Dash 8 q200 - ATA - 21 - Air - Conditioning

DHC Dash 8 -100
Chapter
21
AIR CONDITIONING
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deHavilland Dash 8 100/300 21 - AIR CONDITIONING
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Table of Contents General. . . . . . . . . . . . . . . . . . . . 28
Start Bypass Valve. . . . . . . . . . . . . . 28
AIR CONDITIONING (PRE 1990 INTERIOR − Bleed Valve. . . . . . . . . . . . . . . . . . 30
PRE−MOD 8/1127). . . . . . . . . . . . . . . . . 10 Bleed Air Control Relay. . . . . . . . . . . .30
General . . . . . . . . . . . . . . . . . . . . . 10 Overtemperature Relay . . . . . . . . . . . 30
Air Conditioning System. . . . . . . . . . . . . 10 Bleed Air Switch/Light . . . . . . . . . . . . 30
Pressurization . . . . . . . . . . . . . . . . . . 10 Operation . . . . . . . . . . . . . . . . . . . . 32
COMPRESSION. . . . . . . . . . . . . . . . . 12 Normal Operation . . . . . . . . . . . . . . 32
BLEED AIR SYSTEM . . . . . . . . . . . . . . . . 14 Duct or Pack Overtemperature. . . . . . . . 32
Description. . . . . . . . . . . . . . . . . . . . 14 DISTRIBUTION (PRE 1990 INTERIOR − PRE−MOD
High Pressure Shut−off Valve. . . . . . . . 14 8/1127). . . . . . . . . . . . . . . . . . . . . . . . 36
High Pressure Switch . . . . . . . . . . . . 16 General . . . . . . . . . . . . . . . . . . . . . 36
Pressure Regulator and Shut−off Valve. . . 16
Bleed Air Overtemperature Switch. . . . . . 16 CABIN AIR DISTRIBUTION (PRE 1990 INTERIOR −
Low Pressure Bleed Check Valve. . . . . . 16 PRE−MOD 8/1127). . . . . . . . . . . . . . . . . 38
Choking Venturis. . . . . . . . . . . . . . . 16 Description. . . . . . . . . . . . . . . . . . . . 38
Bleed Switches. . . . . . . . . . . . . . . . 16 Diverter Valve . . . . . . . . . . . . . . . . 38
Bleed Flow Control. . . . . . . . . . . . . . 18 FLIGHT COMPARTMENT AIR DISTRIBUTION (PRE
Flow Control Servo. . . . . . . . . . . . . . 18 1990 INTERIOR − PRE−MOD 8/1127) . . . . . . . 40
Operation . . . . . . . . . . . . . . . . . . . . 20 Description. . . . . . . . . . . . . . . . . . . . 40
General. . . . . . . . . . . . . . . . . . . . 20
Mod 8/1375 Aircraft. . . . . . . . . . . . . .22 AVIONICS COMPARTMENT COOLING (PRE 1990
Electrical Failure . . . . . . . . . . . . . . . 22 INTERIOR − PRE−MOD 8/1127) . . . . . . . . . . 42
Overheat Condition. . . . . . . . . . . . . . 22 Description. . . . . . . . . . . . . . . . . . . . 42
PRESSURE REGULATOR AND SOV. . . . . . . . 24 AIR RECIRCULATION SYSTEM . . . . . . . . . . 44

Description. . . . . . . . . . . . . . . . . . . . 24 Description. . . . . . . . . . . . . . . . . . . . 44
Pressure Sensing Control. . . . . . . . . . 24 Operation . . . . . . . . . . . . . . . . . . . . 44
Operation . . . . . . . . . . . . . . . . . . . . 24 FLIGHT COMPARTMENT FAN . . . . . . . . . . . 46
AUXILIARY POWER UNIT BLEED AIR SYSTEM. . 28 Description. . . . . . . . . . . . . . . . . . . . 46
General . . . . . . . . . . . . . . . . . . . . . 28 Operation . . . . . . . . . . . . . . . . . . . . 46
Description. . . . . . . . . . . . . . . . . . . . 28

PRESSURIZATION CONTROL. . . . . . . . . . . 48 Turbine Housing . . . . . . . . . . . . . . . 68
General . . . . . . . . . . . . . . . . . . . . . 48 Compressor Housing. . . . . . . . . . . . . 68
Description. . . . . . . . . . . . . . . . . . . . 48 Fan Housing . . . . . . . . . . . . . . . . . 70
Outflow Valves . . . . . . . . . . . . . . . . 48 Operation . . . . . . . . . . . . . . . . . . . . 70
Selector Panel . . . . . . . . . . . . . . . . 52
HEAT EXCHANGER . . . . . . . . . . . . . . . . 72
Indicator Panel. . . . . . . . . . . . . . . . 54
Description. . . . . . . . . . . . . . . . . . . . 72
Cabin Pressure Controller . . . . . . . . . . 54
Operation . . . . . . . . . . . . . . . . . . . . 72
Forward Dump Manual Selector . . . . . . . 54
Cooling Air Flow. . . . . . . . . . . . . . . 72
Venturi Ejector . . . . . . . . . . . . . . . . 54
CONDENSER/MIXER. . . . . . . . . . . . . . . . 74
Operation. . . . . . . . . . . . . . . . . . . . . . 56
Description. . . . . . . . . . . . . . . . . . . . 74
General . . . . . . . . . . . . . . . . . . . . . 56
Operation . . . . . . . . . . . . . . . . . . . . 74
Automatic System Operation. . . . . . . . . 56
Manual System Operation . . . . . . . . . . 58 PACK TEMPERATURE CONTROL VALVE. . . . . 76
Cabin Pressure Dump . . . . . . . . . . . . 58 Description. . . . . . . . . . . . . . . . . . . . 76
Cabin Altitude Warning. . . . . . . . . . . . 60 Operation . . . . . . . . . . . . . . . . . . . . 76
COOLING . . . . . . . . . . . . . . . . . . . . . . 62 TEMPERATURE CONTROL . . . . . . . . . . . . 78
General . . . . . . . . . . . . . . . . . . . . . 62 General . . . . . . . . . . . . . . . . . . . . . 78
Description. . . . . . . . . . . . . . . . . . . . 62 Description. . . . . . . . . . . . . . . . . . . . 78
Air Cycle Machine. . . . . . . . . . . . . . 62 Cabin Temperature Control System. . . . . 78
Heat Exchanger . . . . . . . . . . . . . . . 62 F/C Temperature Control System . . . . . . 78
Condenser/Mixer. . . . . . . . . . . . . . . 62 Controls . . . . . . . . . . . . . . . . . . . 78
Pack Temperature Control Valves . . . . . . 62 Temperature Controller. . . . . . . . . . . . 80
Compressor Discharge O/Temp Switch. . . 64 Duct Temperature Sensors. . . . . . . . . . 80
Ram Air Supply . . . . . . . . . . . . . . . . . 64 Zone Temperature Sensors . . . . . . . . . 80
Operation . . . . . . . . . . . . . . . . . . . . 66 Duct Overtemperature Switches. . . . . . . 82
General. . . . . . . . . . . . . . . . . . . . 66 Pack Temperature Control Valve Actuator . . 82
Overheat Condition. . . . . . . . . . . . . . 66 Temperature Trim Valve Actuator. . . . . . . 82
Pack Failure. . . . . . . . . . . . . . . . . 66 Temperature Sensing Bulb. . . . . . . . . . 82
Cabin Temperature Bias . . . . . . . . . . . 86
AIR CYCLE MACHINE . . . . . . . . . . . . . . . 68
Operation . . . . . . . . . . . . . . . . . . . . 88
Description. . . . . . . . . . . . . . . . . . . . 68
Automatic Temperature Control . . . . . . . 88
Three−wheel Assembly & Bearing Cartridge. 68

Manual Temperature Control. . . . . . . . . 90 Solenoid Valve (Mod 8/1656). . . . . . . . 112
Duct Overheat System. . . . . . . . . . . . 92 Lee Jet Restrictor (Mod 8/1656) . . . . . . 112
Operation . . . . . . . . . . . . . . . . . . . . 112
TEMPERATURE TRIM VALVE. . . . . . . . . . . 96
General. . . . . . . . . . . . . . . . . . . 112
Description. . . . . . . . . . . . . . . . . . . . 96
Overheat Condition. . . . . . . . . . . . . 114
Operation . . . . . . . . . . . . . . . . . . . . 96
Overpressure. . . . . . . . . . . . . . . . 114
MOISTURE CONTROL . . . . . . . . . . . . . . . 98
SET−DOWN LIMITER (PRE−MOD 8/1656). . . . 116
General . . . . . . . . . . . . . . . . . . . . . 98
Description. . . . . . . . . . . . . . . . . . . 116
DHC-8 300 (Differences) . . . . . . . . . . . . . . 102 Operation . . . . . . . . . . . . . . . . . . . . 116
AIR CONDITIONING (PRE 1990 INTERIOR − PRESSURE REGULATOR AND SOV. . . . . . . 118
PRE−MOD 8/1128). . . . . . . . . . . . . . . . . 102 Description. . . . . . . . . . . . . . . . . . . 118
Air Conditioning System. . . . . . . . . . . . 102 Operation . . . . . . . . . . . . . . . . . . . . 118
Pressurization . . . . . . . . . . . . . . . . . 102
DISTRIBUTION . . . . . . . . . . . . . . . . . . 122
COMPRESSION. . . . . . . . . . . . . . . . . . 104 General . . . . . . . . . . . . . . . . . . . . . 122
General . . . . . . . . . . . . . . . . . . . . . 104
CABIN AIR DISTRIBUTION. . . . . . . . . . . . 124
BLEED AIR SYSTEM . . . . . . . . . . . . . . . 106 General . . . . . . . . . . . . . . . . . . . . . 124
Description. . . . . . . . . . . . . . . . . . . 106
FLIGHT COMPARTMENT AIR DISTRIBUTION. . 126
Precooler. . . . . . . . . . . . . . . . . . 106
Description. . . . . . . . . . . . . . . . . . . 126
High Pressure Switches. . . . . . . . . . . 106
High Pressure Bleed Air Venturi . . . . . . 108 AIR RECIRCULATION SYSTEM. . . . . . . . . . 128
Low Pressure Check Valve. . . . . . . . . 108 Description. . . . . . . . . . . . . . . . . . . 128
Nacelle Shut−Off Valve. . . . . . . . . . . 108
PRESSURIZATION CONTROL. . . . . . . . . . 130
Wing Bleed Overpressure Switch . . . . . . 108
General . . . . . . . . . . . . . . . . . . . . . 130
Bleed Air Overtemperature Switch. . . . . 108
Description. . . . . . . . . . . . . . . . . . . 130
Bleed Switches. . . . . . . . . . . . . . . 108
Outflow Valves . . . . . . . . . . . . . . . 130
Bleed Flow Control. . . . . . . . . . . . . 110
Flow Control Servo (Pre−Mod 8/1656). . . 110 COOLING (PRE 1990 INTERIOR. . . . . . . . . 132
Set−Down Limiter (Pre−Mod 8/1656) . . . . 110 General . . . . . . . . . . . . . . . . . . . . . 132
Shuttle−Valve (Pre−Mod 8/1656). . . . . . 110 Description. . . . . . . . . . . . . . . . . . . 132
Pressure Regulator and Shut−Off Valve. . 110 Condenser/Mixer. . . . . . . . . . . . . . 132

Operation . . . . . . . . . . . . . . . . . . . . 134
Overheat Condition. . . . . . . . . . . . . 134
Pack Failure. . . . . . . . . . . . . . . . . 134
HEAT EXCHANGER . . . . . . . . . . . . . . . . 136
Description. . . . . . . . . . . . . . . . . . . 136
PACK TEMPERATURE CONTROL VALVE. . . . 138
Description. . . . . . . . . . . . . . . . . . . 138
TEMPERATURE CONTROL . . . . . . . . . . . . 140
General . . . . . . . . . . . . . . . . . . . . . 140
Description. . . . . . . . . . . . . . . . . . . 140
Cabin Temperature Control System. . . . . 140
F/C Temperature Control System . . . . . . 140
Temperature Sensing Bulb. . . . . . . . . 142
Flight Attendant Temperature Control . . . . 142
Thermostatic Switch . . . . . . . . . . . . 142
Operation . . . . . . . . . . . . . . . . . . . . 142
Automatic Temperature Control . . . . . . . 142

List of Figures AVIONICS COMPARTMENT COOLING (PRE 1990
INTERIOR − PRE−MOD 8/1127)
AIR CONDITIONING (PRE 1990 INTERIOR − Figure 15 – PRE MOD 8/1127. . . . . . . . . . 43
PRE−MOD 8/1127)
Figure 1 – Pre Mod 8/1127 (1 of 2) . . . . . . . 11 AIR RECIRCULATION SYSTEM
Figure 2 – Pre Mod 8/1127 (2 of 2) . . . . . . . 13 Figure 16 – Recirculation Fan . . . . . . . . . . 45
BLEED AIR SYSTEM FLIGHT COMPARTMENT FAN

Figure 3 – Bleed Air - Schematic. . . . . . . . . 15 Figure 17 – Flight Deck Fan. . . . . . . . . . . 47
Figure 4 – Bleed Air - Components . . . . . . . 17 PRESSURIZATION CONTROL
Figure 5 – Bleed Air Flow Control . . . . . . . . 19 Figure 18 – Pressurization. . . . . . . . . . . . 49
Figure 6 – Operation. . . . . . . . . . . . . . . 21 Figure 19 – Normal Outflow Valve. . . . . . . . 51
Figure 7 – Bleed Air Electrical Schematic . . . . 23 Figure 20 – Selector Panel/Outflow Valves. . . 53
PRESSURE REGULATOR AND SOV Figure 21 – Component Locations. . . . . . . . 55
Figure 8 – PRSOV (1 OF 2) . . . . . . . . . . . 25 Operation
Figure 9 – PRSOV (2 OF 2) . . . . . . . . . . . 27 Figure 22 – Operation - Electrical . . . . . . . . 57
AUXILIARY POWER UNIT BLEED AIR SYSTEM Figure 23 – Modes of Operation. . . . . . . . . 59
Figure 10 – APU Bleed Air. . . . . . . . . . . . 29 Figure 24 – Cabin Pressure Warning. . . . . . 61
Figure 11 – APU Control Panel . . . . . . . . . 33 COOLING
DISTRIBUTION (PRE 1990 INTERIOR − PRE−MOD Figure 25 – Cooling. . . . . . . . . . . . . . . 63
8/1127) Figure 26 – Air Conditioning Pack. . . . . . . . 65
Figure 12 – Pre - 1990 Interior. . . . . . . . . . 37 Figure 27 – A/C Pack Operation. . . . . . . . . 67
CABIN AIR DISTRIBUTION (PRE 1990 INTERIOR − AIR CYCLE MACHINE

PRE−MOD 8/1127) Figure 28 – Air Cycle Machine. . . . . . . . . . 69
Figure 13 – MOD 8/0192. . . . . . . . . . . . .39 Figure 29 – ACM - Detailed. . . . . . . . . . . 71
FLIGHT COMPARTMENT AIR DISTRIBUTION (PRE HEAT EXCHANGER

1990 INTERIOR − PRE−MOD 8/1127) Figure 30 – Heat Exchanger. . . . . . . . . . . 73
Figure 14 – Pre Mod 8/1127. . . . . . . . . . . 41 CONDENSER/MIXER
Figure 31 – Condensor/Mixer. . . . . . . . . . 75

