~ The nozzle must be Installed with the arrow properly

positioned.
End of module
~ This valve Is Installed near the air

cycle machine.
Packvahle Primary
exchanger
Condenser
Compressor Temperature
contrOl vahle
inlet contrOl vahle

1:2!
~ Air flow from the water extractor passes
PacK vaNe Primary
exchanger over the thermal sensing element before to
reach cooling turbine. Cold air causes the
sensor/actuator to contract and open the
Condenser poppet valve which adds some hot air
(tapped from the compressor outlet duct) to
the air flow from the water extractor.
~ The action controls turbine Inlet

temperature to a minimum of 24°C and
reduces the possibility ofturblne Icing.
~ The thermal element and poppet valve are

enclosed In the valve body.
Compressor
Position of vaNe head
when cold (open) Thermal element
Sensor connection
Position of vaNe head
when hot (closed)
Hot inlet =...._!...'.!!

. . . . . ......
Mixed outlet
(to turbine inlet)
Hot inlet
t
Cold inlet
(from compressor outlet)
t
(ll"om water extractor) Cold inlet
End of module
•
de-icing pressure switch description
~ 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 outlet duct.

Addition
l5ft
Location on AJC ~~~ Description
<r- The purpose of the additional de-Icing pressure

switch Is to detect condenser Icing by monitoring
the dlffarentlal pressure across the condenser
bleed air path.
<r- 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.
<r- The signal from this switch will change the position
"-. A1~diOonal de-icing of the temperature control valve In case of Ice
pressure switch
accretion. When the dlffarentlal pressure between
the two Inputs Increases to 9 PSI.
Electrical
" comector
End of module
Additio
To hot by
passvahle
Service t
pressure
regulator
r - - - - - - - - - - - - - - - -""""11•
L---_.~~:::::~.~~;v;,;.::~[~oman
y Temperature
•llf---1.,
~;-------~ controlvalw
95H8 ~ -~, c.,__ ___,
,._
Packvallle
Additional de-icing
pressure switch 85HB
28WC I o
Addlional de-icing
BUS 1 7HB pressure switch
Low
pressure
port
r------+---1---\:>.,:""
---a~~I•
~ 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
'"' /
High
extractor_ pressure
port

Additio
To hot by
passvahle
Service t
pressure
regulator
L------~~::::::;;;;::~[~oman
.. I '+Y\1 I
1 • Temperature
• control vaM!
95H8
Packvallle
Additional de-icing
28WC I o
Addlional de-icing
Low
pressure
port
' I 0
r - - - - - - + - - -1
1 ---:>...>.,:- --olo-!1•
~ The switch closes and after a 1 second time
"" e3
delay, a steady current Is applied to the
temperature control valve torque motor High
/
overriding the normal temperature control- pressure
port

Additio
To hot by
passvahle
Service t
pressure
regulator
L------~~::::::;;;;::~[~oman
.. I '+Y\1 I
1 • Temperature
• control vaM!
95H8
Packvallle
Additional de-icing
28WC I o
Addlional de-icing
Low
pressure
port
' I 0
r-------+--+---d~---olo-!1•
~ This enables the temperature control valve
"" e3
to open at Intermediate position to warm-up
the circuit_
High
/
pressure
port

Additio
To hot by
passvahle
Service t
pressure
regulator
r - - - - - - - - - - - - - - - -""""11•
L---_.~~:::::~.~~;v;,;.::~[~oman
y Temperature
•llf---1.,
~;-------~ controlvalw
95H8 ~ -~, c.,__ ___,
,._
Packvallle
Additional de-icing
28WC I o
Addlional de-icing
Low
pressure
port
r------+---i---\:0.:""
---a~~I•
~ Normal control will be recovered when the
differential pressure will drops below 7 PSI- '"' /
High
pressure
port
End of module
•
cooling turbo-fan description
~
.. ..- The ground 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
From ~he llir bfee111ine

•
cooling turbo-fan description
~
~ Location on AJC
~
~ Description
~ The turbo-fan allows the air cooing 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:
Turbine wheel Housing (inlet)
• The Inlet housing,
• Nozzle ring,
• Turbine wheal, Fan wheel
assembly
• Outlet housing,
• Fan wheal assembly.
~ With bleed air available and Ail nuw
the turbo-fan shut-off valva
Impeller
In the open position air
enters the Inlet duct and
Bearin
travels through the nozzle carrier Impeller
ring Into the turbine blades.
~ The turbine wheal attaches to the tips oftha

Bleed air from turbo
fan wheal and forces the Impeller to rotate. ran shut-off valve
Fan wheel assembly
~ As the assembly rotates the fan blades force the air out of
Bleed air from turbo the outlet housing to the heat exchangers.
ran shut-off valve
End of module
~
.. ..- This valva Is located In the forward landing gear fairing.
Fromthe air bleed line

~
Pack valve
\.-_ ...~;:.
\......--y

~
~ Location on AJC
~
~ Description
..- The turbofan shut-offvalvals a spring loaded normally-closed, In-line

poppet valva. It Is pneumatically actuated with an electrical control
solenoid. The valva allows bleed air to flow and to operata the ground
cooling fan when the solenoid Is energized.
rromthe air bleed line
Pack valve
Inlet body
Outlet body
End of module
..- The Inlet body provides a seat for the check valva. The check valva
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 spmg-loadad piston which holds the
valva In the normally closed position.
..- The solenoid Is energized by the MFC when the pack valva pb Is
Differential selected ON, with the aircraft on the ground. When In flight, the MFC
area · prevents opening of the valva as ram air flow Is available for heat
exchanger cooling (enough AJC speed).
..- With the solenoid de-energized, available air flow (such as ln.ftlght
Shut-off
poppet----! Check valve pressure) will off..eat the check valve poppet and enter through the
poppet solenoid to chamber A. Together with the spring force, It will hold the
shut-off valve poppet against Its seat, keeping the valva closed .
..- Energizing the solenoid closes the air flow path to chamber A and
Spring
vents chamber A to ambient. Pressure acting on the piston face
(outside of chamber A) will overcome the spring force (approximately
5 PSIG) and open the valva. When the valva Is open, air flow drives
the ground cooling turbo fan.
AmbiAnt:illir
Check valve
poppet
Shut-off
poppet - -+- -1 ~ Airflow
Guide - - ----';;1.:=;.:;: Guide--
lingers lingers
End of module
..- This pressure switch Is located downstream the turbo-fan shut-off valve.
From the
Turbo-fan air bleed
Pack shut-off line '
valve
Turbo-fan
switch
TurbO-fan
pressure
Switch

1:2!
,.. The turbo-fan pressure switch detects a Ap of 8 PSI between the

shut-off valva outlet and the ambient pressure.
,.. It prevents erroneous usa of turbo-fan In flight and pack overheat

on ground, If the turbo-fan shut-off valva Is not open (turbo-fan
not running).
Electrical
connector
End of module
---
ifurbo-fan pressure switch operation
..- On ground or In flight, the turbo.fan

pressure switch Is used by the MFC
logics to sand a closing signal to the
pack valva In case of :
Bectrical
connector
• turbo.fan shut-off valva open with

aircraft speed higher than 150 KTS,
Turbo-f an shut-olfvalw open (fan running)

r-
\
• turbo.fan shut-off valva closed
(no pressure) with aircraft speed
A/C speed higher than 150 KTS
lower than 150 KTS, landing gear
down from at least 10 minutes, or
Closing signal aircraft on ground.
OR
A/C speed is below 150 KTS (fan stopped)

,--
\ Landing gear down from at least 10 mn
End of module
Flight
compartment
duct
Service
pressure
regulator
Ellgine
bleed air
~ The temperature control system manually, or

automatically controls the flight compartment and
cabin temperature.
Cross feed vahle
Right landing gear fairing

Flight
compartment
duct
Service Hot
pressure
source
regulator

- ..J automatically controls the flight compartment and
cabin temperature.
~ The air conditioning temperature Is obtained by
- ..J mixing air from : Cross feed vahle Cold
• a hot air source upstream of the conditioning air
pack (engine bleed air),
• a cold air source at the conditioning pack outlet.

Air; temf)era~re control system description
• Flight
companment
duct
Service
pressure
regulator
Engine
bleed air
<r The temperature control system manually, or

automatically controls the flight compartment and
cabin temperature.
"" The air conditioning temperatura II obtained by
mixing air from :
• a hot air source upstream of the conditioning
<r The right pack regulates cabin temperature and the left regulates
flight compartment temperature.

Flight
compartment
duct
Service
pressure
regulator
Ellgine
bleed air

cabin temperature.
- ..J mixing air from : Cross feed vahle
~ The right pack regulates cabin temperature and the left regulates
- ..J flight compartment temperature.
~ Temperature regulation Is achieved by :
• the temperature control valve,
• the hot bypass valve.

Flight
compartment
duct
Service
pressure
regulator
Ellgine
bleed air

cabin temperature.
~ The temperature control valve operates by a constant pressure
- ..J from service pressure regulator.

Flight
compartment
duct
Service
pressure
regulator
Ellgine
bleed air

cabin temperature.
~ The temperature control valve operates by a constant pressure
- ..J from service pressure regulator.
~ The temperature control valve operates the hot bypass valve.
- ..J Right landing gear fairing

Flight
compartment
duct
Service
pressure
regulator
Engine
bleed air
__
, , ~ The system Is designed to regulate and limit the
temperature of the air delivered by the packs
to supply the different zones : Cross feed vahle
• flight compartment by the left pack, ,
• cabin compartment by the right pack and 32% ofthe
left pack.

Flight
compartment
duct
Service
pressure
regulator
Engine
bleed air
__
left pack.
~ In automatic mode, each pack delivery temperature Is
,_ _ controlled by an electronic temperature controller.

Flight
compartment
duct
SeNice
pressure
regulator
Engine
bleed air
__
left pack.
__
,_ _
, ~
controlled by an electronic temperature controller.
In manual mode, each pack temperature control valve Is controlled directly by
the zone temperature demand selector.

Flight
compartment
duct
SeNice
pressure
regulator
Engine
bleed air
__
left pack.
,__
,_ _
~
,__ the zone temperature demand selector.

~ A gauge Indicates the selected duct and compartment temperatures.

Flight
compartment
duct
SeNice
pressure
regulator
Engine
bleed air
__
left pack.
,__
,_ _
~
,__ 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
duct
SeNice
pressure
regulator
Engine
bleed air
1_ _ , ~ The system Is designed to regulate and limit the

left pack.
~-- controlled by an electronic temperature controller.
~ 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.
~-,
1_ _ ~ Flight compartment and cabin temperature auto control uses different
temperature sensors located In the flight compartment and In the cabin. Right landing gear fairing
End of module
28VDC
BUS 1
12HH~]
28VDC ~,____ __ -~.;;;,,;,!
BUS
16HH ~]
Skin temp sensor
~ Here Is a simplified schematic of the cabin temperature control.

~ 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 temperatura controller.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor
~ The controller processes the Inputs and determines a variable current to the MFC.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor
Packvalw
~ When the pack valve opens, the temperature control signal is timed for 15s, then routed through resistor 36HH to the
torque motor of the temperature control valve.
~ The torque motor modulates air pressure from the service pressure regulator. As a result the valve starts to open slightly.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor
Packvalw
~ After 15 new seconds, the temperature control valve opens normally, trlmlng 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.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor
Packvalw
Recirculation fan
~ Air Is mixed with air recirculated by the recirculation fan and ducted to the cabin air distribution.
~ Note 1 : Variation of the current flow to the torque motor will Increase or deacrese the reclculatlon fan speed.
~ Note 2 : When the temperature at foot level fals below 1a•c, the fan Is boosted to high speed.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
Recirculation fan
~ 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.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
Recirculation fan
~ The compt temp Indicator Is used by the crew to monitor the compt/duct temperature.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
Recirculation fan
~ 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.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
Recirculation fan
~ When the duct temperature Is greater than 92°C, OVHT light Illuminates associated with the single chime,
CAUTION, AIR on the Crew Alerting Panel.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
Recirculation fan
~ 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.

28VDC
BUS 1
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
~ Comments :
• OVHT will remain Illuminated as long as an overtemperature Is detected In the duct.
• When alert disappears control temp as required.
• If alert does not disappear, the temp control valve Is jammed open or torque motor lnop. 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.
~~~~~==========~
28VDC
BUS 1
~~ Energized
when Ice
detected at
ACM level
28VDC
BUS
16HH
Skin temp sensor

Temp
control
Packvalw
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.

..
7HK
Cabin
temperature
sensor
3HK
Compartment
selector switch
Compartment and duct

~ Here Is a simplified schematic of the flight
temperature indicator
compartment and cabin temperature Indicating.
Fit compt Flight compt
duct
temperature
sensor

..
7HK
Cabin
temperature
sensor
3HK
Compartment
selector switch

~ Here Is a simplified schematic of the flight temperature indicator
~ The zone selected with the compartment selector Is the flight compartment. duct
temperature
sensor

..
7HK
Cabin
temperature
sensor
3HK
Compartment
selector switch
·-
0 I·; ·
I· -
COMF'T SEL
,g
L 1\t ~ 3
TP I
T "
·

~ Here Is a simplified schematic of the flight temperature indicator
~ The zone selected with the compartment selector Is the flight compartment. duct
temperature
sensor
~ The compartment and duct temperature Indicator gives the flight compartment
ambient temperature and the flight compartment duct temperature.
Click on the highlight

7HK
Cabin
temperature
sensor
3HK
Compartment
selector switch

temperature indicator

~ Now, the zone selected with the compartment selector Is the cabin. duct
temperature
~ The compartment and duct temperature Indicator gives the cabin ambient sensor
temperature and the cabin duct temperature.

~ What Is the duct temperatura limiter function?
To sand an overheat signal.
To prevent a duct overheat condition.
To open hot bypass valva when

duct temperatura Is too low.
Answer the question

~ What Is the duct temperatura limiter function?
To sand an overheat signal.
To prevent a duct overheat condition.
To open hot bypass valva when

duct temperatura Is too low.
End of module
~~~ Location on AJC
Temperature
CJ Description
Pack valve
~ The temperatura control valva Is connected between

the pack valva and the cooling air Inlet duct upstream.
Hot IIJipass
valve
air inlet
temperature duct upstream
llmRer
~ 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.

1:2!
~ The temperature control valve, In conjuction with the hot

bypass valve, controls hot bleed air addition to cooled air.
Visual
Hot IIJipass vahle and position
duct temperature indicator
limiter connection
Pressure
regulator ----,f/""1
connection
~ Valve position Is a direct function of regulated supply

pressure and electro-magnetic control valve Input.
Vahle flow
bodyassy
Electrical
connector
End of module
Hot IIJipass valw and
duct temperature
limiter connection ~ Regulated supply pressure enters the valve through
the pressure regulator connection. It Is applied to the
electro-magnetic control valve supply nozzle.
Pressure
regulator - -f r"'+-!
connection
~ As the electrical signal of electro-magnetic control valve
Increases, the flapper moves to Increase the supply area
and to reduce the vent area.
Supply control valw

nozzle
Electrical Pressure
connector regulator - -.....:IIIC
connection
Flapper
~ This movement causes pressure to be applied to the Hot IIJipass valw and
opening chamber. ~----- ducttemperature
limiter connection
Opening _ _ __,
chamber
Butterfly
Airflow . plate
Visual
\-t- - - - position
•Closed indicator

Hot IIJipass valw and
duct temperature
limiter connection ..- Regulated supply pressure enters the valve through
the pressure regulator connection. It Is applied to the
electro-magnetic control valve supply nozzle.
Pressure
regulator - -f r"'+-!
connection
..- As the electrical signal of electro-magnetic control valve
Increases, the flapper moves to Increase the supply area
and to reduce the vent area.
Supply control valw

nozzle
Electrical Pressure
connector regulator - ---;;::.-::: = - - - AlnbiEint wnt
connection
..- This movement causes pressure to be applied to the Hot IIJipass valw and
opening chamber. ~----- ducttemperature
limiter connection
Opening _ __
chamber
..- The build-up pressure overcomes the closing spring force
and allows the valve to modulate toward the open position. Buttelfly
Airflow . plate
Visual
..- Valve position Is a direct function of regulated supply Open .\-'-t- - - - position
pressure and electro-magnetic control valve Input. indicator
Closed
End of module
• •
bypass valve description
Packvahle
Hot IIJipass
vahle
temperature
turbine muff
limiter
~ The hot bypass valve connects directly

hot air downstream the pack valve to
cold air downstream the cooling system.

