CRIZO00 TECHNICAL TRAINING MANUAL TABLE OF CONTENTS INTRODUCTION 2 COMPONENTS: 20 A DISTRIBU 2 PACK PRESSURE MANIFOLD 2 TEMPERATURE CONTROL AND INDICATION 2 Eee ee a ressune svc 2 AVIONICS IPMENT COOLING IN GISCE MACHINE 2s De TARO ROICA TON A COMPRESSOR OVERTEMPERATURE SWITCH 26 PAIN 4 ‘COMPRESSOR OUTLET TEMPERATURE SWITCH 26 FLIGHT COMPARTMENT DISTRIBUTION. 6 AIR CYCLE MACHINE WATER SEPARATOR 28 PACK ATER SEPARATOR 2 COMPONENTS ¢—_bucr OvErTeMpeRATURE Siro & PRESSURE BULKHEAD CHECK VALVE 6 PACK SWITCHILIGHT 3 Pack OVERPRESSURE AND PASSENGER COMPARTMENT DISTRIBUTION 10 OVERTEMPERATURE PROTECTION 42 GENERAL DESCRIPTION ‘RAWAM avec a COMPONENTS. 10 PRESSURE BULK HEAD CHECK VALVE 10 anaes 2 AIR DISTRIBUTION MANIFOLD 10 COMPONENTS 48 : LAVATORY VENTILATION 12 Be ® EXHAUST AIRFLOW 44 TEMPERATURE CONTROL AND INDICATION 52 AIR CONDITIONING SYSTEM COOLING 18 GENERAL DESCRIPTION 52 GENERAL DESCRIPTION RAM AIR SYSTEM Copyright © Bombardier Inc. 18 18 For Training Purposes Only 21 - Air Conditioning 48 July 2008 Pg 21-1CRIZOO TECHNICAL TRAINING MANUAL COMPONENTS DUAL-BYPASS VALVE DUCT TEMPERATURE SENSOR TEMPERATURE CONTROLLER COMPARTMENT FAN/SENSOR UNITS. AIR CONDITIONING CONTROL PANEL, OPERATION AUTO MODE MANUAL MODE AIR CONDITIONING SYSTEM CONTROL AND INDICATION. GENERAL DESCRIPTION GALLEY HEATING SYSTEM GENERAL DESCRIPTION COMPONENTS GALLEY FAN HEATER NO.1 HEATER NO. 2 FOR N. AMERICAN OPERATORS. HEATER NO. 2 FOR EUROPEAN OPERATORS GALLEY HEATING SYSTEM CONTROL PANEL OPERATION FAN AND HEATER NO. t HEATER NO. 2 GALLEY EXHAUST SYSTEM SYSTEM TEST CARGO CONDITIONED AIR SYSTEM GENERAL DESCRIPTION COMPONENTS CARGO FAN CARGO HEATER CONTROL PANEL Copyright © Bombardier Inc. 54 54 54 56 56 58 60 60 62 64 68 68 70 70 70 70 70 70 74 74 74 74 76 78 78 80 80 a0 a0 For Training Purposes Only RECIRCULATED (FAN) AIR SHUTOFF VALVE CONDITIONED AIR SUPPLY SHUTOFF VALVE EXHAUST SHUTOFF VALVE TEMPERATURE CONTROL SWITCH OVERHEAT SWITCH HEATER DISCHARGE DUCT OVERHEAT SWITCH SHUTOFF VALVES TEST PANEL, OPERATION FAN SELECTION CONDITIONED AIR SELECTION OFF SELECTION ‘SMOKE DETECTION SYSTEM SHUTDOWN CONDITIONED AIR SYSTEM INDICATION PRESSURIZATION CONTROL SYSTEM GENERAL DESCRIPTION CONTROL, INDICATIONS, AND WARNINGS. COMPONENTS: CABIN PRESSURE CONTROLLERS (CPCS) VACUUM REGULATOR JET PUMP. CABIN PRESSURE ACQUISITION MODULE (CPAM) OUTFLOWISAFETY VALVES 82 82 82 82 82 84 84 84 84 88 88 Ey 20 92 92 94 96 96 96 96 98 100 21 - Air Conditioning 15 July 2009 Pg 21-1CRIZOO TECHNICAL TRAINING MANUAL OPERATION 102 ARINC RACK COOLING 132 CABIN PRESSURE CONTROLLER iG) “copcnenie me a 'Y DEPRE TION CONT 1 EECIROMNEUMATICSERVOVALVE D8 ARING SUPPLY AIR FILTER 132 ARING SUPPLY FANS AND CHECK VALVES 432 OUTFLOW VALVE 14 ic SUPPL GEANG AND GHEGK zi ALTITUDE LIMIT CONTROL 104 eninge) LOW, PETES! VALVE OPEN SWITCH 104 OPERATION 134 POSITIVE PRESSURE RELIEF 104 NEGATIVE PRESSURE RELIEF 408 CRT DISPLAY COOLING SYSTEM 138 METERED CABIN AIR ORIFICE AND FILTER 408 COMPONENTS 138 SECONDARY OUTFLOW/ SAFETY VALVE 106 DISPLAY COOLING AIR FILTER aa MANUAL PRESSURIZATION CONTROL UNIT CRT DISPLAY FANS AND CHECK VALVES 138 SOLENOID ISOLATION VALVE 106 STANDBY CRT DISPLAY FAN 138 MANUAL OPERATION AND CONTROL 108 SPEED SENSOR 138 LOW AIR FLOW DETECTORS 438 MANUAL PRESSURIZATION FOR LS e ee a eet Fa CRT DISPLAY COOLING AIR SHUT-OFF VALVE 438 GPC BITE TEST 110 OPERATION 140 CABIN PRESSURIZATION AUTO MODES 412. AVIONIC EQUIPMENT COOLING AIR EXHAUST 142 GENERAL DESCRIPTION 112 COMPONENTS 142 SELF TESTS OF CABIN PRESSURE CONTROLLERS ...112 [AVIONIC EQUIPMENT COOLING AIR EXHAUST FAN ...142 EQUIPMENT COOLING INBOARD CABIN PRESSURIZATION CONTROL AND INDICATION .....122 EQUieMeNT coun NEOEa tao CABIN PRESS CONTROL PANEL CONTROLS 12 PAT RETEOTOR oe CABIN PRESS CONTROL PANEL INDICATIONS 12 EICAS INDICATIONS 122 OPERATION 148 AVIONICS EXHAUST FAN 144 CZAM INDICATIONS SND WARN. ee COOLING AIR EXHAUST FLOW DETECTION 144 AVIONICS EQUIPMENT COOLING SYSTEM 126 INBOARD AND OVERBOARD EXHAUST VALVES 144 GENERAL DESCRIPTION 126 EICAS INDICATIONS. 