CHAPTER 2 AIR CONDITIONING AND PRESSURIZATION

CHAPTER 2 AIR CONDITIONING AND PRESSURIZATION
Northwest Airlink
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CANADAIR REGIONAL JET
FLIGHT CREW OPERATING MANUAL—Volume 1
CHAPTER 2
AIR CONDITIONING
AND PRESSURIZATION
CONTENTS
Page
GENERAL......................................................................... 2-1
SYSTEM DESCRIPTION................................................. 2-1
Pneumatic System...................................................... 2-1
Air-Conditioning System ........................................... 2-3
Avionics Cooling System........................................... 2-6
Cargo Bay Air Conditioning ...................................... 2-6
Ground Air Connection.............................................. 2-8
Pressurization System ................................................ 2-9
CONTROLS AND INDICATIONS ............................... 2-13
Pneumatic System................................................... 2-13
Air-Conditioning System ........................................ 2-19
Avionics Cooling System........................................ 2-25
Cargo Bay Air Conditioning ................................... 2-27
Pressurization System ............................................. 2-29
Circuit Breakers ...................................................... 2-37
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ILLUSTRATIONS
Figure
2-1
2-2
2-3
2-4
2-5
2-6
2-7
2-8
2-9
2-10
2-11
2-12
2-13
2-14
2-15
2-16
2-17
Title
Page
ECS Synoptic Page ............................................ 2-2
Air-Conditioning Pack Schematic ..................... 2-4
Cargo Compartment Air System Diagram......... 2-7
High Pressure Ground Air Connection Panel...... 2-8
Low Pressure Ground Air Connection Panel ...... 2-9
Pressurization System Schematic ................... 2-11
BLEED AIR Control Panel............................. 2-13
Pneumatic EICAS Indications ........................ 2-16
ECS Synoptic Page—
Pneumatic Indications..................................... 2-18
AIR-CONDITIONING Control Panel............ 2-21
ECS Synoptic Page—
Air-Conditioning Indications .......................... 2-24
Avionics Cooling Control Panel ..................... 2-25
PFD/MFD Overtemperature Indication .......... 2-28
CABIN PRESS Control Panel ........................ 2-30
Pressurization EICAS Indications—
Primary Page................................................... 2-32
Pressurization EICAS Indications—
Status Page ...................................................... 2-34
Pressurization EICAS Indications—
ECS Page ........................................................ 2-37
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TABLE
Table
2-1
Title
Page
Power Supply and
Circuit-Breaker Summary............................... 2-38
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CHAPTER 2
AIR CONDITIONING
AND PRESSURIZATION
GENERAL
The environmental control system (ECS) provides conditioned air to
the occupied areas and to the avionics cooling systems. Cockpit
instrument panels are cooled via forced ventilation of cabin air.
Cabin pressurization is automatically regulated by two outlfow
valves on the rear pressure bulkhead.
The pneumatic, air conditioning, and pressurization controls are
located on the respective overhead BLEED AIR, AIR CONDITIONING, and CABIN PRESS panels. ECS caution and warning
alerts are presented on the engine indication and crew alerting system (EICAS) primary display. ECS advisory and status messages
are presented on the EICAS secondary display.
Cockpit and cabin temperature and pressure information are shown
by synoptic diagrams on the EICAS secondary display, which are
accessed by selecting the ECS page on the EICAS control panel
(Figure 2-1).
SYSTEM DESCRIPTION
PNEUMATIC SYSTEM
The pneumatic system supplies bleed air for the following uses:
●
Engine starting (from the 10th stage engine compressors or,
APU up to 13,000 feet). A ground cart delivering high pressure air can also be used for engine starting.
●
Thrust reversers (from the 14th stage engine compressors)
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ECS
CABIN TEMP
21 °C
COCKPIT
CABIN
10 °C
10 °C
RAM
AIR
PACK 1
PACK 2
36 PSI
36 PSI
79
79
PSI
PSI
APU
CPAM
3100
100
7.7
C ALT
RATE
P
LDG ELEV
PRESS CONT 1
3100
0
7.7
120
FT
FPM
PSI
FT
Figure 2-1 ECS Synoptic Page
2-2
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●
Engine and wing ice protection (from the 14th stage engine
compressors).
●
Air conditioning and avionics cooling (from the 10th stage
engine compressors or, the APU while on ground and up to
15,000 feet). A ground cart supplying conditioned air can
also be used for cabin heating or cooling. Ground air pressure
is displayed at the left and right 10th-stage pressure readouts
on the ECS page. There is no pressure readout on the ECS
page when the airplane is operating with DC power only.
Pneumatic 10th-stage and 14th-stage bleed air flow is controlled by
the respective shutoff valves via the BLEED AIR panel.
A leak detection system monitors the 10th- and 14th-stage duct systems for bleed-air leaks. If a leak is detected, visual warnings appear
on the overhead control panel and the EICAS and accompanied by
aural warnings. The affected duct is isolated by closing the shutoff
valve. The bleed-air leak detection system can be tested via the
DUCT MON switch on the BLEED AIR panel.
AIR-CONDITIONING SYSTEM
The air-conditioning system provides ventilation and temperature
regulation in the occupied areas. The system consists of two independent air-conditioning packs and a ram-air ventilation system.
The air-conditioning packs (air cycle machines with related control
valves and monitoring) normally work in parallel to accomplish
compartment temperature control.
Each pack (Figure 2-2) is normally supplied bleed air from the
onside engine. The APU directly feeds the left pack. Bleed air flow
to each pack is controlled by a pressure regulating shutoff valve
which is controlled by the respective pack switchlights on the AIR
CONDITIONING panel. An isolation valve interconnects the pneumatic bleed air sources so that either engine or the APU can supply
both packs. The isolation valve is controlled by the 10th-stage ISOL
switchlight on the BLEED AIR panel.