• •
bypass valve description

1:2!
~ The hot bypass valve, In conjuctlon with the temperature

control valve, works to control air temperature.
Visual
position
indicator
Modulated
supply ----,~
pressure
conection
~ When the valve opens, additional hot air Is mixed with cold
air In the delivery duct downstream the condenser.
Vahle flow
bodyassy
End of module
•
•bypass valve operation
Visual
position
indicator
,.. The supply pressure coming from temperatura control valva
enters In the actuator opening chamber.
Modulated
supply
pressure Supply
conection pressure
Actuator
~---opening
Vahle flow chamber

bodyassy
Airflow
Vent
Airflow +
Butterfly
''
'
Visual
Open 0 \V..-ti -- - position
indicator
0
Closed

•
Visual
position
indicator
Modulated
supply
pressure Supply
conection pressure
Actuator
~---opening
Vahle flow chamber

bodyassy
Airflow
Airflow +
~ When the pressure build-up overcomes

the closing spring force, the valve
Butterfly
modulates towards the open position. ''
'
Visual
Open 0 ll"i"':ll--fl-- - - position
indicator
0
Closed

•
Visual
position
indicator
Modulated
supply
pressure Supply
conection pressure
Actuator
~---opening
Vahle flow chamber

bodyassy
Airflow
Airflow +
~ When the pressure build-up overcomes

the closing spring force, the valve
Butterfly
modulates towards the open position. ''
'
Visual
Open 0 ll"i"':ll--fl-- - - position
~ The butterfly valve position Is a direct indicator
function of the supply pressure.
0
Closed
End of module
~ Two temperature controllers are located In the flight deck electronic racks.
~ Sensors send electrical signals to the temperature controllers.
~ The two electronic control boxes are supplied by 28VDC and controlled
by the temperature control selectors on the cockpit overhead panel.
~ There Is one controller for the cabin and one for the flight compartment.
~ They regulate temperature control valve In AUTO mode In order to keep

Independent air temperature compartment controls.

~Ql] Description
..- The compartment temperature control Is designed to maintain compartment air
temperature within a user selectable range of 16°C to 32°C.
Manual current
Manual t e mp source
rotary selector
in the cockpit
overhead p:anal
Cabin sensor @::1------------=,....- ='---, Temp control

valve
~
~ :~~~~fn't~:ry
cockpit
overhead panel
Skin sensa ~ 1---------1---------'
Duct sensor
28\'DC BUS 1
AUTO

~ Description
1:2!
..- 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.
..- All sensors, selectors and switches are external to the unit.
Manual current
Manual t e mp source
rotary s elector
in the cockpit
overhead p:anal
Cabin sensor @::1------------=::::oo-=;._-, Temp control

valve
~
~ :~~~~fn't~:ry
cockpit
overhead panel
Skin sensa ~ 1--------+--------'
Duct sensor
28\'DC BUS 1
AUTO
End of module
..- The unit primary power Is supplied from arcraft 28 VDC power supply.
Temp control
valve
1
l
Auto temp rotary
selector in the
cockpit
~ overhead panel
Skin sensor ~ t------.;_---+------------'
28VDC BUS 1
AUTO

..- The temperatura controller operates In automatic mode.
Manual temp
rotary selector
in the cockpit
overhead panel
Cabin sensor c~t}-----------::::;:;::::::o--=====; Temp control

valve
28VDC BUS 1
AUTO

The bridge network consists ofthrae temperatura sensor arms, a selected
temperatura arm and a reference arm.
Temp control
valve
lt Auto temp rotary

selector in the
cockpit
~ overhead panel
Skin sensor ~t------.;...---t----------1
28VDC BUS 1
AUTO

The cabin amplifier Is an operational amplllar employed as an Inverting DC
summing amplifier.
Temp control
valve
1
l
Auto temp rotary
selector in the
cockpit
~ overhead panel
Skin sensor ~ t------'-----+--------....1
28VDC BUS 1
AUTO

The duct demand clamp limits the positive and the negative excursions of
the duct demand signal.
Temp control
valve
1
l
Auto temp rotary
selector in the
cockpit
~ overhead panel
Skin sensor ~ t------'-----+--------....1
28VDC BUS 1
AUTO

The operational amplifier functions as an Inverted DC summing amplifier
and Integrator.
Temp control
valve
1
lAuto temp rotary
selector in the
cockpit
~ overhead panel
Skin sensor ~ t------.;_---+------------'
28VDC BUS 1
AUTO

The manual mode circuit Is electrically Isolated from the automatic mode
circuit except for chassis ground.
Temp control
valve
1
lAuto temp rotary
selector in the
cockpit
~ overhead panel
Skin sensor ~ t-----....;.----+--------....1
28VDC BUS 1
AUTO

During manual operation, a voltage from the manual temperature selector
directly controls the current output to the torque motor.
Temp control
valve
1
lAuto temp rotary
selector in the
cockpit
~ overhead panel
Skin sensor ~ t-----....;.----+--------....1
28VDC BUS 1
AUTO
End of module
com1:.1artment
•
cabin ambient temperature sensors description
..- Thera are two

sensors, one for
each compartment.
Electri:al
/
Sensor Probe
bead

.. -
---
and cabin·· ambient temperature sensors description
l5ft Location on AJC ~~~ Description
Extract
Fan
~ The two compartment sensors have a single sensing element.

~ It consists mainly of : Electrical
terminals
• a glass probe type thermistor embedded
In an epoxy resin housing,
• an electrical connector,
• an extract fan. Schematic diagram
~ There are two screw terminals for the electrical connection.

~ The sensing element resistance varies according to temperature
In the zone concerned.
~ The resistance of the element decreases as the temperature
Increases. Terminal arrangement
End of module
..- Thera are two sensors, one for each compartment supply duct.
Duct
temperature
sensor for
controler Mounting
fla~ge Electri:al
Duct
temperature
limiter
Duct
IM!rtemperature
switch
/
Sensor Probe
bead

---
I temRerature'· sensors description
A
~ The two compartment sensors have a dual sensing element.
Electrical
~ One element Is a single thermistor (A to B) while the second B terminals
element consists of two thermistors connected In sarles (B to C).
~ It consists mainly of :
• a glass probe type thermistor embedded In an epoxy c
Schematic diagram
resin housing,
• an electrical connector.
~ The sensing element resistance varies according to temperature
In the zone concerned.
Terminal arrangement
End of module
..- Thera are two sensors, attached to the Inside aircraft

skin In the flight compartment and In the cabin.
Part
number
AdhesM! tape
(on temperature sensing side)
Outline

---
temRerature :sensors description
ll5ft Location on AJC ~~~ Description
. -•..•...8li&liJ .lirail
1tte •.
L
,
•
e ,._li'
··~
. .- "
.·
Part
..- The skin sensors consist of a thin .film nickel temperature nwnber
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 sensors Inform the controller logic when the aircraft
skin Is either extremely hot or cold.
Adheshle tape
..- The skin sensor Is a thermistor. Its electrical signal Is (on temperature sensing side)
proportional to skin temperature. outline
End of module
~ Two duct overtemperature switches are Installed

In the low pressure duct distribution system In
the underfloor area.
Duct
Duct
IM!rtemperature
switch

~ The duct overtemperature switch Is a glass probe type thermistor

sensor embedded In an epoxy resin housing.
~ The two overtemperature switches close If the air temperature exceeds

92 °C and OVHT lght Illuminates on the cockpit overhead panel.
End of module
~ The duct temperatura limiter sensor Is a pneumatic unit

Installed on the duct In the underftoor pressurized area.
Duct
Limiter Inlet pressure
housing connection
""
Duct
temperature Ambient
limiter wnt
Duct
IM!rtemperature
switch Disc retainer

---
I temRerattire''limiter sensor description
Inlet pressure
~ The duct temperature limiter sensor Is a pneumatic unit which acts Limiter connection
housing"'
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.
Ambient
wnt
~ As the air supply temperature exceeds 88°C, the unit opens progressively.
Thus, temperature control valve and hot bypass valve tend to close.
Disc retainer
End of module
Limiter Inlet pressure ..- Temperatura control valve and hot bypass valve regulated air pressure Is
housing connection connected to the duct temperatura limiter sensor Inlet pressure connection.
""' ..- The pressure Is kept from venting to ambient by the poppet valve, which Is
normally closed.
Inlet pressure connection

with temperature control
!laM! and hot IIJipass valw
Disc retainer
Poppet
valw
Limiter
nouslng
Airflow .
·---------------·--------·-------+ ----------------·
Thermostatic limiter disc

Limiter Inlet pressure ..- Temperatura control valve and hot bypass valve regulated air pressure Is
housing connection connected to the duct temperatura 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 temperatura exceedes 88°C, the bi-metallic thermostatic limiter
disc becomes concave and moves the poppet valve off the seat.

Disc retainer
Poppet
valw
Limiter
nouslng
Airflow .
·---------------·--------·-------+ ----------------·

Limiter Inlet pressure ~ Temperature control valve and hot bypass valve regulated air pressure Is
housing connection 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.

Disc retainer
Poppet
valw
Limiter
hOUSing
~ 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. Airflow .
·---------------·-------··------·+ ----------------·
End of module
Cabin
temperature
wntilation fan
~ The cabin temperature ventilation fan Is Installed In cabin

between FR27 and FR28, near the cabin temperature sensor.
Cabin temperature
sensor

1:2!
Cabin
temperature
wntilation fan
Cabin temperature
~ The cabin temperature ventilation fan Is provided to Improve sensor
air circulation across the cabin temperature sensor.
End of module
..- Hare Is a simplified schematic ofthe cabin temperature
ventilation fan.
Packvahle2
22HH
Temperature sensor wntilation fan
28WC
BUS2 0-a 0
Closed •
I : II•
37HB Open 16HA
Pack valve 2 control Engine 2 bleed shut-olfvahle

..- When the pack valve pushbutton Is selected "ON", the 37 HB
solenoid Is energized and the relay closed. Then, the cabin
temperatura ventilation fan Ia aupplled with 115 VAC from BUS 2.
The fan runs and forces air to the cabin temperature sensor•
115VAC •
BUS2 21HH
Packvahle2
22HH
Temperature sensor wntilation fan
28WC
BUS2 ~~--------------~·~;,,~O~n~----~Q-~~ Closed •
10 HB _::::::!..l..,..Q------------------:::--....I•r;-.....----111•
37HB Open 16~A
Pack valve 2 control Engine 2 bleed shut-olfvahle
End of module
com1:.1artment and cabin air distribution system description
..- Conditioned air from each pack ventilates the cabin and the flight compartment by means
ofthe air distribution system.

..- Conditioned air enters the cabin below stowage compartment.
..- Air Is evacuated on the lower side wall panel.

..- Air Is evacuated to underfloor areas through openings on the lower side wall panel.

..- Air Is evacuated to underfloor areas through openings on the lower side wall panel.
Lower aide wal panel
Click on the OK button

..- The air distribution

system Is composed of :
Ground cart
• 2 recirculation fans,
Flight
compartment a ground cart
air distri~_uticm connection,
ducts
the cabin air

distribution ducts,
the flight compartment

distribution air distribution ducts.
ducts
End of module
F.light comRartment1and icabill 'air distribution operation
Temperature control
valve torque motor
&BHB Thermal switch

- 70HB
~ Here Is a simplified schematic of flight compartment and cabin air distribution operation.

&BHB Thermal switch

- 70HB
Bus1(2)
28VDC
~
22HB
(25HB)
ESS BUS SECT 1(2)

28VDC
t>'-- - --+----1
4HB
(3HB)
UTILITYDUS 1(2)
28VDC
Jr:----J____.,..;..:==~!-J
24HB
(23HB) • spel!d<60%
(26HB)
Recirculation fan 1 (2)
~ The 28HB (or 29HB) solenoid Is supplied and Its contactor closes.
~ 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.

Temperature control
valve torque motor
&BHB Thermal switch

- 70HB
Bus1(2)
28VDC
~
22HB
(25HB) 12KO~ '<'"""
-12VDC
ESS BUS SECT 1(2) t>-------ii -- -1 1KO
28VDC 4HB 29HB
(3HB) (28HB) I" Speed ctl circun ~
!,J
UTILITYDUS 1(2) Jr----_JL--_...j~==--+_j
28VDC 24HB
(23HB) • spel!d<60%
(26HB)
~ When the floor level temperature falls below 18°C, the recirculation fan thermal switch closes and high speed
control relay (70HB) Is energized.
~ Then, the recirculation fans run at high speed.
Click on the single right arrow to go to the neXI screen

&BHB Thermal switch

- 70HB
Bus1(2)
28VDC
~
22HB
(25HB)
ESS BUS SECT 1(2) ~-----+---1 I

28VDC 4HB
(3HB)
UTILITYDUS 1(2)
28VDC
Jr:----J____....;..:==~!-J
24HB
(23HB) •
(26HB)
~ When a recirculation fan underspeed or overheat Is detected, the recirculation fan pushbutton FAULT light Illuminates,
"AIR" on Crew Alerting Panel Illuminates, master CAUTION flashes and a single chime Is heard.
~ The faulty recirculation fan must be stopped.

Temperature control
valve torque motor
&BHB Thermal switch

- 70HB
Bus 1(2) --r-

28VDC 22HB
(25HB)
'<
Reclrc fan 1(2)
-12VDC
~
ESS BUS SECT 1(2)
28VDC 4HB 29HB ~
(3HB) (28HB) ~
!,J
UTILITY DUS 1(2)
28VDC 24HB
(23HB)
(26HB) -
~ Faulty recirculation fan stops and fault light extinguishes.
~ OFF light on recirculation fan pushbutton Illuminates In white.
End of module
~
..- Tha mixing chambers are located undarfloor area, at tha and of
each recirculation system.
From RH conditioning pack

and RH recirculation fan
From LH conditioning pack

and LH recirculation fan
To cabin
/L-,..;)
To flight compartment ~...---'

~
~ Location on AJC
~
~ Description
..- The mixing chamber Is used to mix fresh air from the packs
and recirculated air.
From RH conditioning pack

and RH recirculation fan
From LH conditioning pack

and LH recirculation fan
To cabin ¢.~-:.::::1
/L-,..;)
To flight compartment ~...---'
End of module
•
cart connection description
~
~ Location on AJC &1J Description
·'' .•\
...
''
_.t'·
Ground cart connection

•
cart connection description
~
~ Location on AJC
~
~ Description
~ 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.
CHECK VALVE
~ A check valve fitted on the pipe prevents air from ''

_.t'·
the mixing chambers going outboard.
End of module
~
~ The two recirculation fans are Installed below
the cabin floor near the mixing chambers.

