Ma60 Aircraft Maintenance Manual (Part I SDS)

MA60 AIRCRAFT MAINTENANCE MANUAL (PART I SDS)
CHAPTER
21
AIR CONDITIONING
CHAPTER 21 AIR CONDITIONING

LIST OF EFFECTIVE PAGES
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Title Page 12 Feb 20/2013

List of Effective R 1～2 Aug 20/2015 13 Feb 20/2013
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TABLE OF CONTENTS
SUBJECT CH-SE-SU PAGE EFF

AIR CONDITIONING 21-00-00
General 1 ALL
DISTRIBUTION 21-20-00
General 1 ALL
AIR DISTRIBUTION 21-24-00
General 1 ALL
System Description 1 ALL
Component Description 2 ALL
System Operation 3 ALL
AIR RECIRCULATION SYSTEM 21-25-00
General 1 ALL
EQUIPMENT VENTILATION SYSTEM 21-26-00
General 1 ALL
PRESSURIZATION CONTROL 21-30-00
General 1 ALL
PRESSURE CONTROL 21-31-00
General 1 ALL
Controls and Indicators 5 ALL
Modes of Operation 8 ALL
AIR PUMP 21-31-30
General 1 ALL
21-TABLE OF CONTENTS
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TP211A01-SLAF

TABLE OF CONTENTS
SUBJECT CH-SE-SU PAGE EFF

INDICATION AND WARNING 21-35-00
General 1 ALL
AIR COOLING SYSTEM 21-52-00
General 1 ALL
TEMPERATURE CONTROL 21-60-00
General 1 ALL
TEMPERATURE REGULATION 21-61-00
General 1 ALL
Controls and Indicators 5 ALL
TEMPERATURE INDICATION 21-65-00
General 1 ALL
21-TABLE OF CONTENTS
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TP211A01-SLAF
AIR CONDITIONING
1. General
The air conditioning system includes these systems:

- Distribution (Ref. 21-20-00).
- Pressurization control (Ref. 21-30-00).
- Cooling (Ref. 21-50-00).
- Temperature Control (Ref. 21-60-00).
Ref. Fig. 001 for the schematic diagram of the air conditioning system.
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The Schematic Diagram of the Air Conditioning System

Figure 001
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DISTRIBUTION
1. General
The distribution system includes:

- The air distribution system (Ref. 21-24-00).
- The air recirculation system (Ref. 21-25-00).
- The equipment ventilation system (Ref. 21-26-00).
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AIR DISTRIBUTION SYSTEM
1. General
The air distribution system supplies air at the correct temperature and in the correct proportion
to the flight compartment and the passenger compartment.
The system supplies the air through a duct and the related outlets installed in the flight
compartment and in the passenger compartment.
The function of the air distribution system is to adjust the temperature in the passenger
compartment and to supply air for the ventilation of the same compartment.
2. System Description
Ref. Fig. 001.

The air distribution system includes the air distribution system of the flight compartment and
the air distribution system of the passenger compartment.
The bleed system and the cooling assemblies adjust the air bled from the left and right
engines (or the air from the APU). After these adjustments, the air flows along the leading
edge of the wing to the left and right sides of the fuselage (FR 15 thru FR 17). Then the bleed
air goes into the fuselage where the air distribution duct supplies it to the flight compartment
and the passenger compartment.
25% of the total quantity of the bleed air goes into the flight compartment, and 75% goes into
the passenger compartment.
The air supplied to the flight compartment is from the left cooling assembly, and the air
supplied to the passenger compartment is from the right cooling assembly.
50% of the total quantity of air from the left air conditioning assemblies is supplied to the flight
compartment. The remaining 50% and the air from the right air conditioning assemblies is
supplied to the passenger compartment.
The air distribution system of the flight compartment includes these items:
- The windshield defog ducts
- The left and right pedal heating port for the pilots
- The two adjustable single aeration valves for the left and right pilots (and the observer).
The air distribution system of the passenger compartment includes these items:
- The air supply grilles on the top of the compartment
- The foot heating grilles for the passengers
- The ventilation nozzle on the service panel at the top of each passenger and attendant seat.
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The primary air distribution duct on the right side of the passenger compartment supply air to
the toilet. A ventilation nozzle adjusts the flow and direction of air in the toilet to remove all
smells and keep the air clean.
Figure 001 Air Distribution System
3. Component Description
A. The air distribution system also includes the components that follow:
- Four duct compensator
- Two check valves
- Six single aeration valves
- Two defog valves of flight compartment
Table 001 show the location of these components on the aircraft.
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Table 001 Air distribution system - Component location

Ref. Component Type Quantity Location Access/area
1 Duct QWB-22 4 Leading edge of left 512, 612

compensator and right center
wings
2 Check valve 782636-1 2 Between No.3 and 271, 272

No.4 partitions of
leading edge of left
and right center
wings
3 Single aeration 2368 6 Flight compartment 213, 214

valve and attendant seat
261, 262
in the passenger
compartment
4 Defog valve of Y7-7630-50 2 Flight compartment 213, 214

flight
compartment
B. Duct compensator
The duct compensators are installed in the air conditioning ducts of the left and right
center wings. Their function is to adjust the axial displacement of the ducts that the
changes of temperature can cause.
C. Check valves
The check valves are installed in the air-conditioning supply ducts in the leading edge of
the left and right center wing. They let the air flow only in one direction.
D. Single aeration valves
The two single aeration valves are installed at the each seat of the left pilot, the right pilot
(and the observer). One single aeration valve is also installed at each attendant seat in
the passenger compartment. The flight crew can adjust the direction and flow of the air
that comes out of each single aeration valve, as necessary.
E. Flight compartment defog valve
The two defog valves are installed in the flight compartment. They adjust the airflow that
removes the moisture from the left and right windshields and from the observer window.
4. System Operation
A. Flight compartment air distribution system
Ref. Fig. 002.
Air from the left cooling assembly flows through the supply ducts into the flight
compartment. The routing of these air supply ducts is through FR 15 thru FR 16 (STR
32 thru STR 33) on the left side of the fuselage.
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The main supply duct of the air distribution system divides into two channels between FR
13 and FR 14.
The air goes into the flight compartment air distribution system through the duct of STR
32 and this occurs also on the other side of the fuselage. And then the air flows into the
flight compartment through the single aeration valves which are adjacent to the crews.
The air also flows through the left and right windshields and through the nozzles below
the observing window.
B. Passenger compartment air distribution system
Ref. Fig. 003.
The air supply ducts supply air from the left and right sets of cooling assembly, to the
passenger compartment at the correct temperature. The routing of these air supply ducts
is through the leading edge of the wing and FR 15 thru FR 16 (STR 31 thru STR 32) of
the fuselage. Air, at the correct temperature, is supplied to the main air distribution ducts
of the passenger compartment along the skin of the inboard fuselage. The air supply also
occurs through the left and right supply ducts (FR 16 thru FR 17 and STR 28 thru STR
29).
The air in the corrugated hose flows up to the air distribution grilles on the top of the
passenger compartment. Then along the skin of the inboard fuselage, the air flows
downward to the foot heating grilles for passengers (the foot heating grilles are only
installed on fuselage FR 11B thru FR 25).
The air in the corrugated hose flows from the primary air distribution duct to the
adjustable ventilation nozzle on the passenger service panel. Each passenger can thus
adjust the direction and flow of the ventilation air. On the trim panel of the passenger
compartment there is a row of small-hole grilles. The function of the grilles is to let the air
go out of the passenger compartment.
Through the corrugated hoses the air flows from FR 29 thru FR 30 of the primary air
distribution duct (on the right side of the passenger compartment) to the toilet. This
removes all smells from the toilet and keeps the air clean.
The exhaust air from the passenger compartment flows below the floor where a
recirculation fan gets some of this air. The remaining air flows out of the passenger
compartment through the outflow valve.
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Figure 002 Cockpit Air Distribution System
MA60 AIRCRAFT MAINTENANCE MANUAL (PART I
1. Anti-icing Switch; 2. Pedal Heating Duct for the Observer; 3. Single Aeration Valve for the Observer; 4. Single
SDS)
Aeration Valve for the Pilot; 5. Single Aeration Valve for the Copilot; 6. Atomizing Duct; 7. Pedal Heating Duct.
Feb 20/2013
21-24-00
Page 5
Figure 003 Passenger compartment air distribution system - Airflow schematic
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AIR RECIRCULATION SYSTEM
1. General
The air recirculation system mixes the air from the passenger compartment with the cool air
from the air conditioning assemblies. It is thus possible to better adjust the increase or
decrease of temperature in the passenger compartment.
The air recirculation system gets the air from the passenger compartment through a
recirculation fan and a filter installed below the floor. This air goes back to the
condenser/mixer where it mixes with external air at the outlet of the air cycle machine turbine.
The mixed air is then supplied to the passenger compartment.
The air recirculation system includes two recirculation fans, two check valves and ducts, and
other accessories.
The two recirculation fans are installed below the floor of the passenger compartment
between FR 15 and FR 16.
The two check valves are installed in the recirculation ducts between the RIB 4 and RIB 5 in
the leading edge of the left and right wings.
A recirculation fan switch, on the overhead environment control panel in the flight
compartment, controls the air recirculation system. Ref. 21-61-00.
Ref. Table 001 for the location of the components of the air recirculation system.
Table 001 Air recirculation system - Component location

