Ata 21 03 00

k engineering & maintenance
Training E & M
Boeing 747-400
Training manual
ATA-21 ENVIRONMENTAL CONTROL

SYSTEM
Config: ALL
Training E & M
Boeing 747-400
Training manual
Config: ALL
Training E & M
ENVIRONMENTAL CONTROL SYSTEM
Airconditioning
Boeing 747-400
Aircraft and Powerplant
ENVIRONMENTAL CONTROL SYSTEM (ECS) ........................... 2

ENVIRONMENTAL CONTROL SYSTEM ...................................... 7
CONDITIONED AIR DISTRIBUTION ............................................. 12
AIR CONDITIONING PACKS LAYOUT ......................................... 14
AIR CONDITIONING INTRODUCTION ......................................... 16
AIR CONDITIONING SYSTEM CONTROLS (M7328) ................... 18
AIR CONDITIONING SYSTEM CONTROLS (M7329) ................... 20
AIR CONDITIONING CONTROLLERS .......................................... 24
ECS EICAS SYNOPTIC DISPLAY ................................................. 26
Config: ALL ATA 21-00

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Training E & M
Airconditioning
Boeing 747-400
ENVIRONMENTAL CONTROL SYSTEM (ECS)
Air Conditioning
General
- Cooling packs, each consisting of an air cycle machine (ACM),
ATA chapter 21 consists of three major subsystems described heat exchangers, flow control, water separation, and ram air
below. All three subsystems control the environment within the cooling.
airplane. They will be covered in separate sections in this manual.
The equipment cooling system controls the operating temperatures Conditioned Air Distribution
of electrical/ electronic equipment, preventing premature system
failures. This system will be discussed in a separate section. - Distribution ducting and outlets for delivery of conditioned air to
the flight deck, passenger cabin, and cargo compartment.
The pressurization system controls maximum cabin altitudes and
pressure differentials from inside the airplane and ambient. The
system is designed for passenger comfort and airplane structural Recirculation
load limits. This system also will be discussed in a separate section.
- Recirculation fans draw air from the passenger cabin and duct it
The air conditioning system incorporates several subsystems to into the distribution system reducing bleed air requirements and
provide a comfortable environment for passengers, crew, and cargo conserving fuel.
systems.
The following identifies the air conditioning subsystems: Temperature Control
- Controls pack output and cabin supply air temperatures to

maintain selected cabin zone temperature.
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Boeing 747-400

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Airconditioning
Boeing 747-400
Ventilation
- Fans draw air from the lavatories and galleys and discharge it
overboard.
Cargo Compartment Heating
- Air is supplied through the underfloor ducting for heating of the

forward and aft cargo compartments.
Supplemental Heating
- Additional heating in the flight deck, and door areas and upper
deck crew rest areas.
Gasper Air
- Fan supplies recirculated air to individual outlets above each

passenger seat.Forward Cargo Compartment Air Conditioning
- Conditioned air supplied to the forward cargo compartment.
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Airconditioning
Boeing 747-400
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Airconditioning
Boeing 747-400
Pressurization
Control
The pressurization system uses two outflow valves located aft of the
Air conditioning, equipment cooling, and the pressurization systems bulk cargo partition. The valves control the rate at which air is
are controlled by the ECS control panel on the P-5. allowed to escape from the airplane, controlling system pressure
and cabin altitude.
Air Conditioning The forward overboard valve is controlled by the pressurization

system and provides a more accurate control of the forward
Air sources for the air conditioning packs are engine bleed, APU or passenger zone temperatures; by preventing drafts down the
ground air supply. The packs are located under the wing center passenger walkways caused by the aft outflow valves.
section. Pack output delivers air to a conditioned air distribution
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system where recirculated air and trim air are mixed for proper
temperature control.
Additional air is supplied by a gasper fan above the passenger

compartment for individual passenger comfort.
Equipment Cooling
The forward equipment cooling system is located on the left forward

side of the forward cargo compartment. The system provides blow
through and draw through cooling for forward and flight deck
equipment. Aft equipment cooling is supplied by the lavatory/galley
ventilation system. The system provides draw through cooling.

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Airconditioning
Boeing 747-400
Cargo Heat
Air drawn from the equipment is ducted to the forward cargo

compartment through in line heaters for forward cargo heating. Aft
cargo compartment heat uses air from the pneumatic manifold to
warm the compartment to desired levels. Valves control the amount
of air into the compartment as a function of compartment
temperature.
The forward cargo compartment receives air from the air

conditioning system when selected.
Lavatory Galley Ventilation
Lavatory and galley ventilation ducting is above the passenger

compartment. The ducting extends aft and down the right side of the
airplane and connects to two fans aft of the bulk cargo partition. The
air is ducted overboard.
Supplemental Heat
Supplemental heating for the flight crew supplies air from in line
heaters for shoulder heat. Foot heat is accomplished by heater
plates.
Main deck doors 1-4 receive an additional source of heat, preventing

cold areas around the doors. The system ducts conditioned air
through an in line heater.
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Boeing 747-400
CONDITIONED AIR DISTRIBUTION
Distribution Flow
Air from the pneumatic manifold is conditioned by the air

conditioning packs. Pack output flow is ducted to a plenum. This
conditioned air is delivered to the passenger zones, flight deck and
upper deck zone through fiberglass ducting.
An external ground conditioned air source can be connected to the

distribution system.
Temperature/Flow Requirements
Air conditioning pack output air temperature satisfies the zone with
the coldest temperature requirement. Other zones are satisfied by
adding hot trim air. The recirculation system supplements volumetric
flow requirements for the zones.
The flight deck receives air from zone E distribution ducting and from
the lower recirculation fans.
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Boeing 747-400
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AIR CONDITIONING PACKS LAYOUT
Pack 1 and pack 2 are located in line on the left side, under the
center wing section. Pack 3 is located on the right side. The
pneumatic manifold supplies bleed air at a controlled pressure and
temperature.
Each pack has a flow control and shutoff valve. The valve provides
ON/OFF control and a normal and high flow rate. Pack output
delivers air through the conditioned air check valves to the plenum.
Pack 3 in addition to the normal air supply, supplies conditioned air

to the forward cargo compartment air conditioning system.
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Airconditioning
Boeing 747-400
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Airconditioning
Boeing 747-400
AIR CONDITIONING INTRODUCTION
General
The air conditioning system operates when selected using the

controls located on P5. Selection enables system controllers. Two
pack temperature controllers provide for pack control. A zone
controller places a temperature demand for the packs and controls
the temperature in each zone. The zone temperature controller also
places an airflow demand to the APU if the APU is the source of air
for the pneumatic manifold. The zone A alternate controller is used
in the backup mode.
Airflow
Air from the pneumatic manifold is supplied to the air conditioning

packs. The air is initially cooled by ram air. The packs use an air
cycle machine to condition the air. Additional air is supplied by
recirculated airflow which reduces bleed air requirements. Hot trim
air is added to control zone temperatures.
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Boeing 747-400
AIR CONDITIONING SYSTEM CONTROLS (M7328)
Pack Control Selector
- OFF: pack valve closed
- Extinguishes SYS FAULT light for pack that was turned OFF
- Resets pack fault protection system for operating packs
- NORM: automatically selects pack controllers A or B on alternate

flights
- Selected controller is the primary controller
- Automatically selects the secondary controller in the event of a

primary controller failure
- A: selects pack controller A as the primary controller
- B: selects pack controller B as the primary controller
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AIR CONDITIONING SYSTEM CONTROLS (M7329)
Passenger Temperature Selector Flight Deck Temperature Selector
- AUTO: provides automatic control of passenger zone - AUTO: provides automatic control of flight deck temperature
temperatures
- Selector range C to W adjusts temperature from 65 F (18 C) to
- sets master temperature for all zones 85 F (29 C)
- selector range C to W adjusts temperature from 65 F (18 C) to 85

F (29 C) Man (spring loaded to 6 o'clock position)
- ALTN: zone trim air valves remain in last position

- Flight deck trim air valve controlled manually
- Zone temperature controllers bypassed
- C (cool): valve modulates toward closed to provide cooler air
- Pack output temperature regulated to provide an average cabin
temperature of 75 F (24 C) - W (warm): valve modulates toward open to provide warmer air
- Flight attendant control of zone temperatures is inhibited

Zone Reset Switch and Fault Light (amber) (momentary action)
- Push resets zone temperature controller if fault no longer exists
- Reopens master trim air valve if duct overheat no longer exists
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Zone Reset Switch and Fault Light (amber) (momentary action) Recirculation Fan Switch (switchlight)
(cont)
- ON: recirculation fans controlled automaticallyHigh Flow Switch
- Illuminated: zone duct overheat (switchlight, normally off)
- Failure of temperature control in any zone - ON: all operating packs provide high air flow
- Master trim air valve commanded closed - For three packs on high flow, turns off two recirculation fans to
maintain a constant ventilation rate
Trim Air Switch (switchlight) - Memo message "HI FLOW" is displayed on EICAS
- ON: master trim air valve open and zone regulating valves - OFF: pack airflow controlled automatically
operate automatically
- OFF: master trim air valve closed Pack Reset Switch and Fault Light (amber) (momentary action)
- Pack output temperature regulated to provide average cabin - Push resets pack in system fault mode, if fault no longer exists
temperature of 75 F (24 C)
- Resets pack fault protection system
- Restarts pack after automatic shutdown if fault no longer exists
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Boeing 747-400
Pack Reset Switch and Fault Light (amber) (momentary action)

(cont)
- Illuminated: indicates pack overheat or other pack fault has

occurred
Gasper (switchlight)
- ON: turns gasper airflow on
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AIR CONDITIONING CONTROLLERS
The air conditioning control system uses one zone temperature

controller and two pack temperature controllers (one pack
temperature controller in operation, the other in monitor).
Controllers for the air conditioning system are located in the main
equipment center.
The pack temperature controllers are identical. The controllers are

identified as controller A and controller B and are located in the E-2
rack.
The zone temperature controller is located outboard of the pack

temperature controller. The zone A alternate controller is located in
the right tunnel above the battery.
The two pressurization controllers are located in the main equipment

center, one on each rack.
The ECS miscellaneous card is located in the M7603 Electrical

Systems Card File.
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ECS EICAS SYNOPTIC DISPLAY
Selection to the ECS synoptic display shows individual zone

temperatures, outflow valve position, pack operation and the
operating controller.
The zone temperatures are displayed for the target (magenta) and
actual (white) values. In the ALTN (alternate) and MAN (manual)
temperature selection, the target temperatures are blanked.
Whenever a pack is operating in the high flow mode, the HI FLOW

legend is displayed above the pack symbol.
The air flow bars (green) are displayed whenever air is used by any
system.
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Cooling
Boeing 747-400
COOLING PACKS ......................................................................... 2 ECS MISCELLANEOUS CARD ..................................................... 46

AIR CONDITIONING PACK ACCESS ........................................... 4 AIR CONDITIONING PACK TEMPERATURE SENSING
AIR CONDITIONING PACK FLOW ................................................ 7 COMPONENTS ......................................................................... 48
FLOW CONTROL AND SHUTOFF VALVE ................................... 10 PACK TEMPERATURE CONTROL ............................................... 51
FLOW CONTROL AND SHUTOFF VALVE SCHEMATIC ............. 12 PACK CONTROL POWER ............................................................ 54
AIR CYCLE MACHINE ................................................................... 14 FLOW CONTROL CIRCUIT ........................................................... 56
AIR CYCLE MACHINE INSTALLATION ........................................ 16 FLOW CONTROL CIRCUIT (PACK 3) ........................................... 58
TURBINE BYPASS VALVE............................................................ 18 PACK CONTROL BLOCK DIAGRAM ............................................ 60
WATER SEPARATOR ................................................................... 20 PTC AIR/GROUND EICAS MESSAGE .......................................... 62
WATER SEPARATOR DIFFERENTIAL PRESSURE PACK TRIP CIRCUIT ..................................................................... 64
TRANSMITTER ......................................................................... 22 EICAS ECS PAGE ......................................................................... 70
RAM AIR COOLING ....................................................................... 24 PACK EICAS MESSAGES ............................................................. 72
WATER ASPIRATOR .................................................................... 28 PACK TEMPERATURE CONTROLLER CMC
HEAT EXCHANGER ...................................................................... 30 GROUND TEST ........................................................................ 74
HEAT EXCHANGER INSTALLATION/ REMOVAL ........................ 32 PACK MASS AIRFLOW SENSOR ................................................. 76
RAM AIR INLET DOORS ............................................................... 34 AIRFLOW INDICATION ................................................................. 78
RAM AIR INLET AND EXIT DOOR ACTUATORS ......................... 36 AIR CONDITIONING PACK CONTROL ........................................ 80
TBV, RAE, AND RAI POSITION SCHEDULE ................................ 40 AIR CONDITIONING SYSTEM SUMMARY ................................... 82
AIR CONDITIONING CONTROL ................................................... 44

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Cooling
Boeing 747-400
COOLING PACKS
The cooling packs are located in the unpressurized area below the
center wing section.
Cooling pack components are identical and interchangeable.
The major components within the pack area consist of:
- Ram air inlets

- Left engine bleed supply manifold
- Left isolation valve
- Ground conditioned air connections
- Heat exchangers
- Water scuppers (downstream of water separators)
- APU pneumatic duct
- Mass airflow sensors
- Right isolation valve
- Ground pneumatic air connectors
- Water separators
- Ram air exit doors
- Air cycle machines
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AIR CONDITIONING PACK ACCESS
Access to the pack is provided through snap latch access doors

located on the underside of the airplane. Access to packs 1 and 2 is
on the left, and access for pack 3 is on the right.
Access to the heat exchangers and ram air exit door actuators is
through a screw-fastened doors located aft of the pack access
doors.
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Boeing 747-400
AIR CONDITIONING PACK FLOW
The flow control and shutoff valve directs air from the pneumatic Heat exchanger cooling air is drawn into the ram air inlet by the ACM
manifold to the heat exchanger when the Pack Selector is placed to fan and diffuser on the ground, through the heat exchanger, and
NORM, A, or B positions. The supply air is cooled in the primary overboard through the ram air exit. A check valve prevents reverse
core of the heat exchanger, then flows through the compressor of flow. The heat exchanger efficiency is increased by ducting water
the air cycle machine (ACM) where pressure is increased. The from the water scupper and water separator to an aspirator spray
compressor discharge air passes through the secondary core of the nozzle. The aspirator atomizes the water which causes an
heat exchanger where the heat from compression is removed. The evaporative cooling effect of the cooling ram air.
air is expanded through the cooling turbine of the ACM, resulting in
temperature reduction. Temperature bulbs at the primary heat exchanger inlet and outlet
provide temperature signals to the CMC maintenance page.
Turbine discharge air passes through the water separator where
21.51.0506A-002
entrapped moisture is removed. The air is then ducted to the plenum
at the temperature required to satisfy the zone for the lowest inlet
temperature.
ACM output temperature is dependent on compressor inlet air

temperature and ACM RPM. Rotational speed of the ACM is
dependent on the air supply at the turbine inlet and the quantity of air
that is permitted to bypass the turbine.
The temperature of the air at the compressor inlet is controlled by

the ram air system and heat exchangers. Airflow that bypasses the
turbine is controlled by a turbine bypass valve.

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Boeing 747-400
The pack temperature controller positions the ram air inlet door
(RAI), ram air exit door (RAE), and turbine bypass valve (TBV).
Examples of maximum turbine outlet temperatures are as follows:
Maximum RAI RAE TBV
- HOT CLOSED CLOSED OPEN
- COLD OPEN OPEN CLOSED
Most operating conditions throughout the flight envelope do not

require these maximum positions. The pack temperature controller
modulates the components to regulate changes in aircraft speed,
altitude, engine parameters, cabin heating and cooling requirements.
Operating limits for pack outlet temperatures are a minimum 35 F

(1.7 C) and a maximum of 135 F (57 C). The minimum pack outlet
temperature is permitted to decrease to 28 F (-2.2 C) when airplane
altitude is greater than 25,000 feet as sensed by the pressurization
controllers. An overheat switch is set at 185 F (85 C) ACM
discharge. A compressor discharge overheat switch actuates at 425
F (218 C).The compressor discharge overheat switch and ACM
discharge overheat switch provide system protection. Activation of
either overheat switch energizes a relay to close the flow control and
shutoff valve, terminating pack operation.
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FLOW CONTROL AND SHUTOFF VALVE
Airflow through each pack is controlled by the flow control and

shutoff valve. The valve controls flow rate so a nearly constant air
flow is supplied to the zones.
The flow control and shutoff valve is a 6-1/2 inch diameter valve with
an upstream venturi, actuator, and pneumatic controls. The valve
has two solenoids, one ON and OFF control and the second for
normal/high flow command.
The valve shaft extends through the pneumatic actuator and

provides a hex head for manual positioning with a manual lock
screw. An arm connected to the shaft provides valve visual position
indication.
The ground checkout and test port in addition to the filters are for
shop level maintenance only.
The valve is installed with V-band clamps to the pneumatic manifold.

The electrical connector provides valve operation signals from the
pack controller.
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FLOW CONTROL AND SHUTOFF VALVE SCHEMATIC
General
The flow control and shutoff valve is electrically controlled and High flow is commanded during operating conditions on the ground,
pneumatically operated. The valve is spring loaded closed. The climb, descent, and less than 3 packs operating. The norm controls
valve requires a minimum of 12 psi at the minimum pressure shutoff the normal and high flow rates through the flow control and shutoff
control for the valve to open. valve. Energizing the solenoid enables normal flow and deenergizing
the solenoid enables high flow.
Deenergizing the close solenoid enables opening of the valve.
Energizing the solenoid causes the valve to close. When the normal flow solenoid is energized the control pressure
decreases. The decrease in control pressure results in a decreasing
Flow control is a function of air pressures acting against two pistons valve opening pressure.
of different sizes in the actuator assembly.
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Precise volumetric flow control is a function of air pressures

operating a differential pressure sensor to control pneumatic airflow
to the actuator.
Valve position is indicated on EICAS through the EIU. Normal/High

Flow

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AIR CYCLE MACHINE
Air Cycle Machine Compressor Bypass Check Valve
The air cycle machine (ACM) consists of a turbine, compressor, and The compressor bypass check valve is a spring-loaded flapper
a fan connected by a common shaft. The air cycle machine shaft is installed in the compressor bypass line with clamps. The check
supported by air bearings. Approximate ACM rotation is 36,800 valve permits airflow to bypass the compressor during low ACM rpm,
RPM. preventing the compressor from choking at the inlet.
The compressor section of the ACM increases inlet pressure. The

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turbine section causes rapid expansion. The higher compression
and expansion rate results in colder outlet temperatures. The
compression and expansion rate is a function of ACM rpm. The fan
section provides cooling air for the heat exchanger through the ram
air system when the airplane is on the ground.
Turbine Bypass Valve
The turbine bypass valve is a 6-1/2 inch diameter valve. The valve
controls the quantity of air which bypasses the turbine assembly.
Valve movement is controlled by the pack temperature controller.
The turbine bypass valve is installed with V-band clamps.

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AIR CYCLE MACHINE INSTALLATION
The air cycle machine is installed with clamps and supported by two
brackets which attach to airframe structure. The ACM must be
supported during the removal and installation process. The unit
weighs approximately 60 pounds.
CAUTION: DO NOT MANUALLY ROTATE SHAFT.
The ACM uses air bearings and manual shaft rotation will damage
the air bearing journals.
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TURBINE BYPASS VALVE
General
The turbine bypass valve consists of an electrically operated rotary

actuator mounted on a valve body to drive the valve disk shaft. The
valve is installed with V-band clamps. The valve actuator operates
on 115 volts ac power.
The valve opens and closes as commanded by the pack

temperature controller. The valve incorporates potentiometers for
valve position feedback to the controllers.
The turbine bypass valve position switch is used to provide

out-of-sequence logic to the controllers. The actuator incorporates a
window for viewing a valve disk position indicator.
The valve controls the bypass flow of compressor discharge air

around the turbine to regulate compressor discharge temperature,
and pack discharge temperature.
The valve incorporates an access for manual positioning of the

valve. The manual drive uses a 3/16-inch Allen wrench (hex) to open
the valve.
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WATER SEPARATOR
General
The water separator is mounted downstream of the ACM. The The coalescer is prevented from icing conditions by maintaining a
separator removes water from turbine discharge air. The water minimum turbine outlet temperature of 35 F.
separator is installed with V-band clamps. The inlet to the separator
is 6-1/2 inches in diameter and the outlet is 9 inches in diameter. The separator incorporates bosses at the inlet and outlet of the
The water separator uses a fabric coalescer and swirl vanes. The separator. The bosses can be used for testing, or as an option,
coalescer is held in position by a wire screen and retained by a ring differential pressure switch installation for indication on EICAS.
assembly. The separator weighs approximately 23 pounds.
Relief Valve
Operation
The relief valve serves as a protective device by allowing air to
Water-laden air enters the separator as a fog or mist. The particles bypass the coalescer should a blockage of airflow occur. The relief
of water form large drops as they pass through the coalescer. The valve opens at approximately 3-1/2 psid.
air containing these droplets of water is swirled by the vanes. The
centrifugal force applied to the flow causes the water to centrifuge to Pressure sensors at the inlet and outlet of the water separator
the outboard area of the separator. The water is collected at the provide differential pressure signals to the CMC maintenance page.
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bottom of the separator by a drain sump which ports the water to the
ram air system.

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WATER SEPARATOR DIFFERENTIAL PRESSURE TRANSMITTER
A water separator differential pressure transmitter for each pack is

located in the air conditioning bays. The transmitter senses pressure
at inlet and outlet from the water separator.
The transmitter output signal is sent to the pack temperature

controllers for display of water separator pressure drop on the
EICAS maintenance page.
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RAM AIR COOLING
General
The air passes through the inlet into the honeycomb fiberglass
The ram air system is a variable area duct system that provides the ducting. The air flows through the check valve to the shroud and
pack heat exchangers with cooling airflow. The ram air system downward through the heat exchangers. The air is ducted overboard
draws ambient air into the duct to cool supply air to desired levels, through the exit doors.
controlling pack outlet temperatures.
For a desired higher pack outlet temperature, the doors will move
Each ram air system consists of: more to the closed position. A colder outlet temperature will result
with the doors moving more toward the open position.
- Ram air inlet door
- Ram air exit door
- Door actuators Ground Operation
- Ram air ducting
- Cooling air check valve The doors will be full open and use the ACM fan to draw ambient air
- Screen through the system as a function of differential pressure, caused by
the diffuser and fan operation. A screen protects the fan from
ingested foreign objects larger than 3/4 inch.
General Operation
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The variable position ram air door is positioned by actuators as
commanded by the pack temperature controllers. Door position
controls the quantity of cooling air available to the heat exchangers.

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WATER ASPIRATOR
The water aspirator is a water injector device that has a water and
an air inlet. The water aspirator threads into a boss mounted on the
inlet of the heat exchanger.
The aspirator uses water extracted by the water separator and water
scupper. The air source from the heat exchanger is used to create a
venturi effect. The venturi provides a positive flow across the
aspirator nozzle. The water passing through the nozzle is atomized
with cooling ram air. This process provides an evaporative cooling
effect on the ram air.
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HEAT EXCHANGER
The heat exchanger is an air-to-air heat exchanger consisting of a

primary and secondary core. Both cores are a counterflow design of
plate and fin aluminum construction. The primary core cools air to
the compressor inlet. The secondary core cools the compressor
outlet air.
Temperature bulbs are located at inlet (1) and outlet (2) of the heat
exchanger.
The bulbs provide temperature information on the ECS maintenance

page.
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21.51.0014 -002

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HEAT EXCHANGER INSTALLATION/ REMOVAL
General
The heat exchanger and ram air exit doors are removed and
installed as a single unit. This increases the total weight of the heat
exchanger and requires ground support equipment during this
maintenance practice.
Removal
Remove the ram air duct access door. This provides access to the
fasteners for the ram air duct header to the heat exchanger and
remove the fasteners.
Remove all duct clamps connected to the heat exchanger. Remove

electrical connector from the exit door actuator and limit switch.
Support the heat exchanger with the ground support equipment.

Remove the bolts attached to the heat exchanger support bracket
from structure, and lower the unit with the support equipment.
21.51.0515 -001

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21.51.0015 -001

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RAM AIR INLET DOORS
The ram air inlet doors for pack 1 and 2 are located on the left side
and pack 3 inlet door is on the right.
The inlet doors use two panels and are connected in the center by a
hinge. The aft door is connected to structure by a sliding pivot.
A hinged access panel is provided for each inlet door actuator.
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RAM AIR INLET AND EXIT DOOR ACTUATORS
General
The ram air door actuators control the door opening to the ram air The actuator incorporates an internal gear train and provides manual
system. The actuators for the ram air inlet and exit doors are positioning using a 1/8-inch Allen hex wrench.
identical and interchangeable.
The ram air exit door actuator operation is the same. The exit door
actuator connects to a variable louver assembly to control exit
Door Actuators airflow. Access to the ram air exit door actuator is through an access
panel adjacent to the heat exchanger.
The actuator output rod connects to the door torque shaft of the inlet
21.62.0504
door. Actuator movement drives the torque shaft resulting in door
movement at the hinge where the two panels are connected.
The actuator consists of an AC motor, gear train, drive rod,

potentiometers and a position switch. The potentiometers provide
position feedback to the pack temperature controllers. The
controllers send position information to EICAS.
The ram air inlet actuator position switch is used to provide

out-of-sequence logic to the controllers. The position switch used for
out-of-sequence logic for the ram air exit door is mounted externally.

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21.62.0004B-001

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TBV, RAE, AND RAI POSITION SCHEDULE
In the ground mode, the ram air doors are driven full open. Pack
outlet temperature is controlled by modulating the TBV.
The ram air doors and turbine bypass valve modulate in sequence to
control pack outlet temperature.
The ram air doors are closed only in flight with OFF selected.
21.51.0516 -001

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21.51.0016A-001

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21.51.0016B-001

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AIR CONDITIONING CONTROL
The controllers receive inputs from the M7328 in P5.
The zone temperature controller receives temperature information

from each zone sensor and compares it to the selected target
temperature. The zone with the greatest difference for zone cooling
becomes the temperature demand signal the zone temperature
controller places on the pack temperature controllers.
The pack temperature controller positions the ram air inlet and exit
doors, in addition to the turbine bypass valve to control pack outlet
temperature. The controllers receive temperature inputs from the
zone temperature bulbs.
The cabin pressurization controllers provide climb, cruise, and

descent logic for the pack temperature controllers to establish a
normal or high flow command to the flow control and shutoff valve.
Air/ground relays provide logic to the pack temperature controllers to
command the ram air doors full open on the ground.
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21.60.0001 -001

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ECS MISCELLANEOUS CARD
The ECS miscellaneous card monitors the various inputs and

outputs from the air conditioning and temperature control
components. Information from the card is transmitted to the EICAS
through the EFIS/EICAS interface units.
The card is located in the M7603 forward electrical systems card file.
21.26.0511 -001

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21.26.0011 -001

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AIR CONDITIONING PACK TEMPERATURE SENSING

COMPONENTS
Sensor Locations Pack Discharge Temperature Sensors
The air conditioning pack temperature sensors are located at the Two pack discharge temperature sensors provide operational
outlet of the compressor and water separator. The sensors thread temperature control logic to the pack temperature controllers and
into a duct-mounted boss or are secured to a boss-mounted flange. pack temperature discharge information to EICAS for display. The
sensors are located downstream of the water separator. One sensor
provides logic to controller A, and the second to controller B.
Compressor Discharge Temperature Bulb
The compressor discharge temperature bulb sends a temperature Pack Discharge Overtemperature Switch
signal to the pack temperature controller. The signal is converted
from analog to a digital signal and sent to EICAS for display. The The pack discharge overtemperature switch closes at 185 F (85 C).
bulb provides a backup to the overtemperature switch for Switch closure provides overtemperature logic to close the flow
compressor protection. control and shutoff valve, terminating pack operation. The pack can
be reset after pack cool down.
21.51.0517 -001
Compressor Discharge Overtemperature Switch
The compressor discharge overtemperature switch closes at 425 F

(218 C). Switch closure provides overtemperature logic to close the
flowcontrol and shutoff valve, terminating pack operation. The pack
can be reset after compressor cool down.