PACK TEMPERATURE CONTROL VALVE PRESSURE REGULATOR AND SOV
Figure 32 – Pack Valve . . . . . . . . . . . . . 77 Figure 50 – PRSOV . . . . . . . . . . . . . . 119
Figure 51 – PRSOV Operation. . . . . . . . . 121
TEMPERATURE CONTROL
Figure 33 – Temperature Control . . . . . . . . 79 DISTRIBUTION
Figure 34 – Temp. Control - Components . . . . 81 Figure 52 – Distribution . . . . . . . . . . . . . 123
Figure 35 – Temp. Sensors/Switchs. . . . . . . 83
CABIN AIR DISTRIBUTION
Figure 36 – Valve Actuators . . . . . . . . . . . 85
Figure 53 – Distribution - Gaspers. . . . . . . 125
Figure 37 – Cabin Temp. Bias. . . . . . . . . . 87
Figure 38 – Cabin Temp. Control . . . . . . . . 89 FLIGHT COMPARTMENT AIR DISTRIBUTION
Figure 39 – Flt Compartment Temp. Control. . . 91 Figure 54 – Distribution - Flt. Deck. . . . . . . 127
Figure 40 – Duct Overtemp. . . . . . . . . . . 93
AIR RECIRCULATION SYSTEM
TEMPERATURE TRIM VALVE Figure 55 – Air Recirculation. . . . . . . . . . 129
Figure 41 – Trim Valve. . . . . . . . . . . . . . 97
PRESSURIZATION CONTROL
MOISTURE CONTROL Figure 56 – Pressurization Control. . . . . . . 131
Figure 42 – Moisture Control. . . . . . . . . . .99
COOLING (PRE 1990 INTERIOR
DHC-8 300 (Differences) Figure 57 – Cooling. . . . . . . . . . . . . . . 133
Figure 58 – Overtemp Caution. . . . . . . . . 135
AIR CONDITIONING (PRE 1990 INTERIOR −
PRE−MOD 8/1128) HEAT EXCHANGER
Figure 43 – Air Conditioning. . . . . . . . . . 103 Figure 59 – Heat Exchanger. . . . . . . . . . 137
COMPRESSION PACK TEMPERATURE CONTROL VALVE
Figure 60 – Pack Valve . . . . . . . . . . . . . 139
BLEED AIR SYSTEM
Figure 44 – Bleed Air . . . . . . . . . . . . . . 107 TEMPERATURE CONTROL
Figure 45 – Bleed Air Schematic. . . . . . . . 109 Figure 61 – Temp. Control. . . . . . . . . . . 141
Figure 46 – Flow Control. . . . . . . . . . . . 111 Figure 62 – Temp Control - Operation. . . . . 143
Figure 47 – Bleed Air Operation. . . . . . . . 113
Figure 48 – Overheat/Overpressure Caution . . 115
SET−DOWN LIMITER (PRE−MOD 8/1656)
Figure 49 – Set Down Limiter. . . . . . . . . . 117


AIR CONDITIONING (PRE 1990 Air temperature is independently controlled for the cabin
and flight compartment and can be controlled either
INTERIOR − PRE−MOD 8/1127) automatically or manually.
General The recirculation system provides recirculated cabin
The air conditioning system provides an inflow of air to the individually controlled passenger air outlets
temperature controlled air to the cabin and flight and to a condenser/mixer where it is mixed with the
compartment for heating or cooling and ventilation. Air fresh air discharged from the air cycle machine. A flight
required for system operation is obtained from each compartment fan provides the crew with ambient air
engine via high and low pressure bleed ports or on SOO when the aircraft is on the ground.
8062 aircraft bleed air is available from the Auxiliary In the event the air conditioning system fails, ram air
Power Unit (APU) with aircraft on ground. Pressurization is supplied to the cabin and flight compartment for
is controlled by regulating the amount of air leaving the ventilation.
aircraft through outflow valves.
Pressurization
Air Conditioning System
Exhaust air from the cabin and flight compartment is
The air conditioning system consists of a bleed air metered out through an outflow valve in the rear pressure
system for each engine, an air conditioning pack and dome. Operation of the outflow valve depends on the
an air recirculation system. Conditioned air is fed to the setting of a pressure control unit on the overhead console
cabin and flight compartment via air outlet grilles in the in the flight compartment. A manually−operated safety
cabin ceiling and flight compartment sidewalls. When outflow valve in the front pressure bulkhead can be used
the recirculation system is in operation, air is supplied as a backup pressurization control or for smoke control.
to individually controlled air outlets in the cabin, flight
compartment and lavatory.
Bleed air leaving the engines is hot enough to meet
all cold day requirements. On hot days, the bleed air
is routed through an air cycle machine where it can be
cooled to below ambient, using the pressure−energy
of the air to drive the cooling system. When the air is
cooled below its dew point, condensate is extracted by a
condenser.

Figure 1 – Pre Mod 8/1127 (1 of 2)


COMPRESSION
Compressed air to supply the requirements for air
conditioning and pressurization is provided by the engine
compressor through high or low pressure bleed ports.
The installations vary only slightly between nacelles,
each using identical components except ducting.
Two individual engine bleed switches, and a bleed flow
control, located on the air conditioning panel in the flight
compartment, control the bleed air flow from the engines.
Bleed air overtemperature switches are incorporated as a
safety feature to shut down an individual bleed air system
automatically if an overtemperature condition arises.
Compressed air from both engines is also provided for
deicing purposes.

Figure 2 – Pre Mod 8/1127 (2 of 2)


BLEED AIR SYSTEM Bleed air overheat conditions are sensed by an
overtemperature switch which initiates closing of the
Description high pressure shut−off valve and pressure regulator and
Within each nacelle, the bleed air system consists of a shut−off valve and the lighting of a BLEED HOT caution
high pressure shut−off valve, a high pressure switch, light on the caution lights panel. (A compressor discharge
a pressure regulator and shut−off valve, a flow control overtemperature switch, which senses overtemperature
servo, a bleed air overtemperature switch, a low pressure from the air cycle machine discharge in the air
bleed check valve, and two choking venturis. The two conditioning pack, similarly initiates closing of both high
engine outputs join downstream of two wing isolation pressure shut−off valves and both pressure regulator and
check valves and a single duct routes the bleed air back shut−off valves and the lighting of an AIR COND PACK
to the air conditioning pack in the rear fuselage, aft of the HOT caution light. A tapping, upstream of the pressure
rear pressure dome. regulator and shut−off valve, provides an air supply for
deicing purposes.
Each engine bleed is electrically controlled through a
BLEED control switch and a high pressure bleed control High Pressure Shut−off Valve
relay. A single BLEED flow control knob adjusts both The high pressure shut−off valve is line mounted in the
pressure regulator settings, and thus controls the flow hot air duct leading from the high pressure bleed port on
rate. Power for electrical control is taken from the 28 the engine. It is a normally closed, solenoid controlled,
Vdc left main and secondary buses through BLEED SYS pneumatically operated valve and is used to control the
CONT 1 and BLEED SYS FLOW CONT circuit breakers flow of high pressure bleed air from the engine.
for the left (No. 1) bleed air system and from the 28 Vdc
right main bus through a BLEED SYS CONT 2 circuit The valve consists of a solenoid and a pneumatic
breaker for the right (No. 2) bleed air system. actuator which is mechanically linked to a butterfly valve.
When the solenoid is energized, servo pressure, tapped
When Mod 8/1820 is incorporated, the BLEED flow upstream of the butterfly, acts on the pneumatic actuator
control receives 28 Vdc power from the right secondary to open the butterfly.
bus as well as the left secondary bus. This ensures that a
dual source of electrical power is available to the torque To ensure correct installation of the valve in the system, a
motors of the LH and RH engine pressure regulator flow direction arrow is provided on the valve body.
and shut−off (PRSOV) valves. The purpose of this is
to prevent momentary loss of power in the event of an
engine failure on take−off with both BLEED switches
selected to BLEED

Figure 3 – Bleed Air - Schematic


High Pressure Switch Bleed Air Overtemperature Switch
The high pressure switch, located on the wing front spar The overtemperature switch is installed in a boss in
outboard of the nacelle, is connected to a tapping in the the bleed air delivery duct downstream of the pressure
outlet duct from the engine high pressure bleed port. It regulator and shut−off valve. The switch consists of
is a normally closed pneumatic pressure sensing switch a normally open, single pole thermal switch with a
containing diaphragm − operated electrical contacts bi−metal element. The switch closes when the duct air
which are connected into the circuit to the high pressure temperature exceeds 287 degrees C + or − 5 degrees
shut−off valve when the BLEED switch is selected ON. (550 degrees F + or − 10 degrees ).
A sensed pressure of 47 to 48 psig rising moves the Low Pressure Bleed Check Valve
diaphragm to open a set of contacts in the switch; the
The check valve is a spring−loaded closed, poppet type
contacts close when the sensed pressure drops to 46 to
valve line mounted in the outlet duct from the engine
45 psig falling. On aircraft with Mod 8/0057 the switch is
low pressure bleed port. The purpose of the valve is
activated at 55 + or − 1.5 psig.
to prevent high pressure bleed air flowing into the low
Pressure Regulator and Shut−off Valve pressure bleed port when the system is operating on high
pressure. The valve allows low pressure flow into the
The pressure regulator and shut−off valve, installed in
system when the high pressure shutoff valve is closed.
the bleed air duct in the nacelle, serves two functions; to
shut off the flow of bleed air to the air conditioning system Choking Venturis
when air conditioning is not required, and to regulate the
The two choking venturis are line mounted in the outlet
flow of bleed air to the system.
ducts of both the high and low pressure bleed ports. The
The valve consists of a solenoid, a pneumatic actuator high pressure bleed port venturi restricts bleed to 10%
which is mechanically linked to a butterfly valve, and a of engine air flow. The low pressure bleed port venturi
pressure sensing control to maintain the bleed air flow restricts bleed to 3% of engine air flow.
schedule.
Bleed Switches
In systems with Mod 8/0591 embodied, suppression
The two BLEED switches, located on the air conditioning
diodes are connected across the solenoids to preclude
panel in the flight compartment, control the opening and
interference with digital Np indicators during bleed air
closing of the high pressure shut−off valves and the
selection.
pressure regulator and shut−off valves. The switches are
labeled OFF and BLEED.

Figure 4 – Bleed Air - Components


Bleed Flow Control
The bleed flow control, located on the air conditioning
panel in the flight compartment, is a potentiometer
which controls the flow control servo in each nacelle.
Adjustment of the control causes changes in the bleed
flow rate through the pressure regulator and shut−off
valves.
Flow Control Servo
The flow control servo, located adjacent to the pressure
regulator and shutoff valve in the nacelle, meters
secondary servo pressure to the pressure sensing control
in the pressure regulator and shut−off valve. A dc signal
from the bleed flow control positions a torque motor to
vent servo pressure overboard.

Figure 5 – Bleed Air Flow Control


Operation 3010−K2 and, via the normally closed contacts of time
General delay relay K3, to the control terminal (C1) of the de−ice
time delay relay 3010−K2.
Selecting the BLEED switch on the air conditioning panel
to BLEED initiates two electrical functions in the bleed At the time of selection with both high pressure switches
air system; the pressure regulator and shut−off valve is closed (bleed air pressure below 55 + or − 1.5 psig)
deenergized open; and the solenoid of the high pressure the Mod 8/0496 de−ice time delay 3010−K2 energizes
shut−off valve is energized open via the normally closed and its normally closed contacts open to disconnect the
contacts of the HP bleed control relay and the high de−ice system LP warning switch ground. This prevents
pressure switch. With the high pressure shut−off valve the DE−ICE caution light from coming or during high
open and the engine running, high pressure bleed air pressure shut−off valve operation.
flows to air conditioning system through the choking After a delay of 5 seconds from BLEED switch
venturi and the pressure regulator and shut−off valve selection, time delay relay K3 energizes and its contacts
where the air is regulated to 33.5 + or − 0.4 psig. changeover to energize the high pressure shut−off valves
When the upstream high pressure bleed air reaches open. With the high pressure shut−off valves open and
46.8 + or − 1.5 psig (55.0 + or − 1.5 psig on Mod 8/0057 engines running, high pressure bleed air flows to the air
aircraft) the high pressure switch contacts open and conditioning system, through the choking venturi and the
interrupt the electrical circuit to the high pressure shut−off pressure regulator and shut−off valves.
valve and the valve closes. Low pressure bleed air then On Mod 8/0496 aircraft, after a delay of 5 seconds from
supplies the system. the time the delay relay K3 normally closed contacts
If the high pressure bleed air pressure falls below 48.5 opened and disconnected power to the de−ice delay
+ or − 1.5 psig (55.0 + or − 1.5 psig on aircraft with Mod relay 3010−K2 solenoid terminal C1, the de−ice time
8/0057) the high pressure switch closes and the high delay 3010−K2 deenergized and its contacts reconnected
pressure shut−off valve opens. the de−ice system LP warning switch ground.
Selecting the BLEED switch on the air conditioning panel When either engine upstream high pressure bleed air
to BLEED causes the pressure regulator and shut−off reaches 55 + or − 1.5 psig, the associated high pressure
valve to be deenergized open and provides 28 V dc to switch contacts open and disconnects the ground from
the solenoid of time delay relay K3, via the normally time delay relay K3 and (if Mod 8/0496 is embodied) the
closed contacts of the HP bleed control relay K1. On de−ice time delay relay 3010−K2. Time delay relay K3
aircraft with Mod 8/0496, power via the same source is contacts changeover to deenergize both high pressure
also applied to the solenoid of the de−ice time delay relay shut−off valves closed and (if Mod 8/0496 embodied)

Figure 6 – Operation

reconnects power to de−ice time delay relay 3010−K2 and shut−off valve, however, must be energized closed
solenoid terminal C1 causing the relay to energize and and will thus remain open when electrical power is off.
disconnect the DE−ICE LP warning switch ground. Low In this mode, low pressure bleed air is allowed into the
pressure bleed air then supplies the system. air conditioning system for temperature control and to
sustain cabin pressure.
Both high pressure switches must close (both high
pressure bleed air systems below 50 + or − 1.5 psig) Overheat Condition
before time delay relay K3 is reenergized to provide
If an overheat condition causes the bleed air
power to energize the high pressure shut−off valves
overtemperature switch to close, the HP bleed control
open.
relay is energized to initiate two electrical functions; the
NOTE: The time delay relay K3 introduced by Mod circuit for the high pressure shut−off valve is interrupted
8/0350 with its associated wiring changes, to deenergize the valve closed, and the circuit for the
ensure simultaneous changeover when shutoff pressure regulator and shut−off valve is completed to
valves switch to LP bleed. This improves energize the valve closed. At the same time the BLEED
engine acceleration and precludes bleed HOT caution light on the caution lights panel will come
system surging. on. When the overheat condition clears, the normal
function of the system is restored.
Mod 8/1375 Aircraft
NOTE: An overheat shutdown of one engine’s bleed
Bleed air operation of Mod 8/1375 aircraft is similar to
does not affect the continued normal operation
pre−mod 8/1375 aircraft, with the exception that 28 V
of the opposite engine’s bleed.
dc power is now continuously provided to energize the
high pressure shut−off valves open with the BLEED/OFF
switches selected OFF. This allows the idle power switch
over to high pressure, and ensures adequate air pressure
to the deicing system through a full range of powers prior
to, and during a bleeds−off takeoff or landing.
Electrical Failure
In the event of an electrical failure with the BLEED switch
selected to BLEED, the high pressure shut−off valve is
deenergized closed to prevent any thermal hazard from
the hot high pressure bleed air. The pressure regulator

Figure 7 – Bleed Air Electrical Schematic


PRESSURE REGULATOR AND SOV ●●An aneroid sensing pressure changes due to altitude.
●●A servo actuator receiving the output of the flow
Description control servo.
The pressure regulator and shut−off valve, installed in the
outlet duct of the bleed air system in the nacelle, serves Operation
two functions: to shut off the flow of bleed air to the air In the shut−off function, selecting the bleed switch on the
conditioning system when air conditioning is not required, air conditioning panel to OFF energizes the solenoid to
and to regulate the flow of bleed air to the system. close off the supply of air pressure to the ‘open’ side of
The valve is pneumatically operated, electrically the actuator. The spring and air pressure to the ‘close’
controlled and consists of a solenoid, a pneumatic side will move the actuator to close the butterfly valve.
actuator which is mechanically linked to a butterfly valve, Selecting the bleed switch to BLEED deenergizes the
and a pressure sensing control to maintain the bleed air solenoid to allow air pressure to the ‘open’ side of the
flow schedule. Power to control the valve is derived from actuator to open the butterfly valve.
the 28 V dc left and right main buses. With the bleed switch selected to BLEED, the valve is
Air pressure to operate the valve is tapped upstream in the regulating function to regulate the flow of bleed
of the valve and is routed to both the ‘open’ and ‘close’ air to the air conditioning system. This is accomplished
sides of the pneumatic actuator piston. The ‘close’ side is by means of the pressure sensing control which vents a
assisted by spring force while the ‘open’ side has a larger certain amount of air pressure to the ‘open’ side of the
surface area in order to overcome the combined force pneumatic actuator overboard. The amount of pressure
of the spring and air pressure. The amount of pressure vented overboard is dependent on three inter−related
to the ’open‘ side of the actuator is controlled by the factors; the bleed air flow rate required, bleed air
pressure sensing control. pressure sensed downstream of the valve, and altitude.
Pressure Sensing Control If a high flow rate is desired, as selected on the BLEED
flow control on the air conditioning panel, the torque
The pressure sensing control consists of four pneumatic motor is positioned to vent a large amount of servo
inputs to a summing bar which controls air pressure pressure overboard. The remaining servo pressure
venting to establish the ‘open’ side pressure. These acts on the servo actuator which is positioned to vent
inputs are: a minimum amount of air pressure from the ‘open’ side
●●An actuator sensing pressure downstream of the of the pneumatic actuator. The remaining air pressure
valve. overcomes the spring force to drive the butterfly valve
●●A stabilizer unit, connected via a restricted line. towards the open position.