Component Type Quantity Location Zone /Access
Recirculation 778728-6 2 Below the floor of the 151, 152

Fan passenger compartment
between FR 15 and
FR 16
Recirculation 782636-1 2 In the recirculation ducts 271, 272

Check Valve in the leading edge of the
left and right wings
between RIB 4 and
RIB 5
Ref. Table 002 for the power supply of the recirculation fan.
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Table 002 Recirculation fan - Power supply (circuit breakers)

Designation Location
Recirculation Fan LH DC C/B PNL
Recirculation Fan RH DC C/B PNL
If there is too much load, the circuit with less current in the control logic assembly will remove
the power from the motor stator. When the load is too much, to start the fan again, do this
procedure:
- Remove the power from the fan.
- Supply the power again to the fan.
When the temperature increases too much, the fan will stop its operation temporarily. After the
temperature decreases to a normal value, the fan will automatically start again.
A. Recirculation fan
The recirculation fan is an axial fan. When powered, the transformer in the recirculation
fan changes the 28 V DC into a three-phase AC to operate the motor. The motor turns the
impeller counterclockwise (as view from the end of the impeller). The suction of air occurs
through the inlet shield. Then the air goes out of the outlet through the interior channel.
B. Recirculation check valve
The recirculation check valve is installed in the recirculation duct at RIB 4 thru RIB 5 of
the leading edge of the left and right wings. Because of the fan, the air from the outlet of
the air cycle machine turbine cannot go directly below the floor.
4. System Operation
When the recirculation fan switch on the overhead environment control panel in the flight
compartment is set to ON, the left and right recirculation fans operate. They will remove some
air from the passenger compartment, and this air will go to the entrance of the cold channel of
the condenser/mixer (installed in the left and right nacelles).
The passenger compartment air will mix with:
- The cold air from the outlet of the turbine of the air cycle machine.
- The air from the hot channel of the temperature control valve.
Then the air goes into the passenger compartment through the condenser to increase the
cold and hot airflow supplied to the passengers. When there is smoke or other contamination
in the passenger compartment, it is necessary to set the recirculation fan switch to OFF.
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EQUIPMENT VENTILATION SYSTEM
1. General
The ventilation system supplies the air for the ventilation of the electronic equipment installed
in the flight compartment.
An increased air speed in the electronic equipment rack makes the heat removal more
satisfactory and lets the electronic equipment operate correctly.
The ventilation system includes the cooling fan and two air pipes.
Ref. Table 001 for the location of the components of the ventilation system.
The cooling fan is installed below the floor of FR 10. Two air pipes connected to the cooling
fan supply the air necessary to decrease the temperature of the electronic equipment rack in
the flight compartment. When the air speed in the electronic equipment rack increases, there
is a better ventilation airflow and stable operation conditions. The removal of heat from the
electronic equipment is satisfactory in usual operation conditions and the electronic
equipment can operate correctly.
Table 001 Location of Ventilation System - Component location
Component Type Location Zone /Access
Cooling Fan 026988(T) or Below the floor of FR 10 143/221CF, 221DF and

026988000 221KF
Air Pipe (Two) CEET-8 Below the floor between 143, 144/221CF and
FR 6 and FR10 221BF
The power supply to the cooling fan is from the 115 V AC, 400 Hz bus. A circuit breaker on the
electronic equipment C/B panel controls the power supply.
Refer to Table 002 for the power supply of the cooling fan.
Table 002 Cooling fan - power supply (circuit breaker)
Component Designation Row/Column Location
Cooling fan COOL FAN F3 ELEC EQPT C/B PNL
3. Component description
A. Cooling fan
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The cooling fan operates at 115 V AC, at constant frequency and its load current is 0.4 A.
B. Air pipe
The cooling fan blows the air that goes into two air pipes. These supply the air to the
lower part of the electronic equipment rack.
4. System Operation
Ref. Fig. 001
When the COOL FAN circuit breaker on the ELEC EQPT C/B PNL is engaged, the cooling fan
starts to operate. The cooling fan supplies air to the lower part of the electronic equipment
rack through two air pipes to decrease the temperature.
Figure 001 Ventilation Systems Equipment - Schematic Diagram
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PRESSURIZATION CONTROL
1. General
The pressurization control system includes:

- The pressure control system (Ref. 21-31-00).
- The indication and warning system (Ref. 21-35-00).
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PRESSURE CONTROL
1. General
The pressure control system can automatically and manually control the quantity of air that
flows out of the cabin through the outflow valve. It is thus possible to have safe and
satisfactory pressure levels for passengers and flight crew, when the aircraft operates in the
flight envelope.
A. The pressure control system includes these components:

- The Cabin altitude controller
- The Cabin pressure control panel
- The manual regulating valve
- The primary outflow valve
- The auxiliary outflow valve
- The air pump
- Duct accessories.
Ref. Table 001 and Fig. 001 for the location of the components of the pressure control
system.
B. System technical data
Normal Differential Pressure ..................................................... 4.25 psi (29.3 kPa)
Maximum Differential Pressure ................................................... 4.7 psi (32.4 kPa)
Climbing Rate ......................................... 525 ft/min±75 ft/min (2.67 m/s±0.38 m/s)
Descent Rate ............................................ 325 ft/min±50 ft/min (1.7 m/s±0.25 m/s)
Table 001 Pressure control system - Component location

Ref. Component Type Qty Location Zone /Access
1 Cabin altitude 52770-181 1 Lower Center 211

Controller Instrument Panel
2 Cabin pressure 1 On central console 211

control panel
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Table 001 Pressure control system - Component location

Ref. Component Type Qty Location Zone /Access
3 Manual Regulating 52773-201 1 On Cabin pressure 211