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21.51.0017 -001

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PACK TEMPERATURE CONTROL
General
ACM turbine outlet temperature is controlled by the pack The ram air doors are always full open on the ground. The doors
temperature controllers, which position the ram air doors and turbine modulate in flight. The doors only close in flight with OFF selected.
bypass valve. The pack temperature controllers receive a
21.51.0518A-001
temperature demand signal from the zone temperature controller.
Control
Placing the pack selector to NORM, A, or B permits operation of the

air conditioning pack by opening the flow control and shutoff valve.
Selection to NORM, automatically alternates controller operation A,

and B, for every other flight. Selection to A commands controller A
and selection to B commands controller B to operate. If a controller
is incapable of adequately controlling a pack, automatic switchover
to the other controller will occur independent of selector switch
position.
Preposition
Prior to pack operation on the ground or in flight, the pack

temperature control components are commanded to a
predetermined position.

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High Flow System Fault Light
The pack flow rate can be increased by opening the flow control and A system fault light will illuminate for overtemperature or
shutoff valve to a more open position. High flow logic is provided by out-of-sequence conditions. The light is part of the reset switch
the pressurization controllers, recirculation fan operation logic, and which is used to regain pack operation after an overtemperature or
when operating with less than three packs. out-of-sequence condition.
An EICAS message will be generated any time the system fault light
Overtemperature illuminates.
21.51.0518B-001
A compressor or pack discharge overtemperature condition will
terminate pack operation.
Sequencing
A sequence schedule between the ram air doors and the turbine
bypass valve is monitored. An out-of-sequence condition will result
in pack shutdown. An out-of-sequence condition could result in ACM
fan damage or compressor overtemperature.

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PACK CONTROL POWER
The pack temperature controllers use separate power supplies for

control and for operation.
Controller A uses 28 volts from the dc bus 3, and 115 volts from the
ac bus 3.
Controller B uses power from bus 4.
The selected controller provides signals to operate the ram air inlet
(RAI), ram air exhaust (RAE) and turbine bypass valve in
accordance with pack discharge temperature sensors.
The controllers are tested by the CMC.
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21.51.0019 -001

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FLOW CONTROL CIRCUIT
The pack selector switch in the OFF position energizes the pack
control relay. The energized relay closes the flow control and shutoff
valve.
Selection to NORM, A, or B deenergizes the relay, permitting the

valve to open pneumatically. The pack can operate in two modes,
normal and high flow. The normal flow rate is 2/3 of the high flow
mode. The high flow mode can be manually selected on the P5 by
the HI flow switchlight.
Selection of the high flow position deenergizes the normal flow relay,
allowing the flow control and shutoff valve to go to a more open
position.
Automatic high flow command is provided by the pack temperature

controllers. High flow mode is used when less than three packs are
operating, ground operation, climb, descent, and when a
recirculation fan fails. After cruise has been established, the packs
will operate in normal flow.
21.51.0520 -001

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FLOW CONTROL CIRCUIT (PACK 3)
The pack selector switch in the OFF position provides a ground

signal to energize the pack control relay. The energized relay closes
the flow control and shutoff valve.
Selection to NORM, A, or B deenergizes the relay, permitting the

valve to open pneumatically. The pack can operate in two modes.
The modes are normal and high flow. The normal flow rate is 2/3 of
the high flow mode. The system will automatically go to the high flow
condition through system operating logic. The high flow mode can
be manually selected on the P5 by an alternate action switchlight.
Selection of the high flow switchlight to the high flow position

deenergizes the normal flow relay, allowing the flow control and
shutoff valve to go to a more open position. Automatic high flow
command is provided by the pack temperature controllers. High flow
mode is used when less than three packs are operating, ground
operation, climb, descent, and when a recirculation fan fails. After
cruise has been established, the packs will operate in normal flow
unless cargo air conditioning is selected.
NOTE: Pack 3 High Flow INHIBITED when Cargo Air Conditioning is

selected "ON".
21.51.0523 -002

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21.51.0023 -002

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PACK CONTROL BLOCK DIAGRAM
Pack selector switch position enables the pack temperature

controllers and opens the flow control and shutoff valve. The zone
controller places a temperature demand on the pack temperature
controllers for the zone with the coldest requirement.
The pack temperature controller positions the ram air doors and
turbine bypass valve. Turbine outlet temperatures are limited to a
minimum temperature of 35°F (1.7°C) below 25,000 feet and 28°F
(-2.2°C) above 25,000 feet. Maximum pack outlet temperature is
regulated to 135°F (57°C). An overtemperature condition for the
ACM compressor or pack will terminate pack operation by closing
the flow control and shutoff valve.
High flow can be manually commanded by a switchlight on P5. High

flow is automatic for less than three pack operation, ground
operation, climb, descent, and recirculation fan failure.
21.51.0521 -001

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PTC AIR/GROUND EICAS MESSAGE
The PTC air/ground EICAS message is shown on the auxiliary

EICAS display.
- CACTCS AIR/GRD: Status message on auxiliary EICAS display.

Pack temperature controller primary and alternate air/ground
signal disagreement. (75 sec TD) (Disagreement defaults the
system to the air mode)
CACTCS is cabin air conditioning temperature control system
21.51.0526 -001

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21.51.0026 -001

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PACK TRIP CIRCUIT
Overheat Cabin Overpressure
The pack will automatically trip for a compressor and pack discharge Opening of the cabin relief valve provides a signal to the pack
overheat condition. The temperature for a compressor overheat trip temperature controllers. The pack temperature controllers will
is 425°F (218°C) with compressor discharge temperature bulb as a generate a signal to close the flow control and shutoff valve for the
backup, and the temperature for the pack overheat is 185°F (85°C). number 2 pack and the pack 1 and 3 go high flow. The pack 2 resets
Closure of either overheat switch energizes the pack overheat relay. itself when over pressure no longer exists.
The energized relay directs electrical power to close the flow control
and shutoff valve. The relay is electrically latched. The system fault
light will illuminate, and EICAS will display an advisory message. Cargo Compartment Fire
Reset after the system has cooled is accomplished by pressing the
reset switch. If 425°F switch fails to close the flow control valve, the Pack No. 3 automatically trips and the pack 1 and 2 go high flow
compressor discharge temperature bulb will close the valve after 15 when the forward or aft cargo compartment switches are placed to
seconds by controller internal circuits. The indications and reset are the armed position.
the same as with the overheat switch.
21.51.0522 -001
Out of Sequence
The pack will automatically trip when the ram air doors are not in
proper sequence to the turbine bypass valve. An out-of-sequence
condition energizes the pack overheat relay, terminating pack
operation. The circuit is latched and reset by the reset switch.

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21.51.0022B-001

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21.51.0022C-001

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EICAS ECS PAGE
Selection to the ECS page on EICAS provides the following:
- Zone temperatures: actual and target (the zone target

temperatures are blanked in the ALTN (alternate) and MAN
(manual) temperature selection)
- Duct temperatures
- Trim air modulating valve position
- Trim air pressure
- Pack outlet temperature
- Pack airflow
- TBV position
- Ram air door position
- ACM compressor outlet temperature
- Water separator delta P
- Primary heat exchanger inlet temperature
- Primary heat exchanger outlet temperature
- Secondary heat exchanger outlet temperature
- Controller A or B in command
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PACK EICAS MESSAGES
The air conditioning pack system EICAS messages are shown on - PACK 1/2/3: status message on auxiliary EICAS display. Pack
the main and auxiliary displays. temp controllers A & B failure or high pack outlet temp or high
compressor outlet temp or out of sequence turbine bypass value
- PACK 1/2/3: advisory message on main EICAS display. Neither and ram air doors or FCV failed open when commanded closed
PTC is in control for 30 seconds, or high pack outlet temp or high or ram air inlet failure or ram air exit failure or TBV fail or comp
compressor outlet temp or out of sequence turbine bypass and discharge sensor fail. Inhibited by both pack cont. fail. (75 sec
ram air doors or FCV failed. TD)
- PACK 1/2/3 OFF: memo message on main EICAS display. Pack - PACK CONTROL A/B: status message on auxiliary EICAS
off inhibited by pack 1/2/3 advisory message. display. PTC A/B failed (10 sec TD)
- PACKS OFF: memo messasge on main EICAS display. Three - ECS MISC CARD: status message on auxiliary EICAS display.
packs switched off or valves closed inhibited by pack 1/2/3 Card failure or ARINC 429 invalid or missing (60 sec TD)
advisory messages, inhibits all other pack off memos.
21.53.0503 -001
- PACKS 1 + 2 OFF/2 + 3/OFF/1 + 3 OFF: memo message on
main EICAS display.
- PACKS HIGH FLOW: memo message on main EICAS display.

Packs high flow selected.

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21.53.0003 -001

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PACK TEMPERATURE CONTROLLER CMC GROUND TEST
Display
The pack temperature controller messages are displayed on the

control display unit (CDU).
Ground test can be performed with air conditioning pack operating.
Messages
- GROUND TESTS SYSTEMS 21 AIR CONDITIONING -

GROUND TESTS MENU
PTC-A/PACK-1/-2/-3
PTC-A/ALL PACKS
PTC-B/PACK-1/-2/-3
PTC-B/ALL PACKS
The system operation can be observed on the ECS maintenance

page.
Conducting the test results in a display of PASS or FAIL indication.

The FAIL indication will enable display of faults for the pack
temperature controllers being tested.
21.51.0524 -001

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21.51.0024 -001

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PACK MASS AIRFLOW SENSOR
General
The pack mass airflow indication system incorporates a sensor and

signal conditioner. The system provides a readout of pack flow rate
which is displayed on the ECS maintenance page. The airflow
sensors are located in the wheel well.
Airflow Sensor
Each pack incorporates an airflow sensor downstream of the water

separator. The sensor consists of a permanent magnet rotor which
is coupled to a turbine. Air drives the turbine generating electrical
power which is directly proportional to mass airflow.
Signal Conditioner
The signal conditioner is located in the right wheel well and receives
the electrical signals from all three pack airflow sensors and
processes the signals for display on the ECS maintenance page.
21.53.0501 -001

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AIRFLOW INDICATION
The airflow sensor converts the airflow signal to an electrical signal.

The signal conditioner filters and amplifies the incomong signal and
converts it for transmittal to PTC A and PTC B. From PTC A and B
the signal is transmitted by ARINC bus to the EFIS/EICAS interface
units for airflow display on the ECS maintenance page.
21.53.0502 -001

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AIR CONDITIONING PACK CONTROL
General
Pack selection to ON from the control panel enables one of two pack The pack temperature controllers have three channels, one for each
controllers and the zone temperature controller. The zone pack. The pack temperature controller positions the ram air inlet
temperature controller places a temperature demand on the doors, ram air exit doors, and turbine bypass valve for pack output
operating pack controller using the ARINC 429 bus. The pack temperature control.
temperature controller commands pack output temperature.
Air/ground relays provide logic for pack temperature channels
The system uses two pack temperature controllers designated operation on the ground and in flight. The cabin pressurization
controller A, and controller B. Each controller has three channels, controller provides climb, cruise, descent, and altitude information
one for each pack. Only one pack controller is used at a time and for high flow command through the ECS miscellaneous card.
the other serves as a backup. The system uses one zone controller.
The zone A alternate controller is used when ALTN is selected on
the passenger temperature selector. Backup Operation
Should a pack temperature controller fail, the second controller will

Operation automatically operate. With a zone temperature controller failure the
system goes into a backup mode.
The zone temperature controller monitors each zone and determines
21.51.0502 -001
which zone requires the greatest amount of cooling. The signal that
is generated becomes the temperature demand placed on the pack
temperature controller(s).The zone temperature controller will modify
the zones with hot trim air for proper temperature control in zones
not requiring the coldest temperature.

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AIR CONDITIONING SYSTEM SUMMARY Control/Operation
Turning the system ON at the control panel enables the controllers.

General Thezone controller monitors zone temperature requirements and
places a demand on the pack controller(s). The operating pack
The air conditioning system provides control and conditioning of controller commands pack output temperature to the plenum. The
airflow into the cabin areas of the airplane. Air is supplied to the zone controller then modifies the zone temperature by modulating
three cooling packs for operation from the pneumatic manifold. trim air valves.
The cooling pack air cycle machine consists of a compressor, The pressurization controllers and recirculation fan operation logic
turbine, and fan assembly (ACM). The pack incorporates a heat provide signals to command a high flow pack output. A pack trip
exchanger which cools supply air by a ram air system prior to and condition can be reset by the reset switchlight.
after the compressor section. Pack output temperatures are
controlled by positioning the ram air doors and turbine bypass valve. Sensors throughout the pack and zones provide system control
Water is removed from the air by a water separator and scupper. logic, overheat, and system operating indication.
Air from the three packs is ducted to a plenum for mixing purposes. Power-up built in test (BIT) is automatically conducted when
Air temperatures are modified by a hot trim air system. Recirculated electrical power is applied to the controller bus. System BIT is
air augments pack flow. performed with the CMC. Both tests check for controller internal and
external discrepancies.
The zone controller places a flow requirement demand on the APU

controller if the APU is the pneumatic source.
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Distribution
Boeing 747-400
DISTRIBUTION .............................................................................. 2 RECIRCULATION FAN MONITORING AND INDICATION

AIR DISTRIBUTION ....................................................................... 4 CIRCUIT .................................................................................... 28
GROUND SERVICE CONNECTOR .............................................. 6 RECIRCULATION FAN EICAS MESSAGES ................................. 30
MAIN DISTRIBUTION MANIFOLD ................................................ 8 RECIRCULATION FANS CMC GROUND TEST ........................... 32
CONDITIONED AIR CHECK VALVE ............................................. 10 PASSENGER COMPARTMENT CONDITIONED AIR
LOWER RECIRCULATION COMPONENTS ................................. 12 DISTRIBUTION AND CIRCULATION ....................................... 34
UPPER RECIRCULATION COMPONENTS .................................. 14 FLIGHT DECK CONDITIONED AIR DISTRIBUTION
RECIRCULATION FAN CONTROLS ............................................. 18 COMPONENTS ......................................................................... 38
UPPER RECIRCULATION FAN CONTROL CIRCUIT .................. 20
PACK AND RECIRCULATION FAN OPERATIONAL
LOGIC ....................................................................................... 24

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DISTRIBUTION
The distribution system consists of a network of Kevlar ducting that

extend from below the passenger cabin floor to the passenger zones
and flight deck.
Air from the air conditioning system enters six riser ducts. The riser
ducts join the zone ducting above the passenger cabin for airflow
distribution. The ducting is connected by clamps and supported by
rods to structure.
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AIR DISTRIBUTION
Air delivered to the plenum from the air conditioning packs is

distributed to the manifolds for the seven cabin zones. The air is
mixed with underfloor recirculated air. Hot trim air is added as
required for zonal temperature control. Air from an overhead
recirculation system is added to the flow where the air is ducted to
the individual zones.
The recirculation system consists of two fans below the floor and two
fans above the passenger cabin area. The trim air system consists
of a trim air pressure regulator and shutoff valve with a trim air
modulation valve for each zone.
Ground conditioned air connectors are at the outlet of pack 1 and

pack 3. The connectors provide for conditioned air from an air
ground source to enter the distribution ducting.
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GROUND SERVICE CONNECTOR
Conditioned air connections tee into the cooling pack ducts

downstream of the water separators in packs 1 and 3.
The connectors provide for conditioned air from an air conditioning

ground cart to enter the distribution system. Each connector is an
8-inch flanged duct accessible behind a quick-release panel below
the center wing section.
A swing check valve in each connector prevents air loss when the
air conditioning packs are operating. An adapter with a locking
detent is installed to the connector. A hinged cover plate prevents
entry of foreign objects when the connections are not in use.
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MAIN DISTRIBUTION MANIFOLD
Conditioned air from the air conditioning packs enters the plenum Access to the main distribution manifold requires removal of
through three check valves where pack outlet airflows are mixed. passenger seats, carpet and the passenger floor panel.
The air leaves the plenum through manifolds into riser ducts.
The main distribution manifold installation is drained through three
A cabin shutoff valve is located on the duct from pack 3. The valve is manually operated drain valves. The valves are adjacent to the zone
used in conjunction with cargo compartment air conditioning. trim modulation valves.
21.21.0502 -002
Recirculation fans located below the passenger floor add cabin air
when in operation. Recirculation air is ducted into the manifold outlet
for entry to the riser ducts. The recirculated air is filtered before
passing through the fan and into the manifold for mixing.
Hot trim air is regulated by a trim air pressure regulator and shutoff
valve. The trim air is ducted to seven trim air modulation valves for
zone temperature control. Mufflers are installed to reduce noise
generated by the trim air system. Check valves are in each air
conditioning pack between the pack and the plenum, preventing
reverse flow from the plenum to the packs. The check valves are
dual flapper spring-loaded valves attached to the wheel well forward
bulkhead.

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CONDITIONED AIR CHECK VALVE
General
Check valves are in each air conditioning pack between the pack
and the plenum, preventing reverse flow from the plenum to the
packs. The check valves are dual flapper spring-loaded valves
attached to the wheel well forward bulkhead.
Installation
The check valves are installed to the bulkhead flange with nuts and
bolts. A gasket prevents air leakage from the connection. A seal is
installed in the check valve connection to duct bonding clamp. The
check valve and duct are supported by rods that attach to structure.
A bonding jumper is connected from the duct to structure.
Access
Access to the forward side of the three check valves is through the
main deck floor approximately even with the first window forward of
door 3. Access to the aft side of the bulkhead to which the check
valve is attached, is in the wing gear wheel well. Check valve
removal requires removal of passenger seats, carpet, and the
passenger floor panel.
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LOWER RECIRCULATION COMPONENTS
Recirculation Fans Check Valves
Two lower recirculation fans provide additional air to the air The check valves are dual flapper valves and are located
conditioning system. Each recirculation fan is a single-stage axial downstream of the recirculation fans. The valves are installed with
flow fan that operates on 115 volts ac power. clamps with the flapper hinge positioned vertically.
The fans are located under the main deck floor and accessed
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through panels in the floor. Each fan inlet is connected to a filter box
and the outlet is connected to the manifold by clamps.
One fan is located on each side of the air conditioning plenum.
The lower fans are interchangeable with the upper fans.
Air Filters
Four filters are located in each filter box. Cabin air flows into the filter
box from both sides. A prefilter removes large particles and a
particulate filter removes small particles from the recycled air.
Cabin air is then drawn through the filters by the recirculation fans.
Access to the filters is through floor panels located directly above the
filter assemblies. The filters are held in place by retaining clips.

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UPPER RECIRCULATION COMPONENTS
Recirculation Fans
Two upper recirculation fans provide additional air to the air A test port in each filter assembly is provided for measurement of the
conditioning system. Each recirculation fan is a single-stage axial differential pressure across the filters.
flow fan that opearates on 115 volts ac power.
The fans are located above the center main cabin area and aft of the Check Valves
upper deck compartment. The fan inlet is connected to a filter box
with clamps and the outlet connects to a check valve with clamps. The check valves are identical with the lower recirculation fan check
valves.
The upper recirculation fans are interchangeable with the lower fans.
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Air Filters
Four filters are located in each filter box. The filters and filter box is
of different dimensions than the lower filter box. Cabin air flows into
the filter box from both sides. A prefilter removes large particles and
a particulate filter removes small particles from the recycled
air.Cabin air is then drawn through the filters by the recirculation
fans. The filters are accessed through a panel in the upper deck
galley. To aid in filter replacement, a work platform, work light, and
light switch are located aft of the panel in the upper deck galley.

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RECIRCULATION FAN CONTROLS
The upper and lower recirculation fan control switchlights are located
on the M7329 TEMPERATURE CONTROL on P5.
The controls consist of two (UPR and LWR) white ON switchlights.
The recirculation fan is enabled by pushing and releasing the

switchlight and the ON position is indicated. The fans can be
selected off by pushing and releasing the switchlight. The ON
indication is cancelled.
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UPPER RECIRCULATION FAN CONTROL CIRCUIT
The two upper recirculation fans use 28 volts dc for control and
115-volt ac, 3-phase power. Pushing and releasing the UPR
switchlight energizes recirculation fan relays R7493 and R7494. Fan
operation is from the pack temperature controller logic.
The forward or aft cargo fire switch in the armed position removes
28 volts dc power from the fan control relays deactivating the fans.
Each phase of the motor has a thermal switch (300°F, 149°C)
embedded in its windings to open the circuit in the event of overheat.
Current sensors are located in one phase of the fan circuit and
provide fan operation logic to the pack temperature controllers.
NOTE: The recirculation fans are off when the recirculation fan
switchlights are selected off, or a 28v dc control power loss, or
when the forward or aft cargo fire switches are placed to the armed
position.
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PACK AND RECIRCULATION FAN OPERATIONAL LOGIC
Normal system operation commands the packs to high flow and the
two upper fans to operate during ground, climb and descent modes.
When cruise has been detected, the packs provide normal flow and
the upper and lower recirculation fans operate.
System logic automatically compensates for recirculation fan failure

or pack failure/shutdown by generating the appropriate high flow and
recirculation fan ON commands.
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RECIRCULATION FAN MONITORING AND INDICATION CIRCUIT
The recirculation fans are monitored by current sensors through one

phase of the fan. The Pack Temperature Controller (PTC A and PTC
B) receives an input from the current sensor when the fan is
operating.
The input is compared with recirculation fan switchlight position, and

fan ON command logic from the pack controllers. If the fan does not
operate when commanded, a signal from the pack temperature
controller is sent to the EICAS display unit through the EFIS/EICAS
interface units. The controller will automatically command the packs
to the high flow condition and lower recirculation fan operation.
A similar monitoring and indication circuit is for the lower fans.
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RECIRCULATION FAN EICAS MESSAGES
The recirculation fan EICAS messages are shown on the auxiliary

EICAS display.
- RECIRC FAN UPR L/R: Status message on auxiliary EICAS

display. Upper recirculation fan failure (10 sec TD)
- RECIRC FAN LWR L/R: Status message on auxiliary EICAS

display. Lower recirculation fan failure (60 sec TD).
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RECIRCULATION FANS CMC GROUND TEST
Display
The recirculation fans messages are displayed on the control display

unit (CDU).
Messages
- GROUND TESTS SYSTEMS 21 AIR CONDITIONING -

GROUND TESTS MENU
PTC-A/RECIRC FANS
PTC-B/RECIRC FANS

The FAIL indication will enable display of faults for the recirculation
fans being tested.
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21.25.0010 -001

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PASSENGER COMPARTMENT CONDITIONED AIR DISTRIBUTION

AND CIRCULATION
Conditioned air from the plenum mixes with trim air before entering
the six sidewall risers (three on each side). Air flows through each
sidewall riser and enters the overhead distribution ducts. Outlets
along the overhead ducting connect to sidewall diffusers in the five
main deck passenger compartment zones and overhead diffusers in
the upper deck zone.
Conditioned air enters the passenger compartment through sidewall

diffusers located outboard of the PSUs. A flow divider in the sidewall
diffuser duct provides proper air circulation through the passenger
compartments.
Passenger compartment air leaves the cabin through return air

grilles in the sidewall at floor level. Returned air flows around the
lower cargo compartments and aft through passages to the space
behind the bulk cargo compartment. The air is ducted overboard
through the pressurization outflow valves.
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FLIGHT DECK CONDITIONED AIR DISTRIBUTION COMPONENTS
Conditioned air for the flight deck flows through an underfloor duct
that tees into the zone E sidewall riser.
Air is distributed throughout the flight deck through individual air

outlets, overhead outlets, and floor outlets.
The air outlets receive air from the main air supply duct by flexible
hoses connected to the duct by clamps.
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FORWARD OVERBOARD VALVE ................................................ 2 SUPPLEMENTARY HEATER CIRCUIT ........................................ 26

FORWARD OVERBOARD VALVE CIRCUIT ................................. 4 FLIGHT DECK CREW REST HEATER ......................................... 28
FORWARD OVERBOARD VALVE EICAS MESSAGE .................. 6 FLIGHT DECK CREW REST HEATER CIRCUIT .......................... 30
FORWARD OVERBOARD VALVE CMC GROUND TEST ............ 8 DOOR AREA HEAT ....................................................................... 32
GASPER DISTRIBUTION SYSTEM .............................................. 10 MAIN DECK DOOR AREA HEATER CIRCUIT .............................. 34
GASPER FAN CONTROL SWITCH .............................................. 12 LAVATORY/ GALLEY VENTILATION SYSTEM ............................ 36
GASPER FAN AND FILTER ASSEMBLY ...................................... 14 LAVATORY/ GALLEY VENTILATION ............................................ 38
GASPER FAN CONTROL CIRCUIT .............................................. 16 LAVATORY/ GALLEY VENTILATION COMPONENTS ................. 40
FLIGHT DECK SUPPLEMENTAL HEATING ................................. 18 LAVATORY VENTILATION............................................................ 42
WINDSHIELD AIR VALVE ............................................................. 20 GALLEY VENTILATION ................................................................. 44
WINDSHIELD AIR VALVE CIRCUIT .............................................. 22 LAVATORY/ GALLEY VENTILATION CIRCUIT ............................ 46
SUPPLEMENTARY HEATERS...................................................... 24 AFT EQUIPMENT COOLING EICAS MESSAGE .......................... 48
Config: ALL ATA 21-20-1

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FORWARD OVERBOARD VALVE
General Forward Overboard Valve
Low air conditioning flow rates cause undesirable drafts of air that The valve is controlled by the cabin pressurization controllers. The
flow through the forward portion of the passenger compartment. This valve is closed when the cabin airflow is high, and open when the
condition requires a ventilation system to interface with the air flow is low. The valve is installed with V-band clamps and has a
conditioning system for the forward portion of the airplane. protective inlet screen. The valve is operated electrically and has a
position indicator which is used for manual positioning.
Ventilation
Maintenance Practices
A forward overboard valve is located on the left side of the lower
fuselage adjacent to the nose gear wheel well. The valve prevents Access to the valve for removal and installation is through the main
airflow drafts from flowing toward the pressurization outflow valves equipment center. Removal and installation is accomplished with two
during low air conditioning flow rates. It is accomplished by the clamps and one electrical connector.
forward outflow valve functioning as a forward vent valve. When the
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valve is open, airflow increases in the forward passenger cabin area
resulting in better utilization of the heating and cooling capacities of
the air conditioning system.

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FORWARD OVERBOARD VALVE CIRCUIT

21.26.0508 -002
The cabin pressure controller supplies digital flight profile signals to

the ECS miscellaneous card. The output from the ECS
miscellaneous card controls the pack output and the forward
overboard valve position (open or closed).
Whenever the forward cargo air conditioning is selected ON, the
forward overboard valve closes.
MODE FWD OVBD VALVE
takeoff mode closed
climb mode below 25,000 feet closed
descent detect closed
cruise mode open
airplane altitude hold during descent open
ground mode open
climb mode above 25,000 feet open
11,000 feet cabin altitude closed
Forward cargo fire closed

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FORWARD OVERBOARD VALVE EICAS MESSAGE
The forward overboard valve EICAS message is shown on the

auxiliary display.
- FWD OVBD VLV: Status message on auxiliary EICAS display.

