The CRJ200 Quicknotes Study Guide

ENVIRONMENTAL CONTROL
UNIT AND PRESSURIZATION
SYSTEM REVIEW
The Environmental
Control System (ECS)
provides temperature
regulated
conditioned air for the
flight and passenger
compartments by using
two airconditioning
units or packages
(PACKs). Cooling air is
supplied to the
electronic equipment and
cockpit displays. The cargo
compartment can be
ventilated or air-
conditioned (optional).
Aircraft pressurization is
accomplished by regulating
the overboard
discharge of conditioned
air through two outflow
safety valves.

• 7TH STAGE – Labyrinth Seals (Air / Oil Seals) – Oil seal pressurization and sump pump
• 10TH STAGE – Engine Start, Air Conditioning, Pressurization, Avionics Cooling (370°C, 170
psi)
• 14TH STAGE – Thrust Reverse, Wing/Cowl Anti-ice (510°C, 215 psi)

10TH STAGE OVERVIEW

METHODS OF OBTAINING 10TH MANIFOLD AIR
• HUFFER BOTTLE
–– DO NOT USE air conditioning if using a bottle – only use for engine start
–– Air flows through packs
–– For BOTTLE start – 95% of the time will get NO STRTR CUTOUT (not enough air to
close ATS), press STOP to disengage starter
• Engines or APU

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 The CRJ200 Quicknotes Study Guide

–– Air flows through the packs

–– Output pressure is based on N2 speed
–– APU BLEED ⇒ 260°C, 50 psi
• Low Pressure (LP) GROUND AIR
–– Air BYPASSES packs
–– Conditioned air directly into passenger cabin and flight compartment
• Ram Air
–– Air bypasses packs
–– Ram air directly into passenger cabin and flight compartment
–– Ram air inlet up on tail
–– Will not DEPRESSURIZE aircraft by open this valve – a check valve inhibits air from
escaping from the HIGHER pressure INSIDE cabin to the LOWER pressure outside the
airplane
–– Air will only enter once the pressures INSIDE and OUTSIDE HAVE EQUILIBRATED

BLEED VALVE FAILURES

• 10th Stage SOV fails CLOSED –
–– Allows for anti-icing with 14th if 10th SOV’s fail
–– Need both pneumatic pressure and DC electrical to power valve OPEN
• 14th Stage SOV fails OPEN –
–– Allows for anti-icing and thrust reverse if 14th SOV’s fail

10th STAGE BLEED VALVE CLOSURE

• ENGINE START SEQUENCE COMPLETE
• ENGINE SHUT DOWN – FAILS CLOSED
• ENGINE FIRE SWITCH PUSHED
• PACK OVERTEMP OR PACK OVERPRESSURE
• 10th STAGE SWITCHES SELECTED CLOSED

PACKS
• No valve representation on synoptic page – pack outline indicates pack status
–– White – PRSOV is CLOSED
–– Green – PRSOV is OPEN
• Two flow rates
–– Normal pressure – Both packs operating – 30 psi
–– High pressure – Single pack operations – 41 psi

OUTFLOW VALVES
• 10th stage air is run through a jet pump to provide VACUUM to run outflow valves
• If suction is lost, outflow valves fail safe CLOSED

10th STAGE ISOLATION VALVE

• Separates left and right bleed air

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 The CRJ200 Quicknotes Study Guide

• Permits APU to supply RIGHT pack

• Allows start air to flow to right engine
• 10TH ISOL switchlight – OPEN – 10TH stage bleed air isolation valve is OPEN