Valve control panel
4 Primary Outflow 52790-101 1 Below Left Floor of 221

Valve FR 10 thru FR 11C
1 Below Right Floor of 264

FR 37 thru FR 38
5 Auxiliary Outflow 52791-101 1 Below Right Floor of 221

Valve FR 10 thru FR 11C
1 Below Left Floor of 263

FR 37 thru FR 38
6 Air Pump F1-1-1 or 1 Below Center Floor 251

AA4A2-1 of FR 22 thru FR 23
7 Vacuum Regulator 2H3-6 1 Below Center Floor 251

of FR 22 thru FR 23
8 Twin-channel 1H5-19 1 Below Center Floor 251

Check Valve of FR 22 thru FR 23
9 Check Valve 1H37-4 1 Below Left Floor of 231

FR 11 thru FR 14
1 Below Center Floor 251

of FR 22 thru FR 23
A. Cabin altitude controller
The cabin altitude controller is installed below the center instrument panel. When the
“AUTO” or “MANUAL” control modes are set on the cabin pressure control panel, the
altitude controller can operates in:
- The full automatic mode.
- The constant pressure control mode.
In the full automatic mode, it is only necessary to set the altitude of the landing airport.
In the constant pressure control mode, it is only necessary to set the correct cabin
altitude or the flight altitude.
The cabin altitude controller includes an altitude sensor and a micro-switch.
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MA60 AIRCRAFT MAINTENANCE MANUAL (PART I
Figure 001 Pressure control system - Location of component

SDS)
1. Passenger-Compartment Altitude Controller; 2. Passenger-Compartment Altitude, Rate, Differential Pressure

Indicator; 3. Manual Control Valve; 4. Alarm Bell; 5. High Altitude Annunciator; 6. Auxiliary Outflow Valve; 7. Primary
Outflow Valve; 8. Static Pressure Port; 9. Drainer; 10. Air Conditioning Duct; 11. Vacuum Regulator; 12. Twin-Channel
Check Valve; 13. Differential Pressure Switch; 14. Air Pump; 15. Pressure Releaser; 16. Check Valve.
Feb 20/2013
21-31-00
Page 3
The micro-switch compares the set altitude value with the true altitude value. If they do
not agree, the controller will send appropriate signals. The pressurizing coil valves or
depressurizing coil valves are energized and start to operate. When the air pressure
Increases or decreases in the control chamber:
- The valve membrane will move down or up.
- The quantity of air that flows out of the cabin will decrease or increase.
- The pressure in the cabin will change.
B. Manual regulating valve
The manual regulating valve is a mechanical, three-position, reversing valve. When you
set the knob to “CLIMB”, the control chamber releases the air overboard. The valve
membrane moves up to fully open the outflow valve and increase the Cabin altitude.
When you set the knob to “DESCEND”, a pressure duct will inflate the control chamber
and the valve membrane will move down. Thus the outflow valve will be less open to
decrease the cabin altitude.
C. Primary outflow valve and auxiliary outflow valve
Ref. Fig. 002.
The primary outflow valve and the auxiliary outflow valve make an assembly. One
assembly is installed below FR 37 and FR 38. The primary outflow valve is on the right
side and the auxiliary outflow valve is on the left side.
Another assembly is installed below FR 10 and FR 11C. The primary outflow valve is on
the left side and the auxiliary outflow valve is on the right side.
The structure of the primary outflow valve is the same as that of the auxiliary outflow
valve. The difference is that the auxiliary outflow valve does not have these components:
- Pressurizing coil valves.
- Depressurizing coil valves.
- Maximum cabin altitude limits valves.
- Maximum cabin differential pressure limiter valves.
The control chambers of the primary outflow valve and that of the auxiliary outflow valve
are connected together. Thus the membrane of the primary outflow valve and that of the
auxiliary outflow valve are synchronized
D. Air Pump
There is a condition where the external differential pressure on the ground or at low
altitude in the cabin is lower than the set value. When the air pump operates in this
condition, the outflow valve membrane will move up at a higher speed. And this will
increase the airflow from the cabin.
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Figure 002 Outflow valve group
1. Maximum Cabin differential pressure Limiter Valve; 2. Maximum Cabin altitude Limit Valve;
3. Depressurizing Coil Valve; 4. Pressurizing Coil Valves; 5. Inlet Of Manual Control Line; 6.
Control Chamber; 7. Valve Outlet; 8. Main Outflow Valve; 9. Auxiliary Outflow Valve; 10. Valve
Membrane.
4. Controls and Indicators

Ref. Fig. 003.
The pilot can control and monitor the quantity of the air that flows out of the cabin with the
controls and the indicators located on the altitude controller and the pressure control panel. It
is thus possible to have safe and satisfactory pressure values for passengers in the aircraft.
A. SET ALT Display
The display shows the scheduled altitude of the landing airport.
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In the constant pressure control mode the display shows:

- The scheduled cabin altitude (in feet)
- The scheduled flight altitude (in hundred of feet)
B. Altitude Select Knob
The knob sets the altitude of the landing airport in the -1000 thru 14000 ft (-305 thru 4260
m) range.
In the constant pressure control mode, it sets the scheduled cabin altitude in the: -1900
thru 10000 ft (-580 thru 3050 m) range. The flight altitude setting range is from 6000 thru
20000 ft (1830 thru 6096 m).
C. RATE Window
The window shows the altitude change rate.
D. FL Button
The FL button sets the cabin altitude or flight altitude in the constant pressure control
mode.
C
The A symbol in the “SET ALT” display window shows that the cabin altitude is set.
The FL symbol shows that the flight altitude is set.
E. EXER Button
Use the button for the ground test.
F. Center Button
Use the button to put the altitude controller into the ground test mode.
G. CLIMB/DESCENT Knob
In the manual mode, it is used to adjust the cabin pressure.
H. AIR PUMP Indicator
The green indicator comes on when the air pump operate.
I. DEPRESSURIZE/NORMAL Switch
When the switch is set to “NORMAL” position, the system operates in the usual
conditions.
When the switch is set to “DEPRESSURIZE” position, the pressure in the cabin is
released.
J. Alarm Bell Cut-off Button (HI ALT ALARM OFF)
When the alarm bell operates, push the button to stop the audio warning signal.
K. AIR PUMP Switch
When the switch is set to “NORMAL”, the air pump operates in the usual condition. When
the switch is set to “OVERRIDE”, the air pump is forced to operate.
EFF:07080709 PRE MA60-21-SB335 21-31-00

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Figure 002 Outflow valve group
1. Maximum Cabin differential pressure Limiter Valve; 2. Maximum Cabin altitude Limit Valve;
3. Depressurizing Coil Valve; 4. Pressurizing Coil Valves; 5. Inlet Of Manual Control Line; 6.
Control Chamber; 7. Valve Outlet; 8. Main Outflow Valve; 9. Auxiliary Outflow Valve; 10. Valve
Membrane.

Ref. Fig. 003.
The pilot can control and monitor the quantity of the air that flows out of the cabin with the
controls and the indicators located on the altitude controller and the pressure control panel. It
is thus possible to have safe and satisfactory pressure values for passengers in the aircraft.
A. SET ALT Display
The display shows the scheduled altitude of the landing airport.
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In the constant pressure control mode the display shows:

- The scheduled cabin altitude (in feet)
- The scheduled flight altitude (in hundred of feet)
B. Altitude Select Knob
The knob sets the altitude of the landing airport in the -1000 thru 14000 ft (-305 thru 4260
m) range.
In the constant pressure control mode, it sets the scheduled cabin altitude in the: -1900
thru 10000 ft (-580 thru 3050 m) range. The flight altitude setting range is from 6000 thru
20000 ft (1830 thru 6096 m).
C. RATE Window
The window shows the altitude change rate.
D. FL Button
The FL button sets the cabin altitude or flight altitude in the constant pressure control
mode.
C
The A symbol in the “SET ALT” display window shows that the cabin altitude is set.
The FL symbol shows that the flight altitude is set.
E. EXER Button
Use the button for the ground test.
F. Center Button
Use the button to put the altitude controller into the ground test mode.
G. CLIMB/DESCENT Knob
In the manual mode, it is used to adjust the cabin pressure.
H. AIR PUMP Indicator
The green indicator comes on when the air pump operate.
I. DEPRESSURIZE/NORMAL Switch
When the switch is set to “NORMAL” position, the system operates in the usual
conditions.
When the switch is set to “DEPRESSURIZE” position, the pressure in the cabin is
released.
J. Alarm Bell Cut-off Button (HI ALT ALARM OFF)
When the alarm bell operates, push the button to stop the audio warning signal.
K. AIR PUMP Switch
When the entry door opened, the air pump doesn’t operate with the switch is set to
“NORMAL”. When the entry door closed, the air pump operates in the usual condition.
When the switch is set to “OVERRIDE”, the air pump is forced to operate.
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Figure 003 Cabin Pressure Control Panel and Altitude Controller
1. SET ALT Display; 2. Altitude Select Knob; 3. RATE Window; 4. FL Button; 5. EXER Button;
6. Center Button; 7. CLIMB/DESCENT knob; 8. AIR PUMP Indicator; 9. DEPRESSURIZE/
NORMAL Switch; 10. Alarm-Bell Cut-off Button; 11. AIR PUMP Switch; 12. OUTFLOW VALVE
Switch; 13. HI ALT SIG TEST Button.
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L. OUTFLOW VALVE
When the switch is set to “AUTO”, the system operates in the automatic mode. When the
switch is set to “MANUAL”, the system operates in the manual mode.
M. HI ALT SIG TEST Button
Push this button to make sure that if the alarm bell operates correctly.
5. Modes of Operation
A. Schematic diagram of pressure control system
Ref. Fig. 004.
B. The pressure control system can operate in the automatic and in the manual modes. In
the automatic mode, the cabin altitude controller automatically controls the quantity of air
that flows out of the cabin. In the manual mode, the manual regulating valve controls the
quantity of air that flows out of the cabin.
C. There are two automatic work modes: a full automatic mode and a constant pressure
control mode
D. In the full automatic mode, the air data computer supplies the flight altitude signals to the
altitude controller. The altitude controller controls the cabin altitude with a special control
procedure. When the air data computer cannot supply the flight altitude signals to the
controller, the controller will automatically move to the constant pressure control mode. At
this time, it is necessary to set the flight altitude or cabin altitude on the altitude controller.
The altitude controller will thus control the cabin altitude in relation to the set altitude.
E. To go into the automatic mode (Ref. Fig. 005)
(1) Set the parameters in the altitude controller (Ref. Fig. 005):
- Scheduled flight altitude or cabin altitude (only necessary in the constant pressure
control mode);
- Altitude of landing airport (before take-off or descent).
(2) The altitude controller compares and calculates:
- Scheduled flight altitude or cabin altitude
- Altitude of landing airport
- The cabin altitude
- The cabin altitude change rate got from its sensors.
(3) The altitude controller sends the signals which will:
(a) Open the “CLIMB” solenoid valve of the primary outflow valve. The control
chamber of the outflow valve will connect with the vacuum duct to start the
outflow valve operation.
(b) Open the “DESCEND” solenoid valve of the primary outflow valve. The control
chamber of the outflow valve will connect with the pressure duct to close the
outflow valve.
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Schematic Diagram of Cabin Pressure Control System

Figure 004
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NOTE: For the operation in the automatic mode, these conditions are necessary:
- The outflow valve must be in the “AUTO” position.
- The control switch of the air pump must be in the “NORMAL” position.
- The DEPRESSURIZE/ NORMAL relief switch must be in the “NORMAL” position.
F. To go into the manual mode (Ref. Fig. 006):
(1) Turn the knob of the manual regulating valve to open or close the outflow valve.
(2) When you turn the knob to the "CLIMB" position, the control chamber will release the
air overboard and the outflow valve will open.
(3) When you turn the knob to the “DESCEND” position, the cabin pressure is released to
the control chamber of the outflow valve. This will cause the outflow vent valve to
close.
NOTE: It is necessary to set the outflow valve switch in the “MANUAL” position.
Figure 005 Pressure control system - Automatic mode of operation schematic
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Figure 006 Control system - Manual mode of operation schematic
6. System Operation
A. General
The automatic control mode is the usual mode of operation of the pressure control
system for the cabin.
The automatic control mode automatically adjusts the quantity of air that flows through
the outflow valve. This will keep correct pressure values in the cabin.
The manual control mode is a standby mode to manually adjust the cabin pressure. The
maximum differential pressure limiter valve can automatically work only when the
pressure values in the cabin are in a dangerous range.
B. Operation in Automatic Mode
Connect the pressure control system to the power supply, then set the “AUTO” control
mode on the cabin pressure control panel.
When the full automatic mode is in operating, set the altitude of the landing airport with
the altitude setting knob on the altitude controller. The set value is shown in the “SET
ALT” window.
When the flight altitude input from the air data computer is incorrect, the altitude controller
will automatically move to the constant control mode. The yellow indicator on the left side
of the controller will come on.
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At this time, it is necessary to set the scheduled cabin altitude or the flight altitude with
the altitude setting knob on the altitude controller. The set value is shown in the “SET
ALT” window.
To move from the cabin altitude to the flight altitude it is necessary to press the “FL”
button on the controller.
During the aircraft climb, descent and cruising, the altitude controller controls the quantity
of air that goes out of the outflow valve. This will occur in relation to the set value.
C. Operation Manual Mode
When the manual control is necessary, set the “MANUAL” mode with the mode select
switch.
If you turn the knob of the manual regulating valve to the “CLIMB” position this will occur:
- The quantity of air that goes out of the outflow valve increases
- The cabin altitude increases.
If you turn the knob to the “DESCEND” position, this will occur:
- The quantity of air that goes out of the outflow valve decreases
- The cabin altitude decreases.
During the manual control, these values are important:
- The cabin altitude,
-The Cabin altitude change rate
-The cabin differential pressure.
Thus to have satisfactory conditions, it is necessary to operate in relation to the
indications of the cabin altitude, rate and differential pressure Indicator.
D. Release of Pressure
When it is necessary to release the pressure in the cabin, set the DEPRESSURIZE/
NORMAL switch to the “DEPRESSURIZE” position. Thus the outflow valve can
immediately open to release the pressure in cabin.
E. System Operation when the aircraft is in cruise phase
When the aircraft is the cruise phase, the air pressure of the control chamber is the same
as that of the external air. The cabin pressure will not change because of the movement
of the valve membrane.
F. System Operation during Aircraft Climb
During climb, the altitude controller will send signals. Thus the depressurizing coil valve
will become energized and will operate to release the air of the control chamber into the
vacuum duct. This will cause the valve membrane to move up and will increase the
quantity of air that goes out of the cabin.
G. System Operation during Aircraft Descent
During the descent, the altitude controller will send signals. The pressurizing coil valve
will become energized and will operate to let the air of the pressure duct go into the
control chamber. Thus the valve membrane will move down to decrease the quantity of
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air that goes out of the cabin.