Forward overboard valve not in commanded position. (60 sec TD)
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FORWARD OVERBOARD VALVE CMC GROUND TEST
Display
The forward overboard valve messages are displayed on the control

display unit (CDU).
Messages
- GROUND TESTS SYSTEMS 21 AIR CONDITIONING
- GROUND TESTS MENU OVBD VALVE SYSTEM

The FAIL indication will enable display of faults for the forward
overboard valve being tested.
21.26.0512 -001

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GASPER DISTRIBUTION SYSTEM
The independent gasper air distribution system supplies recirculated

air from overhead the passenger compartment to the individual air
outlets located in the passenger service units.
The gasper system consists of a fan and filter assembly located

above the passenger compartment near door 3. Distribution ducting
is located outboard of the sidewall stowage bins and inside the
center stowage bins throughout the main passenger compartment
and along the sidewalls of the upper deck.
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GASPER FAN CONTROL SWITCH
The gasper fan control switchlight is located on M7329

TEMPERATURE CONTROL on P5.
The control consists of a white ON indicator.
The fan is enabled by pushing and releasing the switchlight and the
ON indicator is displayed. The fan is selected off by pushing and
releasing the switchlight.
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GASPER FAN AND FILTER ASSEMBLY
Gasper Fan
The gasper fan is a single-stage vane axial flow fan. The fan and
filter assembly is accessed through a ceiling panel in zone D on the
airplane centerline. The fan is installed with bolts through a shock
mount. System ducting connects to the fan by clamps.
Air Filters
Four filters are located in each filter box. Air flows into the filter box
from two sides. There are two prefilters, one located on each side of
the filter box, and two particulate filters. The prefilter removes large
particles and the particulate removes small particles from the
recirculated air.
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GASPER FAN CONTROL CIRCUIT
Pushing and releasing the GASPER switchlight energizes relay

R160 and 115 volt ac power is supplied to the fan motor. Each
phase of the motor has a thermal switch for protection. At excessive
temperature the thermal switch opens and relay R160 relaxes,
removing power from fan motor. If fan fire cutoff relay R7664
energizes, R160 relaxes removing power from the fan. A current
sensor is located in one phase of the fan and provides indication and
monitoring to the CMC through the ECS miscellaneous card.
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FLIGHT DECK SUPPLEMENTAL HEATING
Supplemental air is ducted to the flight deck for windshield defog and
shoulder heating. Foot heat is provided by electrically heated plates
below the rudder pedals. The heating is controlled by switches on
the P44 and P45 panels.
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WINDSHIELD AIR VALVE
The two electrically operated (solenoid) windshield air valves are in

the flight deck air conditioning supply lines. The valves use 28 volts
dc power and are located below the P-44 and the P-45 panels. Each
valve is connected to the flight deck air conditioning supply line with
two clamps.
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WINDSHIELD AIR VALVE CIRCUIT
The windshield air valves are controlled by the captain's and first
officer's windshield air switches on the P44 and P45 respectively.
The valves are opened or closed by latching solenoids. Limit

switches deenergize the open/closed solenoids when the valve is in
its commanded position. The power is 28v dc.
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SUPPLEMENTARY HEATERS
General
The supplemental heaters provide an additional heat source for the

pilot and first officer's foot and shoulder areas.
Foot Heaters
Foot heaters are mounted to the flight deck floor under the rudder
pedals. The foot heaters are an electrically heated plate with
thermostats for temperature control and overheat protection.
Shoulder Heaters
The shoulder heaters are an in-line electrical heater installed in the

air distribution duct for the shoulder air outlet. The pilot's heater is
located behind the stowage compartment on the left side. The first
officer's heater is located behind the P-6 panel. The heaters are
installed with clamps. They are powered by 115 volts ac. Internal
thermostats provide temperature control and overheat protection.
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SUPPLEMENTARY HEATER CIRCUIT
General
The switches controlling the heaters have three positions: HI, LOW,
and OFF. The system is operable in flight only.
Foot Heaters
Selection to LOW heat on the foot heater switch provides 115 volts
ac power to the foot heater. The circuit ground is at the heater
switch. Switch selection to HI removes the ground and provides
phase-to-phase heating.
Thermostats control temperature to 75°F (24°C). Overheat

protection is by a thermostat which opens the circuit at 150°F
(65°C).
Shoulder Heaters
Operation of the shoulder heater is identical to the foot heater.

protection is by a thermostat which opens the circuit at 400°F
(204°C).
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FLIGHT DECK CREW REST HEATER
An electric heater is installed in the air conditioning supply line to the

crew rest area.
The heating is controlled by a heat controller located on the sidewall

of the crew rest area. The selection is OFF, LO, MED, and HI.
The heater is installed with two clamps.
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FLIGHT DECK CREW REST HEATER CIRCUIT
Heater operation is selected by a heat controller located in the crew

rest area. The controller has four positions, OFF, LO, MED and HI.
The heater circuit is energized when the airplane is in flight and

airflow is available from 2 or 3 packs. The airflow logic is provided by
the ECS miscellaneous card.
The heater uses 28 volts dc control and 115 volts ac phase-to-phase

power.
A thermostat controls this heater temperature to 250°F (121°).
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DOOR AREA HEAT
Area heaters are installed in the vicinity of main deck doors 1, 2, 3

and 4 to prevent cold areas around the doors. The heaters are in
line with the zone air conditioning distribution system and are
automatically controlled and powered by 115-volt ac power. The
heaters are connected to the airplane structure near the doors
behind the sidewall panels with clamps. The heated air is directed to
the lower portion of the door through a door heater outlet.
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MAIN DECK DOOR AREA HEATER CIRCUIT
Door area heaters are automatic in operation when the airplane is in

flight and airflow is available from 2 or 3 packs. The airflow logic is
provided by the ECS miscellaneous card. The heaters use 28 volts
dc control and 115 volts ac phase-to-phase power.

protection is by a thermostat which opens at 250°F (121°C).
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LAVATORY/ GALLEY VENTILATION SYSTEM
The lavatory/galley ventilation system draws air (odors) from the

lavatories and galleys. Air is ducted aft and dumped overboard
through the open pressurization outflow valves.
The lavatory/galley vent system also provides equipment cooling for

the aft equipment rack and Satellite Communications System
(SATCOM). The equipment is cooled by drawing the heated air from
the equipment. The system incorporates two fans and check valves.
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LAVATORY/ GALLEY VENTILATION
The lavatory/galley ventilation system consist of fans, check valves,

riser ducts and a main vent duct. Vent tubes connect the individual
lavatories and galleys to the main vent duct.
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LAVATORY/ GALLEY VENTILATION COMPONENTS
General Check Valves
The aft equipment cooling is part of the lavatory/galley ventilation The check valves are identical and interchangeable. The valves
system. It consists of two fans, and two check valves, connected to consist of two flappers hinged about a pin.
an overhead ventilation duct. The aft equipment cooling system
provides draw through cooling and directs the heated air overboard NOTE: The pin must be installed vertically to ensure proper
through the pressurization outflow valves. operation.
The aft system provides cooling for the aft equipment center (E-8) The check valves are mounted in line downstream of the fans and
and the optional satellite communications system. are installed with quick disconnect couplings.
21.26.0503 -001
Fans
The fans are single stage fans with integral induction motors. They
operate on 115 volts ac three phase power. The primary fan
normally operates and the secondary fan operates automatically if
the primary fan fails. The fans incorporate internal thermal overheat
switches for protection. The fans are located aft of the bulk cargo
compartment on the right side and are installed with bolts through a
shock mount and quick disconnect couplings to the ducts.

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LAVATORY VENTILATION
Each lavatory has an air vent. The ventilation system draws odors
from around the toilet shroud assembly and delivers it to the area of
the outflow valves to be dumped overboard. The toilet vent tube
connects to the main vent duct at the top of each lavatory. The vent
tubes are installed with clamps. A door ventilation grill provides for
cabin airflow.
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GALLEY VENTILATION
The galley ventilation system removes air (odors) from food

preparation work areas. This air is collected in a plenum located
above the galley ceiling. The plenum is connected to the main vent
duct by tubing installed with clamps. The galley vent plenum
incorporates two filters covered by grills.
The filters must be periodically cleaned with mild soap and water or
replaced. Removal of the grill screws is required to access the filter.
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LAVATORY/ GALLEY VENTILATION CIRCUIT
Aft equipment cooling fan operation is automatic when electrical

power is applied and the forward or aft cargo compartment fire
switch is not armed (relay R8179 relaxed).
Power passes through the relaxed contacts of the secondary fan

control relay (R7499) to energize the primary fan control relay
(R7498) if the fan does not have an overheat condition. If the
primary fan does not operate within 5 seconds, the secondary fan
operates.
Fan operation is sensed by a current sensor and monitored by the

ECS miscellaneous card. The card sends failure information to the
EIUs for display on EICAS.
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AFT EQUIPMENT COOLING EICAS MESSAGE
The aft equipment cooling EICAS message is shown on the auxiliary

display.
- LAV-GALLEY FANS: status message on the auxiliary EICAS

display. The primary and secondary lavatory/galley vent fans fail.
(60 sec TD).
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ENVIRONMENTAL CONTROL SYSTEM Boeing 747-400
Main Deck Cargo Compartment Flapper Valves Aircraft and Powerplant
MAIN AND UPPER DECK PASSENGER COMPARTMENT

CONDITIONED AIR. ...................................................................... 2
AIR DISTRIBUTION FLAPPER VALVE (COMBIS) ....................... 4
OPERATION. ................................................................................. 6
FLAPPER VALVE RESET ............................................................. 8

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MAIN AND UPPER DECK PASSENGER COMPARTMENT

CONDITIONED AIR.
General
Air from the conditioned air plenum chamber is ducted to the upper Air carried in by the distribution system ducts is discharged into the
deck, flight deck and main deck temperature control zones A thru E. compartments through nozzles outboard of the overhead stowage
Main deck zone boundaries are the main deck doors with Zone A compartments. Air circulates in the compartments and leaves
being the area forward of door 1. Zones B, C and D are the areas through grilles in the sidewalls at floor level. The air then passes
from doors 1 to 2, 2 to 3 and 3 to 4, respectively. Zone E is the entire down along the sidewalls of the cargo compartments and either
area aft of door 4. forward to the forward overboard valve or aft to the pressurization
control outflow valves.
Air at cooling pack outlet temperature flows from the conditioned air
1.23.5??.??
plenum chamber into the zone risers where trim air is added for
individual zone temperature control. Zone E is the largest zone and
therefore receives air from both the Left forward riser and half the
left aft riser. Zone A receives air from the other half of the left aft
riser. All other zones receive air from a single dedicated riser.
Two independent recirculation systems mix recirculated air with

conditioned air. The overhead recirculation system draws air from
the area above the main deck ceiling and discharges it into each of
the zone distribution ducts. The underfloor recirculation system
draws air from below the main deck floor and discharges it into the
base of each zone riser. Duct temperature sensors and duct
overheat switches are installed in each zone distribution duct

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20.001.001a

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AIR DISTRIBUTION FLAPPER VALVE (COMBIS)
On combi airplanes a flapper valve is installed in the overhead zone

E and zone D main distribution ducts. The air distribution flapper
valves control airflow to the main deck combi zones.
A dual position flapper valve (KLM 025-044) is installed in the zone

E and zone D main distribution ducts located in the area above the
main deck ceiling. The valve closes when the main deck fire switch
is armed and the fire bottles are discharged. The valve solenoid is
powered by 28 volt DC from the main battery bus.
1.23-5??.??

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23.???.??

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OPERATION.
AIRPLANES WITH DUAL POSITION VALVES
The air distribution flapper valve is in the fully open position for both
the passenger and the cargo configuration. A downstream restrictor
controls the amount of air that flows through the valve. Reduced
airflow to the cargo area results in a pressure differential between
passenger and cargo zones which induces airflow from the
passenger area to the cargo area.
When the main deck fire bottles are discharged, the valve solenoid
actuates allowing the spring loaded valve linkage to rotate the valve
disk to the closed position. Once the valve has closed it must be
manually reset.
1.23.5??.??

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1.23.???.??

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FLAPPER VALVE RESET
The flapper valve in zone E is located 20 inches (51 cm) aft of the WARNING: MAKE SURE THAT THE SOLENOID LINKAGE IS IN
center of door 3. The flapper valve in zone D is located 40 inches BETWEEN THE ANGLE BRACKET AND THE
(102 cm) forward of the center of door 3. On some airplanes, the SOLENOID BRACKET BEFORE YOU ENGAGE THE
flapper valve in zone D is not installed. SOLENOID PLUNGER PIN INTO THE SOLENOID
LINKAGE. INCORRECT ALIGNMENT OF THE
Open the applicable access panels. Turn the flapper valve linkage to SOLENOID LINKAGE CAN CAUSE THE FLAPPER
make sure the flapper valve moves freely from the full open to the VALVE NOT TO CLOSE WHEN THE MAIN DECK
full closed position. Set the MAIN DECK ARM switch on the P5 CARGO FIRE SWITCH IS ARMED AND DISCHARGE
overhead panel to ARMED. Push and hold the RESET switch, on SWITCH IS PUSHED DURING A MAIN DECK CARGO
the flapper valve, make sure the plunger pin on the solenoid retracts. FIRE PROCEDURE. THE FLAPPER VALVE MUST BE
Move the solenoid linkage in between the angle bracket and the ABLE TO CLOSE WHEN THE MAIN DECK CARGO
solenoid bracket: Align the slot in the solenoid linkage with the FIRE SWITCH IS ARMED TO PREVENT AIR BEING
solenoid plunger pin. Release the RESET switch. Make sure the SUPPLIED TO THE MAIN DECK CARGO
plunger pin extends through the hole in the solenoid bracket and COMPARTMENT DURING A FIRE.
through the slot in the solenoid Linkage and touches the angle
bracket. Close the applicable access panels. NOTE:The solenoid linkage must be able to move freely after the
plunger pin releases the solenoid linkage when the solenoid
gets energized during the arming of the main deck cargo fire
switch.
1.23.5??.??

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NOTES:

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ENVIRONMENTAL CONTROL SYTEM Boeing 747-400
Aircraft & Powerplant
Overhead Crewrest
OVERHEAD CREW REST AIR DISTRIBUTION SYSTEM DE-

SCRIPTION AND OPERATION ................................................ 2
OPERATION .................................................................................. 6

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Overhead Crewrest
OVERHEAD CREW REST AIR DISTRIBUTION SYSTEM

DESCRIPTION AND OPERATION
General
The overhead crew rest (OCR) air distribution system has an air Two pressure switches
conditioning unit (ACU). This ACU cools or heats the air that is An electric heater
supplied by the air conditioning system of the aircraft. The OCR air Two printed circuit boards
distribution system has three subsystems:
The duct system gives two routes for the air to the OCR:
The control/indication system
The Air Conditioning Unit (ACU) Normal, in this mode the air from the air conditioning system goes
The duct system. through the ACU-evaporator and -heater into the OCR.
The control/indication system has a temperature control moduIe Bypass, in this mode the air from the air conditioning system goes
(TCM). On this temperature control module are: through the bypass valve and the bypass ducts into the OCR The
bypass mode is only used when smoke is detected in the OCR. The
A display for the actual temperature air goes out of the OCR through the ACU-condensor and the ACU-
A display for the target temperature house.
A temperature set switch
A “Ventilation Fault” light The air then goes into the lavatory/galley vent-discharge-system of
An ACU “Cooling Fault” light the aircraft
An ACU run light
The Air Conditioning Unit (ACU) has:
An evaporator coil
A condensor coil
Compressor

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Overhead Crewrest

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Overhead Crewrest
NOTES:

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Overhead Crewrest
A 400 Hz, 3-phase electric induction motor drives the compressor.

This motor has a switch that gives protection against to much
current and to much heat. If the current and/or the temperature
increase to much the switch will open and stop the motor. The
switch also gives a signal to the PC-boards. If the temperature
decreases sufficiently the switch closes. The PC-boards set the
motor off, after 128 seconds the PC-boards set the motor on again.
The compressor starts if the switch closed. If the switch did not
close in 128 seconds the compressor will not start immediately, it
will start when the switch closes. The run-light stays on. The PC-
boards register the opening of the switch. The PC-boards stop the
operation of the compressor and the run light after the switch in the
compressor motor opened eight times. The cooling fault light will
operate. To restart the ACU you must pull circuit breaker C9012
OCR PWR on panel P414 and then push it in. (To turn off the 28
VDC supply to the PC-boards and then turn it on again.)
The ACU has four heater elements in the outlet to the OCR.The
heater has a bi-metallic overheat switch that gives protection against
to much heat and/or current. The bi-metallic switch turns the current
off at a temperature of 250 °F. A Thermal switch turns the current to
heater off at a temperature of 377 °F (If the bi-metallic switch does
not operate)..

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Training E & M
Overhead Crewrest
Operation
Control and Indication
The temperature control module and the override switch control the The refrigeration compressor compresses the refrigerant, wich goes
ACU. The TCM has a millivolt-meter that displays a millivolt signal as to the condensor. In the condensor the refrigerant gives heat to the
a temperature. The TCM shows the target temperature and the flow of air that comes out of the OCR. The refrigerant then goes
temperature that it measures in the return air duct of the OCR. The through a sightglass to the hightlow pressure switch. This switch
display shows this temperature as ACTUAL temperature. gives a signal to the PC boards when the pressure is 10 psi or 300
psi. The refrigerant then goes through a filter/drier to the thermal
The crew can use two temperature set switches to increase or electric expansion valve (TEEV). The PC boards control the TEEV.
decrease the target temperature. The override switch has a cover. The TEEV controls the flow of refrigerant to the evaporator. The
The ACU operates in normal mode when the cover is in position. The decrease of the temperature of the air in the evaporator is greater
crew can use the override switch to set the ACU off or to reset the when the flow of refrigerant is greater. From the evaporator the
ACU. They can also set the switch to OVERRIDE to let the ACU refrigerant flows to the compressor through a liquid sensor. The
operate when the flaps are down. liquid sensor gives a signal to the PC boards. The PC-boards use
this signal to control the TEEV. There is a hot-gas-bleed-valve in the
The ventilation fault light operates when the air flow from the ACt is tube between the outlet of the compressor to the inlet of the
less then 35 | 5 cfm. The ACU cooling fault light operates when the evaporator. The pressure at the inlet of the compressor controls this
ACU does not operate correctly. The ACU cooling fault light comes valve. When this pressure decreases to 30 psig or less the hot-gas-
on when: a) One of Two pressure switches close b) A heat-operated bleed-valve opens. The hot-gas-bleed makes sure the evaporator
switch in the compressor-motor opens (This switch opens when will not freeze. There is a high-pressure-valve in the outlet, and a
there is to much current or heat). The ACU run light operates when low-pressure-valve in the inlet of the compressor. These valves are
the ACU operates. The PC boards operate the three indicating lights. used to fill and pressurize the system.

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Overhead Crewrest
There are five sensors and a high/low pressure switch in the ACU. When the pressure of the refrigerant increases to 300 + 25 psig, the
The sensors measure: PC-boards:
a) The temperatures of the air before and after the evaporator. a) stop the compressor
b) The temperature of the air that comes out of the OCR. b) start the cooling fault light
c) The presence of liquid at the outlet of the evaporator. c) stops the run-light After the pres6ure decrease6 to 200 + 25
d) The flow of air that comes out of the ACU. psig, the 28 volt supply must be stopped for a moment (to reset
the boards) to start the ACU.
The sensors and the switch give signals to the PC-boards. The PC-
boards use the signals to control the ACU.
The PC-boards compare the temperature of the air, that comes out
When the pressure of the refrigerant decreases to 10 t 4 psig the of the OCR, with the target temperature. When there is a difference
PC-boards stop the compressor, the run-light stays on. When the of these temperatures the PC-boards control the TEEV or the
pressure increases to 35 + 5 psig the pc-boards start the heating elements. This will decrease the difference of the
compressor. This can occur seven times. When it occurs for the temperatures.
eighth time the PC-boards:
a) stop the compressor The sensors before and after the evaporator send signals to the PC-
b) start the cooling fault light (after 128 seconds) boards. The boards use the signals to find how much cooler the
evaporator makes the air. The PC-boards use these signals to
control the TEEV.
The 28 volt supply must be stopped for a moment (to reset the
boards) to start the ACU. The liquid sensor sends a signal to the PC-boards if it finds liquid.
The PC-boards control the TEEV to make sure no liquid comes out
of the evaporator.

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Overhead Crewrest
The low-air-flow-sensor is a wire. The temperature of the wire is

increased by a current and deceased by the airflow. When the airf
low decreases to much, the wire gets hot, its electrical resistence
increases and the current through the wire decreases. This
decrease of the current gives a signal to the PC-boards when the
airflow decreases to 45 ± 5 cf/m.

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NOTES:

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Overhead Crewrest
NOTES:

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Overhead Crewrest

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Cargo Heating
Boeing 747-400
CARGO COMPARTMENT HEATING AND AIR

CONDITIONING ............................................................................. 2
AFT CARGO COMPARTMENT HEATING .................................... 4
AFT CARGO COMPARTMENT HEATING CONTROL .................. 6
AFT CARGO COMPARTMENT HEATING COMPONENTS .......... 8
AFT CARGO TEMPERATURE SWITCHES AND
SENSORS ...................................................................................... 10
AFT CARGO HEAT OVERRIDE VALVE CIRCUIT ........................ 12
AFT CARGO HEAT CONTROL VALVE CIRCUIT ......................... 14
AFT CARGO OVERHEAT CIRCUIT .............................................. 16
CARGO TEMPERATURE INDICATION CIRCUIT ......................... 20
CARGO TEMPERATURE INDICATION ........................................ 22
AFT CARGO HEAT EICAS MESSAGE ......................................... 24
FORWARD CARGO COMPARTMENT HEATING
COMPONENTS ............................................................................. 26
FORWARD CARGO COMPARTMENT HEATER CIRCUIT .......... 28
NOTE: Cargo Air Conditioning is placed in ATA 21-27

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Cargo Heating
Boeing 747-400
CARGO COMPARTMENT HEATING AND AIR CONDITIONING
The lower lobe cargo compartments receive heated air to maintain

minimum temperature levels. The forward cargo compartment may
also receive conditioned air.
Cargo compartment heating and air conditioning is divided into

forward cargo heating and air conditioning, and aft cargo heating.
NOTE:
Cargo Air Conditioning is placed in ATA 21- 27
21.27.0501 -001

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Cargo Heating
Boeing 747-400
NOTE: Cargo Air Conditioning is placed in ATA 21-27
21.27.0001 -001

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Cargo Heating
Boeing 747-400
AFT CARGO COMPARTMENT HEATING
The aft cargo compartment uses hot air from the pneumatic system
ducted from the pneumatic manifold crossover duct. Airflow into the
cargo compartment is controlled by temperature switches,
depending on the selected temperature. An overheat switch
prevents excessive temperature occurring in the cargo
compartment.
The temperature sensors provide indication on EICAS.
The ducting extends from the right wheel well through the aft and
bulk cargo compartments. The ducting is constructed of Kevlar.
21.44.0501 -001

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Cargo Heating
Boeing 747-400
21.44.0001 -001

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Cargo Heating
Boeing 747-400
AFT CARGO COMPARTMENT HEATING CONTROL
The aft cargo compartment heating control is located in module

M7329, TEMPERATURE CONTROL on P5.
The control consists of a white ON indicator and an amber TEMP

switchlight.
The heating is enabled by pushing and releasing the switchlight and

the ON position is indicated. Heating is stopped by pushing and
releasing the switchlight and the ON position is cancelled.
The amber TEMP light illuminates when the cargo compartment

temperature reaches 90°F (32°C).
21.44.0534 -001

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Cargo Heating
Boeing 747-400
21.44.0034 -001

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Cargo Heating
Boeing 747-400
AFT CARGO COMPARTMENT HEATING COMPONENTS
General Heating Duct
The cargo compartment heating components operate to control the The heating duct is located below the cargo compartment loading
temperature in the aft cargo compartment to a selectable floor. The duct is a spray tube and extends from the aft cargo
temperature. compartment to the bulk cargo compartment.
21.44.0502 -001
Valves
Two identical valves function as a control and override valve. The

control valve operates to regulate the temperature in the cargo
compartment. The override valve functions as a shut off valve.
The two valves are installed in the forward inboard portion of the
right wheel well, mounted by clamps in the pneumatic manifold
crossover duct. The valves operate from 115 volts ac power. A
position indicator displays if the valve is open or closed.
Temperature Select Switch
The temperature select switch is located inside the bulk cargo

compartment, forward of the compartment door. The switch has two
positions to select cargo compartment temperatures of 40°F (4°C) or
65°F (18°C).

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Cargo Heating
Boeing 747-400
21.44.0002 -001

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Cargo Heating
Boeing 747-400
AFT CARGO TEMPERATURE SWITCHES AND SENSORS
The temperature switches and sensors are located within Kevlar

housings on the right sidewall for the aft cargo compartment and left
sidewall for the bulk cargo compartment.
A fan, mounted in the housing, draws cargo compartment air over

the temperature switches and sensors. The switches are set to
control temperature to 40°F (4°C) or 65°F (18°C) as selected by a
temperature select switch. The sensors provide flight deck indication
of compartment temperature.
21.44.0503 -003

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Cargo Heating
Boeing 747-400
21.44.0003 -003

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Cargo Heating
Boeing 747-400
AFT CARGO HEAT OVERRIDE VALVE CIRCUIT
The override valve functions as a shutoff valve. Pushing the AFT

CARGO HT switchlight on P5 energizes relay R7563 providing that
the cargo compartment temperature is not above 90°F (32°C).
With R7563 energized, 115v ac power is supplied to open the valve.
When cargo compartment temperature exceeds 90°F (32°C) relay

R7684 energizes, relay R7563 de-energizes and the valve closes.
The aft cargo fire switch inhibits valve opening and closes the valve
if the switch is in the armed position.
Valve operation is tested by the CMC and energizing of relay R7580.
The ground test is performed with all engines off (R7446), the aft
cargo heat control switch off, and the airplane on the ground
(R7334).
21.44.0504 -001

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Cargo Heating
Boeing 747-400
21.44.0004 -001

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Cargo Heating
Boeing 747-400
AFT CARGO HEAT CONTROL VALVE CIRCUIT
The aft cargo heat system operates only when engines are
operating. Pushing the AFT CARGO HT switchlight on P5 energizes
relay R7562 through a temperature select switch and control
thermostat. With R7562 energized, 115v ac power is supplied to
open the valve.
When cargo compartment temperature exceeds the selected

temperature, the control valve closes.
The valve automatically closes when cargo compartment

temperatures exceed 90°F (32°C) or if the aft cargo compartment
fire switch is armed.
Valve operation is tested by the CMC and energizing of relay R7580.
The ground test is performed with all engines off (R7446), the aft
cargo heat control switch off, and the airplane on the ground
(R7334).
21.44.0505 -001

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Cargo Heating
Boeing 747-400
21.44.0005 -001

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Cargo Heating
Boeing 747-400
AFT CARGO OVERHEAT CIRCUIT
The aft cargo overheat switch closes at 90°F (32°C) which closes
the override valve and control valve. Switch closure supplies a
ground through the air ground relay to turn on a TEMP light on P5
and provides EICAS indication from the ECS MISC card.
The amber TEMP light on P5 is inhibited on the ground.
21.44.0506 -001

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Cargo Heating
Boeing 747-400
21.44.0006 -001

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Boeing 747-400
NOTES:

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Cargo Heating
Boeing 747-400
21.44.0035 -001

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Cargo Heating
Boeing 747-400
CARGO TEMPERATURE INDICATION CIRCUIT
The forward, aft, and bulk cargo compartments have temperature

sensors with an integral fan to draw air over the sensor. The fans
are powered with 115 volts ac, and the sensors use 28 volts dc
power.
The temperature signal from each sensor is sent to the zone

temperature controller. The zone temperature controller converts the
signal into a digital format and sends the signal to the EFIS/EICAS
interface units for display on EICAS.
The aft cargo compartment temperature display is an average of aft

and bulk temperature sensors.
21.42.0501 -001

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Cargo Heating
Boeing 747-400
21.42.0001 -001

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Cargo Heating
Boeing 747-400
CARGO TEMPERATURE INDICATION
Forward and aft cargo temperatures are displayed in degrees

Celsius on the ECS synoptic page. The aft and bulk compartment
temperatures are averaged and displayed as a single temperature
for the aft compartment. The smaller sized number is the target
temperature and the large sized number is the actual temperature.
21.42.0502 -005

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Cargo Heating
Boeing 747-400
21.42.0002 -005

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Cargo Heating
Boeing 747-400
AFT CARGO HEAT EICAS MESSAGE
The aft cargo heat EICAS message is shown on the main display.
- TEMP CARGO HEAT: advisory message on main EICAS

display. Aft cargo compartment temperature is greater than 90°F
(32°C) and the aft heat is selected to ON.
21.42.0504 -001

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Cargo Heating
Boeing 747-400
21.42.0004 -001

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Cargo Heating
Boeing 747-400
FORWARD CARGO COMPARTMENT HEATING COMPONENTS
General
The cargo compartment heating components operate to control the The heaters are located in the forward portion of the cargo
temperature in the forward cargo compartment. compartment below the floor. The heaters are attached to the Kevlar
heating distribution duct with two clamps.
Distribution Ducting
Temperature Switch/Temperature Sensor
Kevlar ducting is used to spray warm air into the compartment. The
ducts with spray holes are attached with clamps to the fuselage The temperature switch and sensor are located within a Kevlar
below the cargo loading floor. housing that mounts into the left sidewall. The housing front is
covered by a grill.
Forward Cargo Heater A housing mounted fan draws cargo compartment air over the
temperature switch and sensor. The switch opens at 50°F (10°C)
The forward cargo compartment uses two heaters to augment and closes at 40°F (4°C), controlling the temperature circuit to the
equipment cooling exhaust airflow. The heaters are approximately compartment. The sensor provides flight deck indication of
12 inches long and 5 inches in diameter. The heaters use 115 volts compartment temperature.
ac power for operation. Two internal thermostats control temperature
21.43.0502 -001
and provide overheat protection.