Figure 8 – PRSOV (1 OF 2)

If a low flow rate is desired, the torque motor is positioned
to vent a small amount of servo pressure overboard.
The remaining servo pressure acts on the servo actuator
to vent more air pressure from the ‘open’ side of the
pneumatic actuator. Spring force overcomes the servo
pressure to drive the butterfly valve towards the closed
position.
Once the flow rate has been set, air pressure venting
is controlled by bleed air pressure sensed downstream
of the valve. An increase in pressure acts on a sensing
actuator to vent more air pressure. A decrease in
pressure allows the sensing actuator to return to
normal and less air pressure is vented. The stabilizer
unit dampens sensing actuator movement. Pneumatic
actuator and butterfly valve operation is the same as
above.
To reduce the amount of air being bled from the engine
as altitude increases, an aneroid expands to vent more
air pressure. The aneroid contracts, on decreasing
altitude, to vent less air pressure. Pneumatic actuator and
butterfly valve operation is the same as above.

Figure 9 – PRSOV (2 OF 2)

AUXILIARY POWER UNIT BLEED AIR through a dim and test box supplied as part of the APU
installation.
SYSTEM
Bleed air is ducted from a bleed air scroll on the
General APU through a bleed air duct to a branch pipe on the
Bleed air from the APU compressor is supplied on aircraft bleed air system vertical duct in the fuselage
demand to the aircraft air conditioning system at a rear compartment (ECS bay) and delivered to the dual
nominal temperature of 204 degrees C (400 degrees heat exchanger of the air conditioning pack. The APU
F) and is available only when the APU reaches a bleed air duct contains a bleed valve and a venturi.
predetermined speed and APU exhaust gas temperature The venturi is provided to limit bleed airflow through the
(EGT) is within limits, both parameters being determined duct to maintain APU operation within APU exhaust gas
by electronic sequence unit (ESU) logic circuits. When temperature limits.
both parameters are satisfactory, bleed air delivery can The system is powered by 28 V dc from the right main
be obtained by manual selection at the APU panel. bus, protected by a 7−1/2 ampere APU BLD AIR circuit
Air from a tapping on the bleed air duct is delivered to the breaker.
aft outflow valve suction ejector. This supply is continuous Start Bypass Valve
during APU operation ensuring the outflow valve is open,
ventilating the cabin and flight compartment. The solenoid−operated start bypass valve is provided
to bleed air from the APU compressor to prevent
Description possible APU compressor surge during APU starting and
General acceleration and during APU operation with the bleed air
supply to the aircraft switched off.
The bleed air system consists of a start bypass valve
(part of the APU), a bleed valve, check valves, a bleed The valve is normally closed with open/close control
air control relay, an overtemperature relay and necessary by ESU circuits relative to APU compressor discharge
ducting and wiring. pressure (CDP) and APU bleed valve position. The valve
starts to open when CDP is 2 to 4 psi and is fully open at
The system is interconnected with the ESU, an APU run 7 to 9 psi. Air bypassed is bled off by ducting to the APU
relay, bleed air switch/light (located on the APU control exhaust duct.
panel) and aircraft air conditioning overtemperature
circuits. The start bypass valve closes when bleed air to the
aircraft air conditioning system is manually selected and
The lights associated with system operation are the bleed valve is fully open.
interconnected with aircraft dim and test circuits

Figure 10 – APU Bleed Air


When Mod 8/1413 is incorporated a new slow opening Overtemperature Relay
Bleed Valve is installed. The new valve, when activated,
The overtemperature relay K28 located in the relay box
fully opens over a period of 10 seconds. On pre−mod
on the APU electrical panel is interconnected with and
8/1413 aircraft, the bleed valve opens over a period of
powered by APU run relay K16 circuits. The ground
one second. This change is to prevent the possibility of
circuits for the relay are interconnected with cabin duct,
damage to the air cycle machine when APU bleed air is
flight compartment duct and compressor discharge (air
selected. Bleed air system operation is not affected by
conditioning pack) overtemperature switches, which
this change.
provide parallel connected grounds.
Bleed Valve
Contacts of the relay (which is normally deenergized)
The bleed valve is line mounted in the APU bleed air duct complete a power supply circuit to relay K9.
in series with the venturi, which is located downstream
Bleed Air Switch/Light
from the valve. The valve consists of electric motor
which is mechanically linked with a butterfly valve. Four The bleed air switch/light consists of an alternate action
limit switches are incorporated within the valve. Two switch and BL AIR and OPEN lamps located behind
switches control motor operation, the other two provide lenses. The BL AIR light comes on when the APU
valve position inputs to the ESU. In addition one switch PWR switch is pressed to complete a circuit to ground.
is connected to the OPEN portion of the BL AIR/OPEN Pressing the BL AIR lens when the APU speed exceeds
switch/light. 90 percent completes a circuit to energize relay K9, and
initiate bleed valve opening. The OPEN light comes on
Bleed valve close and open circuits are interconnected
when the ESU signals bleed valve open.
with bleed air control relay K9. Bleed valve closed is an
APU pre−start requirement.
Bleed Air Control Relay
The bleed air control relay K9 located in a relay box on
the APU electrical panel, adjacent to the APU. The relay
is interconnected with APU run relay K16, the bleed
air switch (part of the bleed air switch/light) and with
overtemperature relay K28.


Operation With the bleed valve open, bleed air from the APU is
supplied to the aircraft air conditioning system dual heat
NOTE: APU bleed valve closed is a prerequisite for exchanger.
APU starting. In the event that valve open is
sensed by ESU start circuits APU starting is Pressing the BL AIR switch/light a second time
prevented and the fault is indicated on the deenergizes relay K9, which completes bleed valve
ESU BITE indicator. close circuits and the valve is motored towards the
closed position. When the bleed valve starts to close limit
Normal Operation switches operate to turn off the bleed air OPEN light and
Pressing the APU PWR switch/light completes circuits to provide a valve position signal to the ESU. With the valve
arm APU run relay K16 and turn on the BL AIR light. closed ESU circuits operate to open the start bypass
valve.
During APU starting the start bypass valve controlled
by signals from the ESU opens (in step with APU Duct or Pack Overtemperature
compressor pressure build−up) to bypass compressor air In the event of aircraft air conditioning system ducts or
into the APU exhaust duct. The valve remains open until pack overtemperature, interconnecting circuits of the APU
bleed air output to the aircraft is selected and the bleed control system and aircraft fault detection system operate
valve is fully open. to close the bleed air valve and open the start bypass
When APU speed reaches 90 percent + 10 seconds run valve as follows:
relay K16 is energized by a signal from the ESU, to in Duct Overtemperature
turn arm bleed air control relay K9 and turn off the START
light. In the event of cabin duct or flight compartment
duct temperature in excess of 88 degrees C (190
Pressing the BLD AIR switch/light completes a ground degrees F) the associated temperature switch closes
circuit to energize relay K9 and the bleed valve starts to to complete a ground circuit to energize cabin duct
open. When the valve is fully open a circuit is completed overtemperature relay 2161−K3 or flight compartment
by a limit switch in the bleed valve and the bleed valve duct overtemperature relay 2161−K4 to complete a
OPEN light comes on. Simultaneously a valve position parallel ground circuit for overtemperature relay K28
signal is relayed to the ESU and a limit switch opens to which energizes to turn on the CABIN DUCT HOT
shut down the bleed valve motor. ESU circuits operate to caution light or FLT COMP HOT caution light. The
close the start bypass valve. MASTER caution light flashes.

Figure 11 – APU Control Panel


With relay K28 energized power is removed from the
coil of bleed valve control relay K9 which deenergizes
to initiate APU bleed valve closing.
When the bleed valve closes, the bleed valve OPEN
light goes out and ESU circuits relay a signal to open
the start bypass valve.
Duct overtemperature lockout is cancelled by cycling
the BL AIR switch off and on.
Air Conditioning Pack Overtemperature
Should the temperature of air discharge from the
air cycle machine compressor exceed 207 + or − 5
degrees C (405 + or − 10 degrees F) the compressor
discharge overtemperature switch closes. Switch
closing completes a parallel connected ground circuit
for overtemperature relay K28 which energizes to turn
on AIR COND PACK HOT caution light. The MASTER
caution light flashes.
With relay K28 energized, the same circuit action
takes place as described for duct temperature to close
the APU bleed valve.
APU Fire or APU Compartment Overheat
In the event of APU fire or APU compartment overheat
the bleed air valve is closed when the APU master
switch deenergizes to remove power from the ESU
and relay K9


DISTRIBUTION (PRE 1990 INTERIOR − is then routed via the condenser/mixer to the cabin and
flight compartment. A butterfly type check valve is lined
PRE−MOD 8/1127) mounted in the ground conditioned air duct to prevent
General recirculated air or air conditioning pack air from spilling
overboard through the ground air connector.
Conditioned air from the air conditioning pack is ducted
into the fuselage at the center of the rear pressure When Mod. 8/1224 is embodied, conditioned air is
bulkhead. A longitudinal baffle in the duct directs supplied to the cabin and flight compartment through an
70% of the airflow to the cabin and 30% to the flight eight inch universal ground air service connector located
compartment. The duct divides forward of the bulkhead on the right hand side of the fuselage (when an APU is
so that cabin air is routed through ducts above the installed the fitting is installed on the left hand side). The
cargo compartment to the cabin outlet grilles and flight air is routed through a duct connected to the conditioned
compartment air is routed through ducts below the cabin air supply duct just aft of the rear pressure bulkhead,
floor. The conditioned air to the flight compartment is also forward of the air conditioning pack. A butterfly type check
used for side window demisting. valve is line mounted in the ground conditioned air duct to
prevent recirculation air or air conditioning pack air from
On aircraft incorporating Mod 8/0192, the cabin air supply spilling overboard through the ground air connection.
can be routed below the cabin floor to outlet grilles in the
sidewall panels at floor level.
Additional air flow to controllable outlets (gaspers) in
the cabin and flight compartment is provided by an air
recirculation system. The fan in the air recirculation
system also assists in cooling of the avionics
compartment.
On aircraft incorporating S.O.O. 8069, conditioned air
can be supplied to the cabin and flight compartment
through an eight inch universal ground air service
connector located on the right hand side of the rear
fuselage (when an APU is installed the fitting is installed
on the left hand side). The air supply from the ground
connection is routed through a short flexible duct to join
with the recirculated air duct in the rear fuselage. The air

Figure 12 – Pre - 1990 Interior


CABIN AIR DISTRIBUTION (PRE 1990 temperature indicator on the air conditioning panel in the
flight compartment.
Diverter Valve
Description
On aircraft incorporating Mod 8/0192, outlet grilles are
The supply of conditioned air for the cabin, consisting installed in the sidewall panels at floor level to give
of approximately 70% of the air discharged from the air improved cabin heating during cold ambient temperature
conditioning pack, enters the cabin at the center of the operations. A diverter valve assembly, located in cabin
rear pressure dome. The air flow is routed above the air duct above the baggage compartment, redirects air
cabin roof to outlet grilles on both sides of the cabin roof from the upper duct to ducts under the cabin floor. Air is
and galley area (Mod 8/0130). then routed through flexible ducts to the floor level outlet
In addition to normal cabin air conditioning, manually grilles.
controllable air outlets (gaspers) are provided at each Diverter valve operation is controlled from a CABIN AIR
seat location and in the lavatory compartment and flight SUPPLY switch located on the flight attendant’s panel.
compartment. The air for the gaspers is provided by a Selecting the switch to either UPPER DUCT or LOWER
recirculation fan. DUCT causes the diverter valve to redirect conditioned
Air is exhausted from the cabin through louvers into the air to the applicable outlet grille
avionics compartment and baggage compartment. Air
flowing into the avionics compartment is picked up by the
recirculation fan which recirculates the air to the gaspers
and condenser/mixer and also ventilates the avionics
compartment for equipment cooling. Air flowing into the
baggage compartment is dumped overboard via the
normal outflow valve.
The delivery duct from the air conditioning pack
incorporates a duct temperature sensor and an
overtemperature switch which are part of the temperature
control system. A cabin duct temperature sensor,
located in the cabin supply duct downstream of the
overtemperature switch provides signals to a cabin duct

Figure 13 – MOD 8/0192


FLIGHT COMPARTMENT AIR Each of the two air distribution sub−systems consists of
a side window demist twin outlet, fixed outlet in the foot
DISTRIBUTION (PRE 1990 INTERIOR − well and three adjustable outlets in the side console. Flow
PRE−MOD 8/1127) adjust levers, located on the sill below the side window,
are connected to push−pull cables which operate
Description moveable vanes in the supply ducts to permit adjustment
The supply of conditioned air for the flight compartment, of airflow to requirements.
consisting of approximately 30% of the air discharged
A manually controllable air outlet (gasper) is located on
from the air conditioning pack, enters the cabin at the
the pilot’s and copilot’s side panel. The air for the gaspers
center of the rear pressure dome and is routed to the
is provided by the recirculation fan.
flight compartment via flexible ducts underneath the cabin
floor. On aircraft incorporating Mod 8/0563, additional Air is exhausted from the flight compartment through
air is supplied to the flight compartment by a deflector louvers into the avionics compartment. The exhausted air
valve located in the main supply duct forward of the is picked up by the recirculation fan which recirculates the
rear pressure dome. A selector switch, on the left DC air to the gaspers and to the air conditioning pack, and
circuit breaker panel, when activated increases air flow ventilates the compartment for cooling purposes.
to the flight compartment from 30% to 60%. A wye duct
The delivery duct from the air conditioning pack
splits the airflow and directs the separated flow into two
incorporates a duct temperature sensor and an
individual but identical air distribution sub−systems, one
overtemperature switch which are part of the temperature
for the pilot and one for the copilot. A fan provides air for
control system.
flight compartment ventilation when the aircraft is on the
ground (Pre−Mod 8/1538).
On aircraft incorporating Mod 8/0750, two instrument
cooling fans are mounted on the front pressure bulkhead
forward of the pilot’s and copilot’s instrument panel. One
fan cools the pilot’s instrument panel, while the other fan
cools the copilot’s instrument panel.
On aircraft incorporating Mod 8/0188, a silencer is
installed in the flight compartment air supply duct to
reduce air noise in the duct.