H. Operation of Maximum cabin altitude-Limit Valve
If the cabin altitude is more than 3800 m(12467 ft), the maximum cabin altitude-limit valve
will automatically operate. At this time, the air in the cabin goes into the control chamber.
This will cause the valve membrane to move down, and thus decrease the quantity of air
that goes out of the cabin. The result is that the cabin altitude will be less than 3800
m(12467 ft).
G. Operation of Maximum cabin differential pressure Limiter Valve
If the differential pressure of the cabin is more than 32.5 kPa (4.71 psi), the maximum
cabin differential pressure limiter valve will automatically operate. At this time, the
external air flows into the control chamber. This will cause the valve membrane to move
up and the cabin airflow to increase. The differential pressure of the cabin will become
less than 32.5 kPa (4.71 psi). When the external air pressure is higher than the cabin
pressure, the valve membrane will automatically move up. And this will cause the
external air to flow into the cabin and thus prevent a negative differential pressure.
J. Operation of Manual Control Valve
The manual control valve connects the control chamber to the pressure duct to let the
control chamber air to the ambient
With this valve it is possible to manually control the flow of air into the control chamber or
out of the control chamber. And this will cause the valve membrane to move down or up
as necessary. Thus the quantity of air that flows out of the cabin will decrease or increase
or be the maximum
K. Pressure Release on Ground
After the aircraft is landing, the switch linked to the landing gear directly operates the
cabin altitude controller to send signals. Then start the operation of the depressurizing
valves.
This causes the air in the control chamber to flow into the vacuum duct. Then the
movement of the membrane makes the outflow valve open until all the remaining
pressure in the cabin is gradually released.
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AIR PUMP
1. General
The air pump is a part of the pressure control system.

Ref. 21-31-00.
The air pump installation includes the air pump (the relay and the capacitor).
Ref. Table 001 for the location of the air pump installation component.
Table 001 Air pump installation - Component location
Ref. Component Type Q.ty Location Zone /Access
1 Air Pump F1-1-1 or 1 Below center floor 251

AA4A2-1 of FR 22 thru
FR 23
2 Relay JQX-6MC/027- 1 Below center floor 251

7-II of FR 22 thru
FR 23
3 Capacitor CJ48A-4uf±5% 1 Below center floor 251

250 V of FR22 thru FR 23
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INDICATION AND WARNING
1. General
The flight crew can monitor the pressure control system parameters (cabin altitude, altitude
change rate and differential pressure) on the cabin pressure indicator. In relation to a warning
indication of low pressure in the passenger compartment, the flight crew makes a decision
about the necessary emergency procedures.
The indication and warning system includes the cabin pressure indicator, the altitude
annunciator and the alarm bell.
Refer to Table 001 for the location of the components of the indication and warning system.
Table 001 Indication and warning system - Location of component
Ref. Component Type Quantity Location Zone /Access
1 Cabin Pressure 15900-221 1 Lower right side 211

Indicator of the center
control panel
2 Altitude XG-1A 1 Upper part of 221

Annunciator FR 7 in
forward
passenger
compartment
3 Alarm Bell JL-1A or 1 Electronic 214

3BA002768-1 equipment rack
8 in the left Flight
Compartment
A. Cabin pressure indicator
Ref. Fig. 001.
The cabin pressure indicator measures and shows these data:
- The correct cabin altitude.
- The cabin differential pressure.
- The altitude change rate.
The indicator shows the safe value range and the dangerous value range on the dial.
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Figure 001 Cabin pressure indicator
B. Altitude annunciator
The altitude annunciator senses the cabin pressure. When the cabin altitude is more than
11500 ft (3500 m), the altitude annunciator starts its operation and sends signals to the
alarm bell.
C. Alarm bell
When the cabin altitude is more than 11500 ft (3500 m), the altitude annunciator sends
signals to the alarm bell. The alarm bell sends audio signals to give the pilot a warning
that the cabin altitude is not in the permitted limits. In this condition the emergency
descent procedures are necessary.
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AIR COOLING SYSTEM
1. General
The air cooling system has two sets circuit installed respectively in the left and right nacelles.
The system decreases the temperature of the air bled from the related engine.
Each circuit of the air cooling system includes air cycle machine, a dual heat exchanger, a
condenser/mixer, a fog nozzle and a water filter.
Ref.Table 001 for the location of the main components of the air cooling system.
Table 001 Air cooling system - Location of component
1 Air Cycle 785720-6 2 FR 21 thru FR 22 441, 442

Machine of left and right
nacelles
2 Dual Heat 778683-5 2 FR 22 thru FR 23 441, 442

Exchanger of left and right
nacelles
3 Condenser/Mixer 806208-1 2 FR 19 thru FR 21 441, 442

of left and right
nacelles
4 Fog Nozzle 781101-3 2 FR 22 thru FR 23 441, 442

of left and right
nacelles
5 Water Filter 781102-2 2 FR 20 thru FR 21 441, 442

of left and right
nacelles
A. Air cycle machine
Ref. Fig. 001.
The air cycle machine is the primary component of the air cooling system. It includes a
compressor, a turbine and a fan.
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Figure 001 Air cycle machine
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B. Dual Heat Exchanger

Ref. Fig. 002.
The dual heat exchanger decreases the temperature of the air supplied to the cabin. It is
installed on the fan outlet of the air cycle machine. The air that comes out of the air cycle
machine fan at a decreased temperature goes through one side of the dual heater
exchanger. This will remove the heat from the air to decrease the temperature of the air
that flows through the heater exchanger of the other side. The function of the heat
exchanger is to adjust the air temperature.
Figure 002 Dual heat exchanger
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C. Condenser/mixer
Ref. Fig. 003.
The condenser/mixer is an aluminum alloy welded assembly. It has a heater exchanger
and inlet and outlet head covers.
The rounded end of the assembly is the mixer. In this mixer the cold air from the ACM
and the hot air from the heat bypass mix together with the passenger compartment air by
the recirculation system. This makes sure that the air temperature and the airflow in the
passenger compartment and cockpit meet the applicable requirements.
The other end of the assembly is the condenser where the free water is isolated from the
air in the heat exchanger. The cold water is collected and sprayed into the cold edge ram
airflow of the heat exchanger to get a better performance of the heat exchanger.
D. Fog nozzle
The fog nozzle is installed in the ram-air inlet of the primary heat exchanger. The water
filter connects the drainage port of the condenser. The fog nozzles spray the
condensation water from the condenser into the cold edge of the heater. This lets the
heater have a better performance.
E. Water filter
The water filter is installed between the condenser drainage port and the fog nozzle in the
ram-air inlet of the primary heat exchanger. Its function is to filter the unwanted materials
of the condensation water. The water must be clean because it will go into the ram-air
inlet of the primary heat exchanger. Thus the core of the dual heat exchanger stays
clean.
4. System Operation
The engine bleed air goes into the primary heat exchanger of the dual heat exchanger)to
decrease its temperature. Then the air goes into the compressor of the air cycle machine
which will increase the air pressure and temperature. When the air flows into the secondary
heat exchanger (of the dual heat exchanger), its temperature will decrease again. Then the air
goes into a turbine, which will expand and decrease its temperature and pressure again. At
the end of the procedure the airflow obeys the requirements of the aircraft air conditioning
system. And it also moves the compressor and the fan that can thus operate.
The fan of the air cycle machine uses the cold edge airflow from the dual heat exchanger and
the ram air from the intakes of FR 21 and FR 22 of the nacelle. It then sends these airflows to
the cold channel of the heater. As a last step, the air goes out of the nacelle through the holes
of FR 22 and FR 23.
The hot edge airflow of the heat exchanger comes from the engine bleed system of the
aircraft. When the hot edge airflow goes through the core of the primary heat exchanger, it
transmits the heat to the cold edge airflow. This occurs through the skin panel and the cooling
fan. When the air flows out of the core of the primary heat exchanger, it directly goes into the
inlet of the air cycle machine compressor. This compressor will compress the air to increase
its temperature and pressure. When the airflow goes out of the compressor, it flows into the
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Figure 003 Condenser/mixer
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secondary heat exchanger. Here the cold edge ram air will decrease the temperature of the
airflow, which will then go to the condenser to decrease its temperature. As a last step, the
airflow goes into the turbine of the air cycle machine which expands the air and decreases its
temperature again.
The cold air from the outlet of the air cycle machine mixed with hot air from the temperature
control valve becomes a low temperature air. This air will go through the condenser, to
decrease the temperature of the hot air from the heat exchanger. This process occurs
because of the radiating ribs. In the heat exchanger, the unwanted water from the hot air
changes into free water drops. These water drops collect in the water outlet. Here the water
goes through a pipe to the inlet airflow of the cold edge ram air (from the heat exchanger) and
then out of the aircraft.
This procedure occurs when it is necessary to increase the temperature in the passenger
compartment:
In the mixer, the moderately low temperature air (of the passenger compartment) from the
recirculation system mixes with the hot air from the free turbine outlet. Then this mixed air
goes through the condenser and flows to the passenger compartment.
This procedure occurs when it is necessary to decrease the temperature in the passenger
compartment:
In the mixer, the moderately hot cabin air from the recirculation system mixes with the cold air
from the turbine outlet. This causes a moderate increase of the air temperature. The increase
is necessary because the free water that is in the air must not freeze when the air goes
through the condenser. When the temperature of the hot edge air in the condenser decreases
to a temperature lower than the dew point, the free water drops are isolated from the air. They
go through a collector to the fog nozzle of the heater cold edge. The evaporation of the
sprayed water drops absorbs the heat and thus the heater can have a better performance.
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TEMPERATURE CONTROL
1. General
The temperature control system includes:

- The temperature regulation system (Ref. 21-61-00).
- The temperature indication system (Ref. 21-65-00).
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TEMPERATURE REGULATION
1. General
The temperature regulation system can automatically or manually open the cold and hot
channels of the temperature control valves. Thus the system controls the temperature of the
supplied air in the cooling system and outlet ducts. The result of this procedure is the
adjustment of the air temperature in the flight compartment and the passenger compartment.
The aircraft has two temperature regulation systems that operate independently:
- The flight compartment temperature regulation system.
- The passenger compartment temperature regulation system.
The flight compartment temperature regulation system controls the temperature of the air
supply from the left air conditioning assembly.
The passenger compartment temperature regulation system controls the temperature of the
air supply from the right air conditioning assembly.
On the environment control panel there are different switches for each temperature regulation
system. It is possible to adjust the temperature automatically or manually.
If the temperature regulation system of one side is unserviceable, the other temperature
regulation system can supply air to the passenger compartment and the flight compartment.
The correct range of the air temperature in the flight compartment/ passenger compartment is
18°C to 30°C (64,4°F to 86°F).
The temperature regulation system includes these components:
- A pressure regulation and shutoff valve
- A bleed shutoff valve
- A temperature control box
- A temperature selector
- A temperature control valve
- A temperature sensor of flight compartment
- A temperature sensor of cabin air supply duct
- A compressor over temperature unload switch
- A compressor outlet over temperature switch
- A cabin duct over temperature switch
- A high bleed pressure switch
Ref. Table 001 for the location of the components of the temperature regulation system.
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Table 001 Temperature Regulation System - Component location

1 Pressure 785791-4 2 Between FR 11 433, 434

Regulation and and FR 12 of left
Shutoff Valve and right engine
nacelles
2 Bleed Shutoff 784624-2 2 Between FR 12 433, 434

Valve and FR 13 of left
and right engine
nacelles
3 Compressor 750659-8 2 Between FR 21 441, 442

Over-temperature and FR 22 of left
Unload Switch and right nacelles
4 Compressor 750659-15 2 Between FR 21 441, 442

Outlet and FR 22 of left
Over-temperature and right nacelles
Switch
5 Temperature 778727-7 2 Aft fire-wall of FR 441, 442

Control Valve 19 in the nacelle
6 Temperature 754822-1 2 On environment 211

Selector control panel in the
flight compartment
7 Cabin Air supply 754691-1 2 Forward firewall of 433, 434

Duct Temperature FR 19 of the
Sensor nacelle
8 Flight 754691-1 1 Top of FR 7 213

compartment partition in the
Temperature flight compartment
Sensor
9 Cabin 792778-1 1 Top of FR 21 in the 250

Temperature cabin
Sensor
10 Cabin Duct Over 750665-1 2 Forward firewall of 433, 434

temperature FR 19 in the
Switch nacelle
11 Temperature 754890-2 2 Between FR 12, 230

Control Box FR 13 on top of
cabin
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12 High Bleed 747700-15 2 Lower part of FR 433, 434

Pressure Switch 12 thru FR 13 of
left and right
engines
13 Environment 1 Overhead control 211

Control Panel panel in the flight
compartment
Ref. Table 002 for the power supply of the temperature regulation system.
Table 002 Temperature regulation system - Power supply
Equipment Circuit Breaker
Flight compartment
Pressure Regulation/Shutoff Valve and LH DC C/B PNL

Indicator
Bleed Shutoff Valve and Indicator LH DC C/B PNL
Temperature Selector LH DC C/B PNL
Zonal Temperature Control Switch LH DC C/B PNL
Cold and Hot Indicators LH DC C/B PNL
passenger compartment
Pressure Regulation/Shutoff Valve and RH DC C/B PNL

Indicator
Bleed Shutoff Valve and Indicator RH DC C/B PNL
Temperature Selector RH DC C/B PNL
Zonal Temperature Control Switch RH DC C/B PNL
Cold and Hot Indicators RH DC C/B PNL
A. Pressure regulation and shutoff valve
The pressure regulation and shutoff valve is a pneumatic solenoid valve. Its function is to
connect or disconnect the supply of bleed air and to adjust the bleed pressure. The valve
has three pressure adjustment levels: normal flow, economic flow and maximum flow.
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When the outlet pressure of the valve increases also the airflow increases. When the
outlet pressure of the valve decreases also the airflow decreases.
You can get a normal flow when the power supply to all the solenoid coils is disconnected.
You can get the maximum flow when the maximum solenoid coils are energized, and this
will cause the outlet air pressure to increase. You can get the decreased (economic) flow
when the economic solenoid coils are energized, and this will cause the outlet air
pressure to decrease.
When the valves are opened or closed, a micro-switch will send 28 V CD “closed/
non-closed” signals.
B. Bleed shutoff valve
The bleed shutoff valve is a pneumatic solenoid valve, which connects or disconnects the
air conditioning bleed. When the power supply is connected the valve is closed, and
when the power supply is disconnected, the engine bleed pressure opens the valve.
When the valves are opened or closed, a micro-switch will send 28 V DC “closed/
non-closed” signals.
C. Compressor over temperature unload switch
The compressor over temperature unload switch is installed on the compressor outlet
shell (the compressor is part of the air cycle machine). When the air temperature in the
compressor outlet is more than 227℃±2.7℃(440.6℉±36.86℉), this will occur:
- The over temperature unload switch of the compressor is closed.
- The pressure regulation and shutoff valve and the bleed shutoff valve are closed
automatically
D. Compressor outlet over temperature switch