APU LCV
• Selected to FULLY OPEN or FULLY CLOSED by the APU LCV switchlight
• In operation, valve is MODULATED to provide priority to ELECTRICAL LOADS
• APU check valve (NOT SHOWN ON ECS PAGE – would be located above LCV)
–– Prevents engine bleed air from backing into APU
–– Prioritizes ENGINE BLEED over APU BLEED
–– The APU-ECU INTERLOCK serves as a back up to the check valve (based on SWITCH
POSITION)
• APU LCV fails CLOSED
• “APU BLEED ON” caution – Extracting bleed air ABOVE 15,000’ MSL (AMBER flow line
on ECS page)
• When OPEN – supplies bleed air to the LEFT pack
• OPENS to provide air for engine starts
• APU LCV switchlight – FAIL – Indicates that the APU LCV is not in the commanded
position
• APU LCV switchlight – OPEN – Indicates the APU pneumatic duct is connected to the
10TH stage bleed air manifold

APU-ECU INTERLOCK
• BASED ON SWITCH POSITION ONLY
• Back-up protection for backpressure into APU
• APU-ECU INTERLOCK PROTECTION IS NOT ACTIVE DURING ENGINE
START
–– During engine start – the 10th SOV’s are OPEN at the same time as the APU LCV
–– 70% N2 limitation on engine number 2 start – 10TH could back flow into APU if > 70%
N2 on operating engine
–– APU LCV will only OPEN during engine start as long as the 10th bleed switches are
PRESSED OUT
• If APU LCV selected OPEN and:
–– If ISOL CLOSED and L 10th SOV OPEN – APU LCV will CLOSE
AUTOMATICALLY
• If APU LCV selected OPEN and:
–– If ISOL OPEN – either L or R 10th SOV OPEN will cause APU LCV to CLOSE
automatically

ENGINE START SEQUENCE

1. Push START button – Air Turbine Starter (ATS) valve OPENS on engine that is being
started

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 The CRJ200 Quicknotes Study Guide

2. ALL 10th stage valves OPEN (L 10th SOV, R 10th SOV, and 10th STAGE ISOL) and
APU LCV if using APU for engine start
3. PRSOV’s close (Pressure Regulating SOV)
4. Check valve on NON-OPERATING engine keeps 10th stage bleed air from entering
engine
5. Ignition ON (IGNITION A (B) advisory message on status page)
6. 55% N2 – ENGINE START CUTOUT – Air Turbine Starter (ATS) CLOSES
7. If ATS doesn’t cut out at 55% N2 – “NO STRTR CUTOUT” caution – Press STOP,
this CLOSES ATS 10th STAGE on ECS SYNOPTIC PAGE (Note: L (R) ENGINE START
advisory will still be displayed and L (R) Start pushbutton will remain lit.)

SYSTEM MONITORING
• L 10th DUCT or R 10th DUCT Warning Messages – Sensors detect a BLEED AIR LEAK
–– L or R 10th DUCT FAIL lights illuminate on BLEED AIR panel
–– Light extinguishes when the failure is isolated or the duct cools below a predetermined
value
–– “BLEED AIR DUCT” Aural warning
• 10th stage leak detection achieved through a DUAL heat detection loop
• 14th stage leak detection achieved through a SINGLE heat detection loop
• Bleed air duct leak in the JETPIPE/PYLON area – “JETPIPE OVERHEAT” aural warning

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AIR CONDITIONING
RAM AIR
• Heat exchanger cooling for packs
• Airflow for un-pressurized flight with both packs inoperative
• Supplies LEFT distribution duct and BYPASSES the packs

PACKS
• Located in the AFT EQUIPMENT BAY
• Left pack supplies COCKPIT (70%) and additional air to CABIN (30%)
• Right pack supplies CABIN (70%) and additional air to COCKPIT (70%)
• PRSOV (Pressure Regulating SOV) – Outline of pack indicates status of pack operation
• PRSOV CLOSES AUTOMATICALLY with a pack OVERTEMP (88°C) or
OVERPRESSURE (53 psi)
• PACK OVERTEMP
–– L PACK HI TEMP – If Left engine is running – PRSOV, L 10TH SOV, 10TH ISOL
VALVE automatically CLOSE
–– Bleed air supply shut down to the pack – system isolates itself
• PACK OVERPRESSURE
–– The pack will isolate itself just like an OVERTEMP
• PACK SWITCHLIGHT
–– FAULT – OVERPRESSURE between heat exchanger and compressor of pack
–– FAULT – OVERTEMPERATURE – High temperature detected in pack outlet
–– OFF – Associated PRSOV is CLOSED