Figure 14 – Pre Mod 8/1127


AVIONICS COMPARTMENT COOLING
(PRE 1990 INTERIOR − PRE−MOD
8/1127)
Description
Avionics compartment cooling is accomplished by means
of an equipment cooling fan located on the wardrobe
shelf, and a recirculation fan located under the cabin
floor.
Exhaust air from the cabin and flight compartment
and wardrobe equipment shelf enters the avionics
compartment through louvers in the compartment
walls. The air is drawn over the avionics equipment by
the recirculation fan through a screen filter and is then
directed to the gaspers or to the air conditioning pack.
The equipment cooling fan ensures the passenger
address system amplifier does not overheat and operates
whenever the main 400 Hz bus is energized.

Figure 15 – PRE MOD 8/1127


AIR RECIRCULATION SYSTEM Operation
Description Selecting the control switch to RECIRC completes a
circuit to energize fan control relay K1. The relay then
The air recirculation system provides recirculated completes a circuit from the 28 V dc left secondary bus to
cabin air to the air conditioning pack and to individual the recirculation fan.
controllable outlets (gaspers) at each seat position in the
cabin and to controllable outlets in the flight compartment Exhaust air from the cabin and flight compartment
and lavatory. enters the avionics compartment through louvers in the
compartment walls. The air is drawn over the avionics
The system consists of a recirculation fan, located under equipment by the recirculation fan and is then directed
the cabin floor, a removable filter under the avionics back to the gaspers and to the condenser/mixer. In
rack, a check valve and associated ducting. The fan is normal aircraft operation, the recirculation system
controlled, through a fan control relay, by a switch on the is in continuous operation to ventilate the avionics
air conditioning panel marked OFF − RECIRC. Electrical compartment and provide air flow to the cabin and flight
power is provided from the 28 V dc left secondary bus. compartment.
The air supply for the fan is drawn over the avionics
equipment to provide cooling.
The recirculation fan draws air over the avionics
equipment to provide cooling and also draws air from the
equipment cooling fan on the wardrobe shelf.
A duct extends rearwards, underneath the cabin floor
to the condenser/mixer, where the recirculated cabin
air is mixed with conditioned air. A check valve in the
duct prevents any back flow of conditioned air when the
recirculation system is not in operation.
Secondary ducts extend up the cabin wall and into the
ceiling to supply recirculated air to the gaspers in the
passenger compartment, flight compartment and lavatory.

Figure 16 – Recirculation Fan


FLIGHT COMPARTMENT FAN
Description
The flight compartment fan, located in the nose
compartment, provides fresh air for the flight
compartment when the aircraft is on the ground. The fan
draws air from the nose gear wheel well and routes it to
the two flight compartment air distribution sub−systems.
Two check valves in the ducting prevent the air flow from
the fan entering the flight compartment supply duct. Two
separate check valves in the ducting prevent conditioned
air from escaping into the wheel well when the air
conditioning system is in operation.
The fan is controlled, through a control relay, by a
switch on the air conditioning panel marked OFF − FC
FAN. Electrical power is provided from the 28 V dc right
secondary bus.
Operation
With both the left and right main gear weight on wheels,
selecting the control switch to FC FAN energizes the fan
control relay K1 to complete the circuit between the 28
V dc right secondary bus and the fan. With either main
gear weight off wheels, the relay is deenergized to open
the circuit to the fan. The ground to the relay is applied or
removed through the proximity switch electronic unit.
NOTE: When Mod 8/1538 is incorporated, the flight
compartment fan is removed.

Figure 17 – Flight Deck Fan


PRESSURIZATION CONTROL altitude ABOVE 10,000 feet as sensed by a pressure
switch located on the avionics rack.
General
Electrical power for pressurization control is supplied
Pressurization is controlled by a normal outflow valve from the 28 V dc left main bus through a CABIN PRESS
which modulates in response to electrical signals CONT circuit breaker.
generated by a cabin pressure controller. A safety outflow
Outflow Valves
valve is provided for manual pressurization control and
for smoke removal from the flight compartment. The The normal outflow valve, located on the rear pressure
pressurized area of the fuselage extends from the front dome, consists of a poppet/diaphragm assembly, a
pressure bulkhead immediately forward of the windshield spring, an outer dome, a torque motor, and a differential
at Sta. X110.30 to the rear pressure dome at Sta. pressure limiter. The valve is pneumatically operated and
X646.445. This area includes the flight compartment, spring−loaded closed. Cabin pressure is applied to the
cabin, underfloor space, and baggage compartment. inside of the poppet/diaphragm assembly and to the oute
dome.
Description
Selecting the desired cabin altitude causes a dc signal to
The pressurization system consists of normal and safety position the torque motor to meter suction (produced by
outflow valves, a control unit with selector panel, an the venturi ejector) to the outer dome. Thus, a pressure
indicator panel, a cabin pressure controller, a forward differential is created between each side of the poppet/
dump manual selector, and a venturi ejector. The normal diaphragm assembly and if existing cabin altitude is
outflow valve is located on the rear pressure dome. The less than selected cabin altitude, the valve will open to
safety outflow is located on the front pressure bulkhead. bleed off some of the cabin pressure to increase the
The cabin pressure controller is located on the avionics cabin altitude. A drop in cabin pressure is sensed as a
rack. reduction of poppet opening force and the outflow valve
The system is operated and monitored from the selector will move towards the closed position to restore cabin
and indicator panels which are mounted side−by−side pressure (decrease cabin altitude).
on the overhead console in the flight compartment. The If the pressure differential between the cabin and ambient
selector panel provides for operation of the system in the exceeds 5.8 + or − 0.15 psi, a differential pressure limiter
automatic, manual or dump modes. The indicator panel is in the outflow valve opens to connect the outer dome
used to monitor the system. to ambient to bleed pressure from the dome and allow
A CABIN PRESS caution light, on the caution lights panel the outflow valve to open. The outflow valve will also
in the flight compartment, is provided to indicate a cabin

Figure 18 – Pressurization


Figure 19 – Normal Outflow Valve


open if the outside ambient pressure exceeds the cabin The AUTO−MAN−DUMP switch is provided to select the
pressure. mode of operation for pressurization control. In the AUTO
mode, pressurization control is completely automatic, or
The safety outflow valve on the front pressure bulkhead
semi−automatic depending on the CABIN SET − NORM
operates in a similar manner but is controlled manually
switch position. In the MAN mode, the flight crew is
by operation of a manual control needle valve on the
required to set the cabin pressure desired by turning the
control unit. Smoke removal from the flight compartment
manual control needle valve clockwise to increase cabin
is effected by opening of the safety outflow valve.
altitude, or counterclockwise to decrease cabin altitude.
Aircraft with Mod 8/1800 incorporated have a permanent In the DUMP mode, the normal outflow valve is fully open
small plate installed on the RH lower outside skin of the and the aircraft may be operated unpressurized.
forward fuselage, ahead of Station X123.00. The plate
The CAB SET − NORM switch allows the crew to
is positioned just forward of the safety outflow valve
select pressurization requirements in the CAB SET
ambient static pressure port. The purpose of the plate is
mode or allows the cabin pressure controller to control
to prevent negative ambient pressure from causing the
pressurization automatically in the NORM mode. In the
outflow valve to open prematurely.
CAB SET mode, the crew selects the desired cabin
Selector Panel cruising altitude, and then the destination altitude (when
the aircraft begins descent) with the ALT knob, and can
The selector panel on the control unit is located on the
vary the cabin altitude rate of change (if desired) with
overhead console in the flight compartment and contains
the RATE knob. In the NORM mode, the destination
a combined cabin altitude and barometric indicator with
altitude is selected before take−off and pressurization is
ALT, BAR and RATE knobs, an AUTO−MAN−DUMP
automatic from take−off to touch−down. In both cases,
switch, a CAB SET − NORM switch, a manual control
the BAR knob must be set to the correct barometric
needle valve, and a FAULT light.
pressure.
The indicator is provided to set the barometric pressure,
The manual control needle valve is line−connected to the
the desired cabin cruising altitude/destination altitude,
outer dome of the safety outflow valve and to ambient.
and cabin altitude rate of change while in the AUTO
mode. The RATE knob is turned clockwise to increase An arrow on the panel indicates that a clockwise
the rate of change. When the knob is centered, the cabin selection will open the needle valve, venting the outer
rate of change is 500 fpm up and 300 fpm down. Full dome and increase the cabin altitude. Turning the
adjustment of the knob counterclockwise and clockwise control fully counterclockwise closes the needle valve
will set the rate from 0 to 2500 fpm up and 1500 fpm and control of the pressurization system is automatic as
down. selected on the panel.

Figure 20 – Selector Panel/Outflow Valves


The FAULT light provides visual indication of any fault selector, labeled FWD OUTFLOW VALVE, has NORMAL
in the pressurization control system. It also comes on and OPEN positions.
for approximately two seconds when electrical power is
Venturi Ejector
first applied to the system to indicate that the system is
testing itself. The light goes off if no fault is found during The venturi ejector is attached to the pressure
the self test. dome adjacent to the outflow valve. Air pressure at
approximately 18 psig from the airframe deicing system is
Indicator Panel
directed to the venturi to produce a suction, which is then
The indicator panel is located adjacent to the control applied to the outer dome of the normal outflow valve via
unit and consists of a differential pressure indicator, the torque motor
a cabin altitude indicator, and a cabin altitude rate of
change indicator. The panel is used for monitoring the
pressurization control system in both the AUTO and MAN
modes.
A cabin pressure conversion chart, located above the
panel, shows the cabin altitude for all aircraft altitudes at
maximum cabin differential pressure of 5.5 psi.
Cabin Pressure Controller
The cabin pressure controller, located on the avionics
rack, controls the opening and closing of the normal
outflow valve. The controller compares dialed in
requirements from the selector panel with cabin pressure
and ambient pressure and sends an electrical signal
to open or close the outflow valve to maintain cabin
pressure selected.
Forward Dump Manual Selector
The forward dump manual selector, located on the
copilot’s side console, provides a means of opening
the safety outflow valve to dump cabin pressure. The

Figure 21 – Component Locations


Operation In both cases the BAR knob must be set to the correct
atmospheric pressure.
General
Operation on Ground
The pressurization control system is primarily electrical
in operation. The sealed area of the fuselage is supplied When the aircraft is on the ground with the weight
with a relatively constant flow of conditioned air from on the wheels and the power levers are retarded
the two engine bleed air systems and pressure in the below 80% Nh (12 degrees above flight idle) electrical
fuselage is maintained by modulating the normal outflow power to pin R of the controller is supplied through the
valve to regulate the amount of air discharged. Both the normally open contacts of the energized landing gear
normal and safety outflow valves incorporate integral relay 3261−K1 (the relay is energized through the
differential pressure limiters which open the valves when proximity switch electronic unit. The system is now in
the differential pressure exceeds 5.8 + or − 0.15 psi. Both the ground mode and the normal outflow valve is fully
valves will also open if the outside ambient pressure open to prevent the aircraft from pressurizing.
exceeds the fuselage pressure for negative pressure Operation During Takeoff
relief.
When the power levers are advanced to above 80%
Automatic System Operation Nh (more than 12 degrees above flight idle) the
When electrical power is first supplied to the system, a closing of power lever switch S1 supplies electrical
complete electrical test of the system takes place. This power to pin D of the controller which, in turn, signals
self−test feature is identified by the FAULT light on the the normal outflow valve to position itself so as to
selector panel coming on for approximately two seconds pressurize the aircraft to 140 feet below ambient.
while the test takes place. If there is a fault in the system, This is done to move the outflow valve off its full open
the FAULT light will remain on. stop and start modulating. Thus, the valve will be
With the self−test complete, the system is operational ready to react instantly to the rapid changes which
and can be controlled in either the CAB SET or NORM occur following lift−off. When landing gear relay is
mode. In the CAB SET mode, the crew selects the deenergized after lift−off (through the proximity switch
desired cabin cruising altitude, destination altitude (on electronic unit) the valve modulates to maintain
descent) and cabin altitude rate of change (if desired) aircraft pressure as selected.
using the ALT and RATE knobs on the selector panel. In
the NORM mode, the destination altitude only is set using
the ALT knob, and system operation is fully automatic
using the information programmed into the controller.

Figure 22 – Operation - Electrical


Operation During Landing cabin pressure) than that set on the auto control, manual
will override the auto selection.
The destination field altitude, and atmospheric
pressure are set using the ALT and BAR knobs on the During ground operation (engines or APU operating),
selector panel and aircraft depressurizing is controlled with the AUTO−MAN−DUMP switch selected to MAN,
automatically. If the selected field altitude is set the manual altitude control knob turned fully clockwise
higher than actual field altitude, the aircraft will land and all doors and hatches closed, the aircraft will begin
unpressurized. If the field altitude is set below actual to pressurize. At this time the safety outflow valve
field altitude, the aircraft will land pressurized. Upon is spring−loaded closed and, as there is no suction
landing, cabin altitude will return to field altitude at the available, the valve will be slow to start to modulate
rate selected for one minute before dumping cabin resulting in an initial build−up of cabin pressure. At this
pressure to ambient. time, it is recommended that the AUTO−MAN−DUMP
switch be selected to DUMP and cabin pressure
Manual System Operation
monitored to insure that it is at ambient prior to opening
The pressurization level can be controlled through the any doors or hatches.
safety outflow valve by selecting the AUTO−MAN−DUMP
Cabin Pressure Dump
switch to MAN and setting the manual control needle
valve to achieve the desired aircraft pressure. Turning Cabin pressure may be dumped by any one of the
the control clockwise vents the pressure in the safety following three methods.
outflow valve outer dome to ambient through the needle ■■With the system in AUTO, selecting the ALT knob to
valve. This causes the outflow valve to open with a a cabin altitude above the flight altitude will cause the
resultant decrease in cabin pressure. Cabin pressure can cabin pressure to be bled off to zero at a rate set by
be regulated by rotating the manual control to vary the the RATE knob.
amount of venting through the needle valve to obtain the
■■Selecting the AUTO−MAN−DUMP switch to DUMP
desired pressurization level, as shown on the indicator
causes the normal outflow valve to move to the full
panel.
open position.
Even if the system is left at AUTO and operating under ■■Selecting the forward dump manual selector to OPEN
automatic control, when the manual control knob is causes the safety outflow valve to move to the full
rotated so as to open the safety outflow valve, the open position.
resulting decrease in cabin pressure will trigger the
normal outflow valve to close. Thus as long as the
manual selection is for a higher cabin altitude (lower

Figure 23 – Modes of Operation


Cabin Altitude Warning
At cabin altitude above 10,000 feet or in the event of a
malfunction in the system, a pressure switch, located
on the avionics rack, closes. This action completes an
electrical circuit to the warning lights panel in the flight
compartment and a CABIN PRESS warning light comes
on.