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Cargo Heating
Boeing 747-400
21.43.0002 -001

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Cargo Heating
Boeing 747-400
FORWARD CARGO COMPARTMENT HEATER CIRCUIT
The forward cargo compartment heaters use 115 volts ac phase to

phase power for operation. Control power is 28 volts dc. The forward
cargo compartment temperature switch opens and closes the control
circuit according to cargo compartment sensed temperature. The
equipment cooling inboard exhaust valve must be in the open
position and two engines operating above 50% RPM.
The heaters have internal thermostats set at 180°F (82°C) and

225°F (107°C) for heater protection. Heater failures are sensed by
the ECS miscellaneous PCA and an output is sent to the EICAS
through EFIS/EICAS interface units.
21.43.0503 -001

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Cargo Heating
Boeing 747-400
21.43.0003 -001

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Boeing 747-400
NOTES:

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Forward Cargo Air Conditioning
Boeing 747-400
FORWARD CARGO AIR CONDITIONING .................................... 2 FORWARD CARGO OVERBOARD EXHAUST FAN .................... 40
FORWARD CARGO AIR CONDITIONING COMPONENT FORWARD CARGO EXHAUST FAN CIRCUIT ............................. 42
LOCATION ................................................................................ 4 FORWARD CARGO AIR CONDITIONING CONTROL AND
FORWARD CARGO AIR CONDITIONING SYSTEM .................... 9 SHUTOFF VALVES ................................................................. 44
FORWARD CARGO CONDITIONED AIR FLOW RATE FORWARD CARGO AIR CONDITIONING CONTROL AND
SELECTOR LOCATION ............................................................ 12 SHUTOFF VALVE OPERATION .............................................. 47
CARGO AIR CONDITIONING CARD ............................................ 14 CARGO AIR CONDITIONING FLOW CONTROL .......................... 54
FORWARD CARGO TRIM SHUTOFF VALVE .............................. 16 FORWARD CARGO AIR CONDITIONING BACKUP MODE ......... 56
FORWARD CARGO TRIM MODULATION VALVE ....................... 18 FORWARD CARGO AIR OVERBOARD SYSTEM EICAS
FORWARD CARGO TEMPERATURE SENSORS/BULBS/ MESSAGES .............................................................................. 60
OVERTEMPERATURE SWITCHES ........................................ 20 FORWARD CARGO AIR CONDITIONING SYSTEM
CARGO TRIM AIR MODULATION VALVE AND CARGO SUMMARY ................................................................................ 63
TRIM SHUTOFF VALVE OPERATION ..................................... 22 FORWARD CARGO AIR CONDITIONING EICAS
FORWARD CARGO OVERBOARD VALVES ................................ 26 MESSAGES .............................................................................. 66
FORWARD CARGO OVERBOARD VALVE CIRCUIT .................. 28 CARGO HEAT CMC GROUND TEST ........................................... 68
OVERBOARD VALVE SUMMARY ................................................ 32 ENVIRONMENTAL CONTROL SYSTEM SUMMARY ................... 70
FORWARD EXHAUST VALVES .................................................... 34 AIR CONDITIONING SYSTEM CONTROLS ................................. 76
FORWARD CARGO EXHAUST VALVE CIRCUIT ........................ 36

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Boeing 747-400
FORWARD CARGO AIR CONDITIONING
The cargo air conditioning system uses dedicated pack 3 to provide

conditioned air at variable temperature and flow rate to the forward
cargo compartment. The pack 3 outlet duct is split in the right side of
the air conditioning equipment bay, one branch of the pack 3 outlet
duct goes to the passenger compartment conditioned air plenum
through a cabin shutoff valve installed on the interior side of the right
wing gear well forward pressure bulkhead. The other branch of the
pack 3 outlet duct is again split into two ducts where the air
conditioning shutoff valves are located. Trim air from the pneumatic
mainfold goes through a trim air shutoff valve and trim air modulation
valve then connects to the cargo conditioned air duct which extends
forward to the compartment distribution ducts.
The cargo trim air modulation valve, the cargo conditioned air duct
temperature sensor and duct overtemperature switch are treated as
an additional zone by the zone temperature controller for purposes
of compartment temperature control.
The two ground overboard exhaust fans provide sufficient flow of air
through the cargo compartment when forward cargo air conditioning
is operating on the ground.
The overboard valve is open or closed depending on the selected

flow schedule.
21.27.0506 -001

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Boeing 747-400
21.27.0006 -001

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Training E & M
Boeing 747-400
FORWARD CARGO AIR CONDITIONING COMPONENT

LOCATION
The trim air modulation valve and shutoff valves A and B are
accessed by opening the right air conditioning bay doors. Located in
the forward end of the air conditioning compartment are the duct
temperature sensor and duct overtemperature switch. The air
conditioning distribution duct follows forward in the right air
conditioning bay through the pressure bulkhead. The duct enters the
forward cargo compartment under the floor, traveses right to left and
up the left sidewall then forward above the cargo compartment
ceiling. There are six discharge louvers located in the compartment
ceiling.
The cargo temperature sensor assembly is mounted in the sidewall

on the forward left side.
The cargo trim shutoff valve is accessed through the right forward
wheel well. Cabin shutoff valve is located under the passenger
compartment floor and is accessed by removing floor panels, or in
the righthand wing wheelwell. From cabin shutoff valve the
distribution duct joins the plenum chamber.
The ground overboard exhaust fans and valves and the overboard
and overboard backup valves are located under the cargo
compartment floor.
21.27.0507 -001

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Boeing 747-400
21.27.0007A-001

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Boeing 747-400
NOTES:

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Boeing 747-400
21.27.0007B-001

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NOTES:

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Training E & M
Boeing 747-400
FORWARD CARGO AIR CONDITIONING SYSTEM
Air Conditioning
Air conditioning pack number three becomes dedicated for FWD When air conditioning pack number three is dedicated to the FWD
cargo air conditioning when the cargo condition air flow rate selector cargo compartment, its discharge temperature is generated using
is positioned to one of the two flow rate positions. Three 9 inch temperature requirements from all zones including cargo. The other
diameter shutoff valves are used to control the flow of air to the FWD two air conditioning packs exclude cargo as a reference. Pack
cargo compartment. number three can drive cooler, but not warmer, than the other two
packs.
Temperature control is through inputs to the zone temperature
controller from the cargo temperature selector. The zone When a 185°F (85°C) duct overtemperature or a 90°F (32°C)
temperature controller has channels for eight individual zones. compartment overheat exist, the cargo trim shutoff valve and the
Seven channels are used for the passenger cabin and flight deck. cargo trim modulation valve will close. This condition has no effect
The forward compartment becomes the eight zone. The cargo on air conditioning packs No. 1 and No. 2.
21.27.0508A-001
temperature selector is operated in AUTO mode only. The pack
temperature controller provides for backup operation.
Duct and zone temperature sensors provide operating logic. The

zone temperature controller sends signals to the pack temperature
controllers and trim modulation valves. The cabin pressurization
controllers provide information to the electrical system card file.
The controllers communicate by the ARINC 429 bus to provide

information for system operation, faults, and indication to EICAS and
CMC.

Issue: Page 9
Training E & M
Boeing 747-400
Air Conditioning (cont)
Electrical system card file M7603 is central to the operation of the

forward cargo air conditioning system. When the cargo condition air
flow rate selector is moved from OFF to one of the flow rate
positions (LOW, HIGH) the forward cargo air conditioning system is
enabled. There are related systems whose operating logic is
affected when forward cargo air conditioning is selected:
- Forward overboard valve is commanded OFF
- Equipment cooling follows forward cargo A/C logic
- FWD cargo electrical heaters inhibited
- Air conditioning pack operation logic changes and pack No. 3 is

dedicated to forward cargo.
When the airplane is on the ground the forward overboard exhaust

fans will operate and the multi-position valve will be open.
21.27.0508B-001

Issue: Page 10
Training E & M
Boeing 747-400
21.27.0008 -001

Issue: Page 11
Training E & M
Boeing 747-400
FORWARD CARGO CONDITIONED AIR FLOW RATE SELECTOR

LOCATION
The forward cargo conditioned air flow rate selector and the
temperature selector are mounted on a panel located midway at the
leading edge of the forward cargo door. This location is adjacent to
the interior forward cargo door switch.
The temperature selector allows cargo compartment temperature

selection from 6°C to 25°C and the flow rate selector of low and
high.
21.27.0510 -001

Issue: Page 12
Training E & M
Boeing 747-400
21.27.0010 -001

Issue: Page 13
Training E & M
Boeing 747-400
CARGO AIR CONDITIONING CARD
The cargo air conditioning card monitors the various inputs and
outputs from the air conditioning and temperature control
components. Information from the card is transmitted to the EICAS
through the EFIS/EICAS interface units.
The M7603 card file is located forward of the E/E compartment on

the left side of the nose wheel well.
21.44.0512 -001

Issue: Page 14
Training E & M
Boeing 747-400
21.44.0012 -001

Issue: Page 15
Training E & M
Boeing 747-400
FORWARD CARGO TRIM SHUTOFF VALVE
The cargo trim shutoff valve is located in the forward right wheel well
and is mounted by clamps to the 1 1/2 inch diameter trim air duct.
The valve operates on 115 volts ac power. A position indicator on
top of the valve provides valve position indication information. When
opened, hot air from the pneumatic manifold is available to the air
conditioning duct.
21.27.0514 -001

Issue: Page 16
Training E & M
Boeing 747-400
21.27.0014 -001

Issue: Page 17
Training E & M
Boeing 747-400
FORWARD CARGO TRIM MODULATION VALVE
The cargo trim modulation valve is located in the right air

conditioning bay downstream of the trim air shutoff valve. The valve
controls airflow from the trim air manifold to the forward cargo air
conditioning duct.
The valve is mounted by clamps to the trim air duct. The valve
requires 115 volts ac power for operation. A position indicator
provides visual indication of valve position.
The valve can be operated in a manual mode.
21.27.0530 -001

Issue: Page 18
Training E & M
Boeing 747-400
21.27.0030 -001

Issue: Page 19
Training E & M
Boeing 747-400
FORWARD CARGO TEMPERATURE SENSORS/BULBS/

OVERTEMPERATURE SWITCHES
Duct Temperature Sensor Compartment Temperature Sensor/Bulb
The duct temperature sensor is located in the right air conditioning The sensor assembly consist of a single-phase, 115 volt ac motor
compartment and mounted in the FWD cargo air conditioning duct. driven fan, a temperature bulb, and a temperature sensor in a kevlar
The sensor provides operational logic to the zone temperature housing. Grilled openings to the cargo compartment allows the fan to
controller. draw air across the temperature bulb and sensor.
The temperature sensor assembly is located on the left forward side

Overtemperature Switch of the cargo compartment.
The overtemperature switch is located next to the duct temperature The temperature sensor and the temperature bulb provide
sensor. The switch provides a signal to close the cargo trim air temperature indication information to EICAS. The temperature bulb
shutoff valve when the temperature in the air conditioning duct provides temperature information to the pack temperature
reaches 185°F (85°C) for 15 seconds. controllers. The pack temperature controllers disregards this
information until a system malfunction occurs. The temperature bulb
The duct temperature sensor also acts as a back-up to the is then averaged with all other zones to provide a stable pack output.
overtemperature switch. If the temperature in the duct reaches
21.27.0513 -001
165°F (74°C) for 30 seconds, a signal from the duct temperature
sensor will close the cargo trim air shutoff valve.

Issue: Page 20
Training E & M
Boeing 747-400
21.27.0013 -001

Issue: Page 21
Training E & M
Boeing 747-400
CARGO TRIM AIR MODULATION VALVE AND CARGO TRIM

SHUTOFF VALVE OPERATION
Cargo Trim Modulation Valve

When a compartment overtemperature of 90°F (32°C) occurs, the
The cargo trim modulation valve is controlled through the zone cargo trim shutoff valve is commanded closed but will open when the
temperature controller. The zone temperature controller receives temperature drops to 80°F (27°C).
inputs from the cargo temperature selector; the zone temperature
sensor; and the duct temperature sensor. These three inputs are Unlike the master trim PRSOV the cargo trim shutoff valve is a
compared and an error signal generated. This signal positions the electric motor operated valve. In the event of a power failure the
modulation valve to satisfy temperature demand. The error signal is valve will remain in its last position. For this reason the cargo trim
also sent to the pack temperature controller for pack output logic. shutoff valve and the cargo trim modulation valve are not powered
by the same circuit.
Cargo Trim Shutoff Valve NOTE: The cargo trim modulation valve is commanded closed by
the zone temperature controller whenever the cargo trim shutoff
The cargo trim shutoff valve is commanded open when the cargo valve is commanded closed.
conditioned air flow selector is rotated to one of the three flow
positions and will remain open provided there are no system failures.
21.27.0515 -001
When a duct overtemperature of 185°F (85°C) occurs, the cargo trim
shutoff valve is commanded closed through a latch-type relay and
will remain closed for the remainder of the flight. The system can be
reset by rotating the cargo condition flow rate selector to OFF.

Issue: Page 22
Training E & M
Boeing 747-400
21.27.0015A-001

Issue: Page 23
Training E & M
Boeing 747-400
NOTES:

Issue: Page 24
Training E & M
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21.27.0015B-001

Issue: Page 25
Training E & M
Boeing 747-400
FORWARD CARGO OVERBOARD VALVES
Two valves (overboard and backup) are located under the floor of
the forward cargo compartment. The backup valve is identical with
the exhaust valves mounted next to the overboard exhaust fans.
Air from the cargo compartment exhausts overboard through a hole

in the fuselage.
The valves are fully open on the ground. Inflight the backup valve
remains open and the overboard valve is commanded to one of four
intermediate positions. The valves close when air conditioning is
selected OFF and during extinguishing of cargo fire.
The check valve protects the opening in the fuselage during ditching.
NOTE: If the valve fails in any position while on the ground, it must
be replaced or lock-wired closed prior to flight. If it is lock-wired
closed, forward cargo air conditioning must be selected OFF.
21.27.0519 -001

Issue: Page 26
Training E & M
Boeing 747-400
21.27.0019 -001

Issue: Page 27
Training E & M
Boeing 747-400
FORWARD CARGO OVERBOARD VALVE CIRCUIT
The forward cargo overboard valve and the backup valve are
enabled when forward cargo air conditioning is selected ON. The
backup valve opens and remains open until cargo A/C is selected
OFF, the fire bottles are armed or whenever the overboard valve is
commanded closed but fails to do so.
The overboard valve will be open on the ground. When the airplane
is in air, the air/ground switch allows the valve to move to defined
positions as determined by cargo conditioned air flow rate selector
position and airplane altitude.
The valve is controlled by three relays. The open command closes

R8193 and a close command closes R8194. The relay R8195 is
used to drive the valve closed in the event of a CACC card failure or
upon arming the cargo fire bottles. The valve and the backup valve
are continously monitored. If a valve disagreement exists, a signal is
sent after a time delay to the EFIS/EICAS interface unit for EICAS
display.
NOTE: If the valve fails in any position while on the ground, it must
be replaced or lock-wired closed prior to flight. If it is lock-wired
closed, forward cargo air conditioning must be selected OFF.
21.27.0520 -001

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21.27.0020A-001

Issue: Page 29
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NOTES:

Issue: Page 30
Training E & M
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21.27.0020B-001

Issue: Page 31
Training E & M
Boeing 747-400
OVERBOARD VALVE SUMMARY
The overboard valve summary table is provided to show normal and

non-normal valve positions at various altitudes and flow rate selector
positions. The summary also provides equipment cooling interface
information. The equipment cooling configurations are:
- Overboard Loop: equipment cooling air exhausted overboard.
- Inboard Loop: equipment cooling air is directed under the floor of

the forward cargo compartment.
- Closed Loop: equipment cooling air is neither directed overboard

or under the cargo compartment floor but circulates within its own
system.
21.27.0521 -001

Issue: Page 32
Training E & M
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21.27.0021 -001

Issue: Page 33
Training E & M
Boeing 747-400
FORWARD EXHAUST VALVES
Four identical cargo overboard exhaust valves are located under the
floor of the forward cargo compartment.
The valves must be open before the fan will operate. The valves
operate on 28 volts dc power. A position indicator displays the
position of the valve.
Air from the cargo compartment exhausts overboard through two

holes in the fuselage.
The valves are open on the ground and closed in air, when air
conditioning is selected OFF and during extinguishing of cargo fire.
During ditching the valves are closed.
21.27.0531 -001

Issue: Page 34
Training E & M
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21.27.0031 -001

Issue: Page 35
Training E & M
Boeing 747-400
FORWARD CARGO EXHAUST VALVE CIRCUIT
The overboard exhaust fan assembly is enabled whenever the

airplane is on the ground and forward cargo A/C is selected ON. The
ground exhaust shutoff valve and the ground exhaust backup shutoff
valve open at the same time through relays R8188 and R8303.
The fan and shutoff valve operation is continously monitored. If there

is a valve disagreement and/or a fan failure a signal will be sent,
after the time delay, to the EFIS/EICAS interface unit for EICAS
display.
21.27.0518 -001

Issue: Page 36
Training E & M
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21.27.0018A-001

Issue: Page 37
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NOTES:

Issue: Page 38
Training E & M
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21.27.0018B-001

Issue: Page 39
Training E & M
Boeing 747-400
FORWARD CARGO OVERBOARD EXHAUST FAN
Two cargo overboard exhaust fans are located under the floor of the
forward cargo compartment.
Each fan is a single-stage axial flow type and operates on 3-phase,

115 volt ac power.
Fan operation is governed by the position of the exhaust valves.
21.27.0517 -001

Issue: Page 40
Training E & M
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21.27.0017 -001

Issue: Page 41
Training E & M
Boeing 747-400
FORWARD CARGO EXHAUST FAN CIRCUIT
The overboard exhaust fan assembly is enabled whenever the

airplane is on the ground and forward cargo A/C is selected ON. The
ground exhaust shutoff valve and the ground exhaust backup shutoff
valve open at the same time. The ground exhaust shutoff valve,
when open, provides a ground for R8304. With both valves open
relay R8189 is energized and power is supplied for fan operation.
With this arrangement, if either valve fails to open the fan will not
operate.
The fan and shutoff valve operation is continously monitored. If there

is a valve disagreement and/or a fan failure a signal will be sent,
after the time delay, to the EFIS/EICAS interface unit for EICAS
display.
21.27.0532 -001

Issue: Page 42
Training E & M
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21.27.0032 -001

Issue: Page 43
Training E & M
Boeing 747-400
FORWARD CARGO AIR CONDITIONING CONTROL AND

SHUTOFF VALVES
There are three 9-inch diameter shutoff valves used to control the
flow of conditioned air to the aft cargo compartment. The valves are
identical and interchangeable. The valves are: cabin shutoff valve,
shutoff valve A, and shutoff valve B.
The valves operate on 115 volts ac, single-phase power. A visual

position indicator provides valve position information. A valve can be
locked closed by removing the electrical connector and rotating the
manual override knob until the valve is in the full closed position.
Access to cabin shutoff valve is gained by removing a floor panel

located 4 feet forward of door 3 approximately 2 feet right of airplane
center line.
The valves A and B are located in the air conditioning bay.
21.27.0509 -001

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21.27.0009 -001

Issue: Page 45
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NOTES:

Issue: Page 46
Training E & M
Boeing 747-400

SHUTOFF VALVE OPERATION
The position of the cargo air conditioning flow rate selector switch With LOW or HIGH selected the valves will be positioned as
determines the position (OPEN/CLOSED) of the valves: indicated. With LOW selected, pack No. 3 will provide conditioned air
to both the plenum chamber and the aft cargo compartment. With
- Cabin shutoff valve HIGH selected, pack No. 3 is dedicated to the aft cargo
- Cargo shutoff valve A compartment. The selector switch position will override the pack
- Cargo shutoff valve B temperature controllers in determining the pack flow rates.
- Cargo trim air shutoff valve
During ground operation the inflow of air into the FWD cargo
The conditioned air flow rate to the FWD cargo compartment is compartment needs to be limited due to the systems limited
determined by the pack No. 3 flow rate (flow control and shutoff capability to exhaust air overboard. Regardless of the cargo
valve either in NORMAL or HIGH) and the position of valves A and conditioning flow selection (LOW, HIGH), the cargo compartment will
B. be provided with approximately one half of pack No. 3 flow
(1376CFM; packs 1, 2, and 3 operate at high flow on the ground).
With OFF selected, cabin shutoff valve opens and valves A, B and This is accomplished by placing the shutoff valves in the same
trim shutoff valve are closed. All conditioned air from pack No. 3 will
21.27.0512A-001
be ducted to the plenum chamber for distribution. The flow rates for
each pack will be governed by the pack temperature controllers.

Issue: Page 47
Training E & M
Boeing 747-400

SHUTOFF VALVE OPERATION (cont)
position as the LOW setting whenever the airplane is on the ground.

When the air/ground signal indicating air is received, the valves drive
to the proper positions associated with the selected cargo
conditioning flow setting.
21.27.0512B-001

Issue: Page 48
Training E & M
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21.27.0012A-001

Issue: Page 49
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NOTES:

Issue: Page 50
Training E & M
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21.27.0012B-001

Issue: Page 51
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NOTES:

Issue: Page 52
Training E & M
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21.27.0012C-001

Issue: Page 53
Training E & M
Boeing 747-400
CARGO AIR CONDITIONING FLOW CONTROL
The pack flow control and shutoff valves regulate the pack flow When the cargo air conditioning system is OFF, relays R8090 and
rates. When the NORMAL solenoids are deenergized the valves R8107 will be energized closed. The ground path for the power to
regulate HIGH flow. With the cargo air conditioning system selected the pack normal flow relays now bypasses the cargo air conditioning
OFF the pack temperature controllers select the pack flow rates flow selector switch. Thus pack flow rates are determined by the
(NORMAL or HIGH). When the cargo air conditioning system is pack temperature controllers.
operating the cargo air conditioning flow selector switch can override
the pack temperature controllers in selecting the pack flow rate. NOTE: The pack temperature controllers and the zone temperature
controller receive the forward cargo A/C select signal through the
With the cargo air conditioning system operating, the cargo air normally closed contact of R8107 and the cargo conditioned air flow
conditioning closed relays (R8090 and R8107) are deenergized. 28v rate selector.
dc power that energizes the pack normal flow relays is directed to
the cargo air conditioning selector switch, through the normally
closed contacts of R8090 and R8107. Pack normal flow is inhibited if HI Flow Mode inhibited.
the flow selector switch opens the ground path to the pack
21.27.0511 -001
temperature controllers.

Issue: Page 54
Training E & M
Boeing 747-400
21.27.0011 -001

Issue: Page 55
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Boeing 747-400
FORWARD CARGO AIR CONDITIONING BACKUP MODE
General Back-Up Without Trim Air
There are two possible cargo backup modes; backup with trim air When a duct overtemperature (185°F - 85°C) occurs the cargo trim
and backup without trim air. shutoff valve and the cargo trim modulation valve are commanded
closed for the duration of the flight (master trim PRSOV remains
The conditions that lead to backup with trim air are: duct temperature open). During a cargo zone duct overtemperature, cargo
sensor failure; cargo temperature sensor failure; trim modulation conditioning will be placed in the backup mode and pack No. 3 will
valve failure; and a critical zone temperature controller failure. If a be controlled to the bulb temperature when the backup mode was
duct overheat of 185°F (85°C) occurs the system will go to backup initiated, with the requirement that pack No. 3 cannot drive warmer
without trim air. than the other two packs.
Back-Up With Trim Air During a compartment overtemperature (90°F - 32°C), pack No. 3
will attempt to meet target temperature of the zone without trim, but it
In this mode the trim modulation valve will be left in its last cannot drive warmer than the other two packs.
commanded position. The pack temperature controller will control
pack No. 3 outlet temperature to provide a cargo compartment NOTE: The overtemperature condition will have no effect on pack
temperature which matches the average bulb temperature measured No. 1 and No. 2 operation.
at the time the system went to backup mode.
21.27.0523 -001

Issue: Page 56
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21.27.0023A-001

Issue: Page 57
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NOTES:

Issue: Page 58
Training E & M
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21.27.0023B-001

Issue: Page 59
Training E & M
Boeing 747-400
FORWARD CARGO AIR OVERBOARD SYSTEM EICAS

MESSAGES
The forward overboard system EICAS messages are shown on the

main and auxiliary EICAS displays dependent on whether the
airplane is in flight or on the ground:
- FWD CGO EX VLV L (TYP): advisory message on main EICAS

display (AIR) and status message on auxiliary EICAS display
(GRD).
- FWD CGO OVBD VLV: advisory message on main EICAS

display (AIR) and status message on auxiliary EICAS display
(GRD).
- CACC FAILURE: advisory message on main EICAS display

(AIR) and status message on auxiliary EICAS display (GRD).
21.27.0524 -001

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21.27.0024 -001

Issue: Page 61
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NOTES:

Issue: Page 62
Training E & M
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FORWARD CARGO AIR CONDITIONING SYSTEM SUMMARY
This summary will present forward cargo air conditioning operation Engines Operating, Airplane On Ground
through a typical flight profile.
When 2N2 is reached (one engine on each wing operating above
50% N2) the equipment cooling system goes to a closed loop
Airplane On Ground, Engines Off, APU Operating configuration. This is accomplished in the electrical system card file
(M7603) by simulating a fan failure. Pack output and conditioned air
With all three packs operating and forward cargo air conditioning flow remain the same.
selected ON, the cabin shutoff valve and shutoff valves A and B will
21.27.0525A-001
be positioned to the LOW output configuration regardless of cargo
conditioned air flow rate selector position. Pack 1 and 2 operate at
high flow. (Pack 3 stays in normal flow if cargo air conditioning has
been selected ON.) The equipment cooling system will operate in
the overboard loop configuration regardless of ambient temperature.
The cargo compartment overtemperature switch (90°F - 32°C) is
inhibited while the airplane is on the ground.
The overboard exhaust shutoff valves will be open and fans

operating as long as the airplane remains on the ground. The
multi-position valve and backup shutoff valve will be open for the
duration of the flight. When a pressure differential of 2 inch of water
exist the check valve will open.

Issue: Page 63
Training E & M
Boeing 747-400
Flight Condition
When air/ground logic senses the air position the cargo A/C system
will provide a flow as selected on the cargo conditioned air flow rate
selector. The overboard exhaust shutoff valves will close and the
fans will switch off. The equipment cooling system will remain in the
closed loop configuration until 15K is reached. At 15K the equipment
cooling system changes to the inboard exhaust loop configuration
and will remain in this position until decent detect is sensed in the
cabin pressurization controller. From decent detect to engine
shutdown the equipment cooling system will operate in the closed
loop configuration.
General
When a cargo duct overtemperature occures pack No. 3 goes to

backup operation without trim air. This condition has no effect on
packs No. 1 and No. 2 operation and passenger temperature control
is not affected. Simularly, if packs No. 1 and No. 2 go to backup due
to a duct overtemperature the forward cargo air conditioningsystem
will not be affected. If there is a critical zone temperature controller
failure all packs go to backup. When a cargo compartment
overtemperature exist (90°F - 32°C) the trim air is lost but the pack
will not go the backup operation.
21.27.0525B-001

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21.27.0025 -001

Issue: Page 65
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FORWARD CARGO AIR CONDITIONING EICAS MESSAGES

21.27.0528 -001
The forward cargo air conditioning EICAS messages are shown on

the main and auxiliary EICAS displays:
- >TEMP CARGO A/C: advisory message on main EICAS display.

FWD cargo compartment overtemperature (90°F) or duct
overtemperature (185°F).
- CARGO ZONE TEMP: status message on auxiliary EICAS

display. FWD cargo trim modulation valve failure; trim shutoff
valve failure; duct or compartment temperature sensor failure.
- CARGO A/C SELECT: status message on auxiliary EICAS

display. FWD cargo temperature selector failure.
- CARGO A/C CARD: status message on auxiliary EICAS display.

Cargo air conditioning card failure.
- CARGO A/C VLV A: status message on auxiliary EICAS display.

Shutoff valve 2A not in commanded position or valve 2A failure.
- CARGO A/C VLV B: status message on auxiliary EICAS display.

Shutoff valve 2B not in commanded position or valve 2B failure.
- CGO A/C CAB SOV: status message on auxiliary EICAS display.

Cabin shutoff valve not in commanded position or cabin shutoff
failure.

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21.27.0028 -001

Issue: Page 67
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CARGO HEAT CMC GROUND TEST
Display
The forward and aft cargo heat messages are displayed on the
Messages
- GROUND TESTS MENU CARGO HEAT SYSTEM FWD CARGO

DISTRIB.

