D

OPERATING DATA MANUAL

CHAPTER 6

AIR CONDITIONING AND PRESSURIZATION

PAGE

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.00.1

CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.10.1

CAUTION/WARNING LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
AIR CONDITIONING CONTROL PANEL (Pre 1990 Interior) . . . . . . . . . . . . . . . . .2
AIR CONDITIONING CONTROL PANEL (1990 Interior) . . . . . . . . . . . . . . . . . . . . .4
CABIN ALTITUDE CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
CABIN ALTITUDE/PRESSURIZATION CONTROL PANEL . . . . . . . . . . . . . . . . . . .7
CABIN TEMPERATURE CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
FORWARD (SAFETY) OUTFLOW VALVE SELECTOR . . . . . . . . . . . . . . . . . . . . . .6
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.20.1
AIR CONDITIONING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
FLIGHT COMPARTMENT AIR CONDITIONING SCHEMATIC (Pre 1990
Interior) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
CABIN AIR CONDITIONING SCHEMATIC (Pre 1990 Interior) . . . . . . . . . . . . . . . .4
FLIGHT COMPARTMENT AIR CONDITIONING SCHEMATIC (1990 Interior) . . .5
CABIN AIR CONDITIONING SCHEMATIC (1990 Interior) . . . . . . . . . . . . . . . . . . .6
EMERGENCY RAM AIR VENTILATION SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . .7
EMERGENCY RAM AIR VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
CABIN ALTITUDE CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
CABIN ALTITUDE CONTROL - OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
PRESSURIZATION MODE CONTROL SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . .12
PRESSURIZATION ENVELOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
PRESSURIZATION AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

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CAUTION LIGHTS (amber)

FLT COMPT
PACK HOT ILLUMINATED - Flight compartment pack
compressor discharge temperature exceeds
CAUTION LIGHTS 207_ C (405_ F).
- PR & SOV energizes closed to cut off bleed air
supply.

CAUTION LIGHTS (amber)

CABIN
DUCT HOT ILLUMINATED - indicates overheat (over 88_ C) in
cabin supply duct. Pack temperature control
CAUTION LIGHTS valves are driven to maximum cooling position.
- light extinguishes when temperature drops below
82_ C and normal operation resumes.

CAUTION LIGHTS (amber)

FLT COMP
DUCT HOT ILLUMINATED - indicates overheat (over 88_ C) in
flight compartment supply duct. Pack
CAUTION LIGHTS temperature trim valves are driven to maximum
flight compartment cooling position.
- light extinguishes when temperature drops below
82_ C and normal operation resumes.

CAUTION LIGHT (amber)

CABIN
PACK HOT ILLUMINATED - Cabin pack compressor discharge
temperature exceeds 207_C (405_ F).

CAUTION LIGHTS - PR & SOV energizes closed to cut off bleed air
supply. dod03_061000_001.doc, pb, 15/09/95

WARNING LIGHTS (RED)

CABIN
PRESS ILLUMINATED - cabin pressure exceeds 10,000 ft.
- light extinguishes when cabin altitude descends
WARNING LIGHTS below 10,000 ft.

CAUTION / WARNING LIGHTS

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OPERATING DATA MANUAL

BLEED AIR CONTROL SWITCHES FLIGHT COMPARTMENT FAN SWITCH

HBOV - position is not to be selected by flight crew FC FAN - controls fan while on the ground.
BLEED 1 or 2 - initiates bleed air flow from associated Weight on wheel switches (L and R main gear)
engine to both packs. deactivate fan when airborne.

OFF - terminates bleed air flow from associated OFF - selects fan OFF
engine HEAT - (optional) activates fan and duct heater ON
when external power is available.

CABIN/DUCT TEMPERATURE SELECTOR

(rotary selection)
CAB DUCT - indicates air temperature in supply
duct from aft pack.
CABIN - indicates cabin zone air temperature.
FC DUCT - indicates temperature in supply duct
from forward pack.