Figure 24 – Cabin Pressure Warning


COOLING Air Cycle Machine
General The air cycle machine (ACM) consists of compressor,

turbine and fan rotors. The ACM receives hot air from the
The cooling system consists of an air conditioning pack bleed air system and cools it to below ambient.
located in the rear fuselage aft of the rear pressure dome.
The pack is supplied with hot bleed air from both engines Heat Exchanger
and cools this air as necessary before distribution to the The heat exchanger consists of separate primary and
cabin and flight compartment. When heating is required, secondary cooling cores. The primary core cools the
the hot bleed air is allowed to bypass the refrigeration bleed air flow from the engine while the secondary core
section of the pack. If cooling is required, bypass cools the hot compressed air from the ACM compressor.
valves are closed to divert the hot bleed air through the
refrigeration section. Condenser/Mixer
On aircraft incorporating Mod 8/0140 silencers are The condenser/mixer consists of a condenser with a
installed in the supply ducts downstream of the pack water trap, and a mixing box. The condenser extracts
temperature control valves and temperature trim valves moisture from the air where it is collected in the water
to reduce air noise in the ducts. trap and routed, through a filter, to a water nozzle in
the heat exchanger ram air inlet. A second water trap
Temperature of the air supplied by the pack is controlled downstream of the first, collects any moisture missed by
either automatically or manually from the air conditioning the first trap.
panel in the flight compartment.
The mixing box allows for uniform temperature by
In the event the air conditioning pack fails, ram air blending ACM discharge air (along with bypassed hot
is supplied to the cabin and flight compartment for bleed air) with recirculated cabin air.
ventilation.
Pack Temperature Control Valves
Description The pack temperature control valves consist of two
The air conditioning pack consists of an air cycle valves connected in parallel and operated by a single
machine (ACM), a heat exchanger, a condenser/mixer, actuator. One valve is located in a hot air duct from
electrically−operated pack temperature control valves the engine bleed air system and regulates the amount
and a compressor discharge overtemperature switch. of bleed air to bypass the ACM. The second valve is
located in the duct from the primary heat exchanger and

Figure 25 – Cooling

regulates the amount of air to enter the ACM. For full .
details of the valves.
Compressor Discharge O/Temp Switch
The compressor discharge overtemperature switch is
installed in a boss in the delivery duct from the ACM
compressor. The switch consists of a normally open,
single pole thermal switch with a bi−metal element.
The switch closes when the compressor discharge
temperature exceeds 207 degrees C + or − 5 degrees
(405 degrees F + or − 10 degrees).
Ram Air Supply

The ram air supply consists of a baffle assembly, check
valve and flexible duct which connects the ram air inlets
on the dorsal fin to the conditioned air supply duct.
Pre Mod 8/3330
The baffle assembly allows the ram air to either
enter the conditioned air supply duct if ram air
ventilation is required, or spill over into the air
conditioning bay where it is picked up by the air
cycle machine fan to cool the heat exchanger.
Post Mod 8/3330
The baffle assembly allows the ram air to enter the
conditioned air supply duct if ram air ventilation is
required.
If the ram air increases the pressure differential in the air
conditioning bay to 0.4 psi, inward opening vent doors in
the heat exchanger ram air outlet header open to relieve
the pressure.

Figure 26 – Air Conditioning Pack


Operation 2. Both H.P. bleed valves are deenergized closed.
General 3. Both pressure regulator and shut−off valves are
energized closed.
Air to be cooled is reduced in temperature through the
primary heat exchanger and is then compressed through When the overheat condition clears, the compressor
the ACM to boost the temperature and pressure. The discharge overtemperature switch opens to restore
compressed air passes through the secondary heat system operation.
exchanger to further reduce the temperature, passes Pack Failure
through the condenser where moisture is extracted,
and enters the ACM turbine. The work extracted by the If the air conditioning pack should fail, ram air will slightly
turbine drops the air temperature to well below ambient pressurize the air conditioning bay due to the air cycle
and reduces the pressure to just above cabin ambient. machine fan not running. Ram air ceases to spill into the
At this point, bypassed hot bleed air is injected to bay and enters the conditioned air supply duct to ventilate
achieve the desired temperature. The air then enters the the cabin and flight compartment.
mixing box where it blends with recirculated cabin air. Cabin and flight compartment ventilation can be improved
Temperature of the air supply is regulated by opening by slightly opening the safety outflow valve.
and closing the pack temperature control valves to allow
a proportion of hot bleed air to bypass the ACM and mix
with the cool air discharged from the ACM. The valves
are operated through mechanical linkage from a single
actuator which positions the valves in response to signals
from an automatic temperature controller or from direct
electrical inputs from a manually−operated switch.
Overheat Condition
If the temperature of the air discharged from the
ACM compressor exceeds 207 degrees C + or − 5
(405 degrees F + or − 10), the compressor discharge
overtemperature switch closes to energize both H.P.
bleed control relays closed with the following results.
1. AIR COND PACK HOT caution light on the caution
lights panel comes on.

Figure 27 – A/C Pack Operation


AIR CYCLE MACHINE Turbine Housing
Description The turbine housing is the main structural member of the

air cycle machine, supporting the compressor and fan
The air cycle machine consists of a three−wheel housings on the end flanges and the bearing cartridge
assembly supported in a bearing cartridge, and and three−wheel assembly in the bore. Part of the
separate housings for compressor, turbine and fan housing is machined to provide a sump in which the oil
rotors. The three housings are secured together at required for lubrication of the ball bearing races and rotor
circular bolting flanges. On aircraft incorporating Mod shaft is contained.
8/1631, an improved model of the air cycle machine
(P/N 782790−10) replaces (and is interchangeable with) The sump incorporates drain and filler plugs and an oil
air cycle machine P/N 782790−6 on Pre−Mod 8/1631 level sight gage. A turbine nozzle is incorporated in the
aircraft. housing to aid in expansion of the air leaving the turbine
rotor and to lower the temperature correspondingly. Tube
Three−wheel Assembly & Bearing Cartridge adapters on the housing connect the turbine inlet to the
The three−wheel assembly is a balanced unit consisting secondary heat exchanger and the turbine outlet to the
of a single shaft on which a centrifugal compressor and condenser/mixer.
turbine rotor are mounted back−to−back on one end Compressor Housing
and an axial flow fan motor at the opposite end. Two
labyrinth seals are located between the compressor and The compressor housing is dome shaped and flange
turbine rotors to prevent air leakage from the compressor mounted on the turbine housing. It contains a diffuser
housing to the turbine housing. assembly to deflect the air flow leaving the centrifugal
compressor towards an integral outlet duct in the
The shaft rotates in the single bearing cartridge which housing. The compressor inlet is located at the center of
consists of a bearing sleeve, two angular contact ball the domed housing and incorporates offset radial vanes
bearing races, and two face seals. The seals are located which impart a swirling motion to the incoming air from
to the front and rear of the ball races and prevent oil the primary heat exchanger. By imparting this swirling
leakage into the air flow. The ball races and shaft are motion to the air, the correct impingement angle on the
lubricated by oil contained in a sump located in the compressor rotor is achieved.
turbine housing and this is accomplished by two large
wicks which are preloaded radially against the shaft.

Figure 28 – Air Cycle Machine


Fan Housing Operation
The fan housing consists of two sections secured Cooled air from the primary heat exchanger enters the
together at bolting flanges, with one section serving as compressor inlet of the air cycle machine where it is
the air inlet and the other providing the air outlet, and compressed and then delivered at a higher pressure and
the complete housing is flange mounted on the turbine temperature to the secondary heat exchanger. The air
housing. The inlet section is machined to provide a is cooled in the secondary heat exchanger from where
circular, reverse flow duct which directs ram air through it is directed via the condenser to the air cycle machine
the axial flow fan rotor. turbine inlet. Expansion of the air across the turbine
A wrap−around wire mesh screen is riveted to the duct rotor reduces the pressure, with a corresponding drop in
air intake to prevent the ingress of foreign objects and temperature. Air leaving the turbine outlet is delivered to
protect the fan rotor. The fan rotates inside a steel shroud the condenser/mixer.
incorporated as an integral part of the inlet section. The turbine extracts energy from the airflow as it reduces
The outlet section is cone−shaped with a tubular bore the pressure to just above cabin pressure. The major
and air straightening vanes fitted between the outer wall part of this energy is fed back to help in driving the
and tubular bore. This arrangement provides a divergent compressor and, with the axial flow fan rotor mounted
transition duct for ram air delivery to the heat exchangers. on the same shaft, the remainder of the turbine energy
The diffuser outlet coupling mates with the ram air inlet drives the fan to ensure airflow through the heat
flange of the heat exchanger. exchangers in the absence of ram air pressure

Figure 29 – ACM - Detailed


HEAT EXCHANGER second drain, forces any water collected to the nozzle to
be sprayed into the heat exchanger inlet.
Description
Operation
The heat exchanger, located in the fuselage aft of the
rear pressure dome, is an all welded, aluminum alloy Cooling Air Flow
structure consisting of a housing with a finned core which Hot air from the engine bleed air system flows to the
is divided into separate primary and secondary units. primary heat exchanger. The air flow is partially cooled by
Inlet and outlet headers on each side of the housing heat transfer to ram air through the heat exchanger core
separate the primary from the secondary bleed and is then directed to the air cycle machine compressor
air flow through the heat exchanger. Beaded tube inlet. From the compressor, the air flows through the
elbow adapters, welded to each header, provide duct secondary heat exchanger where it is further cooled. The
connections for the system air flow. A circular transition air flow is then directed, via the condenser, through the
duct, welded to a ram air inlet header, serves as the air cycle machine turbine.
ram air inlet for the heat exchanger core and this duct is Air flow through the heat exchanger and, as a result,
connected directly to the fan outlet end of the air cycle temperature of air delivered, is controlled by a pack
machine by a sleeve and coupling. temperature control valve.
The primary heat exchanger inlet duct is connected to
the engine bleed air supply and the outlet duct to the
air cycle machine compressor inlet. The secondary
heat exchanger inlet duct is connected to the air cycle
machine compressor outlet and the outlet duct to the air
cycle machine turbine inlet via the condenser.
Inward opening vent doors in the ram air outlet header
provide a means of pressure relief when the pressure
differential in the air conditioning bay reaches 0.4 psi.
A water spray nozzle in the ram air inlet is connected,
by drain lines, to a water drain in the condenser and to
a second water drain downstream of the condenser. Air,
tapped from the air supply at the condenser drain and

Figure 30 – Heat Exchanger


CONDENSER/MIXER Operation
Description Relatively cool conditioned air, destined for the cabin,
passes through the finned core of the condenser. Warm
The condenser/mixer is an all welded, aluminum alloy air, from the secondary heat exchanger, passes over the
unit consisting of a finned core and inlet and outlet finned core where any moisture in the air collects on the
headers. The unit is bolted to structure in the rear cool core. When water droplets form they collect in water
fuselage aft of the rear pressure dome. drains and are routed back to the heat exchanger ram air
One end of the unit is termed the ‘mixer’ where cool air inlet.
from the ACM, previously injected hot bypass bleed air
and recirculated cabin air mix together to achieve the
temperature required in the cabin.
The other end of the unit is termed the ‘condenser’ where
moisture is extracted from the air. Two drains, one fitted
to the condenser outlet header and one downstream of
the header, collect any moisture extracted and routes it
back to the heat exchanger inlet via a filter.
When Mod 8/1583 is incorporated (Pre 1990 Interior −
Pre−Mod 8/1127 aircraft), swirl vanes are installed in the
condenser outlet header and a drain scupper is installed
in the air cycle machine turbine inlet duct.
When Mod 8/1590 is incorporated (1990 Interior − Mod
8/1127 aircraft), swirl vanes are installed in the condenser
outlet header and a larger drain scupper is installed in the
air cycle machine turbine inlet duct.

Figure 31 – Condensor/Mixer

PACK TEMPERATURE CONTROL For maximum cooling the pack bypass valve is closed
and the throttle valve is open allowing the total flow from
VALVE the engine bleed air system to pass through the dual heat
Description exchanger and air cycle machine. When less cooling is
required, the actuator moves the throttle valve towards
The pack temperature control valve consists of a 1.5 the closed position and the bypass valve towards open to
inch diameter pack bypass butterfly valve operated in allow a proportional amount of the air flow to bypass the
opposition to a 2.5 inch diameter throttle butterfly valve refrigeration circuit. At maximum heat, the throttle valve is
by an electric actuator. The two valves are mechanically fully closed and the pack bypass valve fully open.
linked to the actuator and all three components are
installed on a common mounting plate attached to NOTE: In the event of a pack valve electrical failure,
the heat exchanger in the rear fuselage aft of the rear the following procedure may be used for
pressure dome. The pack bypass valve is located in maintenance or emergency flights only:
a bypass duct from the bleed air duct and the throttle Disconnect the linkage at the electrical
valve is located in the outlet duct from the primary heat actuator, and stow it in the applicable winter or
exchanger. summer locking position as noted in Figure 1.
Operation
The pack temperature control valve regulates
the temperature of the air discharged from the air
conditioning pack by opening and closing the pack
bypass and throttle valves. The valves are controlled
by an electrically operated actuator which modulates in
response to automatic signals from the cabin temperature
controller or from direct electrical inputs from the
manually−operated switch.
The mechanical linkage connecting the two valves to
the actuator is designed to effect a sequence of valve
opening and closing, in response to rotation of the
actuator, to provide a complete temperature range from
maximum cooling to maximum heating.

Figure 32 – Pack Valve


TEMPERATURE CONTROL F/C Temperature Control System
General The flight compartment temperature control

system consists of a temperature controller, a duct
The air conditioning system temperature is controlled by temperature sensor, a zone temperature sensor, a
two electrical sub−systems, one for the cabin and the duct overtemperature switch, a temperature trim valve
other for the flight compartment. The cabin sub−system assembly, together with controls on the air conditioning
controls the air temperature generated within the air panel and associated relays. The system operates in the
conditioning pack for the entire aircraft, while the flight same way as the cabin system except that the signal
compartment sub−system allows for minor changes in the from the temperature controller is sent to the trim valve
desired temperature between the flight compartment and actuator to modulate the trim valves to achieve the
cabin. Each sub−system is controlled by independent desired flight compartment temperature.
sets of switches on the air conditioning panel which can
be positioned for manual or automatic operation. A cabin Controls
duct temperature indicator is provided to monitor the Controls on the air conditioning panel, located on the
temperature of the conditioned air supplied to the cabin. overhead console in the flight compartment, include
a CABIN DUCT temperature indicator and switches
Description for cabin and flight compartment temperature control.
Cabin Temperature Control System Temperature in the cabin and flight compartment can be
controlled either automatically or manually by selection
The cabin temperature control system consists of a
of the two switches marked MANUAL − AUTO. The two
temperature controller, a duct temperature sensor, a zone
manual temperature controls are momentarily−on toggle
temperature sensor, a duct overtemperature switch, a
switches sharing the same COOL − WARM legend
pack temperature control valve assembly, together with
with the automatic temperature control rotary variable
controls on the air conditioning panel and associated
resistors. The manual and automatic temperature control
relays. The temperature controller compares input signals
switches are wired into the electrical circuits of the
from the two sensors with the temperature selection
appropriate temperature controller. On Pre Mod 8/0807
made on a temperature selector on the air conditioning
aircraft, minor adjustment of the cabin temperature is
panel, (or flight attendant’s panel Mod 8/0807), and
effected through a flight attendant control located at the
sends a signal to the control valve actuator to modulate
forward flight attendant’s station.
the control valves to achieve the desired aircraft
temperature. On Mod 8/0807 aircraft, the switching capability enables
cabin temperature control in flight compartment, to be

Figure 33 – Temperature Control


transferred to the flight attendant’s control panel. Power Power to operate the cabin temperature controller is
for the cabin manual temperature control circuit is supplied from the 28 V dc left secondary bus on Pre Mod
supplied from the 28 V dc right secondary bus and power 8/0315 aircraft and from the 28 V dc main bus on the
for the flight compartment manual temperature control Mod 8/0315 aircraft. The flight compartment controller is
circuit from the 28 V dc left secondary bus. Power for supplied from the 28 V dc right secondary bus.
automatic control is supplied through the temperature
Duct Temperature Sensors
controller.
The duct temperature sensors are negative coefficient
Temperature Controller
glass bead type thermistors in which the resistance
The temperature controller for each system is located in varies inversely with the temperature of the air flowing
the electrical equipment bay under the cabin floor. Each through the air conditioning pack delivery duct. Each
controller consists of an aluminum alloy box, fabricated sensor provides one of the signals to the associated
in two halves held together by screws, which houses an temperature controller for automatic temperature control.
electronic analog device using two−sided printed circuit
The cabin duct temperature sensor is located in the cabin
boards.
supply duct above the baggage compartment. The flight
An electrical circuit in each controller is connected to its compartment duct temperature sensor is located in the
associated automatic temperature control selector on the flight compartment supply duct underneath the baggage
air conditioning panel and to its associated duct and zone compartment floor.
temperature sensors. A second circuit in each controller
Zone Temperature Sensors
is connected to the applicable valve actuator and manual
temperature control switch through auto/manual and duct The zone temperature sensors are negative coefficient
overheat relays. glass bead type thermistors in which the resistance
varies inversely with the cabin or flight compartment air
By comparing the input signals from the duct and
temperature. The sensors provide one of the signals
zone sensors with the temperature selection made, the
for automatic temperature control to the associated
controller completes a circuit to operate the applicable
temperature controller. The cabin zone temperature
valve actuator (pack temperature control valve actuator
sensor is located in an exhaust air duct in the aft cabin
for the cabin temperature and temperature trim valve
bulkhead. The flight compartment zone temperature
actuator for the flight compartment temperature). The
sensor is located above the floor on the bulkhead behind
actuator, mechanically linked to valves, modulates the
the pilot’s seat.
valves in response to the controller signals to supply
conditioned air at the desired temperature.

