Ata-36 Pneumatic: Training Manual Boeing 747-400

k engineering & maintenance
Training E & M
Boeing 747-400
Training manual
ATA-36 PNEUMATIC
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
PNEUMATIC
Introduction
Boeing 747-400
Aircraft and Powerplant
PNEUMATIC SYSTEM SOURCES AND USES ............................ 2 PNEUMATIC MANIFOLD ISOLATION VALVES ........................... 18
PNEUMATIC SYSTEM SOURCES ................................................ 4 MANIFOLD ISOLATION VALVE CIRCUIT .................................... 20
PNEUMATIC SYSTEM DISTRIBUTION ........................................ 6 ISOLATION VALVE EICAS MESSAGES ....................................... 22
AIRPLANE PNEUMATIC MANIFOLD ............................................ 8 APU BLEED AND ISOLATION VALVE CONTROLS ..................... 24
AIR SUPPLY CONTROL TEST UNIT ............................................ 10 APU ISOLATION VALVE CIRCUIT ................................................ 26
AIR SUPPLY CONTROL TEST UNIT-SCHEMATIC ...................... 12 AIR SUPPLY CONTROL TEST UNIT MAINTENANCE
AIR SUPPLY CONTROL TEST UNIT EICAS MESSAGES ........... 14 COMPUTER MESSAGES ......................................................... 28
ENGINE AIR SUPPLY VALVES OPERATION .............................. 16 PNEUMATIC GROUND CONNECTORS ....................................... 30
Config: ALL ATA 36-00

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PNEUMATIC SYSTEM SOURCES AND USES
The air supply for the airplane systems is obtained from the four
engines, an Auxiliary Power Unit (APU) and ground carts. The air
temperature and pressure are regulated prior to delivery to the
various airplane systems. Electrical power is used for the controls
and indications.
The pneumatic manifold supplies air for:
- Air conditioning
- Pressurization
- Wing anti-icing
- Nacelle anti-icing
- Leading edge flap drives
- Hydraulic pumps
- Engine starting
- Water tank pressurization
- Hydraulic reservoir pressurization
- Cargo compartment heating
- Total air temperature probe and rain repellent aspiration
- Cargo smoke detection
- Thrust Reverser

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PNEUMATIC SYSTEM SOURCES
The primary sources of air are intermediate pressure (8th) stage and
high pressure (14th) stage engine bleeds.
Air from the engines is supplied to the pneumatic manifold located in

the wing leading edge and to the crossover manifold located in the
fuselage. The APU can be used for air supply on the ground through
the APU manifold to the crossover manifold.
Ground carts can be used through connections on the crossover

manifold.
The controls and indications are located in the flight deck.

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PNEUMATIC SYSTEM DISTRIBUTION
The pneumatic distribution system supplies compressed air from the

engines, APU and ground carts. The system consists of engine
bleed supplies connected to manifolds that extend along the wing
front spar inboard to the air conditioning bays and continuing aft
along the fuselage to the rear spar. Joining the left and right
manifolds is the crossover manifold. Connected to the crossover
manifold are the APU manifold and the ground connections.
Installed in the manifold are two manifold isolation valves and an
APU isolation valve.
Three ozone converters are located in the air conditioning bays.
From the manifolds, air is supplied for:
- Air conditioning packs

- Air driven hydraulic pumps
- Hydraulic reservoir pressurization
- Leading edge flaps drive units
- Wing anti-icing
- Nacelle anti-icing
- Water system pressurization
- Aft cargo heat
- Total air temperature probe and rain repellent aspiration
- Cargo smoke detection
- Thrust reverser

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AIRPLANE PNEUMATIC MANIFOLD
Two isolation valves, located in the crossover manifold, isolate air

conditioning packs and the right and left bleed systems. Pressure
transmitters are located on the crossover manifold.
The APU isolation valve is located in the APU manifold and operates
in conjunctionwith the APU. Two ground connectors are in the
crossover manifold. Air is supplied from the manifold to the various
systems.

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AIR SUPPLY CONTROL TEST UNIT
The air supply control test unit (ASCTU), M7957 is located in the
main equipment center on rack E2-4. The module is a line
replaceable unit.

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AIR SUPPLY CONTROL TEST UNIT-SCHEMATIC
Location
An Air Supply Control Test Unit (ASCTU) consists of four control

cards, two monitor cards, one input/output card, and one power
supply and isolation valve indication card. It is located in the main
equipment center on the E2-4 rack. The ASCTU provides control
and indication for the engine air supply components and operational
monitoring. The ASCTU contains Built In Test (BIT) capabilities for
all air supply system components and provides status information to
EICAS and the central maintenance computer.
Control Indication
The ASCTU receives inputs from M7328 bleed air control moduleon
P5, processes the information, and outputs the appropriate
commands to the engine mounted air supply components. The
ASCTU monitors the individual switches and sensors on the engine
air supply components and distribution system. This information is
processed and transmitted to the flight deck annunciators, EFIS/
EICAS interface units and to the central maintenance computer.
The data is transmitted by ARINC 429 data buses.
The two monitor/bits cards provide channel A and channel B

redundancy for fault indication and reporting.

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AIR SUPPLY CONTROL TEST UNIT EICAS MESSAGES
The air supply control test unit messages are shown on the auxiliary
EICAS display:
- BLEED ASCTU A: status message on auxiliary EICAS display.

Channel A of air supply control test unit failed or ARINC 429
bus invalid or missing (20 sec TD).
- BLEED ASCTU B: status message on auxiliary EICAS display.

Channel B of air supply control test unit failed or ARINC 429
bus invalid or missing (20 sec TD).

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ENGINE AIR SUPPLY VALVES OPERATION
The engine air supply valves, high pressureshutoff valve (HPSOV),

pressure regulator valve (PRV) and pressure regulator and shut off
valve (PRSOV) operation is shown for normal and abnormal
conditions including selection of the nacelle anti-icing and
deployment of the thrust reverser.

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PNEUMATIC MANIFOLD ISOLATION VALVES
The isolation valves provide a means for controlling the air flow in
the pneumatic manifold. Three isolation valves are in the pneumatic
system. Two isolation valves are located in the air conditioning bay
and the APU isolation valve is located in the aft left wheel well. The
APU isolation valve will operate only when the APU is operating.
The isolation valve is a motor driven 7 inch diameter butterfly type
valve that operates on 115 volts ac power. If a malfunction occurs in
either the left or right pneumatic system, the system can be isolated
by selecting the appropriate isolation valve to off.
Located at the junction of the APU and crossover manifolds is the

APU check valve.
A position indicator, on the valve, can be used for visual inspection

of valve position. The valve can be operated manually by the 5/32
hex head drive.
The manifold isolation valves and the APU isolation valve are
identical.

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MANIFOLD ISOLATION VALVE CIRCUIT
The left and right isolation valves are controlled directly by

switchlights on P5, which provide 115 volts ac power to the valves.
Indication of valve transit or position disagreement (amber VALVE

light) is provided through limit switches and logic circuits in the
ASCTU.
If the valve and switch remain in disagreement for 10 seconds or

longer an EICAS message will be displayed. A white flow bar is
displayed on the switchlight when the switch is pushed in.

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ISOLATION VALVE EICAS MESSAGES
The isolation valve messages are shown on the main and auxiliary
EICAS displays.
- BLEED ISLN L - advisory message on main EICAS display.

Left bleed isolation valve/switch disagree
- BLEED ISLN R - advisory message on main EICAS display.

Right bleed isolation valve/switch disagree
- BLEED ISLN VLV APU - advisory message on main EICAS

display. APU isolation valve/switch disagree
- BLEED ISLN L - status message on auxiliary EICAS display.

Left bleed isolation valve/switch disagree
- BLEED ISLN R - status message on auxiliary EICAS display.

Right bleed isolation valve/switch disagree
- BLEED ISLN APU - status message on auxiliary EICAS display.

APU isolation valve/switch disagree

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APU BLEED AND ISOLATION VALVE CONTROLS
The APU bleed and isolation valves controls are located in module
M7328 BLEED AIR CONTROL on P5.
The APU isolation valve control consists of a white ON switchlight

and an amber VALVE light. The manifold isolation valve control
consists of two white flow bar switchlights and an amber VALVE
lights.
A manifold isolation valve is opened by pushing and releasing the

switchlight and the white flow bar is displayed. The APU isolation
valve is opened by pushing and releasing the switchlight. A white
ON indication is displayed.
The amber VALVE light illuminates when the valve is in transit or

whenever the valve position is in disagreement with the switch
position.

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APU ISOLATION VALVE CIRCUIT
The APU isolation valve is controlled by the switchlight on P5. A

white ON indicator is displayed when the switch is pushed and
released. This provides 115 volts ac power to the valve.
The isolation valve opens, when selected on, and the APU is
operating above 95% RPM. If the isolation valve is open and the fire
switch is pulled, the valve closes.
Indication of valve transit or malfunction is provided through imit

switches, and logic circuits in the ASCTU.
Whenever the valve position and the isolation valve switch position
are in disagreement, an amber VALVE light illuminates. If the valve
and switch remain in disagreement for 10 seconds or longer, an
EICAS message will be displayed.

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AIR SUPPLY CONTROL TEST UNIT MAINTENANCE COMPUTER

MESSAGES
Display
The messages are displayed on the control display unit.
Messages
<GROUND TESTS
<36 PNEUMATIC
<BLEED SYS ELEC
<BLEED SYS APU
<BLEED SYS ENG
Conducting the test results in a display of PASS or FAIL indication.

The FAIL indication will enable display of faults for the system.
Prior to conducting a test a series of precondition pages will be

displayed.

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PNEUMATIC GROUND CONNECTORS
Air supply to the pneumatic system from ground carts is through two
ground connectors.
The two connectors, with check valves, are located in the left air
conditioning bay connected to the crossover manifold. The ground
connectors can be accessed through a hinged panel located aft of
the left air conditioning bay.
The check valve, installed inside the connector housing, prevents

loss of pressurized air through the connector during operation of the
airplane pneumatic system. Removal and replacement of the
connector requires that, the two gaskets are not damaged or
misaligned.
WARNING:REMOVING CHECK VALVE WHILE PNEUMATIC

DUCT IS PRESSURIZED MAY CAUSE PERSONNEL
INJURY DUE TO ESCAPING PRESSURIZED HOT AIR.

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ENGINE PNEUMATIC MANIFOLD ................................................ 2 FAN AIR VALVE ............................................................................ 46

ENGINE AIR SUPPLY COMPONENTS ......................................... 4 BLEED AIR PRECOOLER ............................................................. 48
ENGINE BLEED AIR SYSTEM CONTROLS ................................. 8 FAN AIR MODULATING VALVE EICAS MESSAGES ................... 50
ENGINE AIR SUPPLY INDICATION .............................................. 10 BLEED AIR TEMPERATURE PROTECTION AND INDICATING
8TH STAGE CHECK VALVE ......................................................... 12 SYSTEM................................................................................... 52
HIGH PRESSURE SHUTOFF VALVE AND CONTROLLER ......... 14 OVERHEAT SWITCH AND TEMPERATURE SENSOR
HIGH PRESSURE SHUTOFF VALVE CONTROLLER ................. 16 CIRCUIT .................................................................................... 54
HIGH PRESSURE SHUTOFF VALVE ........................................... 18 OVERHEAT EICAS MESSAGES ................................................... 56
HIGH PRESSURE SHUTOFF VALVE CONTROL CIRCUIT ......... 20 PRESSURE REGULATOR AND SHUTOFF VALVE ..................... 58
HIGH PRESSURE SHUTOFF VALVE MONITORING AND PRESSURE REGULATOR AND SHUTOFF VALVE
INDICATION CIRCUIT .............................................................. 22 OPERATION ............................................................................. 60
HIGH PRESSURE SHUTOFF VALVE EICAS MESSAGES .......... 24 PRESSURE REGULATOR AND SHUTOFF VALVE (LOCKOUT) 64
HIGH PRESSURE SHUTOFF VALVE AND PRESSURE PRESSURE REGULATOR AND SHUTOFF VALVE CONTROL
REGULATOR VALVE MAINTENANCE PRACTICES ............... 26 CIRCUIT ................................................................................... 66
PRESSURE REGULATOR VALVE AND CONTROLLER ............. 28 PRESSURE REGULATOR AND SHUTOFF VALVE
PRESSURE REGULATOR VALVE CONTROLLER ...................... 30 MONITORING AND INDICATION CIRCUIT ............................. 68
PRESSURE REGULATOR VALVE ................................................ 32 PRESSURE REGULATOR AND SHUTOFF VALVE EICAS
PRESSURE REGULATOR VALVE CONTROL CIRCUIT.............. 34 MESSAGES .............................................................................. 70
PRESSURE REGULATOR VALVE MONITORING AND PNEUMATIC SYSTEM CONTROL ................................................ 72
INDICATION CIRCUIT .............................................................. 36 INPUT MONITORING-PNEUMATIC SYSTEM VALVES ............... 74
PRESSURE REGULATOR VALVE EICAS MESSAGES ............... 38 ENGINE BLEED AIR PRESSURE INDICATION AND
BLEED AIR PRECOOLER SYSTEM ............................................. 40 MONITORING SYSTEM ........................................................... 78
FAN AIR VALVE AND TEMPERATURE SENSOR ........................ 42 OVERPRESSURE SWITCH/BLEED PRESSURE SENSOR
FAN AIR TEMPERATURE SENSOR ............................................. 44 MONITORING AND INDICATION CIRCUIT ............................. 80
OVERPRESSURE SWITCH EICAS MESSAGES ......................... 82

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ENGINE PNEUMATIC MANIFOLD
General Reverse Flow Control
The engine bleed system automatically selects either high or The intermediate stage check valve prevents reverse flow of high
intermediate stage air from the engine compressor and delivers pressure air into the intermediate stage compressor. The PRSOV
pressure regulated and temperature limited air to the pneumatic provides reverse flow control from the distribution system to the
manifold. engine and allows reverse flow during engine start.
The engine bleed system is divided into operating functions. These

functions are the bleed source control, temperature control, reverse Pressure Control
flow control, pressure control, and overheat and overpressure
protection. Pressure control is provided by the pressure regulator valve and
pressure regulator valve controller for the engine manifold. The
PRSOV controls engine bleed pressure for the air supply distribution
Bleed Source Control system. A pressure switch provides overpressure indication.
The bleed source control components are the high pressure shutoff
valve and the high pressure shutoff valve controller. The controller
automatically selects 14th or 8th stage bleed.
Temperature Control
Temperature control is provided by the fan air valve, fan air valve
sensor, and precooler. The pressure regulator and shutoff valve
(PRSOV) also regulates air temperature. An overheat switch
provides system protection during an overheat condition.

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ENGINE AIR SUPPLY COMPONENTS
The engine air supply components are located on the engine, in the
engine strut, and in the wing leading edge. These components are
attached to the engine manifold and together form the engine
manifold system.
On the left side of the engine are the fan air valve and precooler. On
the upper left side are the high pressure shutoff valve (HPSOV)
controller and pressure regulator valve (PRV) controller. In the
engine strut are the overheat switch and temperature sensor.
On the right side of the engine is an intermediate (8th) pressure

check valve, high pressure shutoff valve (HPSOV), and pressure
regulator valve (PRV). On the left side of the engine strut are the fan
air temperature sensor and pressure regulator and shutoff valve
(PRSOV).
The overpressure switch and bleed pressure sensor are located in

the wing leading edge on the inboard side of the engine.

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ENGINE BLEED AIR SYSTEM CONTROLS
The engine bleed air system controls are located in module M7328,
BLEED AIR control on P5.
The controls consist of four switchlights. The switchlights provide

ON and OFF indication.
The valves are enabled by pushing and releasing the switchlight and
the ON indicator will be displayed. The valves are closed by
pushing and releasing the switchlight. The ON indicator will retract,
and the OFF light will illuminate when the PRSOV is closed.
The four amber SYS FAULT lights illuminate during overheat,

overpressure, or when the valves are not closed when commanded.