MANUAL TEMPERATURE CONTROL SWITCH

- provides manual control when PACKS control
switch selected to MAN
- holding switch towards COOL or WARM, directs
pack bypass valves to selected direction

ON

GASP FAN
FLIGHT COMPARTMENT AUTOMATIC TEMPERATURE
CONTROL
WARM (rotary action)
ROTATE - adjusts flight compartment temperature
when associated PACKS control switch is selected to
AUTO.
OVERHEAD PANEL

CABIN AUTOMATIC TEMPERATURE CONTROL PACKS CONTROL SWITCHES

(rotary action)
ROTATE - adjusts cabin temperature when
associated PACKS control switch is selected
to AUTO.
- rotating fully counterclockwise to F/A position
allows flight attendant to control cabin
temperature from the flight attendant's panel
above the wardrobe.
- left switch controls aft pack (cabin).
- right switch controls forward pack (flight
compartment).
OFF - selects associated pack off.
MAN - selects associated pack to MANUAL
TEMPERATURE CONTROL SWITCH
AUTO - selects associated pack to AUTOMATIC
CONTROL SWITCH

AIR CONDITIONING CONTROL PANEL (Pre 1990 Interior)

(Sheet 1 of 2)
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RECIRCULATION FAN SWITCH CABIN/DUCT TEMPERATURE INDICATOR

RECIRC - controls the recirculation fan - indicates air temperature (degrees celsius) in
the cabin duct, cabin zone or flight
compartment as selected on the cabin/duct
temperature selector.

BLEED AIR FLOW SELECTOR

- controls bleed air flow rate to each pack
MIN - detent position
-selects minimum bleed air flow
NORM - detent position
-used for enroute flight conditions.
MAX - provides maximum bleed air flow for
heating or cooling.
NOTE
The NORM selection on the Bleed Air Flow
control is compatible with the HI or LO CAB
DUCT selection, while the MAX selection is
required with the BOTH selection.

OVERHEAD PANEL

CAB DUCT SELECTOR GASPER FAN SELECTOR

(rotary selection)
HI - air flows from overhead grilles.
BOTH - air flows from upper and lower
cabin grilles.
LO - air flows from lower cabin grilles.
(rotary selection)
OFF - selects gasper fan OFF
AUTO - fan activates ON when FC duct
temperature is less than 30_C (86_F)
ON - selects gasper fan ON regardles of
ambient temperature.

AIR CONDITIONING CONTROL PANEL (Pre 1990 Interior)

(Sheet 2 of 2)
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OPERATING DATA MANUAL

AIR CONDITIONING
CABIN RECIRCULATION FAN BLEED AIR FLOW SELECTOR
HBOV
SWITCH - controls bleed air flow rate to
RECIRC CABIN - controls the OFF each pack
OFF
cabin recirculation fan MIN - detent position selects
RECIRC 1 BLEED 2 RECIRC minimum bleed air flow
CABIN F/C
NORM NORM - used for enroute flight
conditions in detent position
40
20
60 MAX - provides maximum bleed
0 air flow for heating or cooling
80
100
CABIN MIN MAX
BLEED
CAB FC
DUCT DUCT OFF
GAUGE F/C FAN
CABIN/DUCT TEMPERATURE FLIGHT COMPARTMENT FAN
OFF
INDICATOR MAN SWITCH
AUTO F/C FAN - activates fan on while
- Indicates air temperature
(degrees celsius) in the cabin PACKS on the ground
COOL WARM COOL WARM - weight on wheel switches (L
duct, cabin zone or flight
compartment duct as selected and R main gear) deactivate
on the duct temperature fan when airborne
selector F/A TEMP OFF - selects fan off
CABIN CONTROL FLT COMP
HEAT (optional) - activates fan
OVERHEAD PANEL and duct heater on when
external power is available

NOTE
On Mod 8/1656 airplanes, a
three position (MIN, NORM,
MAX) rotary action switch
replaces the variable position
rotary action switch on Pre-mod
8/1656 airplanes.

MOD 8/1656

AIR CONDITIONING CONTROL PANEL (1990 Interior)

(Sheet 1 of 2)
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BLEED AIR CONTROL SWITCHES FLIGHT COMPARTMENT RECIRCULATION FAN

HBOV --- Position is not to be selected by flight crew RECIRC F/C --- controls the flight compartment
On Mod 8/1646 airplanes the HBOV selection is removed. recirculation fan
BLEED 1 or 2 --- initiates bleed airflow from associated
engine to both packs
OFF --- terminates bleed airflow from associated engine
CABIN/DUCT TEMPERATURE SELECTOR
(rotary selection)
CAB DUCT --- indicates air temperature in supply
duct from aft pack
AIR CONDITIONING
HBOV CABIN --- indicates cabin zone air temperature
FC DUCT --- indicates temperature in supply duct
OFF OFF from forward pack