Revision 1—January 2003
2-3
2-4
HOT
COLD
CKPT
COCKPIT SUPPLY
(GASPERS)
COCKPIT SUPPLY
LAVORATORY
CABIN SUPPLY
(FLOOR LEVEL)
HOT
LP GROUND
SUPPLY
(PROVISION)
COLD
FAN
CABIN
MAN
HOT
COLD
TO HYD
HX
WATER
SEPARATOR
OVERTEMP
SWITCH
RAM
AIR
SOV
OVERTEMP
SWITCH
WATER
SEPARATOR
COOLED AIR
BLEED AIR
LEGEND
LEFT
PACK
LEFT VALVE
BLEED
AIR
OVER
TEMP
SWITCH
OVER
TEMP
SWITCH
PACK
VALVE
RIGHT
BLEED
AIR RIGHT
OVERPRESSURE
SWITCH
OVERPRESSURE
SWITCH
RAM AIR
CONDITIONED AIR
WATER
DRAIN
OUTLET TEMP
SWITCH
OUTLET TEMP
SWITCH
Figure 2-2 Air-Conditioning Pack Schematic
CABIN
SUPPLY
RAM-AIR
OPEN
DISTRIBUTION
MANIFOLD
COND
AIR
CARGO
OFF
M
A
N
BAGGAGE
BAY
HOT
MAN
R
L
COCKPIT SUPPLY
(GASPERS)
COLD
OFF
OFF
PACK
FAULT
AIR-CONDITIONING
FAULT
OVERBOARD
SECONDARY
HX
PRIMARY
HX
PRECOOLER
RAM AIR
INLET
PRECOOLER
PRIMARY
HX
SECONDARY
HX
OVERBOARD
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The left pack primarily supplies the flight compartment (70%) and
supplements the flow to the passenger cabin (30%). The right pack
primarily supplies the cabin (70%) and supplements the flow to the
flight compartment (30%). Either pack can simultaneously supply
conditioned air to both compartments.
Regulation of the output temperature of each pack is accomplished
by the respective temperature control valve which regulates bleed
air bypass around the air cycle machine (ACM). Bleed air bypassing
the ACM retains its heat as it is routed to the compartments. Bleed
air passing through the ACM is cooled. The temperature control
valve modulates as necessary to blend bypassed hot air with cooled
ACM air to achieve the selected temperature.
The cooling efficiency of each air conditioning pack is enhanced by
ram air cooling via a heat exchanger. Ram air enters through an
inlet at the base of the vertical stabilizer and passes through the
pack heat exchangers and then exits overboard. In case of failure of
both packs, ram air can be used as the sole source of ventilation.
This is accomplished by opening the ram-air valve via the RAM
AIR switch. Ram air then enters the occupied areas through the
normal vents.
The flight compartment and the cabin have independent operating
temperature control systems which control operation of the respective pack. Temperature control can be accomplished in automatic
mode or manual mode. In automatic mode, the desired temperature
is selected by the temperature control knobs on the AIR CONDITIONING panel. Selected temperature is relative to knob position
which is rotated between COLD and HOT labels. Manual mode
selection requires that the respective HOT-COLD switch be actuated
in the desired direction. Manual mode temperature below 3°C may
result in icing of the pack water separator and subsequent cycling of
pack output. During manual mode, if duct temperature reaches
85°C, the pack shuts down, and the EICAS displays a PACK HI
TEMP caution message.
Overtemperature and overpressure conditions in either pack are
indicated on the EICAS displays and the switchlights on the AIRCONDITIONING panel.
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The conditioned air to the flight compartment is distributed to the
side console panels, gaspers and vents, and avionics units within the
instrument panel. Dedicated fans and ducts direct conditioned air
over the flight compartment display units. Conditioned air to the
cabin is distributed from ducts along each side of the aircraft.
Exhaust air from both areas is routed underfloor to the pressurization outflow valves on the aft pressure bulkhead.
AVIONICS COOLING SYSTEM
The flight compartment CRTs and control panels and the underfloor
avionics bay are cooled by forced ventilation at all times. Cooling is
accomplished by operation of one of three fans dedicated to each
system. The flight compartment instrument and panel cooling is
controlled by the DSPLY FAN knob while the avionics bay cooling
is controlled by the ARINC FAN knob. Both knobs are located on
the aft pedestal.
The No. 1 fan for each system operates during flight, and the No. 2
fan operates on the ground, with a standby fan for backup (DSPLY
FAN) only. Automatic switching from the No. 1 to the No. 2 fan
occurs through flight/ground sensing from the weight-on-wheel
(WOW) system. The respective control knob permits manual reversionary selections in case of fan failure.
When the airplane is on the ground, the heated air is dumped
through the overboard exhaust shutoff valve. When the airplane is in
flight, the air is dumped through the inboard exhaust shutoff valve to
the aft underfloor area and expelled through the outflow valves. The
operation of the exhaust shutoff valves is monitored by the EICAS.
CARGO BAY AIR CONDITIONING
The cargo bay air conditioning system controls temperature in the
cargo bay. The cargo compartment receives conditioned and recirculated air from the passenger compartment (Figure 2-3). The air is
pulled into the cargo compartment by the fan and check valve
assembly. An electric heater in the supply duct supplements heating
as necessary.
2-6
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FLIGHT CREW OPERATING MANUAL—Volume 1
AIR-CONDITIONING
FAULT
FAULT
OFF
OFF
L
PACK
HOT
R
MAN
COLD
OPEN
CKPT
RAM-AIR
M
A
N
HOT
MAN
CABIN
CARGO
OFF
COLD
FAN
COLD
HOT
COND
AIR
COLD
HOT
LEGEND
RECIRCULATED AIR
COLD AIR
TO OUTFLOW
VALVES
FROM
UNDER
FLOOR
EXHAUST
CABIN AIR
RECIRCULATION
FAN/CHECK
VALVE/SPEED
SENSOR
RECIRCULATED
AIR SOV
FROM
UNDER
FLOOR
EXHAUST
EXHAUST
AIR SOV
DISTRIBUTION
MANIFOLD
OVERTEMP
SWITCH
TEMP
SENSOR
CONDITIONED
AIR SOV
700 WATT
HEATER
HEATER TEMP LIMIT SWITCH
Figure 2-3 Cargo Compartment Air System Diagram
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GROUND AIR CONNECTION
High Pressure
An external high pressure ground power cart can be used to supply
the pneumatic system with a high pressure (HP) compressed source
for engine starting.
Compressed air at the HIGH PRESSURE AIR GROUND CONNECTION panel (Figure 2-4), feeds through the 10th-stage
manifold and duct system. Flight compartment indications of
ground air pressure are at the left/right 10th-stage manifold pressure
readouts on the ECS page. There is no pressure readout on the ECS
page when the airplane is operating with DC power only.
Figure 2-4 High Pressure Ground Air Connection Panel
Low Pressure
An external low pressure ground power cart can be used for air
conditioning.