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ENGINE AIR SUPPLY INDICATION
The engine air supply system is enabled by placing the engine bleed The PRSOV regulates the pressure of the air entering the
air switchlight, on M7328 bleed air control to ON. This enables the distribution manifold to 45 psig. With the PRSOV closed, an input to
PRSOV, PRV controller and the HPSOV controller. With engine the ASCTU through the PRSOV closed limit switch causes the OFF
bleed pressure available the HPSOV, PRV and PRSOV will open. light to illuminate. Also, with the PRSOV closed and the respective
engine operating, the OFF light illuminates and information from the
The engine supplies air from the intermediate (8th) or high (14th) ASCTU is provided to EICAS through the EFIS/EICAS interface
stage bleed ports. At low power settings, air is supplied from the units.
14th stage. The HPSOV controller automatically switches from 14th
to 8th stage when the pressure in 14th stage reaches approximately The ASCTU has redundant BIT logic that continuously monitors the
105 psig. The ASCTU monitors the HPSOV through the closed limit air supply components but does not provide any inputs for the
switch of the valve. operation or control of the system.
The PRV controller causes the PRV to modulate to maintain engine The pressure and temperature are monitored through ASCTU and
manifold pressure at 97 psig. When engine manifold pressure information is sent to EICAS CMC maintenance page.
reaches 110 psig, the overpressure switch operates and supplies an
input to the ASCTU.
The fan air valve and fan air temperature sensor operate together to
maintain bleed air temperature at 350°F (177°C). When the
temperature rises to 470°F (243°C) the overheat switch operates
and supplies an input to the ASCTU. With overpressure,
overtemperature, or a malfunction of the PRV or HPSOV, he ASCTU
activates the SYS FAULT light and provides information to EICAS
through EFIS/EICAS interface units.

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8TH STAGE CHECK VALVE
The 8th stage check valve is located on the upper right side of the
engine in the eighth stage bleed duct upstream of the IP-HP
junction. The 8th stage check valve prevents reverse flow into the
eighth stage compressor when the HPSOV is open or whenever
upstream pressure is greater than eighth stage pressure. Access to
the check valve is by opening the thrust reverser on the right side of
the engine.

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HIGH PRESSURE SHUTOFF VALVE AND CONTROLLER
The HPSOV is located on the right side of the engine. The controller
is remotely mounted on the upper left side of the engine. The
controller is mounted in this position to avoid harmful temperatures
and vibration from the high stage compressors. Both HPSOV
controller and the HPSOV can be accessed by opening the fan cowl
and the thrust reversers.

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HIGH PRESSURE SHUTOFF VALVE CONTROLLER
The high pressure shutoff valve controller opens and closes the high
pressure shutoff valve (HPSOV) in response to pneumatic servo
pressure. The servo pressure is controlled by the open/close
latching, solenoid-operated valve. The high pressure shutoff valve
controller provides intermediate pressure-high pressure switching by
controlling the HPSOV position. The HPSOV controller senses high
stage pressure and altitude pressure. The switchover pressure is
105 psig. Below 105 psig the pneumatic system operates on high
stage pressure (14th stage) and above 105 psig on intermediate
pressure (8th stage). An aneroid changes the switchover pressure
linearly from 105 psig at 27,000 feet to 71 psig at 45,000 feet.
The HPSOV controller has four BITE pressure switches. Two of the
switches, PL and PH, are monitored by the air supply control test
unit (ASCTU) BITE logic to verify proper operation of the HPSOV
controller.

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HIGH PRESSURE SHUTOFF VALVE
The high pressure shutoff valve (HPSOV) is a pneumatically

operated non-modulating valve. The air supply for valve operation is
from the HPSOV controller. When air pressure is not available the
valve closes.
The HPSOV has two plunger type valve position switches. Both
switches provide BITE information. The close switch provides
information to the air supply control test unit (ASCTU) for valve
position indication.
A valve position indicator and a locking pin are on the valve for
manually deactivating the valve in the closed position.

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HIGH PRESSURE SHUTOFF VALVE CONTROL CIRCUIT
The high pressure shutoff valve controller consists of an open and

close latching solenoids which are energized momentarily. In the
event of electrical failure, the latching open-close solenoid remains
in its last osition.
The open solenoid is energized momentarily by pushing the

ENGINE BLEED switchlight on P5 to the ON position or operation of
the thrust reverser. This provides a signal to the pulse generator to
energize the open solenoid for 0.5 seconds.
The close solenoid is energized momentarily by pushing the

ENGINE BLEED switchlight on P5 to the off position, operation of
the engine fire switch on P5 or actuation of the 470°F (243°C)
overheat switch downstream of the precooler. This provides a signal
to the pulse generator to energize the close solenoid for 0.5
seconds.
During an overheat condition, a latching circuit is energized

preventing the operation of the open solenoid by the ENGINE
BLEED switchlight or deployment of reverser. The latch is reset by
cycling the ENGINE BLEED switchlight after the overheat condition
is no longer present.
A 5 second time delay is provided for the overheat switch to prevent

transient operation of the close solenoid.

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HIGH PRESSURE SHUTOFF VALVE MONITORING AND

INDICATION CIRCUIT
The high pressure shutoff valve (HPSOV) position is monitored

through the close limit switch. Failure of the HPSOV to close within
5 seconds results in illumination of SYS FAULT light. The light also
illuminates if the PH pressure switch senses 127 psig and the valve
does not close within 5 seconds or with an overheat conditions of
470°F (243°C). Information from the ASCTU is provided to EICAS
through the EFIS/EICAS interface units.
The four BITE pressure switches located in the HPSOV controller

and BITE logic located in the ASCTU continuously monitor HPSOV
and HPSOV controller operation.
The HPSOV controller has four BITE pressure switches. Two of the
switches, PL and PH, are monitored by the air supply control test
unit (ASTCU) BITE logic to verify proper operation of the HPSOV
controller.

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HIGH PRESSURE SHUTOFF VALVE EICAS MESSAGES
The high pressure shutoff valve messages are shown on the main
and auxiliary EICAS display.
- BLEED 1 (TYP) - advisory message on main EICAS display.

Engine 1 (TYP) HPSOV open when electrically commanded
closed or pressure greater than 127 psig and HPSOV open.
- BLEED HP ENG 1 (TYP) - status messages on auxiliary EICAS

display. Engine 1 (TYP) HPSOV open when electrically
commanded closed or pressure greater than 127 psig and
HPSOV open. (60 sec TD)

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HIGH PRESSURE SHUTOFF VALVE AND PRESSURE

REGULATOR VALVE MAINTENANCE PRACTICES
The high pressure shutoff valve (HPSOV) and the pressure regulator
valve (PRV) are identical and interchangeable. The controllers
determine whether the valve operates as a regulator or a shutoff
valve. The deactivation procedures for each valve is the same.
The valves can be deactivated to the locked closed position only.

The left thrust reverser must be opened to gain access to either
valve. The valves can be deactivated (locked closed) by removing
the lock pin from the stowed position in the actuator. If not already
closed, rotate the manual override hex nut until the position
indication aligns with the CLOSED mark on the valve. Install the
locking pin through the locking crank and into the valve.
To activate, reverse the above procedures. It is very important to

insure the locking pin is properly reinstalled in the stowed position. If
it is not installed completely, the valve will not operate correctly
because the actuator pressure will be vented to ambient around the
pin.

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PRESSURE REGULATOR VALVE AND CONTROLLER
The pressure regulator valve (PRV) is located upstream of the

precooler and downstream of the intermediate/high pressure
junction on the top of the engine. The PRV controller is remotely
mounted, with the HPSOV controller, on the upper left side of the
engine. The controller is mounted in this position to avoid harmful
temperatures and vibration from the high stage compressors. Both
the PRV and PRV controller can be accessed by opening the left fan
cowl and thrust reverser.

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PRESSURE REGULATOR VALVE CONTROLLER
The pressure regulator valve controller opens and closes the

pressure regulator valve (PRV) to regulate engine manifold
pressure. The servo pressure is controlled by the open/close
latching, solenoid-operated valve. The PRV protects the precooler
and other downstream components and ducting by regulating the
bleed air pressure in the engine manifold to 97 psig. The PRV
controller senses pressure at the precooler inlet and regulates the
valve position to limit engine manifold pressure. During engine start
the PRV controller is commanded closed to prevent reverse flow into
the intermediate and high stage compressors.

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PRESSURE REGULATOR VALVE
The pressure regulator valve (PRV) is a pneumatically operated

modulating valve. The air supply for valve operation is from the PRV
controller. When air pressure is not available the valve closes.
The PRV has two plunger type valve position switches. Both
switches provide BITE information. The PRV close switch provides
information to the air supply control test unit (ASCTU) for valve
position indication.
A valve position indicator and locking pin are on the valve for
manually deactivating the valve in the closed position.

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PRESSURE REGULATOR VALVE CONTROL CIRCUIT
The pressure regulator valve controller consists of an open and A 5 second time delay is provided for the overheat switch to prevent
close latching solenoids which are energized momentarily. In the transient operation of the close solenoid.
event of electrical failure, the latching open-close solenoid remains
in its last position. With the ENGINE BLEED switchlight in the off position, the operation
of the open solenoid by the nacelle anti-icing switch is inhibited until
The open solenoid is energized momentarily by pushing the the high pressure shutoff valve (HPSOV) is fully closed.
ENGINE BLEED switchlight on P5 to the ON position. This provides
a signal to the pulse generator to energize the open solenoid for 0.5 During engine start, with the start valve in the open position, the
seconds. close solenoid is momentarily energized. A 15 second time delay
prevents operation of the open solenoid after the start valve closes.
ENGINE BLEED switchlight on P5 to the off position, operation of
the engine fire switch on P5 or actuation of the 470°F (243°C)
overheat switch downstream of the precooler. This provides a signal
to the pulse generator to energize the close solenoid for 0.5
seconds.
During an overheat condition, a latching circuit is energized

preventing the operation of the open solenoid by the ENGINE
BLEED switchlight, deployment of the thrust reverser and the
nacelle anti-icing switch. The latch is reset by cycling the ENGINE
BLEED switchlight after the overheat condition is no longer present.

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PRESSURE REGULATOR VALVE MONITORING AND

INDICATION CIRCUIT
The pressure regulator valve (PRV) position is monitored through

the close limit switch. When the switchlight is pushed to OFF, failure
of the PRV to close within 5 seconds results in illumination of SYS
FAULT light. Information from the ASCTU is provided to the EICAS
through the EFIS/EICS interface units.
The BITE logic located in the ASCTU continuously monitors PRV

and PRV controller operation.

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PRESSURE REGULATOR VALVE EICAS MESSAGES
The pressure regulator valve messages are shown on the main and
auxiliary EICAS displays.
- BLEED 1 (TYP): advisory message on main EICAS display.

Engine 1 (TYP) PRV open when commanded closed or bleed
overpressure due to PRV failure.
- BLD 1 OVHT/PRV (TYP): Advisory message on main EICAS

display. Engine 1 (TYP) PRV failed closed or bleed air overheat
switch actuated causing engine 1 PRV and HPSOV
commanded closed.
- BLEED OVPRESS 1 (TYP): status message on auxiliary EICAS

display. Engine 1 (TYP) overpressure due to PRV failure.
- BLEED PRV ENG 1 (TYP): status message on auxiliary EICAS

display. Engine 1 (TYP) PRV failure to close when commanded
or PRV closed when bleed pressure < 65 psig. (125 sec TD).

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BLEED AIR PRECOOLER SYSTEM
The bleed air precooler system reduces and maintains the engine
manifold bleed air temperature to approximately 350°F (177°C). The
system uses fan air as a heat sink to remove excessive heat from
the air in the engine manifold. The components of the bleed air
precooler system consist of a fan air valve, fan air temperature
sensor and a precooler (heat exchanger).

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FAN AIR VALVE AND TEMPERATURE SENSOR
The fan air valve is located on the upper left side of the engine and
is mounted at the cooling air inlet to the precooler in the fan air duct.
The valve can be accessed by opening the left core cowl panel. The
fan air temperature sensor is located in the strut, and mounted in the
bleed air supply duct downstream of the precooler. Access to the
temperature sensor is through a panel on the left side of the engine
strut.

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FAN AIR TEMPERATURE SENSOR
General
The fan air temperature sensor controls the fan air valve position.
The temperature sensor is installed in the bleed air supply duct
downstream of the precooler. Pneumatic signals from the sensor
modulate the position of the fan air valve when the bleed air
temperature is in the range of 320°-380°F (160°-193°C).
The filters located in fan air temperature sensor are shop

replaceable only.

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FAN AIR VALVE
General Valve Lockout
The fan air valve is pneumatically operated, modulating, The fan air valve can be deactivated by removing the locking pin
spring-loaded valve. The valve consists of a half-area actuator from its stowed position. The locking crank is moved over the
spring-loaded to the open position. It is located at the cooling air locking pin slot and locking pin inserted. The locking pin, when
inlet to the precooler in the fan air duct. The valve is controlled by installed in the locking crank, locks the valve 48 degrees from the
the fan air temperature sensor. Located on the valve are a manual valve closedposition and vents the supply pressure. To unlock,
locking crank and position switches. The valve is internally cooled. reverse the above procedures. It is very important to insure the
locking pin is properly reinstalled in the stowed position. If it is not
The precooler outlet servo pressure is used to operate the valve. installed completely, the valve will not operate correctly because the
When the valve receives a pneumatic signal from the fan air actuator pressure will be vented to ambient around the pin.
temperature sensor, it moves towards the closed position and
modulates to maintain air temperature downstream of the precooler
to 320°F -380°F (160°C - 193°C).
The fan air valve is monitored by the ASCTU through the valve
position switches. Valve failure is indicated on EICAS.

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BLEED AIR PRECOOLER
The bleed air precooler is mounted on top of the engine and is part
of the engine bleed air temperature control system. The precooler
uses engine fan air as a heat sink to reduce bleed air temperature.
The precooler is a heat exchanger of the crossflow type. It receives
pressure regulated bleed air through the PRV and fan air through
the fan air modulating valve. The air flows at right angles to each
other and remains separated by the fin-plate arrangement. As fan
air passes through the precooler, it absorbs the heat of the engine
bleed air. The fan air is then exhausted out of the engine area
through a port on the left side of the engine. Access to the precooler
is by opening the core cowl panels.

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FAN AIR MODULATING VALVE EICAS MESSAGES
The fan air modulating valve messages are shown on the auxiliary
EICAS display.
- BLEED FAMV ENG 1 (TYP): status message on auxiliary

EICAS display. HPSOV closed and the FAMV is full open and
bleed pressure is greater than 20 psig.

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BLEED AIR TEMPERATURE PROTECTION AND INDICATING

SYSTEM
The overheat switch and temperature sensor are located upstream

of the PRSOV in the engine strut. The overheat switch provides
system protection when an overheat condition exists in the engine
manifold. The temperature sensor provides precooler outlet
temperature information.
Access to both the overheat switch and the temperature sensor is

through an access panel located on the right side of the engine strut
and forward of the PRSOV access panel.

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OVERHEAT SWITCH AND TEMPERATURE SENSOR CIRCUIT
The overheat switch opens when the temperature in the engine

manifold reaches 470°F (243°C). When the overheat switch opens,
an input from the switch is directed to the ASCTU overheat latch
circuit. A discrete output from the ASCTU commands the HPSOV
and PRV to close. An amber SYS FAULT light illuminates and
information from the ASCTU is provided to the EICAS through the
EFIS/EICAS interface units. There is a 5 second time delay in the
circuit for transient overheat conditions. After the temperature has
returned to normal the overheat circuit can be reset by cycling the
ENG BLEED switchlight.
The BITE logic continuously monitors manifold temperature through

the temperature sensor and the integrity of the overheat switch.
System faults are recorded on a CMC maintenance page. The
temperature sensor provides precooler outlet temperature
information that is displayed on an EICAS maintenance page.