RECIRC 1 BLEED 2 RECIRC

CABIN F/C
NORM PACK CONTROL SWITCHES
40 --- left switch controls aft pack (cabin)
20 --- right switch controls forward pack (flight
60
0
compartment)
80
100 OFF --- selects associated pack off
CABIN MIN MAX MAN ---selects associated pack to MANUAL
TEMPERATURE CONTROL SWITCH
CAB FC
DUCT DUCT OFF AUTO --- SELECTS associated pack to AUTOMATIC
TEMPERATURE CONTROL SWITCH
GAUGE F/C FAN
OFF
MAN MANUAL TEMPERATURE CONTROL SWITCH
AUTO --- provides manual control when PACKS control
PACKS switch selected to MAN
COOL WARM COOL WARM
--- holding switch toward COOL or WARM
directs pack bypass valves to selected
direction
F/A TEMP
CABIN CONTROL FLT COMP

OVERHEAD PANEL FLIGHT COMPARTMENT AUTOMATIC

TEMPERATURE CONTROL
CABIN AUTOMATIC TEMPERATURE CONTROL
(rotary action)
(rotary action)
ROTATE --- adjusts flight compartment
ROTATE --- adjusts cabin temperature when temperature when associated PACKS control
associated PACKS control switch is selected to AUTO switch is selected to AUTO.
--- rotating fully counterclockwise to F/A position allows
flight attendant to control cabin temperature from
the flight attendant’s panel above the wardrobe

AIR CONDITIONING CONTROL PANEL (1990 Interior)

(Sheet 2 of 2)
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OPERATING DATA MANUAL

CABIN ALTITUDE CONTROL

--- selects destination when operating in
AUTO/NORM mode
CABIN ALTITUDE RATE CONTROL
--- selects enroute cruise altitude and destination
--- controls cabin altitude rate of climb or descent
elevation when operating in AUTO/CAB SET
when operating in semi---automatic mode. Index
mode
mark provides a 500 fpm climb and 300 fpm
descent
CABIN ALTITUDE DIAL
--- indicates selection made by cabin
altitude control
CABIN ALTITUDE MODE SELECTOR
(leverlocked 3 positions)
AUTO --- cabin altitude computer signals aft outflow
valve to maintain cabin altitude selected
MAN --- deactivates cabin altitude computer to aft
outflow valve
CABIN ALTITUDE --- cabin altitude decreases unless controlled
DUMP
4 1 RATE
manually
3 6 M
2 7 F
1 CAB ALT
8 A A INCR DUMP --- aft outflow valve remains open
U N
0 9
1
1000 ft
10
L --- cabin altitude increases towards ambient
T
AUTO
CAB
SET NORM
ALT BAR

OVERHEAD PANEL CABIN ALTITUDE AUTO FUNCTION SWITCH

(Cabin Altitude Mode Selector at AUTO)
NORM --- activates cabin altitude computer for full
automatic operation
--- preselect destination elevation prior to take---off
CAB SET --- permits semi---automatic operation
--- preselect enroute cabin altitude for cruise and
destination elevation prior to landing
dod0610000_002.dg/doc, pb, 21/08/95

BAROMETRIC CORRECTION INDICATOR BAROMETRIC CORRECTION CONTROL

--- indicates corrected barometric pressure
(altimeter setting) at departure or landing
airport
--- Aircraft with CR821SO08102 incorporated
display barometric pressure in millibars
--- selects corrected barometric pressure
(altimeter setting) of departure or
landing airport

CABIN ALTITUDE CONTROL PANEL

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FAULT LIGHT
ILLUMINATED --- briefly (2 sec.) during self---test.
CABIN ALTITUDE
--- continuously if there is a system malfunction
RATE
DUMP
3 4 5 6
2 CAB ALT 7 F M
1 8 A A INCR
0 9 U
N
L
--1 1000 FT 10 T
BARO IN HG AUTO
31
30 29
28 CABIN ALTITUDE MANUAL CONTROL
CAB
NORMAL
ALT BAR SET Set full counterclockwise for AUTO
If Cabin Altitude Mode Selector selected to MAN:
OVERHEAD PANEL
--- controls forward outflow valve
--- turning knob clockwise opens outflow valve
increasing cabin altitude
--- control effectiveness decreases as cabin altitude
approaches ambient
If Cabin Altitude Mode Selector selected to AUTO
and Cabin Altitude Auto Function Switch selected
to NORM:
--- controls forward outflow valve
--- turning knob clockwise opens outflow valve for
smoke evacuation
CABIN ALT X 1000
AT MAX PRESS (5.5 PSI)
0 2 4 6 8
15 20 25
ALTITUDE X 1000 CABIN ALTITUDE RATE OF CLIMB INDICATOR
CABIN ALTITUDE TO BE WITHIN 1000 FT
OF AIRFIELD ALTITUDE BEFORE LANDING
--- indicates cabin altitude rate of climb or descent in
CABIN feet per minute
0 0 2 1 2
6 1 30 4 UP