The FAIL indication will enable display of faults for the cargo heat
being tested.
NOTE: Ground test is enabled with cargo heat switch OFF, airplane
on the ground and engines stopped.
21.44.0536 -003

Issue: Page 68
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21.44.0036 -003

Issue: Page 69
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Boeing 747-400
ENVIRONMENTAL CONTROL SYSTEM SUMMARY
Control Pressurization
Air conditioning, equipment cooling, and the pressurization systems The pressurization system uses two outflow valves located aft of the
are controlled by the ECS control panel on the P-5. bulk cargo partition. The valves control the rate at which air is
allowed to escape from the airplane; controlling system pressure
and cabin altitude.
Air Conditioning
The forward overboard valve is controlled by the pressurization
Air sources for the air conditioning packs are engine bleed, APU, or system and provides a more accurate control of the forward
an external air source. The packs are located under the wing center passenger zone temperatures; by preventing drafts down the
section. Pack output delivers air to a conditioned air distribution passenger walkways caused by the aft outflow valves.
system where recirculated air and trim air are mixed for proper
21.00.0506A-005
Additional air is supplied by a gasper fan above the passenger

compartment for individual passenger comfort.
Equipment Cooling
The forward equipment cooling system is located on the left forward

side of the forward cargo compartment. The system provides blow
through and draw through cooling for forward and flight deck
equipment.Aft equipment cooling is supplied by the lavatory galley
ventilation system. Heat generated by operating equipment is drawn
from the equipment.

Issue: Page 70
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Cargo Heat
21.00.0506B-005
Air drawn from the equipment is ducted to the forward cargo

compartment through in-line heaters for forward cargo heating. Aft
cargo compartment heat uses air from the pneumatic manifold to
warm the compartment to desired levels. Two valves control the
amount of air into the compartment as a function of compartment
temperature.
The forward cargo compartment receives air from the air

conditioning system when selected.
Lavatory Galley Ventilation
Lavatory and galley ventilation ducting is above the passenger

compartment. The ducting extends aft and down the right side of the
airplane and connects to two fans aft of the bulk cargo partition. The
air is ducted overboard.
Supplemental Heat
Supplemental heating for the flight crew supplies air from in-line
heatersfor shoulder heat. Foot heat is accomplished by heater
plates. Main deck doors 1-4 receive an additional source of heat,
preventing cold areas around the doors. The system ducts
conditioned air through an in-line heater.

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NOTES:

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21.00.0006A-005

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NOTES:

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21.00.0006B-005

Issue: Page 75
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AIR CONDITIONING SYSTEM CONTROLS
The air conditioning system controls are located on the M7328

BLEED AIR CONTROL and M7329 TEMPERATURE CONTROL on
P5.
The controls consist of:
- Pack temperature controller selector switches

- Equipment cooling selector switch
- Passenger temperature selector
- Flight deck temperature selector
- Trim air valve switchlight
- Zone reset switchlight
- Upper and lower recirculation fan switchlights
- Aft cargo compartment heat switchlight
- High flow selector switchlight
- Gasper fan selector switchlight
- Pack reset switchlight
21.00.0512 -001

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21.00.0012 -001

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NOTES:

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Training E & M
Temperature Control
Boeing 747-400
ZONE TEMPERATURE CONTROL INTRODUCTION .................. 2 ZONE TEMPERATURE INDICATION ........................................... 28

TEMPERATURE CONTROL SYSTEM BLOCK DIAGRAM ........... 4 FLIGHT DECK ZONE MANUAL CONTROL .................................. 30
TEMPERATURE SELECTOR PANELS ......................................... 6 BACKUP WITHOUT TRIM AIR ...................................................... 32
TRIM AIR CONTROL SWITCH ...................................................... 8 ALTERNATE BACKUP MODE....................................................... 34
TRIM AIR PRESSURE REGULATOR AND SHUTOFF ZONE A ALTERNATE TEMPERATURE CONTROLLER
VALVE ....................................................................................... 10 LOCATION ................................................................................ 36
TRIM AIR PRESSURE REGULATOR AND SHUTOFF ZONE A ALTERNATE TEMPERATURE CONTROL
VALVE CIRCUIT ....................................................................... 12 CIRCUIT .................................................................................... 38
TRIM AIR PRESSURE REGULATOR AND SHUTOFF ALTERNATE BACKUP OVERTEMPERATURE
VALVE EICAS MESSAGES ........................................................... 14 PROTECTION ........................................................................... 42
TRIM AIR SYSTEM CMC GROUND TEST ................................... 16 OVERTEMPERATURE GREATER THAN 185°F (85°C) OR
TRIM AIR MODULATION VALVES ................................................ 18 ZONE TEMPERATURE CONTROLLER FAILURE ................... 44
ZONE TEMPERATURE SENSORS ............................................... 20 CRUISE CLAMP AND DESCENT DETECT .................................. 46
ZONE TEMPERATURE SENSOR FILTERS ................................. 22 CABIN COMFORT CORRECTION BIAS ....................................... 48
DUCT TEMPERATURE SENSOR AND RECIRCULATION FAN AND PACK FLOW CONTROL
OVERTEMPERATURE SWITCH .............................................. 24 VALVE SCHEDULING .............................................................. 50
TEMPERATURE CONTROL SYSTEM SUMMARY ...................... 26

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ZONE TEMPERATURE CONTROL INTRODUCTION
The zone temperature control system interfaces controllers and

system selectors. The flight crew selector switches include
passenger and flight deck control.
The passenger temperature selector has two positions. The AUTO

(automatic) position extends from C (cold) 65°F (18°C) to W (warm)
85°F (29°C). This provides a temperature request to the zone
temperature controller. The second position is ALTN (alternate) for
backup mode operation. The flight deck selector has two positions.
The AUTO (automatic) position extends from C (cold) 65°F (18°C) to
W (warm) 85°F (29°C). This provides a temperature request to the
zone controller. The second position is MAN (manual) to manually
control flight deck air temperatures.
The cabin temperature selector is located in the pursers station and

is enabled when engines are operating or aircraft in flight. The flight
attendant can modify specific passenger zones for passenger
comfort. The cabin temperature selector can change the individual
passenger zone temperatures by 10°F (5.5°C).The comfort
correction is an automatic temperature bias compensating for the
decrease in humidity during the cruise portion of flight. It increases
the cabin temperature by 4°F (2°C) over a period of 2 hours.
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TEMPERATURE CONTROL SYSTEM BLOCK DIAGRAM
The temperature control system automatically controls temperature Air conditioning packs are controlled to a common discharge
and airflow in response to cabin air conditioning requirements. temperature demand by the zone requiring the lowest duct
temperature. The temperature of the remaining zones is satisfied by
The system has a zone temperature controller with channels for the addition of hot trim air. Trim air pressure is controlled by a trim
individual zones, and two identical pack temperature controllers. The air pressure regulator and shutoff valve. Control of individual zone
system has two backup modes, alternate backup, and backup temperatures is provided by the zone temperature controller. The
without trim air. The zone temperature controller receives inputs zone temperature controller positions the zone trim air modulation
from the master temperature selector and cabin temperature valves to regulate each selected zone temperature.
selector. The master temperature selector may be operated in
AUTO or ALTN. The flight deck temperature selector may be Zone A has a dedicated controller that controls the temperature in
operated in AUTO or MAN. zone A when operating in the alternate backup mode.
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Duct and zone temperature sensors provide operating logic. The
zone temperature controller sends signals to the pack temperature
controllers and trim air modulation valves. The cabin pressurization
controllers provide flight information to both pack temperature
controllers through the ECS card.The controllers communicate by
the ARINC 429 bus to provide information for system operation,
faults, and indication to EICAS and the CMC.

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TEMPERATURE SELECTOR PANELS
The passenger temperature selector for passenger zones and flight

deck temperature selector are located in module M7329 on P5. The
cabin temperature selector is located at the pursers station.
The passenger and flight deck temperature selectors have an

adjustable range from 65°F (18°C) to 85°F (30°C). When the
passenger temperature selector is rotated to the ALTN (alternate)
position the pack temperature controller goes to the Alternate
Backup mode of operation. For flight deck manual operation the
flight deck selector is rotated to the MAN (manual) position.
The cabin temperature selector provides a digital display of each

passenger zone and has the capability of increasing or decreasing
the temperature of each zone by 10°F within the limits defined by the
passenger temperature selector. Any attempt to exceed the
passenger temperature selector limits will not produce any
results.The cabin temperature selector has a RESET switchlight that
when actuated will default the cabin temperature selector
adjustments for all zones simultaneously to the master temperature
selected from the M7329. To protect against accidentally resetting
the temperature, the switch must be held for one second before
resetting is initiated.
The cabin temperature selector is not capable of temperature

selection when in back-up mode.
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TRIM AIR CONTROL SWITCH
The trim air PRSOV control switchlight is located on the M7329

TEMPERATURE CONTROL on P5.
The control consists of a white ON indicator. The trim air pressure

regulating and shutoff valve is enabled by pushing and releasing the
switchlight, and the ON position is indicated.
The zone SYS FAULT amber light illuminates when the trim air
switchlight is selected off or whenever the master trim air pressure
regulating and shutoff valve is closed.
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TRIM AIR PRESSURE REGULATOR AND SHUTOFF VALVE
The trim air pressure regulator and shutoff valve supplies hot air
from the pneumatic manifold to the trim air modulation valves. The
trim air PRSOV is located left of the keel beam and aft of the No. 2
air conditioning pack. The valve is installed with V-band clamps.
The valve is solenoid controlled and pneumatically operated. The

valve provides on/off control and pressure regulation of the trim air
system. Trim air is regulated to 10 psig above cabin pressure to
minimize trim air noise in the distribution ducting.
The trim air PRSOV is energized when the trim air switch is ON and
at least one air conditioning pack is operating.
A pressure sensor monitors the pressure differential between the

cabin sense line and the downstream sense line. The transducer
sends this information to the PTC for the CMC.
The pressure sensor is remotely located from the trim air PRSOV. It
is in the left air conditioning bay aft of the pack 2 heat exchanger.
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TRIM AIR PRESSURE REGULATOR AND SHUTOFF VALVE

CIRCUIT
The trim air PRSOV is electrically energized when the trim air
switchlight is ON, and at least one air conditioning pack is operating.
Control power is 28 volts dc through the trim air PRSOV control
relay R7490. The relay is de-energized by the pack temperature
controller when one pack flow control and shutoff valve is open
allowing trim valve solenoid to energize.
A duct overheat of 185°F (85°C) in any zone energizes trim air

PRSOV shutdown relay R7491. The energized trim air PRSOV
shutdown relay latches the circuit, removing power from the trim air
PRSOV (closing the valve). The zone SYS FAULT light illuminates
and a fault signal for EFIS/EICAS display is provided through the
zone temperature controller.
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TRIM AIR PRESSURE REGULATOR AND SHUTOFF VALVE EICAS

MESSAGES
The trim air PRSOV EICAS messages are shown on the main
EICAS display.
- TRIM AIR OFF: advisory message main EICAS display. Trim air
PRSOV command closed or selected off. (message inhibited
when all packs are off)
- TEMP ZONE: advisory message main EICAS display. Any zone

supply duct temperature greater than 185° F (85°C) or critical
ZTC failure or master trim air PRSOV failed closed.
- ZONE TEMP: status message AUXILIARY EICAS display. Any

zone temp system LRU failure or critical ZTC failure (70 sec TD)
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TRIM AIR SYSTEM CMC GROUND TEST
Display
The trim air system messages are displayed on the control display
unit (CDU).
Ground test can be performed with air conditioning pack operating.
Messages
- GROUND TESTS MENU TRIM AIR SYSTEM
The system operation can be observed on the ECS maintenance

page.

The FAIL indication will enable display of faults for the trim air system
being tested.
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TRIM AIR MODULATION VALVES
The seven identical trim air modulation valves are located in the
forward section of the wing gear wheel wells. Four valves are
located in the left, and three valves are located in the right wing gear
wheel well. The zone trim air modulation valves control airflow from
the trim air manifold into the six sidewall risers and flight deck air
distribution ducts.
The valves are installed with V-band clamps.
The valves require 115 volts ac, single phase power for operation. A
position indicator provides visual indication of valve position.
The valve can be positioned manually.
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ZONE TEMPERATURE SENSORS
Each sensor assembly consists of a single-phase, 115-volt ac, For zones A through E, the temperature sensors are located along
motor-driven fan, a temperature sensor and temperature bulb in a the passenger compartment centerline above the passenger service
housing. Grilled openings with filters to the cabin allow the fan to units (PSUs). The temperature sensor for the flight deck is behind a
draw cabin air across the temperature bulb and sensor. The curved ceiling panel located on the upper left. The upper deck
temperature sensor provides an input to the zone temperature temperature sensor is located in a PSU on the aft left side of the
controller. The temperature bulb provides inputs to the pack compartment.
temperature controller.
If a sensor, (two sensors in a dual sensor zone) is/are not functional
The zone temperature controller provides temperature inputs to the in automatic mode, the zone trim air valve will be in the same
Cabin Temperature Selector Panel and to EICAS. If a sensor (both position as in the adjacent zone. F/D to U/D, U/D to F/D, A to B, B to
sensors in zones B,C,D) or the zone temperature controller should C, C to D, D to C, E to D.
fail, the affected zones on the Cabin Temperature Selector Panel will
be blank. The pack temperature controllers will provide temperature In backup mode, the zone temperature sensors provide inputs to the
information to EICAS in the case of the above failures. ZTC for display and control of the cabin temperature, provided there
are no ARINC bus faults or critical ZTC failure. In ALTN mode the
There is one temperature sensor assembly for the flight deck, upper temperature bulbs provide inputs to the PTC for cabin temperature
deck, zone A and zone E. There are two temperature sensor control.
assemblies located in zones B, C, and D. Zone A has an additional
21.61.0506 -001
temperature sensor that functions only when the passenger
temperature selector is in the ALTN(alternate) position.

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ZONE TEMPERATURE SENSOR FILTERS
Filters
The filters prevent contaminants from entering the temperature

sensor plenum chamber. The filters are a low density foam type.
They are mounted onto the filter cover over the filter cover prongs.
The filter cover and filter are secured to the temperature sensor
plenum by two filter cover prongs that snap into slots in the inlet to
the plenum.
The filters require periodic replacement. To replace, remove the filter

cover by pulling it down to unsnap the prongs. Remove the old filter
from the cover and install the new filter over the filter cover prongs.
Align the prongs with the slots (not shown) in the plenum and push
up until it snaps into place.
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DUCT TEMPERATURE SENSOR AND OVERTEMPERATURE

SWITCH
Duct Temperature Sensor
The duct temperature sensors provide operational logic signals to NOTE: The duct temperature sensor acts as a backup to the over
the zone temperature controller. The signals provide an error signal temperature switch and provides indication logic through the zone
to compensate between pack outlet temperature, recirculation fan temperature controller but does not put the temperature control
supply temperature, and trim air. system into backup.
The duct temperature sensors have a normal operating range of Temperature sensor-165°F (74°C) for 30 seconds-EICAS advisory
35°F (2°C) to 160°F (71°C). The sensors are located with the message.
overtemperature switches in the main distribution ducting overhead
in the center fuselage area and aft of the upper deck aft bulkhead. Temperature sensor-185°F (85°C) for 15 seconds-EICAS advisory
message and SYS FAULT light.
Zone A has an alternate temperature sensor that functions only
when the passenger temperature selector is rotated to the ALTN Overtemperature switch-185°F (85°C) for 10 seconds-EICAS
(alternate) position. advisory message, SYS FAULT light, and temperature control
system to backup mode.
21.61.0509 -001
Overtemperature Switch
The duct overtemperature switch closes at 185°F (85°C) closing the

trim air pressure regulating and shutoff valve, and provides a signal
to the ZTC. Each temperature zone, except zone A and the flight
deck, has an alternate overtemperature switch limited to 125°F
(52°C) that is used only in the alternate backup mode.

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TEMPERATURE CONTROL SYSTEM SUMMARY
General
The desired target temperature for all zones is set on the passenger valves will be positioned to satisfy the zone requiring the lowest inlet
temperature selector. The target temperature can be modified for temperature and the trim air modulation valve for that zone will be
each zone by the cabin temperature selector. Based on the target closed.
temperature, the zone temperature controller positions a zone trim
air modulation valve to adjust each zone temperature. The target
zone temperature inputs are sent to the zone temperature controller Zone Temperature Control
where they are compared with the sensed temperature inputs from
the respective zone temperature sensors. The resultant error signals The temperature of one zone is thereby satisfied by the pack
are used to generate a demand signal to position the appropriate controls, while the remaining six zones require a warmer air supply
trim air modulation valves, and to correct the demand supply than is being provided by the packs. The zone temperature
temperature to each zone. controller, sensing an error between the demand temperature and
the actual supply temperature measured by the zone supply duct
Pack Temperature Control temperature sensor, produces inputs that actuate the associated
trim air modulation valves to satisfy the required zone inlet
The zone temperature controller determines the coldest temperature temperature.
demand and sends the signal to both pack temperature controllers.
21.61.0510 -002
This input is compared to the pack temperature sensor input of each
pack to position the ram air inlet and exitdoors and the turbine
bypass valve. This results in the ram air doors and the turbine
bypass valve operating at approximately the same relative position
for all operating packs. When the demand inputs are satisfied, the
ram air doors and turbine bypass

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ZONE TEMPERATURE INDICATION
The actual and target temperatures for each zone are continuously
displayed on the EICAS synoptic display and the ECS maintenance
page.
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FLIGHT DECK ZONE MANUAL CONTROL
Manual temperature control of the flight deck zone is accomplished

by rotating the flight deck temperature selector to the MAN (manual)
position.
In manual mode, the zone temperature controller is bypassed and

the temperature is controlled by pulsing the trim air valve toward
cool or warm until the desired change in flight deck temperature is
obtained. Releasing the selector holds the trim air modulation valve
at the setting obtained at the moment of selector release.
In the manual mode, the flight deck is not used by the zone
temperature controller in determining the zone requiring the most
cooling. The passenger cabin zones do not have manual zone
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BACKUP WITHOUT TRIM AIR
General
Failures in the automatic zone temperature control system result in The flight deck zone has an 85°F (29°C) maximum zone
transfer to a backup temperature control mode. The backup mode temperature limit in both backup modes. This limit overrides the
provides control of the pack discharge temperature so the average 75°F (24°C) averaging of the zone temperature by reducing the pack
temperature of all passenger zones is 75°F (24°C). This zone discharge temperature until the temperature in the flight deck is
temperature control mode is a part of pack temperature controller below 85°F (29°C).
logic.
If the APU is the pneumatic air source during the zone temperature
control system fault, the APU is commanded to maximum airflow
Control output.
Failures which result in automatic transfer to backup without trim air

are duct overtemperature conditions, trim air PRSOV closed failures, Indication
duct overtemperature switch closed failures, trim air PRSOV
switched off and critical zone temperaure controller failure (no All of the above failures result in a zone SYS FAULT light and an
control of any zone). EICAS advisory message. The passenger temperature selector may
be positioned to ALTN (alternate) position after the SYS FAULT
These failures command the trim air PRSOV to close and all trim air reset switch has been pushed. This provides backup temperature
modulation valves to 10% from full closed position. The zone control for an average zone temperature of 75°F (24°C), with control
temperature bulbs supply temperature information for pack of trim air for zone A.
temperature controller logic. During backup without trim the pack
21.61.0513 -001
temperature controller averages zone bulb inputs for a temperature
output to average zone temperatures to 75°F (24°C).

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ALTERNATE BACKUP MODE
The alternate backup mode is selected when the passenger

temperature selector is placed to the ALTN position. This mode
leaves the trim air modulation valves in their last commanded
position except the flight deck and zone A. The backup mode
provides control of the pack discharge temperature so the average
temperature of all passenger zones is 75°F (24°C).
The flight deck can reach a maximum temperature of 85°F (30°C) in

the AUTO mode. The temperature can also be manually controlled
by the temperature selector. Zone A has a dedicated controller that
is enabled by selection to ALTN. This controller maintains 75°F
(24°C) in zone A by controlling the modulation valve for zone A.
If duct temperature reaches 185°F (85°C) the system reverts to

backup without trim air.
Additional overheat switches in zones U/D, B, C, D, and E are

enabled inflight and in the ALTN mode. The overheat switches close
at 125°F (52°C) and will close the respective zone trim air
modulation valve. These overheat switches do not provide overheat
indication.
Failure of the zone temperature controller does not automatically

transfer zone control to the alternate backup mode.
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ZONE A ALTERNATE TEMPERATURE CONTROLLER LOCATION
The zone A dedicated controller is located in the main equipment

center mounted on the ceiling above the battery.
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ZONE A ALTERNATE TEMPERATURE CONTROL CIRCUIT
The zone A alternate temperature controller is enabled by

deenergizing alternate temperature control relay R7803 when the
passenger temperature selector is rotated to the ALTN (alternate)
position.
The zone A alternate temperature control relay R7795 transfers trim

air modulation valve control from the zone temperature controller to
the zone A alternate temperature controller. The zone A alternate
temperature sensor and alternate duct temperature sensor provide
inputs to the controller.
The table shows the variation of temperature between the zones

with and without zone A alternate temperature controller.
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NOTES:

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21.61.0016B-001

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ALTERNATE BACKUP OVERTEMPERATURE PROTECTION
The alternate overtemperature switches are installed in zones U/D,

B, C, D, and E. These switches are enabled only in flight and with
R7803 deenergized by the temperature selector switch in ALTN
position. The overheat switches close their respective trim air
modulation valves when supply temperature reaches 125°F (52°C).
An interval timer (IT) is energized for 30 seconds driving the
respective trim modulation valve closed. The valve will remain in the
closed position.
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OVERTEMPERATURE GREATER THAN 185°F (85°C) OR ZONE

TEMPERATURE CONTROLLER FAILURE
Overtemperature greater than 185°F (85°C) and zone temperature

controller failure messages are shown on the main and auxiliary
displays.
- >TRIM AIR OFF: advisory message on main EICAS display. Trim

air PRSOV commanded closed or selected off. (message
inhibited when all packs are off)
- TEMP ZONE: advisory message on main EICAS display. Any

zone supply duct temperature greater than 185°F (85°C) or
critical ZTC failure or master trim PRSOV failed closed.
- ZONE TEMP: status message on auxiliary EICAS display. Any

zone temp system LRU failure or critical ZTC failure (70 sec TD).
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CRUISE CLAMP AND DESCENT DETECT
When the airplane altitude is within 100 feet of selected FMS altitude
or varies less than +/-100 ft/min for greater than 45 seconds, a
cruise clamp signal is sent to the ECS miscellaneous card on the
ARINC 429 data bus.
The ECS miscellaneous card processes the cruise clamp signal

when the airplane is above 25,000 feet. The discrete signal is sent to
the zone temperature controller and pack temperature controllers.
This information is used for comfort correction bias in the zone

temperature controller and to the pack temperature controllers for
recirculation fan operation and flow control valve scheduling.
The descent detect input to the zone temperature controller and

pack temperature controllers also originates in the cabin pressure
controllers and follows the same route as the cruise clamp input.
The descent detect input is initiated at FMC top of decent or the
airplane has descended 1000 feet. The descent detect input will
cancel the cruise clamp input.
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CABIN COMFORT CORRECTION BIAS
General Manual Input
Comfort correction bias is designed to compensate for the decrease Should the cabin temperature be unacceptable at any time, a
in humidity during the cruise portion of the flight. Upon receipt of a manual reselection of the cabin temperature will override the comfort
comfort correction enable input from the ECS miscellaneous card, correction effect. Manual reselection of either the passenger
the zone temperature controller initiates a comfort correction bias temperature selector or the cabin temperature selector following
that increases the target temperature at a rate of 2°F/hr (1.1°C/hr) takeoff will result in a corresponding stepped change in zone
for two hours, or until the upper target temperature limit of 85°F temperature.
(30°C) is achieved. The maximum increase in the cabin target
21.61.0520 -001
temperature due to comfort correction is 4°F (2.2°C).
Control
The comfort correction bias will be ramped out within five minutes
upon receipt of a descent detect input. Comfort correction is not
available after the initial descent detect input.

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RECIRCULATION FAN AND PACK FLOW CONTROL VALVE

SCHEDULING
General
During ground operation, initial climb, and descent, the normal pack/ When the airplane reaches cruise and is greater than 25,000 ft
recirculation fan operating combination is two overhead recirculation altitude, a cruise clamp input to the pack temperature controller from
fans operating, two under-floor recirculation fans off, and three the cabin pressure controller will automatically sequence the flow
packs at high flow. The two under-floor recirculation fans intake air control valves to normal flow and sequentially switch on the
from the cheek area surrounding the forward cargo compartment. remaining two under-floor recirculation fans, for a total of four fans
The two overhead recirculation fans intake air from the overhead operating. Cruise clamp is a latched signal that is reset by ground
space above the main cabin zones. Each recirculation fan supplies a logic. Once cruise clamp is latched, the flow control valves will
constant 1360 cfm. remain in normal flow until overridden by descent detect at which
time high flow will be reestablished.
21.61.0521A-001
Cruise Clamp
The transition from high to normal flow will be inhibited if the cabin
temperature differs from the cabin target temperature by more than
1°C, but in no event for longer than 20 minutes after cruise
conditions are established.

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Descent
After initiation of airplane descent, a descent detect input from the

cabin pressure controller to the pack temperature controller will
automatically sequence the flow control valves to high flow and
sequentially switch off the two under-floor recirculation fans. At any
altitude during descent, if the airplane altitude does not vary by more
than +/-250 feet in two minutes (altitude hold) , a cruise clamp input
will be transmitted to the pack temperature controller. The two
under-floor fans will switch on and the packs will switch to normal
flow.
Following altitude hold, a decrease in airplane altitude of ft, high flow

on all packs will be re-established and the two underfloor
recirculation fans will be turned off. Sequence
To avoid any undesirable flow transients, the sequencing of the flow

control valve's flow level is done with a fifteen-second time delay
between flow control valves. The switching on and off of recirculation
fans is done with a five-second time delay between fans.
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NOTES:

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21.61.0021A-001

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NOTES:

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Temperature Control
Boeing 747-400
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Temperature Control
Boeing 747-400
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ENVIRIONMENTAL CONTROL SYSTEM
Pressurization
Boeing 747-400
AIRPLANE PRESSURIZATION ...................................................... 4 CRUISE, DESCENT AND LANDING PRESSURIZATION

CABIN PRESSURIZATION SYSTEM ............................................ 6 SYSTEM OPERATION ............................................................. 39
CABIN PRESSURIZATION CONTROL SYSTEM ......................... 8 FMC, AIR/GROUND RELAY AND ADC INTERFACE WITH
CABIN PRESSURIZATION CONTROL SYSTEM PRESSURE CONTROLLERS .................................................. 43
CONTROLS AND INDICATIONS ................................................... 10 CABIN PRESSURIZATION SYSTEM AUTOMATIC MODE
CABIN PRESSURE CONTROLLERS ............................................ 12 CONTROL CIRCUIT ................................................................. 48
INTERFACE CONTROL UNITS ..................................................... 14 INTERFACE CONTROL UNIT CIRCUIT ....................................... 50
AUXILIARY PANELS P212 AND P213 .......................................... 16 OUTFLOW VALVE EICAS MESSAGES ........................................ 52
OUTFLOW VALVES ...................................................................... 18 CABIN PRESSURIZATION MANUAL MODE ................................ 54
OUTFLOW VALVE FLAPPER DOORS ......................................... 20 CABIN PRESSURIZATION SYSTEM MANUAL CONTROL
OUTFLOW VALVE MOTORS ........................................................ 22 CIRCUIT .................................................................................... 56
OUTFLOW VALVE ASSEMBLY .................................................... 24 ECS DATA BLOCK ........................................................................ 59
OUTFLOW VALVE POSITION INDICATION ................................. 26 FMC AND PRESSURE CONTROLLER EICAS
OUTFLOW VALVE POSITION INDICATION EICAS MESSAGES .............................................................................. 62
DISPLAYS ................................................................................. 28 CABIN PRESSURE SYSTEM CENTRAL MAINTENANCE
OUTFLOW VALVE POSITION INDICATION CIRCUIT ................. 30 COMPUTER MESSAGES ......................................................... 64
PRESSURIZATION SYSTEM CAPABILITIES ............................... 32 PRESSURIZATION CONTROL SYSTEM SUMMARY .................. 66
CABIN PRESSURE SELECTOR PANEL AUTOMATIC
MODE CONTROLS ................................................................... 34
GROUND AND TAKEOFF PRESSURIZATION SYSTEM
OPERATION ............................................................................. 36
Config: ALL ATA 21- 30

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Pressurization
Boeing 747-400
CABIN PRESSURIZATION RELIEF SYSTEM ....................... 68
PRESSURE RELIEF VALVES ................................................ 70

PRESSURE RELIEF VALVE COMPONENTS ........................ 72
PRESSURE RELIEF VALVE DOORS .................................... 74
PRESSURE RELIEF VALVE INDICATION CIRCUIT ............. 76

PRESSURE RELIEF EICAS MESSAGES .............................. 78
NEGATIVE PRESSURE RELIEF DOORS .............................. 80
CABIN ALTITUDE INDICATION AND WARNING .................. 82

CABIN ALTITUDE FAULT EICAS MESSAGE ........................ 84
PRESSURIZATION INDICATING AND WARNING
SYSTEM ............................................................................. 86
PRESSURIZATION EICAS MESSAGES ................................ 88
CABIN PRESSURIZATION SYSTEM SUMMARY .................. 90

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Boeing 747-400
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Pressurization
Boeing 747-400
AIRPLANE PRESSURIZATION
The cabin pressurization controls the cabin pressure, rate of change

of cabin pressure and the difference between cabin and ambient
pressures.
Airplane pressurization consists of a cabin pressurization control

system (CPCS) and a back-up system.
The cabin pressurization system can operate in automatic and

manual modes.
The cabin pressurization relief system provides positive pressure

relief, negative pressure relief and indications and warnings.
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Boeing 747-400
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Boeing 747-400
CABIN PRESSURIZATION SYSTEM
The pressurization system provides maximum passenger comfort

and safety with minimum flight crew workload. This is accomplished
by regulating the discharge of conditioned air from the cabin by the
two outflow valves.
The system consists of cabin pressure control selector panel, two

cabin pressure controllers (A and B), auxiliary panels (P212, P213)
and two interface control units.
Over pressure relief is provided by two pressure relief valves.