The compressor outlet over temperature switch is installed in the compressor outlet duct
(the compressor is part of the air cycle machine). When the air temperature in the
compressor outlet is more than 216℃±2.7℃(420.8℉±36.86℉), the compressor- outlet
over temperature switch closes. Thus the pressure regulation and shutoff valve will
automatically change the usual flow to the decreased (economic) flow.
E. Temperature control valve
The temperature control valve is installed in the air conditioning duct. It has two butterfly
valves to control the temperature control valve there are the electronic signals from the
temperature control box or manual control switch. These adjust the air supply
temperature in the ducts. When it is necessary to increase the temperature, the hot
engine bleed air flows into the cooling assemblies through the opened bypass butterfly
valve. When it is necessary to decrease the temperature, the bypass butterfly valve starts
to close and the straight throttle butterfly valve gradually opens. The engine bleed air
flows through the heat exchanger and control valves of the cooling assemblies, and goes
into the air cycle machine. Here its temperature is decreased again.
F. Temperature Selector
The temperature selector is installed on the environment control panel in the flight
compartment. It includes a potentiometer. The temperature selector transmits the set
temperature signals to the flight compartment temperature-control box. This will compare
the set temperature signals with the signals from the temperature sensor (which measure
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the flight compartment air temperature). The temperature selector can set the flight
compartment temperature in the range of 18℃ to 30℃ (64.4℉ to 86℉).
G. Temperature sensors of cabin air supply duct
Temperature sensors of cabin air supply duct are installed in the cabin air conditioning
ducts. They send the duct air supply temperature signals to the temperature control box.
H. Flight compartment temperature sensor
The flight compartment temperature sensor sends the flight compartment temperature
signals to the temperature control box.
I. Passenger compartment temperature sensor
The passenger compartment temperature sensor senses the temperature in the
passenger compartment and then sends an electronic signal to the cabin temperature
control box. This electronic signal is in relation to the passenger compartment
temperature.
J. Cabin duct over temperature switch
The cabin duct over temperature switches are installed in the left and right engine
nacelles. If the duct air supply temperature is between 85℃ to 91℃ (185℉ to 195.8℉),
the cabin duct over temperature switch is closed. Also the pressure regulation and shutoff
valve and the bleed shutoff valve are closed to prevent too high temperature.
K. Temperature control boxes
The flight compartment and cabin temperature control boxes are installed between FR 12
and 13 on the top cabin. In the automatic control mode, the value is set with the
temperature selector. The temperature control box sends signals after it compares the
set value with the value of the temperature sensor in the related cabin/flight compartment.
These signals make the cold and hot channels of the temperature control valves open as
necessary. This procedure keeps the temperature of the air supply in the range of 1.7℃
to 71℃ (35℉ to 160℉), and keeps the temperature value set in the cabin.
L. High bleed pressure switch
The high bleed pressure switch is installed downstream of the pressure regulation and
shutoff valve. When the air pressure in duct is more than 369 kPa±24 kPa (53.52
psi±3.48 psi), the high bleed pressure switch closes, and also the pressure regulation
and shutoff valve automatically closes. This will stop the supply of bleed air.
M. Environment control panel
The environment control panel has the controls and the indicators of the temperature
regulation system.

Ref. Fig. 001.
The environment control panel has a set of controls and indicators for the flight compartment
and another set for the passenger compartment. The two sets are identical.
A PRESS REG switch
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The switch controls the pressure regulation and shutoff valve. This valve can start or stop
the air supply from the pneumatic system to the air conditioning system. The valve also
adjusts the pressure of the bleed air from the engine and APU. When the pressure
regulation and shutoff valve is in the closed position, the related “CLOSED” amber
indicator comes on.
B. BLEED SOV switch
This switch controls the bleed shutoff valve; the value connects or disconnects the air
supply to/from the air conditioning system. When the bleed shutoff valve is in the closed
position, the related CLOSED amber indicator comes on.
C. AUTO/MANUAL switch
This switch sets the operation mode for the temperature regulation system. This can
operate in the AUTO or MANUAL mode.
D. “TEMP SELECT” knob
In the AUTO mode, you can turn the temperature selector knob to set the temperature
from 18℃ to 30℃ in the flight compartment/cabin.
E. HEAT/COOL switch
In the MANUAL mode, if you set the switch to HEAT the temperature will increase. And
the related HEAT green indicator comes on. If you set the switch to COOL temperature
will decrease, and the related COOL green indicator comes on.
F. HEAT and COOL indicators
When the temperature regulation system operates in the automatic or manual mode, this
will occur:
- The HEAT green indicator comes on when the temperature regulation system operates
to increase the temperature.
- The COOL green indicator comes on when the temperature regulation system operates
to decrease the temperature.
G. ECON FLOW switch
When the switch is set to ON, the economic solenoid coil of pressure regulation and
shutoff valve is energized and starts to operate. As a result:
- The outlet pressure of the valve decreases.
- The bleed air of the air conditioning system decreases.
- There is less loss of engine power, when only one engine is in operation.
H. MAX FLOW switch
When the switch is set at ON, the maximum solenoid coil of pressure regulation and
shutoff valve is energized and starts to operate. As a result:
- The outlet pressure of the valve increases.
- The bleed air of the air conditioning system increases.
- The temperature in the cabin becomes better.
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Figure 001 Environment control panel
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NOTE：
1. Flight compartment high-pressure and over-temperature full closed indicator; 2. Flight
compartment over-temperature full closed indicator; 3. Cross-feed full open indicator; 4.
Passenger compartment high-pressure and over-temperature full closed indicator; 5.
Passenger compartment over-temperature full closed indicator; 6. Flight compartment
high-pressure bleed switch; 7. Flight compartment bleed shut-off switch; 8. Cross-feed switch;
9. Passenger compartment high-pressure bleed switch; 10. Passenger compartment bleed
shut-off switch; 11. Flight compartment over-pressure full closed indicator; 12. Passenger
compartment over-pressure full closed indicator; 13. LH cross indicator; 14. LH cross-feed
switch; 15. Flight compartment pressure regulation switch; 16. Flight compartment economic
flow switch; 17. Flight compartment maximum flow switch; 18. Passenger compartment
Pressure Control Switch; 19. Passenger compartment economical flow switch; 20. Passenger
compartment maximum flow switch; 21. Flight compartment heat indicator; 22. Flight
compartment cold indicator; 23. Passenger compartment heat indicator; 24. Passenger
compartment cold indicator; 25. Flight compartment zonal temperature control
automatic/manual switch; 26. Flight compartment zonal temperature control heating/cooling
switch; 27. Flight compartment recirculation fan switch; 28. Passenger compartment zonal
temperature control automatic/manual; 29. Passenger compartment zonal temperature
control heating/cooling switch; 30. Passenger compartment recirculation fan; 31. Flight
compartment temperature select knob; 32. Passenger compartment temperature select knob.
The maximum flow is necessary when only one air conditioning system operates or the
air supplied to flight compartment is not sufficient.
5. System Operation
The flight compartment and the passenger compartment temperature regulation system have
automatic and manual control modes.
A. In the automatic control mode, the value is set with the temperature selector. The
temperature control box sends signals after it compares the set value with the value of
the temperature sensor in the related Passenger compartment/flight compartment. These
signals make the cold and hot channels of the temperature control valves open as
necessary. This procedure keeps the temperature of the air supply in the range of 1.7°C
to 71°C (35°F to 160°F), and keeps the temperature value set in the flight compartment.
B. Operational in manual control mode. If there is a malfunction in the automatic

temperature control mode, you can use the manual control mode. When you move the
HEAT/COOL switch to HEAT or COOL, you can directly open the cold or hot channels
of the temperature control valves. This increases or decreases the temperature in the
flight compartment or in the Passenger compartment.
C. Operational of the over temperature switches. If the temperature of the air supply duct is
exceeds 85°C to 91°C (185°F to 195.8°F), the cabin duct over temperature switch closes.
This occurs in the automatic and manual temperature control modes. When the switch
closes, also the pressure regulation and shutoff valve and the bleed shutoff valve close
and thus prevent too high temperatures.
When the temperature of the compressor outlet air (the compressor is part of the
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air-cycle machine) is more than 216°C±2.7°C (420.8°F±36.86°F), the over temperature