20 6 0
5 2 DOWN
14 8
4 3 12 10 1 2
FT FPM
DIFF PSI ALT 1000 RATE 1000

OVERHEAD PANEL CABIN ALTIMETER

--- indicates cabin altitude in feet

CABIN DIFFERENTIAL PRESSURE INDICATOR

dod0610000_003.dg, gw, 03/03/01

--- indicates the differential pressure between cabin

and ambient in pounds per square inch

CABIN ALTITUDE/PRESSURIZATION CONTROL PANEL

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OPERATING DATA MANUAL

BAGGAGE
COMP

CABIN TEMPERATURE CONTROLLER

(rotary action)
CABIN TEMPERATURE ROTATE --- controls cabin temperature when
pilot has selected the CABIN automatic
WARD
temperature control (on AIR CONDITIONING
panel) to the F/A position

FLIGHT ATTENDANT’S PANEL

CABIN TEMPERATURE CONTROL

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FORWARD (SAFETY) OUTFLOW VALVE SELECTOR

(two position, rotary action)

NORMAL--AUTO or MAN pressurization only

OPEN--opens the forward outflow valve fully
for emergency operations

NORMAL

+ OPEN

FWD
OUTFLOW VALVE

COPILOT’S SIDE PANEL

dod0610600_001.dg, ik, 07/05/01

FORWARD (SAFETY) OUTFLOW VALVE SELECTOR

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SYSTEMS DESCRIPTION
AIR CONDITIONING GENERAL
Conditioned air for the flight compartment and cabin
comes from dual air conditioning packs positioned in
the rear fuselage.
Either pack supplies temperature controlled air by
processing bleed air from the engines or an optional
APU. The temperature controlled air is mixed with
recirculated cabin air in the mixer manifold of either
pack for distribution back to the cabin/flight
compartment ducts.
When fitted with an optional receptacle, conditioned
air from an external ground source can be supplied
to the system.
Air Conditioning Packs
Conditioned air is provided by two identical packs
located behind the aft pressure dome. The forward
pack supplies air to the flight compartment while the
aft pack supplies air to the cabin. If either pack fails,
airflow to the cabin and flight compartment will
continue from the operating pack. Each is controlled
from the AIR CONDITIONING control panel.
The BLEED air flow control selector sets the
schedule for the Pressure Regulator and Shut-Off
Valves (PR & SOVS) to control the airflow rate to each
pack. If one valve is closed (one pack shutdown), the
air flow is divided in half. The pack temperature
control is automatic when the PACKS control
switches are selected to AUTO.
Conditioned air flows into a mixer where it blends
with recirculated air and when required, hot bleed air.
Pack Temperature Control Valves, controlled
automatically or manually, blend the cold air with hot
bypassed bleed air to achieve the desired
conditioned air temperature. The air is then ducted to
the temperature controlled compartments of the
airplane.
Air Distribution (Pre 1990 Interior)
Conditioned air from the packs flows into a common
manifold where it is diverted to the cabin and flight
SERIES 300
compartment. Airflow to the cabin is controlled by the
CAB DUCT selector which directs air to the overhead
grilles (HI), floor grilles (LO) or overhead and floor
simultaneously (BOTH). When BOTH selection is
being used, the BLEED air flow control should be
selected to MAX airflow.
Airflow through the gaspers comes from the forward
pack, and is boosted in pressure by a fan, controlled
by the GASP FAN selector on the air conditioning
panel.
While the airplane is on the ground and the packs are
not operating, ventilation for the flight compartment
may be obtained from the nose wheel area by a fan. It
is controlled from the flight compartment by the FC
FAN switch on the temperature control panel. When
the airplane becomes airborne, weight on wheel
switches on the landing gear disable the fan. When
installed, a heater is provided with the fan that
produces warm air to the flight compartment.
Conditioned airflow for the flight compartment is
controlled by flow control levers on the right and left
sidewall. The levers slide from left (CLOSED) to right
(OPEN). The upper lever controls side window
demisting and the lower lever controls airflow
through grilles on the side consoles, outboard of the
rudder pedals.
Air Distribution (1990 Interior)
Conditioned air from the packs flow into a common
manifold where it is diverted to the cabin and flight
compartment. Cabin airflow is directed to the
overhead and floor grilles simultaneously. Gasper
airflow is tapped off its respective supply duct and is
adjusted by rotating the gasper (counterclockwise to
increase airflow).
System pressure is increased by two recirculation
fans located aft of the pressure bulkhead. They are
controlled by the RECIRC CABIN and RECIRC F/C
switches on the A/C panel.
While on the ground, flight compartment ventilation
may be obtained from a fan located in the nose wheel
area. The fan is controlled by the FC FAN switch on
the A/C panel. A WOW switch on the landing gear
disables the fan when airborne.
Page 1
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Conditioned airflow for the flight compartment is
controlled by flow control levers on the right and left
sidewall. The levers slide from left (CLOSED) to right
(OPEN). The upper lever controls side window
demisting and the lower lever controls airflow
through grilles on the side consoles, outboard of the
rudder pedals.
Recirculation Fan (Pre 1990 Interior)
The air recirculating system is provided to maintain a
desired level of cabin/flight compartment ventilation
while minimizing the use of bleed air. A recirculation
fan draws air which has been exhausted from the
cabin and flight compartment through filters in the
avionics compartment. This air is recirculated back
to the mixer manifold of each pack where it mixes
with conditioned air before it is again distributed to
the two compartments. The fan is controlled by the
RECIRC switch on the temperature control panel.
Should one pack fail, a recirculation valve diverts all
of the recirculated air back to the serviceable pack.
Because the recirculation fan provides cooling
airflow to the avionics compartment, it should
normally be selected ON.
Recirculation Fans (1990 Interior)
On 1990 interior aircraft, two recirculation fans are
located aft of the pressure dome. One recirculation
fan serves each pack. Air is drawn directly from the
forward cabin and flight compartment. Both fans are
controlled by separate RECIRC switches on the air
conditioning panel.
A separate avionics cooling fan draws air through the
avionics rack and discharges it under the floor. The
fan is operational whenever DC power is on. Fan
failure is indicated by annunciation on the forward
flight attendant's panel.
Page 2
SEPT17/95
MAR 30/02 06.20
Temperature Control
Temperature control for the cabin and flight
compartment is controlled by a pair of automatic
temperature controllers. Each controller regulates its
compartment temperature by comparing it with that
selected. When the CABIN selector in the flight
compartment is selected to the F/A position, the
cabin temperature selection is controlled from the
Flight Attendant's panel. The temperature gauge on
the A/C panel indicates the cabin temperature or
supply duct temperature from each pack.
In the automatic mode, the desired temperature is
selected on the respective temperature controller.
The sensed and selected temperature for each
compartment is processed in its associated
automatic temperature controller, which then signals
the pack temperature control valve. The pack
temperature control valve then establishes the
mixture of refrigerated and bypassed air for that
compartment. When stabilized, the temperature is
maintained by the controller regardless of variations
in outside air temperature.
If a malfunction occurs in the automatic system,
cabin and flight compartment temperatures can be
maintained with the manual temperature control
switches.
NOTE
With Mod 8/1656 incorporated, while in
Manual mode, if Min is selected on Bleed Air
Flow Selector, the system will revert back to
Auto mode.
CAUTION
When operating the cabin or flight
compartment in manual mode, care must be
taken to avoid excessive COOL/WARM
selections, which can cause duct
overtemperature or duct icing to occur.
If the cabin or flight compartment duct hot caution
lights illuminate, the associated temperature control
valves are commanded to the full cool position. If
persistent overtemperature continues, the
associated PACK should be selected OFF.
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MAN
AUTO

FLIGHT COMPARTMENT AIR CONDITIONING SCHEMATIC (Pre 1990 Interior)

Page 3
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OPERATING DATA MANUAL

OFF
MAN
AUTO

PACKS

CABIN AIR CONDITIONING SCHEMATIC (Pre 1990 Interior)

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OPERATING DATA MANUAL

HBOV

W.O.W. SWITCH ON
L AND R MAIN GEAR

FLIGHT
ATTEND-
ANT'S
STATION
FLIGHT
COMPARTMENT
GASPERS LAVATORY

FLIGHT FLT. COMPT. TEMP. FLT. COMPT.