Low pressure (LP) compressed air at the LOW PRESSURE AIR
GROUND CONNECTION panel feeds directly into the cabin distribution system.
2-8
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LOW PRESSURE AIR GROUND
CONNECTION
MAIXIMUM PRESSURE: 1.5 PSIG (10.3KPA)
MAIXIMUM AIR FLOW: 70 LB./MIN. (31.8KG/MIN)
MINIMUM TEMPERATURE: 35°F (2°C)
MAXIMUM TEMPERATURE: 160°F (71°C)
WARNING
WHEN THE LOW PRESSURE
AIR GROUND CONNECTION
IS USED THE MAIN CABIN
DOOR OR AVIONICS BAY
DOOR MUST BE OPEN
Figure 2-5 Low Pressure Ground Air Connection Panel
PRESSURIZATION SYSTEM
The pressurization system controls the escape of conditioned air
from the occupied areas. Cabin altitude is normally limited to 8.6
psid maximum. At maximum differential, cabin altitude is approximately 8,000 while at FL 410. Cabin altitude rate of change is
limited to 500 fpm while ascending and 300 fpm while descending.
Pressurization is normally controlled automatically by two pressurization controllers which regulate the opening of two outflow valves
on the rear pressure bulkhead. All pressurization controls and indications are located on the CABIN PRESS panel and EICAS,
respectively (Figure 2-6).
The pressurization system includes two identical controllers. Only
one controller is active at any time. In case of controller failure, the
standby controller automatically assumes pressurization control. In
case of failure of both controllers, pressurization may be manually
controlled.
The pressurization system includes a cabin pressure acquisition
module (CPAM) which generates cabin altitude and rate of change,
and differential pressure for indication on the EICAS. The CPAM
also triggers automatic deployment of the passenger oxygen masks
when cabin altitude reaches 14,000 feet and illumination of the seat
belt and no smoking signs when cabin altitude reaches 10,000 feet,
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with auto mode selected for the signs. In case of CPAM failure, the
standby pressurization controller generates the above indications. In
such case, the oxygen masks do not automatically deploy and the
signs do not automatically illuminate.
During automatic mode, pressurization is controlled in accordance
with four phases of operation (flight):
2-10
●
Ground phase. Both outflow valves are full open to prevent
any cabin pressurization.
●
Takeoff phase. When the thrust levers are advanced to takeoff, the cabin pressurizes to 150 feet below airport elevation.
❍
If the thrust levers are subsequently retarded (aborted takeoff), the cabin depressurizes at 500 fpm for 20 seconds.
Thereafter, the outflow valves remain full open.
❍
If the airplane maintains an altitude of 6,000 feet or less
above the takeoff airport elevation, and then begins
descent at 1,000 fpm or more, the system assumes the
landing elevation is the departure airport elevation. This
prevents the crew from having to reset the landing elevation during an emergency return.
●
Climb/Cruise phase. Cabin pressurization is maintained in
accordance with the cabin altitude vs. airplane altitude schedule programmed in the automatic controllers. During descent,
cabin altitude decreases at 300 fpm to either landing elevation
or maximum differential, whichever is higher. When the landing elevation exceeds 8,000 feet, cabin altitude is maintained at
maximum differential until the airplane descends at which time
the cabin altitude increases to the set landing elevation.
●
Landing phase. The cabin altitude decreases below field elevation, then increases at 500 fpm for 60 seconds. Thereafter,
the outflows are maintained full open.
Revision 1—January 2003
Revision 1—January 2003
A
D2
C
SENSE PORT
(CABIN AIR)
CABIN
PRESSURE
CONTROLLER 1
A
D1
C
CONDITIONED
CABIN AIR
AMBIENT
PRESSURE
LEGEND
TO EICAS
CABIN
PRESSURE
CONTROLLER 2
SENSE PORT
(CABIN AIR)
MANUAL
CONTROLLER
TO EICAS
ON
EMER
DEPRESS
INCR
MAN
FAULT
PRESS
CONT
DECR
CABIN PRESS
LDG ELEV
DECR
VACUUM
REGULATOR
Figure 2-6 Pressurization System Schematic
VACUUM
CABIN AIR
PRESSURE
PROXIMITY SENSOR
ELECTRONICS
UNIT
SENSE PORT
(AMBIENT PRESS)
SENSE PORT
(CABIN PRESS)
MANUAL CONTROL (PNEUMATIC)
CABIN PRESSURE
ACQUISITION
MODULE (CPAM)
REFERENCE
PRESSURE
HIGH PRESSURE
BLEED AIR
SENSE PORT
(CABIN AIR)
REGULATED VACUUM (MANUAL CONTROL)
ATMOSPHERE
CABIN
UP
MAN RATE
DN
INCR
MAN
ALT
CABIN
PRESSURE
TEST LINE
PRIMARY
OUTFLOW VALVE
(ELECTRO PNEUMATIC)
AMBIENT
PRESSURE
AMBIENT
PRESSURE
SECONDARY
OUTFLOW VALVE
(ELECTRO PNEUMATIC)
EJECTOR
JET PUMP
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Manual pressurization is accomplished via the MAN ALT and MAN
RATE controls on the CABIN PRESS panel. Transition to manual
mode is controlled by the PRESS CONTROL switch. In this mode,
cabin altitude is controlled by the MAN ALT lever which operates a
3-way valve. The valve ports pressure or vacuum to the outflow
valves which causes them to close and open, respectively. Cabin
altitude and rate of change are shown on the EICAS.
The outflow valves are electrically controlled (by signals from the
pressurization controller) and pneumatically operated. In automatic
operation, the left outflow valve is the master and the right outflow
is slaved. In manual operation, the right outflow is the primary and
the left is secondary. Open and close signals from the controller
cause opening of the pressure or vacuum metering valve inside each
outflow valve. Pressure from the pneumatic system causes the outflow valves to close while vacuum opens the valves. Vacuum is
developed by porting pneumatic pressure through a jet pump.
Each outflow valve independently limits cabin pressure to 8.6 psid
via an integral positive pressure limiting valve. Negative pressure is
limited by a integral negative pressure relief valve to .5 psid. Each
outflow valve also incorporates a maximum altitude limiter which
limits cabin altitude to approximately 14,250 ±750 independent of
the controller signals. The altitude limiters also limit cabin altitude
to approximately 14,250 ±750 feet after emergency depressurization
has been selected on the EMER DEPRESS switchlight.