TEMPERATURE CONTROL
• Dual temperature control valves
• MANUAL TEMP CONTROL (1.7 – 71°C)
–– Press in MAN switchlights – STATUS message
–– Toggle UP or DOWN to control temp – spring loaded to center position
–– DO NOT press and hold toggle until you reach desired output temp – can OVERTEMP
or freeze the pack
–– DO NOT operate in manual to a negative temperature
–– Manual mode < 3°C ⇒Can FREEZE pack water separator
–– AUTO mode (14.5 – 28°C) will not freeze a pack

AVIONICS COOLING
• Cooled from either conditioned air supply to the cockpit or from re-circulated air from the
cabin/cockpit
• DISPLAY FANS:
–– Three fans
–– NORM: FLIGHT = FAN 1, GND = FAN 2,
–– GND ALTERNATE = FAN 1

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 The CRJ200 Quicknotes Study Guide

–– FLIGHT ALTERNATE = FAN 2

–– First two fans use FILTERED AIR
–– Third fan (Standby) is a backup using UNFILTERED AIR
• ARINC FANS consist of two (2) fans with same setup as DISPLAY FANS
• Flight deck exhaust air is discharged into the under floor avionics equipment bay
• “DISPLAY COOL” caution – Low airflow in cockpit display duct
• “ARINC COOL” caution – Low airflow in ARINC chassis supply duct
• On the ground – Vent cooling exhaust overboard
• In the air – Cooling exhaust dumped through inboard exhaust shutoff valve to the aft under
floor area and expelled through the outflow valves

CARGO COMPARTMENT
• Fans provide ventilation and temperature control

FAN POSITIONS
• FAN – Provides recirculation of cabin exhaust air and heater is NOT energized
• OFF – Fan and heater are OFF
• COND AIR – Provides mix of cabin exhaust air and fresh conditioned air. Heater is energized.

PRESSURIZATION
• Dual CABIN PRESSURE CONTROLLERS
–– Independent operation (If both FAIL – ISOBARIC hold mode)
–– One operates at all times (If 1 fails – automatic switchover should occur)
–– Pre-pressurizes to -150’ on takeoff
–– Equalizes cabin for ground operation
–– Limits climb and descent rates
–– AUTO ELECTRO-PNEUMATIC OPERATION
–– To SWITCH CONTROLLERS, PUSH SWITCH TWICE (Sequence PRESS CONT
1 -> MANUAL -> PRESS CONT 2 -> MANUAL -> PRESS CONT1) OR LAND
ONCE (Switches after 3 minutes W-ON-W)

• Dual OUTFLOW VALVES

–– Electrically controlled and pneumatically operated
–– Outflow regulates cabin pressure
–– Cabin altitude limiter – 14,250’ ± 750’
–– Max Diff – 8.7 psi

–– AUTO MODE
• Responds to ELECTRICAL SIGNALS from pressure controller
• Left is MASTER – Right is SLAVE
–– MANUAL MODE
• Respond to pneumatic inputs via manual regulators

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 The CRJ200 Quicknotes Study Guide

• Right is MASTER – Left is SLAVE

• Cabin Pressure Acquisition Module (CPAM)