150 ARINC AND DISPLAY COOLING AVIONICS COOLING EXHAUST SYSTEM AVIONICS EQUIPMENT COOLING CONTROL AND INDICATION Copyright © Bombardier Inc. 126 128 130 For Training Purposes Only 24 - Air Conditioning 18 July 2009 Pg 2t-iiCRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombarcier Inc For Training Purposes Only 15 July 2009 Pg 2t-ivCRIZ00 TECHNICAL TRAINING MANUAL AIR CONDITIONING 21 - Air Conditioning For Training Purposes Only 15 July 2009 Pg 21-1 Copyright © Bombardier Inc.CRIZO0O TECHNICAL TRAINING MANUAL INTRODUCTION GENERAL DESCRIPTION Refer to figure 1 The air conditioning system is made up of two air conditioning units (ACUs), commonly called packs, that provide conditioned air to. maintain a pressurized and temperature-controlled environment in the flight and passenger compartments. The air conditioning system is divided into the following subsystems: + Air distribution + Conditioned air cooling + Temperature control and indication + Galley heating + Cargo compartment conditioned air system + Passenger compartment pressurization + Avionic equipment cooling AIR DISTRIBUTION ‘Two packs (ACUs) use 10th stage bleed air to supply conditioned air. The airflow is controlled by two pressure-regulating and shutoff valves. The left pack normally supplies conditioned air to the flight compartment and also to the air distribution manifold which supplies the passenger compartment. The right pack normally supplies the passenger compartment. If either pack fails, the air distribution manifold provides airflow to the flight and passenger compartments, An external conditioned air connection option is also available. Copyright © Bombardier Inc. For Training Purposes Only COOLING The air cycle machine (ACM) and heat exchangers in each pack reduce the temperature of the 10th stage air and provide cold air to the flight and passenger compartments when required TEMPERATURE CONTROL AND INDICATION ‘Two temperature controllers, one for the flight compartment and the other for the passenger compartment, monitor and control the temperature. Ifa controller fails, a manual backup for temperature control is available. The environmental control system (ECS) synoptic page of the engine indication and crew alerting system (EICAS) displays the packs pressure and temperature indications. GALLEY HEATING The galley is heated by a fan and two heaters. Switchilights on the flight attendant's panel provide control and indication for the operation of the system CARGO CONDITIONED AIR SUPPLY The cargo compartment is supplied with passenger compartment exhaust airflow for ventilation. When live animals are carried, cargo conditioned air can be selected to maintain a constant temperature. When ventilation of the cargo compartment is not required, OFF is selected and the compartment supply and exhaust valves close. If smoke is detected in the cargo ‘compartment, cargo ventilation is shut off automatically, 21 - Air Condi 15 duly 2009 Pg 21-2CRIZO00 TECHNICAL TRAINING MANUAL Galley Cockpit Pax Cabin Gasper System Cargo Compt DistRIBUTION |_f MANIFOLD Aft Pressure Bulkhead Outflow Valves Ground Conditioned Air Dual Bypass Valve Pressurized and conditioned by air él Conditioning system RIGHT PACK ACU (Packs) Flow Control 4 5 Press fog and Shutoft Valves, ‘Auxiliary Power Unit Copyright @ Bombardier Inc 8 2 2a Figure 1 - Air Conditioning System For Training Purposes Only ZZ] Pressurized by air exhausted from ‘cockpiticabin Unpressurized Ground Power Unit (Pneumatic) 21- Air Conditioning 15 July 2008 Pg 21-3CARIZO00 TECHNICAL TRAINING MANUAL PASSENGER COMPARTMENT PRESSURIZATION Refer to figure 2 Two outflow valves control passenger compartment pressure which also act as positive and negative relief valves. One of two passenger compartment cabin pressure controllers controls the ‘outflow valves for a flight. The pressure controllers switch control function, if the active one fails or after landing at the end of each flight. Manual pressurization can be selected at any time by depressing the MAN/AUTO switch/light. Automatic selection to manual mode occurs if both controllers fail ‘An emergency depressurization switch on the pressurization control panel allows the pilot to open both outflow valves when it becomes necessary to depressurize the aircraft quickly. The only action required by the pilot for automatic passenger compartment pressurization control is to select the destination airport elevation and place the MAN/AUTO switchilight in AUTO position AVIONICS EQUIPMENT COOLING The