2-12
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CONTROLS AND INDICATIONS
PNEUMATIC SYSTEM
BLEED AIR Control Panel
The BLEED AIR control panel on the overhead panel provides
pneumatic system monitoring and control (Figure 2-7).
10TH STAGE Bleed-Air Switchlights
These switchlights control the respective bleed-air shutoff valves.
NOTE:
THE 10TH STAGE BLEED-AIR SHUTOFF VALVES
AND THE BLEED-AIR ISOLATION VALVE, ARE
SPRING-LOADED CLOSED, SOLENOID OPERATED,
PNEUMATIC SHUTOFF VALVES.
Figure 2-7 BLEED AIR Control Panel
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Pressed in—The bleed-air shutoff valve opens, and the white
CLOSED light extinguishes.
Released out —The bleed-air valve closes and the white CLOSED
light illuminates.
DUCT FAIL red light—Illuminates if a bleed leak is detected in the
associated duct section. The light automatically extinguishes when
the duct temperature cools sufficiently. The light also illuminates
during testing.
APU Load Control Valve Switchlight
The APU LCV switchlight monitors and controls the APU load control valve.
Pressed in— The valve opens and the white OPEN light illuminates.
Released out —The valve closes and the white OPEN light
extinguishes.
FAIL amber light—Illumination indicates the valve position does
not agree with the selected position.
ISOL Switchlights
The 10th- and 14th-stage ISOL switchlights control the isolation
valve that interconnects the respective left and right bleed air
sources.
Pressed in—The bleed-air isolation valve opens and the white
OPEN light illuminates.
Released out—The bleed-air isolation valve closes and the OPEN
light extinguishes.
2-14
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Duct Monitor Switch
The DUCT MON switch checks the bleed-air leak detection system.
TEST—Tests 10th- and 14th-stage loops by grounding the loop to
simulate a duct failure. The following indications are given:
●
L and R 10TH DUCT warning messages and illumination of
the DUCT FAIL light in the switchlights
●
L and R 14TH DUCT warning messages and illumination of
the DUCT FAIL in the switchlights
●
ANTI-ICE DUCT warning message and illumination of the
DUCT FAIL portion of the wing anti-ice test switchlight
●
“Bleed-air duct” aural warning
NORM—Normal (neutral) switch position. The switch is springloaded to this position.
LOOP A—Tests loop A of the 10th stage for continuity to ensure
that the loop is not shorted to ground.
LOOP B—Tests loop B of the 10th stage for continuity to ensure
that the loop is not shorted to ground.
EICAS Indications
See Figure 2-8 for EICAS indications.
Primary Display—Primary Page
Warning Messages (Red)
L or R 10TH DUCT—Indicates a leak in the respective 10th-stage
manifold (Figure 2-8). The message is accompanied by a “Bleed-air
duct” aural warning.
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L or R 14TH DUCT—Indicates a leak in the respective 14th-stage
manifold. The message is accompanied by a “Bleed-air duct” aural
warning.
ANTI-ICE
WING
COWL
DET
LH
OVHT
STBY
OFF
NORM
RH
ICE
OFF
ON
DUCT
FAILED
TEST
LH
TEST
WSHLD
RH
OFF/RESET
OFF/RESET
LOW
HI
93.0
93.0
APR
750
90.0
N1
HOT
95.0
ANTI–ICE DUCT
ECS DUCT
WARNING
L 1OTH DUCT
R 1OTH DUCT
L 10TH DUCT
R 10TH DUCT
ANTI–ICE DUCT
L 14TH DUCT
R 14TH DUCT
N2
GEAR
3500 FF (KPH)
3500
115° OIL TEMP 115
82 OIL PRESS 82
1.2
1.2
RH
OFF
ON
750
HOT
ITT
95.0
LH
LOW
HI
TEST
MASTER
L 1OTH DUCT
R 1OTH DUCT
ANTI--ICE DUCT
L 14TH DUCT
R 14TH DUCT
PROBES
DN
DN
DN
FLAPS 0
0 0
0 0
0
FUEL QTY (LBS)
4870 4500
3830
TOTAL FUEL 12170
VIS
ANTI-ICE
EICAS PRIMARY
DISPLAY
PRIMARY PAGE
CMD
14TH STAGE
FAIL
LOOP A
LOOP B
OPEN
L
DUCT
MON
OPEN
OPEN
ISOL
CLOSED
R
10TH STAGE
OPEN
FAIL
CLOSED
OPEN
L
APU LCV
OPEN
OPEN
ISOL
CLOSED
R
L 10TH DUCT
R 10TH DUCT
CMD
CMD
BLEED AIR
NORM
TEST
CMD
DUCT TEST OK
PARKING BRAKE ON
FT NO.
DUCT TEST OK
DUCT MON LOOP B
AIL
TRIM
STAB
NU
EICAS SECONDARY
DISPLAY ANTI–ICE
SYNOPTIC PAGE
DUCT MON LOOP A
DUCT MON LOOP B
10
LWD
RWD
ND
RUDDER
NL
NR
APU
100
RPM
430
EGT
OXY
C TEMP
C ALT
RATE
P
LDG ELEV
1500
XX C°
XXX
0
0.0
BRAKE TEMP
DOOR OPEN
4
01
01
01
ECS
CABIN TEMP
21 °C
COCKPIT
CABIN
10 °C
10 °C
RAM
AIR
EICAS SECONDARY
DISPLAY
STATUS PAGE
PACK 1
PACK 2
36 PSI
36 PSI
79
PSI
APU
C ALT
RATE
P
LDG ELEV
LEGEND
Test
Loop A, loop B
79
PSI
CPAM
3100
100
7.7
PRESS CONT 1
3100
0
7.7
120
FT
FPM
PSI
FT
EICAS SECONDARY
DISPLAY ECS
SYNOPTIC PAGE
Figure 2-8 Pneumatic EICAS Indications
2-16
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Caution Messages (Amber)
APU LCV FAIL—The APU load control valve has failed (either
open or closed).
APU BLEED ON—The APU load control valve is open and aircraft
altitude is greater than 15,000 feet.
BLEED MISCONFIG—Illuminates with the selection of flaps >0°C
whenever either wing or cowl anti-ice is selected ON and the bleeds
are configured with the 10th stage bleeds ON.