Negative pressure relief is provided by two relief doors in forward
and two relief doors in aft cargo compartment doors.
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Boeing 747-400
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Boeing 747-400
CABIN PRESSURIZATION CONTROL SYSTEM
System mode of operation is by a cabin pressure selector panel

which provides automatic and manual modes of operation.
Output from the panel is supplied to the two cabin pressure

controllers together with data from the ADCs (air data computers),
the FMC (flight management computer) and autopilot system. The
controller A normally assumes control with each flight. The controller
B will provide back-up control as required. Thus, controller A will
control the left and right interface control unit (ICU) during the flight.
The interface control units (ICUs) integrate controller outputs and
provide the operating signals for the two outflow valves. ICU right
provides the operating signals to the right outflow valve. ICU left
provides the operating signals to the left outflow valve.
The outflow valves can be operated manually from the selector

panel through auxiliary panels P212 and P213, bypassing the
controllers and interface control units. The outflow valve position is
supplied to the interface units, controllers and selector panel.
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Boeing 747-400
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Boeing 747-400
CABIN PRESSURIZATION CONTROL SYSTEM CONTROLS AND

INDICATIONS
The cabin pressurization control system controls and indications are - ECS CMC maintenance page 2 for displaying the position of the
located in M181 CABIN PRESSURE SELECTOR on P5. left and right outflow valves in numeric form.
The controls and indications consist of: - ECS data block which displays on the main EICAS display during
certain conditions. When visible it provides pressurization system
- Left and right outflow valve parameters.
position indicators
- Main EICAS displays warning, caution and advisory messages.
- Landing altitude (LDG ALT) selector Auxiliary EICAS displays status messages.
- AUTO SELECT switch for A and B pressure controllers
- Left and right manual (MAN L, MAN R) white ON switchlights - Control display unit provides access to the central maintenance
- Outflow valves OPEN/CLOSE toggle switch computer (CMC) for ground functional tests.
Additional controls consist of:

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- FMC selector switch which selects either the right or left FMC to
provide inputs to the CPCS.
- Autopilot panel which selects the autopilot that will provide inputs
to the CPCS.
- EICAS synoptic for displaying the position of the left and right
outflow valves.

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Boeing 747-400
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Boeing 747-400
CABIN PRESSURE CONTROLLERS
The two cabin pressure controllers, A and B, provide operating

signals for the two outflow valves in automatic mode of operation.
The controllers are located in the main equipment center on racks

E1 and E2 and are electrically connected.
Each controller receives cabin pressure input through a port on the

front of the controller. Inputs from the cabin pressure control selector
panel, ICUs, ADCs and FMCs are supplied to the controllers.
Outputs from the controllers are supplied to the outflow valves

through the ICUs and to the EICAS and CMC displays.
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INTERFACE CONTROL UNITS
General
The interface control units (ICUs) receive inputs from the pressure malfunction by driving the outflow valve towards closed. If one of the
controllers and outflow valves. The ICUs serve as intermediaries by switches detects cabin altitude of 11,000 +/- 500 feet, both outflow
converting digital signals to analog signals between the CPCs and valves are driven toward closed and resets at 750 feet below the
the outflow valve assemblies. The left ICU controls the left outflow actuation altitude.
valve and the right ICU controls the right outflow valve.
This occurs in the automatic mode of operation.
The unit receives position information from the outflow valve and
transmits it to the controllers for system operation.
The unit incorporates a self-test feature to determine the operability
of itself and the outflow valve and transmits fault information digitally NOTE: Components inside the ICU are electrostatic sensitive.
to the controller for use in system maintenance.
Each unit is a LRU and mounted on brackets with fasteners.
The ICUs are located in the area aft of the bulk cargo compartment.
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Access to both ICUs is through the access door in the aft bulkhead
of the bulk cargo compartment.
Altitude Limit
Two altitude limit switches, low and high altitude, are installed in
each ICU. The switches sense cabin pressure through ports on the
side of the ICU. Only the low altitude switch is active and it limits the
cabin altitude climb in the event of a pressurization system

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Boeing 747-400
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Boeing 747-400
AUXILIARY PANELS P212 AND P213
General
The auxiliary panels P212 and P213 contain relays, resistors and
associated electrical components used for pressurization system
operation and control.
The auxiliary panels are located in the area aft of the bulk cargo
compartment adjacent to the ICUs. P213 is located on the left side
and P212 is on the right side. Access to both auxiliary panels is
through the access door in the aft bulkhead of the bulk cargo
compartment.
The electrical components in panels P212 and P213 can be tested

for continuity through the Burndy block which is accessible by
removing two screws from a cover plate.
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Boeing 747-400
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Boeing 747-400
OUTFLOW VALVES
General Maintenance Practices
The outflow valves are variable area units that control the rate of The outflow valve can be removed as an assembly with both motors,
discharge of conditioned air from the pressurized compartments. actuator and the flapper doors attached. The valve assembly is
Each valve has two flapper doors connected by tie rods and driven removed by removing all electrical connectors (ac motor, dc motor
by an actuator. The actuator consists of a gearbox case with a 115 and potentiometer), safety screen, jumper wires. The valve
volt ac motor (automatic), a 28 volt dc motor (manual), and position assembly can be removed from outside the airplane by lifting the
feedback and indication potentiometers. A metal screen over the valve up, rotating it to clear the opening in the fuselage, and lowering
valves prevents debris from entering the operating mechanisms. the valve.
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The outflow valve operation is monitored when the cabin

pressurization control system is functioning in automatic mode.
Should the automatic control of one or both outflow valves become
inoperative, an EICAS message will be displayed.
The outflow valves are located in the area aft of the bulk cargo
compartment. Access to both outflow valves is through the access
door in the aft bulkhead of the bulk cargo compartment.

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Boeing 747-400
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Boeing 747-400
OUTFLOW VALVE FLAPPER DOORS
General
The flapper doors are part of the outflow valve. They modulate to jumper from each door. Last step is to remove 4 hinge bolts and
control the rate of discharge of conditioned air from the pressurized remove flapper door.
cabins.
Retain shims.
Flapper Door Movement
NOTE: The flapper doors may be in any position except fully closed
The flapper movement is accomplished by two motors (ac and dc prior to removal. If the flapper doors are fully closed, the step bolt
motors) and an actuator on each valve. The movement of the flapper cannot be removed.
doors is controlled by the pressure controllers and the ICUs during
automatic operation. During manual operation the flapper door Outflow flapper operation is tested by operating the outflow valve in
movement is controlled by the flight crew through the manual toggle manual mode. The flapper doors should open and close as
switch on the M181 CABIN PRESSURE SELECTOR panel. commanded without binding or chattering.
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When the airplane is on the ground prior to engine start, the flapper
doors are fully open. After the airplane reaches 65 knots, the flapper
doors close slightly. During flight the flapper doors will modulate.
The safety screen must be removed to access the flapper doors. To

remove the flapper door first remove the stepped bolt. Second
remove the opposite connecting rod and disconnect the bonding

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Boeing 747-400
OUTFLOW VALVE MOTORS
AC Motor DC Motor Maintenance Practices
The ac motor provides the operating force for the outflow valve when The dc motor is removed by removing the safety screen,
the pressurization system is operating in automatic mode. disconnecting the electrical connector and removing three bolts.
Installation is the reverse procedure. Packing is installed prior to
motor installation.
AC Motor Maintenance Practices
The dc motor is tested by operating the outflow valve in manual. The
The ac motor is removed by removing the safety screen, flapper doors should open and close as commanded and indication
disconnecting the electrical connector and removing 4 bolts. of valve movement is displayed on M181, CABIN PRESSURE
SELECTOR panel.
When installing the ac motor, the outflow valve must be fully open. A
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key and pin installed on the mounting plate will provide motor
alignment, provided the flapper doors are fully open. Packing is
installed prior to motor installation.
The ac motor is tested through the central maintenance computer.
DC Motor
The dc motor provides the operating force for the outflow valve when
the pressurization system is operating in manual mode. The flapper
doors should open and close as commanded and indication of valve
movement is on M181, CABIN PRESSURE SELECTOR panel.

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Boeing 747-400
OUTFLOW VALVE ASSEMBLY
The outflow valve can be removed as an assembly with both motors,

actuator and the flapper doors attached. The valve assembly is
removed by removing all electrical connectors (ac motor, dc motor
and potentiometer), safety screen, jumper wires. The valve
assembly can be removed from outside the airplane by lifting the
valve up, rotating it to clear the opening in the fuselage, and lowering
the valve.
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Boeing 747-400
OUTFLOW VALVE POSITION INDICATION
The outflow valves position indications are on the M181 CABIN

PRESSURE SELECTOR. It consists of two indicators showing valve
position between open (OP) and closed (CL). The indicators receive
inputs of valve position from a potentiometer located on each outflow
valve.
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Boeing 747-400
OUTFLOW VALVE POSITION INDICATION EICAS DISPLAYS
General
The outflow valves position indications are also displayed on the

ECS synoptic display and the ECS maintenance page 2.
ECS Synoptic Display
The ECS EICAS synoptic display provides outflow valves position

indications in a similar format to the indications on the CABIN
PRESSURE SELECTOR panel. It consists of two indicators showing
valve position between open (OP) and closed (CL). In manual mode
the display is amber and in automatic mode the display is white.
ECS Air Supply Maintenance
The ECS air supply maintenance page 2 provides outflow valves

position indications in a numerical format. The number represents
the position of the outflow valve relative to the full open position
(1.00).
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OUTFLOW VALVE POSITION INDICATION CIRCUIT
The outflow valve position indication circuit provides information on

valve position to the M181 CABIN PRESSURE SELECTOR and to
EICAS and CMC displays.
When the valve operates, a potentiometer senses the position of the

valve and transmits a variable voltage output to the indicator on P5
and the pressure controller.
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PRESSURIZATION SYSTEM CAPABILITIES
The pressurization system is designed to provide a maximum cabin

altitude of 8,000 feet during a high altitude cruise. This results in a
cabin to ambient maximum operating differential pressure of 8.9
psid.
A typical flight (simplified) consists of taxi, takeoff, climb, cruise,

descent, landing and taxi. The pressurization system controls the
cabin pressure without exceeding the differential. During climb, the
cabin altitude increases at a controlled rate. The cabin altitude
during cruise is maintained at the lowest possible altitude. During
descent, the cabin altitude decreases at a controlled rate, and the
control system schedules the cabin altitude to be the same as
ambient altitude upon landing.
The derivation of the cabin altitude is illustrated by the following

example. If the airplane is cruising at 45,000 feet, the ambient
pressure is 2.14 psia, and the cabin pressure is 2.14 + 8.90 or 11.04
psia. This corresponds to a cabin altitude of 7,300 feet.
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CABIN PRESSURE SELECTOR PANEL AUTOMATIC MODE

CONTROLS
Landing Altitude Knob
Normally landing field altitude is supplied to the pressurization The following three failures will cause the backup controller to
system from the FMC (flight management computer). In the event of assume control:
landing field altitude signal loss from the FMC, the flight crew must
supply the landing field altitude manually using the LDG ALT knob. A - Excessive rate-of-change of cabin altitude with no corresponding
loss of FMC data will be indicated by an EICAS message. When the change in airplane altitude. (2000 ft/min)
LDG ALT knob, mounted on the selector panel is pushed and the
selector knob rotated, the landing field input (if it exists) is overriden. - Cabin-to-ambient pressure differential greater than 9.07 psi.
The manually selected landing field altitude will be displayed on the
EICAS ECS data block in increment of 50 feet from -1,000 feet to - Power loss for more than 2.00 seconds.
+14,000 feet. The word MAN follows the numerics to indicate that it
is a manual input as opposed to AUTO for automatic input using Selection of A or B on the M181 Cabin Pressure Selector panel
FMC data, i.e., 300MAN or 300AUTO. enables controller A or B respectively for automatic mode. Automatic
switchover occurs if the selected controller malfunctions.
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Cabin Altitude Control Auto Select
Automatic mode has three selections of cabin pressure control:

NORM, A and B. When NORM mode is selected, one controller
automatically assume control and the other controller becomes the
backup. In the event that the controller in command fails, the backup
controller assumes control. The control always reverts to controller A
at the time of power-up.

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GROUND AND TAKEOFF PRESSURIZATION SYSTEM

OPERATION
Ground and Takeoff (Automatic Mode)
On the ground, the outflow valves are fully open allowing cabin When in internal climb, the pressure controller assumes a cruise
altitude to be the same as the field altitude. When in the ground altitude of 39,000 feet and selects the rate of cabin altitude change
mode and the airplane groundspeed exceeds 65 knots, the accordingly. The rate of cabin altitude change should not exceed
pressurization system enters the takeoff mode and schedules the 1,000 feet/minute.
valves towards closed position. The cabin altitude decreases at 500
feet/minute (nominal) to approximately 50 feet below the field
elevation to minimize the effect of pressure bump at airplane Ground, Takeoff and Climb (Manual Mode)
rotation. If the groundspeed returns below 65 knots, the system
returns to the ground mode. If auto mode is not available, the manual mode must be activated.
The ground, takeoff and climb pressurization manual control is
achieved by the valve switches on the M181 CABIN PRESSURE
Climb (Automatic Mode) SELECTOR panel and monitoring M181 indicators and the EICAS
displays.
After rotation, the pressurization system enters the climb mode of
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operation by inputs from the air/ground system. The climb mode has
external climb and internal climb. In external climb, the pressure
controller receives climb data inputs from the flight management
computer (FMC) and the cabin during climb is controlled such that
the rate-of-change is constant. The rate of change, determined from
the FMC, should not exceed 600 sea level feet/minutes. Internal
climb is used when data is not available from the FMC.

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CRUISE, DESCENT AND LANDING PRESSURIZATION SYSTEM

OPERATION
Cruise (Automatic Mode)
The cruise mode is established when the airplane reaches an Internal descent is used when data is not available from the FMC.
altitude within 100 feet of the cruise altitude set in the FMC. The When in internal descent, the controller uses the backup descent
pressure controller in the cruise mode maintains the cabin altitude schedule stored in the controller. The descent schedule is
within the limit of +/- 25 feet at a differential pressure of up to 8.9 psi established when the airplane descends 1,000 +/- 50 feet.
by modulating the outflow valves.
The nominal descent rate is 300 feet/minute, with a maximum of 450
In the event of FMC data errors, the controller uses the internal and a minimum of 250 feet/minute. During the descent, the controller
climb/cruise schedule stored in the controller. The cruise condition is operates the outflow valves towards open position.
established when the airplane rate of climb is less than 100 feet/
minute during a 45 second interval. During descent, if the airplane altitude varies by less than +/- 250
feet for two minutes (altitude hold or slow descent), the cabin
pressure continues to increase until it reaches either the preselected
Descent and Landing (Automatic Mode) landing field altitude or the differential pressure at the start of the
descent. Following this condition, an airplane altitude change of
The descent mode has external descent and internal descent. In more than +/- 500 feet the controller reverts to ascent or descent
external descent, the pressure controller receives descent data mode of operation.
inputs from the flight management computer (FMC) and controls the
21.31.0516A-001
change of cabin altitude commensurate with the airplane rate of
descent.

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Descent and Landing (Automatic Mode) Cruise, Descent and Landing (Manual Mode)
Upon landing, the cabin altitude will be at 50 feet below the field If auto mode is not available, the manual mode must be activated.
elevation. Inputs from the air/ground system allow the controller to Cruise, descent and landing pressurization manual control is
depressurize the airplane (by opening fully the outflow valves) at a achieved by the valve switches on the M181 CABIN PRESSURE
rate of 500 feet/minute. After one minute, the rate increases to 2,000 SELECTOR panel and monitoring the M181 indicators and the
feet/minute until the internal and ambient pressures are equal. EICAS displays.
21.31.0516B-001
When the airplane enters ground mode, the pressurization system

switches over from controller A to controller B or vice versa.
Upon taking control, the controller drives the outflow valves 10

degrees toward closed, then drive the outflow valves back to their
commanded position.
In addition, the controller runs the necessary internal checks of the

controller and ICU channels to check for any possible fault. This
controller remains in command until the electrical power is shut
down.When the power is restored again after the shut down, the
control defaults to controller A and it remains in control during the
subsequent flight leg.
If the electrical power is not interrupted after the landing, i.e., touch
and go, the controller B (or A) remains in control.

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FMC, AIR/GROUND RELAY AND ADC INTERFACE WITH

PRESSURE CONTROLLERS
General
The FMC, air/ground relay and ADC inputs are interfaced with the The cabin pressure rate of climb and cabin pressure rate of descent
cabin pressure controller and affect the cabin pressure during the are calculated by dividing cabin altitude by time for climb and time
takeoff, climb, cruise and descent modes. This interface applies only for descent, respectively.
during automatic mode of operation.
The time functions are effective only when the autopilot is engaged.
The autopilot is armed on the ground and engages at an airplane
Automatic Mode altitude of 400 feet above the takeoff field elevation. The backup
schedule in the controller (internal schedule), therefore is used to
The FMC select switch, located above and to the right of the main control the pressurization until the autopilot engages at which time
EICAS display, selects either the right or left FMC to be used with FMC scheduled climb rate (external schedule) takes effect.
the cabin pressurization.
As the airplane climbs to within 100 feet of FMC input cruise altitude,
With the airplane on the ground and at least one engine on each the system enters cruise mode.
wing operating (above 45% N2 rpm), the pressure controller enters
takeoff mode and the outflow valves move towards closed position to The system initiates descent mode when FMC output indicates top
pressurize the cabin to 50 feet below the takeoff field elevation. of descent. The time until top of descent is
21.31.0517A-001
The cruise altitude input from the FMC automatically determines
cabin altitude due to predetermined differential pressure schedule.
With the AUTOPILOT and VNAV modes engaged, the FMC
calculates the time for climb, time until top of descent and time for
descent.

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Automatic Mode (cont)
continually updated by the flight crew and it should correspond to the If the system is using the internal schedule, the rate of change of
initiation of airplane descent. Initiation of descent is defined as less than 100 feet per minute during one-minute interval initiates the
descent detect. cruise mode. During cruise, the cabin pressure is maintained at +/-
25 feet.
The static pressure and barometric corrections are supplied to the
pressure controllers from the ADC. If the landing altitude input from both FMCs is lost, the LDG ALT
select knob on the M181 CABIN PRESSURE SELECTOR panel is
used to provide the landing field elevation. The controller will use the
Failure During Automatic Mode internal pressure schedule for the cabin pressure control and
initiates descent mode after an airplane descent of 1,000 +/- 50 feet.
If the selected FMC fails, an advisory message is displayed on In the event of a landing altitude input malfunction from the FMC, an
EICAS (not shown) and an operating FMC must be selected. This EICAS advisory message will be displayed.
switchover is not automatic. During FMC failure, the controller uses
internal pressure schedule to control the pressurization system. If both controllers receive auto enable signals, the tie breaker
system logic will select controller A to command.
After takeoff, if both air/ground relays fail in the ground mode, the
controller assumes that the airplane is still on the ground and
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pressurizes the cabin to 50 feet below the takeoff field elevation.
Cabin altitude will remain at 50 feet below takeoff field elevation until
the airplane's flight altitude reaches 15,000 feet. At 15,000 feet
(airplane altitude), the controller reverts from ground mode to climb
mode. The cabin altitude will begin to climb on external schedule.

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CABIN PRESSURIZATION SYSTEM AUTOMATIC MODE CONTROL

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CIRCUIT
Pressure controllers A and B provide ICU's control signals.
Based on the auto enable signals from the controllers, the ICU
selects either channel A or B and uses it for cabin pressurization
system control.
The ac motor operation is controlled by the pressure controller

through the ICU.
For automatic operation, the manual switch on M181 CABIN

PRESSURE SELECTOR panel must be in the OFF position. Relay
R351 energizes enabling the brake release.
The auto/manual relay R349 energizes enabling the AC motor. The

ac motor receives open/close signals and reference power from the
AC servo drive to operate the valve.
The valve position indication is provided to the cabin pressure

controllers and M181.
The control feedback potentiometer provides valve position

indication to the ICU.
The tachometer provides the rate at which valve position changes to

the ICU.

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21.31.0018 -001

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INTERFACE CONTROL UNIT CIRCUIT
The output from the interface control unit operates the outflow valve
in automatic mode. The ICU receives cabin pressure reference
inputs from pressure controllers A and B and selects the operating
controller through the channel select logic using auto enable signals.
The outflow valve position from the potentiometer and tachometer is
also supplied to the ICU and summed. The motor control signal from
the ICU is provided through auto/man relays to operate the AC
motor. Valve operation is subject to limit (11,000 +/- 500 feet cabin
altitude) by the altitude switch and resets at 750 feet below the
actuation altitude. Either altitude switch causes both outflow valves
to close.
The BIT Logic enables the ICU to remove itself from the system if a
fault develops.
21.31.0520 -001

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21.31.0020 -001

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OUTFLOW VALVE EICAS MESSAGES
The outflow valve EICAS messages are shown on the main and
auxiliary displays.
- OUTFLOW VLV L/R: Advisory message on main EICAS display.

Auto control of outflow valve left or right inoperative, or manual
selected
- OUTFLOW VLV L/R: Status message on auxiliary EICAS display.

Auto control of outflow valve left or right inoperative or manual
selected.
21.31.0521 -001

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21.31.0021 -001

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CABIN PRESSURIZATION MANUAL MODE
Manual operation of the pressurization system is required under any

one of the following conditions:
- Loss of both pressure controllers

- Loss of both ICUs
- Loss of both ac motors
- Loss of both ADCs
The left and right outflow valve can be operated independently in the
manual mode.
The manual mode of operation utilizes the MAN L, MAN R and

OPEN/CLOSE toggle switch on M181 CABIN PRESSURE
SELECTOR on P5. The MAN L and MAN R switches operate the
auto/manual relays in the auxiliary panels P212 and P213 to change
system operation from automatic to manual. Holding the OPEN/
CLOSE switch operates open/close relays in P212 and P213 to
open and close the valves in manual mode.
An EICAS message "outflow value L/R" will display whenever the

system is in manual mode.
21.31.0522 -001

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21.31.0022 -001

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CABIN PRESSURIZATION SYSTEM MANUAL CONTROL CIRCUIT
The manual operation of the pressurization valves is selected by the

switchlight on M181 CABIN PRESSURE SELECTOR on P5. With
the switch selected to manual, the white ON light illuminates. Relays
R351 deenergizes, arming the DC motor and applying the brake to
the AC motor. When the brake is applied, R349 deenergizes
preventing AC motor operation.
The DC motor operation is controlled by the toggle switch on M181.

Placing and holding the switch in the OPEN position energizes
R355, allowing 28 volt dc power through resistors to the motor for
opening the valve. Placing and holding the switch in the CLOSE
position energizes R356, allowing 28 volt dc power through resistors
to the motor for closing the valve. Releasing the toggle switch stops
the valve movement.
21.31.0523 -001

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21.31.0023 -001

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NOTES:

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Boeing 747-400
ECS DATA BLOCK
The ECS data block is displayed on the main EICAS display when - Manual selection of landing altitudeThe following conditions will
the secondary engine indications or the ECS synoptic or ECS also initialize and display the ECS data block:
maintenance page has been selected. The data block contains - Duct press less than 11 psi
information on pneumatic duct pressure, cabin altitude, rate of cabin - Cabin altitude (>7400 feet)
altitude change, landing altitude and pressure differential. The ECS - Cabin differential (>+8.9 psid)
data block will automatically blank when any other EICAS selection - Cabin rate of change (>700 feet/minute climb, >500 feet/minute
is made. Blanking the ECS data block minimizes a cluttered display. descent)
An ECS data block display will automatically appear for the following The ECS data block will remain displayed until the adverse condition
conditions: no longer exists and manual blanking occurs by the flight crew.
caution Messages Cabin altitude displays change color with higher cabin altitudes
- BLD DUCT LEAK (L/R) - White: -2,000 feet to +8,499 feet

- CABIN ALT AUTO - Amber: +8,500 feet to +9,999 feet
- Advisory Messages - Red: +10,000 feet and above
21.31.0524A-002
- OUTFLOW VLV (L/R)
- LANDING ALT
- Dual auto pressure controller failure
- Manual outflow valve control
- FMC landing altitude lost

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Boeing 747-400
Cabin differential pressure displays change color for increasing/

decreasing pressure.
- Increasing pressure
- White: -0.4 to +8.8
- Amber: +8.9 to +9.0
-0.5 to -0.9
- Red: +9.1 and greater
-1.0 to -2.0
- Decreasing pressure
- Red: greater than +8.9
-2.0 to -0.5
If the CPC does not receive the landing altitude data from the FMC,
the CPC will assume a default landing altitude value of 2000 feet.
The landing altitude readout will display 2000 AUTO and the EICAS
advisory message LANDING ALT will display.
If flight crew opts to enter a landing altitude via LDG ALT selector on
the CPC control panel, the elevation value will display followed by
the word MAN. This action will cause the EICAS advisory message
LANDING ALT to display.
21.31.0524B-002

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21.31.0024 -002

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FMC AND PRESSURE CONTROLLER EICAS MESSAGES
The FMC and pressure controller EICAS messages are shown on

the main and auxiliary displays.
- CABIN ALT AUTO: Caution message on main EICAS display.

Loss of input from or failure of both pressure controllers or
manual mode selected.
- LANDING ALT: Advisory message on main EICAS display.

Disagreement between FMC landing altitude selected and CPCS
controller target altitude.
- CABIN ALT AUTO A/B: Status message on auxiliary EICAS

display. Loss of ARINC bus without manual selected or fail bit set
for cabin altitude control channel A/B.
- CPCS AIR/GND: Status message on auxiliary EICAS display.