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OVERHEAT EICAS MESSAGES
The overheat indication messages are shown on the main and

auxiliary EICAS displays.
- BLEED 1 (TYP) OVHT: advisory message on main EICAS

display. Engine 1 (TYP) pressure regulating valve and high
pressure shutoff valve (HPSOV) commanded closed due to
bleed air overheat.
- BLEED 1 (TYP) OVHT: status message on auxiliary EICAS

display. Engine 1 (TYP) pressure regulating valve and high
pressure shutoff valve (HPSOV) commanded closed due to
bleed air overheat. (60 sec TD)

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PRESSURE REGULATOR AND SHUTOFF VALVE
The pressure regulator and shutoff valve (PRSOV) is a

pneumatically operated, electrically controlled, modulating valve. It
is located in the engine strut downstream of the precooler. Access
panels located on both sides of the engine strut allow access to the
valve.

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PRESSURE REGULATOR AND SHUTOFF VALVE OPERATION
The pressure regulator and shutoff valve is a pneumatically operated Electrical control of the valve is by a latching solenoid. Valve
and electrically controlled valve that is spring loaded to the closed operation is monitored through position switches that provide
position. The PRSOV is a 6 inch diameter modulating valve. The information to the air supply control test unit. The filter is shop
PRSOV provides six basic functions: replaceable only.
- ON/OFF control of the engine bleed air system

- Pressure regulation of engine bleed air
- Backup to the engine bleed air temperature control system
- Prevents reverse flow from the pneumatic distribution system into
the engine bleed air system
- Allows reverse flow during the engine start sequence
- Automatic closure of the PRSOV in the event of an upstream
manifold rupture. A shuttle valve located inside the PRSOV will
change position and allow downstream pressure to close the
valve
The PRSOV controls the bleed air pressure downstream of the valve
to 45 psi. The valve requires 10 psi to operate and is fully open at
30 psig. The PRSOV contains a temperature sensor that provides a
temperature limiting feature that starts closing the valve at a bleed
air temperature of 405°F (207°C). At 450°F (232°C), the valve is
fully closed and the amber OFF light illuminates. The temperature
limiting feature overrides the pressure regulating function and is not
operational during reverse flow operation.

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NOTES:

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PRESSURE REGULATOR AND SHUTOFF VALVE (LOCKOUT)
The PRSOV has a manual override feature which allows it to be

opened for engine start, closed to isolate engine bleed air from the
pneumatic system, and manually locked in the closed position. An
extension on the override adapter permits manual positioning of the
PRSOV without removing the access panel
Before the PRSOV is locked closed the applicable ENGINE BLEED

switch on P5 must be in the OFF position. To lock the PRSOV in the
closed position, the manual override drive is pushed in
approximately 1/4 inch and the drive turned 90 degrees or more
counterclockwise.

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PRESSURE REGULATOR AND SHUTOFF VALVE CONTROL

CIRCUIT
The pressure regulator and shutoff valve consists of an open and

close latching solenoids which are energized momentarily, and a
reverse flow solenoid. In the event of electrical failure, the latching
open-close solenoid remains in its last position.
The open solenoid is energized momentarily by pushing the

ENGINE BLEED switchlight on P5 to the ON position. This provides
a signal to the pulse generator to energize the open solenoid for 0.5
seconds.
ENGINE BLEED switchlight on P5 to the off position or operation of
the engine fire switch on P5. This provides a signal to the pulse
generator to energize the close solenoid for 0.5 seconds.
Using the engine start switch on P5, the reverse flow solenoid is
energized. The pressure regulator and shutoff valve opens allowing
airflow from the pneumatic manifold to the engine starter.
Termination of the engine start sequence deenergizes the reverse
flow solenoid and the valve closes.
The reverse flow solenoid can be energized by the GND SVC switch
on the right side of the engine fancase. The pressure regulator and
shutoff valve opens allowing airflow from the pneumatic manifold to
the thrust reverser.

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PRESSURE REGULATOR AND SHUTOFF VALVE MONITORING

AND INDICATION CIRCUIT
The pressure regulator and shut off valve (PRSOV) is monitored

through the close limit switch. When the PRSOV is closed, the OFF
light in the ENGINE BLEED switch light illuminates. The BITE logic
located in the ASCTU continuously monitors the PRSOV operation.

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PRESSURE REGULATOR AND SHUTOFF VALVE EICAS

MESSAGES
The pressure regulator and shutoff valve messages are shown on

the main and auxiliary EICAS displays.
- >BLEED 1 OFF (TYP): advisory message on main EICAS

display. Engine 1 (TYP) PRSOV closed with engine running

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PNEUMATIC SYSTEM CONTROL
The pneumatic system control consists of the air supply control test
unit (ASCTU), switchlights and indications on the P5 panel,
controllers and valves on the engine and protection system in the
engine manifold.
The switchlights on the P5 panel provide a signal to the ASCTU,

which in turn provides a signal for the valve operation. The position
of the valves, system overheat and overpressure conditions are
monitored by ASCTU and are displayed on P5 panel and EICAS.

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INPUT MONITORING-PNEUMATIC SYSTEM VALVES
The operation of the pneumatic system valves can be verified by the

input monitoring using the Central Maintenance Computer. Using
the appropriate label, three samples of the state of the valves are
displayed in a binary format. The state of each bit, 1 or 0 signifies
normal operation or malfunction of the valves.
A copy of the bits can be obtained as a printout.
NOTE: The printout shows bits 1 to 32 on one line, whereas the

screen shows bits in two lines, 1 to 16 and 17 to 32.

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NOTES:

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ENGINE BLEED AIR PRESSURE INDICATION AND MONITORING

SYSTEM
The overpressure switch provides system fault indication during an

overpressure condition. The bleed pressure sensor continuously
monitors the engine bleed air system and provides information to the
CMC.
The overpressure switch and bleed pressure sensor are located in

the wing leading edge. The pneumatic sense line for the
overpressure switch and the bleed pressure sensor connects to a
fitting at the precooler outlet.
Access to the overpressure switch and bleed pressure sensor is

through a panel located on the wing leading edge inboard of the
engine strut.

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OVERPRESSURE SWITCH/BLEED PRESSURE SENSOR

MONITORING AND INDICATION CIRCUIT
Indication
During normal operation the engine manifold pressure is below 110

psig and relay R1211 is energized. The overpressure switch opens
when engine manifold pressure reaches 110 psig. The relay remains
energized for 60 seconds preventing overpressure indication during
the application of takeoff power without use of engine air to the air
conditioning system, or when APU bleed air is used for pack 2. After
a time delay of 60 seconds, if the overpressure condition still exists,
for 5 seconds or longer an input is sent to the ASCTU logic circuits.
A SYS FAULT light illuminates and information from the ASCTU is
provided to EICAS through the EFIS/EICAS interface units.
Monitoring
The BITE module continuously monitors the bleed pressure sensor

for high or low engine manifold pressure and monitors the integrity of
the overpressure switch.

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OVERPRESSURE SWITCH EICAS MESSAGES
The overpressure switch messages are shown on the main and

auxiliary EICAS display.
- BLEED 1 (TYP): advisory message on main EICAS display.

Bleed overpressure due to PRV failure.
- BLEED OVPRESS 1 (TYP): status message on auxiliary EICAS

display. Bleed overpressure due to PRV failure.

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BLEED AIR FLOW INDICATION ................................................... 2

BLEED AIR FLOW INDICATION CIRCUIT .................................... 4
BLEED AIR PRESSURE INDICATING SYSTEM .......................... 6
PNEUMATIC MANIFOLD PRESSURE INDICATING CIRCUIT ..... 8
BLEED AIR INDICATIONS ............................................................ 10
ECS EICAS SYNOPTIC ................................................................. 12
PNEUMATIC SYSTEM SUMMARY ............................................... 14

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BLEED AIR FLOW INDICATION
The bleed air flow indication system measures the system mass air
flow and processes the signal for display on EICAS.
The system uses four sensors and a signal conditioner.
The sensors are located in the wing pneumatic ducts. The channel
1 and channel 4 sensors (outboard sensors) are positioned
upstream of engines 2 and 3 pneumatic duct inlets. The outboard
sensors are accessible with the leading edge flaps extended.
The channel 2 and channel 3 sensors (inboard sensors) are

positioned upstream of the wing to fuselage transition duct (90°
bend). The inboard sensors are accessible through inboard leading
edge access panels.
The bleed air flow signal conditioner is located in the MEC.

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BLEED AIR FLOW INDICATION CIRCUIT
General Description
The bleed air flow indication system measures mass air flow from The outboard sensor measures the mass flow from the outboard
each engine and displays this information on EICAS. The system engine. The inboard sensor measures the mass flow from the
consists of four sensors, a four channel bleed air flow signal inboard and outboard engines and the ASCTU provides the
conditioner, the air supply control and test unit (ASCTU), and the resolution to indicate the inboard mass flow.
EIU’s for display. The bleed air flow indicating system can be checked on the ground
by INPUT MONITORING.
System Operation
The bleed air flow sensor has two flow sensor elements. One
element measures the ambient duct temperature. The secnd
element is heated to a set temperature above the ambient duct air
temperature with the power supplied by the bleed air flow signal
conditioner. The air mass flow rate is proportional to the rate at
which heat is being removed by the cooler air stream which flows
past the self-heated element of the flow sensor.
The bleed air flow signal conditioner contains four channels of

excitation, bridges and amplifier circuitry that are necessary to
condition the signals from the remotely installed flow sensors. The
signal conditoner senses the voltage that is necessary to keep a set
temperature difference between a self-heated sensor and an
ambient sensor. It conditions this voltage to supply a 0 to 5.0 volt
DC signal that is proportional to the air mass flow rate. The 0 to 5.0
volt DC signal is supplied by each of the four channels of bleed air
flow signal conditioner to the ASCTU.

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BLEED AIR PRESSURE INDICATING SYSTEM
The pneumatic system manifold pressure is sensed by two pressure

transmitters. Access to the transmitters is through air conditioning
bays 1 and 3. The transmitters are connected to the crossover
manifold upstream of the two isolation valves.
The transmitters are strain gage based pressure transducers that

send pressure information to EICAS and CMC through ASCTU.

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PNEUMATIC MANIFOLD PRESSURE INDICATING CIRCUIT
The pressure in the pneumatic manifold is sensed by two pressure

transmitters. Information from the transmitters is sent to the CMC
and EICAS. The display of system pressure is on the main EICAS
display, ECS synoptic page and on the maintenance page.

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BLEED AIR INDICATIONS
The left and right pneumatic duct pressures are displayed on the
main EICAS display and on a ECS maintenance page.
The ECS data block is displayed on the main EICAS display when
the secondary engine indications or the ECS synoptic or ECS
maintenance page has been selected. The data block contains
pneumatic duct pressure and pressurization parameters. The ECS
data block will automatically blank when any other EICAS selection
is made.
The ECS maintenance page shows pressure temperature and mass

flow parameters for the engine bleed air, and positions of the valves.
Failure of both ASCTU channels results in the elimination of the

pneumatic parameters.

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ECS EICAS SYNOPTIC
The ECS synoptic page displays the status of the pneumatic system.
The pressure regulating and shutoff valves, APU isolation valve and
the left and right isolation valves are shown in the open or closed
positions. The pneumatic manifold duct pressure is displayed for the
left and right sides.
When airflow is present from the APU, external supply or engines,

the green flow bars are displayed.
The EXT AIR indication will be shown whenever the external air
supply is used by the air conditioning system or for engine starting.
In addition to the airflow display for the pneumatic supply system,

the synoptic also displays the wing and nacelle anti-icing system
flow, status of the air conditioning packs, aircraft zone temperatures
and pressurization valve indications.

pneumatic parameters leaving only the outline of the pneumatic
system.

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PNEUMATIC
Boeing 747-400

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PNEUMATIC
Boeing 747-400
PNEUMATIC SYSTEM SUMMARY
The pneumatic system consists of valves controlling the engine

bleeds, temperature and pressure regulation, distribution ducting
and system protection.
The air for the pneumatic system is obtained from the external
source, auxiliary power unit (APU) or the low pressure, high
pressure and fan stages of the engine. A series of valves and a
precooler control the pressure and temperature of the air supplied by
the engine, prior to entering the pneumatic manifold. Protection is
provided against excessive air temperature and pressure in the
engine pneumatic manifold. Located in the pneumatic manifold are
isolation valves and pressure transmitters.

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PNEUMATIC
Boeing 747-400

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PNEUMATIC
Boeing 747-400
NOTES:

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PNEUMATIC
Boeing 747-400
BLEED AIR FLOW INDICATION ............................................ 2
BLEED AIR FLOW INDICATION CIRCUIT ............................. 4

BLEED AIR PRESSURE INDICATING SYSTEM ................... 6
PNEUMATIC MANIFOLD PRESSURE INDICATING
CIRCUIT .............................................................................. 8
BLEED AIR INDICATIONS ..................................................... 10
ECS EICAS SYNOPTIC .......................................................... 12

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Training E & M
PNEUMATIC
Boeing 747-400
BLEED AIR FLOW INDICATION
The bleed air flow indication system measures the system mass air
flow and processes the signal for display on EICAS.
The system uses four sensors and a signal conditioner.
The sensors are located in the wing pneumatic ducts. The channel
1 and channel 4 sensors (outboard sensors) are positioned
upstream of engines 2 and 3 pneumatic duct inlets. The outboard
sensors are accessible with the leading edge flaps extended.
The channel 2 and channel 3 sensors (inboard sensors) are

positioned upstream of the wing to fuselage transition duct (90°
bend). The inboard sensors are accessible through inboard leading
edge access panels.
The bleed air flow signal conditioner is located in the MEC.
36.22.0504 -001

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PNEUMATIC
Boeing 747-400

36.22.0004 -001

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Training E & M
PNEUMATIC
Boeing 747-400
BLEED AIR FLOW INDICATION CIRCUIT
General Description
The bleed air flow indication system measures mass air flow from The outboard sensor measures the mass flow from the outboard
each engine and displays this information on EICAS. The system engine. The inboard sensor measures the mass flow from the
consists of four sensors, a four channel bleed air flow signal inboard and outboard engines and the ASCTU provides the
conditioner, the air supply control and test unit (ASCTU), and the resolution to indicate the inboard mass flow.
EIU’s for display. The bleed air flow indicating system can be checked on the ground
by INPUT MONITORING.
System Operation
The bleed air flow sensor has two flow sensor elements. One
element measures the ambient duct temperature. The secnd
element is heated to a set temperature above the ambient duct air
temperature with the power supplied by the bleed air flow signal
conditioner. The air mass flow rate is proportional to the rate at
which heat is being removed by the cooler air stream which flows
past the self-heated element of the flow sensor.
The bleed air flow signal conditioner contains four channels of

excitation, bridges and amplifier circuitry that are necessary to
condition the signals from the remotely installed flow sensors. The
signal conditoner senses the voltage that is necessary to keep a set
temperature difference between a self-heated sensor and an
ambient sensor. It conditions this voltage to supply a 0 to 5.0 volt
DC signal that is proportional to the air mass flow rate. The 0 to 5.0
volt DC signal is supplied by each of the four channels of bleed air
flow signal conditioner to the ASCTU.
36.22.0505 -001

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PNEUMATIC
Boeing 747-400
36.22.0005 -001

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PNEUMATIC
Boeing 747-400
BLEED AIR PRESSURE INDICATING SYSTEM
The pneumatic system manifold pressure is sensed by two pressure

transmitters. Access to the transmitters is through air conditioning
bays 1 and 3. The transmitters are connected to the crossover
manifold upstream of the two isolation valves.
The transmitters are strain gage based pressure transducers that

send pressure information to EICAS and CMC through ASCTU.
36.21.0504 -001

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PNEUMATIC
Boeing 747-400
36.21.0004 -001

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PNEUMATIC
Boeing 747-400
PNEUMATIC MANIFOLD PRESSURE INDICATING CIRCUIT
The pressure in the pneumatic manifold is sensed by two pressure

transmitters. Information from the transmitters is sent to the CMC
and EICAS. The display of system pressure is on the main EICAS
display, ECS synoptic page and on the maintenance page.
36.21.0507 -001

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PNEUMATIC
Boeing 747-400
36.21.0007 -001