avionics equipment cooling system consists of the following three subsystems: + ARINC cooling + Display cooling + Exhaust system The avionics equipment installed on the two ARINC racks in the main avionics compartment are cooled by one of two fans using compartment air which flows below the floor. The six CRT displays are cooled by one of three fans dedicated to CRT cooling. On the ground, a valve in the flight compartment conditioned air supply duct is opened supplying conditioned air for more effective CRT cooling. An extraction fan and duct system removes the warm air from the CRT displays and avionics racks for improved cooling airflow. Copyright © Bombardier Inc. For Training Purposes Only CONTROL AND INDICATION The passenger compartment pressurization control panel is installed on the overhead panel, and the air conditioning panel is just below it. The avionics equipment cooling control switches are installed on the pedestal panel Switchilights on the control panel provide indications along with EICAS Primary and status page messages and flow indications on the ECS synoptic page. 21 - Air Conditioning 45 July 2009 Pg 21-4momo, ANS FUP | eel fl a8 SEE, To vacuum Figure 2 - Cabin Pressurization Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL REGULATOR PRESSURE CONTROLLER 2 a] fa 1] [oe snow : fe} [4] = Evane i 7 TwroTnes i L[ pressure] [FROM contmociens|~ — LANO! ] | sexseeonr PASSENGER ComaRvENT aR 21 - Air Conditioning 15 duly 2008 Pg 21-5CAIZO00O FLIGHT COMPARTMENT DISTRIBUTION GENERAL DESCRIPTION Refer to figure 3, sheets 1 and 2 Conditioned air is normally supplied to the flight compartment by the left pack. If the left pack fails, conditioned air is supplied by the right pack through the distribution manifold. Conditioned airflow enters the flight compartment from the following six outlets + Two main outlets on the left and right consoles + Two adjustable outlets (vents) on the left and right side instrument panels + Two flight compartment gaspers + Third crew member gasper (optional) The flight compartment air exhausts through the side console panel openings, and flows into the avionics equipment compartment below the flight compartment. COMPONENTS PRESSURE BULKHEAD CHECK VALVE The check valve is installed in the flight compartment supply duct at the rear pressure bulkhead. The pressure bulkhead check valve is a spring-loaded valve. It prevents the backflow of conditioned air when a duct failure occurs in the aft equipment compartment or when ACU pack 1 is not on WATER COLLECTOR UNIT ‘A water collector unit is installed downstream of the pressure bulkhead check valve to trap moisture in the discharge duct. A drain line and check valve drains the water in the collector unit through the aft lavatory drains mast overboard. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL DUAL POSITION VALVE The dual position valve is installed in the flight compartment supply duct, located under the aft passenger compartment floor. The dual position valve is an electrically-operated, butterfly-type control valve which has a position indicator and override lever. The two positions of this valve are PARTIALLY OPEN and FULL OPEN; it does not close. It controls the flow of conditioned air to the flight compartment and keeps a pressure balance between the flight and passenger compartments. The valve is controlled through the pack switches and the left pack lockout relay. OPERATION Airflow from ACU pack 1 is sent through the flight compartment supply duct to the pressure bulkhead check valve. The check valve opens at a specified pressure and permits airflow to the distribution manifold and the dual position valve During normal operations, the dual position valve operates in the PARTIALLY OPEN position restricting airflow to the flight compartment. When the right ACU pack is selected or both packs are selected, and the left has failed due to an overheat or overpressure condition, it is necessary to increase airflow. During this condition, the dual position valve automatically moves to the fully open position to provide sufficient air flow from the right system air distribution manifold to the flight compartment for ventilation. There is no indication that the dual position valve fails, to go to the selected position: either excessive or lack of air flow in the flight compartment is the only indication Airflow from the dual position valve separates at the six-way duct and is supplied to the flight compartment air outlets. The six-way duct sends the conditioned air to the flight compartment gaspers, the flight compartment vents, the side console air outlets, and the CRT cooling display conditioned air shutoff valve. 