Primary and alternate air/ground signal disagreement.
21.31.0525 -001

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21.31.0025 -001

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CABIN PRESSURE SYSTEM CENTRAL MAINTENANCE

COMPUTER MESSAGES
Display
The cabin pressure system messages are displayed on the control

display unit (CDU)
Messages
- GROUND TESTS - 21 CABIN PRESSURE - GROUND TESTS

MENU
- CPCS-A or CPCS-B
Conducting the test(s), results in a display of PASS or FAIL

indication. The FAIL indication will enable display of faults for
CPCS-A or CPCS-B.
NOTE: The outflow valve will close approximately half way and then
return to the full open position.
The test is inhibited during TAKEOFF mode.
21.31.0526 -001

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21.31.0026 -001

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PRESSURIZATION CONTROL SYSTEM SUMMARY
The pressurization control system controls the cabin altitude to

provide maximum comfort for passengers with a minimum amount of
flight crew effort.
Automatic mode functions without flight crew assistance (inputs are

received from other systems). It receives inputs from the FMC, ADC.
Manual mode requires flight crew inputs to control the cabin altitude,
rate of change and other pressurization control system parameter.
This is accomplished by the flight crew controlling the movement of
the outflow valves. In manual mode, the pressure controllers and its
inputs are bypassed.
21.31.0527 -001

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21.31.0027 -001

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CABIN PRESSURIZATION RELIEF SYSTEM
The cabin pressure relief system protects the airplane and cargo
compartments against excessive differential pressures.
Indication is in the flight deck.
Protection is provided by pressure relief valves and negative

pressure relief doors.
NOTE: Pressure relief during rapid decompression is provided in the

cargo and passenger compartments.
- Forward and aft cargo compartments, vertical sidewall panels

collapse into the cargo compartments
- Bulk cargo compartment, ceiling panels collapse into the cargo

compartment
- Passenger compartment, decompression panels open
21.32.0501 -001

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21.32.0001 -001

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PRESSURE RELIEF VALVES
General
The two pressure relief valves, upper and lower, provide positive
pressure relief between the pressurized fuselage compartments and
ambient.
The valves are located on the lower left side of the fuselage in the
forward cargo compartment and are accessible by removal of the left
sidewall panel at approximately station 790.
Operation
An integral (9.75 psid) and a remote ambient sensing line (9.25 psid)
are connected to each valve. The remote sense line is connected to
a static port on the fuselage approximately eight feet forward of the
pressure relief valves. Cabin pressure is sensed through the filter
located on top of each valve.
The valves open at 9.25 psi differential pressure to vent fuselage

interior pressure to ambient. An additional relief setting of 9.75 psi
differential pressure acts as a backup.Valve open position is
indicated on EICAS in the flight deck by the valve position switch.
21.32.0502 -001

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21.32.0002 -001

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PRESSURE RELIEF VALVE COMPONENTS
Valve Installation
The pressure relief valve is attached to the fuselage skin by 16

screws around the periphery of the valve. The valve must be
installed with the integral ambient sense line mating with the opening
in the fuselage skin.
Filter Installation
Access to the filter is by removing the cargo compartment sidewall

panel. The filter is removed by unscrewing the filter cap about 1/8
turn and removing the filter element. The filter is a disposable unit
and is replaced with a new one.
21.32.0503 -001

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21.32.0003 -001

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PRESSURE RELIEF VALVE DOORS
The pressure relief valve openings are in the outside skin of the
lower left side of the fuselage. The openings are covered by two
blowout doors for each valve.
During operation of the pressure relief valve, the blowout doors open
and latch in the open position. This provides positive indication that
pressure relief has occurred. After landing, the doors must be closed
manually by pushing them shut from outside of the airplane.
21.32.0504 -001

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21.32.0004 -001

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PRESSURE RELIEF VALVE INDICATION CIRCUIT
The opening of either pressure relief valve, results in shutting down

the number 2 air conditioning pack. This reduces air flow into the
cabin.
The indication that a pressure relief valve has opened is by a valve

position switch which also provides a pack 2 trip signal. This
information is provided to the EICAS display through the ECS MISC
card and EFIS/EICAS interface units.
21.33.0501 -001

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21.33.0001 -001

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PRESSURE RELIEF EICAS MESSAGES
The pressure relief system EICAS messages are shown on the main
and auxiliary displays.
- PRESS RELIEF - advisory message on main EICAS display.

Either pressure relief valve (upper or lower) actuates and
operating packs are on and commanded to high flow.
- UPR PRESS RELIEF - status message on auxiliary EICAS

display. Upper pressure relief valve actuated
- LWR PRESS RELIEF - status message on auxiliary EICAS

display. Lower pressure relief valve actuated
21.33.0502 -001

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21.33.0002 -001

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NEGATIVE PRESSURE RELIEF DOORS
General
The four negative pressure relief doors provide negative pressure

relief between the ambient and the pressurized fuselage
compartments.
Each door is a spring loaded closed rectangular plate approximately

9 inches by 12 inches. Two doors are located in the upper section of
both forward and aft cargo compartment doors and are flush with the
fuselage skin.
The doors are normally opened before door opening by the door
operating mechanism. After the cargo door is closed and latched,
the doors are partially open (top of doors up to 0.50 inch inboard of
door skin). The partial doors opening verifies that the cargo door
latches are closed and latched. Cargo compartment pressurization
completes closure of the doors.
Operation
When the ambient pressure exceeds the internal fuselage pressure,

the doors open inward against a spring tensionallowing ambient air
to enter the fuselage. The doors crack open at approximately 0.2 to
0.4 psi and are fully open at 1 psi differential pressure.
21.32.0508 -001

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21.32.0008 -001

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CABIN ALTITUDE INDICATION AND WARNING
21.33.0503 -001
General
The cabin altitude sensed at the cabin pressure controller is

monitored in the EICAS main display (ECS block data).
Cabin Pressure Indication
A cabin pressure sensing port located in each pressure controller (A

and B) monitors cabin altitude. As cabin pressure decreases, cabin
altitude increases and at 10,000 feet the cabin altitude warning
system operates.
Normally, the primary sensor circuit (ARINC 429) monitors the cabin
altitude. If the primary output is not available, the backup sensor
circuit (analog) with the higher cabin altitude, provides the output to
the indicating system. If cabin altitude backup signals differ by more
than 800 feet, the EICAS provides a status message, CPS BACKUP
SENS.
Altitude Warning
At 10,000 feet cabin altitude a warning horn operates and master

warning lights illuminate. The cabin altitude indication on the EICAS
display (ECS BLOCK DATA) changes from white to red.

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21.33.0003 -001

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CABIN ALTITUDE FAULT EICAS MESSAGE
The cabin pressure fault EICAS message is shown on the auxiliary

display.
- CPCS BACKUP SENS: Status message on auxiliary EICAS

display. Cabin altitude backup signals differ by more than 800
feet.
21.31.0528 -001

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21.31.0028 -001

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PRESSURIZATION INDICATING AND WARNING SYSTEM
Operation
At a cabin altitude of 10,000 feet, the cabin altitude pressure sensing

circuit, an integral part of the pressure controllers, initiates a signal
for the aural warning speakers to operate, illuminates master
warning lights and provides a signal to EFIS/EICAS interface units.
Pushing a master warning light on the pilot's light shield (P72)

silences the speakers and causes the master warning lights to
extinguish.
Testing of the cabin altitude warning system is accomplished by

providing a vacuum source to the sensing port at the pressure
controllers and monitoring the speaker activation, master warning
lights illumination and EICAS displays.
21.33.0505 -001

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21.33.0005 -001

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PRESSURIZATION EICAS MESSAGES
The excessive altitude EICAS message is shown on the main

display.
- CABIN ALTITUDE: Warning message on main EICAS display.

Cabin altitude exceeds 10,000 feet
Also the digital cabin altitude on the main display will turn amber at
the cabin altitude of 8,500 feet and red at 10,000 feet and above.
21.33.0506 -001

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21.33.0006 -001

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CABIN PRESSURIZATION SYSTEM SUMMARY
Components for the cabin pressurization control system (CPCS) The back-up system consists of:
consist of:
- Two positive pressure relief valves
- Cabin pressure select panel
- Four negative pressure relief doors
- Two automatic mode pressure controllers
- 10,000 foot cabin altitude warning systemThe positive and
- Two interface control units (ICUs) negative relief components protect the fuselage from over or
negative pressurization. The cabin altitude warning system alerts
- Two auxiliary panels, P212 and P213 the flight crew of excessive cabin altitude (10,000 feet).
21.30.0504 -001
- Two outflow valves
Once the automatic mode is selected the cabin pressure select

panel, the system is completely automatic from takeoff to landing.
The EICAS and CMC provide warnings and indication of
malfunctions. In the event of an automatic mode failure, the system
has a manual mode which can be used by the flight crew.

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21.30.0004 -001

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NOTES:

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Equipment Cooling
Boeing 747-400
ELECTRONIC EQUIPMENT COOLING SYSTEM......................... 4 INBOARD VALVES ........................................................................ 48

AFT EQUIPMENT COOLING ......................................................... 6 INBOARD SUPPLY VALVE CIRCUIT ............................................ 50
AFT EQUIPMENT COOLING COMPONENTS .............................. 8 EQUIPMENT COOLING SKIN TEMPERATURE SWITCH ............ 52
AFT EQUIPMENT COOLING SYSTEM CONTROL INBOARD EXHAUST VALVE CIRCUIT ......................................... 54
CIRCUIT .................................................................................... 10 EQUIPMENT COOLING SUPPLY VALVE EICAS
AFT EQUIPMENT COOLING EICAS MESSAGE .......................... 12 MESSAGE................................................................................. 56
FORWARD EQUIPMENT COOLING ............................................. 14 EQUIPMENT COOLING INBOARD EXHAUST VALVE
EQUIPMENT COOLING INPUTS .................................................. 16 EICAS MESSAGES .................................................................. 58
FORWARD EQUIPMENT COOLING SYSTEM ............................. 18 GROUND EXHAUST VALVE ......................................................... 60
EQUIPMENT COOLING CONTROL .............................................. 20 GROUND EXHAUST VALVE CIRCUIT ......................................... 62
EQUIPMENT COOLING SYSTEM CONFIGURATION.................. 22 EQUIPMENT COOLING GROUND EXHAUST VALVE
EQUIPMENT COOLING CARD ..................................................... 24 EICAS MESSAGES .................................................................. 64
EQUIPMENT COOLING CARD EICAS MESSAGE ....................... 26 STANDBY OPERATION ................................................................ 66
NORMAL OPERATION .................................................................. 28 SINGLE FAN FAILURE .................................................................. 68
EQUIPMENT COOLING RACKS ................................................... 30 FAN FAILURE CIRCUIT ................................................................ 70
FLOW CONTROL ORIFICES ........................................................ 32 BYPASS VALVE CIRCUIT ............................................................. 72
EQUIPMENT COOLING AIR CLEANER ....................................... 34 EQUIPMENT COOLING BYPASS VALVE EICAS
EQUIPMENT COOLING FANS AND CHECK VALVES ................. 36 MESSAGES .............................................................................. 74
FAN CURRENT SENSORS ........................................................... 38 EQUIPMENT COOLING OVERHEAT SWITCH, LOW
EQUIPMENT COOLING SUPPLY FAN CIRCUIT.......................... 40 FLOW AND SMOKE DETECTORS .......................................... 76
EQUIPMENT COOLING EXHAUST FAN CIRCUIT ....................... 42 EQUIPMENT COOLING OVERHEAT SWITCH ............................ 78
EQUIPMENT COOLING SUPPLY FAN EICAS MESSAGE ........... 44 EQUIPMENT COOLING OVERHEAT SWITCH CIRCUIT ............. 80
EQUIPMENT COOLING EXHAUST FAN EICAS EQUIPMENT COOLING LOW FLOW DETECTOR ....................... 83
MESSAGES .............................................................................. 46 EQUIPMENT COOLING LOW FLOW CIRCUIT ............................ 86

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Boeing 747-400
EQUIPMENT COOLING SMOKE DETECTOR .............................. 89 DIFFERENTIAL PRESSURE SWITCH CIRCUIT .......................... 112
EQUIPMENT COOLING SMOKE DETECTION CIRCUIT ............. 92 EQUIPMENT COOLING OVERRIDE EICAS MESSAGES ............ 114
EQUIPMENT COOLING LOW FLOW EICAS MESSAGES ........... 94 EQUIPMENT COOLING CLEAN MODE ........................................ 116
SMOKE/ OVERRIDE OPERATION ............................................... 96 EQUIPMENT COOLING CLEAN MODE OF OPERATION/
SMOKE/OVERRIDE VALVE .......................................................... 98 GROUND TEST CIRCUIT ......................................................... 118
SMOKE/ OVERRIDE VALVE CIRCUIT ......................................... 100 EQUIPMENT COOLING SYSTEM CENTRAL
EQUIPMENT COOLING SMOKE/OVERRIDE VALVE MAINTENANCE COMPUTER MESSAGES .................................. 120
EICAS MESSAGE ..................................................................... 102 EQUIPMENT COOLING SUMMARY ............................................. 123
E6/E9 VALVE ................................................................................. 104 EQUIPMENT COOLING CONTROLL SUMMARY (1) ................... 126
E6/E9 VALVE CIRCUIT ................................................................. 106 EQUIPMENT COOLING CONTROL SUMMARY (2) ..................... 128
EQUIPMENT COOLING E6/E9 VALVE EICAS MESSAGE ........... 108 EQUIPMENT COOLING CONTROL SUMMARY (3) ..................... 130
EQUIPMENT COOLING DIFFERENTIAL PRESSURE
SWITCH .................................................................................... 110

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NOTES:

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ELECTRONIC EQUIPMENT COOLING SYSTEM
General
Operating electrical/electronic equipment generates heat. Equipment The main equipment center is located below the main cabin floor just
which has been exposed to heat for prolonged periods of time can aft of the nose gear wheel well. Access is from the forward cargo
experience a shortened life and premature failure. compartment or through a hatch aft of the nose gear.
The equipment cooling system removes the heat through the use of The center equipment center is located below the forward cargo
cooling airflow. Heated airflow removed from the equipment is compartment floor. Access is through a hatch located aft of the nose
ducted into the forward cargo compartment or overboard. gear and forward of the air conditioning bays on the lower fuselage
between the racks.
The equipment cooling system incorporates a forward and aft
system. The aft system provides draw through cooling and is The aft equipment center is located on an overhead bracket inside
automatic in operation. The forward system provides both blow the main cabin aft of the left number 5 door. Access is through a
through and draw through cooling. ceiling panel. Satellite communications is cooled by the aft system.
The equipment cooling system operating logic is affected when

21.58.0501 -002
forward cargo air conditioning is selected ON.
Electronic Equipment
Electronic equipment is rack mounted in various locations

throughout the airplane. Cooling airflow to the equipment is provided
by an equipment cooling system.

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21.58.0001 -002

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AFT EQUIPMENT COOLING
The aft equipment draw through cooling system provides cooling

airflow for the aft equipment center and Satellite Communications
(SATCOM). Airflow for the aft system is provided by ducting
connected to the lavatory/galley ventilation fans.
The system consists of an overhead duct connected to the fans aft

of the bulk cargo compartment. Tubes connect the equipment to the
main vent duct. The heated airflow removed from the equipment
exits the airplane through the pressurization outflow valves.
Fan operation is automatic with electrical power applied to the

airplane. If the primary fan fails, the secondary fan automatically
operates.
21.58.0502 -001

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21.58.0002 -001

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AFT EQUIPMENT COOLING COMPONENTS
General Check Valves
The aft equipment cooling is part of the lavatory/galley ventilation NOTE: The pin must be installed vertically to ensure proper
system. It consists of two fans and two check valves, connected to operation.
an overhead ventilation duct. The aft equipment cooling system
provides draw through cooling and directs the heated air overboard The check valves are mounted in line downstream of the fans and
through the pressurization outflow valves. are installed with quick disconnect couplings.
21.58.0503 -001
The aft system provides cooling for the aft equipment center (E-8)
and the satellite communications system.
Fans
The fans are single stage fans with integral induction motors using
115 volts ac three phase power. The primary fan normally operates
and the secondary fan operates automatically if the primary fan fails.
The fans incorporate internal thermal overheat switches for
protection.
The two identical fans are located aft of the bulk cargo compartment
on the right side and are installed with bolts through a shock mount
and quick disconnect coupling to the ducts.

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21.58.0003 -001

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AFT EQUIPMENT COOLING SYSTEM CONTROL CIRCUIT
Aft equipment cooling fan operation is automatic when electrical

power is applied and the forward or aft cargo compartment fire
switch is not armed (cargo fire cutoff relay).
Power passes through the relaxed contacts of the secondary fan

control relay to energize the primary fan control relay if the fan does
not have an overheat condition. If the fan does not operate within 5
seconds the primary fan current sensor completes the circuit to
operate the secondary fan.
Fan operation is sensed by a current sensor and monitored by the

ECS Miscellaneous card. The card sends failure information to the
EIUs for display on EICAS.
21.58.0504 -001

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21.58.0004 -001

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AFT EQUIPMENT COOLING EICAS MESSAGE
The aft equipment cooling EICAS message is shown on the auxiliary

display.
- LAV-GALLEY FANS: status message on the auxiliary EICAS

display. The primary and secondary lavatory/galley vent fans fail.
(60 sec TD).
21.58.0550 -001

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Boeing 747-400
21.58.0050 -001

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Boeing 747-400
FORWARD EQUIPMENT COOLING
General
The forward equipment cooling system provides cooling for the main - OAT less than 45°F (7°C): heated air circulated from the
equipment center, center equipment center, flight deck instruments equipment and delivered to the forward cargo compartment
and electronic/electrical components.
- OAT greater than 45°F (7°C): heated air dumped overboard
Cooling airflow is provided by two fans. One fan supplies airflow
(blow through), the other provides exhaust (draw through). Both fans - ENGINES READY: same as OAT less than 45°F (7°C) and
operate on the ground and in flight. The supply fan supplies cooling enables the forward cargo heat system
air to the equipment while the exhaust fan draws heated air from the
equipment. Airflow through the supply fan is filtered by an air - FLIGHT: this mode is the same as engines ready except the
cleaner. airplane is in flight
Supply air is taken from the forward cargo compartment sidewall or Operation with cargo A/C ON
recirculated within the system (cooling loop configuration). Valves
control the direction of the airflow through the system. Equipment - GROUND: equipment cooling air dumps overboard
exhaust air is ducted overboard or ducted to the forward cargo
compartment for cargo compartment heating. - ENGINES READY: closed loop with air continuously recirculated
Sensors are incorporated to monitor low flow, overheat, smoke - FLIGHT: same as engines ready, dependent on airplane altitude
condition and outside air (skin) temperature (OAT)Operation with or descent
cargo A/C OFF
21.58.0505 -002

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Equipment Cooling
Boeing 747-400
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING INPUTS
General
The equipment cooling system uses inputs to select an optimum

cooling loop configuration. The inputs command valves to an open
or closed position, directing air through the system.
Equipment Cooling Inputs
- Mode selector switch position: NORM-STBY-OVRD
- Air ground relays: ground/air
- Skin sensed temperature: Outside Air Temp (OAT) less than

45°F (7°C), Outside Air Temp (OAT) greater than 45°F (7°C)
- Engine operation: two engines operating (ready for flight)
- Forward cargo air conditioning
- Pressurization system: descent detect, greater than 15,000 ft

airplane altitude
21.58.0515 -002

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Boeing 747-400
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Issue: Page 17
Training E & M
Equipment Cooling
Boeing 747-400
FORWARD EQUIPMENT COOLING SYSTEM
The forward equipment cooling system is located aft of the nose

gear and forward of the air conditioning bays. Access is through the
The system consists of fans, valves, cleaner, sensors and ducting.

These components are located in the sidewalls and under the floor
of the forward cargo compartment. Ducting delivers cooling airflow to
the flight deck components, main equipment center, and center
equipment center.
21.58.0506 -001

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Boeing 747-400
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Issue: Page 19
Training E & M
Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING CONTROL
The equipment cooling control switch is located in module M7352,

TEMPERATURE CONTROL on P5. The switch has three selections,
which are NORM, STBY and OVRD.
The NORM position is normally used for ground and in flight

operation.
The STBY position is used to close the ground exhaust valve if the
NORM position fails to close the valve. When cargo air conditioning
system is operating, the STBY position will not close the ground
exhaust valve.
The OVRD position is used for smoke evacuation in the equipment

cooling system, or after a dual fan failure. This position is used only
in flight.
A clean mode is automatically selected every tenth descent. The

clean mode is the same as override and is commanded for two
minutes to remove contaminates from the ducting. The clean mode
operates only when the r switch is in the NORM position.
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Equipment Cooling
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Issue: Page 21
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING SYSTEM CONFIGURATION
The equipment cooling system configuration is controlled by selector

switch position, ambient temperature, engines operating,
compartment temperature, fan failure, and cargo fire system armed.
21.58.0549 -001

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Equipment Cooling
Boeing 747-400
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Issue: Page 23
Training E & M
Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING CARD
The equipment cooling card monitors the positions of the equipment

cooling valves in relation to the selected operating modes. If a valve
is not in the commanded position, the equipment cooling card
transmits this information to the EICAS through the EIUs. The
equipment cooling card control output commands a clean mode
every 10 descent detects. The valves and fans are commanded to
the override mode for two minutes.
21.58.0561 -001

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Equipment Cooling
Boeing 747-400
21.58.0061 -001

Issue: Page 25
Training E & M
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Boeing 747-400
EQUIPMENT COOLING CARD EICAS MESSAGE
The equipment cooling CARD EICAS messages are shown on the

main and auxiliary display.
>E/E CLNG CARD: Advisory message on main EICAS display.

Equipment cooling card fail or ARINC 429 invalid or missing
(ground only).
- Status message on the auxiliary EICAS display. Equipment

cooling card fail or ARINC 429 invalid or missing.
21.58.0564 -001

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Equipment Cooling
Boeing 747-400
21.58.0064 -001

Issue: Page 27
Training E & M
Equipment Cooling
Boeing 747-400
NORMAL OPERATION
Operation in the NORM mode configures the cooling system. The

open or inboard/overboard cooling loop is a function of outside air
temperature and airplane status, except when the forward cargo air
conditioning system is operating.
Cooling air is drawn from the forward cargo compartment sidewall by

the supply fan through the open inboard supply valve. The air
passes through the cleaner and is supplied to the flight deck, main
and center equipment centers. The exhaust fan draws the air from
the cooling areas through the smoke detector.
On the ground, if the skin temperature is greater than 45°F (7°C),

the air is discharged overboard through the open ground exhaust
valve. If the skin temperature is less than 45°F (7°C), the air is
discharged to the forward cargo compartment through the open
inboard exhaust valve.
After engine start (one on each wing), the ground exhaust valve
closes and cooling air is discharged to the forward cargo
compartment.
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Boeing 747-400
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING RACKS
General Flow Control
Cooling racks support electronic equipment and provide a controlled Each metering plate has orifice plugs and a plate seal. The plugs
source of cooling airflow for the equipment. Each rack contains ensure designed cooling airflow paths to specific equipment needs.
stations with electrical connections. A decal at each equipment station indicates which orifices must
remain open.
Features NOTE: Before installation of equipment onto the rack, check that
orifice plugs are installed per decal.
The racks consist of shelving within a frame assembly. Each shelf
21.58.0509 -001
incorporates supply and exhaust airflow connections. A metering
plate is installed at each station. The metering plate has drilled
orifices for cooling air. Cooling air enters the bottom of the rack and
exits from the top.
The main equipment center racks have an exhaust plenum mounted

above the rack which removes the heated exhaust air from the rack
area. The E6/E9 rack has no provisions for exhaust air. This air is
directed into the forward cargo compartment.

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Equipment Cooling
Boeing 747-400
FLOW CONTROL ORIFICES
General
Flow control orifices restrict flow in the supply and exhaust

equipment cooling ducting. The control orifices are installed in the
supply and exhaust ducting at duct connection points.
Features
The control orifices are stamped from sheet aluminium. Control

orifice tabs are approximately 3 inches long and have an orifice
diameter identifier number on the tab. The tabs are bent during
installation on the ducting so the identifier number is exposed. Inner
diameters vary from .45 inches in a 1 inch duct through 3.1 inches in
a 4.5 inches duct.
Should a control orifice be removed, ensure it is reinstalled in the

same location. The illustrated parts manual, by part number,
identifies the correct location. An incorrect diameter orifice
installation can result in premature system failure due to improper
cooling airflows.
21.58.0510 -001

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Boeing 747-400
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING AIR CLEANER
General Maintenance Practices
The air cleaner is used to clean supply air for the main and center The air cleaner is secured to the shroud by six bolts connected to
equipment centers. the ducting.
The air cleaner is mounted to a shroud connected to the outlet of the The air cleaner requires periodic cleaning by washing with soap and
supply fan. Access is gained from the forward cargo compartment water, rinsing thoroughly and drying with compressed air.
left sidewall partition.
21.58.0511 -001
The air cleaner consists of a housing, separators and gaskets. The

separators consist of a body, vortex generator, scavenge
arrangement and an outlet tube. The air cleaner has an efficiency of
85% for particles greater than 15 microns. A purge line connects to
the air cleaner housing and discharges contaminants in the left
sidewall of the forward cargo compartment.
Operation
Air entering the air cleaner is swirled by the vortex generators. This
swirling motion causes the heavier dirt particles and water droplets
to be thrown outward toward the wall of the body. Contaminated air
enters the purge line for dumping. Clean air proceeds through the
outlet of the tubes.

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Equipment Cooling
Boeing 747-400
21.58.0011 -001

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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING FANS AND CHECK VALVES
Fans Check Valves
The forward equipment cooling fans are located in the forward cargo The equipment cooling check valves are identical. The valve
compartment. The fans are accessed by removing the cargo consists of two flappers hinged about a pin.
sidewall liner.
NOTE: The pin must be installed vertically to ensure proper
The supply fan is located on the left forward side, between the operation.
airplane skin and the cargo liner. The exhaust fan is located on the
right side between the airplane skin and the cargo liner. The valves are retained by four clamps attached to the ducting. The
supply fan check valve is located parallel to the supply fan. The
The supply and exhaust fans are identical and interchangeable. The exhaust fan check valve is located below the cargo loading floor
fans are a single stage fan with an integral induction motor. The fans near the airplane centerline.
operate from 115 volt ac three-phase power. Internal thermostats
21.58.0512 -001
serve as a thermal protector for each phase winding, opening at
300°F (149°C). The fans operate at 11,400 RPM and will move
approximately 1300 cubic feet of air per minute. (37mn.).
Fan retention is accomplished by bolts through a shock mount

assembly. Duct connection to the fans is provided by quick
disconnect clamps. An inspection door within the duct can be
removed to inspect for foreign objects at the fan inlet.
CAUTION: THE EQUIPMENT COOLING FANS AND CHECK

VALVES ARE SIMILAR BUT ARE NOT IDENTICAL
WITH THE LAV/GALLEY FANS AND CHECK
VALVES.

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Equipment Cooling
Boeing 747-400
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Equipment Cooling
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FAN CURRENT SENSORS
General
Fan current sensors are used within the equipment system to

monitor fan operation. The sensors monitor current flow through
system wiring for the supply and exhaust fans and provide system
fail logic. The sensors for the lav/galley vent fan command an auto
transfer, should the primary fan fail.
Location
The sensor for the supply fan is mounted in the P414 rack and the
exhaust fan sensor is mounted in the P415 rack. Both sensors for
the lav/galley vent fans are mounted in the P84 rack.
Removal/Installation
The sensors are installed with two shaft bolts which thread into an
anchor nut attached to the rack drip shield. Wires pass from the
associated wire bundles through the sensor to a relay.
21.58.0513 -001

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Boeing 747-400
21.58.0013 -001

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Training E & M
Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING SUPPLY FAN CIRCUIT
The equipment cooling supply fan operates in the NORM and STBY When forward cargo air conditioning is ON a fan failure is simulated
modes of operation. to provide a closed loop configuration.The fan does not operate in
OVRD (R8388 energized) or CLEAN (R7518 energized) mode.
Mode selector switch position completes the circuit through the fan Selection of equipment cooling ground test on the CMC energizes
overheat switches to energize the equipment cool supply fan relay the clean mode relay R7518 for 25 seconds, terminating fan
R7447. The energized relay allows 115 volts ac power to operate operation.
the fans.
Arming the forward or aft cargo compartment fire switch (R8082
If the fan does not operate within 10 seconds, relay R7448 energized) automatically commands the override mode of operation.
energizes, disconnecting power to relay R7447.
21.58.0562 -002
Fan failure is sensed by loss of current passing through the fan
current sensor. Loss of fan motor current is indicated through the
EFIS/EICAS interface units. If the cause of the fan failure has been
corrected, the system is reset by the EQUIP COOLING switch from
NORM or STBY to OVRD for 30 seconds and back to NORM or
STBY.

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Equipment Cooling
Boeing 747-400
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING EXHAUST FAN CIRCUIT
The equipment cooling exhaust fan operates in the NORM and Arming the forward or aft cargo compartment fire switch (R8082
STBY modes of operation. energizes) automatically commands the override mode of operation.
21.58.0563 -002
Mode selector switch position completes the circuit through the fan
overheat switches to energize the equipment cool exhaust fan relay
R7450. The energized relay allows 115 volts ac power to operate
the fans.
If the fan does not operate within 10 seconds, relay R7449

energizes, disconnecting power to relay R7450.
Fan failure is sensed by loss of current passing through the fan

current sensor. Loss of fan motor current is indicated through the
EFIS/EICAS interface units. If the cause of the fan failure has been
corrected, the system is reset by the EQUIP COOLING switch from
NORM or STBY to OVRD for 30 seconds and back to NORM or
STBY.
When forward cargo or conditioning is ON a fan failure is simulated

to provide a closed loop configuration.The fans will not operate in
OVRD (R8388 energizes) or CLEAN (R7518 energizes) mode.
Selection of equipment cooling ground test on the CMC will energize
the clean mode relay R7518 for 25 seconds, terminating fan
operation.