Figure 34 – Temp. Control - Components


On aircraft incorporating Mod 8/0145, the cabin zone Pack Temperature Control Valve Actuator
temperature sensor is located in a passenger service unit
The pack temperature control valve actuator is located on
panel (PSU) in the rear cabin. A fan is provided to blow
a bracket in the air conditioning bay and consists of an
air across the sensor.
electric motor which drives mechanical linkage to open
On aircraft incorporating Mod 8/1402, the flight and close control valves. In the automatic temperature
compartment zone temperature sensor is replaced with control mode, the actuator is operated by signals from the
a sensor incorporating a fan. The new sensor is located cabin temperature controller. When manual temperature
above the fire axe on the bulkhead behind the pilot. control is selected, an auto/manual relay K1 is energized
to isolate the circuit for automatic commands and the
When Mod 8/2051 is incorporated, the flight compartment
actuator operates directly from electrical inputs from the
zone temperature sensor, previously located by Mod
cabin manual temperature control switch.
8/1402, is relocated to the pilot’s rudder pedal cover
assembly. This location provides for a more accurate Temperature Trim Valve Actuator
measurement of the flight compartment temperature.
The temperature trim valve actuator is located on a
Duct Overtemperature Switches bracket in the air conditioning bay and consists of an
electric motor which drives mechanical linkage to open
Each duct overtemperature switch consists of a normally
and close trim valves. In the automatic temperature
open, single pole thermal switch with a bi−metal element.
control mode, the actuator is operated by signals from the
When the duct air temperature exceeds 88 degrees C
flight compartment temperature controller. When manual
(190 degrees F), contacts in the switch close and the
temperature control is selected, an auto/manual relay K2
appropriate cabin or flight compartment DUCT HOT
is energized to isolate the circuit for automatic commands
caution light comes on. Closing of either switch also
and the actuator operates directly from electrical inputs
energizes a duct overheat control relay (K3 and K4) to
from the flight compartment manual temperature control
switch immediately the input to the pack temperature
switch.
control valve actuator or temperature trim valve actuator
to the manual COOL command. Contacts in the switch Temperature Sensing Bulb
open when the duct air temperature falls to 82 degrees C
The temperature sensing bulb, located in the cabin
(180 degrees F), to resume air conditioning operation.
supply duct above the baggage compartment, is an
The duct overtemperature switch for each system is electrical resistance type which transmits variations in
located adjacent to the duct temperature sensor in the resistance, proportional to temperature changes, to the
cabin and flight compartment supply ducts. cabin duct temperature indicator on the air conditioning
panel. The indicator reading allows for more precise

Figure 35 – Temp. Sensors/Switchs



Figure 36 – Valve Actuators


temperature control when operating in the MANUAL
mode.
Cabin Temperature Bias
The five position cabin temperature bias, located at
the forward flight attendants station, is used for minor
adjustments in the desired cabin temperature. Connected
in series with the cabin selector on the air conditioning
panel, it modifies the signal sent to the cabin temperature
controller from the cabin selector to increase or decrease
the desired cabin temperature by 2 or 4 degrees F.
When embodied, Mod 8/0807 enables pilot to transfer
setting of cabin auto temperature selection to the flight
attendant’s panel through a detent on flight compartment
potentiometer. Flight attendant’s heat control, connected
in parallel with the control in the flight compartment, when
selected, sends signals directly to the cabin temperature
controller to increase or decrease desired cabin
temperature through the full temperature range.

Figure 37 – Cabin Temp. Bias


Operation These two sensors are electrically wired to form
part of a bridge circuit within the cabin temperature
The air conditioning pack is supplied with hot air from the controller. An electrical input from the cabin
two engine bleed air systems. When warm air is required, automatic temperature control selector, via the cabin
the pack temperature control valves are positioned to temperature bias, or directly from the flight attendants
allow more bleed air to bypass the air cycle machine panel (Mod 8/0807), provides a variable in another
(ACM) and less bleed air to enter the ACM. When cool leg of the bridge circuit in the cabin temperature
air is required, the pack temperature control valves are controller.
positioned to allow less bleed air to bypass the ACM and
more bleed air to enter the ACM. The controller compares the two sensed temperatures
with the selected temperature and the difference,
Automatic Temperature Control in the form of electrical pulses, is transmitted to the
Cabin pack temperature control valve actuator in the air
conditioning pack.
In the automatic mode, the cabin manual/auto switch
on the air conditioning panel is positioned at AUTO The actuator responds to the electrical signal by
and the cabin automatic temperature control selector positioning the pack temperature control valve
is rotated toward COOL or WARM as required. Mod assembly to regulate the flow of hot and/or cold air
8/0807 adds a detent (off) position at the (COOL) at the desired temperature. Thus, the command
limit of the cabin temperature selector in flight output from the cabin temperature controller to
compartment marked F/A (Flight Attendant). Selecting the temperature control valve actuator brings the
F/A, removes ground for cabin temperature selector temperature at the zone sensor in the cabin in line
R4 at contact S2, and de−energizes relay K13. With with the selected temperature. The duct temperature
relay K13 de−energized, contact A1 opens and sensor limits the supply air temperature within a range
A3 closes allowing signal to be transferred to flight of 2 degrees to 71 degrees C (35 degrees to 160
attendant temperature selector R3. When selector R4 degrees F).
removes F/A selection, ground at S2 is restored, relay Flight Compartment
K13 is reenergized, and heat control is returned to
cabin temperature selector K4 in flight compartment. The flight compartment air supply is initially at the
same temperature established for the cabin, but this
Temperature of the cabin air supply is sensed by air can be adjusted either cooler or warmer by setting
the cabin duct temperature sensor. Temperature the flight compartment automatic temperature control
of the air leaving the cabin is sensed by the cabin selector to the desired temperature.
zone temperature sensor at the rear of the cabin.

Figure 38 – Cabin Temp. Control


This selection plus the temperatures sensed by the actuator to close the cabin trim valve since the
flight compartment duct temperature sensor and the pack temperature control valve cannot reposition
flight compartment zone temperature sensor form a to supply colder air.
bridge circuit in the flight compartment temperature ●●When the cabin trim valve is closed (actuator in
controller. The controller compares the two sensed mid position), the actuator switch opens to remove
temperatures with the selected temperature and the signal from the actuator. Return to center relay
the difference, in the form of electrical pulses, is K6 remains closed, through the closed contacts of
transmitted to the temperature trim valve actuator in the latching relay K7, thus preventing any further
the supply duct. movement by the trim valve actuator.
If the flight compartment temperature desired is The trim valve actuator will remain isolated until the
warmer than the cabin, the actuator positions a trim pack valve actuator starts to open to allow hot bleed
valve to meter hot bleed air directly into the flight air to bypass the air cycle machine and the actuator
compartment supply duct. If a cooler temperature switch opens to remove the ground from relays K6
is desired, the flight compartment trim valve closes and K7.
and the cabin trim valve opens to allow hot bleed air
directly into the cabin supply duct. If the cabin has Manual Temperature Control
not called for this additional heat, its system causes Cabin
the pack temperature control valve to reposition to
restore cabin requirements, with the added hot bleed In the manual mode, the cabin manual/auto switch on
air, and provide the desired temperature in the flight the air conditioning panel is positioned at MANUAL
compartment. and the required temperature is obtained by adjusting
the cabin manual temperature control selector switch
If a cooler flight compartment temperature is desired between COOL and WARM. In this mode, there are
when the air conditioning pack is already operating at no limits in the supply temperature range.
full cold, the cabin trim valve starts to open with the
following results. Selecting the cabin manual/auto switch to MANUAL
energizes the auto/manual relay K1 to initiate the
●●The switch within the trim valve actuator closes to
following functions:
provide a ground (through the pack valve actuator
switch) to energize the return to center relay K6 ●●Isolate the hot and cold command signals from
and the return to center latching relay K7 closed. the cabin temperature controller to the pack
temperature control valve actuator.
●●A circuit is completed, through the closed contacts
of relay K6, to supply a signal to the trim valve

Figure 39 – Flt Compartment Temp. Control


●●Complete the COOL and WARM electrical circuits If a warmer flight compartment temperature is desired,
between the cabin manual temperature control the trim valves are positioned to add heat to the flight
selector switch and the pack temperature control compartment supply duct. If a cooler temperature is
valve actuator. desired, the trim valves are positioned to add heat
●●With the electrical circuits complete, direct signals to the cabin supply duct. The cabin will readjust
are sent to the actuator to position the control itself to the added heat in the AUTO mode or the
valves as determined by the selection made at the cabin manual temperature selector will have to be
cabin manual temperature control selector switch. readjusted.
Flight Compartment Duct Overheat System
In the manual mode, the flight compartment manual/ If the cabin or flight compartment supply duct air
auto switch on the air conditioning panel is positioned temperature exceeds 88 degrees C (190 degrees F) a
at MANUAL and the required temperature is duct overtemperature switch closes with the following
obtained by adjusting the flight compartment manual results:
temperature control selector switch between COOL ●●An electrical circuit is completed through the switch
and WARM. Selecting the flight compartment manual/ to the master caution control box and a DUCT HOT
auto switch to MANUAL energizes the auto/manual caution light comes on.
relay K2 to initiate the following functions: ●●The duct overheat relay K3 or K4 is energized.
●●Isolate the hot and cold command signals from the
Energizing the duct overheat relay K3 or K4 initiates the
flight compartment temperature controller to the
following functions:
trim valve actuator in the supply duct.
●●The auto/manual relay K1 or K2 is energized to
●●Complete the COOL and WARM electrical
isolate the automatic hot and cold commands from the
circuits between the flight compartment manual
cabin or flight compartment temperature controller to
temperature control selector switch and the trim
the associated valve actuator.
valve actuator.
●●An electrical circuit is completed to provide a direct
●●With the electrical circuits complete, direct signals
COOL signal to the associated valve actuator. This
are sent to the actuator to position the valves as
signal causes the actuator to reposition its valves to
determined by the selection made at the flight
operate the refrigeration pack in the full cold mode.
compartment manual temperature control selector
switch.

Figure 40 – Duct Overtemp


When the duct temperature falls to 82 degrees C (180
degrees F) the overtemperature switch opens to resume
air conditioning operation.


TEMPERATURE TRIM VALVE If a cooler flight compartment temperature is desired,
the cabin butterfly valve is opened to allow hot bleed
Description air directly into the cabin distribution system. The flight
The temperature trim valve consists of two 1.0 inch compartment butterfly valve remains closed. Since
butterfly valves driven by an electrically−operated the cabin has not called for this extra heat, the pack
actuator through mechanical linkage. All three temperature control valve is repositioned to allow less
components are installed on a mounting plate attached bypass. The resulting cooler pack discharge temperature
to the condenser/mixer in the rear fuselage aft of the rear restores cabin requirements (pack discharge plus
pressure dome. added heat) and gives the flight compartment its cooler
temperature.
Operation The butterfly valve linkage can be locked in a closed
The temperature trim valve regulates the temperature position after the electrical actuator linkage crank is
of the air supplied to the flight compartment by opening disconnected.
and closing the butterfly valves to control the flow of hot
In the event of an actuator fault, both valve linkages may
bleed air to achieve the desired temperature. The valves
be transferred from the actuator arm to the respective
are controlled by an electrically−operated actuator which
locking locations. This leaves flight compartment air
modulates in response to automatic signals from the
supply temperature the same as that furnished to the
flight compartment temperature controller, or from direct
cabin.
electrical inputs from the manually−operated switch.
At the operator’s discretion, the cabin linkage only (the
The mechanical linkage connecting the two butterfly
shorter of the two) may be locked. This retains the
valves to the actuator is designed to effect a sequence
capability for extra flight compartment heat on demand,
of valve openings and closings, in response to rotation of
while reducing the risk of icing damage to the air cycle
the actuator, to provide a complete temperature range for
machine.
the flight compartment.
If a warmer flight compartment temperature is desired,
the flight compartment butterfly valve is opened to
allow hot bleed air directly into the flight compartment
distribution system to achieve the temperature. The cabin
butterfly valve remains closed.

Figure 41 – Trim Valve


MOISTURE CONTROL
General
Air circulating within the air conditioning pack may be
cooled below the dew point resulting in a fog or mist
forming in the ducts. To control the amount of moisture
in the air supply to the cabin and flight compartment, a
condenser is installed in the duct between the secondary
heat exchanger and ACM turbine. The condenser
extracts excess moisture from the air supply and routes it
to the air inlet for the heat exchanger.

Figure 42 – Moisture Control



DHC 8 -300
(Differences)
Chapter
21
AIR CONDITIONING
© Jazz Air LP, 2008. All rights reserved. No part of these materials may be reproduced, stored in any material form
(including photocopying or storing on any medium by electronic means) without the prior written permission of the
copyright holder, except in accordance with the provisions of the Copyright Act. The doing of any unauthorized act in
relation to a copyright work may result in a civil claim for damages and/or criminal prosecution.
DHC-8 300 (Differences)
AIR CONDITIONING (PRE 1990

Air Conditioning System
The air conditioning system consists of a bleed air
system from each engine, two air conditioning packs,
gasper air and recirculation air systems. Conditioned air
is fed to the cabin and flight compartment via outlet grilles
in the cabin ceiling and cabin and flight compartment
sidewalls. When the gasper system is in operation, air is
supplied to individually controlled air outlets in the cabin,
flight compartment and lavatory.
Pressurization
Exhaust air from the cabin and flight compartment is
metered through two outflow valves inthe rear pressure
dome.

Figure 43 – Air Conditioning


COMPRESSION
General
Compressed air to supply the requirements for air
conditioning and pressurization is provided by the engine
compressor through high or low pressure bleed ports.
The installations vary only slightly between nacelles,
each using identical components except ducting.
Two BLEED switches on the flight compartment air
conditioning panel turn on the engine bleeds,and two
pressure switches in each system control which bleed
port is used. Two PACKS switches and a single rotary
BLEED flow selector on the air conditioning panel
control the quantity of air conditioning. Overtemperature
switches are incorporated as a safety feature to shut
down an individual bleed air system automatically if an
overtemperature condition arises.