21 - Air Conditioning 15 July 2009 Pg 21-6CRIZOO TECHNICAL TRAINING MANUAL DISTRIBUTION 7 MANIFOLD ~~ \ ‘SS WATER COLLECTOR UNIT SUPPLY ~ uct (B) PRESSURE BULKHEAD ) CHECK VALVE ») DUAL POSITION VALVE TOWATER, DRAIN MAST a Figure 3 - (Sheet 1 of 2) Flight Compartment Distribution - Components 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-7CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2008 Pg 21-8CRIZOO TECHNICAL TRAINING MANUAL 3rd CREWMEMBER (OBSERVER) GASPER ~ cockeir VENTS (Adjustable) a (aust) A Ja \ \ \ OUTLETS ome cockprr py SASPERS cockpit 4 MAIN OUTLETS Figure 3 - (Sheet 2 of 2) Flight Compartment Distribution - Components 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-9CRIZOO TECHNICAL TRAINING MANUAL PASSENGER COMPARTMENT DISTRIBUTION GENERAL DESCRIPTION The passenger compartment receives conditioned air during normal operation from the air distribution manifold. The manifold receives all the airflow supplied by the right pack, and some airflow from the left pack. If the right pack fails, the left pack supplies the cabin system with conditioned air but at a lower volume. With option installed, it is possible on the ground to supply the cabin and flight compartment with conditioned air from an external source (heater or air conditioning unit), The external condition air supply or heating air is connected, to the air distribution manifold, through an adapter and check valve on the right aft side of the fuselage. The adapter access panel is located aft of the wing to fuselage fairing. There is no temperature control thermal switch provided for heater operation and control. When external conditioned air is connected, the outflow valves are usually closed since 10th stage air is not available. If all the doors are closed, the aircraft will pressurize. Opening the passenger or service door in this condition can result in damage or injury. To avoid pressurizing the cabin and to provide some airflow, carry out one of the two following procedures with the aircraft AC electrical system powered Move the service door inner handle from the locked position towards open, approximately 1 inch, to operate its microswitch. This is the least preferred option as this handle tends to go closed by itself When the passenger door is closed, leave the outer handle extended after its latches are engaged to operate its microswitch. The passenger or service door microswitch will open the avionics Copyright © Bombardier Inc. For Training Purposes Only cooling overboard valve, providing airfiow and preventing the cabin from pressurizing COMPONENTS Refer to figure 4 PRESSURE BULK HEAD CHECK VALVE The pressure bulkhead check valve is a spring-loaded valve which prevents the backflow of conditioned air when a duct failure occurs in the aft equipment compartment or when the air conditioning unit (ACU) pack 2 is not ON. The check valve is installed in the passenger compartment supply duct at the pressure bulkhead. A water collector unit is installed in the duct downstream of the check valve. It collects water in the ducts and drains it overboard through the aft lavatory drain mast. AIR DISTRIBUTION MANIFOLD The manifold is made of light material and has no internal support, Do not place objects on it or step on it. The mani- fold may collapse, and cannot be repaired. The distribution manifold is a mixer unit installed in the aft cabin below the floor. It receives conditioned air from packs 1 and 2, or an external conditioned air unit when it is used on the ground. It supplies air to the following cabin outlets: + Cabin gaspers + Main cabin supply outlets (dado panels) +The cargo and aft lavatory compartments. + The flight compartment, when the left pack is not selected ON, or if selected ON and the pack fails 21 - Air Conditioning 16 July 2009 Pg 21-10CRIZOO TECHNICAL TRAINING MANUAL CABIN