--
Recirculation fans description
~ Location on AJC
~ ~[5J] Description
~ Each recirculation fan recycles air from undarfloor area which Is

mixed with fresh air coming from packs.
~ The fan Is driven by a variable speed electrical motor.
~ The fan rotation speed Hnaarly varies from 15800 rpm to 19600 rpm.
~ It Is tilted wlh a grid to prevent Ingestion of objects that can damage

the fan vanes.
Electrical
connection
~ It Is equipped with:
• a speed detection electronic system supplying an Indicating light,
• a system producing the motion In the avant of motor seizure.
Check
~ A check valva fitted downstream prevents flow crossover vahle
when the fan Is stopped.
~ The recirculation fan Is Installed In a muffler to limit fan noise.
End of module
~
~ This switch Is Installed on the RH side ofthe cabin,

between FR23D and FR24.
~ It Is located at foot level, between the Interior panelling

and the outer skin ofthe aircraft.

~
~ Location on AJC
~
~ Description
..- If the temperatura drops below 18°C, the switch will activate the
recirculation fans at high speed to warm up the cabin.
End of module
air. distribution duct description
~
~ The cabin air distribution ducts are routed

above the overhead stowage compartment.

air. distribution duct description
~ Location on AJC ~ Description
..- Two addltlonnal ducts are used for passengers door and for service door lower ventilation.
End of module
•
F.light com1:.1artment air distribution duct description
~
Windows
demisters

•
F.light com1:.1artment air distribution duct description
~
~ Location on AJC
~
~ Description
Windows
demisters
• demisters for windshields and windows,
• foot warmers,
• ventilation outlets for crew and observer.
Windshield
~ The observer lower area Is also vented. demisters
End of module
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 duct,
• Individual air outlets.

Galley air
outlet
Cabin attendant
lndMdual air indMdual air outlet
distribution duct
Captain and first officer

indMdual air outlets ---L.....,:,...\
Flight compartment
air distribution duct
End of module
•
air distribution duct description
~ &1JDescription
-
~ Location on AJC
Flight compartment
To flight
compartment

•
air distribution duct description
~
~ Location on AJC
~
~ Description
From mixing
chamber
Flight compartment
To flight
compartment
~ Individual air distribution system Is supplied by the flight compartment air distribution duct.
~ The Individual air distribution system provides air for each passenger, for pilots and for cabin attendant.
End of module

~
~ Location on AJC
~
~ Description
..- Each passenger m

two swlvellln I odule consists of
with adjustab':. ';!lvldual air outlets
w.
'.
! \
1"-.,_
50" ------'
..- The other lndlv

the same funct:ual air outlets have
ns.
Click on the single right arrow to go to th e next screen

~ Individual air distribution system Is fed by :
IQI Flight compartment air distribution.
Cabin air distribution.
IQI Both ofthe distribution system.
Answer the question

~ Individual air distribution system Is fed by :
I[Qi]l Flight compartment air distribution.
Cabin air distribution.
IQI Both ofthe distribution system.
End of module
..- Ambient air Is drawn around the Instruments and goes through ducts to the extraction fan.
Shown here are the extraction Inlets for central panels, the glareshleld, the pedestal, the windshield temperature
controller and the radar transceiver.
WlndahlalcltamperatuN
controler
Elactrtcal central
j-----"d~=r------ pedestal
_ ......,,
Central panels
3-----------------Radartransc:e~er

..- Extraction Is also provided for the overhead panel, the two electronic racks, the AHRS and the cockpit ambient
temperature sensor box.
Cockpit ambient
temperatu,re sel'sor
Overflead panel box extraCtion
eXIIacllon
AHRS

..- Behind the extraction fan, a tapping brings In air to ventilate the batteries.
Batlertu

..- On ground and when engine 1 Is not running, air Is evacuated overboard through the overboard ventilation valve.
The underfloor ventilation valve Is shut to avoid recirculation In underfloor areas.
Underftoor
ventlatlon valve
ventlatlon valve

..- In flight or on ground with engine 1 running, the overboard ventilation valve Is closed and the underfloor
ventilation valve Is open.
One part of extracted air Is recycled and ev acuated underfloor.
Underftoor
ventlatlon valve
ventlatlon valve

..- The remaining extracted air Is evacuated In the forward cargo hold at the floor level.
Underftoor
ventlatlon valve
ventlatlon valve

..- 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 In order to prevent smoke entering the flight compartment from the forward cargo area.
Extract air flow

lever
End of module
•
and cabin air extraction cockpit location
For mOl! ln(pnnat}on. dldc on a codcplt location label.
ml Control Panel
CJ Crew Alerting Panel

.., Control Panel.
In] Extract Air Flow

lldJ Level
DJ Maintenance Panel

[ ] Control Panel
~@1] Crew Alerting Panel .., Crew Alerting Panel
••
_,- -
••
/ini1 Extract Air Flow

Y Level
Ill] Maintenance Panel

[ ] Control Panel
.., Extract Air Flow Lev el
~ Extract Air Flow

~ Level
l lJ Maintenance Panel

•
[ ] Control Panel
.., The Maintenance Panel
In] Extract Air Flow (Maintenance purposes only)

lldJ Level
~~] Maintenance Panel
End of module
•
and cabin air extraction system operation
Underfloor
Cockpit ventilation valve
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- With aircraft on ground and on batteries only, the extraction

fan Is stopped and the overboard ventilation valve Is open.

•
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-

fan Is stopped and the overboard ventilation valva Is open •
..- 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.

•
TIME
&:IPlJil s
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- As engine 2 starts, the extraction fan Is Inhibited from runnlg
for 120 seconds.

•
Underfloor
com. hatch
Fromriuht
electronics racks ..- As engine 2 starts, the extraction fan Is Inhibited from runnlg
and flight deck
for 120 seconds •
..- After 120 seconds, the air extraction fan runs and the
exhaust mode FAULT light extinguishes •
To batteries ..- The air Is blown outside through the overboard ventilation
uentilation valve.
Note that batteries are also ventilated.
From left
electronics racks

•
Underfloor
com. hatch
Fromriuht
electronics racks ..- As engine 2 starts, the extraction fan Is Inhibited from runnlg
and flight deck
for 120 seconds •
..- After 120 seconds, the air extraction fan runs and the
exhaust mode FAULT light extinguishes •
To batteries ..- The air Is blown outside through the overboard ventilation
uentilation valve.
Note that batteries are also ventilated •
..- Prior to taxiing, the propeller brake must be released and
propeller unfeathered.
From left
electronics racks

Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
,... Now, engine 1 has to be started.

•
TIME
rilril~ s
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- 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.

•
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- 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.

•
TIME
&:IPlJil s
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- 120 seconds after engine 1 start, the air extraction fan starts
to run and the exhaust mode FAULT light extinguishes.

•
Underfloor
com. hatch
To underfloor areas
Air extraction fan

Smoke "-
Fromriuht detector ""-
electronics racks ..- 120 seconds after engine 1 start, the air extraction fan starts
and flight deck
to run and the exhaust mode FAULT light extinguishes •
..- The air recirculates Into the cabin through the underfloor
ventilation valve.
To batteries
uentilation
From left
electronics racks

---
racl<s and·cabin:air extraction system operation
Overboard
Underfloor
ventilation valva
To undelfloor areas
Air extraction fan

Smoke "-
electronics racks ..- Now the aircraft Is alrboma.
and flight deck
..- The OVBD valve remains closed and the underfloor valve
remains open. The air extraction fan recirculates the air Into
To batteries the cabin.
uentilation
From left
electronics racks

---
Overboard
Underfloor
ventilation valva
Air extraction To undertloor areas

fan
Smoke Fan
From riuht detector
electronics racks
and flight deck
~ In flight, In case of air extraction fan overheat or
underspaad, extraction becomes Insufficient.
To batteries
uentilation
From left
electronics racks

---
Overboard
Underfloor
ventilation valva
To undertloor areas
Smoke Fan
From riuhtdetector
electronics racks
and flight deck
~ In flight, In case of air extraction fan overheat or
underspaad, extraction becomes Insufficient.
To batteries
~ Master CAUTION Is triggered, a single chime Is heard and on
uentilation
the crew altering panel, "AIR" comas on.
The exhaust mode FAULT light Illuminates amber.
~ According to the procedure, the exhaust mode pushbutton

From left has to be set on "OVBD" mode.
electronics racks

---
Overboard
Underfloor
ventilation valva
Smoke Fan
detector overheat T"
Fromriuht
electronics racks >110°C ..- The air extraction fan stops.
and flight deck
OVBD ventilation valva opens partially In AUTO mode.
Due to Ap existing between outside and Inside cabin,
sufficient cooling air flow Is recovered.
To batteries
uentilation OVBD light Illuminates white.
From left
electronics racks

---
Overboard
Underfloor
ventilation valva
To undertloor areas
Smoke
From riuht detector
electronics racks
and flight deck
..- In flight or on ground with engine 1 running, under auto
control, the OVBD ventilation valve Is scheduled closed.
To batteries
uentilation
From left
electronics racks

---
Overboard
Underfloor
ventilation valva
To underfloor areas
Smoke
From riuht detector
electronics racks
and flight deck
control, the OVBD ventilation valve Is scheduled closed •
To batteries ..- In case of position disagreement, the OVBD FAULT
uentilation Illuminates together with master CAUTION, a single chime
and "AIR" on crew alerting panel•
..- According to the procedure, the OVBD selector valve has to
be manually selected to full close.
From left
electronics racks

---
Overboard
Underfloor
ventilation valva
To underfloor areas
Smoke
From riuht detector
electronics racks
and flight deck
control, the OVBD ventilation valve Is scheduled closed •
To batteries ..- In case of position disagreement, the OVBD FAULT
uentilation Illuminates together with master CAUTION, a single chime
and "AIR" on crew alerting panel•
be manually selected to full close.
From left
electronics racks

•
Underfloor
ventilation valve
Air extraction
fan
Smoke
detector
..- On ground, In case of air extraction fan failure, extraction

becomes Insufficient. The exhaust mode fault light
Illuminates amber.

•
Underfloor
ventilation valve
Air extraction
fan
Smoke
detector
..- 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.

•
Underfloor
ventilation valve
Air extraction
fan
Smoke
detector
..- The air extraction fan stops.

•
Underfloor
ventilation valve
Air extraction
fan
Smoke
detector
..- The air extraction fan stops.
..- In case of DC external power selected on, mechanical

ground call Is activated (hom).
Overboard ventilation valve opens partially.

•
Underfloor
ventilation valve
Smoke
From riuht detector
electronics racks
and flight deck
..- OVBD valve FAULT alert Is generated when the actual
position disagrees with the automatic schedule position.
To batteries
uentilation
From left
electronics racks

•
Underfloor
ventilation valve
Smoke
From riuht detector
electronics racks
and flight deck
..- OVBD valve FAULT alert Is generated when the actual
position disagrees with the automatic schedule position.
To batteries ..- It will trigger:
uentilation • master CAUTION,
• a single chime,
• "AIR" on crew alerting panel,
• FAULT amber light.
From left
electronics racks

•
Underfloor
ventilation valve
Smoke
From riuht detector
electronics racks ..- On ground, with engine 1 stopped and under auto control,
and flight deck
the OVBD ventilation valve Is scheduled to be open •
..- In case of position disagreement, the OVBD fault alert Is

To batteries triggered.
uentilation
be manually selected to full open.
From left
electronics racks

•
Underfloor
ventilation valve
Smoke
From riuht detector
electronics racks ..- On ground, with engine 1 stopped and under auto control,
and flight deck
the OVBD ventilation valve Is scheduled to be open •
..- In case of position disagreement, the OVBD fault alert Is

To batteries triggered.
uentilation
be manually selected to full open.
From left
electronics racks

•
~ When does the OVBD valva close?
In flight.
In hotel mode.
As long as angina 1 runs with

exhaust mode In norm position.
Answer the question

•
~ When does the OVBD valva close?
In flight.
In hotel mode.
As long as angina 1 runs with

exhaust mode In norm position.
End of module
~ The air extraction fan Is located on the lower part ofthe fuselage.
Air extraction fan

~
~ Location on AJC
~
~ Description
..- The air extraction fan extracts air from the flight compartment
and electronic racks to ventilate electrical and electronic
components .
..- The fan Is supplied with 28 VDC unit. It comprises a rotation

speed control system connected to an ambient temperature
sensor.
..- The fan Is equipped with two main security devices:

• a thermal switch, which detects overtemperature,
• a low speed sensor which detects fan failure or loss of
power supply•
..- When an underspeed and I or overheat (T > 110 °C) occurs,

FAULT Illuminates on the exhaust mode pushbutton and
"AIR" Illuminates on the crew alerting panel (CAP).
..- The air extraction fan stops In case of smoke detection In

the aft cargo and lavatory compartments.
End of module
28VDC
EMER
sus If"~--:====-.
FLT
•
smk &squib
test
4DHR
J-A.J
191 WA
11 HR
L1-----f
~
nl si~gle
Ll.Jch1 me
!caution
flight compt ambient
temp sensor
~~c ~
ktest
•nflt • ~
120 s I•
~~~~c ~ --------- - - - - - - - - - - -
~ 3 HR 17 HR
MFC 1
AIR EXTRACTION FAN
7HR
~ 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.

28VDC
EMER
sus If"~--:====-.
FLT
•
smk &squib
test
4DHR
J-A.J
191 WA
11 HR
L
1-----f
~
nl si~gle
Ll.Jch1 me
!caution
temp sensor
~~c ~
ktest
•nflt • ~
120 s I•
~~~~c ~ --------- - - - - - - - - - - -
~ 3 HR 17 HR
MFC 1
AIR EXTRACTION FAN
7HR
~ 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.
~ The air extraction fan runs at minimum speed when T" < 20 "C and at max imum speed when T" > 52 "C.

28VDC
EMER
sus If"~--:====-.
FLT
•
smk &squib
test
4DHR
J-A.J
191 WA
11 HR
L1-----f
~
nl si~gle
Ll.Jch1 me
!caution
temp sensor
~~c ~
ktest
•nflt • ~
120 s I•
~~~~c ~ --------- - - - - - - - - - - -
~ 3 HR 17 HR
MFC 1
AIR EXTRACTION FAN
7HR
~ In case of smoke detection, 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.

28VDC
EMER
sus If"~--:====-.
FLT
•
smk &squib
test
4DHR
J-A.J
191 WA
11 HR
L1-----f
~
nl si~gle
Ll.Jch1 me
!caution
temp sensor
~~c ~
ktest
•nflt • ~
120 s I•
~~~~c ~ --------- - - - - - - - - - - -
~ 3 HR 17 HR
MFC 1
AIR EXTRACTION FAN
7HR
~ In the case of an air extraction fan underspeed or overheat (motor temperature> 110 °C), 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.