Secondary Display—Status Page
Advisory Message (Green)
DUCT TEST OK—Indicates that 10th- and 14th-stage bleed leak
detection tests are successful
Status Messages (White)
DUCT MON LOOP A—Indicates that the 10th-stage loop A is
under test
DUCT MON LOOP B—Indicates that the 10th-stage loop B is
under test
Bleed misconfiguration:
●
L 10TH ARM OPEN
●
R 10TH ARM OPEN
L 10TH SOV CLSD—Indicates the left 10th-stage bleed-air shutoff
valve is closed. Message is accompanied by illumination of the
white CLOSED light in the left 10th-stage bleed-air switchlight.
R 10TH SOV CLSD—Indicates the right 10th-stage bleed-air shutoff valve is closed. Message is accompanied by illumination of the
white CLOSED light in the right 10th-stage bleed-air switchlight.
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FLIGHT CREW OPERATING MANUAL—Volume 1
10TH ISOL OPEN—Indicates that the 10th-stage isolation valve is
open. Message is accompanied by illumination of the white OPEN
light in the 10th-stage ISOL switchlight.
APU LCV OPEN—Indicates that the APU load control valve is
open. Message is accompanied by illumination of the white OPEN
in the APU LCV switchlight.
Secondary Display—ECS Synoptic Page
Left 10th-stage manifold pressure readout—Indicates the pneumatic
supply pressure available for operation of the air-conditioning system or engine starts (Figure 2-9).
NOTE:
WHEN ECS VALVES ARE SELECTED OPEN, THERE IS A SIGNIFICANT TIME
DELAY BEFORE THE VALVE POSITION INDICATORS ACTUALLY INDICATE OPEN.
THERE ARE FALSE PRESSURE INDICATIONS ON THE ECS PAGE WHEN THE 10TH-STAGE
VALVES ARE CLOSED, PACKS ARE OFF AND APU LCV IS CLOSED. THIS IS A NORMAL
INDICATION CAUSED BY VALVE LEAKAGE.
10TH-STAGE
BLEED-AIR
ISOLATION VALVE
POSITION
INDICATOR
LEFT 10TH-STAGE
MANIFOLD
PRESSURE
READOUT
COCKPIT
21°C
CABIN
10 °C
RIGHT 10TH-STAGE
MANIFOLD
PRESSURE
READOUT
10°C
RAM
AIR
PACK 1
PACK 2
36 PSI
36 PSI
LEFT BLEED-AIR
SHUTOFF VALVE
POSITION
INDICATOR
APU LOAD
CONTROL VALVE
POSITION
INDICATOR
ECS
CABIN TEMP
79
79
PSI
PSI
RIGHT BLEED-AIR
SHUTOFF VALVE
POSITION
INDICATOR
APU
CPAM
C ALT
RATE
∆P
LDG ELEV
3100
100
7.7
LEGEND
PRESS CONT 1
3100
0
7.7
120
FT
FPM
PSI
FT
OPEN (WHITE)
CLOSED
(WHITE)
FAILED
(AMBER)
INVALID
DATA (HALFINTENSITY
MAGENTA)
Figure 2-9 ECS Synoptic Page—Pneumatic Indications
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FLIGHT CREW OPERATING MANUAL—Volume 1
Right 10th-stage manifold pressure readout—Indicates the pneumatic supply pressure available for operation of the air-conditioning
system or engine starts.
10th-stage bleed-air isolation valve position indicator—The valve
symbol indicates whether the valve is open or closed.
Left bleed-air shutoff valve position indicator—The valve symbol
indicates whether the valve is open or closed. Invalid data is indicated by the symbol turning half-intensity magenta.
Right bleed-air shutoff valve position indicator—The valve symbol
indicates whether the valve is open or closed. Invalid data is indicated by the symbol turning half-intensity magenta.
APU load control valve position indicator—The valve symbol indicates whether the valve is open or closed, or has failed (amber).
Invalid data is indicated by the symbol turning half-intensity
magenta.
Duct symbols—Displayed in green when duct pressure is 5 psi or
greater. The symbols turn red to indicate a duct failure. Pressure
transducers monitor duct pressure on each side of the isolation
valve. When a leak occurs in the respective manifold, the respective
10th-stage flow line on the synoptic page displays red. When a 14thstage duct leak occurs, the applicable flow line indicates red on the
ANTI-ICE synoptic page. When the DUCT MON switch is held in
the TEST position, the ECS and ANTI-ICE synoptic pages show all
flow lines in red.
APU duct symbol—Displayed in green when the APU is ready to load
and aircraft altitude below 15,000 feet. The symbol turns amber when
the APU is ready to load and aircraft altitude is above 15,000 feet.
AIR-CONDITIONING SYSTEM
AIR-CONDITIONING Control Panel
The AIR-CONDITIONING panel contains the controls for the air
conditioning system (Figure 2-10).
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FLIGHT CREW OPERATING MANUAL—Volume 1
CKPT and CABIN Temperature Control Knobs
The CKPT and CABIN temperature control knobs adjust the temperature setting for the related compartment. Rotate the related knob
to achieve the desired temperature.
CKPT MAN and CABIN MAN Mode Switchlights
Pressing in the CKPT MAN and CABIN MAN switchlights
changes the temperature control mode for the related compartment
to manual mode. The white MAN light illuminates and the associated CKPT or CABIN TEMP MAN status message appears on the
EICAS display. If the switchlight is pressed again, the system
reverts to automatic mode.
HOT–COLD Switches
During manual temperature control mode, these switches control air
temperature in the applicable compartment. Holding the switch in
the COLD position progressively drives the temperature control
valve toward the cold position. Holding the switch in the HOT position progressively drives the temperature control valve toward the
hot position.
PACK Switchlights
The L and R pack switchlights control the related pack valves.
Pushed out—The related pack valve closes and the white OFF light
illuminates.
Pushed in—The related pack valve opens and the white OFF light
extinguishes.
FAULT light—Indicates an overpressure or overtemperature condition has been detected. The pack valve automatically closes.
RAM-AIR Switchlight
The RAM-AIR switchlight controls the ram-air shutoff valve.
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FLIGHT CREW OPERATING MANUAL—Volume 1
AIR-CONDITIONING
FAULT
FAULT
OFF
OFF
L
PACK
HOT
R
MAN
COLD
OPEN
CKPT
RAM-AIR
M
A
N
HOT
MAN
CABIN
CARGO
OFF
COLD
FAN
COLD
HOT
COND
AIR
COLD
HOT
Figure 2-10 AIR-CONDITIONING Control Panel
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FLIGHT CREW OPERATING MANUAL—Volume 1
Pushed in—The ram air valve opens and the white OPEN light illuminates. The RAM AIR OPEN status message appears on the
EICAS secondary page.