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PNEUMATIC
Boeing 747-400
BLEED AIR INDICATIONS
The left and right pneumatic duct pressures are displayed on the
main EICAS display and on a ECS maintenance page.
The ECS data block is displayed on the main EICAS display when
the secondary engine indications or the ECS synoptic or ECS
maintenance page has been selected. The data block contains
pneumatic duct pressure and pressurization parameters. The ECS
data block will automatically blank when any other EICAS selection
is made.
The ECS maintenance page shows pressure temperature and mass

flow parameters for the engine bleed air, and positions of the valves.

pneumatic parameters.
36.21.0505 -007

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PNEUMATIC
Boeing 747-400
36.21.0005 -007

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PNEUMATIC
Boeing 747-400
ECS EICAS SYNOPTIC
The ECS synoptic page displays the status of the pneumatic system.
The pressure regulating and shutoff valves, APU isolation valve and
the left and right isolation valves are shown in the open or closed
positions. The pneumatic manifold duct pressure is displayed for the
left and right sides.
When airflow is present from the APU, external supply or engines,

the green flow bars are displayed.
The EXT AIR indication will be shown whenever the external air
supply is used by the air conditioning system or for engine starting.
In addition to the airflow display for the pneumatic supply system,

the synoptic also displays the wing and nacelle anti-icing system
flow, status of the air conditioning packs, aircraft zone temperatures
and pressurization valve indications.

pneumatic parameters leaving only the outline of the pneumatic
system.
36.21.0508 -002

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PNEUMATIC
Boeing 747-400
36.21.0008 -002

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PNEUMATIC
Boeing 747-400
NOTES:

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Boeing 747-400
Training manual
ATA-30 ICE AND RAIN PROTECTION
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
ICE AND RAIN PROTECTION Boeing 747-400
Avionics
ICE AND RAIN PROTECTION ................................................ 4 ENGINE NACELLE ANTI-ICING ............................................... 40
ANTI-ICE AND RAIN REMOVAL CONTROLS ......................... 6 NACELLE ANTI-ICING SYSTEM.............................................. 42

ICE DETECTOR PROBE ....................................................... 8 NACELLE ANTI-ICING COMPONENTS .................................. 44
ICE DETECTION SYSTEM ..................................................... 11 NACELLE ANTI-ICING VALVE ................................................. 46
ICE DETECTOR EICAS MESSAGES .................................... 14 OVERHEAT AND PRESSURE SWITCHES ........................... 48
ICE DETECTOR CENTRAL MAINTENANCE NACELLE ANTI-ICING CONTROLS ........................................ 50
COMPUTER MESSAGES .................................................. 16 NACELLE ANTI-ICING CIRCUIT .............................................. 52
WING ANTI-ICING .................................................................... 18 NACELLE ANTI-ICING - ECS EICAS SYNOPTIC

WING ANTI-ICING SYSTEM .................................................... 20 DISPLAY ............................................................................. 54
WING ANTI-ICING VALVE ........................................................ 22 NACELLE ANTI-ICING EICAS MESSAGES............................. 56
WING ANTI-ICING CONTROLS .............................................. 24 NACELLE ANTI-ICING DUCT LEAK EICAS MESSAGES ....... 58
WING ANTI-ICING VALVE CIRCUIT ......................................... 26 NACELLE ANTI-ICING/ENGINE SPEED INDICATION ............. 60
WING ANTI-ICING VALVE INDICATION CIRCUIT .................... 28 PROBES AND SENSORS ANTI-ICING ................................... 62
WING ANTI-ICE VALVE TEST CIRCUIT .................................. 30 PITOT-STATIC PROBE .......................................................... 64

WING ANTI-ICING SYSTEM CIRCUIT ..................................... 32 MAIN PITOT-STATIC PROBE HEATERS CIRCUIT ................ 66
WING ANTI-ICING EICAS MESSAGES ................................... 34 MAIN PITOT-STATIC PROBE HEATERS EICAS
WING ANTI-ICING - ECS EICAS SYNOPTIC DISPLAY ........... 36 MESSAGES ....................................................................... 68

WING ANTI-ICING CENTRAL MAINTENANCE AUXILIARY PITOT-STATIC PROBE HEATERS CIRCUIT ..... 70
COMPUTER MESSAGES .................................................. 38

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AUXILIARY PITOT-STATIC PROBE HEATERS EICAS WINDOW 1 HEAT CENTRAL MAINTENANCE

MESSAGES ....................................................................... 72
FLIGHT DECK WINDOWS 2 AND 3 ....................................... 104
TOTAL AIR TEMPERATURE PROBE .................................... 74
CONTROL AND OVERHEAT THERMOSTATS ..................... 106
TOTAL AIR TEMPERATURE PROBE HEATER CIRCUIT ..... 76
WINDOW 2 HEAT CIRCUIT ................................................... 108
TOTAL AIR TEMPERATURE PROBE HEATER EICAS
WINDOW 2 HEAT EICAS MESSAGES .................................. 110
MESSAGES ....................................................................... 78
WINDSHIELD WIPERS .......................................................... 112
ANGLE OF ATTACK SENSOR ............................................... 80
WINDSHIELD WIPER SYSTEM ............................................. 114
ANGLE OF ATTACK SENSOR HEATER CIRCUIT ................ 82
WINDSHIELD WIPER MOTOR/CONVERTER ....................... 116
ANGLE OF ATTACK SENSOR HEATER EICAS
WINDSHIELD WIPER PARKING MECHANISM ..................... 118
MESSAGES ....................................................................... 84
WINDSHIELD WIPER CONTROLS ........................................ 120
PROBE HEATERS CENTRAL MAINTENANCE
WINDSHIELD WIPER CIRCUIT ............................................. 122
WINDSHIELD WASHER ......................................................... 124
WINDOW HEATING ............................................................... 88
WINDSHIELD WASHER COMPONENTS .............................. 126
FLIGHT DECK WINDOWS ..................................................... 90
WINDSHIELD WASHER NOZZLE .......................................... 128
FLIGHT DECK WINDOW 1 ..................................................... 92
WINDSHIELD WASHER CONTROLS .................................... 130
WINDOW HEAT CONTROL UNIT .......................................... 94
WINDSHIELD WASHER SYSTEM ......................................... 132
WINDOW HEAT CONTROLS ................................................. 96
WINDSHIELD WASHER CIRCUIT ......................................... 134
WINDOW 1 HEAT CIRCUIT ................................................... 98
WATER AND DRAIN LINE HEATERS .................................... 136
WINDOW 1 HEAT EICAS MESSAGES .................................. 100

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WATER SUPPLY AND DRAIN LINES TAPE HEATERS .......... 138
POTABLE WATER HOSES HEATERS CIRCUIT ................... 140

DRAIN LINES TAPE HEATERS CIRCUIT .............................. 142
IN-LINE HEATER .................................................................... 144
WATER SUPPLY IN-LINE HEATERS CIRCUIT ..................... 146

DRAIN MASTS ........................................................................ 148
DRAIN MASTS HEATERS CIRCUIT ...................................... 150
WASTE TANK SERVICE HEATERS ...................................... 152

WASTE TANK SERVICE HEATER CIRCUIT ......................... 154
ICE AND RAIN PROTECTION SUMMARY ............................ 156

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ICE AND RAIN PROTECTION
The ice and rain protection systems are used to protect the airplane
and aid the pilots when operating in adverse weather conditions.
Protection is provided for:
- Wing leading edges
- Engine nacelles
- Flight deck window heating, wipers and window washing
- Pitot static probes, total air temperature probes and angle of

attack sensors.
- Water lines and drains
Two ice detectors are located on the forward fuselage.
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30.00.0001 -002

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ANTI-ICE AND RAIN REMOVAL CONTROLS
The anti-ice and rain removal controls are located on the M7321
ANTI-ICE RAIN REMOVAL on P5.
The controls consist of:
- Wing anti-ice switch

- Nacelle anti-ice switches
- Window heat switchlights
- Windshield wiper switches
- Windshield washer switches
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30.00.0002 -002

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ICE DETECTOR PROBE
Two ice detector probes provide icing condition information to the

wing and nacelle anti-icing systems. The probes are mounted
externally to the airplane skin on the left and right sides of the
forward fuselage.
The probe consists of a magnetostrictive probe tip exposed to the

ambient conditions. Control cords and heater are in the housing. The
probe is attached by 6 bolts.
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30.81.0001 -001

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NOTES:

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ICE DETECTION SYSTEM
General
This process is repeated as long as icing conditions exist.
Two ice detection systems provide flight deck indication of icing
conditions and automatic activation of wing and nacelle anti-icing The ice detector system measures the probe heater ON time and
systems. Each ice detector contains a magnetostrictive (vibrating) counts the number of consecutive icing/de-icing cycles. Probe
probe, which changes frequency with ice buildup. The probe has an heater failure is based on probe heater ON time greater than 25
internal heating element which melts the accumulated ice off of the seconds.
probe after it has been detected. The detectors provide separate
outputs to activate the wing and nacelle anti-icing systems. If the time between icing/de-icing cycles is greater than three
minutes, the consecutive icing/de-icing counter is reset to zero.
Operation When the airplane is on the ground, the ice detector heater is
disabled. The icing/de-icing count is held at zero, preventing
The ice detector consists of a frequency detector, probe heater and automatic operation of the anti-icing system. The system is
control, interval timer and resettable counter. monitored through the central maintenance computer.
30.81.0502A-001
When 0.02 inch (0.5mm) of ice accumulates on the ice detector

probe during flight, the probe heater operates to de-ice the probe.
The probe heater is shut off when the detector frequency returns to
normal.

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Nacelle Anti-Icing
When the counter is at 2 or the probe heater is ON equal to or

greater than 15 seconds but less than 25 seconds, the detector
outputs a signal to activate the nacelle anti-icing system for 180
seconds. The nacelle anti-icing system is turned OFF when the
counter is reset to zero.
Wing Anti-Icing
When the counter is at 10, the detector outputs a signal to activate

the wing anti-icing system for 180 seconds. The wing anti-icing
system is turned OFF when the counter is reset to zero.
30.81.0502B-001

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30.81.0002 -001

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ICE DETECTOR EICAS MESSAGES
The ice detector EICAS messages are shown on the main and
auxiliary displays.
- >ICE DETECTORS: advisory message on main EICAS display.

Left or right ice detector fail. (2 sec TD)
- ICE DETECTOR L: status message on auxiliary EICAS display.

Left ice detector fail. (12 sec TD)
- ICE DETECTOR R: status message on auxiliary EICAS display.

Right ice detector fail. (12 sec TD)
30.81.0503 -001

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30.81.0003 -001

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ICE DETECTOR CENTRAL MAINTENANCE COMPUTER

MESSAGES
Display
The ice detector messages are displayed on the control display unit
(CDU).
Messages
- GROUND TESTS SYSTEMS 30 ANTI-ICE
- GROUND TEST MENU
ICE DETECTOR L
ICE DETECTOR R
Conducting the test, results in a display of PASS or FAIL indication.

The FAIL indication will enable display of faults for the ice detectors.
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30.81.0004 -001

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WING ANTI-ICING
The wing anti-icing system prevents formation of ice on the wing

leading edges. The bleed air from the pneumatic manifold is used for
anti-icing.
The system consists of a valve and a spray duct located in each

wing leading edge. Two ice detector probes are located on the
forward fuselage and the controls and indications are located in the
flight deck.
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30.10.0001 -002

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WING ANTI-ICING SYSTEM
The pneumatic system supplies air for the wing anti-icing system.
The air supply is connected to the wing leading edges through two
valves in the leading edge flap cavities near the outboard engines.
The valve is connected to a Y-type coupling, which is connected to
two elbows. Each elbow is connected to an anti-icing duct (made
from titanium) and located inboard and outboard inside the leading
edge. Thermal expansion of the ducts is provided for by use of teflon
impregnated cushioned clamps which permit the duct to slide in a
direction opposite the elbow during expansion and towards the
elbow during contraction. The forward surface of the duct has spray
holes through which air is discharged onto the interior of the wing
leading edge. The air is exhausted overboard through slots under
the leading edge.
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30.10.0002 -001

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WING ANTI-ICING VALVE
Two wing anti-icing valves allow air from the pneumatic manifold to
be supplied to the spray ducts in the leading edges.
The valve is a butterfly type, electric motor operated by 115 volts ac

power. Located on the valve is a position indicator for visual
inspection of the valve position. The valve can be operated manually
by the manual handle located on the valve.
The valve is attached to the supply duct with seal assemblies

between the flanges and two V-band couplings. One bonding jumper
is connected to the valve and adjacent structure.
The valve is accessible through the leading edge flap segments No.
6 on the left wing and No. 21 on the right wing.
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30.11.0001 -001

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WING ANTI-ICING CONTROLS
The wing anti-icing controls are located in module M7321, ANTI-ICE/

RAIN REMOVAL on P5.
The controls consist of a three-position, OFF, AUTO, ON toggle

switch.
In the AUTO position, the valve operation is controlled by the ice

detector.
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30.11.0002 -002

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WING ANTI-ICING VALVE CIRCUIT
The left and right wing anti-icing valves are operated electrically by
one switch.
On the ground relay R227 is energized and the valve remains

closed. In flight, placing the switch to the ON position energizes relay
R7536 and 115 volts ac power is supplied to open the valve.
Placing the switch to the AUTO position and if ice is detected, relays
R7788 and R7536 energize and 115 volts ac power is supplied to
open the valve.
The valve operation is inhibited when the leading edge flaps are not
fully up.
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30.11.0003 -002

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WING ANTI-ICING VALVE INDICATION CIRCUIT
Operation
When the valve is closed, relay R7534 is energized and the valve
position signal to EICAS is not present. During valve opening, relay
R7536 is energized and relay R7534 is deenergized, allowing valve
position signal to EICAS. When the valve is open, relay R7535 and
R7534 are energized, and the valve position signal to EICAS is not
present.
Display
When valve position is in disagreement with the switch position, the

relays R7534 and R7535 provide this information to EICAS through
the EFIS/EICAS interface units.
30.11.0504 -002

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30.11.0004 -002

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WING ANTI-ICE VALVE TEST CIRCUIT
The wing anti-icing valve operation can be checked on the ground

by the central maintenance computer with the valve switch in the
OFF position and flaps retracted. The CMC is enabled by energizing
relay R8087 by the GND TESTS switch on P461. During test, relays
R7788 and R7536 are energized. The valves open and, after a time
delay of seven seconds, relay R7776 energizes and relay R7536
deenergizes and the valves close. The test results are observed on
the CDU.
30.11.0505 -002

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30.11.0005 -002

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WING ANTI-ICING SYSTEM CIRCUIT
Operation Display
The left and right wing anti-icing valves are operated electrically by When valve position is in disagreement with the switch position, the
one switch. relays R7534 and R7535 provide this information to EICAS through
the EFIS/EICAS interface units.
On the ground relay R227 is energized and the valve remains
closed. In flight, placing the switch to the ON position energizes relay
R7536 and 115 volts ac power is supplied to open the valve. Test
Placing the switch to the AUTO position and if ice is detected, relays The wing anti-icing valve operation can be checked on the ground
R7788 and R7536 energize and 115 volts ac power is supplied to by the central maintenance computer with the valve switch in the
open the valve. OFF position and flaps retracted. The CMC is enabled by energizing
relay R8087 by the GRD TESTS switch on P461. During test, relays
The valve operation is inhibited when the leading edge flaps are not R7788 and R7536 are energized. The valves open and, after a time
fully up. delay of seven seconds, relay R7776 energizes and relay R7536
deenergizes and the valves close. The test results are observed on
the CDU.
30.11.0506 -002
Indication
When the valve is closed, relay R7534 is energized and the valve
position signal to EICAS is not present. During valve opening, relay
R7536 is energized and relay R7534 is deenergized, allowing valve
position signal to EICAS. When the valve is open, relayR7535 and
R7534 are energized, and the valve position signal to EICAS is not
present.

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30.11.0006 -002

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WING ANTI-ICING EICAS MESSAGES
The wing anti-icing system EICAS messages are shown on the main
and auxiliary displays.
- >ANTI-ICE WING: advisory message on main EICAS display.