COMPARTMENT SENSOR INPUT TEMPERATURE
FAN CONTROLLER
AVIONICS
COMPARTMENT
TO FWD PACK TEMP.
CONTROL VALVES

SIDE
CONSOLE
GRILLE

AVIONICS COOLING FAN

(UNDERFLOOR EXHAUST)

CONDITIONED AIR TO
FLIGHT COMPARTMENT
RECIRCULATED AIR BACK
TO BOTH PACKS
CONDITIONED AIR TO CABIN
FLIGHT COMPARTMENT AVIONICS COOLING AIR
SIDEWALLS

FLIGHT COMPARTMENT AIR CONDITIONING SCHEMATIC (1990 Interior)

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OPERATING DATA MANUAL

CABIN
BLEED SUPPLY FROM EITHER TEMPERATURE
OR BOTH ENGINES, OR, CONTROLLER
FROM APU IF INSTALLED

FROM FLT. COMPT.

RAM AIR VENT TEMP. CONTROLLER

CEILING VENTS PRSOV'S

COMMON PACK TEMP

MANIFOLD CONTROL
GASPERS VALVES

AFT
BULK- FWD No. 2 AFT No. 1
HEAD PACK PACK
(FLT. (CABIN)
LOWER VENTS COMPT.)

EXHAUST

RECIRC.
FAN (FLT.
COMPT.) CAUTION
LIGHTS

FLT COMPT
RECIRC. PACK HOT
EMERGENCY RAM AIR FAN
(CABIN)
BLEED AIR SUPPLY CABIN
FLT. COMPT. CONDITIONED AIR PACK HOT
RECIRCULATED AIR
CONDITIONED AIR TO CABIN CABIN
DUCT HOT

CABIN AIR CONDITIONING SCHEMATIC (1990 Interior)

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EMERGENCY RAM AIR VENTILATION SCHEMATIC