Released out—The valve closes and the OPEN light extinguishes.
EICAS Indications
Primary Display—Primary Page
Caution Messages (Amber)
L or R PACK HI TEMP—An overtemperature condition (85°C) has
been detected, and the pack has automatically shut down.
L or R PACK HI PRESS—An overpressure condition (51 psi) has
been detected, and the pack has automatically shut down.
Secondary Display—Status Page
Status Messages (White)
CKPT TEMP MAN—The temperature control for the flight compartment is in manual mode.
CABIN TEMP MAN—The temperature control for the passenger
compartment is in manual mode.
L or R PACK OFF—An overpressure or overtemperature condition
has been detected, and the pack valve has automatically closed.
RAM AIR OPEN—The ram-air valve is open.
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FLIGHT CREW OPERATING MANUAL—Volume 1
Secondary Display—ECS Synoptic Page
MANUAL message (white)—Indicates that the CKPT or CABIN
MAN switchlight has been selected.
Cabin temperature indicator—Displays cabin temperature in
degrees Celsius (Figure 2-11).
Cabin supply duct temperature indicators—Display temperature
sensed in cabin and cockpit air-conditioning supply ducts in degrees
Celsius.
HI TEMP caution message (amber)—Appears on the related pack
indication box to indicate an overtemperature condition has been
detected and the pack has automatically shut down. Message
appears in conjunction with appropriate PACK HI TEMP message
and FAULT light.
HI PRESS caution message (amber)—Appears on the related pack
indication box to indicate an overpressure condition has been
detected and the pack has automatically shut down. Message
appears in conjunction with appropriate PACK HI PRESS message
and FAULT light.
Pack pressure readout—Normal indication is 5 to 46 psi. A reading
of 47 to 51 psi is displayed as a caution indication.
Duct symbols—Displayed in green when duct pressure is 5 psi or
greater. The symbols turn red to indicate duct failure.
Ram-air valve position indicator—Valve symbol changes to indicate
that the valve is open, is closed, or has failed.
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
ECS
CABIN TEMP
21 °C
COCKPIT
CABIN
10 °C
10 °C
RAM
AIR
PACK 1
PACK 2
36 PSI
36 PSI
79
79
PSI
PSI
APU
CPAM
C ALT
RATE
P
LDG ELEV
3100
100
7.7
PRESS CONT 1
3100
0
7.7
120
FT
FPM
PSI
FT
Figure 2-11 ECS Synoptic Page—Air-Conditioning Indications
2-24
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FLIGHT CREW OPERATING MANUAL—Volume 1
AVIONICS COOLING SYSTEM
Avionics Cooling Control Panel
The avionics cooling control panel is located on the aft pedestal
(Figure 2-12).
ARINC FAN Switch
NORM—A WOW signal automatically activates the appropriate fan
for flight or ground mode. The No. 1 fan is used in flight, while the
No. 2 fan is used on the ground.
FLT ALTN— Activates the No. 2 (ground) fan in flight if the normal
fan fails.
GND ALTN—Activates the No. 1 (flight) fan on the ground if the
normal fan fails.
NORM
GND
ALTN
NORM
FLT
ALTN
GND
ALTN
FLT
ALTN
STDBY
DSPLY FAN
ARINC FAN
Figure 2-12 Avionics Cooling Control Panel
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FLIGHT CREW OPERATING MANUAL—Volume 1
DSPLY FAN Switch
NORM—A WOW signal automatically activates the appropriate fan
for flight or ground mode. The No. 1 fan is used in flight, while the
No. 2 fan is used on the ground.
FLT ALTN— Activates the No. 2 (ground) fan in flight if the normal
fan fails.
GND ALTN—Activates the No. 1 (flight) fan on the ground if the
normal fan fails.
STBY—The standby fan is activated.
EICAS Indications
Primary Display—Primary Page
Caution Messages (Amber)
OVBD COOL—Overboard exhaust valve is open when passenger
and service doors are closed.
NOTE
The avionics cooling overboard shutoff valve
(OVBD COOL SOV) is used during ground
operations to flush cool the avionics system
and dump hot air overboard. The valve is normally open on the ground and closed during
flight. The aircraft will not pressurize to normal levels if the overboard cooing shutoff
valve is failed open.
DISPLAY COOL—CRT display No. 1 or No. 2 fan has failed, or
CRT display low cooling flow is sensed.
ARINC COOL—ARINC No. 1 or No. 2 fan has failed, or ARINC
low cooling flow is sensed.
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FLIGHT CREW OPERATING MANUAL—Volume 1
Secondary Display—Status Page
Status Messages (White)
OVBD COOL FAIL—Overboard exhaust valve is closed when passenger and service doors are not locked.
INBD COOL FAIL—Inboard exhaust valve is closed when passenger and service doors are locked.
NOTE
The inboard cooling shutoff valve (INBD
COOL SOV) is used during flight to flush cool
the avionics system equipment. The valve is
normally closed on the ground and open during flight.
CKPT COOL FAIL—The avionics cooling air valve is closed on the
ground or open in flight.
COOL EXHAUST FAIL—Exhaust fan has failed, or exhaust low
cooling flow is sensed.
PFD/MFD Overtemperature Indication
DISPLAY TEMP—Display overtemperature warning message (red)
appears on the PFD or MFD to indicate an approaching thermal
shutdown (Figure 2-13). The sky and ground raster is removed to
delay the shutdown.
CARGO BAY AIR CONDITIONING
CARGO Switch
The CARGO switch on the overhead panel controls cargo bay air
conditioning (See Figure 2-10).
COND AIR—Conditioned and recirculated cabin air flows to the
cargo bay.
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FLIGHT CREW OPERATING MANUAL—Volume 1
8100
M.45
200
180
100
160
000
140
2 900
120
DISPLAY TEMP
N
W
33
30.15IN
1 24
3
30
800
DISPLAY
OVERTEMPERATURE
WARNING (RED)
6
24
1.0
12
4
PRIMARY FLIGHT DISPLAY (PFD)
DISPLAY TEMP
DISPLAY
OVERTEMPERATURE
WARNING (RED)
MULTIFUNCTION DISPLAY (MFD)
Figure 2-13 PFD/MFD Overtemperature Indication
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FLIGHT CREW OPERATING MANUAL—Volume 1
FAN—Only cabin recirculated air flows to the cargo compartment.