28VDC
EMER
sus If"~--:====-.
FLT
•
smk &squib
test
4DHR
J-A.J
191 WA
11 HR
L1-----f
~
nl si~gle
Ll.Jch1 me
!caution
temp sensor
~~c ~
ktest
•nflt • ~
120 s I•
~~~~c ~ --------- - - - - - - - - - - -
~ 3 HR 17 HR
MFC 1
AIR EXTRACTION FAN
7HR
~ If BUS 2 Is not available, the 17 HR solenoid Is energized and the air extraction fan Is powered by BUS 1.

28VDC
EMER
sus If"~--:====-.
FLT
•
smk &squib
test
4DHR
J-A.J
191 WA
11 HR
L1-----f
~
nl si~gle
Ll.Jch1 me
!caution
temp sensor
~~c ~
ktest
•nflt • ~
120 s I•
~~~~c ~ --------- - - - - - - - - - - -
~ 3 HR 17 HR
MFC 1
AIR EXTRACTION FAN
7HR
~ On ground, when the smoke test pushbutton Is pressed, the air extraction fan stops. ln flight, It remains on.
End of module
~
~ The overboard ventilation valve Is located on the lower part ofthe

fuselage and flush with the aircraft skin.
ventilation valve

~ Location on AJC
~ ~[5J] Description
Inside valve Outside lliew
.,. The overboard ventilation valva Is used to discharge avionics

ventilation air out ofthe aircraft•
.,. It Is a flag-type valve, and Is supplied with 28 VDC from EMER BUS•
.,. The valve has three positions:
• open,
• Intermediate,
• closed.
These positions are determined by three limit switches •
.,. In the event of a failure ofthe electric motor, opening and closing
of the valve could be manually controlled from outside of the
aircraft.
End of module
'
1I
~ The closed position Is the normal position during flight or on ground with engine 1
running.
I I
~ The open position Is the normal position when the aircraft Is on ground with engine 1 not
running.
~ In flight, when the OVBD function Is selected (AVIONICS VENT I Exhaust mode pushbutton
released out), the valve Is placed In the lntermedlalre position. Ap between cabin and outsldel
pressure ensures the air extraction.
End of module
~
~ The underfloor ventilation valve Is located on the lower part of the fuselage.
Underfloor
ventilation valve

~
~ Location on AJC
~
~ Description
~ The undarfloor ventilation valva Is a butterfly-type valva and

Is electrically supplied with 28 VDC from the EMER BUS.
~ The valva has two stable positions:
• closed position: when the overboard ventilation valva Is fully

or partially open. The valva Isolates the undarfloor areas.
• open position: when the overboard ventilation valva Is closed.

Than, avionics ventilation air Is recycled to undarfloor areas and
to the forward cargo compartment.
End of module
overboard valve
EMERBUS auto
close
28WC
avionics vent I
open
valves power
supply
auto
in intermediate
aircraft in flight
extract fan
~ On ground, the overboard ventilation valve Is open and the underfloor ventilation
Is closed.
The MFC controls the valves operation.
on ground with external power or in hotel mode

overboard valve
EMERBUS auto
close
28WC
avionics vent I
open
valves power
supply
auto
in intermediate
aircraft in flight
underfloor
~ When engine 1 Is running, the overboard ventilation valve Is close and the
underfloor ventilation valve Is open.
on ground, left engine running or in flight in no fault cond~ions

overboard valve
EMERBUS auto
close
28WC
avionics vent I
open
valves power
supply
auto
in intermediate
aircraft in flight
underfloor
~ In flight, when the air extraction fan falls, the OVBD pushbutton has to be se~act1ed~
Then, the overboard ventilation valve opens to the Intermediate position and the
underfloor ventilation valve closes.
End of module
•
Extract air flow lever
~
Extract air flow
~ The valve Is located at the end of the cockpit panels ventilation duct.
~ It Is governed by a level located on the right maintenance panel.
Anti-smoke valve

•
Extract air flow lever
~
~ Location on AJC
~
~ Description
...- In normal operation, air circulates from the forward c:argo area to
the flight deck, due to suction from the cockpit panels.
...- In the c:ase of smoke In the forward c:argo area, the extract air flow
lever will cut suction from the cockpit panels, thus preventing
smoke from entering the flight deck.
...- If the anti-smoke valve Is closed, the front panel, the radar and the windshield temperature controller
are no longer ventilated. Only the overhead panel, the two racks and the AHRS continua to be
ventilated.
End of module
•
temperature sensor description
~
~ A temperature sensor Is Installed on the flight compartment air

extraction duct.
Temperature sensor

•
temperature sensor description
~
~ Location on AJC
~
~ Description
,. This sensor transmits an electrical signal to the fan speed

control system, according to the flight compartment
ambient temperature.
End of module
~
Main battery
Air extraction fan
~ Each battery Is located In a container placed In

the left electronics rack (80 VU).

~
~ Location on AJC
~
~ Description
Main battery
..- Gaseous fumes produced by the two batteries are

evacuated out of the aircraft by the ventilation
system•
..- The system also selVes to cool the batteries•
..- The upper part of the batteries Is cooled by air bled

at the air extraction fan outlet and then exhausted
overboard.
Fuselage Battery Ventilation

overboard hole
Fuselage skin
Direction
End of module
~
~ Location on AJC
~
~ Description
Main battery
fUHIIge 8all8ry Venllallon
overboard hole
. . .
:·····0······:········:
:•. · .: :
.
' ..
'
Fuselage skin
Direction
End of module
Emer battery Main battery Left electronic
..- The batteries ventilation system Is composed offlaxlbla hoses

which do not ground the battery.
Venturi
Fuselage skin
Direction

..- The batteries ventilation system Is composed offlaxlbla hoses

which do not ground the battery.
..- A check valve located on the supply ductlng, prevents fumes

entering the air extraction system.
Venturi
Fuselage skin
Direction

..- Tha batteries ventilation system Is composed offlaxlbla hoses

which do not ground tha battery.

entering the air extraction system.
..- A venturi, located at tha and of tha exhaust system, sarvas to

limit ventilation airflow.
Venturi
Fuselage skin
Direction

..- Tha batteries ventilation system Is composed offlaxlbla hoses

which do not ground tha battery•

entering the air extraction system•
..- A venturi, located at tha and of tha exhaust system, sarvas to

limit ventilation airflow•
..- Upstream tha check valve, the ductlng Is made from a light alloy
material. Downstream the check valve, the venturi and ductlng are
made from stainless steal.
Venturi
Fuselage skin
Direction
End of module
cr Lavatory ventilation Is ensured by a tapping on
the Individual air distribution duct.
cr To avoid unpleasant odours In the cabin, air Is

directly discharged outboard.
End of module
detect smoke
~ Air coming from the left Individual air distribution duct Is distributed
air conditioning In the room through the two outlets.
distribution
• ~ Air goes through the toilet tank to avoid unpleasant odours entering
the cabin.
fixed air ~ Then, It Is discharged outboard by means of the jet pump.

outlet
loilettank

REVISION QUIZ
~ Is there a ventilation system discharging air directly and only outboard?
IQI Toilet ventilation system.
IQI Electronic racks ventilation system.
IQI Toilet and batteries ventilation systems.
Answer the question

REVISION QUIZ
~ Is there a ventilation system discharging air directly and only outboard?
IQI Toilet ventilation system.
IQI Electronic racks ventilation system.
I[Qi]l Toilet and batteries ventilation systems.
End of module
~
..- Air Is distributed by hoses•
..- Two outlets are Installed:

• the adjustable air outlet,
• the fixed air outlet.
..- The adjustable air outlet Is located above the basin.
..- The fixed air outlet Is located at floor level.
Fixed
air
outlet

~

..- The adjustable air outlet Is adjustable In direction only.
Aerator
End of module
~
A ...-·- ·.,_
(~..- ......,.,_,
/ J e t pump

..- 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.
From lavatory
Jet pump
~ Toilet Ventilation hole
End of module
~
~ Location on AJC
~
~ Description
•
•
•
•
.
..
.·.. ·~ :
End of module
•
P.ressurization description
~ The cabin and flight compartments must be pressurized to ensure comfort and safety for passengers and crew.
-~~
~ Compressed air Is delivered by the packs. Pressure and Its rate of change are controlled by the amout of cabin air
-~~
discharged outboard.
~ The fuselage Is pressurized from the front bulkhead to the rear bulkhead, except for the main and nose landing gear
-~~
wheel wells.

•
reference
pressure pipe
Auto-pressure controller
~...;.r .,. The whole system Is composed of :
• an automatic pressure controller,
• a jet pump, providing vacuum
X feed reference for pressurlsatlon system,
valve • an electro-pneumatic outflow valve,
• a pneumatic outflow valve,
• a manual controller,
• a cabin pressure Indicator,
• a cabin pressure mode selector.
•
electro-pneumatic valve
Cabin pressure Indicator
ports
pneumatic
outflow vavle
reference
pressure pipe
The cabin pressure Is controlled by means
of two lndependant control systems:
Manual controller

•
ports
pneumatic
outflow vavle
reference
pressure pipe
..- The cabin pressure Is controlled by means
of two lndependant control systems:
X feed • a digital electro-pneumatic system

valve (or AUTO mode),
Manual controller
Click on the screen to contin~e

•
reference
pressure pipe
..- The cabin pressure Is controlled by means
of two lndepandant control systems:

• a pneumatic system (or MAN mode).
Manual controller

•
ports
pneumatic
outflow vavle
reference
pressure pipe
.,. The cabin pressure Is controlled by means
of two lndepandant control systems:

• a pneumatic system (or MAN mode).
.,. The manual system Is principally used
·~ when the automatic system has failed or
Manual controller for ground pressurization tests.
End of module
[ ] Central Panel
~@1] Craw Alerting Panel .., Crew Alerting Panel
••
_,- -
••

ml
Central Panel
.., Central Panel
CJ Craw Alerting Panel
CAB PRESS
l.HT( !-1
MOOESEI.
!eel [J
1
-.-
- I I •..
End of module
•
P.ressurization operation
r r•'
~ 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.

•
r r•'
~ The electro-pneumatic outflow valve and pneumatic outflow valve have the same opening, through the valve
Interconnection pipe.

•
r r•'
~ The electro-pneumatic outflow valve and pneumatic outflow valve have the same opening, through the valve
Interconnection pipe.
~ Vacuum Is not applied to the pneumatic outflow valve because the manual controller Is In the "NORM" position.

•
r r•'
~ If there Is an Internal failure, or a power loss of the auto-pressure controller:

• FAULT light Illuminates,
~ In this case, the system must be
• master CAUTION flashes,
set to MANUAL mode.
• a single chime sounds,
• "AIR" on crew alerting panel Illuminates.

•
r r•'
~ If there Is an Internal failure, or a power loss of the auto-pressure controller:

• FAULT light Illuminates,
~ In this case, the system must be
• master CAUTION flashes,
set to MANUAL mode.
• a single chime sounds,
• "AIR" on crew alerting panel Illuminates.

•
r r•'
~ 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.

•
r r• '
~ The torque motor Is no longer supplied and the electro-pneumatic outflow valve closes.

•
r r•'
~ 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.

---
l?ressurization operation
To torque motor
0
Power supply • "-
DUMP power supply
r I' 1
~ In AUTO mode, the auto-pressure controller transforms the 28 VDC to monitor the electro-pneumatic outflow valve
torque motor.

---
l?ressurization operation
+
To torque motor - Power
I• 1 control
Power supply
DUMP power supply
r I' 1
supplied with 28 VDC from BUS 1.