–– Monitors information from cabin pressure controllers (CPC)
–– Displays pressurization information on EICAS
–– 8,500’ cabin altitude - CABIN ALT caution message
–– 10,000’ cabin altitude - CABIN ALT warning message and an aural alert “CABIN
PRESSURE”
–– 14,000’ ± 500’ - AUTO deployment of Oxygen masks if cabin altitude reaches
–– 10,000’ – if SEAT BELT sign is selected to AUTO, the NO SMOKING/FASTEN SEAT
BELT sign is illuminated
–– CPAM FAILURE
• Standby controller will assume CPAM duties of communicating with DCU
• LOSE AUTO DEPLOYMENT OF OXYGEN MASKS AND NO SMK/SEAT
BELT SIGN ILLUMINATION

• Pressurization Control And Modes

–– Pressurization Control Switchlight
• FAULT – ILLUMINATES WHEN THERE IS A FAILURE IN BOTH
PRESSURE CONTROLLERS
• MAN – PRESSED ONCE TO SELECT MANUAL MODE
–– Automatic Modes Of Operation
• GROUND – Outflow valves commanded FULLY OPEN
• PRE-PRESSURIZATION – Outflow valves close to pressurize the cabin to -150’ on
takeoff
• T/O ABORT – TL retarded – Returns to field elevation at 500 fpm then fully opens
• FLIGHT ABORT – The logic criterion for flight abort is:
1. Descent of 1000’ within 10 minutes of take-off and/or
2. Aircraft did not reach flight elevation 6000’ above take-off field before descent
• CLIMB – Typically limited to 500 fpm but will vary slightly with rate of climb and
landing elevation
• CRUISE – Assigned cruise altitude – when reached – descent mode armed
• DESCENT – Typically 300 fpm until 150’ below landing field elevation but may vary
if descent rate high
• LANDING – W-ON-W – Cabin climbs at 500 fpm to field elevation then outflow
valves fully open
• TOUCH-AND-GO – LANDING MODE to PRE-PRESSURIZTION MODE
–– NEVER USE MANUAL UNLESS QRH DIRECTS YOU TO

MANUAL MODE
• Information shown on ECS pages, PRI pages, and STATUS pages
• TO INCREASE CABIN ALTITUDE – MUST DECREASE CABIN PRESSURE (LET

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 The CRJ200 Quicknotes Study Guide

AIR OUT – CABIN CLIMBS)

• TO DECREASE CABIN ALTITUDE – MUST INCREASE CABIN PRESSURE
(FORCE AIR IN – CABIN DESCENDS)
• Two (2) vacuum lines directly connect MAN ALT and MAN RATE knobs to OUTFLOW
VALVES
• Pilots are manually metering amount of vacuum pressure applied to the outflow valves
• Rates are 50 fpm ⇒ 3000 fpm ± 1000 fpm

CRJ700 SYSTEM DIFFERENCES

• The CRJ700 uses re-circulated air in addition to conditioned air for air-conditioning
• Air Conditioning System Controllers (ACSC) are used instead of temperature controllers
• The ACSC monitors bleed duct pressure and bleed requirements to determine the suitable
engine bleed source
–– Normally the 6th-stage bleed air supplies the manifold
–– If N2 rpm is low or pneumatic demand is high the 10th stage bleed air supplies the
manifold
• High Pressure Valve (HPV) opens
• ECS synoptic page displays actual and selected cockpit and passenger cabin temperatures
• Single pack operations to max FL310 vs. FL250
• Aft Cargo Bay Conditioned Air - No electric fan
• Single, common bleed air system for ECS and Anti-ice
• Engine bleeds:
–– 6th or 10th stage bleeds vs. 10th and 14th
–– Pressure-regulated to 45 ± 3 psi
–– When the engines are the source of bleed air - no synoptic page indication identifies which
compressor bleed port is supplying bleed air
• Engine bleed valves (same valves depicted on ECS and Anti-Ice synoptic pages)
–– Pressure-Regulating shutoff valves (PRSOV)
–– Regulates engine bleed air pressure to 45 ± 3 psi
–– Commanded open or closed by the associated ACSC
–– Selectable at the BLEED AIR control panel
–– Electro-pneumatic - (Fail safe closed)
• Bleed Air selection is automatically controlled by the ACSC’s in AUTO mode
• Manual selection is available at the BLEED AIR control panel
• Bleed Switching - AUTOMATIC
–– On ground, when APU rpm stabilized:
• ACSC communicates with the APU ECU to open the APU LCV
• When APU LCV opens, the ACSC opens the ISOL valve to allow APU to supply
both sides of the common manifold
• On the ground, APU LCV has bleed priority over the engines
–– Climb Thrust/After T/O Check