OFF—Air flow is shutoff to the cargo bay.
NOTE
The cargo air-conditioning system has a limited temperature pull-down capability.
For ground operations with the cargo bay door
open, the cargo air-conditioning switch may
be set to COND AIR. For ambient temperatures above 30°C (86°F) this may result in a
cargo overheat caution message. The cargo
switch must be reset to FAN after the cargo
bay door has been closed.
If live cargo is being transported at high ambient temperatures, the cargo switch should only
be set to COND AIR after takeoff.
EICAS Indications
Primary Display—Primary Page
Caution Messages (Amber)
CARGO OVHT—Cargo compartment temperature has increased to
more than 35°C. Message also appears if the air temperature in the
supply duct increases to more than 49°C.
Secondary Display—Status Page
Status Messages (White)
CARGO FAN FAIL—Fan speed is less than 60% of its normal speed.
CARGO SOV FAIL—One of the three valves regulating air flow to
the cargo bay has failed.
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
PRESSURIZATION SYSTEM
CABIN PRESS Control Panel
The CABIN PRESS control panel is located on the overhead panel
(Figure 2-14).
Landing Elevation Selector
The LDG ELEV selector sets the elevation of the destination airport.
The selector is rotated clockwise to increase (INCR) or counterclockwise to decrease (DECR) the elevation readout.
CABIN PRESS
UP
-
+
DN
DECR
INCR
EMER LDG ELEV PRESS
CONTROL
DEPRESS
FAULT
ON
MAN
MAN
ALT
MAN RATE
-
DECR
+
INCR
Figure 2-14 CABIN PRESS Control Panel
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FLIGHT CREW OPERATING MANUAL—Volume 1
Manual Altitude Switch
The MAN ALT switch controls cabin altitude during manual
pressurization.
UP—Opens the outflow valves to increase cabin altitude
DN—Closes the outflow valves to decrease cabin altitude
Center—Neutral position—No change of cabin altitude
Manual Rate Selector
The MAN RATE selector controls the rate of climb or descent of
cabin altitude during manual pressurization control. The selector is
rotated clockwise to increase (INCR) or counterclockwise to
decrease (DECR) the rate of change.
PRESS CONTROL Switchlight
Pushed once—Changes the system from automatic to manual mode
of operation—The MAN light (white) on the switchlight
illuminates.
Pushed twice—Activates the standby controller
FAULT light (amber)—Illuminates if both cabin pressure controllers fail
EMER DEPRESS Switchlight
The guarded EMER DEPRESS switchlight controls emergency cabin
depressurization. When pushed, both outflow valves open fully.
EICAS Indications
Primary Display—Primary Page
Pressurization readouts (manual mode) appear when the PRESS
CONTROL switchlight is selected to MAN (Figure 2-15):
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FLIGHT CREW OPERATING MANUAL—Volume 1
●
C ALT—Indicates current cabin altitude
●
RATE—Indicates rate of change in feet per minute (increments of 100 fpm) and direction via arrow symbol
●
∆P—Indicates cabin differential pressure
The landing elevation readout is not displayed. The readouts are
removed from the primary page when automatic mode is selected.
Warning Messages (Red)
CABIN ALT—Cabin altitude exceeds 10,000 feet. Message is
accompanied by a “Cabin pressure” aural warning and illumination
of the NO SMOKING and FASTEN SEAT BELT signs. Also, the
NO SMOKING and SEAT BELTS status messages appear on the
secondary display when the NO SMKG and SEAT BLTS switches
on the PASS SIGNS panel are in the AUTO position.
93.0
93.0
DISPLAY COOL
N1
90.0
750
EICAS WARNING
AND CAUTION
MESSAGES
750
ITT
95.0
95.0
N2
3500 FF (PPH) 3500
115 OIL TEMP 115
82 OIL PRESS 82
F
A
0.2
0.2
N
VIB
C ALT
3100
RATE ∆P
100 7.7
GEAR
DN
DN
DN
FLAPS 20
FUEL QTY (LBS)
4870 2340 4890
TOTAL FUEL
12100
Figure 2-15 Pressurization EICAS Indications—Primary Page
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FLIGHT CREW OPERATING MANUAL—Volume 1
DIFF PRESS—The cabin differential pressure has exceeded 8.5 psi.
The message is accompanied by a “cabin pressure” aural warning.
Caution Messages (Amber)
AUTO PRESS—Both cabin pressure controllers have failed.
CABIN ALT—Cabin altitude is between 8,500 and 10,000 feet.
EMER DEPRESS—The EMER DEPRESS switchlight has been
selected on.
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
Secondary Display—Status Page
Pressurization readouts (automatic mode) appear when the pressurization system is operating in automatic mode (Figure 2-16):
●
C ALT—Indicates current cabin altitude—Readout turns
amber if cabin altitude is between 8,500 and 10,000 feet. The
readout turns red when cabin altitude is 10,000 feet or above.
●
RATE—Indicates rate of change in feet per minute (increments of 100 fpm) and direction via arrow symbol
.
EICAS STATUS
MESSAGES
---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
FLT. NO
CLH 5420
AIL TRIM STAB
NU
6.0
LWD
RWD
ND
RUDDER
NL
NR
APU
100
RPM
DOOR OPEN
OXY
430
1500
C TEMP 0 C°
C ALT 0
RATE 0
P 0.0
LDG ELEV 100
EGT
BRAKE TEMP
01
01
01
01
PRESSURIZATION
READOUTS
(AUTOMATIC MODE)
LANDING FIELD
ELEVATION
READOUT
Figure 2-16 Pressurization EICAS Indications—Status Page
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FLIGHT CREW OPERATING MANUAL—Volume 1
●
∆P—Indicates cabin differential pressure—The readout turns
red when differential pressure exceeds 8.57 psid.
●
LDG ELEV—The landing field elevation readout displays
elevation (in 20-foot increments), as set with the LDG ELEV
selector. Amber dashes are displayed if the input value is
invalid, greater than 14,000 feet, or less than –1,000 feet. The
elevation readout is removed from the status page when manual mode is selected.
Status Messages (White)
AUTO PRESS 1 or 2 FAIL—The No. 1 or No. 2 cabin pressure controller has failed.
CABIN PRESS MAN—The PRESS CONTROL switchlight has
been selected to MAN.