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EQUIPMENT COOLING SUPPLY FAN EICAS MESSAGE
The equipment cooling fans EICAS messages are shown on the

auxiliary display.
- EE CLNG SUP FAN: status message on the auxiliary EICAS

display. Equipment cooling air supply fan fail. (10 sec TD)
21.58.0551 -001

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Equipment Cooling
Boeing 747-400
21.58.0051 -001

Issue: Page 45
Training E & M
Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING EXHAUST FAN EICAS MESSAGES
The equipment cooling fans EICAS messages are shown on the

main and auxiliary displays.
- EQUIP COOLING: caution message on the main EICAS display.

Equipment cooling exhaust fan fail with either the inboard exhaust
valve or the bypass valve not in the commanded position.
- EE CLNG EXH FAN: status message on the auxiliary EICAS

display. Equipment cooling air exhaust fan fail. (10 sec TD)
21.58.0560 -001

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Equipment Cooling
Boeing 747-400
21.58.0060 -001

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Equipment Cooling
Boeing 747-400
INBOARD VALVES
General Manual Operation
The equipment cooling system uses three identical nine-inch The manual override allows manual positioning of the valve. Rotating
diameter electrically driven valves. These are the inboard supply the manual override knob counterclockwise closes the valve. The
valve, inboard exhaust valve and a bypass valve. Each valve is electrical connector must be disconnected from the valve when
installed with two quick-disconnect clamps. operating the valve in manual mode.
21.58.0516 -001
The valves consist of an actuator mounted on a valve body. The

actuator consist of an electric motor, filter, limit switches, electrical
connector, visual position indicator and a manual override.
Operation
The valves use 115 volt ac power. With power applied to the open
side of the valve motor, the output shaft rotates the valve disk until
contact is made to the open limit switch. Limit switch actuation
removes power from the actuator.
The visual position indicator is a pointer attached to the end of the

output shaft.

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Equipment Cooling
Boeing 747-400
21.58.0016 -001

Issue: Page 49
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INBOARD SUPPLY VALVE CIRCUIT
Operation
The inboard supply valve is normally open. The valve is closed by

placing the EQUIP COOLING switch to the OVRD position or closes
automatically when fan failure occurs.
Placing the switch to OVRD or with fan failure (R7447 or R7450), the
inboard supply valve relay R7439 energizes, allowing power to close
the inboard supply valve.
During the CLEAN MODE COMMAND, relays R7518, R7443 and

R7439 energize and the inboard supply valve closes automatically
for two minutes.
Valve operation can be tested by the CMC.
NOTE: When forward cargo air conditioning is ON, the inboard

supply valve circuit is controlled by forward cargo air conditioning
operating logic.
Indication
Valve failure is indicated through the equipment cooling card to the

EIUs and EICAS.
21.58.0517 -002

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Issue: Page 51
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Equipment Cooling
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EQUIPMENT COOLING SKIN TEMPERATURE SWITCH
General
The skin temperature switch measures outside air temperature by

monitoring the temperature of the airplane skin. It operates at 45°F
(7°C).
Location
The skin temperature switch is located below the cargo loading

system aft of the main equipment center. The switch is accessed
from the forward cargo compartment and mounts in a boss that is
rivited to the airplane skin
21.58.0518 -001

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Issue: Page 53
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Boeing 747-400
INBOARD EXHAUST VALVE CIRCUIT
Operation
The inboard exhaust valve is normally open.
When the airplane is on the ground and the skin temperature During the CLEAN MODE COMMAND, relays R7518, R7443 and
exceeds 45°F (7°C), the skin temperature switch relay R7445 R7440 energize and the inboard exhaust valve closes for two
relaxes and the inboard exhaust valve relay R7440 energizes minutes.Valve operation can not be tested by the CMC.
allowing power to close the inboard exhaust valve. When one engine
on each wing is started, relay R7446 energizes and relay R7440 NOTE: When forward cargo air conditioning is ON, the inboard
relaxes and the valve opens. exhaust valve circuit is controlled by forward cargo air conditioning
operating logic.
Placing the EQUIP COOLING switch to OVRD or with fan failure
(R7447 or R7450), the inboard exhaust valve relay R7440
energizes, allowing power to close the inboard exhaust valve. Indication
When the forward or aft cargo fire switch is armed, relay R8082 Valve failure is indicated through the equipment cooling card to the
energizes, allowing relay R7518 and relay R7443 to energize, and EIUs and EICAS.
the inboard exhaust valve closes.
21.58.0519 -002

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Issue: Page 55
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EQUIPMENT COOLING SUPPLY VALVE EICAS MESSAGE
The equipment cooling supply valve EICAS message is shown on

the auxiliary display.
- EE CLNG SUPPLY V: status message on the auxiliary EICAS

display. Supply valve not in commanded position. (10 sec TD).
21.58.0552 -001

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21.58.0052 -001

Issue: Page 57
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING INBOARD EXHAUST VALVE EICAS

MESSAGES
The equipment cooling inboard exhaust valve EICAS messages are

shown on the main and auxiliary displays.

Exhaust fan fail with either inboard exhaust valve or the bypass
valve not in commanded position.
- EE CLNG INBD EXH: status message on the auxiliary EICAS

display. Inboard exhaust valve not in commanded position. (10
sec TD).
21.58.0559 -001

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21.58.0059 -001

Issue: Page 59
Training E & M
Equipment Cooling
Boeing 747-400
GROUND EXHAUST VALVE
General Manual Operation
The equipment cooling system uses a motor actuated flapper as an Manual operation of the valve is performed from outside the
equipment cooling ground exhaust valve, consisting of a flapper airplane, using a 3/8 - inch drive handle. Rotation of the manual
operated by an electrical actuator. The valve incorporates a manual drive, turns a rod which drives the gearbox. The gearbox drives the
drive fitting for manual operation. Valve opening retracts the flapper linkage assembly. The clutch prevents back-driving the actuator.
inside the airplane. The flapper closes flush with the skin of the The electrical connector must be disconnected from the valve when
airplane. operating the valve in manual.
21.58.0520 -001
The ground exhaust valve is accessed below the forward cargo

compartment floor. The valve is located near the centerline of the
airplane, in the forward portion of the forward cargo compartment.
Operation
The ground exhaust valve is closed prior to flight. The valve will
open on the ground when selector is in NORM, outside air
temperature is greater than 45°F (7°C), and engines are not
operating.The actuator operates from 115 volts ac power. Actuator
rotation drives a clutch and gearbox. The gearbox drives a linkage
assembly to open or close the flapper. Driven to the closed position,
the linkage drives over-center for positive closure.
Limit switches remove power from the actuator when the flapper
reaches the full open or closed position.

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GROUND EXHAUST VALVE CIRCUIT
Operation
The ground exhaust valve is open only on the ground with the NOTE: When forward air conditioning is ON, the ground exhaust
EQUIP COOLING switch in the NORM position, engines not valve circuit is controlled by forward cargo air conditioning operating
operating and the skin temperature above 45°F (7°C). logic.
When the skin temperature is below 45°F (7°C), skin temperature

switch relay R7445 energizes, ground exhaust valve relay R7442 Indication
relaxes allowing power to close the ground exhaust valve.
When one engine on each wing is started, relay R7446 energizes EIUs and EICAS.
and relay R7442 relaxes and the valve closes. The valve can also
be closed by placing the EQUIP COOLING switch to the STBY
21.58.0521 -002
position, relay R7442 relaxes and the valve closes.
Placing the switch to OVRD or with fan failure (R7447 or R7450), the
ground exhaust valve relay R7442 de-energizes, allowing power to
close the ground exhaust valve.
When the forward or aft cargo fire switch is armed, relay R8082
energizes, allowing relay R7518 to energize and relay R7442 to
de-energize, and the inboard exhaust valve closes automatically.

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Issue: Page 63
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EQUIPMENT COOLING GROUND EXHAUST VALVE EICAS

MESSAGES
The equipment cooling ground exhaust valve EICAS messages are

shown on the main and auxiliary displays.

Ground exhaust valve not in closed position prior to flight.
- EE CLNG GND EXH: status message on the auxiliary EICAS

display. Ground exhaust valve not in closed position prior to flight.
(10 sec TD)
21.58.0553 -001

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21.58.0053 -001

Issue: Page 65
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STANDBY OPERATION
This mode requires the EQUIP COOLING switch to be positioned to

STBY. This mode is used if the ground exhaust valve does not close
when commanded. The ground exhaust valve will not close with the
switch in STBY when the airplane is on the ground, the engines are
not running, and cargo A/C is operating.
Cooling air is drawn from the forward cargo compartment sidewall by

the supply fan through the open inboard supply valve. The air
passes through the cleaner and is supplied to the flight deck, main
and center equipment centers. The exhaust fan draws the air from
the cooling areas through the smoke detector and discharged to the
If the ground exhaust valve remains open after selection to STBY,

the valve can be manually closed for dispatch requirements.
21.58.0522 -002

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SINGLE FAN FAILURE
This mode is automatic in NORM or STBY if a single fan failure

occurs on the ground or in flight. Crew action is not required.
The closed loop is initiated by the cargo A/C system under the
following conditions:
- Cargo A/C selected ON
- Descent detect or <15,000 feet altitude
The inboard supply valve, the inboard exhaust valve, and ground
exhaust valve are closed. Airflow is forced through the system to
cool the equipment by the operating fan. Air is drawn from the
equipment by the operating fan. The air is directed to the open
bypass valve and re-enters the system.
This is a closed loop configuration. Cargo compartment heating is

inhibited at this time.
21.58.0523 -002

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Issue: Page 69
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FAN FAILURE CIRCUIT
The fan operation is sensed by the supply fan relay R7447 and the
exhaust fan relay R7450. When a fan fails, the fan relay is
de-energized and the bypass valve relay R7441, inboard supply
valve relay R7439 and inboard exhaust valve relay R7440 energize
through the smoke/override relay R7443. The inboard supply and
exhaust valves close, the bypass valve opens and the ground
exhaust valve also closes if it is not already closed. This allows the
operating fan to provide a closed loop cooling configuration.
When a dual fan failure occurs, placing the EQUIP COOL switch to
the OVRD position enables the differential cooling (effective in the
air only).
Fan failure is indicated through the equipment cooling card to the

EIUs and EICAS.
When forward cargo air conditioning is ON, a fan failure is simulated

(both four operate) to provide a closed loop configuration from
takeoff mode (one engine operating on each wing) to 15,000 feet
airplane altitude and from descent detect to engine shutdown.
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BYPASS VALVE CIRCUIT
Operation
The bypass valve is normally closed. The valve opens automatically

when fan failure occurs. When the supply or exhaust fan fails, relay
R7447 or R7450 relaxes and bypass valve relay R7441 energizes
allowing power to open the bypass valve.
During the CLEAN MODE COMMAND the bypass valve does not
operate.
Valve operation can not be tested by the CMC.
Indication

EIUs and EICAS.
21.58.0525 -002

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Issue: Page 73
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EQUIPMENT COOLING BYPASS VALVE EICAS MESSAGES
The equipment cooling bypass valve EICAS messages are shown

on the main and auxiliary displays.

Equipment cooling exhaust fan fail with either the inboard exhaust
valve or bypass valve not in the commanded position.
- EE CLNG BYPASS V : status message on the auxiliary EICAS

display. Bypass valve not in commanded position. (10 sec TD)
21.58.0554 -001

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21.58.0054 -001

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EQUIPMENT COOLING OVERHEAT SWITCH, LOW FLOW AND

SMOKE DETECTORS
The equipment cooling system incorporates components to alert the

crew of overheat, low flow and smoke conditions in the equipment
cooling system.
The overheat switch is located in the supply duct forward of the air
cleaner. The low flow detectors are located at the inlet of the E1 and
E2 racks and at the inlet to the cooling air supply to the P1, P2 duct.
The smoke detector is located aft and outboard of the supply fan.
Should an overheat, low flow or smoke condition occur, the flight

crew will select OVRD. Should one of these conditions occur on the
ground, terminate system operation and troubleshoot.
21.58.0526 -001

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21.58.0026 -001

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EQUIPMENT COOLING OVERHEAT SWITCH
General
The overheat switch provides overheat detection for the equipment

cooling system. The switch closes at 130°F (54°C°). The ground
crew call horn sounds with an overheat condition on the ground.
Reset is automatic after the system cools down to 120°F (49°C).
Location
The overheat switch is accessed from the forward cargo

compartment. The switch is mounted in the cooling supply ducting
forward of the air cleaner.
21.58.0527 -001

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21.58.0027 -001

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EQUIPMENT COOLING OVERHEAT SWITCH CIRCUIT
The equipment cooling overheat switch provides indication of an

overtemperature condition above 130°F (54°C).
Switch closure at the overheat temperature supplies a signal to the

EFIS/EICAS interface units for overheat indication. After a 55
second time delay with the airplane on the ground, the ground crew
call horn will sound.
21.58.0528 -001

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21.58.0028 -001

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EQUIPMENT COOLING LOW FLOW DETECTOR
Two identical and interchangeable low flow detectors are used to

provide system protection. An insufficient airflow rate will be sensed
by one or both detectors. The detectors provide flight deck
indication. A sensed low flow condition on the ground activates the
ground crew call horn and the flight deck indications.
The detectors are mounted in the supply ducting threaded into a

duct mounted boss. One detector is dedicated to main equipment
cooling at the E1 and E2 equipment racks. The second detector is
used to monitor flight deck equipment located at the inlet to the P1,
P2 and P3 supply ports.
21.58.0529 -001

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21.58.0029A-001

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NOTES:

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21.58.0029B-001

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EQUIPMENT COOLING LOW FLOW CIRCUIT
Operation
The detectors are powered by 28 volts dc. When a low flow

condition is sensed, the detector sends an alarm output signal to the
EFIS/EICAS interface units and ground crew call horn circuit.
The detectors provide for low flow indication for flight deck
equipment and the main equipment center.
A low flow condition in flight requires selection to OVRD to restore

adequate cooling. Selection to OVRD interrupts the equipment
cooling low flow circuit by energizing the equipment cooling disable
relay. The differential pressure switch mounted on the E1/E2 plenum
provides the output signal for flow indication during OVRD mode
operation.
Test
The low flow detectors are tested by the CMC.
21.58.0530 -001

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Equipment Cooling
Boeing 747-400
21.58.0030 -001

Issue: Page 87
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Equipment Cooling
Boeing 747-400
EQUIPMENT COOLING SMOKE DETECTOR
General Test
The equipment cooling smoke detector provides flight deck The detector test LED is in series with the pilot lamp. The pilot lamp
indication of smoke present in equipment cooling airflow. must be operational for the test LED to function. The test LED
energizes the electronic circuit by the test LED beam to the photo
The smoke detector is mounted in a bracket on the left sidewall cell.
above and aft of the equipment cooling supply fan.
The smoke sampling port is downstream of the exhaust fan and the Maintenance Practices
draw through (suction) is upstream of the supply fan.
Detector lamp replacement is accomplished by removing the
protective cover.
Operation
NOTE: Replacement bulbs must conform to a specific part number
The detector consists of a pilot lamp, light trap, photo cell, test LED for proper detector operation.
and electronic circuit. The pilot lamp beam is directed to the light
21.58.0531 -001
trap. Smoke present in the airflow causes the light from the pilot
lamp to reflect to the photo cell. Reflected light to the photo cell
energizes the electronic circuit.

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Equipment Cooling
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21.58.0031A-001

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NOTES:

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Equipment Cooling
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21.58.0031B-001

Issue: Page 91
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Equipment Cooling
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EQUIPMENT COOLING SMOKE DETECTION CIRCUIT
General
Smoke in the equipment cooling system is sensed by a smoke

detector installed between the supply air line and exhaust air line.
Pressure differential causes a continual flow of air through the
detector for sampling. When smoke is sensed, the smoke detector
provides a ground logic signal to the EIUs.
Operation
Light reflected from the smoke particles passing through the detector
causes a decrease in resistance to the photo diode. This signal is
amplified sufficiently to close an electronic switch, which energizes a
relay to provide a smoke detector output.
The output signal is connected to EICAS through the EIUs.
Test
The smoke detection system is tested by the CMC.
21.58.0532 -001

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Equipment Cooling
Boeing 747-400
21.58.0032 -001

Issue: Page 93
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EQUIPMENT COOLING LOW FLOW EICAS MESSAGES
The equipment cooling low flow EICAS messages are shown on the

Low flow in equipment cooling air supply duct or low flow in flight
deck supply duct or smoke detected in equipment cooling air
exhaust or equipment cooling air supply overtemperature.
- EQUIPMENT TEMP: status message on the auxiliary EICAS

display. Equipment cooling air supply overtemperature. (40 sec
TD).
- EQUIP LOW FLOW: status message on the auxiliary EICAS

display. Low flow in equipment cooling air supply duct. (40 sec
TD).
- FLT DK LOW FLOW: status message on the auxiliary EICAS

display. Low flow in flight deck air supply duct. Inhibited by EQUIP
LOW FLOW. (40 sec TD).
- EQUIPMENT SMOKE: status message on the auxiliary EICAS

display. Smoke detected in equipment cooling air exhaust.
21.58.0555 -001

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21.58.0055 -001

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SMOKE/ OVERRIDE OPERATION
The override mode is used only in flight. This mode is selected when
an equipment cooling overheat, low flow, smoke sensed, or a dual
fan failure occur in the equipment cooling system. The override
mode is automatic when the forward or aft cargo fire switch is placed
to armed.
This mode provides cooling airflow by ambient differential pressure.

Placing the EQUIP COOLING switch to OVRD commands the
smoke/override mode. This mode terminates fan operation, closes
the inboard supply and exhaust valves and opens the smoke/
override valve. Differential air pressure causes air within the airplane
to pass through the equipment in the reverse direction and
overboard.
If the forward cargo fire arming switch is in the armed position, the
E6/E9 valve closes. This cooling loop clears smoke from the
equipment and provides more than adequate equipment cooling.
21.58.0533 -001

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21.58.0033 -001

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SMOKE/OVERRIDE VALVE
General
The smoke/override valve is used to clear smoke from the

equipment, and/or provide differential cooling. The valve is located
approximately 10 inches forward of the supply fan. Access is
accomplished through the left forward sidewall of the forward cargo
compartment.
The valve consists of an actuator mounted on a valve body. The

actuator uses 28 volts dc power for operation of the valve. The valve
is commanded open when the EQUIP COOLING switch is placed to
OVRD.
Removal/Installation
The valve is installed with two quick disconnect clamps. The valve
must be operational for dispatch.
Manual Operation
Connected to the disk is a visual position indicator. The position

indicator is used to manually position the valve.
21.58.0534 -001

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SMOKE/ OVERRIDE VALVE CIRCUIT
Operation Indication
The smoke/override valve is normally closed. The valve is opened Valve failure is indicated through the equipment cooling card to the
by placing the EQUIP COOLING switch to the OVRD position. This EIUs and EICAS.
mode is selected for smoke clearance from the equipment area and/
21.58.0535 -001
or to provide differential cooling after loss of cooling in NORM or
STBY modes.
Placing the switch to OVRD energizes the smoke/override relay

R7443, allowing power to open the smoke/override valve and
closing the inboard supply, exhaust and bypass valves.
When the forward or aft cargo fire switch is armed, relay R8082
energizes, allowing relay R7518 and relay R7443 to energize, and
the smoke/override valve opens.
During the CLEAN MODE COMMAND, relays R7518 and R7443

energize and the smoke/override valve opens for two minutes.

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EQUIPMENT COOLING SMOKE/OVERRIDE VALVE EICAS

MESSAGE
The equipment cooling smoke/override valve EICAS message is

shown on the auxiliary display.
- SMOKE/OVRD VLV: status message on the auxiliary EICAS

display. Smoke/override valve not in commanded position. (60
sec TD).
21.58.0556 -001

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21.58.0056 -001

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E6/E9 VALVE
The E6/E9 valve is normally open and permits cooling airflow to the
E6/E9 racks.
The valve is located in the forward cargo compartment below the

cargo floor. The valve is a two inch valve and installed with two
clamps.
The valve closes when the forward or aft cargo fire switch is armed.
This 28v dc solenoid operated valve is identical to the windshield air

valves (air conditioning system).
21.58.0536 -001

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21.58.0036 -001

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E6/E9 VALVE CIRCUIT
Operation
The E6/E9 valve is normally open. Valve closure is by arming the

forward cargo compartment fire switch. When the switch is armed,
relays R8082, R7518 and R7443 energize allowing relay R7444 to
energize. With R7444 energized, the E6/E9 valve closes.
The equipment cooling card receives inputs of valve position,

override and fire modes of system operation.
Indication

EIUs and EICAS.
21.58.0537 -001

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21.58.0037 -001

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EQUIPMENT COOLING E6/E9 VALVE EICAS MESSAGE
The equipment cooling E6/E9 valve EICAS message is shown on

the auxiliary display.
- EE CLNG E6/E9 V: status message on the auxiliary EICAS

display. E6/E9 valve not in commanded position. (10 sec TD).
21.58.0557 -001

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21.58.0057 -001

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EQUIPMENT COOLING DIFFERENTIAL PRESSURE SWITCH
General
The differential pressure switch provides flight deck indication when

inadequate differential pressure exists in the OVRD mode of
operation.
Location
The switch is mounted in the ceiling area above the E1 rack.
It is located above the left edge of the E1 rack and centered between
the forward and aft edge of the rack.
Operation
The equipment cooling differential pressure switch is only active in

the smoke/override mode. Equipment cooling in smoke/override is
accomplished by differential pressure causing airflow from the air
conditioning system to pass through the equipment and overboard.
Activation of the switch provides flight deck indication of no airflow. A
short time delay inhibits the indication circuitry to insure a low flow
condition exists.
21.58.0538 -001

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21.58.0038 -001

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DIFFERENTIAL PRESSURE SWITCH CIRCUIT
The differential pressure switch is only active when the EQUIP

COOL MODE SELECT switch is in the OVRD position. Relay R1174
energizes after a time delay of 55 seconds, to prevent nuisance
indications. The differential pressure switch indication is on EICAS.
21.58.0539 -001

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21.58.0039 -001

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EQUIPMENT COOLING OVERRIDE EICAS MESSAGES
The equipment cooling low flow EICAS messages are shown on the

No flow through the equipment racks when system in override
mode.
- EE CLNG OVRD: status message on the auxiliary EICAS

display. No flow through main rack when system in override
mode.
21.58.0558 -001

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21.58.0058 -001

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EQUIPMENT COOLING CLEAN MODE
The equipment cooling clean mode provides a cleansing action for

the flight deck, forward, main and center equipment components.
The clean mode removes any lint or contaminants not removed by
the air cleaner. This system is specifically designed to reduce
physical cleaning cycles for the equipment.
This mode is automatically activated when the EQUIP COOLING is

in NORM, airplane in flight and a descent is detected during a tenth
flight and at least two air conditioning packs are operating.
The equipment clean mode positions system components to the

smoke/override loop configuration for two minutes.
21.58.0540 -001

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EQUIPMENT COOLING CLEAN MODE OF OPERATION/GROUND

TEST CIRCUIT
Operation
Clean mode will occur when the EQUIP COOLING switch is in the
NORM position, initial descent for the tenth flight is detected and 2 or
3 air conditioning packs are operating. The output command
provides a ground to the clean mode relay R7518 terminating fan
operation. The clean mode relay provides a ground to the smoke/
override relay R7443 which positions the valves to the smoke/
override position.
The clean mode is operational for 2 minutes.
Test
The clean mode relay is energized for 25 seconds during CMC

ground test.
21.58.0541 -001

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21.58.0041 -001

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EQUIPMENT COOLING SYSTEM CENTRAL MAINTENANCE

COMPUTER MESSAGES
Display
The equipment cooling system messages are displayed on the

Messages
- GROUND TESTS MENU

- EQUIP COOLING
- E/E DETECTORS
The EQUIP COOLING tests fans and valves except the E6/E9 and
bypass valve.
The E/E DETECTORS tests smoke detector and both airflow

detectors.

The FAIL indication will enable display of faults for the system being
tested.System test is inhibited during engine operation.
21.58.0543 -001

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21.58.0043 -001

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EQUIPMENT COOLING SUMMARY
Aft Equipment Cooling
The aft equipment cooling rack is cooled by the Lav/Galley

ventilation fans. The primary fan normally operates and the
secondary fan automatically operates with a primary fan failure.
Forward Equipment Cooling
The forward equipment cooling system is controlled by a mode

selector in the flight deck. The cooling configuration is dependant on
system inputs. Cooling configuration can be inboard open loop,
inboard overboard loop, closed loop and differential pressure
cooling.
21.58.0544 -001

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21.58.0044A-001

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21.58.0044B-001

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EQUIPMENT COOLING CONTROLL SUMMARY (1)
The equipment cooling distribution system consists of six valves.

The valves are controlled by relays which in turn are controlled by
the selected condition of operation. The position of each valve is
sensed by the equipment cooling card.
21.58.0545 -002

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21.58.0045 -002

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EQUIPMENT COOLING CONTROL SUMMARY (2)
The equipment cooling distribution system consists of six valves.

The valves are controlled by relays which in turn are controlled by
the selected condition of operation. The position of each valve is
sensed by the equipment cooling card.
21.58.0546 -001

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21.58.0046 -001

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EQUIPMENT COOLING CONTROL SUMMARY (3)
The equipment cooling system utilizes supply and exhaust fans. The
fans are controlled by relays which in turn are controlled by the
selected condition of operation. The fan operation is sensed by the
equipment cooling card.
21.58.0547 -002

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21.58.0047 -002

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NOTES:

Issue: Page 132

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k engineering & maintenance

ATA-21 ENVIRONMENTAL CONTROL

ENVIRONMENTAL CONTROL SYSTEM (ECS) ........................... 2

Config: ALL ATA 21-00

ENVIRONMENTAL CONTROL SYSTEM (ECS)

The following identifies the air conditioning subsystems: Temperature Control

- Controls pack output and cabin supply air temperatures to

Config: ALL ATA 21-00

Config: ALL ATA 21-00

Cargo Compartment Heating

- Air is supplied through the underfloor ducting for heating of the

- Fan supplies recirculated air to individual outlets above each

- Conditioned air supplied to the forward cargo compartment.

Config: ALL ATA 21-00

Config: ALL ATA 21-00

Config: ALL ATA 21-00

ENVIRONMENTAL CONTROL SYSTEM

Air Conditioning The forward overboard valve is controlled by the pressurization

Additional air is supplied by a gasper fan above the passenger

The forward equipment cooling system is located on the left forward

Config: ALL ATA 21-00

Air drawn from the equipment is ducted to the forward cargo

The forward cargo compartment receives air from the air

Lavatory Galley Ventilation

Lavatory and galley ventilation ducting is above the passenger

Main deck doors 1-4 receive an additional source of heat, preventing

Config: ALL ATA 21-00

Config: ALL ATA 21-00

Config: ALL ATA 21-00

Config: ALL ATA 21-00

CONDITIONED AIR DISTRIBUTION

Air from the pneumatic manifold is conditioned by the air

An external ground conditioned air source can be connected to the

Config: ALL ATA 21-00

Config: ALL ATA 21-00

AIR CONDITIONING PACKS LAYOUT

Pack 3 in addition to the normal air supply, supplies conditioned air

Config: ALL ATA 21-00

Config: ALL ATA 21-00

AIR CONDITIONING INTRODUCTION

The air conditioning system operates when selected using the

Air from the pneumatic manifold is supplied to the air conditioning

Config: ALL ATA 21-00

Config: ALL ATA 21-00

AIR CONDITIONING SYSTEM CONTROLS (M7328)

Pack Control Selector

- OFF: pack valve closed

- Resets pack fault protection system for operating packs

- NORM: automatically selects pack controllers A or B on alternate

- Selected controller is the primary controller

- Automatically selects the secondary controller in the event of a

- A: selects pack controller A as the primary controller

- B: selects pack controller B as the primary controller

Config: ALL ATA 21-00

Config: ALL ATA 21-00

AIR CONDITIONING SYSTEM CONTROLS (M7329)

Passenger Temperature Selector Flight Deck Temperature Selector

- selector range C to W adjusts temperature from 65 F (18 C) to 85