CONDITIONED AIR SUPPLY pCR DISTRIBUTION MANIFOLD To FLIGHT COMPARTMENT LEGEND. AIR METERING. SS Arto HOLES. {AIR DISTRIBUTION AIR SUPPLY OUTLETS CABINAIR OUTLETS DADO PANEL ® Foor ever LENGTH OF CABIN Figure 4 - Passenger Compartment Distribution - Components 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-11CRIZ00 TECHNICAL TRAINING MANUAL OPERATION Refer to figure 5 Passenger compartment conditioned air is supplied from ACU pack 2 through the pressure bulkhead check valve to the distribution manifold in the aft compartment below the floor. Here it mixes with conditioned air from the left air conditioning pack system, ifitis in operation. There are three main ducts connected to the air distribution manifold that supply conditioned air to the passenger compartment. They are the main cabin supply to the dado panels, and the left and right gasper supply ducts A single main supply duct from the distribution manifold runs forward through the area below the floor of the cabin into the avionics compartment. Two ducts are connected to the supply duct at the forward end and two at the aft end. They supply conditioned air to the left and right main cabin air outlets (dado panels) at the forward and aft ends. The dado panels run the length of the cabin sidewalls at floor level. They receive air from ducts located below the fioor on the left and right side and supply the cabin with conditioned air through openings located along the length of the panels. The airflow in the cabin then rises to the ceiling where it exhausts into collector ducts and is sent to an area below the floor through ducts installed behind the sidewalls, GASPERS Two ducts from the cabin air distribution manifold carry gasper air behind the sidewalls to the passenger service unit (PSU) housing units. PSU supply ducts and gasper outlets are located behind the sidewalls. The two ducts run the length of the cabin and at the forward ends provide air to the galley heater 2 on the right side and also directly to the passenger door on the left side Copyright © Bombardier Inc. For Training Purposes Only LAVATORY VENTILATION A supply duct from the right aft gasper duct supplies conditioned air to an outlet below the sink in the lavatory, to provide lavatory ventilation. Exhaust air is removed from the lavatory through the exhaust outlet, above the toilet into the aft compartment below the floor near the outflow valves, where it flows to ambient. A fan is installed in the lavatory exhaust duct to improve ventilation. The fan runs continuously and is AC powered by the galley fan circuit breakers when they are closed. There is no control switch for the lavatory fan. No indication is displayed if the fan fails. The fan is installed on the lower fuselage on the right side of the air distribution manifold, 21 Air Conditioning 15 July 2009 Pg 21-12CRIZOO TECHNICAL TRAINING MANUAL SIDE CONSOLE OUTLET [BULKHEAD 260 00 GASPER Icockprr sta oe oveRHEaD| : e «8 GALLEY 8 ge cauy SARE g ag eStats Lavatory gis FAN" /carer wompuar\ ag J SAR MOMBURL ge / | Le cpouno gis, Se E'S d OUTLET. 1 aE \| ce DUAL POSITION 3 ls fegex SUA 3 CORETERNET gs —$— #3 nemo B aah 3 PP hnccsenad —_— ®S OUTELOW VALVE. Copyright © Bombardier Inc. (@& arr UvaTorY Figure 5 - Conditioned Air Supply - Schematic For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-13CRIZO00 TECHNICAL TRAINING MANUAL EXHAUST AIRFLOW Refer to figure 6, sheets 1 and 2 The area between the overhead bins and the sidewall panels above the passenger seats is enclosed and used for the following purposes: + To provide a housing for the passenger service units (PSUs) and gasper ducts + To collect the cabin exhaust air and exhaust it into an area below the floor and also into the galley and cargo ventilation systems when these systems are selected ON The conditioned air supply for the cabin enters at floor level; it rises and enters the PSU housings through holes at the cabin sidewall end. Each left and right PSU housing has two exhaust ducts connected to it, one at the front and one at the rear. They exhaust the used cabin air into the area below the floor to cool avionic equipment. The air in the area below the floor flows aft and through the outflow valves into the aft equipment compartment, then to ambient. The