Wing anti-icing system selected ON and total air temperature is
greater than 12°C (54°F).
- >ICING WING: advisory message on main EICAS display. The

detector detects ice and wing anti-ice system is OFF in the air (5
sec TD)
- WAI VALVE LEFT: advisory message on main EICAS display.

Left wing anti-icing valve disagrees with command. (5 sec TD)
- WAI VALVE RIGHT: advisory message on main EICAS display.

Right wing anti-icing valve disagrees with command. (5 sec TD)
- ANTI-ICE WING L: status message on auxiliary EICAS display.

Left wing anti-icing valve disagrees with command. (60 sec TD) -
ANTI-ICE WING R: status message on auxiliary EICAS display.
Right wing anti-icing valve disagrees with command. (60 sec TD)
30.11.0507 -002

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30.11.0007 -002

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WING ANTI-ICING - ECS EICAS SYNOPTIC DISPLAY
The Environmental Control System (ECS) synoptic display on the

EICAS shows the positions of the two wing anti-icing valves and
airflow to the spray ducts.
30.11.0509 -001

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30.11.0009 -001

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WING ANTI-ICING CENTRAL MAINTENANCE COMPUTER

MESSAGES
Display
The wing anti-icing messages are displayed on the control display

unit (CDU).
Prior to performing the test, the wing anti-icing switch must be OFF,
flaps retracted and the GND TESTS switch on P461 in the ENABLE
position.
Messages
- GROUND TESTS SYSTEMS 30 ANTI-ICE
- GROUND TESTS MENU WTAIS

The FAIL indication will enable display of faults for the wing anti-icing
system.The valve operation can be observed on the ECS synoptic
display if the test is performed with a pressurized pneumatic
manifold.
30.11.0508 -002

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30.11.0008 -002

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ENGINE NACELLE ANTI-ICING
The engine nacelle anti-icing system prevents formation of ice on

the nacelle leading edges. The bleed air from each engine is used
for anti-icing.
The system consists of a valve, pressure and overheat switches,

and a spray duct located in each engine nacelle. Two ice detector
probes are located on the forward fuselage and the controls and
indications are located in the flight deck.
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30.20.0001 -002

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NACELLE ANTI-ICING SYSTEM
The engine bleed system supplies air for the nacelle anti-icing
system. When the valve is open, bleed air flows to the nacelle
leading edge through the spray duct and exhausts overboard at the
bottom of the nacelle.
An overheat switch provides protection against duct leakage in the

nose cowl and a pressure switch provides protection against high
pressure in the duct.
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NACELLE ANTI-ICING COMPONENTS
The nacelle anti-icing system consists of the pneumatic ducting,

valve, spray duct, pressure and overheat switches.
The anti-icing valve is attached to the duct by clamps in the strut.

Segments of the duct are joined by flexible connectors, which are
sleeve-type couplers with clamps at each end that allow movement
of the duct due to thermal expansion. The duct extends along the top
of the engine strut to the spray duct. Air exhausts through the
overboard discharge duct at the bottom of the nacelle. Forward of
the valve is a pressure switch. The overheat switch is located at the
top of the nacelle aft of the spray duct.
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NACELLE ANTI-ICING VALVE
The nacelle anti-icing valve allows air from the engine bleed duct to
be supplied to the spray duct in the nacelle leading edge.
The valve is a butterfly type, electrically controlled and pneumatically

operated and consists of a solenoid valve, actuator, filter, pilot
assembly, valve body, position indicator and a lockout knob. When
open, the valve modulates air supply to 24 psig and an approximate
flow rate of 90 pounds/minute. A position indicator can be used for
visual inspection of the valve position and for manual valve
operation.
The valve is accessible through the access panel on the left side of
the strut.The filter is shop replaceable only.
The valve can be manually operated and locked in either full open or
closed positions. Before the valve can be locked in position, the
valve must be in the desired position. The position indicator is hex
shaped to allow a 7/16 inch wrench to manually move the valve disk
to the desired position. The lockout knob has three detented
positions: NORMAL, LOCKED OPEN, and LOCKED CLOSED. The
knob is positioned in a detent by pulling and rotating.
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OVERHEAT AND PRESSURE SWITCHES
The overheat and pressure switches provide protection against high

air temperature and pressure occurring in the nacelle anti-icing
system.
The overheat switch is located on the fan cowl support beam at the
top of the nacelle behind the spray duct. When air is leaking from the
duct, the switch will sense increasing air temperature in the nacelle.
At 250°F (121°C), the switch closes the nacelle anti-icing valve.
The pressure switch is located in the strut forward of the nacelle

anti-icing valve. When air pressure in the duct exceeds 30 psig, the
switch closes and sends a message to EICAS.
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NACELLE ANTI-ICING CONTROLS
The nacelle anti-icing controls are located in mdoule M7321,

ANTI-ICE/RAIN REMOVAL on P5.
The controls consist of four three-position, OFF, AUTO, ON toggle

switches.
In the AUTO position, the valve operation is controlled by the ice

detector.
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NACELLE ANTI-ICING CIRCUIT
Operation
Each nacelle anti-icing valve is controlled electrically by a switch. The valve can be opened by placing the switch momentarily to the
OFF position. The switch ON and AUTO positions also enable
The valve is energized to open by placing the switch to the ON or continuous engine ignition and pressure regulating valve (PRV).
AUTO position. In the ON position, relay R8004 is energized. In the
AUTO position, when ice is detected, relays R8279 and R8284 During reverse thrust operation, the nacelle anti-icing valve closes.
energize allowing relays R8000 and R8004 to energize. If the thrust
reverser is not operated, 28 volts dc power is supplied to the valve When the airplane is on the ground, the ice detectors are disabled
solenoid. When the valve is open, relay R8008 is energized and the preventing automatic operation of the anti-icing system.
valve position signal to EICAS is not present.
When valve position is in disagreement with the switch position or Display

ice is detected and the selector switch is OFF, the valve position
switch or relay R8217 provides this information to EICAS through Information from the overheat and pressure switches is provided to
the EFIS/EICAS interface units. EICAS through the EFIS/EICAS interface units.
During overheat condition, the overheat switch closes at 250°F Valve open position provides information for NA1 display on the N1
(121°C), relay R7570 is energized and the valve closes. When the EICAS indication.
temperature decreases, the overheat switch opens,but relay R7570
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remains energized and the valve remains closed.

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NACELLE ANTI-ICING - ECS EICAS SYNOPTIC DISPLAY
The Environmental Control System (ECS) synoptic display on the

EICAS shows the positions of the four nacelle anti-icing valves and
airflow to the spray ducts.
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NACELLE ANTI-ICING EICAS MESSAGES
The nacelle anti-icing system EICAS messages are shown on the

main and auxiliary displays.
- >ANTI-ICE NAC: advisory message on main EICAS display. Any

nacelle anti-icing system selected ON and outside air
temperature is greater than 12°C (54°F).
- NAI VALVE 1 (TYP): advisory message on main EICAS display.

Engine 1 (TYP) anti-icing valve disagrees with command with
engine operating. (3.5 sec TD)
- ANTI-ICE NAC 1 (TYP): status message on auxiliary EICAS

display. Engine 1 (TYP) anti-icing valve disagrees with command
with engine operating or anti-icing valve failed. (60 sec TD)
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NACELLE ANTI-ICING DUCT LEAK EICAS MESSAGES
The nacelle anti-icing duct leak EICAS messages are shown on the
auxiliary display.
- NAI DUCT 1 (TYP) LEAK - status message on auxiliary EICAS

display. Engine 1 (TYP) fan cowl temperature exceeding 250°F
(121°C)
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NACELLE ANTI-ICING/ENGINE SPEED INDICATION
During engine operation when the nacelle anti-icing switch is in the

ON position, green NAI (nacelle anti-icing) message is displayed on
the EICAS, adjacent to the N1 display.
When the wing anti-ice valve opens a green WAI (wing anti-icing)
message is displayed on the EICAS between the N1 indications.
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PROBES AND SENSORS ANTI-ICING
The probes and sensors anti-icing system prevents formation of ice

on the pitot and static probes, total air temperature probes and angle
of attack sensors.
The system consists of electric heaters incorporated into each probe

and sensor. The indications are located in the flight deck.
The heater operation can be checked on the ground by the central

maintenance computer GROUND TESTS and INPUT
MONITORING.
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PITOT-STATIC PROBE
Four (two main and two auxiliary) pitot static-probes provide air data
information to various airplane systems. The probes are mounted
externally to the airplane skin on the left and right sides of the
forward fuselage.
The probe consists of a small tube with one inlet port at the tip
sensing total pressure and two inlet ports at the side sensing static
pressure.
Each probe incorporates two electric heaters for anti-icing.
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MAIN PITOT-STATIC PROBE HEATERS CIRCUIT
Operation Test
Each main pitot-static probe is anti-iced by two electric heaters. The heater operation can be checked on the ground by the central
maintenance computer. During test, relays R7421 and R7423 are
On the ground, with engines not operating, the probe heaters are not energized. The head and strut of the probe are supplied with 115
powered. With any engine operating, relays R7423 and R7425 are volts ac power. The test results are observed on the CDU.
energized. The strut of the probe is supplied with 115 volts ac
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power. Reduced power is supplied to the head of the probe.
In flight, relay R7425 is deenergized, relay R7423 remains energized

through the engine speed sense card or relay R7334. The head and
strut of the probe are supplied with 115 volts ac power.
Display
The power supply to the heaters is sensed by two current sensors. If

power is not supplied through the heater, the current sensor
provides this information to EICAS through the EFIS/EICAS interface
units.

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MAIN PITOT-STATIC PROBE HEATERS EICAS MESSAGES
The main pitot-static probe heaters EICAS messages are shown on

the main and auxiliary displays.
- HEAT P/S CAPT: advisory message on main EICAS display. Left

main pitot heat power or continuity loss.
- HEAT P/S F/O: advisory message on main EICAS display. Right

main pitot heat power or continuity loss.
- HEAT P/S CAPT: status message on auxiliary EICAS display.

Left main pitot heat power or continuity loss. (60 sec TD)
- HEAT P/S F/O: status message on auxiliary EICAS display. Right

main pitot heat power or continuity loss. (60 sec TD)
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AUXILIARY PITOT-STATIC PROBE HEATERS CIRCUIT
Operation Test
Each auxiliary pitot-static probe is anti-iced by two electric heaters. The heater operation can be checked on the ground by the central
On the ground, with engines not operating, the probe heaters are not energized. The head and strut of the probe are supplied with 115
powered. With any engine operating, at 50% RPM, relays R7423 volts ac power. The test results are observed on the CDU.
and R7425 are energized. The strut of the probe is supplied with 115
30.31.0504 -001
volts ac power. Reduced power is supplied to the head of the probe.
In flight, relay R7425 is deenergized, relay R7423 remains energized

through the engine speed sense card or relay R7334. The head and
strut of the probe are supplied with 115 volts ac power.
Display
The power supply to the heaters is sensed by two current sensors. If

units.

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AUXILIARY PITOT-STATIC PROBE HEATERS EICAS MESSAGES
The auxiliary pitot-static heaters EICAS messages are shown on the

- HEAT P/S L AUX: advisory message on main EICAS display.

Left auxiliary pitot heat power or continuity loss.
- HEAT P/S R AUX: advisory message on main EICAS display.

Right auxiliary pitot heat power or continuity loss.
- HEAT P/S L AUX: status message on auxiliary EICAS display.

Left auxiliary pitot heat power or continuity loss. (60 sec TD)
- HEAT P/S R AUX: status message on auxiliary EICAS display.

Right auxiliary pitot heat power or continuity loss. (60 sec TD)
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TOTAL AIR TEMPERATURE PROBE
Two total air temperature probes provide air data information to

various airplane systems. The probes are mounted externally to the
airplane skin in front of the No. 1 left and right flight deck windows.
The probe consists of a small strut with inlet and outlet ports. It
senses the temperature of the air passing through cavities within the
strut by means of temperature sensitive elements. Air enters an inlet
port at the top of the strut and exits through several outlet ports on
the side and aft surfaces of the strut.
Each probe incorporates an electric heater for anti-icing.
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TOTAL AIR TEMPERATURE PROBE HEATER CIRCUIT
Operation
Each total air temperature probe is anti-iced by an electric heater.
On the ground the probe heater is not powered. In flight, relay

R8268 is energized through the air/ground relay R7334. The heater
is supplied with 115 volts ac power.
Display
The power supply to the heater is sensed by a current sensor. If

units.
Test

energized. The probe heater is supplied with 115 volts ac power.
The test results are observed on the CDU.
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TOTAL AIR TEMPERATURE PROBE HEATER EICAS MESSAGES
The total air temperature probe heater EICAS messages are shown
on the main and auxiliary displays.
- HEAT L TAT: advisory message on main EICAS display. Left

total air temperature probe heat power or continuity loss. (15 sec
TD)
- HEAT R TAT: advisory message on main EICAS display. Right

TD)
- HEAT L TAT: status message on auxiliary EICAS display. Left

TD)
- HEAT R TAT: status message on auxiliary EICAS display. Right

TD)
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ANGLE OF ATTACK SENSOR
Two angle of attack sensors provide airplane attitude information to

various airplane systems. The sensors are mounted internally to the
airplane skin on the left and right sides of the forward fuselage. The
unit consists of a movable vane attached to the sensor. The vane
protrudes into the airflow.
Each sensor incorporates an electric heater for anti-icing.
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ANGLE OF ATTACK SENSOR HEATER CIRCUIT

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Operation
Each angle of attack sensor is anti-iced by an electric heater.
On the ground, with engines not operating, the sensor heater is not
powered. With any engine operating, relay R7423 is energized. The
sensor heater is supplied with 115 volts ac power.
In flight, relay R7423 remains energized through the engine speed

sense card or relay R7334. The sensor heater is supplied with 115
volts ac power.
Display
The power supply to the heater is sensed by a current sensor. If

units.
Test

energized. The sensor heater is supplied with 115 volts ac power.
The test results are observed on the CDU.

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ANGLE OF ATTACK SENSOR HEATER EICAS MESSAGES
The angle of attack sensor heater EICAS messages are shown on

the main and auxiliary displays.
- HEAT L AOA: advisory message on main EICAS display. Left

angle of attack sensor heat power or continuity loss.
- HEAT R AOA: advisory message on main EICAS display. Right

angle of attack sensor heat power or continuity loss.
- HEAT L AOA: status message on auxiliary EICAS display. Left

angle of attack sensor heat power or continuity loss. (60 sec TD)
- HEAT R AOA: status message on auxiliary EICAS display. Right

angle of attack sensor heat power or continuity loss. (60 sec TD)
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PROBE HEATERS CENTRAL MAINTENANCE COMPUTER

MESSAGES
Display
The probe heaters messages are displayed on the control display

unit (CDU).
Messages
Selections of 30 ANTI-ICE from GROUND TESTS SYSTEMS

display the GROUND TESTS MENU, from which PROBE HEAT test
is selected.