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Non-normal Indications
If a wing leading edge duct temperature exceeds
290_C (550_F), the associated nacelle shut-off
valve closes to prevent any further increase in
temperature. This causes the BLEED HOT caution
light to illuminate. When the overtemperature
condition clears, the caution light goes out and
normal system operation is restored.
If a pack compressor discharge duct temperature
exceeds 207_C (405_F), the associated CABIN or
FLT COMPT PACK HOT caution light illuminates. This
closes the associated PR & SOV to the pack and cuts
off the hot bleed air supply. When the
overtemperature condition ceases, the light
extinguishes and normal system operation is
restored.
If the CABIN DUCT HOT or FLT COMPT DUCT HOT
caution light illuminates due to a duct temperature in
excess of 88_C (190_F), the associated Pack
Temperature Control Valves are commanded to the
full cool position to control the overtemperature. As
temperatures fall to 82_C (180_F) the caution light
extinguishes. However, if the temperature remains
high for over 20 seconds (caution light remains
illuminated), the Pack Temperature Control Valve
may be faulty, and the pack should be shut down by
selecting the associated PACKS Control Switch to
OFF.
Page 8
MAR 17/95 06.20
EMERGENCY RAM AIR VENTILATION
If both air conditioning packs fail, ventilation through
the cabin and flight compartment is supplied through
the ram air duct in the dorsal fin. Ram airflow is
continuously being applied to the emergency
ventilation system in flight through the ram air duct.
Following the loss of normal air conditioning, and
subsequent loss of cabin pressure, airflow through
the ram air duct and cabin begins.
To initiate full ventilation throughout the cabin and
flight compartment, turn the Forward Outflow Valve
Selector clockwise 90_ to the OPEN position. This
opens the forward outflow valve to ambient. The
flight may have to be continued at a lower altitude if
practicable due to loss of pressurization.
To initiate full ventilation throughout the cabin and
flight compartment, turn the Forward Outflow Valve
Selector clockwise 90_ to the OPEN position. This
opens the forward outflow valve to ambient. The
flight may have to be continued at a lower altitude if
practicable due to loss of pressurization.
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PRESSURIZATION
General
The pressurization system controls cabin altitude by
regulating the discharge of conditioned air from the
cabin through a pair of aft automatic outflow valves.
One valve is electro-pneumatic controlled, while the
other is pneumatically slaved to it. The modes of
operation are AUTO/NORM, AUTO/CAB SET, MAN
and DUMP. In the automatic modes, a cabin altitude
computer receives inputs from cabin and ambient
pressure sensors, weight on wheel switches, power
lever position and the Cabin Altitude Selector. The
computer then commands the aft outflow valves to
modulate and maintain the desired cabin altitude. A
third outflow valve is located in the flight
compartment for manual pressurization control and
smoke removal.
Automatic Operation
When electrical power is applied to the airplane, the
computer performs a system test. The FAULT light on
the Cabin Altitude Controller illuminates for 2
seconds, after which it goes out if no fault is detected.
For automatic operation, select on the Cabin Altitude
Controller:
Cabin Altitude Mode Selector - AUTO.
Cabin Altitude Auto Function Switch - NORM. Cabin
Altitude Rate Control - Index mark.
Cabin Altitude Indicator - To destination airport
elevation.
Barometric Correction Indicator - Current altimeter
setting prior to take off.
Cabin Altitude Manual Control - Full
counterclockwise.
Ground Mode
When the airstair door is closed, with air conditioning
selected ON and Bleed Air Flow Controller selected
SERIES 300
to MIN, the cabin altitude descends slightly below
ambient and is maintained until the take-off roll.
Prior to take off select the Cabin Altitude Indicator to
the destination airport elevation. This input allows the
computer to determine the correct cabin altitude for
cruise, and ensures that the airplane will be fully
depressurized on landing.
When the power levers are advanced for take off, the
cabin altitude descends to 140 feet below the
existing cabin altitude until lift off and landing gear is
selected UP. At lift off, the cabin altitude is controlled
to achieve a smooth pressure transition from ground
to flight and maintain the cabin altitude scheduling
program.
Climb Mode
During automatic operation with the Cabin Altitude
Auto Function switch at NORM, there is a fixed
schedule of cabin altitude versus airplane altitude for