exhaust air from the cabin serves two more functions: + The right forward exhaust duct connects to the galley heating system fan below the floor. It supplies warm air to the galley + The left aft exhaust duct connects to the cargo conditioned air system fan below the floor. It supplies the cargo compartment with ventilation air flow Copyright® Bombardier Inc. For Training Purposes Only 24 - Air Conditioning 418 July 2008 Pg 21-14CRIZ00 TECHNICAL TRAINING MANUAL oisTrIBUTON anFOLD pressure GASPER BULKHEAD Suppu DUCT, exaust overHeap PUCT CxNAUST coULecTOR eouusr outrLow Duct VALVES aspen Surety pucT Somust Duct exaust GALLEY EXHAUST — GaspeR oucr tucr exaust bucT PSJ'S SIDEWALL HOuswe al can't ASrens Canis) ® ° AIRFLOW TO UNDERFLOOR Figure 6 - (Sheet 1 of 2) Passenger Compartment Exhaust Airflow 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-15CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright ® Bombardier Inc For Training Purposes Only 48 July 2009 Pg 21-15,CRIZOO TECHNICAL TRAINING MANUAL COND AIR GASPERS EXHAUST DUCT COND AIR DADO'S COND AIR DUCT DISTRIBUTION MANIFOLD ‘OUTFLOW VALVES = CONDITIONED AIR IN TO GASPERS & DADO'S. (PN - ExtausTeD ain To UNDERFLOOR ( AVS COOLING & OUTFLOW VALVES ) Figure 6 - (Sheet 2 of 2) Cabin Air Circulation 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-17CRIZOO TECHNICAL TRAINING MANUAL AIR CONDITIONING SYSTEM COOLING GENERAL DESCRIPTION Refer to figure 7 Two packs supply conditioned air to the cabin and flight compartments. The packs are called left or No.1 pack and right or No.2 pack. Control of each pack is by a switchilight on the overhead AIR CONDITIONING panel. Each switchilight has a White OFF and amber FAULT legend. The air conditioning system gets hot unregulated engine bleed air from the 10th stage bleed air system. The pack pressure regulating and shutoff valves reduce and regulate the air pressure and flow to the packs. There are two flow rates: normal when both packs are operating and high-flow when one pack is operating, Heat exchangers and the air cycle machines (ACMs) cool hot air from the pack valves to produce cold air. Warm or hot air is mixed with the cold air supply to provide compartment temperature control. A water separator, in the pack air supply duct, removes moisture from the conditioned air supply. Air temperature and pressure in the pack are monitored by pressure transducers, temperature sensors, pressure switches, and temperature switches. Data from these components is supplied to the EICAS display and also to the pack overpressure and overtemperature protection control circuit for pack protection. RAM AIR SYSTEM ‘A ram air scoop, at the base of the vertical fin, and ducts in the aft ‘equipment compartment, provide airflow over the precooler and the dual heat exchangers. When the aircraft is on the ground, a fan driven by the air cycle machine turbine supplies airflow over the heat exchangers. Copyright © Bombardier Inc. For Training Purposes Only If there is a failure of both ACU packs, the ram air system can supply air to the distribution system through an emergency ram air shutoff vaive and the left pack discharge duct 21 - Air Conditioning 15 July 2008 Pg 21-18CRIZO00 on singe TECHNICAL TRAINING MANUAL ioe To aaa , ae ! 3 mona oe vow Sea I eottie | a mga _ z eee — rs concronala quae, = SUNS re see es | | nee, com i a — = “passin Strecr cransurew Merz ber Cora Ae odie | gaan mae 4 “4 -- 74m caro cou i as AR PANEL rear ees ie TocABIN LEFT BLEED, “STARTER —mboscnnr ‘A SHUT ' ae 2 ‘starter Figure 7 - Cooling System - Schematic Copyright © Bombardier Inc. For Training Purposes Only ee 21 - Air Conditioning 16 July 2009 Pg 21-19,CRIZOO0 TECHNICAL TRAINING MANUAL COMPONENTS nes ACU PACK PRESSURE REGULATING / SHUTOFF There is no valve position switch on this unit. One set of VALVE contacts of the pack control relays provide valve position Refer to figures 8 and 9 indication on the ECS synoptic page and the status page of EICAS. The pack pressure regulating / shutoff valve (PRSOV) is installed on the left and right 10th stage pneumatic manifolds at the upper forward end of the aft equipment compartment. The PRSOVs receive 10th stage bleed air pressures up to 170 psi. They are dual solenoid-controlled, pneumatically-operated