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 The CRJ200 Quicknotes Study Guide

• Transfer of bleeds from APU to engines happens when all of the following conditions
are met:
–– Landing gear is up
–– Flaps are equal to or less than 200
–– Thrust levers are retarded from the takeoff detent
–– Bleed transfer takes approximately 20 seconds to complete
–– Approach
• Transfer of bleeds from engines to APU happens automatically when the approach bit
is set:
–– Flaps are >20 or
–– Landing gear is down
• Bleeds – MANUAL MODE
–– Two step procedure
–– QRH directed
–– Preset the switches in the “box” - Select MANUAL
–– BLEED MISCONFIG caution message appears when:
• Bleed air panel switches are not configured properly
• Manual selected with both engines as the source and the ISOL valve open
• Manual selected with APU as the source and wing or cowls selected on
–– Message is to advise the pilot that the APU is not the normal source for anti-icing
–– If the APU is the bleed air source and wing anti-ice is selected ON:
• APU LCV remains open to provide air-conditioning and pressurization
• Wing anti-icing is not available - Wing anti-icing valves remain closed
• ISOLATION VALVE is displayed on the ECS and ANTI-ICE synoptic pages and is not
considered an anti-icing component
• APU LCV
–– In AUTO, ACSC commands the APU LCV closed when:
1. The engines are supplying the manifold
2. Either the wing and/or cowl or anti-ice is selected to ON
• Conditioned Air enters the cabin at the ceiling, sidewalls and PSU gaspers and exhausted at
floor level
• Air from the left RECIRC FAN ventilates the cargo bay when the intake and exhaust valves are
open
• If the left RECIRC FAN fails or is selected OFF, conditioned air from the mixing manifold is
fed to the aft cargo bay
• Forward cargo bay is not ventilated or air conditioned
• Two methods of cooling are provided to the EFIS and EICAS CRTs:
–– NORM mode:
• Ground fan is the primary source of filtered cooling air on ground
• Flight fan is the primary source of filtered cooling air in flight
–– Standby mode:
• Both fans are de-energized

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 The CRJ200 Quicknotes Study Guide

• Flight deck conditioned air is used for cooling

• Avionics bay equipment is cooled by ambient air
• Avionics exhaust fans are used to evacuate air from avionics bay, and CRT display exhaust duct
• 2 fans automatically controlled by W-ON-W or manually selected at control panel
• Ram Air Valve SOV provides ram air to the right side of mixing manifold
• Mixing manifold supplies ram air to both compartments
• Pressurization operates similar to the CRJ200 but uses different components
• CABIN PRESS Control Panel (CPCP) microprocessor replaces the CPAM and commands the
ground valve open after landing
• Ground valve is open during most phases of ground operations, closed when the passenger and
galley doors are closed, and assists in de-pressurizing the aircraft 60 seconds after landing
• Two cabin pressure controllers (same as CRJ200)
• One outflow valve with triple redundancy DC motors mounted on the aft pressure bulkhead
beneath the aft cargo bay floor
–– Two DC motors on the outflow valve respond to commands from the CPCs in AUTO
mode
–– One motor associated with each CPC
–– Same automatic switchover of CPC on landing
–– A third DC motor is used to electrically control the outflow valve in manual mode
–– Same manual mode procedures as the CRJ200 (QRH procedure)
• Two pneumatically operated safety valves provide over-pressure (8.6 ± 1 psid) and negative
pressure relief (-0.5 psid)

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