The FAIL indication will enable display of faults for probe heaters.
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WINDOW HEATING
The flight deck window heating system prevents formation of ice,

provides defogging and increases the impact strength of the
windows. Electric power is used for heating.
The system consists of heating elements in the windows and two

window heat control units located in the main equipment center. The
controls and indications are located in the flight deck.
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FLIGHT DECK WINDOWS
Six windows are symmetrically located around the forward end of

the flight deck. The windows are designated left and right windows 1,
2 and 3. All flight deck windows are of laminated construction.
A heating element in each window is a conductive coating material

laminated between the outer layer of hardened glass and the first
inner layer of plastic.
WARNING: BEFORE PERFORMING MAINTENANCE ON FLIGHT

DECK WINDOW HEATING SYSTEM, OPEN WINDOW
HEAT POWER L1 AND R1 CIRCUIT BREAKERS ON
P6 AND WINDOW HEAT CONTROL L1 AND R1
CIRCUIT BREAKERS ON P180. IF CIRCUIT
BREAKERS ARE NOT OPEN DURING
MAINTENANCE, PERSONNEL MAY RECEIVE AN
ELECTRICAL SHOCK WHEN WINDSHIELD IS
TOUCHED.
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FLIGHT DECK WINDOW 1
The flight deck window 1 is electrically heated by a heating element

of approximately 3000 watts embedded in the window layers.
Heating power is supplied to the heating element through the bus
bars located at the top and bottom of the window.
Two temperature sensors (control and spare) are laminated into the
window adjacent to the heating element. Wires from the bus bars
and temperature sensors extend through the window laminations to
the terminals on the inner face.
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WINDOW HEAT CONTROL UNIT
The two window heat control units are located in the main equipment
center. M73, left control unit is located on the E1-4 and M273, right
control unit is located on the E2-3.
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WINDOW HEAT CONTROLS
The window heat controls are located in module M7321, ANTI-ICE/

RAIN REMOVAL on P5.
The controls consist of two switchlights. Each switchlight has a white

ON indicator and amber INOP indicator.
The heat is applied by pushing and releasing the switchlight and the
ON position is indicated. The heat is removed by pushing and
releasing the switchlight and the ON position is cancelled.
The amber INOP light illuminates whenever there is:
- Sensor or wiring open

- Sensor or wiring shorted
- Heater or wiring open
- Heater or wiring shorted
- 115 v ac power failure
- WHCU inoperative
- Window overheat
- Demand and no heat
- Heat and no heat
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WINDOW 1 HEAT CIRCUIT
Operation Display
Each (left and right) forward window 1 are electrically heated by 115 If a fault occurs (overheat, heating element failure, temperature
volts ac power and controlled by 28 volts dc power. sensor failure) the amber INOP light illuminates and the BITE circuit
The heating power is supplied to the window by pushing and units.
releasing the switch light. The ON light is illuminated and the heat
control and fault detector supplies power gradually to the heating
element. The window temperature is sensed by a temperature Test
sensor. When the window temperature reaches the operating
temperature, the power supply is modulated to maintain a constant The window heat operation can be checked on the ground by the
window temperature. A spare sensor is provided in case of primary central maintenance computer. The relay R8055 enables the ground
sensor failure. test. The test is inhibited in flight. During test, the BITE circuit checks
the window heating system and the test results are observed on the
In case of temperature sensor failure a spare sensor in provided CDU. The INOP light will illuminate momentarily during test. Relay
which can be connected into the circuit at rear of control unit. R330 ensures that test operation is on ground only.
30.41.0506 -002
Operating Temperature
Normal Triplex 85°F (29°C)

Overheat Triplex 100°F (38°C)

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WINDOW 1 HEAT EICAS MESSAGES
The window 1 heat EICAS messages are shown on the main and
auxiliary displays.
- HEAT WINDOW L: advisory message on main EICAS display.

Left forward window heat circuit breaker open, overheat or
continuity loss.
- HEAT WINDOW R: advisory message on main EICAS display.

Right forward window heat circuit breaker open, overheat or
continuity loss.
- WINDOW HEAT 1L: status message on auxiliary EICAS display.

Left window 1 heat circuit breaker open, overheat or continuity
loss. (60 sec TD)
- WINDOW HEAT 1R: status message on auxiliary EICAS display.

Right window 1 heat circuit breaker open, overheat or continuity
loss. (60 sec TD)
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WINDOW 1 HEAT CENTRAL MAINTENANCE COMPUTER

MESSAGES
Display
The window 1 heat messages are displayed on the control display

unit (CDU).
Messages
Selections of 30 ANTI-ICE from the GROUND TESTS SYSTEMS

displays the GROUND TESTS MENU, from which WINDOW HEAT
and WINDOW HEAT R are selected.

The FAIL indication will enable display of faults for the window 1
heat system.
NOTE: The window heat switches must be on during window heat

ground test.
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FLIGHT DECK WINDOWS 2 AND 3
The flight deck windows 2 and 3 are electrically heated by heating

elements of approximately 150 and 210 watts respectively,
embedded in the window layers. Heating power is supplied to the
heating elements through the bus bars located at the forward and aft
ends of the windows. Wires from the bus bars extend through the
window laminations to the terminals on the inner face.
Two thermostats (control and overheat) are located on the inside

surface of each window.
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CONTROL AND OVERHEAT THERMOSTATS
The control and overheat thermostats provide window heat

temperature control and overheat protection for windows 2 and 3.
The thermostats are located on the interior of the windows and are
connected to airplane wiring by connectors. Both of the
connector-thermostat combinations are held in position by retaining
springs. Position adjustment of the overheat thermostat is by
adjustment of the spring retainer supporting bracket.
The control thermostat opens at 105°F (41°C) and the overheat

thermostat opens at 120°F (49°C).
Prior to the installation of a thermostat, apply a thin coating of

thermal sealant to the thermostat surface to ensure proper sealing
and temperature sensing.
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WINDOW 2 HEAT CIRCUIT
Operation
Windows 2 and 3, left and right side are heated automatically

whenever 115 volts ac power is available from the main buses.
During normal operation, power is supplied to the window heating

element through the control and overheat thermostats. The window
temperature is controlled to 105°F (41°C) by the control thermostat.
The overheat protection is provided by the overheat thermostat,
which opens at 120°F (49°C).
Relay R7568 and the current sensor are normally energized, and
relay R7343 is energized or deenergized depending upon the
position of the control thermostat.
Display
The status of the window heating is transmitted to EICAS through

MAWEA and EIU.
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WINDOW 2 HEAT EICAS MESSAGES
The window 2 heat EICAS messages are shown on the auxiliary

display.
- WINDOW HEAT 2L: status message on auxiliary EICAS display.

Left window 2 heat circuit breaker open, overheat or continuity
loss. (60 sec TD)
- WINDOW HEAT 2R: status message on auxiliary EICAS display.

Right window 2 heat circuit breaker open, overheat or continuity
loss. (60 sec TD)
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WINDSHIELD WIPERS
The windshield wipers are provided for window 1, left and right. The
system consists of two motor/converters, two wiper assemblies and
controls.
The wiper components are located foward of the windows. The

controls are located in the flight deck.
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WINDSHIELD WIPER SYSTEM
General
Each windshield wiper system consists of an electrically operated WARNING: BEFORE PERFORMING MAINTENANCE ON
motor/converter unit located inside the fuselage. The wiper arm WINDSHIELD WIPER SYSTEM, OPEN WINDOW HEAT
attachment to the shaft of the motor/converter consists of a washer, POWER L1 AND R1 CIRCUIT BREAKERS ON P6 AND
adjustable bushing, and hub. Attached to the arm is a blade WINDOW HEAT CONTROL L1 AND R1 CIRCUIT
restrainer and the wiper assembly. The arm applies approximately a BREAKERS ON P180. IF CIRCUIT BREAKERS ARE
10 pound pressure to the blade at center of the stroke and a 5 NOT OPEN DURING MAINTENANCE, PERSONNEL
pound pressure at parked position. Wiper arm tension is not MAY RECEIVE AN ELECTRICAL SHOCK WHEN
adjustable and arm replacement is necessary if pressure does not WINDSHIELD IS TOUCHED.
meet requirements.
CAUTION: DO NOT OPERATE WINDSHIELD WIPERS ON DRY
WINDSHIELD AS WINDSHIELDS MAY BE DAMAGED.
Operation
30.42.0502 -001
The wiper blades can be operated at low or high speed and clear a
path 22 inches wide through an arc of approximately 70 degrees. At
low speed the wipers operate at 160 strokes per minute and at high
speed at 250 strokes per minute.

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WINDSHIELD WIPER MOTOR/CONVERTER
The two windshield wiper motor/converters are mounted on integral

access plates near the forward windows. The assembly consists of a
two-speed electric motor and a torque converter. Attached to the
motor/converter shaft is the wiper arm.
Removal of the motor/converter is accomplished from the outside of

the airplane. After removal of the wiper arm and the 19 mounting
screws, the assembly is removed through the opening.
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WINDSHIELD WIPER PARKING MECHANISM
The parking mechanism consists of a spring loaded plunger

operated by a lever. The plunger and lever are mounted on the
wiper supporting arm.
When the wipers are turned on, friction of the wiper blade on the
windshield moves the blade from its parked position parallel to the
wiper arm to the wiping position at 20° to the arm. As the wiping
position is reached, a spring-loaded unlatch mechanism on the arm
locks to fix the blade in the wiping position.
When the switch is placed in the OFF position, the blade moves
towards the parked position. The blade moves down from the
window onto the rub strip. The lever strikes an actuating pin causing
the plunger to disengage from the blade attachment. A stop rotates
the blade attachment to the parked position. The blade restrainer,
attached to the supporting arm, prevents lifting of the blade in flight
when the wipers are not used.
When the wiper blade is in the parked position, it should be free to

move 1/8 to 1/4 inch from the stop by application of finger pressure.
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WINDSHIELD WIPER CONTROLS
The windshield wiper controls are located in module M7321,

The controls consist of two OFF, LO and HI rotary switches.
The wipers operate at low or high speed and are automatically

parked with switch in the OFF position.
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WINDSHIELD WIPER CIRCUIT
The power supply for the windshield motor is 28 volts dc. Placing the
windshield wiper switch to the LO position enables the motor to
operate at low speed of 160 strokes per minute. The HI position
enables the motor to operate at high speed of 250 strokes per
minute.
When the OFF position is selected, power is still supplied to the

motor through the internal park switch and the motor reverses its
direction. When the motor reaches its park position, the park switch
opens, removing motor power and releasing the brake solenoid
which stops the motor.
The motor circuit contains a 300°F (149°C) thermal switch for

overheat and overload protection. The switch resets automatically.
The wipers can operate during towing with relay R8353 energized
and ground handling bus supplying operating power to wipers.
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WINDSHIELD WASHER
The windshield washer system is provided for the window 1, left and
right. The system consists of fluid container, pump, two valves and
nozzles, and associated plumbing. The controls are located in the
flight deck.
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WINDSHIELD WASHER COMPONENTS
The windshield washer system consists of a washer fluid container,

electrically operated pump, two valves and distribution lines. The
components are located in the flight deck behind the captain's side
panel.
The container is a narrow mouth plastic bottle. It is mounted

vertically and screws into a cap (receptacle) containing the fluid
siphon line. The cap is fixed to structure so the container must be
turned to screw the cap on. The capacity of the container is 1 quart.
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WINDSHIELD WASHER NOZZLE
The two windshield washer nozzles are also used in the rain
repellent system and are located below the window 1, left and right
inboard of the windshield wipers. Each nozzle has four spray holes,
the three lower holes are for the rain repellent fluid and the fourth
hole is for the windshield washer fluid. The two supply lines are
concentric within the nozzle and are separated by O-rings. A
seepage control valve is installed at the base of the nozzle fitting.
The valve prevents fluid in the supply line from seeping through the
spray hole and smearing the windows in flight.
The spray from the nozzle can be altered using 3 adjustment screws
under the nozzle fairing.
NOTE: Nozzle adjustment is determined by washer spray pattern.
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WINDSHIELD WASHER CONTROLS
The windshield washer controls are located in module M7321,

The controls consist of two momentary switches.
Washer fluid is sprayed onto the windows by holding the switch in

the ON position.
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WINDSHIELD WASHER SYSTEM
The pump supplies the washer fluid from the container through two
valves to the uppermost spray hole in the nozzle.
WARNING: BEFORE PERFORMING MAINTENANCE ON

WINDSHIELD WASHER SYSTEM, OPEN WINDOW
HEAT POWER L1 AND R1 CIRCUIT BREAKERS ON
P6 AND WINDOW HEAT CONTROL L1 AND R1
CIRCUIT BREAKERS ON P180. IF CIRCUIT
BREAKERS ARE NOT OPEN DURING
MAINTENANCE, PERSONNEL MAY RECEIVE AN
ELECTRICAL SHOCK WHEN WINDSHIELD IS
TOUCHED.
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WINDSHIELD WASHER CIRCUIT
The windshield washer valve is energized by 28 volts dc and the

washer pump is energized by 115 volts ac when the windshield
washer switch is held in the ON position.
Releasing the switch deenergizes the valve and pump.
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WATER AND DRAIN LINE HEATERS
The water and drain line heaters are provided to prevent ice
formation in the water and drain systems in unheated areas of the
airplane. Electric power is used for heating. The heaters are
provided for the toilet service panel, drain masts, water distribution
and drain lines.
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WATER SUPPLY AND DRAIN LINES TAPE HEATERS
Tape heaters are on the water supply and drain lines to prevent ice
formation. The heaters are located in the forward, mid and aft
fuselage.
Electrically heated tapes are wrapped around the lines and electric
current to the tapes is controlled by temperature switches.
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POTABLE WATER HOSES HEATERS CIRCUIT
The forward, mid and aft potable water hose heaters are powered
automatically whenever 115 volts ac power is available.
On the ground, with ground handling bus powered, relay R1142 is

energized and the heaters are powered from ground power or APU.
In flight, the heaters are powered from bus 2.
The heaters are controlled by temperature switches which maintain

the heater temperature between 45 and 60°F (7 and 16°C).
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DRAIN LINES TAPE HEATERS CIRCUIT
The forward and aft drain lines tape heaters are powered

energized and the heaters are powered from ground power or APU.
The heaters are controlled by temperature switches which maintain

the heater temperature between 45 and 60°F (7 and 16°C).
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IN-LINE HEATER
In-line heaters are in the water supply lines to prevent ice formation.
The heaters are located in the forward, mid and aft fuselage.
Electrically heated elements are inside the water lines and are
controlled by temperature controllers.
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WATER SUPPLY IN-LINE HEATERS CIRCUIT
The forward, mid and aft water supply in-line heaters are powered

energized and the heaters are powered from ground or APU power.
The heaters incorporate a temperature controller which maintains

the heater temperature between 58°F and 72°F (14°C and 22°C).
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DRAIN MASTS
The three drain masts are for drainage of waste water from the
lavatories. Two drain lines are connected to the forward and center
masts and single line is connected to the aft mast.
The masts are located on the underside of the fuselage and have
integral electrically heated elements to prevent ice formation.
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DRAIN MASTS HEATERS CIRCUIT
General
The drain masts heaters are powered automatically whenever 115

volts ac power is available.
Ground Operation
With the ground handling bus powered, relay R8277 is relaxed, relay
R731 is energized and the heaters are supplied with 42.5 volts ac
from the drain mast heater transformer.
When power is supplied to the main airplane busses, relays R8277

and R731 are energized and the heaters are supplied with 42.5 volts
ac from the drain mast heater transformer.
Air Operation
In flight, the ground handling bus is not powered, relays R8277 and
R731 are relaxed. The heaters are supplied with 115 volts ac from
the ground service transfer bus.
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WASTE TANK SERVICE HEATERS
The waste tank service panel is for emptying and rinsing of the toilet
waste tanks. The panel is located on the underside of the fuselage
and has one drain fitting and four rinse fittings.
Electrically heated elements embedded in the drain gasket and rinse

fittings enclosed by heaters to prevent ice formation. The rinse fitting
heaters are controlled by cycling and overheat temperature
switches.
The operation of the heating elements is checked by feeling the

drain and rinse fittings. If the rinse fitting heating element does not
operate, the heating element assembly must be replaced. Access to
the assemblies is under the floor of the bulk cargo compartment.
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WASTE TANK SERVICE HEATER CIRCUIT
The waste tank service heaters are powered automatically whenever

115 volts ac power is supplied to the ground service bus.
The rinse fitting heaters are controlled by temperature switches

which maintain the heater temperature between 35 and 47°F (2 and
8°C). Overheat protection is provided by temperature switches which
open at 125°F (52°C). The overheat temperature switches do not
reset automatically and can not be reset manually. When the switch
has opened, heating can be restored by replacement of the switch.
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ICE AND RAIN PROTECTION SUMMARY
The ice and rain protection systems are used to protect the airplane
and aid the pilots when operating in adverse weather conditions.
Protection is provided for:
- Wing leading edges
- Engine nacelles
- Flight deck window heating, wipers, rain repellent and window

washing
- Pitot static probes, total air temperature probes and angle of

attack sensors.
- Water lines and drains
Two ice detectors are located on the forward fuselage.
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NOTES:

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Boeing 747-400
Training manual
ATA- 35 OXYGEN
Config: ALL
Training E & M
Boeing 747-400
Training manual
NOTES:
Config: ALL
Training E & M
OXYGEN Boeing 747-400
OXYGEN SYSTEMS ...................................................................... 2 TEST ADAPTER ............................................................................ 40

CREW OXYGEN SYSTEM ............................................................ 4 LOW PRESSURE DISTRIBUTION MANIFOLD ............................ 42
CREW OXYGEN CYLINDER ......................................................... 6 MANIFOLD COUPLING ASSEMBLY ............................................. 44
THERMAL COMPENSATOR ASSEMBLY ..................................... 8 BLEED RELIEF VALVE ................................................................. 46
PRESSURE TRANSDUCER.......................................................... 10 AUTOMATIC VENT VALVE ........................................................... 48
PRESSURE REDUCER ................................................................. 12 ATTENDANT OXYGEN MODULE ................................................. 50
OVERBOARD DISCHARGE PORT INDICATOR .......................... 14 PASSENGER OXYGEN MODULE ................................................ 52
PRESSURE REGULATOR ............................................................ 16 PASSENGER OXYGEN CONTROL SWITCH ............................... 54
MASK STOWAGE BOX ................................................................. 18 PASSENGER OXYGEN SYSTEM OPERATION ........................... 56
MASK/REGULATOR ASSEMBLY ................................................. 21 PASSENGER OXYGEN SYSTEM CONTROL CIRCUIT ............... 58
CREW OXYGEN SYSTEM OPERATION ...................................... 24 PASSENGER OXYGEN VOLTAGE AVERAGING UNIT ............... 60
CREW OXYGEN PRESSURE INDICATION CIRCUIT .................. 26 PASSENGER OXYGEN PRESSURE INDICATION CIRCUIT ....... 62
CREW OXYGEN PRESSURE INDICATION ................................. 28 PASSENGER OXYGEN PRESSURE INDICATION ...................... 64
CREW OXYGEN SYSTEM EICAS MESSAGE .............................. 30 PASSENGER OXYGEN EICAS MESSAGES ................................ 66
PASSENGER OXYGEN SYSTEM ................................................. 32 TYPICAL PORTABLE OXYGEN SYSTEM .................................... 68
PASSENGER OXYGEN CYLINDER INSTALLATION ................... 34 PORTABLE OXYGEN CYLINDERS .............................................. 70
CONTINUOUS FLOW CONTROL UNITS ..................................... 36 PORTABLE OXYGEN EQUIPMENT ............................................. 72
OXYGEN SYSTEM RESET SOLENOID ........................................ 38 OXYGEN SYSTEMS SUMMARY .................................................. 74

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OXYGEN SYSTEMS
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Oxygen systems provide the occupants of the airplane with

supplemental oxygen when required. Use of oxygen is necessary if
cabin pressurization is lost during high-altitude flight. Some
passengers may require oxygen during normal pressurized flight for
medical reasons.
Three gaseous oxygen systems are installed in the airplane. A

diluter-demand system provides oxygen to each flight deck station.
A continuous flow system serves the passenger cabins, crew rest
area, lavatories and attendant stations. Portable oxygen equipment
is stowed throughout the passenger cabin for medical and
walk-around use.
Locations of major system components are:
- Mask/regulator assemblies
- flight deck
- Crew and passenger oxygen cylinders
- forward cargo compartment
- Passenger oxygen modules
- overhead, throughout main and upper deck passenger cabins
- Attendant oxygen modules
- attendant station and crew rest area
- Lavatory oxygen module
- lavatories
- Portable oxygen equipment throughout main and upper deck
passenger cabins

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CREW OXYGEN SYSTEM
The crew oxygen system satisfies the supplemental oxygen

requirements of the pilots and observers on the flight deck. A high
pressure oxygen cylinder supplies oxygen to a console-mounted
oxygen mask stowage box at each flight crew station.
The oxygen cylinder and associated components are in the right

sidewall of the forward cargo compartment. An overboard discharge
port and manifold provide over-pressure safety relief for the oxygen
cylinder.
A medium pressure line connects the oxygen cylinder assembly to a

pressure regulator on the flight deck. A low pressure distribution
manifold connects the pressure regulator to the mask stowage
boxes.
When oxygen pressure is below dispatch requirements the system is

serviced by replacing the oxygen cylinder.
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CREW OXYGEN CYLINDER
The crew oxygen cylinder and associated components are located

behind an access door inside the forward cargo compartment
immediately aft of the cargo door.
The cylinder is equipped with a coupling assembly consisting of a

shutoff valve, direct reading pressure gauge, frangible disk, pressure
transducer, pressure reducer and a thermal compensator. Cylinder
capacity is 114 cubic feet of oxygen at 1850 psig at 70° F. The
cylinder is hydrostatically tested at regular intervals and stamped
with the test date. The shutoff valve is manually operated, turning
the knob clockwise closes the valve. The pressure gauge indicates
cylinder pressure in psi regardless of shutoff valve position.
System servicing is by replacement of the depleted cylinder. Rollers

support the cylinder and aid during removal and installation. A clamp
secures the cylinder in position. Personnel are cautioned to follow
maintenance manual procedures for opening, closing and
safety-wiring of the cylinder shutoff valve. Otherwise, equipment
damage or system malfunction is likely.
WARNING: VALVES MUST BE OPENED SLOWLY OR

EXCESSIVE TEMPERATURES MAY RESULT.
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THERMAL COMPENSATOR ASSEMBLY
General
The thermal compensator is an integral part of the cylinder coupling

assembly. It consists of a brush-like wire element tightly fitted inside
the coupling. The compensator prevents excessive temperatures in
the high pressure portion of the system. Heat is absorbed by the
element and dissipated to the coupling.
Maintenance Practices
Appropriate handling procedures and safety precautions must be

observed during maintenance to prevent contamination or damage
to the thermal compensator. Contamination is possible when
plumbing has been disconnected, not properly capped and left
unattended for any appreciable length of time. Such an occurrence
requires removal, inspection and cleaning or replacement of the
thermal compensator/coupling assembly.
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PRESSURE TRANSDUCER
The pressure transducer is attached to the cylinder coupling and

senses cylinder pressure. The pressure is converted to an electrical
signal and transmitted to EICAS for flight deck indication.
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PRESSURE REDUCER
The pressure reducer is attached to the cylinder coupling and

reduces the pressure of oxygen being supplied to the flight deck.
Inlet pressure of 600 to 1850 psig is reduced to 600 to 680 psig.
With cylinder pressure below 600 psig, the reducer outlet pressure is
approximately equal to cylinder pressure.
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OVERBOARD DISCHARGE PORT INDICATOR
One discharge port and indicator serves the crew and passenger
oxygen systems. The port is in the fuselage skin aft of the forward
cargo door. A green plastic indicator disc seals the port to prevent
entry of dirt and moisture. A snap ring retains the disc. If oxygen
pressure becomes excessive and ruptures the frangible disc at the
cylinder, the indicator disc will be blown out of the fuselage port,
providing visual evidence of the overboard discharge.
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PRESSURE REGULATOR
The pressure regulator further reduces oxygen pressure from the

pressure reducer to the value required by the mask regulators. Inlet
pressure of 600 to 680 psi is reduced to 60 to 75 psi. A relief valve
set to approximately 100 psi protects the components downstream
of the regulator.
Access to the pressure regulator is through a panel in the outboard

wall of the flight deck coat closet. It is attached with two fasteners to
the structure and threaded fittings connect the inlet and outlet lines.
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MASK STOWAGE BOX
Oxygen masks are stowed in boxes within easy reach of the flight
crew station. The stowage box includes a door-operated shutoff
valve, a sliding RESET-TEST lever and an oxygen flow indicator
(blinker).
When the mask is withdrawn from the stowage box, opening the
doors actuates the shutoff valve and supplies oxygen to the mask.
Subsequent closing of the stowage box doors displays an OXY-ON
flag. The flag is a reminder that the shutoff valve will remain open
until reset with the RESET-TEST lever. An alternate function of the
RESET-TEST lever allows in-place preflight checkout of the stowage
box and mask assembly without removing the mask from the box.
The flow indicator displays a yellow cross when oxygen flow exists.
The cross increases in size as flow increases. During no-flow
condition the indicator is black.
The stowage box is mounted in the console and secured with

quick-release fasteners.
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MASK/REGULATOR ASSEMBLY
General
Each crew station is equipped with an oxygen mask/regulator The oxygen mask/regulator provides oxygen to the flight crew in a
stowed in a box on the sidewall. When the mask/regulator is stowed diluted state or 100% oxygen.The oxygen dilution control for normal
and box doors are closed, oxygen flow to the mask is prevented by a or 100% oxygen is on the front of the regulator and is marked N
shutoff valve inside the box. With the doors closed, the 100% PUSH. 100% oxygen is obtained by pushing in on the end of
RESET-TEST lever on the left door holds this valve closed. the control marked 100% PUSH.
The pneumatic harness that holds the mask to the face is deflated The EMERGENCY control knob changes the flow from diluter
when stowed. The harness fits all head sizes. demand to steady flow if it is rotated to the EMERGENCY setting.
35.11.0508A-002
Operation
When the mask/regulator is removed from the box, the box doors
open, thus opening the shutoff valve in the box. With the harness
inflation control depressed, the harness inflates. Releasing the
inflation control deflates the harness and holds the mask around the
head.

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Mask Stowage
The emergency knob is also marked PRESS TO TEST. When

pressed together with the RESET-TEST lever, it allows oxygen to
flow into the mask. Flow is checked on the flow indicator. The mask
may be tested without removing it from the stowage box.
Restowing the mask involves coiling the supply line in the stowage
box, correctly positioning the mask and folded harness inside the
box and then closing the doors. The pin on the left door engages the
hole in the mask regulator. Engagement of the pin is prevented by
the OXY-ON flag. The shutoff valve in the stowage box must be
turned off by operating the RESET-TEST control with the left door
closed. When the shutoff valve is properly reset, the OXY-ON flag
will disappear. After restowing the mask, an in-situ check is
performed to verify proper functioning.
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CREW OXYGEN SYSTEM OPERATION
General
The crew oxygen is stored in a high pressure cylinder. The cylinder

is equipped with a pressure guage, shutoff valve and frangible disc.
The frangible disc provides over-pressure relief through an
overboard discharge port and manifold common to the passenger
system. A coupling with an integral thermal compensator connects
the cylinder to a pressure transducer and pressure reducer.
Operation
With the cylinder valve open, oxygen flows through a thermal

compensator to a pressure transducer and pressure reducer. The
thermal compensator absorbs excessive heat from the oxygen (the
result of compression when the cylinder valve is opened) to reduce
the fire hazard associated with servicing. The pressure transducer
provides an input to EICAS for crew oxygen cylinder pressure
indication. The pressure reducer decreases the pressure of oxygen
being supplied to the flight deck. From the pressure reducer,
medium pressure oxygen flows to a pressure regulator where the
pressure is further reduced. A manifold distributes low pressure
oxygen to the mask stowage boxes. Withdrawing the mask from the
stowage box initiates the flow of oxygen.
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CREW OXYGEN PRESSURE INDICATION CIRCUIT
The electrical resistance of the transducer is determined by the

pressure sensed in the crew oxygen cylinder. The voltage output of
the transducer is supplied to EICAS and displayed as cylinder
pressure.
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CREW OXYGEN PRESSURE INDICATION
The crew oxygen system cylinder pressure is displayed on the

EICAS status page.
The crew oxygen system alert limit is displayed on the EICAS

configuration page. When oxygen pressure reaches the displayed
value, an advisory message will be displayed on the main EICAS
display.
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CREW OXYGEN SYSTEM EICAS MESSAGE
The crew oxygen EICAS message is shown on the main display.
- >CREW OXY LOW: advisory message on main EICAS display.

Crew oxygen pressure at or below 500 psi.
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PASSENGER OXYGEN SYSTEM
The passenger oxygen system provides supplemental oxygen for

the passenger cabins, crew rest areas, lavatories, and attendant
stations.
Three high pressure oxygen cylinders in the forward cargo

compartment supply oxygen to masks stowed in overhead oxygen
modules. The flow of oxygen is metered by three flow control units
located near the oxygen cylinders. The system is actuated
automatically if cabin altitude is between 13,250 and 14,500 feet.
The oxygen system manual control and indications are located in the
flight deck.
When cylinder pressure is below dispatch requirements, the system

is serviced by replacing the depleted cylinders.
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PASSENGER OXYGEN CYLINDER INSTALLATION
The passenger oxygen system provides supplemental oxygen for System servicing is by replacement of the depleted cylinders. An
the passenger cabins, crew rest areas, lavatories, and attendant access panel is provided inside the cargo compartment.
stations. Maintenance personnel are cautioned to follow the maintenance
manual procedure for opening, closing and safety wiring the cylinder
Three high pressure oxygen cylinders in the forward cargo shutoff valves.
compartment supply oxygen to masks stowed in overhead oxygen
modules. WARNING: VALVES MUST BE OPENED SLOWLY OR
EXCESSIVE TEMPERATURES MAY RESULT.
Each cylinder has an integral shutoff valve, pressure gauge and
35.21.0501 -001
frangible disc. A coupling with an integral thermal compensator
connects each cylinder to a pressure transducer and pressure
reducer. These components are similar to the ones in the crew
system. Capped fittings at the aft cylinder permit connection of test
equipment.
The flow of oxygen is metered by three flow control units located

near the oxygen cylinders. The system is actuated automatically if
cabin altitude is between 13,250 and 14,500 feet.
The oxygen system manual control and indications are located in the
flight deck.

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CONTINUOUS FLOW CONTROL UNITS
Three continuous flow control units connected in parallel regulate The three flow control units are similar in appearance but have
the flow of oxygen to the oxygen mask modules. The flow control different internal features. The two electropneumatic units have
units are mounted in the right sidewall of the forward cargo solenoids which permit electric actuation from the flight deck. The
compartment, behind the passenger oxygen cylinder access panel. center electropneumatic unit has a pressure switch actuated by
outlet pressure. The switch closes at approximately 7 psig to
With the flow control unit turned off (RESET) no oxygen flows activate system operating indications. The center and lower units
through the unit. If cabin altitude increases to approximately 13,250 have the initial pressure surge delivery feature which ativates the
to 14,500 feet, an internal aneroid automatically actuates the unit. oxygen modules.
Oxygen is metered into the low pressure distribution manifold. An
initial pressure surge (50 - 115 psig) unlatches the oxygen module A test port is provided on each unit to allow connection of a vacuum
doors and purges air from the distribution manifold. A relief valve in source. Automatic actuation and outlet pressure regulation may be
the flow control unit opens if outlet pressure reaches 140 psig. tested.
35.21.0502 -001
Within 20 seconds of actuation, the pressure surge decays. Outlet
pressure is then regulated according to cabin altitude. Approximate
outlet pressure range is 2 psig (at 14,000 feet cabin altitude) to 43
psig (at 40,000 feet cabin altitude).
When oxygen is no longer required, the unit is reset. A solenoid

controlled from the flight deck depresses then releases the unit's
reset plunger by a switch bar. The unit will not reset if cabin altitude
is above 12,000 feet. An indicator shows whether the unit is ON or
OFF.

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OXYGEN SYSTEM RESET SOLENOID
General
The reset solenoid permits resetting the flow control units from a
switch on the flight deck. The solenoid is mounted on a bracket
immediately below the flow control units. When the solenoid is
energized, the switch bar operates the reset levers. The levers
simultaneously depress the reset plungers on the three flow control
units. Deenergizing the solenoid returns the linkage to its original
position.
Solenoid installation requires adjustment of the clevis and lock-nut.