BLEED AIR SYSTEM level but not at high altitude except during an engine
re−start.
Description
Precooler
Within each nacelle the bleed air system consists of a
precooler, two high pressure switches, a high pressure The precooler is a steel heat exchanger mounted above
shut−off valve, a high pressure choking venturi, a low the engine in the high pressure (HP) bleed air supply
pressure check valve, a nacelle shut−off valve and a duct line. Its purpose is to cool the hot HP bleed air of the
over pressure switch. The high and low pressure engine engine to an acceptable temperature for the aluminum
bleed outputs join upstream of the nacelle shut−off valve. heat exchangers of the two rear fuselage air conditioning
Downstream there is a bleed duct overtemperature packs. The cooling effect is achieved by the handling
switch, and a wing isolation check valve. The two wing bleed shut−off valve (HBOV) air flowing across the
ducts join a central fuselage duct which routes the bleed precooler and out through the zone 2 exhaust louver on
air back to two air conditioning packs in the rear fuselage the top of the engine nacelle.
aft of the rear pressure dome. In the same area there are High Pressure Switches
two pressure regulator and shut−off valves (one for each
air conditioning pack) controlled by a single flow control Two high pressure switches, located on the wing front
servo unit, set down limiter and shuttle valve. spar outboard of the nacelle, are connected to a tapping
in the outlet duct from the engine high pressure bleed
Each engine bleed is electrically controlled through a port. Each switch is a normally closed pneumatic
three position BLEED−OFF−HBOV switch and a high pressure sensing switch containing diaphragm operated
pressure control relay. electrical contacts which are connected into the circuit to
The PW 123 engine used in the series 300 aircraft has the high pressure shut−off valve when the BLEED switch
a high flow and pressure ratio. To achieve first stage is selected to BLEED. The No. 1 switch is set at 65 psig
high pressure at rated powers it is necessary to spill the while the No. 2 switch is set at 55 psig.
surplus low pressure (LP) air while in the idle regime. In ground taxi mode with weight on wheels (WOW) the
This is achieved by affixing a handling bleed shut−off No. 1 switch (65 psig) is activated, allowing the aircraft
valve (HBOV) valve to the LP bleed air port. This is a bleed air to remain on high pressure through the taxi
(PW) engine part that is pneumatically actuated and regime. A sensed pressure of 65 psig rising moves the
electrically controlled by a torque motor receiving signals diaphragm to open a set of contacts in the switch; the
from the engine control unit (ECU). The valve is opened contacts close when the sensed pressure drops to 65
during ground idle and is ramped shut as the engine psig falling.
speed increases. It is also open at flight idle near sea

Figure 44 – Bleed Air


In the flight mode (no WOW signal) the only difference Wing Bleed Overpressure Switch
from the ground mode is that the No. 2 (55 psig) switch
The bleed overpressure switch is installed in a boss in
is activated instead of the No. 1 switch. However, when
the bleed air delivery duct downstream from the nacelle
the deice AIRFRAME AUTO selector is positioned to
shut−off valve. The switch is pressure sensing and is set
SLOW or FAST the HP bleed air is controlled by the No.
at 75 psig. When this limit is reached the switch sends an
1 switch.
electrical signal to close the nacelle shut−off valve and
High Pressure Bleed Air Venturi isolate the affected wing.
A “choking” venturi is installed in the HP bleed port Bleed Air Overtemperature Switch
to restrict bleed offtake to a maximum of 10% of HP
The overtemperature switch is installed in a boss in
air. This restriction is to prevent engine bleed from
the bleed air delivery duct downstream of the nacelle
reaching damaging quantities, for example when both air
shut−off valve. The switch consists of a normally open,
conditioning packs operate from a single engine or in the
single pole thermal switch with a bi−metal element. The
event of a duct rupture.
switch closes when the duct air temperature exceeds 290
Low Pressure Check Valve degrees C.
The low pressure check valve is mounted in the low Bleed Switches
pressure (LP) bleed port. Its prime function is to isolate
Two BLEED selector switches are located on the air
LP bleed air from the bleed air system when the HP
conditioning panel in the flight compartment. They control
bleed system is operating. The LP bleed port does not
the opening and closing of the high pressure shut−off
have a venturi like the HP system but the check valve
valves and the nacelle shut−off valves. The switches
has a restrictor built in to perform the same function. The
are labeled HBOV−OFF−BLEED. When the lever− lock
valve limits LP bleed to a maximum of 10% of bleed flow.
feature of either switch is over−ridden and is manually
Nacelle Shut−Off Valve selected to HBOV, the bleed air is activated together
with the handling bleed−off valve. The manual selection
The nacelle shut−off valve is installed in the outlet duct
is only used when the engine control unit (ECU) is
of the bleed air system in the nacelle. The valve shuts
unserviceable.
off bleed air to the air conditioning packs when the
respective BLEED switch is selected OFF. The valve is When Mod 8/1646 is embodied, the three−position
also automatically signalled to close when the engine HBOV−OFF−BLEED switches are removed and replaced
bleed overpressure or over temperature limits are with two−position OFF−BLEED switches that eliminate
exceeded. the HBOV manual over−ride positions.

Figure 45 – Bleed Air Schematic


Bleed Flow Control valves down stream pressure isn’t more than 6 psi
above cabin pressure, the set−down limiter vents signal
The bleed flow control, located on the air conditioning
pressure to maintain sufficient flow to pressurize the
panel in the flight compartment, is a variable
cabin.
potentiometer which controls the flow control servo
valve in the rear fuselage aft of the rear pressure dome. The set−down limiter allows the NORM (center) position
Adjustment of the control causes changes in the bleed on the bleed flow control knob to be used thus providing
flow rate through the pressure regulator and shut−off two thirds of the total output of the two air conditioning
valves. packs. This setting is used to economize on bleed flow
without requiring continuous adjustment.
Mod 8/1656 introduces a 3−position (MIN−NORM−MAX)
rotary switch that directly controls the pressure regulator Shuttle−Valve (Pre−Mod 8/1656)
and shut−off valves. The set−down signals from each
The shuttle−valve is a single ball type valve that receives
valve are taken from its regulated pressure port, via a
output pressure from both pressure regulator and
miniature solenoid. The modification removes Para 1.
shut−off valves. The pressure regulator and shut−off
items K.,L. and M. and introduces new Para 1. items O.
valve with the highest output pressure influences the
and P. The system operating procedure is unchanged.
set−down limiter modifying venting of the limiter.
Flow Control Servo (Pre−Mod 8/1656)
Pressure Regulator and Shut−Off Valve
The flow control servo, located in the aft fuselage aft of
There are two pressure regulator and shut−off valves
the rear pressure dome, meters deice system air to the
(PRSOV) installed in the bleed air ducting in the rear
signal port in the pressure regulator and shut−off valves
fuselage aft of the rear pressure bulkhead. One is
via a set−down limiter. A dc signal from the bleed flow
mounted in the bleed air duct to the No. 1 (rear) air
control positions a torque motor to produce a signal
conditioning pack while the other is mounted in the bleed
pressure.
air duct to the No. 2 (forward) air conditioning pack. The
Set−Down Limiter (Pre−Mod 8/1656) purpose of the valves is to shut off bleed air to the air
conditioning packs when air conditioning is not required
The set−down limiter is connected into the signal line
and to regulate the flow of bleed air to the respective air
from the flow control servo to the two pressure regulator
conditioning systems.
and shut−off valves via a tee fitting.
Each valve consists of a solenoid, a pneumatic actuator
The purpose of the set−down limiter is to limit the
which is mechanically linked to a butterfly valve, and a
minimum output pressure of the two pressure regulator
and shut−off valves (PRSOV). If the higher of the two

Figure 46 – Flow Control


pressure sensing control to maintain the bleed air flow No. 2 switches with aircraft airborne and pressure below
schedule. 55 psig), deice time delay relay 3010−K2 energizes
and its normally closed contacts open to disconnect the
Solenoid Valve (Mod 8/1656)
deice system LP warning switch ground. This prevents
Two solenoid valves (one for each PRSOV) are the DEICE caution lights from illuminating during high
introduced into the system. The valves are normally pressure shut−off valve operation.
de−energized closed and are located between the
After a delay of 5 seconds from BLEED switch selection,
regulated pressure and signal pressure ports of the
time delay relay K3 energizes and its contacts change
PRSOV. The purpose of the solenoid valves (when
over to energize the high pressure shut−off valves
energized open) is to modulate the air pressure to the
open. With the high pressure shut−off valves open and
PRSOV signal port.
engines running, high pressure bleed air flows to the air
Lee Jet Restrictor (Mod 8/1656) conditioning system, through the choking venturi, nacelle
shut−off valves and aft fuselage pressure regulator and
A restrictor is located in each PRSOV signal pressure
shut−off valves.
port to assist the solenoid valve modulate the air
pressure to the signal pressure port of the PRSOV. After a delay of 5 seconds from the opening of the
time delay relay K3 normally closed contacts, power
Operation is disconnected for deice time delay relay 3010−K2
General control terminal C1; deice time delay relay 3010−K2
is de−energized and its contacts reconnect the deice
Selecting No. 1 or No.2 BLEED/OFF/HBOV or BLEED/ system LP warning switch ground.
OFF switch to BLEED causes its nacelle shut−off valve
to be de−energized open, and provides 28 V dc to the When either engine upstream high pressure bleed air
solenoid of time delay relay K3 via the normally closed reaches 65 psig on ground or 55 psig in the air, the
contacts of the HP bleed control relay K1 or K2. Power associated high pressure switch contacts open and
via the same source is also applied to the solenoid of disconnect the ground from time delay relay K3 and deice
time delay relay 3010−K2 and via the normally closed time delay relay 3010−K2. Time delay relay K3 contacts
contacts of time delay relay K3 to the control terminal C1 change over to de−energize both high pressure shut−off
of the deice time delay relay 3010−K2. valves closed and reconnect power to deice time delay
relay 3010−K2 control terminal C1, causing the relay to
At the same time of selection with both high pressure energize and disconnect the deice LP warning switch
switches closed (No. 1 switches with aircraft on ground ground. Low pressure bleed air then supplies the system.
with weight on wheels and pressure below 65 psig or

Figure 47 – Bleed Air Operation


NOTE: Alternatively, when the deice panel AIRFRAME
AUTO selector is positioned to SLOW or
FAST, the bleed air system remains in the
high pressure bleed air mode controlled by the
No. 1 high pressure switch (65 psig) whether
the aircraft is airborne or on the ground with
weight on wheels.
Overheat Condition
If an overheat condition causes one or both bleed air
overtemperature switches to close, the HP bleed control
relay is energized to initiate two electrical functions,
and the circuit for nacelle shut−off valve is completed to
energize the valve closed. At the same time the No. 1
or No. 2 BLEED HOT caution light on the caution lights
panel illuminates. When the overheat condition clears,
the normal function of the system is restored.
NOTE: An overheat shutdown of one engine’s bleed
does not affect the continued normal operation
of the opposite engine’s bleed.
Overpressure
An overpressure condition causes the bleed
overpressure switch to close at 75 psig, resulting in the
nacelle shut−off valve closing and isolating the affected
wing.

Figure 48 – Overheat/Overpressure Caution


SET−DOWN LIMITER (PRE−MOD shut−off valves via a single ball type shuttle−valve. The
pressure regulator and shut−off valve with the highest
8/1656) regulated pressure signal positions the shuttle valve ball,
Description to cut off the lower regulated pressure signal from the
other pressure regulator and shut−off valve; thus allowing
The set−down limiter is located in the rear fuselage aft only one regulated pressure signal to influence the limiter.
of the rear pressure bulkhead. The purpose of the limiter
is to prevent air conditioning pack pressure, supplied to When the highest pressure regulator and shut−off valve
the cabin, being less than 6 psi above the existing cabin regulated pressure signal drops to 6 psi above the cabin
pressure. This is achieved by bleeding off the set−down supply duct output pressure signal, the control lever
pressure signal to the limiter, as set on the BLEED−MIN/ in the limiter will move to open the poppet and allow
NORM/MAX rotary switch on the flight compartment air the deice set−down pressure signal to vent. This will
conditioning panel, and supplied by the flow control servo lower the set−down pressure signal to the two pressure
located adjacent to the set−down limiter. This establishes regulator and shut−off valves, causing the valves to
a low limit for air conditioning pack output pressure. open and increase the pressure output of the two air
conditioning packs. If the regulated pressure signals rises
The set−down limiter consists of an aluminum main higher than 6 psi above the cabin supply duct pressure
housing and upper and lower control covers held together signal, the limiter control lever will close close the poppet,
by 6 cap screws. The main housing has 3 ports; one resulting in an increase of set−down pressure to the two
each for the cabin supply duct output pressure signal, pressure regulator and shut−off valves, which in turn
the set−down pressure signal, and the pressure regulator will cause the valves to close and subsequently lower
and shut−off valve (PR & SOV) regulated pressure air conditioning pack output pressure. A laminar orifice,
signal. The main housing also contains a control lever located downstream of the limiter regulated pressure
that opens or closes a restrictor poppet over an orifice port, provides control of pressure flow and set−down
valve leading to the set−down pressure port. limiter response.
Operation
The set−down limiter receives an 18 psi deice pressure
signal via the flow control servo. The same deice
pressure signal is sent to the two pressure regulator and
shut−off valves. The limiter also receives a pressure
signal from the cabin air supply duct as well as regulated
pressure signals from the two pressure regulator and

Figure 49 – Set Down Limiter


PRESSURE REGULATOR AND SOV more air pressure from the “open” side of the pneumatic
actuator, allowing the spring force and “close” pressure to
Description drive the butterfly valve toward the closed position.
There are two pressure regulator and shut−off valves Once the flow rate has been set, actuator pressure
(one for each of the two air conditioning packs) installed venting is controlled by regulated pressure sensed
in the bleed air duct in the rear fuselage aft of the rear downstream of the valve. An increase in downstream
pressure dome. The valves perform two functions: one is pressure acts on the regulating capsule to vent more
to shut off the flow of bleed air to the valve’s respective “open” pressure. A decrease in downstream pressure
pack and the other to regulate the flow of bleed air to its retains more “open” pressure. The stabilizer unit
air conditioning pack systems dampens the summing bar movement and hence the
butterfly valve operation.
Operation
In the shut off function, selecting the left or right OFF/ as altitude increases, an aneroid expands to vent more
MAN/AUTO PACKS switch on the air conditioning panel “open” pressure. The aneroid contracts, on decreasing
to OFF energizes the solenoid to close off the supply altitude, to vent less. Pneumatic actuator and butterfly
of air to the open side of the associated valve actuator. valve respond as above open position. If a min flow
The spring and air pressure to the “close” side will rate is desired, the torque motor is positioned to vent a
move the actuator to close the butterfly valve. Selecting small amount of servo air overboard, thus the full 18 psi
the OFF/MAN/AUTO PACKS switch to MAN or AUTO, deice system pressure acts on the signal capsule to vent
deenergizes the solenoid to allow air pressure to the more air pressure from the “open” side of the pneumatic
“open” side of the actuator to open the butterfly valve. actuator, allowing the spring force and “close” pressure to
If a high flow rate is desired, as selected on the BLEED drive the butterfly valve toward the closed position.
MIN/NORM/MAX rotary flow control knob on the air Once the flow rate has been set, actuator pressure
conditioning panel, the torque motor is positioned to vent venting is controlled by regulated pressure sensed
a large amount of servo pressure overboard. The loss of downstream of the valve. An increase in downstream
servo pressure on the signal capsule vents a minimum pressure acts on the regulating capsule to vent more
amount of pressure from the “open” side of the pneumatic “open” pressure. A decrease in downstream pressure
actuator, assisting it to overcome the spring force and retains more “open” pressure. The stabilizer unit
“close” pressure, and driving the butterfly valve toward dampens the summing bar movement and hence the
the amount of servo air overboard, thus the full 18 psi butterfly valve operation.
deice system pressure acts on the signal capsule to vent

Figure 50 – PRSOV

as altitude increases, an aneroid expands to vent more
“open” pressure. The aneroid contracts, on decreasing
altitude, to vent less. Pneumatic actuator and butterfly
valve respond as above.

Figure 51 – PRSOV Operation


DISTRIBUTION The air is then routed, via the recirculation control valve,
to the condenser/mixer section of both air conditioning
General packs to the cabin and flight
Conditioned air from two air conditioning packs is ducted compartment. A butterfly type check valve is line mounted
into the fuselage at the center of the rear pressure in the ground conditioned air duct to prevent recirculated
bulkhead. Number one (rear) pack supplies conditioned air or air conditioning pack air from spilling overboard
air to the cabin while the number two (forward) pack through the ground air connection.
supplies conditioned air to the flight compartment and
cabin. Cabin air ducting is routed above the cargo
compartment to cabin outlet grilles in the ceiling and
along side the baggage compartment to dado panel
grilles near the cabin floor. Flight compartment ducting
is routed below the cabin floor to outlets in the flight
compartment.
An air recirculation system draws air over the avionics
equipment in the avionics bay (via a recirculation fan)
and routes it back to the condenser/mixer section of
both air conditioning packs when they are in operation.
If one pack is shut off, a recirculation control valve in the
ducting directs the recirculated air to the condenser/mixer
of the operating pack.
On aircraft incorporating S.O.O. 8069, conditioned air can
be supplied to the cabin and flight compartment through
an eight inch universal ground air service connector
located on the right hand side of the fuselage (when an
APU is installed the fitting is on the left hand side). The
air supply is routed through a short flexible duct to the
recirculated air duct in the rear fuselage forward of the
recirculation control valve.