valves that deliver an outlet pressure of 43 + 3.5 psi for high-flow operation and 31 + 3 psi for normal flow operation. High-flow mode is only possible if one pack is operating; normal flow is with two packs operating When the normal flow shutoff solenoid is energized, regulated control air from the low-pressure reference regulator is ported to the opening chamber of the valve control piston. This opens the butterfly valve, and at the sama time the low-pressure regulator reference pressure is supplied to the shuttle valve, closing it and Porting pressure to the smaller area of the near side of the control piston, positioning the butterfly valve to regulate the downstream pressure at 31 psi + 3 If the downstream pressure exceeds the low-pressure regulator reference pressure, the shuttle valve is repositioned, blocking reference pressure and porting the higher downstream pressure to the closing piston chamber, modulating the butterfly valve towards the closed position. When the high flow solenoid is energized, the high-pressure reference regulator air is ported through the normal flow shutoff solenoid to the opening chamber and the shuttle valve, regulating downstream pressure to the high-flow values (43 psi + 3.5) in the same manner. There is a visual indicator on the butterfly valve shaft to check opening! closing position. Copyright © Bombardier inc. For Training Purposes Only 15 July 2009 Pg 21-20e é e CRIZOO TECHNICAL TRAINING MANUAL AMBIENT oN [> _ norma FLow securesaine BO REGULATOR auto sian ll cxose stop - ear we mi a ACTUATOR As L 4 Nora Flow // S GLEAN SOLENOID + Flow Figure 8 - Pressure Regulating/Shutoff Valve 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-21CRIZ00 PACK PRESSURE MANIFOLD ‘A pack pressure manifold is installed on the left and right sides of the aft equipment compartment near the pylon area. It is connected to the pack air ducts downstream of the pack valve. ‘Two pressure switches and a pressure transducer are installed on each manifold. PRESSURE TRANSDUCER The pressure transducers are installed in the aft equipment compartment on manifolds that are connected to the pack supply duct ‘The pressure transducer monitors the air pressure in the pack supply duct and produces an equivalent electrical signal. It supplies the electrical signal to the data concentrator units (OCUs) which displays an indication on the EICAS synoptic page. PRESSURE SWITCH The pressure switches close when the pressure in the pack supply duct increases to 49 + 2 psi. When the switch closes, It supplies a signal to the DCUs, for an overpressure caution message, and to the ACU pack control relay to automatically close the pack PRSOV. The pressure switch opens again when the pressure decreases to 39 psi There are two pressure switches installed on each pack manifold They provide redundancy in case one switch fails. Copyright © Bombardier Inc. For Training Purposes Only e 9 TECHNICAL TRAINING MANUAL 21 - Air Conditioning 18 July 2009 Pg 21-22CRIZOO TECHNICAL TRAINING MANUAL PRESSURE SWITCH ~ PRESSURE REGULATING! C ‘SHUTOFF VALVE “31188 PRESSURE, ‘TRANSDUCER PRESSURE MANIFOLD Figure 9 - Valve and Sensors 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-23CRIZOO TECHNICAL TRAINING MANUAL PRECOOLER Refer to figure 10, The precoolers are installed in the aft equipment compartment below the primary and secondary heat exchangers, The precoolers decrease the temperature of the hot bleed air supplied from the bleed air ducts. The temperature of the precoolers is decreased by ram air that is supplied from the ram. air system. The ram air leaves the precoolers and goes through the exhaust outlet to ambient. DUAL HEAT EXCHANGER The dual heat exchangers are installed in the aft equipment compartment, The dual heat exchangers consist of a primary and secondary heat exchanger. The primary heat exchangers decrease the temperature of the air from the precooler. The secondary heat exchangers decrease the temperature of the air from the compressor stage of the ACM. The ram air system supplies ram air to cool the dual heat exchangers. On the ground, a fan driven by the ACM turbine provides cooling airflow over the heat exchangers. An aspirator using secondary heat exchanger outlet air extracts the water from the water separator and sprays it over the secondary heat exchanger The evaporation of the water along with the airflow improves the heat exchanger efficiency. 