complete regulation of cabin pressure. Each airplane
altitude has a corresponding scheduled" cabin
altitude, therefore during climb, the cabin altitude
rate of climb increases proportionally with the
airplane rate of climb. The computer utilizes stored
data on airplane performance to adjust the cabin
altitude at the minimum adequate rate throughout
the climb until cruise altitude is reached.
Cruise Mode
During cruise, the computer compares the selected
destination airport altitude with the scheduled"
cabin altitude. Then it selects the higher of the two for
the cabin to maintain, and keep the system within the
required pressure differential limits. If a climb or
descent is initiated, the cabin responds in
accordance with the rate setting selected on the
Cabin Altitude Rate Control.
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CABIN ALTITUDE CONTROL SCHEMATIC

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Descent Mode
When the airplane starts to descend, the cabin
altitude follows into the descent mode at a rate
equivalent to the setting on the Cabin Altitude Rate
Control. The cabin altitude descent rate will continue
until touchdown, or, to the preselected altitude on the
Cabin Altitude indicator, whichever comes first. If the
preselected altitude on the Cabin Altitude Indicator is
above the destination field elevation, the airplane will
be depressurized before touchdown, and the final
cabin altitude will equal ambient altitude. If the
preselected altitude on the Cabin Altitude Indicator is
selected to the destination field elevation, the
airplane will fully depressurize at touchdown. If the
preselected altitude on the Cabin Altitude Indicator is
below the destination field elevation, the airplane will
land pressurized. Upon touchdown, the cabin
altitude will ascend to field elevation at 600 fpm for
approximately one minute, after which, the computer
signals the aft outflow valves fully open to vent the
cabin of any residual pressure to ambient.
Semi-automatic Operation
For semi-automatic operation, the following
selections must be made on the Cabin Altitude
Controller:
Cabin Altitude Mode Selector - AUTO.
Cabin Altitude Auto Function switch - CAB SET.
Cabin Altitude Rate Control - Index mark.
Cabin Altitude Indicator - Desired cabin cruise
altitude.
Barometric Correction Indicator - Current altimeter
setting
Manual Control - Full counterclockwise.
When the RATE knob is left at it's index mark, the
cabin altitude operates at a rate of 500 fpm up and
300 fpm down.
Adjusting the knob clockwise, increases the rate up
to a maximum of 2500 + or -150 fpm up or 1500 + or
-150 fpm down. Adjusting the knob
counterclockwise, decreases the rate up to a
maximum 150 + or - 50 fpm up to 90+ or - 50 fpm
down.
SERIES 300
Prior to descent from cruise, confirm the:
Cabin Altitude Indicator - Destination field elevation.
Barometric Correction Control - Reset to destination
altimeter setting.
All other operations are the same as for fully
automatic operation.
Non-normal Operations
The manual mode is provided in the event a loss of
electrical power is experienced or a malfunction
occurs in the automatic pressurization system
resulting in cabin pressure exceeding the maximum
pressure differential limits.
In the manual mode, selecting the Cabin Altitude
Controller to MAN deactivates the pressurization
computer and closes the aft outflow valves. The
cabin outflow now occurs through the forward
outflow valve; with the aft outflow valves closed cabin
altitude decreases rapidly. Turning the Cabin Altitude
Manual Control clockwise (towards INCR) opens the
forward outflow valve to increase the cabin altitude,
while turning it counterclockwise closes the valve to
decrease the cabin altitude. When operating in
manual mode, the Cabin Altimeter, Cabin Differential
Pressure Indicator and Cabin Altitude Rate of Climb
Indicator should be monitored carefully.
The manual system may be operated with the
automatic system functioning during flight to
evacuate smoke from the flight compartment
without depressurizing the airplane. Selecting the
cabin altitude manual control clockwise, meters
suction generated by slipstream to open the
forward outflow valve. The automatic system,
trying to maintain cabin pressure, will begin to
close the aft outflow valve. This redirects all the
exhaust through the forward outflow valve as long
as the cabin altitude manual control knob is turned
clockwise (towards INCR) effectively increasing
the air change rate in the flight compartment. If
necessary, the FWD OUTFLOW VALVE selector
can be selected to OPEN for smoke evacuation.
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OPERATING DATA MANUAL