switch of the compressor outlet closes. Thus the pressure regulation and shutoff valve
automatically change the usual airflow to a decrease (economic) airflow. If the
temperature of the compressor outlet air is more than 227°C±2.7°C (440.6°F±36.86°F),
the compressor over temperature unload switch closes. Thus also the pressure
regulation and shutoff valve and the bleed shutoff valve automatically close.
D. Too high pressure values. When the outlet pressure of the pressure regulation and
shutoff valve is more than 369 kPa±24 kPa (53.52 psi±3.48 psi), the high-pressure bleed
switch closes. Thus also the pressure regulation and shutoff valve automatically closes.
After the pressure decreases, manually set the switch of the pressure regulation and
shutoff valve to off. Then move the switch to “ON” to go back to the usual operation.
E. System start
On the environment control panel there are “CLOSED” indicators above the “HIGH
PRESS”, “PRESS REG” and “BLEED SOV” switches. When the system is connected to
the power supply, these indicators come on in amber. To get bleed air from the engine or
the APU, you must set the “HIGH PRESS”, “PRESS REG” and “BLEED SOV” switches to
ON. The related valves will open and the related amber “CLOSED” indicators above the
switches go off.
F. Temperature automatic regulation
Set the flight compartment or Passenger compartment “AUTO/MANUAL” switches to
“AUTO”. At the same time set the temperature selector to the applicable temperature
value.
G. Operational of temperature sensors.
The temperature sensor in the cabin air supply duct senses the temperature of the
supplied air. The temperature sensor in the flight compartment or in the Passenger
compartment senses the related air temperature. There can be a difference between the
set temperature and the temperature measured in the flight compartment/Passenger
compartment. In relation to this difference, the temperature control box will send a signal
to the temperature control valve of the related cooling assemblies. Then the temperature
control box will adjust the proportion of cold and hot air to change the air supply
temperature. Thus the temperature in the flight compartment or in the Passenger
compartment agrees with the value that you set with the temperature selector. During the
temperature adjustment procedure, the related HEAT or “COLL” green indicator will flash.
The temperature of the supplied air must be in the range of 1.7 °C to 71°C (35°F to
160°F).
H. Temperature manual regulation
When the automatic mode of the temperature regulation system does not operate
correctly, or a manual adjustment of the temperature is necessary, you can use the
manual mode.
To do this, set the “AUTO/MANUAL” switches of the flight compartment of the cabin to
“MANUAL”. Move the related “COOL/HEAT” switches to the HEAT or COOL position.
This will open the cold or hot valves (temperature control valves), while the related HEAT
or COOL green indicator comes on.
In the manual adjustment procedure, it is necessary to monitor the duct air supply
temperature carefully to prevent too high temperatures in the duct.
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TEMPERATURE INDICATION
1. General
Three indicators show the temperatures of the Flight Compartment, the passenger
compartment and the air supplied to the Flight Compartment and the passenger compartment.
The temperature indicators of the passenger compartment and the air supply are connected
to the related temperature sensor. The temperature sensor of the Flight Compartment
temperature indicator is included in the indicator.
The temperature indication system includes these components:

- Temperature indicator of Flight Compartment,
- Temperature indicator of Passenger compartment,
- Temperature Indicator of Cabin Supply
- The resistance type temperature sensor
- The sensors of the passenger compartment air supply temperature.
Ref. Table 001 for the location and description of the components of the temperature
indication system.
The Flight Compartment temperature indicator senses and shows the temperature in the
Flight Compartment.
The temperature indicator of Passenger compartment receives the signals from three
resistance type temperature sensors installed in the passenger compartment. The indicator
shows the average temperature of the passenger compartment.
The Temperature Indicator of cabin supply receives the signals from the left and right cabin air
supply temperature sensor. These are installed in the ducts that supply air to the passenger
compartment. The indicator shows the temperature of the air that the left and right ducts
supply to the passenger compartment.
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Table 001 Temperature Indication System - Component location

Ref. Component Type Quty Location Access/Area
1 Temperature WS-51 1 Right side of right 211

Indicator of Flight instrument panel
Compartment
2 Temperature ZWC-1 1 Right side of right 211

Indicator of instrument panel
Passenger
Compartment
3 Temperature 162LCD607 1 Right side of right 211

Indicator of Cabin instrument panel
Supply
4 Resistance Type GWR-4/ 3 In FR 11B and FR11 of 231, 232, 252

Temperature Sensor left and right sides of
GWR-4A
passenger
compartment, right side
of FR 29 thru FR 30
5 Passenger 56B3A 2 Firewall at FR 19 of 433, 434

Compartment Air engine nacelles
Supply Temperature
Sensor
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Ma60 Aircraft Maintenance Manual (Part I SDS)

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MA60 AIRCRAFT MAINTENANCE MANUAL (PART I SDS)

CHAPTER 21 AIR CONDITIONING

CH-SE-SU C PAGE DATE CH-SE-SU C PAGE DATE

Title Page 12 Feb 20/2013

THIS PAGE IS INTENTIONALLY LEFT BLANK

21-LIST OF EFFECTIVE PAGES

CHAPTER 21 AIR CONDITIONING

SUBJECT CH-SE-SU PAGE EFF

CHAPTER 21 AIR CONDITIONING

SUBJECT CH-SE-SU PAGE EFF

The air conditioning system includes these systems:

The Schematic Diagram of the Air Conditioning System

The distribution system includes:

THIS PAGE IS INTENTIONALLY LEFT BLANK

AIR DISTRIBUTION SYSTEM

Ref. Fig. 001.

Figure 001 Air Distribution System

- Four duct compensator

- Two check valves

- Six single aeration valves

- Two defog valves of flight compartment

Table 001 show the location of these components on the aircraft.

Table 001 Air distribution system - Component location

1 Duct QWB-22 4 Leading edge of left 512, 612

2 Check valve 782636-1 2 Between No.3 and 271, 272

3 Single aeration 2368 6 Flight compartment 213, 214

4 Defog valve of Y7-7630-50 2 Flight compartment 213, 214

Figure 003 Passenger compartment air distribution system - Airflow schematic

AIR RECIRCULATION SYSTEM

Table 001 Air recirculation system - Component location

Recirculation 778728-6 2 Below the floor of the 151, 152

Recirculation 782636-1 2 In the recirculation ducts 271, 272

Table 002 Recirculation fan - Power supply (circuit breakers)

Recirculation Fan RH DC C/B PNL

EQUIPMENT VENTILATION SYSTEM

Cooling Fan 026988(T) or Below the floor of FR 10 143/221CF, 221DF and

Cooling fan COOL FAN F3 ELEC EQPT C/B PNL

Figure 001 Ventilation Systems Equipment - Schematic Diagram

The pressurization control system includes:

THIS PAGE IS INTENTIONALLY LEFT BLANK

A. The pressure control system includes these components:

Table 001 Pressure control system - Component location

1 Cabin altitude 52770-181 1 Lower Center 211

2 Cabin pressure 1 On central console 211

Table 001 Pressure control system - Component location

3 Manual Regulating 52773-201 1 On Cabin pressure 211

4 Primary Outflow 52790-101 1 Below Left Floor of 221

1 Below Right Floor of 264

5 Auxiliary Outflow 52791-101 1 Below Right Floor of 221

1 Below Left Floor of 263

6 Air Pump F1-1-1 or 1 Below Center Floor 251

7 Vacuum Regulator 2H3-6 1 Below Center Floor 251

8 Twin-channel 1H5-19 1 Below Center Floor 251

9 Check Valve 1H37-4 1 Below Left Floor of 231

1 Below Center Floor 251

Figure 001 Pressure control system - Location of component

1. Passenger-Compartment Altitude Controller; 2. Passenger-Compartment Altitude, Rate, Differential Pressure

Figure 002 Outflow valve group

4. Controls and Indicators

In the constant pressure control mode the display shows:

EFF:07080709 PRE MA60-21-SB335 21-31-00

Figure 002 Outflow valve group