~ At the same time, master CAUTION flashes, "AIR" on CAP Illuminates, a single chime Is heard and landing elevation
digits extinguish.
~ 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.
~~~~~==========~ Click on lhe screen lo conlinue

•
r I' 1
~ In "MAN" mode, fast depressurization Is obtained using the manual controller with Its knob In the exteme position.
~ This position corresponds approximately to + 2,500 ft I min cabin pressure rate of change with the pneumatic outflow
valve In the fully open position.

•
+4- -....(:0ff
I
I ON
~ 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.

•
' •Off
I ON
~ When "DITCH" Is selected, "ON" light and actuators are supplied with 28 VDC.
~ At the same time, master CAUTION flashes, "AIR" on CAP Illuminates and a single chime Is heard.
~ Two mlcroswltches are used to stop the actuators when the racks have reached their limit.

•
~ In normal pressurization operation:
The electro-pneumatic outflow valve slaves

the pneumatic outflow valve.
Only the electro-pneumatic outflow valve

operates.
•
""'_j
-
IQ I Only the pneumatic outflow valve operates.
Answer the question

•
~ In normal pressurization operation:
The electro-pneumatic outflow valve slaves

the pneumatic outflow valve.
Only the electro-pneumatic outflow valve

operates.
•
""'_j
-
IQ I Only the pneumatic outflow valve operates.
End of module
•
Automatic 1:.1ressure controller description
~
~ The auto-pressure controller Is located on

the cockpit central panel.

•
Automatic 1:.1ressure controller description
~
~ Location on AJC
~
~ Description
..- In AUTO mode, the auto-pressure controller regulates pressure and

rate of change governing the electro-pneumatic outflow valve and, as
a result, the pneumatic outflow valve Is slaved to the Hrst one •
..- For Its control logic, the auto-pressure controller needs several
parameters:
• take-off elevation,
• landing elevation,
• cabin altitude,
• aircraft altitude. Zcth (ft) X 1000 CURVE Zcth= f(Za)
10
..- The control logic calculates a theoretical cabin altitude (Zcth)
according to the aircraft altitude (Za).
Zcth=0.508 X Za- 5960
5 Zcth=0.29 X Za- 1600

I I I
.,...1 V E
..- There are four segments:
Ll II ......
• from 0 to 5,000 ft => Zcth = 0.3 x Za • 1500
• from 5,000 to 15,000 ft => Zcth = 0.275 x Za -1375
• from 15,000 to 20,000 ft => Zcth = 0.29 x Za • 1600
• from 20,000 to 25,000 ft => Zcth = 0.508 x Za • 5960 0 B
-
-
Zcth=0.275 X Za-1375
- I
.J.
c
r-
~ 0
5 10 15 20 ~5
A
K ""'
' Zcth=O. 3 x Za- 1SOO Z<> (ft) x 1000
End of module
~ The auto-pressure controller receives cabin altitude from the Internal pressure
transducer and aircraft altitude from the Air Data Computers (ADC1 and ADC2).
~ As they are computed on standard atmosphere (1013 hPa reference), the auto-pressure
controller corrects the landing elevation with the baro setting from ADC1.
SEALEVEL

~ The landing elevation Is set before take-off with the "ELV SET" trigger switch ln.
SEALEVEL

~ The "ELV SET" switch allows the landing altitude to be Increased or decreased, with a
pitch of 100 ft.
The lncrementatlon speed Is 200 ft I sec for the first 5 seconds and, after that,
automatically Increases to 1,000 ft I sec.
SEALEVEL

~ The "ELV SET" switch allows the landing altitude to be Increased or decreased, with a
pitch of 100 ft.
The lncrementatlon speed Is 200 ft I sec for the first 5 seconds and, after that,
automatically Increases to 1,000 ft I sec.
~ The landing altitude selection range Is from -1,500 ft to 10,000 ft.
SEALEVEL

..- At take-off, the auto-pressure controller keeps the cabin pressure at take-off elevation•
..- In case of priority or emergency landing, It Is not necessary to set the landing elevation.
True cabin altitude
Theorical cabin
altitude
SEALEVEL

..- At 3,500 ft, the auto-pressure controller regulates at the highest altitude between the
theoretical cabin altitude and landing altitude, minus 300 ft. The take-off elevation Is no
longer taken Into account•
..- For comfort and safety, the auto-pressure controller limits the cabin altitude rate of climb
at + 550 ft I min under 20,000 ft and + 620 ft over 20,000 ft.
3700ft - - - -
True cabin altitude
Theorical cabin
altitude 700ft - -
SEALEVEL

..- In our case, the auto-pressure controller will choose to regulate at 700 ft (1 000 • 300 = 700 ft),
until the theoretical cabin altitude goes beyond that.
3700ft - - - - - -
True cabin altitude
Theorical cabin
altitude
700ft - -
SEALEVEL

..- When the theoretical cabin altitude Is higher than the landing
altitude minus 300 ft, the auto-pressure controller regulates at the
theoretical cabin altitude.
3700ft - - - - - -
True cabin altitude
Theorical cabin
altitude
700ft - -
SEALEVEL

..- During cruise, pressure Is stabilized at the theoretical cabin altitude.
True cabin altitude

Theorical cabin
altitude
SEALEVEL

..- For comfort and safety, the auto-pressure controller limits
the cabin altitude rate of descent at • 400 ft I min•
..- To prevent a negative differential pressure between the

aircraft Interior and exterior, we can choose a rate of
descent of· 500ft / min, selecting the fast descent rate
mode on the auto-pressure controller.
True cabin altitude

Theorical cabin
altitude
~n ------------------
SEALEVEL

..- To avoid cabin dumping, the cabin altitude Is kept at landing minus 300ft.
True cabin altitude

Theorical cabin
altitude 1000ft
700ft
SEALEVEL

..- When the landing gear absorbers are compressed, an automatic depressurization
system Initiates dumping of the aircraft at the rate of+ 550 ft I min.
~
True cabin altitude
~--------------------~~~!!~~!!!i~ 1000ft
Theorical cabin
altitude
----------· 700ft
SEALEVEL

..- During emergeney deseent, the pressure sh~
the same Inside and outside the eabln. To obtain this
result, the pilot has to push the DUMP pushbutton.
True cabin altitude

=
--
Theorical cabin
altitude
SEALEVEL

..- The DUMP pushbutton works only In AUTO~
..- When the pilot uses the DUMP pushbutton, the auto-
pressure controller Is no longer supplied and an electrical
signal Is sent to open the electro-pneumatic outflow valve.
..- With the electro-pneumatic outflow valve and pneumatic

outflow valve fully open, the aircraft quickly
depressurizes.
Note: Differential pressure Indicator must be In the white

range (ap > 0.5 PSI).
True cabin altitude

Theorical cabin
altitude
SEALEVEL

~rcssurctransduccr
CAB PRESS IND
Pack vahle 1 control

EMER 41 HB
BUS
6HM '1'
37HB
warning signal
28WC ~II---f
BUS 1 I o
1HM
Pilot's altimeter
I •
Power supply
1
AUTO
Torque motor control/ monitoring /test
The auto-pressure controller Is supplied with

28 VDC from BUS 1.

~rcssurctransduccr
CAB PRESS IND

EMER 41 HB
BUS
6HM '1'
37HB
warning signal
28WC ~II---f
BUS 1 I o
1HM
Pilot's altimeter
I •
Power supply
1
AUTO
When the two packs valves are closed, It sends a

closing signal to the electro-pneumatic outflow
torque motor. If no compressed air comes Into the
cabin, to maintain pressure, air cannot be extracted
outboard.

~rcssurctransduccr
CAB PRESS IND

EMER 41 HB
BUS
6HM '1'
37HB
warning signal
28WC ~II---f
BUS 1 I o
1HM
Pilot's altimeter
I •
Power supply
1
AUTO
When pack valves control switches 41 HB and 37 ~====~

are In the open position, the auto-pressure co111tr•~llll•i'l.. "'
can regulate normally. '!;;;;;;=-'
Note that only one switch In the open position Is
enough for the auto-pressure controller.

~rcssurctransduccr
CAB PRESS IND

EMER 41 HB
BUS
6HM '1'
37HB
warning signal
28WC ~II---f
BUS 1 I o
1HM
Pilot's altimeter
I •
Power supply
1
AUTO
In flight, the auto-pressure controller uses Its

Internal logic to govern the electro-pneumatic
outflow valve torque motor.

~rcssurctransduccr
CAB PRESS IND

EMER 41 HB
BUS
6HM '1'
37HB
warning signal
28WC ~II---f
BUS 1 I o
1HM
Pilot's altimeter
I •
Power supply
1
AUTO
To calculate the theoretical cabin altitude, the auto·

pressure controller takes Into account Information
from ADC1. ADC1 gives the standard aircraft altitude
and the pllofs altimeter barometric setting.

~rcssurctransduccr
CAB PRESS IND

EMER 41 HB
BUS
6HM '1'
37HB
warning signal
28WC ~II---f
BUS 1 I o
1HM
Pilot's altimeter
I •
Power supply
1
AUTO
In case of ADC1 failure, a warning signal Is sent to

the auto-pressure controller. The auto-pressure
controller then takes Information from ADC2. There
Is no change In pressure regulation except for landing elevation.
ADC2 does not send the pilot's altimeter barometric setting.
End of module
•
Jet pump description
~
Check vahles
From bleed air duct
Q Ovarbaard

•
Jet pump description
~
~ Location on AJC
~
~ Description
Check vahles
.ETPUMP
~ The jet pump Is used to create vacuum In the 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.
End of module
•Jet pump operation
Check vahles From bleed air duct
JET PUMP
From vacuum pipe [) -

.,._.........,.__
Over board

•Jet pump operation
Check vahles From bleed air duct
JET PUMP
From vacuum pipe [) -

.,._.........,.__
~ Air from the bleed air duct Is ejected overboard, producing a low pressure at the vacuum pipe.
~ Air In the vacuum pipe Is sucked out.

Over board
~ Vacuum needed for pressurization Is now available.
End of module
~
·..
)\
Filter rj
~ This valve Is Installed below the cabin t>
floor, close the cabin attendant seat.
Vacuum pipe
To pneumatic
outnow valve
From static port
Electro-
From auto- pneumatic
pressure outflow
controller valve
Ditching
device " " ' Vahle interconnection pipe

~
~ Location on AJC
~
~ Description
~ The electro-pneumatic outflow valve functions are:

• to regulate cabin air evacuation,
• to limit cabin normal differential pressure,
• to provide negative pressure safety.
~ The 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.
Filter
Vacuum pipe
To pneumatic
outnow valve
From static port
~ The valve Incorporates an electrical ditching

From auto. device which on command, closes the valve
pressure prior to ditching.
controller
Ditching
device " " ' Vahle interconnection pipe
End of module
Filter
..- 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 •
Vacuum pipe ..- The servo chamber Is supplied with cabin air through a filter.
To pneumatic
outnow vahle ..- 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
Torque motor~-;(":..
motor shaft.
housing ..- The auto-pressure controller controls the opening of the electro-pneumatic
outflow valve, by modulating the electrical signal to the torque motor.
From auto-
pressure
controller
Vacuum pipe
To jet pump
cr In case of failure, or If the torque motor Is not supplied, the

quadrant closes the vacuum pipe and the valve closes.
Torque motor
..- In AUTO mode, the pneumatic outflow valve Is pneumatically shalt
slaved by means of the valve Interconnection pipe.
..- The safety devices are:
• the non-return valve, which limits the negative differential
Diaph
pressure to • 0.5 PSI, ragrn
Cabin pressure-
• the manometric system, which limits the differential pressure "~=="ii
to 6.35 PSI, 41
• the electrical actuator assembly, which pushes the main <:'~
valve to the closed position In case of ditching. Outside static pressure
End of module
~
·..
)\
rj
~ This valve Is Installed below the cabin t>
floor, close the cabin attendant seat.
From static port
Electro-
pneumatic
outflow
valve
From manual /
controller / Ditching ""- Vahle interconnection pipe
device

~
~ Location on AJC
~
~ Description
..- The pneumatic outflow valve functions are:

• to regulate cabin air evacuation,
• to limit cabin normal differential pressure,
• to provide negative pressure safety.
..- The valve Is directly controlled by the manual controller when the
system works In MAN mode.
The valve Is directly controlled by the electro-pneumatic outflow valve
when the system works In AUTO mode.
From static port
..- The valve Incorporates an electrical ditching

device which on command, closes the valve.
Prior ditching.
From manual /
controller / Ditching ""- Vahle interconnection pipe
device
End of module
Vacuum pipe
~ In AUTO mode, the pneumatic outflow valve operates exactly like the
From electro- electro-pneumatic outflow valve.
pneumatic
outnow valve
By means ofthe 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 vacuum pipe stays
closed.
~ In MAN mode, opening ofthe pneumatic outflow valve Is governed by

modulating reference pressure from the manual controller.
From manual
controller From From electro- Vahle
Ditching "'=::;::=:::;;;;;;~V~ahle interconnection manual
controller Electric pneumat;(ic interconnection
pipe Reference
device actuator outflow vahle pipe
pressure pipe
~ If the reference pressure decreases, the manometric capsule CP Manometric
contracts, and the valve opens the vacuum pipe. Air from the
servo chamber escapes through the vacuum pipe and
Manometric Cabin pressure
capsule
Vacuum pipe
~
;...,-=·-==
l SP capsule
Manometric
housing
pressure decreases. The main valve moves upward and (owrpressure
cabin air Is extracted outside. relief)
~ 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: Diaphragm
• the non-return valve, which limits the negative differential
pressure to • 0.5 PSI, Cabin pressure - ; -
• the manometric system which limits the differential pressure }l
to 6.35 PSI, ~
• the electrical actuator assembly, which pushes the main
valve to the closed position In case of ditching. Outside static pressure
End of module
•
and check valve description
~
..- The check valves are located on the jet pump air ducts.
Check vahles
.ETPUMP
Electro-pneumatic
outflow valve
..,..., ,,. Pnernatlc outflow

..- The filter Is fixed on the electro-pneumatic outflow valve. valve

•
and check valve description
~
~ Location on AJC
~
~ Description
..- The filter removes nicotine and dust before It enters the diaphragm
chamber.
Check valves
JET PUMP ..- Check valves are fitted on the pneumatic system to ensure thatthe
air flow Is limited to one direction.
End of module
~
~ The manual controller Is located on the centre

Instrument panel.

~
~ Location on AJC
~
~ Description
..- The manual controller modulates the reference pressure to the

pneumatic outflow valve to control the rate of change of cabin
pressure.
..- Its control knob Is used to select any cabin rate of change from
• 1,500 ft I min (Increase cab alt) to 2,500 ft I min (decrease cab alt)•
..- 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 .
..- An orange mark on the manual controller Indicates that It Is

not Is the NORM position (green mark).
End of module
Plate
NeedevaM!
~ In AUTO mode, the manual controller must be set to the NORM Jet--+,
position so as not disturb the pneumatic outflow valve.
Cabin pressure -"'lJI
.....
~ The vacuum pipe Is closed by the needle valve.
~ The reference pressure Is the same as cabin pressure.

Jet pump Reference
pressure pressure

Plate
NeedevaM!
~ When a failure occurs, the system must be set to MAN mode. Jet--+,
Cabin pressure -'"lJI

.....
~ The pneumatic outlow valve regulates a cabin pressure rate of

change of· 1,000 ft I min to + 2,500 ft I min.
Jet pump Reference

pressure pressure

Plate
NeedevaM!
~ When a failure occurs, the system must be set to MAN mode. Jet--+,

.....
~ The pneumatic outlow valve regulates a cabin pressure rate of

change of· 1,000 ft I min to + 2,500 ft I min.
Jet pump Reference

~ An orange mark on the manual controller advises the pilot that It Is pressure pressure
not In the NORM position. In AUTO mode, this point Is covered by
the knob.

Plate
NeedevaM!
~ When the needle valve opens the vacuum pipe, cabin pressure Jet--+,
goes through the vacuum pipe to the jet pump.
.....
~ The reference pressure becomes smaller than the cab.-. pressure.
~ More the control knob Is turned clockwise, more the needle

Jet pump Reference
valve opens, and lower Is the reference pressure. pressure pressure
End of module
•
(:1ressure indicator description
~
..- The cabin pressure Indicator Is located on the centre Instrument panel.

--
Rres'sure indicator description
~ Location on AJC
~ ~[5J] Description
.,. The cabin pressure Indicator has three dials and relavant v I '\7 '\7
..
pointers which Indicate : Ill'
\\ i I .;'10·· ·w,,-1"~
• standard cabin altitude (ALT), f)
\ .
UP
t
"'
.
.;-. ~
• ' , i
_, . ;9
.·· II ~;, I
3~
'"'·" .. '-a · • 4:?

•••.. 1 6 5 g .
,, l ...,"'~""'
' --..
• cabin altitude rata of change (RATE), ""' • i
'lO'IIN . ~...
• differential pressure between cabin and exterior (DIFF)• /
:-4' ,.
, '-., SP£ED UI<ITS OASl
~
' ·
~ :SUU"'-U
.,.. ......
'~·'-l ,~, 1
~t
..- It Is supplied with 28VDC from the EMER BUS and works In "- .. ·< rr:x1
""- ~
_,. ,.-:- .
_, no. t..::tlf\tlilt,.': a:xt
both AUTO and MAN mode. .... -~nucmJ ~: a
•,
. «~r~t w ? ·., I "•
\'x-.~;~·
"""""
..... ~
)~- - _iJIA ~i$l1'T.i!:!
..- It receives Information from :
• Air Data Computer (aircraft altitude),
• an Internal pressure transducer (cabin altitude).
Internal
- pressure ..- With this data, the cabin pressure Indicator computes the three values and
port
controls three potentiometer motors to move the pointers.
End of module
•
J?ressure indicator operation
~ The cabin altitude ranges from -1,500 ft to + 15,000 ft.
~ The Information Is In standard wHh 1013.2 hPa (29.92 mmHg) reference.
~ The cabin pressure Indicator Integrates an excess cabin aHHude

warning signal at 10,000 ft.

•
~ The rate of change value ranges from -1 ,500 ft/mln to 2,500 ftlmln.
~ It Is computed from variations In cabin altitude.

•
~ This pointer Indicates the differential between cabin and

outside static pressure. It ranges from -1 to +8 PSI.

•
~ An OFF flag appears at the top right of the Indicator to Indicate

the loss of power supply (or an Internal failure).
End of module
--
System!controls and indicators
Overhead Control Panel
<11>NOitM:
• On ground wlh ENG1 off-+ extract fan on,
OVBD valve ful open, UIF valve closed.
• Alii ground, ENG1 on-+ extract fan on,
OVBD valve closed, UIF valve open.

--
<12> FAULT : fan faluN or overfleat (fan

lnhlbllecl for 120a after every engine start. AIR
light In C.A.P.).

--
<13> OVBD : extract fan otr, OVBD valve parlaly

open, UIF valve closed, hom activated on gn»und