Unpressurized Operation Non-normal Indications

For flight without cabin pressurization, select the
Cabin Altitude Mode Selector to DUMP. This signals
the aft outflow valves to remain open preventing the
airplane from pressurizing. DUMP may also be
selected to maximize the evacuation of smoke from
the cabin through the aft outflow valves.
If the cabin altitude exceeds 10,000 feet, this
automatically illuminates the CABIN PRESS warning
light on the warning light panel. The light will remain
illuminated until the cabin altitude decreases below
10,000 feet. If the cabin altitude continues to climb
uncontrolled, the aft outflow valves should be closed
and pressurization continued under manual control.

The necessary control setttings for operation of the pressurization system in any of the
four modes are summarized below.

MODE SELECTOR PANEL SETTINGS

CABIN BAROMETRIC
AUTO/MAN CABIN SET/ ALTITUDE CORRECTION MANUAL
DUMP NORM RATE DIAL INDICATOR CONTROLLER

MID SET TO SET CURRENT FULL

FULLY (INDEX DESTINATION ALTIMETER COUNTER
AUTOMATIC AUTO NORM MARK) ALTITUDE SETTING CLOCKWISE

SET
ENROUTE, CURRENT FULL
SEMI CAB THEN ALTIMETER COUNTER
AUTOMATIC AUTO SET MID DESTINATION SETTING CLOCKWISE

ADJUST AS
MANUAL MAN - - - - NECESSARY

DUMP DUMP - - - - -

PRESSURIZATION MODE CONTROL SET TINGS

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D Normal Cabin pressure differential limit
. . . . . . . . . . . . . . . . . . . . . 5.5 +/- 0.3 psi.
D Maximum cabin pressure differential limit
. . . . . . . . . . . . . . . . . . . . . 5.95 psi
D Maximum cabin pressure differential limit during
taxiing, takeoff, and landing
. . . . . . . . . . . . . . . . . . . . . 0.5 psi
D Maximum cabin altitude (pressurized flight)
. . . . . . . . . . . . . . . . . . . . . 8,000 feet

OPERATIONAL
CEILING
(25,000 FT.)

25

20

UNPRESSURIZED
OPERATION

15
”CABIN PRESS”
CABIN CAUTION LIGHT
ALTITUDE ILLUMINATES ”CABIN PRESS”
(10,000 FT.) CAUTION LIGHT
–1000 FT

10

MAX SCHEDULED
CABIN ALTITUDE
8000 FT.

dod0620000_001.dg, gw, 07/03/01

NORMAL PRESSURIZATION ENVELOPE

MAXIMUM
PRESSURE
DIFFERENTIAL
(5.5 psi)

S.L. 5 10 15 20 25
FLIGHT ALTITUDE – 1000 FT.

PRESSURIZATION ENVELOPE

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PRESSURIZATION AREAS

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