The clevis is positioned to obtain the required clearance between
each control unit reset lever and plunger.
CAUTION: DO NOT ADJUST THE DOUBLE LOCKNUT LOCATED

AGAINST THE SOLENOID NUT.
35.21.0503 -001

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35.21.0003 -001

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Training E & M
TEST ADAPTER
Two test adapters allow connection of test equipment to the low

pressure distribution manifold. The test adapters are located at the
flow control units. A saddle clamp permits removal and installation.
35.21.0504 -001

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Training E & M
35.21.0004 -001

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Training E & M
LOW PRESSURE DISTRIBUTION MANIFOLD
Low pressure oxygen from the flow control units is supplied to five
main feeder manifolds; one on each side of the fuselage, one down
the center of the fuselage and two in the upper deck passenger
compartment. Short distribution lines off the main feeder manifolds
supply oxygen to the lavatories. Flexible tubing attached to
connections along each manifold delivers oxygen to each oxygen
mask module.
A normally-open automatic vent valve relieves any oxygen leakage

from the manifold. Bleed relief valves located at various places in the
manifold allow trapped air to escape during initial system activation.
35.21.0505 -006

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35.21.0005 -006

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MANIFOLD COUPLING ASSEMBLY
Segments of the low pressure distribution manifold are pre-plumbed

into the stowage bin modules during fabrication. Short jumper hoses
with quick-disconnect couplings are used to connect the segments.
The couplings consist of a male and female end fitting swaged to the
tubing ends. An o-ring seal is installed on the male fitting. A
clamshell closure holds the assembly together. The closure locks
automatically when the hinged halves are snapped together. To
unlock the closure, the three latch pawls must be lifted
simultaneously.
35.21.0506 -001

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35.21.0006 -001

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BLEED RELIEF VALVE

35.21.0507 -001
General
Two bleed relief valves one located in the oxygen distribution

manifold at rear of the main passenger cabin. Three valves are
located on the upper deck.
Operation
Bleed relief valves in the low pressure distribution manifold are

opened by a pressure surge during initial activation of the oxygen
system. Air is purged from the manifold to allow immediate delivery
of oxygen to the oxygen mask modules. The valves open at
approximately 27 psi and close when pressure decreases to
approximately 24 psi.
Access to the valves is by removing the ceiling panels. The valves

may be tested in place by pressurizing the low pressure distribution
manifold to 35 psig and listening for the escape of air at the bleed
valves. With pressure reduced to 15 psig, no airflow should be
detected. The test is performed using a regulated air pressure
source and a pressure gauge connected to the test adapters near
the flow control units.

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35.21.0007 -001

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AUTOMATIC VENT VALVE
General
The automatic vent valve is located above the aft right entry door.
Access is by lowering the aft attendants service unit or removing the
adjacent ceiling panel.
Operation
A normally open automatic vent valve prevents gradual pressure

buildup in the low pressure distribution manifold. Otherwise, leakage
through the flow control units could pressurize the manifold
sufficiently to cause unscheduled deployment of the oxygen masks.
On activation of the oxygen system, the vent valve closes when
manifold pressure exceeds 1 psi.
35.21.0508 -001

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35.21.0008 -001

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ATTENDANT OXYGEN MODULE
General
The oxygen module includes a mask stowage box, unitized valve Masks are to be cleaned and disinfected after each use prior to
assembly and oxygen masks. The unitized valve assembly consists repacking. Quick-disconnect hose fittings permit removal and
of a manifold and a pressure actuated door latch coupled to a installation. Access for repacking is through the oxygen module
shutoff valve. The manifold has two oxygen mask outlets, each with door.
a mask valve and bayonet-type quick-disconnect fitting. A removable
actuating pin tethered to the mask holds the mask valve closed. WARNING: ENSURE THAT HOSE AND ACTUATING PIN OF
Attendant-type oxygen modules are installed at the attendant EACH MASK ARE CONNECTED TO THE SAME
stations, crew rest area and lavatories. VALVE. ENSURE THAT VALVES ARE CLOSED.
The stowage box door may be opened for inspection by depressing

Operation the latch-valve plunger. A small hole in the door permits insertion of
a tool.
When the oxygen system is activated, the initial pressure surge to
35.21.0509 -003
the unitized valve assembly opens the shutoff valve and unlatches
the stowage box door. The door opens, causing the masks to
deploy. Pulling down on the mask withdraws the actuating pin from
the mask valve and causes the valve to open. Oxygen then flows to
the mask.
When oxygen is no longer required, a toggle lever permits manual

closing of individual mask valves. If system pressure is less than 17
psig, the latch valve may be closed manually by depressing the
plunger.

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35.21.0009 -003

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PASSENGER OXYGEN MODULE
Overhead passenger oxygen modules provide oxygen for

passengers seated in the main passenger cabin and upper deck.
The module includes a mask stowage box, unitized valve assembly

and oxygen masks. Latches and a hinge on the stowage box permit
access for maintenance. Operation of the unitized valve mechanism
is identical to the attendant's oxygen module. Outlets are provided
for either four or six masks, unused outlets are capped.
The oxygen module is secured to the support extrusions by a hinge

and two latches. The latches are released and the entire oxygen
module is opened downward for access. A small tool inserted
through the hole and pushed upward releases the latch.
A transparent cover secured to the top of the mask stowage box with
velcro permits inspection and mask repacking.
35.21.0510 -001

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35.21.0010 -001

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PASSENGER OXYGEN CONTROL SWITCH
The passenger oxygen control switch is located in the module

M7315 PASS OXYGEN/YAW DAMPER on P5.
A guarded three-position switch controls operation of the passenger

oxygen system. With the switch in NORM, the system will activate
automatically at 13,250 to 14,500 feet cabin altitude. Momentarily
placing the switch to ON activates the system. When oxygen is no
longer required, the system is turned off by placing the switch
momentarily to the RESET position.
NOTE: The switch is guarded to prevent unintentional system

activation. Placing the switch to ON deploys all the passenger
oxygen masks throughout the main and upper deck passenger
cabins. Dispatch is delayed until all the masks are repacked.
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35.21.0011 -002

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PASSENGER OXYGEN SYSTEM OPERATION
Passenger oxygen is stored in high pressure cylinders. Each Within several seconds of actuation, the pressure surge decays,
cylinder is equipped with a pressure gauge, shutoff valve and allowing the bleed valves to close. While oxygen continues to flow to
frangible disc. The frangible disc provides over-pressure relief the masks, pressure in the manifold is sufficient to hold the
through an overboard discharge port and manifold common to the automatic vent valve closed.
crew system. A coupling with an integral thermal compensator
connects the cylinder to a pressure transducer and pressure When oxygen is no longer required, the flow control units are reset
reducer. A medium pressure manifold carries oxygen from the by the flight crew, stopping the flow of oxygen to the distribution
pressure reducers to the flow control units. manifold. Residual pressure in the manifold is depleted through the
masks allowing the automatic vent valve to open.
In the off (RESET) condition, the flow control units prevent oxygen
flow into the low pressure distribution manifold. Any small amount of Test fittings allow connection of an external pressure source and
oxygen leakage through the flow control units is discharged by the gauge for system testing.
automatic vent valve to prevent unscheduled mask deployment.
35.20.0502 -001
When the flow control units are actuated, the resulting pressure
surge unlatches the oxygen module doors, causing the masks to
deploy. The surge also closes the automatic vent valve and opens
the bleed valves. Air is purged from the distribution manifold through
the bleed valves, allowing immediate delivery of oxygen to the
oxygen modules.

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35.20.0002 -001

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PASSENGER OXYGEN SYSTEM CONTROL CIRCUIT
With the control switch in NORM position, the flow control unit
actuating solenoids are de-energized and no oxygen flows through
the units.
Placing the switch to ON then returning it to NORM will momentarily

energize the electropneumatic flow control unit solenoids and initiate
the flow of oxygen. Pressure in the distribution manifold closes the
pressure switch in flow control unit M101. The ground signal applied
to the EIUs results in a PASS OXYGEN ON indication on EICAS and
decompression relay R36 energizes. The entertainment service
controller (ESC) causes fluorescent compartment lights to illuminate
and the MAWEA causes NO SMOKING and FASTEN SEATBELT
signs to illuminate. A chime is sounded over the passenger address
system.
When oxygen is no longer required, momentarily placing the control

switch to RESET energizes the reset relay, R721. A holding circuit is
established through the normally closed contacts of the position
switch in M542, the oxygen reset solenoid. A separate circuit
energizes the solenoid coil. A mechanical linkage coupled to the
reset solenoid deactivates the flow control units, causing the flow of
oxygen to stop. Movement of the solenoid plunger opens the
position switch, deenergizing the holding circuit.
35.20.0503 -001

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35.20.0003 -001

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PASSENGER OXYGEN VOLTAGE AVERAGING UNIT
The voltage averaging unit receives inputs from the oxygen cylinders
pressure transducers, and provides an output of average pressure
to the indicating system. The unit is located in the ceiling of the
forward cargo compartment above the crew oxygen cylinder.
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35.20.0006 -001

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PASSENGER OXYGEN PRESSURE INDICATION CIRCUIT
The voltage output from each passenger oxygen pressure

transducer is supplied to the voltage averaging unit. The voltages
are averaged within the unit and the average cylinder pressure is
displayed on EICAS.
The voltage averaging unit is located in the forward cargo

compartment ceiling. Access is through the passenger oxygen
cylinder access panel.
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35.20.0004 -001

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PASSENGER OXYGEN PRESSURE INDICATION
The average passenger oxygen system cylinder pressure is

displayed on the EICAS status page.
35.20.0507 -001

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35.20.0007 -001

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PASSENGER OXYGEN EICAS MESSAGES
The passenger oxygen system EICAS messages are shown on the

- PASS OXYGEN ON: advisory message on main EICAS display.

Passenger oxygen system flow control unit actuated.
- PASS OXYGEN ON: status message on auxiliary EICAS display.

Passenger oxygen system flow control unit actuated. (60 sec TD)
35.20.0505 -001

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35.20.0005 -001

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TYPICAL PORTABLE OXYGEN SYSTEM
Portable oxygen cylinders are mounted at convenient locations in

the passenger cabin. The cylinders provide a portable supply of
gaseous breathing oxygen for medical and walk-around use. The
cylinders are equipped with constant-flow regulators. Each regulator
has two outlets. One provides two liters per minute of oxygen flow,
the other provides four liters per minute.
35.30.0501 -001

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35.30.0001 -001

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PORTABLE OXYGEN CYLINDERS
The portable oxygen cylinders are mounted on the walls, floor and
inside stowage units in the passenger cabin. The cylinders are
secured in place by quick release mounting clamp.
The floor cylinders are inside a shroud located under the passenger
seats near attendants station and are accessible by releasing a latch
on the shroud. The pressure gauges on the cylinders are visible
through the shroud window. The cylinders in the stowage units are
accessible through a door at the side of the unit.
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35.31.0002 -001

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PORTABLE OXYGEN EQUIPMENT
The portable oxygen cylinder assembly includes a storage cylinder, The cylinder date of manufacture or the last hydrostatic test date is
pressure regulator and mask. The cylinder capacity is 11 cubic feet stamped near the threaded opening. Cylinders must be re-tested at
at 1800 psig and 70°F. A pressure gauge indicates cylinder specified intervals.
pressure. A shutoff valve controls the flow of oxygen from the
35.31.0501 -001
cylinder to the regulator. The regulator reduces the high pressure of
the cylinder to a value suitable for use. The outlet fittings include a
flow metering device and a check valve. The check valve opens to
allow oxygen flow to the mask when the mask plug-in adapter is
inserted. A charging valve is provided for refilling the cylinder.
Over-pressure protection is provided by a frangible safety plug.
The cylinder assembly is leak-tested using an approved oxygen

system leak detection solution. If leakage cannot be corrected by
tightening loose fittings, the unit must be returned to a qualified
overhaul facility.
CAUTION: DO NOT EXCEED ALLOWABLE TORQUE VALUES

WHEN TIGHTENING FITTINGS.
Proper functioning of the unit is determined by a flow test. A

flowmeter is connected to each mask outlet and the flow rate is
measured. If the flow rate is not within limits or the unit otherwise
fails to operate properly, it must be returned to a qualified overhaul
facility. Field adjustment is not permitted.

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35.31.0001 -001

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OXYGEN SYSTEMS SUMMARY
Summary
The airplane is equipped with three independent oxygen systems.

The crew oxygen system supplies the flight deck. The passenger
oxygen system serves the main and upper deck passenger cabins
and crew rest area. Portable oxygen equipment stowed throughout
the passenger cabin is available for medical and walk-around use.
All three systems must be operational in order to dispatch the

airplane. Systems are serviced by replacing the cylinders. Cylinders
with an expired hydrostatic test date must be retested.
The oxygen systems are for emergency use for breathing purposes
and must be hygienically clean. Characteristics of compressed
oxygen create significant safety hazards.
WARNING: OXYGEN SYSTEM MAINTENANCE REQUIRES

SPECIAL EMPHASIS ON CLEANLINESS AND
QUALITY CRAFTSMANSHIP TO AVOID SERIOUS
INJURY TO PERSONNEL AND SEVERE DAMAGE TO
THE AIRPLANE. THE APPLICABLE MAINTENANCE
MANUAL PROCEDURES MUST BE FOLLOWED.
35.00.0502 -002

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35.00.0002 -002

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NOTES:

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Ata-36 Pneumatic: Training Manual Boeing 747-400

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k engineering & maintenance

Config: ALL ATA 36-00

PNEUMATIC SYSTEM SOURCES AND USES

The pneumatic manifold supplies air for:

Config: ALL ATA 36-00

Config: ALL ATA 36-00

PNEUMATIC SYSTEM SOURCES

Air from the engines is supplied to the pneumatic manifold located in

Ground carts can be used through connections on the crossover

The controls and indications are located in the flight deck.

Config: ALL ATA 36-00

Config: ALL ATA 36-00

PNEUMATIC SYSTEM DISTRIBUTION

The pneumatic distribution system supplies compressed air from the

Three ozone converters are located in the air conditioning bays.

From the manifolds, air is supplied for:

- Air conditioning packs

Config: ALL ATA 36-00

Config: ALL ATA 36-00

AIRPLANE PNEUMATIC MANIFOLD

Two isolation valves, located in the crossover manifold, isolate air

Config: ALL ATA 36-00

Config: ALL ATA 36-00

AIR SUPPLY CONTROL TEST UNIT

Config: ALL ATA 36-00

Config: ALL ATA 36-00

AIR SUPPLY CONTROL TEST UNIT-SCHEMATIC

An Air Supply Control Test Unit (ASCTU) consists of four control

The two monitor/bits cards provide channel A and channel B

Config: ALL ATA 36-00

Config: ALL ATA 36-00

AIR SUPPLY CONTROL TEST UNIT EICAS MESSAGES

- BLEED ASCTU A: status message on auxiliary EICAS display.

- BLEED ASCTU B: status message on auxiliary EICAS display.

Config: ALL ATA 36-00

Config: ALL ATA 36-00

ENGINE AIR SUPPLY VALVES OPERATION

The engine air supply valves, high pressureshutoff valve (HPSOV),

Config: ALL ATA 36-00

Config: ALL ATA 36-00

PNEUMATIC MANIFOLD ISOLATION VALVES

Located at the junction of the APU and crossover manifolds is the

A position indicator, on the valve, can be used for visual inspection

Config: ALL ATA 36-00

Config: ALL ATA 36-00

MANIFOLD ISOLATION VALVE CIRCUIT

The left and right isolation valves are controlled directly by

Indication of valve transit or position disagreement (amber VALVE

If the valve and switch remain in disagreement for 10 seconds or

Config: ALL ATA 36-00

Config: ALL ATA 36-00

ISOLATION VALVE EICAS MESSAGES

- BLEED ISLN L - advisory message on main EICAS display.

- BLEED ISLN R - advisory message on main EICAS display.

- BLEED ISLN VLV APU - advisory message on main EICAS

- BLEED ISLN L - status message on auxiliary EICAS display.

- BLEED ISLN R - status message on auxiliary EICAS display.

- BLEED ISLN APU - status message on auxiliary EICAS display.

Config: ALL ATA 36-00

Config: ALL ATA 36-00

APU BLEED AND ISOLATION VALVE CONTROLS

The APU isolation valve control consists of a white ON switchlight

A manifold isolation valve is opened by pushing and releasing the