Figure 52 – Distribution

CABIN AIR DISTRIBUTION equipment for equipment cooling, then routes it back to
the air conditioning packs. Air flowing into the baggage
General compartment is dumped overboard via the normal outflow
Conditioned air for the cabin is supplied by the number valves.
one (rear) air conditioning pack. The air enters the cabin The cabin air delivery duct from the number one air
at the center of the rear pressure dome and is routed to conditioning pack incorporates a duct temperature
cabin roof outlet grilles on both sides of the cabin roof sensor and a duct overtemperature switch, which are
and galley area. Air is also routed to lower outlet grilles in part of the temperature control system. A cabin duct
the cabin via a cabin grille valve located in the inlet duct temperature sensing bulb, located in the cabin supply
at the center of the rear pressure bulkhead. The valve duct downstream of the duct overtemperature switch
is controlled by a three position CAB DUCT switch (HI/ provides signals to a cabin duct temperature indicator on
BOTH/LOW) located on the air conditioning panel in the the air conditioning panel in the flight compartment.
flight compartment.
In addition to normal cabin air conditioning, manually
controllable air outlets (gaspers) are provided at each
seat location and in the lavatory and flight compartment.
The air for the gaspers comes from flight compartment
conditioned air supply duct which receives its air from the
number two (forward) air conditioning pack. The gasper
system incorporates a fan in the duct to maintain or boost
the flow when most or all the gaspers are open. The fan
is controlled by a GASP FAN three position switch (OFF/
AUTO/ON) located on the air conditioning panel in the
flight compartment. In the AUTO position the fan comes
on automatically when the flight compartment inlet air
temperature drops below 30 degrees C as sensed by the
thermostatic switch in the flight compartment supply duct.
Air is exhausted from the cabin through louvers into
the baggage compartment. Air flowing into the avionics
compartment from the flight compartment is picked up by
the recirculation fan which draws the air over the avionics

Figure 53 – Distribution - Gaspers


FLIGHT COMPARTMENT AIR
DISTRIBUTION
Description
Conditioned air is supplied from the number two (forward)
air conditioning pack. The air enters the cabin at the
center of the rear pressure dome and is routed to the
flight compartment via flexible ducts underneath the
cabin floor. A wye duct splits the airflow and directs
the separated flow into two individual but identical air
distribution sub−systems, one for the pilot and one for
the copilot. A fan provides air for flight compartment
ventilation when the aircraft is on the ground, and a
silencer is installed in the flight compartment air duct to
reduce air noise in the duct.
The delivery duct from the number two air conditioning
pack incorporates a duct temperature sensor, a duct
temperature sensing bulb, a thermostatic switch and
a duct overtemperature switch which are part of the
temperature control system located under the cargo
compartment.

Figure 54 – Distribution - Flt. Deck


AIR RECIRCULATION SYSTEM
Description
The recirculation system routes exhaust air from the flight
compartment over the avionics equipment in the avionics
bay, back to the air conditioning packs.
The system consists of a removable filter under the
avionics rack, and a length of acoustic tubing to
recirculation fan, located under the cabin floor. The fan is
controlled, through a fan control relay, by a switch on the
air conditioning panel marked OFF − RECIRC. Electrical
power is provided from the 28V dc left secondary bus.
A duct extends rearwards, underneath the cabin floor,
to both packs’ condenser/mixers (via a three−position
recirculation control valve), where the recirculated air
is mixed with conditioned air. The recirculation damper
valve is controlled by the two PACKS − OFF/MAN/
AUTO switches on the air condioning panel in the flight
compartment. When the left PACKS (aft A/C pack) switch
is selected to MAN or AUTO, the valve is positioned
to route all recirculation air to aft pack’s condenser/
mixer. When the right PACKS (fwd A/C pack) switch is
positioned to MAN or AUTO the valve is positioned to
route all recirculation air to the fwd pack’s condenser/
mixer. When both PACKS switches are selected to MAN
or AUTO, the valve is positioned to allow recirculation air
to the fwd and rear A/C packs’ condenser/mixers. A check
valve in the duct prevents any back flow of conditioned
air when the recirculation system is not in operation.

Figure 55 – Air Recirculation


PRESSURIZATION CONTROL pneumatically operated and spring−loaded closed. Cabin
pressure is applied to the inside of the poppet/diaphragm
General and to the outer dome of each valve.
Pressurization is controlled by two normal outflow Selecting the desired cabin altitude causes a dc signal
valves which modulate in response to electrical signals to position the torque motor on the master valve to meter
generated by a cabin pressure controller. A safety suction (produced by the venturi ejector) to the outer
outflow valve is provided for manual pressurization and domes of both outflow valves.
for smoke removal from the flight compartment. The
pressurized area of the fuselage extends from the front
pressure bulkhead immediately forward of the windshield
at Sta. X37.3 to the rear pressure dome at Sta. X715.34.
This area includes the flight compartment, cabin
underfloor space and the baggage compartment.
Description
The pressurization system consists of two normal and
one safety outflow valves, a control unit with selector
panel, an indicator panel, a cabin pressure controller, a
forward dump manual selector, and a venturi ejector.
Outflow Valves
Two identical normal outflow valves are located on the
rear pressure dome. The right valve is the main or master
valve and is the only valve that has the torque motor
receiving electrical commands from the cabin pressure
controller. The left valve is the auxiliary or slave valve. It
has a torque motor which is not connected to the cabin
controller but the valve is connected pneumatically to
the master valve and instantly follows its positions as
commanded by the cabin pressure controller. Both valves
consist of a torque motor, poppet/diaphragm assembly,
spring, outer dome and differential limiter. The valves are

Figure 56 – Pressurization Control


COOLING (PRE 1990 INTERIOR Description
General Condenser/Mixer
The cooling system consists of two air conditioning packs Each assembly consists of an annular mixing chamber in
mounted in tandem in the rear fuselage aft of the rear which recirculated air is blended with ACM discharge and
pressure dome. The forward pack is the number 2 pack; bypass bleed air, before flowing accross the condenser
it supplies the flight compartment and gasper systems (low pressure pass). Each condenser high pressure pass
with conditioned air. The rear pack, or number 1, supplies has a water collector in its outlet header.
the cabin system. Both packs are supplied with hot bleed
air from both engines and cool this air as necessary
before distribution to their respective systems. When
heating is required the hot bleed air is allowed to bypass
the refrigeration section of the selected system’s pack.
If cooling is required, the selected system’s temperature
control valves close, routing the hot bleed air through its
refrigeration section.
Silencers are installed in the bypass ducts downstream of
both packs’ temperature control valves to reduce noise in
the ducts.
Temperature of the air supplied by either pack is
controlled automatically or manually from the air
conditioning panel in the flight compartment.
In the event of a single pack failure, the remaining pack
supplies conditioned air for all systems. If both packs fail,
ram air is supplied to the cabin and flight compartment for
ventilation.

Figure 57 – Cooling

Operation normal outflow so the fwd outflow valve is opened to
exhaust the emergency ram airflow.
Overheat Condition
If the temperature of the air discharged from either
ACM compressor exceeds 207 degrees C + or − 5
;(405 degrees F + or − 10), the compressor discharge
overtemperature switch closes with the following results.
1. The affected pack’s AIR COND PACK HOT
caution light on the caution lights panel illuminates.
2. The affected pack’s pressure regulator and
shut−off valve is energized closed shutting off
bleed air to the pack.
3. The recirculation air diverter valve is positioned to
shut off recirculation air to the affected pack and
diverts all recirculation air to the operating pack.
When the overheat condition clears, the compressor
discharge overtemperature switch opens to restore the
affected system’s operation, and the diverter valve is
positioned to the center position to allow recirculation air
to both packs.
Pack Failure
If a single air conditioning pack fails, its pressure
regulator and shut−off valve is energized closed to isolate
the pack; the remaining pack then supplies all aircraft
systems with conditioned air.
If both air conditioning packs fail, ram air will
slightly pressurize the air conditioning supply ducts.
Simultaneous pressurizing of the tail cone prevents

Figure 58 – Overtemp Caution


HEAT EXCHANGER
Description
Two identical heat exchangers, are located in the
fuselage aft of the rear pressure dome. Each consists of
a brazed aluminum core which is divided into separate
primary and secondary portions. Headers and mounting
brackets are of welded aluminum.
A second set of vent doors are located in the exhaust
duct aft of the aft No. 1 heat exchanger. A water spray
nozzle in the ram air inlet is connected, by drain lines,
to a water drain in the outlet header of the condenser.
The high pressure here forces any water collected to the
nozzle, to be sprayed into the heat exchanger inlet.

Figure 59 – Heat Exchanger


PACK TEMPERATURE CONTROL
VALVE
Description
Each of the two air conditioning packs has a pack
temperature control valve which consists of a 1.5
inch diameter pack bypass butterfly valve operated in
opposition to a 2.5 inch diameter throttle butterfly valve
by an electric actuator. The two valves are mechanically
linked to the actuator and all three components are
installed on a common mounting plate attached to the
heat exchanger of each air conditioning pack in the
rear fuselage aft of the rear pressure dome. Each pack
bypass valve is located in a bypass duct from the bleed
air duct and the throttle valve is located in the outlet duct
from both primary heat exchangers.

Figure 60 – Pack Valve


TEMPERATURE CONTROL on a temperature selector on the air conditioning panel
and sends a signal to the appropriate pack valve actuator
General to modulate its valves to achieve the desired cabin
The air conditioning system temperature is controlled temperature.
by two electrical sub−systems, one for the cabin and F/C Temperature Control System
one for the flight compartment. The cabin sub−system
controls the air temperature generated by the no. 1 The flight compartment temperature control system
air conditioning pack while the flight compartment consists of a temperature controller, a duct temperature
sub−system controls the air temperature generated by sensor, a duct temperature sensing bulb, a duct
the no. 2 air conditioning pack. Each sub−system is overtemperature switch, a thermostatic switch, a zone
controlled by independent sets of switches, on the air temperature sensor, a pack temperature control valve
conditioning panel, which can be positioned for manual assembly (No. 2 air conditioning pack) together with
or automatic operation. In the event of failure of one air controls on the air conditioning panel and associated
conditioning pack, air is supplied to the cabin and flight relays. The system operates in the same way as the
compartment by the remaining pack. A temperature gage cabin system, except that the signal from the temperature
located on the air conditioning panel allows monitoring controller is sent to the No. 2 air conditioning pack
of the temperature of the cabin compartment air as well temperature control valve actuator to modulate the valves
as the temperature in the cabin or flight compartment air to achieve the desired flight compartment temperature,
ducts. The gage is controlled by a rotary three position and the additional thermostatic switch controls the gasper
switch (CAB DUCT/CABIN/FC DUCT). far in its AUTO mode.
Pack Temperature Control Valve Actuators
Description
There are two pack temperature control valve actuators
Cabin Temperature Control System
(one each for No. 1 and No. 2 air conditioning packs).
The cabin temperature control system consists of a The actuators are mounted on brackets in the air
temperature controller, a duct temperature sensor, a duct conditioning bay and each consists of an electric motor
temperature sensing bulb, a duct overtemperature switch, which drives mechanical linkage to open and close the
a cabin zone temperature sensor, a pack temperature valves. In the automatic temperature control mode,
control valve assembly (No. 1 air conditioning pack), the actuators are operated by signals from the cabin
together with controls on the air conditioning panel and temperature controller (No. 1 pack valves), or flight
associated relays. The temperature controller compares compartment temperature controllers (No. 2 pack valves).
input signals from the cabin temperature selection made When cabin or flight compartment manual control is

Figure 61 – Temp. Control


selected, the appropriate auto/manual relay is energized Operation
to isolate its circuit for automatic commands and its
actuator operates directly from electrical inputs from the Automatic Temperature Control
cabin or flight compartment manual control switch. Flight Compartment
Temperature Sensing Bulb In the automatic mode, the right PACKS OFF/
There is a temperature sensing bulb located in the MAN/AUTO switch on the air conditioning panel
cabin supply duct in the air conditioning bay aft of is positioned at AUTO and the flight compartment
the rear pressure bulkhead, and one located in the automatic temperature control is rotated toward COOL
flight compartment supply duct under the baggage or WARM as required.
compartment floor. They are electrical resistant type Temperature of the flight compartment air supply
which transmit variations in resistance, proportional is sensed by flight compartment duct temperature
to temperature changes, to the TEMP gage on the air sensors. Temperature of the air leaving the flight
conditioning panel. The gage reading allows for more compartment is sensed by the flight compartment
precise temperature control when operating in the zone temperature sensor located behind the pilot
manual mode. seat. The sensors are electrically wired to form a
Flight Attendant Temperature Control bridge circuit within the flight compartment controller.
There is a temperature control rotary switch on the The No. 2 pack temperature control valve actuator
forward flight attendant’s panel. This switch gives responds to electrical signals from the controller and
the flight attendant total temperature control of the positions its valve assembly to regulate the flow of
cabin conditioned air when the flight compartment air hot and/or cold air at the desired temperature. The
conditioning panel CABIN/TEMP CONTROL rotary switch temperature limits are the same as for the cabin
is selected to the full counterclockwise F/A position. system.
Thermostatic Switch
There is a thermostatic switch located in the flight
compartment conditioned air supply duct under the
baggage compartment floor. This switch controls the
operation of the gasper fan when the cockpit GASP
FAN−OFF/AUTO/ON switch is selected to the AUTO
position.

Figure 62 – Temp Control - Operation


Dash 8 q200 - ATA - 21 - Air - Conditioning

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DHC Dash 8 -100

Oct. 1/2009 - © Jazz Air LP Page 2

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PRESSURE REGULATOR AND SOV. . . . . . . . 24 AIR RECIRCULATION SYSTEM . . . . . . . . . . 44

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BLEED AIR SYSTEM FLIGHT COMPARTMENT FAN

CABIN AIR DISTRIBUTION (PRE 1990 INTERIOR − AIR CYCLE MACHINE

FLIGHT COMPARTMENT AIR DISTRIBUTION (PRE HEAT EXCHANGER

Oct. 1/2009 - © Jazz Air LP Page 7

FOR TRAINING PURPOSES ONLY

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Oct. 1/2009 - © Jazz Air LP Page 9

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Oct. 1/2009 - © Jazz Air LP Page 10

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Figure 1 – Pre Mod 8/1127 (1 of 2)

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Figure 2 – Pre Mod 8/1127 (2 of 2)

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Figure 3 – Bleed Air - Schematic

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Oct. 1/2009 - © Jazz Air LP Page 16

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Figure 4 – Bleed Air - Components

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Oct. 1/2009 - © Jazz Air LP Page 18

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Figure 5 – Bleed Air Flow Control

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Oct. 1/2009 - © Jazz Air LP Page 20

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FOR TRAINING PURPOSES ONLY

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Figure 7 – Bleed Air Electrical Schematic

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 24

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FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 26

FOR TRAINING PURPOSES ONLY

FOR TRAINING PURPOSES ONLY

Oct. 1/2009 - © Jazz Air LP Page 28

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Figure 10 – APU Bleed Air

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Oct. 1/2009 - © Jazz Air LP Page 30

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Oct. 1/2009 - © Jazz Air LP Page 31

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Oct. 1/2009 - © Jazz Air LP Page 32