CPAM FAIL— The cabin pressure acquisition module has failed.
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
Secondary Display—ECS Synoptic Page
Cabin altitude readout—Displays current cabin altitude (in automatic or manual mode) (Figure 2-17)
COCKPIT
ECS
CABIN TEMP
21°C
CABIN
10°C
10°C
RAM
AIR
PACK 1
PACK 2
36 PSI
36 PSI
CABIN/COCKPIT
ALTITUDE
READOUT
CABIN/COCKPIT
RATE-OFCHANGE
READOUT
79
79
PSI
PSI
APU
C ALT
RATE
∆P
LDG ELEV
CPAM
4000
500
4.0
180
PRESS CONT 1
4000
500
4.0
180
FT
FPM
PSI
FT
ACTIVE
SOURCE
INDICATOR
DELTA
PRESSURE
READOUT
LANDING FIELD
ELEVATION
READOUT
MONITORING
SOURCE
INDICATOR
Figure 2-17 Pressurization EICAS Indications—ECS Page
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FLIGHT CREW OPERATING MANUAL—Volume 1
Cabin rate-of-change readout—Displays rate of change in feet per
minute and direction
Delta pressure readout—Displays cabin differential pressure
Landing field elevation readout—Displays elevation (in 20-foot
increments) as set with the LDG ELEV selector
Active source indicator—Indicates (in cyan) which pressure controller is active: PRESS CONT 1, PRESS CONT 2, or PRESS
MAN—The active controller’s data is displayed below the indication.
AUTO PRESS 1 or 2 FAIL status message (white)—Indicates failure of No. 1 or No. 2 cabin pressure controller (corresponds to same
message on status page)
Monitoring source indicator—Indicates (in white) the monitoring
source: CPAM, PRESS CONT 1, or PRESS CONT 2—The monitored data is displayed below the indication. If the CPAM fails, the
standby controller becomes the monitoring source. If all sources
fail, amber dashes appear.
CPAM FAIL status message (white)—Indicates CPAM failure (corresponds to same message on status page)
CIRCUIT BREAKERS
Table 2-1 lists the power supplies and circuit breakers for the pneumatic, air-conditioning, and pressurization system components.
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
Table 2-1 POWER SUPPLY AND CIRCUIT-BREAKER
SUMMARY
SYSTEM
SUBSYSTEM
10thStage
Bleed Air
CB NOMENCLATURE
BUS
BAR
10TH STAGE
BLEED AIR
SOV L
10TH STAGE
BLEED AIR
SOV R
10TH STAGE
BLEED AIR
SOV ISOL
Pneumatic
System
CB
PANEL
NO.
CB
LOCATION
DC
BUS 1
1
F11
DC
BUS 2
2
F11
DC
ESS
4
B1
BLEED
LEAK TEST
Bleed
Leak
Detection
B/LEAK
CONT L
B/LEAK
CONT R
Left Pack
Cockpit
Temperature
Control
Ram Air
2-38
B1
AC
ESS
3
B2
L AIR COND
UNIT
CKPT TEMP
CONT
Air Conditioning
(Cockpit)
B2
J1
DC
BUS 1
J2
1
CKPT TEMP
MAN CONT
J3
CKPT FAN
AC
BUS 1
RAM AIR
SOV
DC
BAT
C8
2
P5
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
Table 2-1 POWER SUPPLY AND CIRCUIT-BREAKER
SUMMARY (Cont)
SYSTEM
SUBSYSTEM
CB NOMENCLATURE
Right
Pack
R AIR COND
UNIT
CABIN
TEMP CONT
Air Conditioning
(Cabin)
Cabin
Temperature
Control
BUS
BAR
CB
LOCATION
J1
J2
DC
BUS 2
CABIN
TEMP CONT
MAN
GALLEY &
LAVATORY
FAN
CB
PANEL
NO.
2
J3
C5
AC
BUS 2
CABIN FAN
C8
Heater 1
Galley
Heating
Heater 2
GALLEY
HTRS
AC
BUS 2
2
B11
Fan
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
Table 2-1 POWER SUPPLY AND CIRCUIT-BREAKER
SUMMARY (Cont)
SYSTEM
SUBSYSTEM
Display
Fans
Avionics
Cooling
System
ARINC
Chassis
Fans
CB NOMENCLATURE
BUS
BAR
CB
PANEL
NO.
CB
LOCATION
DISPLAY
FAN 1
AC
ESS
3
C9
DISPLAY
FAN 2
AC
BUS 1
1
D2
DISPLAY
FAN STBY
AC
ESS
3
C6
EXHAUST
FAN
AC
BUS 1
1
C5
ARINC
FAN 1
AC
ESS
3
C12
ARINC
FAN 2
AC
BUS 2
2
D2
CONT 2
CKPT SOV
Controller
and Shutoff Valves
2-40
L2
DC
BUS 2
2
I/B SOV
L3
L4
O/B SOV
DC
BUS 1
1
L4
AVIONICS
CONT 1
DC
ESS
4
C4
Revision 1—January 2003
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FLIGHT CREW OPERATING MANUAL—Volume 1
Table 2-1 POWER SUPPLY AND CIRCUIT-BREAKER
SUMMARY (Cont)
SYSTEM
Cargo Bay
Conditioned Air
System
Cargo Bay
Firex
System
Pressurization
System
SUBSYSTEM
CB NOMENCLATURE
Controller
BAGG
COMPT
CONT
Heater
CB
PANEL
NO.
CB
LOCATION
DC
BUS 1
1
L3
BAGG
COMPT
HEATER
AC
BUS 1
1
B8
Fan
BAGG
COMPT FAN
AC
BUS 1
1
D5
Shutoff
Valve
BAGG
COMPT SOV
DC
ESS
4
A12
Cargo
Firex
Squib 1
CARGO
FIREX 1
DC
BAT
1
P1
Cargo
Firex
Squib 2
CARGO
FIREX 2
DC
BUS 1
1
G1
Control
Panel
CONT PNL
Controller
1
CONT 1
Controller
2
CONT 2
CPAM
CABIN
PRESS MOD
Revision 1—January 2003
BUS
BAR
A10
DC
ESS
4
A8
A9
DC
BAT
2
P6
2-41
Pinnacle Airlines
Northwest Airlink
CANADAIR REGIONAL JET
FLIGHT CREW OPERATING MANUAL—Volume 1
INTENTIONALLY LEFT BLANK
2-42
Revision 1—January 2003
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