when electrtcalextemal power Ia used.

--
<e14;oo PAULT llumlnal8d when OVISD valve In

dlugrMment wlh OVBD valve Swllch poallon and
durtng valve tranallon.

--
15> NORM poalllon • Automatic.

nual oventde Ia accomplished by Hlectlng FULL OPEN or FULL
CLOSED In emergency proc:edurM, or for teats.
llreNntlal prMSUN must be check prtorto awllch lin ful open
lion (max AP • 1 PSL)

--
<1>FAULT:
• Fan low speed or motor overfleat,
• No auto power supply cut-off, pushbutton must be set to OFF.

--
<2> Thla pushbutton controls the 18Cin:ulallon

fan. Will the 18Cin:ulallon fan pushbutton
Nlaaaecl (out), the fan Ia off and the OFF llg•t Ia
llumlnatecl.

--
<1> This dual Indicator continuously monllora

the air temperatuN In compartments. Duct
temperatuN Ia limited to 880C by pneumatic temp
limiter.

--
<3> The OVHT amber light lndlcatea

an overtemperatuN In the supply duct
If the alrtemperatuN Ia over9rc.
I Ia not lnhlblleclln manual mode.

--
<4> This pushbutton enables the aelectlon of

AUTO or MAN mode temperatuN NgUiatlon.
I' MAN Ia llumlnatecl, compartment
tempemuN knob dhctly controls
tempemuN control valve.

--
<5> TheM HlectoralnCINH orclec:INH the air

temperatuN In the tight compartment and In the
cabin, ellher In the automatic or manual mode.

--
<8> Selects the compartment

WheN femparatuN check Ia
cluhd.

--
-<&>This pushbutton aelecta the

high flow operation of the pack
valve.
NORM:22PSL
HIGH : 30 PSI (pack valve).

--
<9> FAULT: pack valve poallon dlugrMmtnt

wlh pushbutton or pack OVHT tamperatuN >
2040C. Valve auto closed.

--
<10> This pushbutton controls the poallon of the rtght or

left pack valve. When the pack valve pushbutton Is on, the
pack valve Is open If electlicalsupply and air pruauN aN
........
avalabla. The OFF light Is llumlnatacl when pushbutton Is

--
Center Instrument Panel

For more details , clck on hot spots.
AUTO PRESS
LANDING ELEVATION ELV SET

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
0
.
.,
DIFF
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
<4> The display shows the landing 5
elevation selling. In cue of faluN of the

automatic system, al dlgb aN
extinguished.
CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. Q
' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
0
.
.,
DIFF
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
<5> This knob Hlecta the elevation of 5
the planned dutlnatlon airport shown

by the landing elevation display.
CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

I'-. -·
ALT 0
·~\ . I~~
....../I ~,('
.
' ., RATE
I /25
'
•.;p ...._
o-...-· •
,•,s
... ':fi /
DIFF 0 1
.
.,
·- '
I. I 2
'
PSj
• _,
,/ 1 I ,,
/
<12> Thla puahbutton controla cabin 5

emergency deprMSurtzatlon.
ON (guarded) : both outflow valvu fuly open
In AUTO mode only.
CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o-...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
DIFF 0
.
.,
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
<1> This button teats the prMSurtzatlon 5
system. Displays abmatlvely 18,800 and •

8,800, as long as the teat pushbutton Is
prused. FAULT appears on MAN
pushbutton. CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS
LANDING ELEVATION
,-, ,-, ,-, n
ELV SET
+
I'-. -·
ALT
·~\.I~~
....../I ~,('
0
I I
I
D D D D I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N
':fi /
.
.,
~
0
DIFF
'2
·- '
~;:] '
PSj
'
I. I
• _,
,/ 1 I ,,
/
5
-<8> Descent ratelnCINHCI from -400 to -500
ftlmln when FAST Hlectecl.
CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
0
.
.,
DIFF
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
1<1> The pointer displays cabin alllude from ·1,500ft to
15,000ft. 5
• yelow an: betwMn I,750ft and 10,000ft,
• l8d an: betwMn 10,000ftand 15,000ft. CAB PRESS

DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
0
.
.,
DIFF
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
5
<2> The poln..rdlaplaya cabin alllude rate of
change betw•n ·1,500ttlmln and -2,500ftlmln.
CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o-...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
DIFF 0
.
.,
'2
·- '
R
The pointer displays cabin/outside dllreNntlal piMSUN from ~;:] , M
PSj
'
I. I
1 PSI (.0.07 bar) to 8 PSI (8.55 bar). • _,
,/ 1 I ,,
/
• whb an: betwMI'I 0 PSI and 0.5 PSI (0.84 bar), 5
• yelow an: betwHn I PSI (OA1 bar) and 1,35 PSI (0.44 bar),
• l8d an: betwHn ·1 PSI (.0.07 bar) and .0,3 PSI (.0.02 bar) CAB PRESS
and betwHn 1.35 PSI (0.44 bar) and 8 PSI (8.55 bar). DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o-...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
DIFF 0
.
.,
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
10> Thla awllch comp....ly cloaea the outflow valvu. 5

n I Ia prused In, the ON light llumlnatu on the
wllch Indicating the ditching mode. At the same time,
nd.. ..
fer CAUTION ftashu, •AR• on CAP llumlnatu
chime .. hurd. CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
I- - + '
I- I I- I
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' .,
""'/I
RATE
~,('
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
0
.
.,
DIFF
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
5
<11> FAULT llumlnatea In case of dlgbl
controler faluN and/or Input power lou.
CAB PRESS
DITCH
MODE SEL
R IFAULT I
~ l r•r,N I

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
.
I- - +
I- I I- I ....../I ~,('
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' ., RATE
I
'
•.;p...._ /25
DUMP DESCENT
o-...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
DIFF 0
.
.,
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
<9> This awllch aelecta the operating mode of the
prMSurtzatlon system. 5
Wlh puahbutto• Nlaaaed (out) the prMSurtzatlon

system operatuln AUTO mode and the MAN light
Is extinguished.
CAB PRESS
DITCH
MODE SEL
R I-Au;· l
~ 1111 MAN IIIJ

--

AUTO PRESS

I'-. -·
ALT
·~\.I~~
0
I- - + '
I- I I- I
I I
I
- - - I I- I
I- I I- I I- I I- I I. ~ ' .,
""'/I
RATE
~,('
I
'
•.;p...._ /25
DUMP DESCENT
o -...-· •
RATE
,•,s
...
' "
r-;~
TEST
~N 0
':fi /
0
.
.,
DIFF
'2
·- '
R
~;:] , M
PSj
'
I. I
• _,
,/ 1 I ,,
/
<8> This knob Hlecta any cabin rate of change 5
betwMn -1 ,500ftl'mn thru +2,500ftlmln In manual

mode.
NORM: AUTO mode Hlectlon.
CAB PRESS
DITCH
MODE SEL
R I -Au;· j
~ I 1//\N IIII

Crew Alerting Panel
<1> I' the d.,..ntlal prMSUN excaadlll.35 PSI, an

lntemalawllch trtggera :
• l8d EXCESS CAB AP llumlnatlcl on C.A.P.,
• maaterWARN.,.G flashing and continuous

NpetiiM chime.

Crew Alerting Panel
<2> I' cabin PIMSUN alllude 8XCIIdli10,000ft, an

lntemalawllch trtggera :
• l8d EXCESS CAB ALT llumlnatlcl on CAP.
• maaterWARN.,.G flashing and continuous

...,.• • chime.

Crew Alerting Panel
<3>
• BIHd valve dlugrMment wlh Hlectecl poallon.
• BIHd DUCT temp> 2740C.
• BIHd air LEAK del8ctld.
• Pack valve dlntrMmenL
• Pack overflut temp> 2040C.
• OvertemperatuNin AlrCondllonlng DUCT, wlh temp> 920C.
• Fan (extract or Neln:ulatlon) faluN.
• OVBD valve poalllon dlugrMmenL
• X VALVE dlugrMmenL
• AUTOPIMSFAULT.
• OverprMSUN > 80 PSL
• DITCH •ON• activating condllon.
End of module
---
Ai~ conditioning normal operation
• AIC on ground.
• Engines stopped.
I Service
I Hot pressure
RecirCUlation fan bJipaSs regullllor
I
Checkvalw
Cross feed vaM!
~ Extinguish all white lights

---
• AIC on ground.
I Service
I Hot pressure
I
Checkvalw
Cross feed vaM!

---
• AIC on ground.
I Service
I Hot pressure
I
Checkvalw
Cross feed vaM!

---
• AIC on ground.
• External power connected.
• Recirculation fans running.
Service
I Hot pressure
I
Checkvalw
Cross feed vaM!

---
~ i'-
1..- ~
/i
II 11
• AIC on ground.
• External power connected.
Service
I Hot pressure
Recln!ulatlonfan bJipaSs regullllor
I
Checkvalw
Cross feed vaM!
~ Start engine 2 In hotel mode.

---
~ L.... L-
? j" .... . . . i"
Jl _lj'll
• AIC on ground.
• Engine 1 stopped.
• Engine 2 in hotel mode.
I
Recln!ulatlonfan
I
Checkvalw
~ Engine bleed valva opens,

FAULT lights extinguish.
~ Crossfead valva opens.

---
~ L.... L-
? j" .... . . . i"
Jl _lj'll
• AIC on ground.
• Engine 1 stopped.
I
Recln!ulatlonfan
I
Checkvalw
..- Pack 1 operates Immediately,

Pack 2 operates after a time
delay of&s,
Fault light pack 2 then
extinguishes.

---
I
RecirCUlation fan
I
Checkvalw
Cross feed vaM!
~ Start engine 1.
---
• AIC on ground.
• Engine 1 running.
I
Recln!ulatlonfan
I
Checkvalw
Cross feed vaM!
~ Engine 1 bleed fault light

remains ON.

---
•
•
JED
AIC on ground.
Engine 1 running.
I
Recln!ulatlonfan
I
Checkvalw
Cross feed vaM!
~ Release Propeller brake.

---
• AIC on ground.
• Engines running.
I
Recln!ulatlonfan
I
Checkvalw
Cross feed vaM!
~ Crossfeed valva closes,

Engine 1 bleed valva opens,
Fault light extinguishes.
---
• Take off, Gear UP.

• AIC speed> 150 KTS.
• Turbo fan sto s.
I
RecirCUlation fan
I
Checkvalw
Cross feed vaM!

---
• Take off, Gear UP.

• Turbo fan sto s.
I
RecirCUlation fan
I
Checkvalw
Cross feed vaM!
~ Select cabin temperature on

compartment temperature
Indicator.
---
• AIC in flight.
I
RecirCUlation fan
I
Checkvalw
Cross feed vaM!
~ Select full hot on the cabin

temperature selector.
---
• AIC in flight.
Checkvalw
Cross feed vaM!
~ Temperature control valve and hot

by pass valve open In function of
the cabin temperature sensed by
the controller.

---
• AIC in flight.
Checkvalw
Cross feed vaM!
~ Select MAN on the TEMP SEL

pushbutton.
---
• AIC in flight.
Checkvalw
~ Temperatura control valve and hot

by pass valve open as long as
duct temperatura will not exceed
88°C (duct temperatura limiter).
End of module
114 ~ Select an adjacent air conditioning fault and follow
the corresponding procedure following failure.
A/C configuration :
C . A .P.
~ AJC In flight configuration.
<r- Pack valva FAULT activated when
• pack valva disagrees with the
CAUTION
selected position,
• overheat downstream of pack
Mixing
~..,..._- Packvallle
Hot
le::::::::::~~::::::::::~~~~tl~~~ ~s
Pack overheat
sensor

A/C configuration :
C. A .P.
. - - - <r- Pack valva FAULT activated when

1 CAUTION I selected position,
- - - • overheat downstream of pack
Mixing
Hot
1e:::::::::2~~::::::::::~~~t=~~~ ~s
~ Please clear Master CAUTION.
Pack overheat
sensor
A/C configuration :
selected position,
Mixing
Hot
1e:::::::::2~~::::::::::~~~t=~~~ ~s
PACK VALVE FAULT
PACK VALVE affected OFF
Pack overheat
sensor
A/C configuration :
selected position,
Mixing
~'P"<;:- Pack V8MI

Hot
le::::::::~~~::::::::::~~~~tl~!f~ ~s
PACK VALVE FAULT

MAXFL 200
AVOID LARGE QUICK POWER CHANGES AT HIGH Pack overheat
ALTITUDE sensor

A/C configuration :
selected position,
Mixing
~'P"<;:- Pack V8MI

Hot
1C::::::::;2~~::::::::::~~~t=~!f~ ~s
Temperature ----'-----:;;=<~--.Lfllffi:~$=1}::
control wlw
PACK VALVE FAULT abnormal procedure has
bean performed successfully I
PACK VALVE FAULT

MAXFL 200
AVOID LARGE QUICK POWER CHANGES AT HIGH Pack overheat
ALTITUDE sensor

•4 ~ Select an adjacent air conditioning fault and follow
C.A. P .
AJC configuration :
~ AJC In flight configuration,
CAU TION ~ duct temperature > 92°C.
I
Q..
Engine bleed air
Mixing
Pack overheat
sensor

C.A. P .
AJC configuration :
. - - - ~ AJC In flight configuration,
1 CAU TION
- - -
I ~ duct temperature > 92°C.
I
Q..
Engine bleed air
Mixing
~ Please clear Masfer CAUTION.
Pack overheat
sensor
AJC configuration :
~ duct temperature > 92°C.
Engine bleed air
Pack overheat
sensor
AJC configuration :
Engine bleed air
Pack overheat
sensor
AJC configuration :
Recirc)Jialion fan Engine bleed air
Packvallle
Hot
1e::::::::::~~~:::::::::::1~~~~~~~ ~s
COMPT TEMP SELECTOR associated COLD

CAUTION : Monitor duct temp and make sure it
remains positive to avoid possible pack turbine
damage due to fre~zing.
If duct temperature remains above ss•c :

Pack overheat
PACK VALVE affected OFF sensor
MAX FL 200
AVOID LARGE QUICK POWER CHANGES AT HIGH

AJC configuration :

Mixing
Packvallle
Hot
1e::::::::::~~~:::::::::::1~~~~~~~ ~s
~ Check list complete, clear C.A.P.
COMPT TEMP SELECTOR associated COLD


Pack overheat
MAX FL 200
AJC configuration :

Mixing
Packvallle
Hot
n::::::::::;~!:~:::::::::::l~~~~~~~ ~s
Temperature ----'-----:;;,......-,~--!\.jFffi;E:$$:fi)!l
control wlw
DUCT OVHT abnormal procedure has been
I
COLD

Pack overheat
MAX FL 200

C.A. P . AJC configuration :

~ RECIRC FAN FAULT Indicates :
CAU TION • a low fan rpm (<900 rpm),
• a fan electrical motor OVHT.
Mixing
1 Engine bleed air
Pack overheat
sensor

C.A. P . AJC configuration :

. - - - ~ RECIRC FAN FAULT Indicates :
1 CAU TION
- - -
I • a low fan rpm (<900 rpm),
Mixing
1 Engine bleed air
Pack overheat
sensor
AJC configuration :
• a low fan rpm (<900 rpm),
Mixing
1 Engine bleed air
RECIRC FAN FAULT
RECIRC FAN affected OFF

Pack overheat
sensor
AJC configuration :
Engine bleed air

Mixing
~ Check list complete, clear C.A.P.

- ,_;,I
RECIRC FAN FAULT
OFF
Pack overheat
sensor
AJC configuration :
Engine bleed air

Mixing
RECIRC FAN abnormal procedure has been

performed successfully I
RECIRC FAN FAULT
Pack overheat
sensor
End of module
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-

fan Is stopped and the overboard ventilation valve Is open.

Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-

fan Is stopped and the overboard ventilation valve Is open •
..- Prior to starting In Hotel Mode, with passenger door closed,

the cockpit communication hatch must be open In order to
equalize pressure change because of air extraction through
the overboard ventilation valve.

TIME
&:IPlJil s
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
~ As engine 2 starts, the extraction fan Is Inhibited from
running for 120 seconds. Exhaust mode FAULT light
Illuminates.

Underfloor
com. hatch
Fromriuht
electronics racks ~ As engine 2 starts, the extraction fan Is Inhibited from
and flight deck
Illuminates.
~ After 120 seconds, the air extraction fan runs and the
To batteries
uentilation exhaust mode FAULT light extinguishes.
~ Fan rotation speed depends on flight deck temperature
(min speed <20"C, max speed > 52°C).
From left
electronics racks

Underfloor
com. hatch
Fromriuht
electronics racks ~ As engine 2 starts, the extraction fan Is Inhibited from
and flight deck
Illuminates.
~ After 120 seconds, the air extraction fan runs and the
To batteries
uentilation exhaust mode FAULT light extinguishes.
~ Fan rotation speed depends on flight deck temperature
(min speed <20"C, max speed > 52°C).
~ Overboard ventilation valve Is open and underfloor
ventilation valve Is closed.
From left
electronics racks
Release propeller prior to Taxi.

Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- Now, englne1 has to be started.

TIME
rilrilJ l s
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- 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 sequence, the OVBD valve
FAULT light Illuminates.

Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-
..- 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.

TIME
&:IPlJil s
Underfloor
com. hatch
Air extraction fan

Smoke "-
detector ""-

Underfloor
com. hatch
To underfloor areas
Air extraction fan

Smoke "-
electronics racks
and flight deck
To batteries
uentilation ..- The air recirculates Into the cabin through the underfloor
ventilation valva.
Overboard ventilation valva can be opened or closed
manually.
Nota:
From left
electronics racks Limitation: Maximum differential pressure for Overboard
valve full open selection = 1PSI.

Underfloor
com. hatch
Air extraction fan

Smoke ~
Fromriuht
electronics racks
and flight deck
..- Underfloorventllatlon valve closes .
..- Overboard ventilation valve opens.
From left
electronics racks

Underfloor
com. hatch
To underfloor areas
Air extraction fan

Smoke ~
..- Underfloorventllatlon valve opens.

To batteries
uentilation ..- Overboard ventilation valve closes.
From left
electronics racks

- .. .._, ~ Select an adjacent ventilation fault and follow the
corresponding procedure following failure.
C .A .P.
CAUTION
AJC configuration :
~ Exhaust mode FAULT light Illuminates :
• fan failure,
• fan overheat.

C .A .P .
. - - -
1 CAUTION I
- - -
AJC configuration :
• fan failure,
• fan overheat.

C .A .P.
AJC configuration :
• fan failure,
• fan overheat.
AVIONICS VENT EXHAUST MODE FAULT
EXHAUST MODE OVBD

C .A .P.
AJC configuration :
EXHAUST MODE OVBD

C .A .P.
AJC configuration :

abnormal procedure has been performed
successfully I
EXHAUST MODE OVBD

C .A .P.
CAUTION
AJC configuration :
~ OVBD valve FAULT light Illuminates
when there Is an OVBD valve position
disagreement.

C .A .P .
. - - -
1 CAUTION I
- - -
AJC configuration :
disagreement.

C .A .P.
AJC configuration :
disagreement.
FULL CLOSE

Select an adjacent ventilation fault and follow the
C .A .P.
AJC configuration :
..- AJC In flight configuration,
..- OVBD valve FAULT light Illuminates
disagreement.
or on
FULL CLOSE
On ground, engine 1no1 running

OVBD FULL OPEN
CAUTION: Do not select OVBD valve full open if AI'> 1 PSI.

C .A .P.
AJC configuration :
..- AJC In flight configuration,
..- OVBD valve FAULT light Illuminates
disagreement.
or on
FULL CLOSE

OVBD FULL OPEN

C .A .P.
AJC configuration :
..- AJC In flight configuration •
..- After abnormal procedure Is completed
and valves reaches selected position,
the FAULT light extinguishes.
OVBD VALVE FAILURE abnormal procedure has

been performed successfully I
or on
FULL CLOSE

OVBD FULL OPEN
End of module
QNH 1025
QNH 1025
Up to 3500 fl above airfield, the cabin altitude remains at take-off elevation to avoid any problem In case of quick return.
QNH 1025

..- The auto pressure controller computes a theoretical cabin altitude (ZCTH) taking Into account the aircraft altitude.
It adjusts the actual cabin altitude to this computed value or to the landing elevation whichever Is higher.
QNH 1025
~ Select 1013mb on the altlmeterbaro setting.

..- Below FL 200, the cabin vertical speed Is approximately 30% ofthat ofthe aircraft one.
Now, let's expedite through an FL 150.
-----------------------R100

..- The extreme value of cabin rate of change Is +550 ft/mln up to 20,000 ft. Therefore, the cabin cannot follow the new ZCTH.
ALT 0
•" I I fi
~ ~<,
.,!.. • -
14/
/I
-·
_.,....
!"'\""'
10
R1\T E ?
I' I I 25
.)P ~ ~
c- ~.
•
;," /
'!;.-. • ·~·'C
' ~ -~
DIFF 0 I
i'>~
\ 1.; 2
.
·-
/
•
1/ "'
~~'
• 5

FL 150 Is clear. Let's take 800 ftlmln to reaccelerate.
ALT 0
'L
-.
'·" I I
~ ~/
14 /
.
_.,....
--·
/I !"'\""'
10
R1\T E ?
1\ I I 25
.)P ~ ~
c- ~.
•
'~-~
DIFF 0 1
" \ 1. ; 2
/
a.!. ., '~s
1/ "' .,
6 5

ALT 0
•·"' ~ I I I /
14 /
!.
/I
· '-
_.,....
!"'\""'
-·
10
R1\T E ?
I' I I 25
:~. ~
•
'~-~
DIFF 0 1
" \ 1. ; 2
/
a.!. ., '~s
1/ "' ,,
6 5

Above 20,000 ft, the cabin vertical speed Is approxlmatlvely 50% ofthe aircraft one.

6740ft

..- The extreme cabin rate of change value Is 400 ftfmln. Therefore, the cabin cannot follow the ZCTH.
..- Select FAST on fhe auto pressure controller.

On FAST mode, the extreme cabin rate of change value becomes -500 ft/mln.

~-...-:...-:- - - - - - - - - - - - - - - - - - - - - - - FL 200

-----------------------------------------]-- """'1500ft
Desliii"alion
QNH 1025

..- Before landing, to avoid a cabin pressure bump at touchdown, the cabin altitude Is automatically maintained
at selected landing elevation minus 300ft.
-----------------------------------------]--oe siiimtion
1500ft
QNH 1025

After touchdown (landing gear absorber compressed), a depressurization signal Is received by the auto-pressure
controller. The cabin rate of depressurization Is controlled at +550 ft/mln up to full opening of outflow valves.
1500ft
- o istTn"ation
QNH 0
End of module
~ Select an adjacent pressurization fault and follow
the corresponding emergency or following failure
procedure.
C .A .P. AJC configuration :

..- AJC In flight configuration.
..- Mode Select FAULT light Illuminates
CAUTION to Indicate digital controller failure.
CAB PRE SS
DfTCH
I,!GOEEH
!eel FAU.LT
L ..J c=
Select an adjacent pressurization fault and follow
the corresponding emergency or folowing failure
procedure.
C . A . P. A/C configuration :
.
/ ..- A/C In flight configuration.
- - ..- Mode Select FAULT light Illuminates
1cA,JT or-
- - -
I to Indicate digital controller failure.
r Please clear Master CAUTION.

procedure.
C .A .P. A/C configuration :

~ A/C In flight configuration.
~ Mode Select FAULT light Illuminates
to Indicate digital controller failure.
90'Ciock
procedure.

MAN RATE knob 90'Ciock

CAB PRESS MODE SEL MAN
AUTO f{RESS FAULT
procedure. nulillllttfi!ition
C .A .P. AJC configuration :

to Indicate digital controller faUura.

procedure.


MAN RATE knob AS RQO TO SET CABIN RATE
140 170 200 250
0 2000 4000 6750

procedure.

AUTO PRESS FAULT (manual

operation) abnormal procedure has
been performed successfully I
MAN RATE knob
CAB PRESS MODE SEL
90'Ciock
MAN
•4
AS RQO TO SET CABIN RATE CABIN PRESSURIZATION HAS NOW TO
140 170 200 250 BE MANUALLY ADJUSTED WrTH
CHANGES IN AIRCRAFT ALTrTUDE.
TARGET
CABALT 0 2000 4000 6750

procedure.
AJC configuration :
.,. AJC In flight configuration,
.,. EXCESS CAB ALT on CAP Illuminates
when cabin altitude Is above10,000ft.

procedure.
AJC configuration :
.,. EXCESS CAB ALT on CAP Illuminates
when cabin altitude Is above10,000ft.
.,. Please clear MASTER warning.

CABIN PRESS INO CHECK

z
If cabin> 10,000 It confirmed
MAN RATE knob 9 O'Clock
AJC configuration :
.,. EXCESS CABALTon CAP Illuminates
when cabin altitude Is above 10,000ft.
z
CAB PRESS MOOE SEL MAN
AJC configuration :
z
MAN RATE knob OECREASE
AJC configuration :
the corresponding emergency or following failure m
;
AUTO Pj,RESS FAULT
nuil)lMfi!ijiQ_n
z
MAN RATE knob OECREASE
If no success
CREW OXY MASKS ON
CREW COMMUNICATIONS ESTABLISH
OXYGEN PAX SUPPLY AS RQO AJC configuration :
OXYGEN PRESSURE CHECK
OESCENT AS RQO .,. AJC In flight configuration,

z
MAN RATE knob DECREASE
If no success
CREW OXY MASKS ON
DESCENT AS RQO .,. AJC In flight configuration,
if rapid decompression .,. EXCESS CABALTon CAP Illuminates
EMERGENCY DESCENT PROCEDURE APPLY
EMERGENCY DESCENT
Pls Fl
OXYGEN MASKS/CREW COMMJNICATIONS AS RQO
OXYGEN PAX SUPPL V AS RQO
100 OVRO
VMO/MMO
(or less if structural damaoe is suspected)
ON
NOTIFY

z
MAN RATE knob DECREASE
If no success
CREW OXY MASKS ON
DESCENT AS RQO .,. AJC In flight configuration,
if rapid decompression .,. EXCESS CABALTon CAP Illuminates
EMERGENCY DESCENT PROCEDURE APPLY
EMERGENCY DESCENT
Pls Fl
OXYGEN MASKS/CREW COMMJNICATIONS AS RQO
OXYGEN PAX SUPPL V AS RQO
100 OVRO
EXCESSIVE CABIN ALTITUDE
VMO/MMO abnormal procedure has been
(or less if structural damaoe is suspected)
ON performed successfully I
NOTIFY

procedure.
AJC configuration :
~ EXCESS CAB .AP on CAP Illuminates when
differential pressure exceeds 6.35 PSI.

procedure.
AJC configuration :
differential pressure exceeds 6.35 PSI•
.r Please clear MASTER warning.

procedure.
AJC configuration :
EXCESS CAB AP
MAN RATE knob 90'Clock

procedure.
AJC configuration :
EXCESS CAB AP

procedure.
AJC configuration :
EXCESS CAB AP

MAN RATE knob INCREASE
procedure.
AJC configuration :
EXCESS CAB AP
MAN RATE knob 90'Clock EXCESSIVE CABIN ALTITUDE

MAN RATE knob INCREASE abnormal procedure has been
performed successfully I
If unsuccessful!
DESCENT TO A COMPATIBLE Fl INITIATE
CAB
"•
Al.T
hl_ .....$
~<~s
End of module
•
MI7C reading memory
Maintenance Operations
..- Aircraft Maintenance Manual (AMM) contains mainly three manuals: • Description I Operation (D/0) ,
• Job Instruction Card (JIC) ,
• Trouble Shooting Manual (TSM),
D e.sc rl p~lo n l
Op e r a t io n Trouble
Shooting
Manual
•
MI7C reading memory
~ Select MISC 1 position.

•
MI7C reading memory
~ Push on the PTAIERS pushbutton.

•
MI7C reading memory
LEFT PACK VALVE OVERHEAT
~ Push on the PTAIERS pushbutton.

•
MI7C reading memory
BITE ADV DISPLAY

8 4 2 MFC
DATA B ITE
F F F F BUS LOADED
( i· .
~"'t:H::i
NORM
C OT
• •vvuvv~~ UG
. c >ORS
•• 0 MAG
' I
M ISC
• lOOTS
PTAIERS
INO
TEST
\ !. •rw
.. "'-/
•
r LI
CTL
•
gcr.t -411
NO MORE FAILURE RECORDED
~ Select NORM FL T position.

•
MI7C reading memory
End of module
..- TASK DESCRIPTION :
..- 1 ·Make certain that the following circuit breakers are closed :
• 1 HM CAB PRESS I AUTO PRESS on 121VU panel,
AUTO PRESS • 3 FL1 ADS I ADC1 on 21VU panel,
• 3 FL2 ADS I ADC2 on 21VU panel,
LANDING ELEVATION ELV SET • 4 FL1 ADS I CAPT INST I ALTM on 21VU panel,
+
1-11-1 1-1 • 4 FL2 ADS I FlO INST I ALTM on 21VU panel•
1_11_1 1_1
ft
E;
DUMP DESCENT ..- 2 ·On 22VU panel, release the 9HB and 10HB pack valve pushbuttons •
RATE
TEST
~-~
L;;;J I I Ld N
~ ..- 3 ·Energize the aircraft DC and AC constant frequency network•
..- 4 ·Push the auto-pressure controller TEST button and verify that
the digital controller window displays alternatively the values
D Autopress Test 18800 and -8800. FAULT light Illuminates amber on MAN
pushbutton and AIR Illuminates amber on Crew Alerting Panel.

..- TASK DESCRIPTION :
..- 1 ·Make certain that the following circuit breakers are closed :
• 1 HM CAB PRESS I AUTO PRESS on 121VU panel,
AUTO PRESS • 3 FL1 ADS I ADC1 on 21VU panel,
• 3 FL2 ADS I ADC2 on 21VU panel,
LANDING ELEVATION ELV SET • 4 FL1 ADS I CAPT INST I ALTM on 21VU panel,
+
1-11-1 1-1 • 4 FL2 ADS I FlO INST I ALTM on 21VU panel•
1_11_1 1_1
ft
E;
DUMP DESCENT ..- 2 ·On 22VU panel, release the 9HB and 10HB pack valve pushbuttons •
RATE
TEST
~-~
L;;;J I I Ld N
~ ..- 3 ·Energize the aircraft DC and AC constant frequency network•
..- 4 ·Push the auto-pressure controller TEST button and verify that
the digital controller window displays alternatively the values
D Autopress Test 18800 and -8800. FAULT light Illuminates amber on MAN
pushbutton and AIR Illuminates amber on Crew Alerting Panel.
End of module
~ AJC configuration :
• AJC In the run-up area,
• all doors closed,
• engines running,
• qualified statf only.
~ On 22VU panel, place OVBD valve selector In fully closed position.

~ On 22VU panel, press ENG 2 BLEED pushbutton and verify that OFF legend goes off and X VALVE OPEN legend comes on.

~ On 4VU panel, push the test button on digital controller and verify that landing elevation
alternatively shows 18800 and -8800.

~ On 22VU panel, press L and R pack valve pushbutton& and verify that OFF legend goes off.

~ On 4VU panel, set the manual pressurization control knob to manual position.

~ On 402VU panel, release the modes selector pushbutton and verify that the MAN legend on pushbutton Illuminates
and no data Is shown on digital controller display.

~ On 4VU panel, position the manual control knob on max deacrease. A few minutes later, the triple Indicator rate of
change (Vz CAB) shows a value between -800 and ·1,300ftlmn.

~ Rotate the manual control knob to obtain Vz CAB = -500ftlmn and verify on triple Indicator that differential pressure
Increases and cabin altitude decreases. When differential pressure reaches 2 PSI, rotate manual control knob to
obtain Vz CAB = 0.

~ The time necessary for the AJC pressure to fall from 2 PSI to 1 PSI has to be more than 105 seconds.
If not, check for leaks around doors and In other areas of the fuselage.

~ Select manual control knob to max Increase. Verify on triple Indicator that Vz CAB Is between 1,500 and 3,000ftlmn.
Verify that the cabin altitude Increases and that the differential pressure decreases.

~ When differential pressure reaches the value 0, perform the following steps :
• select manual control knob to MAN position, press mode selector pushbutton and verify that MAN legend goes
off and landing elevation shows previous settings.
• position manual control knob on green band stop.
• on 22VU panel, place OVBD valve selector In AUTO position.

~ Release Land R pack valve pushbutton& and verify that OFF legends go on and FAULT legends goes off.

~ Release ENG 2 BLEED pushbutton and verify that OFF legend goes on, FAULT legend goes off and X VALVE OPEN
legend goes off.
End of module
FAULT legend Is Illuminated when pack valve sys 1 (2) pushbutton Is pressed ln.
(engine running In hotel mode, engine bleed air system activated, bleed and pack valve pushbuttons pressed In)
r THE R TROU B: ; J
p 4iHQOTING
IS 111118 lOaded ...._iellt llndbllGr am11ar en RH ._

N_O_ _ _ _ _ _ _ _,
..---ce panai 702W?
YES
Check MFC input/output (pushbutton,
Seiad IIIISC1 posllloii en I1Jialy s ;I; cter. IS valves position, turbo-fan position
lli8re a pack OVHT C8d8 diiP8III? Is pack valve solenoid supplied? switch, valve control) I repair wiring.
YES YES
lln8ped IWI AR Inial di8dl Wlllwa.IS lli8re 8IW'

IJII8IJuttlon or IS 1118 di8dl IIIIMIIIlle to open?
Remove obstruction and clean RAM AIR inlet
or replace check valve.
I
YES
Check MFC input/output (pushbutton,
NO v~trt putrtiliun, tu1 bu-r~n putrtiliun
sv1itch, lAS, WOW, valve control) I
repair wiring.
I YES _IYEs
Clean heat exchanger if clogged.
Replace it if damaged.
I RaplacehAOfan SIB-dfVIIIwa.
1SIIi8t1Ao fan~
NO
f--
'=
Replace t1no fan
::"
Reject turbo fan shut-off valve.

I
End of module
Loss of pressure control In AUTO mode when controller knob Is In normal position and CAB PRESS/MOD SEL
pushbutton In pressed In on 402VU panel and MAN legend Is off.
(AIC In flight configuration, engine bleed air system activated, bleed and pack valve pushbuttons pressed In)
r THE R TROU B:;J

p 4iHQOTING
Are the ADC 1 and 2 -kino jifQji81111f' See Airspeed circuit.

I
YES
Replace dlgllal ~CGI..Oiel. NO

PerfGrm dlgllal ~ CGI..Oiel teal
IS I 8111 falled"i
YES
Check bleed air circuit.

Disconnect plug A of the controller.
Are the electrical supply and ground correct?
I
I VFS
~
Is the WOW input correct? Repair wiring.
I
Suspect short or open circuit in RH outnow
Is there continuly between B and C? ~ valve torque motor, check wiring or replace
electro outnow valve.
I YES
Check the input of the MAN I AUTO pushbutton.
I
End of module
This Is the list of the main operations of the removal and Installation of auto-pressure controller. In the next screen, you
have to put them In the right order. For more Information about each procedure , please click on an operation label.
FUNCTIONAL TEST ON GROUND OF CAB.. PRESSURE CONTROL .. AUTO MODE
1. ON PANEL 4W MAKE CERTAIN THAT MANUAL CONTROL (1204HM) IS .. •NORM" POSIT'ION.

2. ON PANEL 402W MAKE CERTAIN THAT •fAULr AND •MAN• LEGENDS ARE OFF.
3. ON ADC SET THE BARO CORRECTION TO FELD LEVEL.
4. ON NOSE LAND..G GEAR PLACE WOW TARGETS ON PRODIITY SWITCHES 52GB AND 53GB.
5. ON MAIN LAND..G GEAR PLACE WOW TARGETS ON PRODIITY SWITCHES 50GB, 51GB, 54GB AND 55GB.
I. CLOSE ALL DOORS.
7. ON PANEL 22W PRESS THE 28HA, 9HB,10HB, AND 31HB PUSHBUTTONS.
8. POSIT'ION POWER LEVERS .. FLT IDLE.
9. ON PANEL 22W SET •ovaD VALVE• SWITCH ON •fULL CLOSE• POSIT'ION.
10...CREASE THE ALTIIliDE BY MEANS OF VACUUM PU. . UP TO 4,000 FT ABOVE THE FELD ALTIIliDE.
11. AFTER FEW MINUTES DISCONNECT VACUUM PU...
12. VERFYTHAT THE DIGITAL CONTROLLER REGULATES A CAB.. ALTIIliDE OF 300FT LESS THAN THE
LAND..G ELEVATION.
13. ON DIGITAL CONTROLLER SELECT A LAND..G ELEVATION OF -100FT AND VERFY THAT THE CAB..
ALTIIliDE STABI.IZES AT o800 FT.
14. ON DIGITAL CONTROLLER SELECT A REAL LAND..G ELEVATION AND VERFYTHAT THE CAB.. ALTIIliDE
..CREASES UP TO 300FT LESS THAN LAND..G ELEVATION.
15. REMOVE WOW TARGETS AND VERFYTHAT, AFTER LESS THAN ONE MINUTE, CAB.. ALTIIliDE QUICKLY
..CREASES TO ACTUAL AIC ALTIIliDE.
11. ON PANEL 22W SET •ovaD VALVE• SWITCH ON •AUTo- POSIT'ION.
17. ON PANEL 22W RELEASE THE 28HA, 9HB,10HB, AND 31HB PUSHBUTTONS.
18. POSIT'ION POWER LEVERS .. GND IDLE.
-
~@] t - -
-
PERFORM A
= FUNCTIONAL TEST
Id
D INSTALL ~
CONTROLLER INSIDE
Jt<ISTRUMENT PANEL
1]
~ r-- REMOVE: : ]
CONTROLLER 01
.......""=~
CLOSE-UP
=
[ ] ==REPARATION I
Click on the labels to continue

..STALLATION
1. REMOVE BLANK FROM ELECTRICAL CONNECTOR.

2. CLEAN AND ..SPECT CONTROLLER ..STALLATION
AREA.
3. CONNECT ELECTRICAL CONNECTOR 8HM.
4. POSIT'ION CONTROLLER ..SIDE ..STRUMENT
PANEL
5. TIGHTEN CONTROLLER ATTACHMENT SCREWS.
PERFORMAI INSTALL ~
FUNCTIONAL TEST d CONTROLLER INSIDE
INSTRUMENT PANEL

REMOVAL
1. UNTIGHTEN SCREWS WITHOUT REIIOVWG

THEM.
2. PULL CONTROLLER.
3. DISCONNECT ELECTRICAL CONNECTOR 8HM.
4. BLANK ELECTRICAL CONNECTOR.
PERFORMAI INSTALL ~
INSTRUMENT PANEL

CLOSE.UP
1. REMOVE SAFETY CLP AND TAG AND CLOSE THE

FOLLOWING CRCUir BREAKER :
ON PANEL 121W :
• 1HM.
PERFORMAI INSTALL ~
INSTRUMENT PANEL

PREPARATION
1. OPEN SAFETY CLP AND TAG THE FOLLOWING CRCUir

BREAKER:
ON PANEL 121W :
• 1HM CAB PRESS/AUTO PRESS.
PERFORMAI INSTALL ~
INSTRUMENT PANEL

Let's perform this drag and drop exerclce I Please try to find the procedure order of the REMOVAL
AND INSTALLATION OF THE AUT~RESSURE CONTROLLER Job Instruction Card (JIC)
1 PERFORM
A FUNCTIONAL TEST
2 INSTALL CONTROLLER INSIDE

INSTRUMENT PANEL
3 CLO SE-UP
4
l PREPARATION
5
l REMOVE
CONTROLLER
Answer the question

AND INSTALLATION OF THE AUT~RESSURE CONTROLLER Job Instruction Card (JIC)
PREPARATION
REMOVE
CONTROLLER
INSTALL CONTROLLER INSIDE !IQII

Ub~~~~I~N~ST~R~U~M~E~N~T~P~A~N~
EL~~~~-J
CLOSE-UP
PERFORM 11 !1QiJI
~----~A~F~U~N~C~
TI~O~
N~AL~T~E~S~
T ______j _j
End of module
This Is the list of the main operations of the removal and Installation of ground cooling turbo-fan. In the next screen, you
CHECK OF PACK LEAKAGE
1. RUN ENGINE 1(2).

2. POSIT'ION POWER LEVER BETWEEN U AND 350, AND CONDIT'ION LEVER ON MAX RPM.
3. ON PANEL22VU:
• PRESS ENG1(2) BLEED PIBSW 27HA(28H~ AND VERFYTHAT •Off• LEGEND GOES OFF.
• PRESS SYS2(1) AR BLEEDIPACK VALVE PIBSW 10HB(9HB) AND VERFYTHAT •Off• LEGEND GOES OFF.
• VERFYTHAT •Off• LEGEND ON PIBSW 9HB(10HB) IS ON.
• PRESS TEMPIFLOW COMPT PIBSW 38HB AND VERFYTHAT •HJGH• LEGEND COMES ON.
• SELECT MAX FULL •cOLD• ON FLT COMPT (CAB..) TEMPERATURE SELECTOR 7HH(8HH).
4. CHECK THAT THERE ARE NO LEAKS AT EACH BELLOW AND CLAMP POSIT'ION.
5. .. CASE OF DETECTED LEAKAGE REPLACE BELLOW ANDIOR CLAMP(S).
• POSIT'ION CLAMP COLLAR HEADS.
• TIGHTEN CLAMPS WITH A TORQUE VALUE BETWEEN 0.18 AND 0.2 MOAN (11 AND 17.7 ...LBF).
• REPEAT THE CHECK AFTER THE REPLACEMENT.
I. ON PANEL22VU:
• REI EASE PIBSW 38HB AND VERFYTHAT•HJGH• LEGEND GOES OFF.
• REI EASE PUSHBUTTON SWITCHES 9HB(10HB) AND 27HA(28HA) AND VERFYTHAT •Off• LEGENDS
COME ON;
7. SHUT DOWN ENGINE.
CHECK OF PAC-;--j
LEAKAGE d INSTALL
TURBO-FAN
l Y)1j
w.!J
REMOVE I
TURBO-FAN ~~

..STALLATION
1. POSIT'ION TURBo.FAN BETWEEN rrs

SUPPORTS.
2...STALL BOLTS WITH WASHERS.
NOTE : STEPS 3, 4 AND 5 CONCERN LH SIDE TURBo.FAN;
STEPS I AND 7 CONCERN RH SIDE TURBo.FAN.
3...STALL STRAIGHT CONNECTOR WITH NEW o.R..G.
4. CONNECT BELLOWS TO CONNECTOR.
5...STALL CLAMPS.
I . POSIT'ION ELBOW CONNECTOR, o.R..G AND RETAINER.
7. SCREWNUT.
8. CONNECT HOSE AND ..STALL CLAMPS.
9. CONNECT DUCTS AND ..STALL CLAMP.
CHECK OF PAC-;-j
LEAKAGE d .
~m
~] INSTALL
TURBO-FAN
l Y)1j
w.!J
REMOVE I
TURBO-FAN ~~

REMOVAL
1. REMOVE CLAMPS AND DISCONNECT DUCTS.

2. REMOVE CLAMPS AND DISCONNECT HOSE.
NOTE : STEPS CONCERN LH SIDE TURBo.FAN;
STEP 5 CONCERNS RH SIDE TURBo.FAN.
3. REMOVE CLAMPS AND DISCONNECT BELLOWS.
4. UNSCREW STRAIGHT CONNECTOR AND
DISCARD o.R..G.
5. UNSCREW NUT, RECOVER RETAINER, DISCARD
o.R..G AND DISCONNECT ELBOW CONNECTOR.
I. UNSCREW BOLTS AND RECOVER WASHERS.
7. REMOVE TURBo.FAN.
CHECK OF PAC-;-j
LEAKAGE d .
~m
~] INSTALL
TURBO-FAN
l ~@1]
;
REMOVE I
TURBO-FAN ~~

CLOSE.UP
1...STALL ACCESS PANEL 191QL(192QR).

2. . . FLIGHT COMPARTMENT REMOVE WARN..G NOTICE.
3. REMOVE SAFETY CLP AND TAG AND CLOSE THE
FOLLOWING CRCUir BREAKER :
ON PANEL 121W :
• 5HB(8HB).
CHECK OF PAC-;-j
LEAKAGE d .
~m
~] INSTALL
TURBO-FAN
l ~@1]
;
REMOVE I
TURBO-FAN ~~
~m.
~]

PREPARATION
1. OPEN SAFETY CLP AND TAG THE FOLLOWING CRCUir

BREAKER:
ON PANEL 121W :
• 5HB(8HB) AR BLEED/COWT TEWISYS1(2)11l1RBQ.FAN.
2. DISPLAYWARN..G NOTICE PROHBrT-..G PRESSURZATION OF
PNEUMATIC SYSTEM AND OPERATION OF AR CONDIT'ION..G
SYSTEM.
3. REMOVE ACCESS PANEL 191QL(192QR).
CHECK OF PAC-;-j
LEAKAGE d .
~m
~] INSTALL
TURBO-FAN
l ~@1]
;
REMOVE I
TURBO-FAN ~~
~m.
~]

AND INSTALLATION OF THE GROUND COOLING TURBO-FAN Job Instruction Card )
1 INSTALL
TURBO·FAN
2 CHECK OF
PACK LEAKAGE
PREPARATION
3
4
l REMOVE
TURBO·FAN
5
l CLOSE-UP
Answer the question

AND INSTALLATION OF THE GROUND COOLING TURBO-FAN Job Instruction Card )
PREPARATION
REMOVE
TURBO·FAN
INSTALL IIQill
TURBO·FAN ~
~~~~~~~~d
CLOSE-UP
CHECK OF 1111QiJI
~------~
PA~C~K~L~E~
A~
KA~G~E~______j _j
End of module

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•General description

•4 ..- The air conditioning system Is provided to keep

Click on the screen to continue

•4 ..- The air conditioning system Is provided to keep

This air also ventilates:

Click on the screen to continue

•4 ..- The air conditioning system Is provided to keep

This air also ventilates:

The conditioning air Is bled from:

Click on the screen to continue

•4 ..- The air conditioning system Is provided to keep

This air also ventilates:

The conditioning air Is bled from:

Click on the screen to continue

•4 ..- The air conditioning system Is provided to keep

This air also ventilates:

The conditioning air Is bled from:

The temperature and pressure ofthe air Is

Click on the screen to continue

•4 ..- The air conditioning system Is provided to keep

This air also ventilates:

The conditioning air Is bled from:

The temperature and pressure ofthe air Is

•4 ..- The air pressure variations are automatically

For m011 ln(ormatlon. cl/clc on a c:odrplt location label.

~ Overhead control panel

DJ Crew Alerting Panel

111 Central Panel CJ Maintenance Panel

Activate the areas to continue

For more Information. elide on a cockpit location label.

~@J] Crew Alerting Panel ... Crew Alerting Panel

!1] Central Panel CJ Maintenance Panel

Activate the areas to continue

For more Information. elide on a cockpit location label.

[ ] Control Panel .., Centre Instrument panel

[ ] Crew Alerting Panel

&!J J Central Panel CJ Maintenance Panel

Activate the areas to continue

for 1!J019Infonnatlon. dlc:lr on a codmiiiQeatlon label.

DJ Crew Alerting Panel ~ MFC Maintenance Panel

BITE ADV DISPLAY M F7'c:--=!!!!!!!!

Blta loaded magnetic Indicators tum

l!lJ] Central Panel ~l~ ] Maintenance Panel

ENGINES Electrical supply

t--- -"C> FLIGHT COMPARTMENT

..- This mode, available on the RH angina, Is used on ground only, to

Activate the areas to continue

• On ground, It Is opened only when one engine Is running or

Activate the areas to continue

(Nota: Bite= Built In Test Equipment)

(Maintenance purposes only)

To ground condition cart (right landing gear fairing)

Click on the single right arrow to go to the next screen

..- The condition ned air ventilates the cabin

lkJ] Air Cooling

Activate the areas to continue

..- The temperature control system controls

..- The conditioning air temperature Is

..- Temperature control Is regulated

lmJAir Temperature Air Cooling

Activate the areas to continue

..- The air bleed from engine compressors Is