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-24CRIZOO TECHNICAL TRAINING MANUAL (A) 2 PLACES {B) 2 PLACES a FT ACCESSORY 00! Al ASPIRATOR — COMPT DOOR \ CR) DUALHEAT © EXCHANGER Figure 10 - Precooler and Dual Heat Exchanger 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 21-25,CRIZOO TECHNICAL TRAINING MANUAL AIR CYCLE MACHINE Refer to figure 11 The ACMs are installed, on a shelf, at the aft end of the aft equipment compartment and are connected by ducts to the dual heat exchangers and the ram air supply ducts. The ACMs are two stage, turbine-driven air compressors that decrease the temperature of the hot bleed air supply by the action of driving the turbine. The ACM compressor shaft is mounted on bearings that are lubricated by oil wicks from a reservoir installed in the ACM housing. A sight glass on the ACM indicates the oil level in the reservoir. A drain port is installed at the bottom of the Unit. The fill port is installed near the sight glass. The ACM is always shipped empty and must be filled before operating or damage to equipment will occur. The ACM compressor receives warm air from the primary heat ‘exchanger and when driven by the turbine, it compresses the air, raising its temperature and pressure. The ACM compressor discharge hot air is sent to the secondary heat exchanger for cooling. Cooled high pressure air from the secondary heat exchanger is sent to the ACM turbine, driving it results in a large drop in pressure and temperature of the air leaving the turbine. A fan is installed on the ACM turbine shaft and tums inside the ram air duct whenever the ACM runs. When the air conditioning system is operated on the ground, the fan provides air flow over the heat exchangers and precooler. When the aircraft is in flight mode, ram air cooling is supplied to the dual heat exchangers and precoolers by an inlet mounted at the base of the airplane vertical fin Copyright © Bombardier Inc. For Training Purposes Only The hot exhaust air from the heat exchangers exits through louvers on the left and right sides of the aft fuselage. There is the Possibility of moisture coming from these exit louvers during operation in high humidity conditions, COMPRESSOR OVERTEMPERATURE SWITCH The compressor overtemperature switch is installed in the pack ‘ACM compressor discharge outlet port. When the temperature of the compressor discharge air increases to 445°F (230°C), the switch contacts close. When the switch contacts close, they supply a PACK HI TEMP signal to the EICAS to display a PACK HI TEMP caution message and de-energize the pack control relay. The open contacts of the pack control relay de-energize the pack PRSOV, closing it This stops the airflow to the air conditioning pack. The switches open again when the temperature decreases below 445°F (230°C). COMPRESSOR OUTLET TEMPERATURE SWITCH The compressor outlet temperature switch is installed in the ACM cuinpressor discharge Jucl belween lie compressor and the secondary heat exchanger. This switch is only effective during single pack operation when the pack is in high-flow mode of operation. The compressor outlet temperature switch contact closes when the compressor discharge air temperature is more than 415°F (213°C). When this switch contact closes, it supplies a ground to energize the PRSOV high-flow solenoid control relay (K9HG), de-energizing the solenoid. When this occurs the PRSOV normal flow solenoid which is still energized regulates flow at the normal pressure (31 psi), reducing air flow and compressor discharge temperature. The temperature switches open again when the temperature decreases below 415°F (213°C) restoring the PRSOV to a high- flow mode. 24 - Air Cont joning 16 July 2008 Pg 21-26CRIZOO TECHNICAL TRAINING MANUAL COMPRESSOR Filter KQ overtemperatune MER ACG ‘wircit sale SS AFT ACCESSORY COMPARTMENT DOOR COMPRESSOR OUTLET TEMPERATURE ‘SWITCH Figure 11 - Air Cycle Machine 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2008 Pg 21-27CRIZO0O0 TECHNICAL TRAINING MANUAL AIR CYCLE MACHINE WATER SEPARATOR Refer to figure 12, sheets 1 and 2 A swirl action-type water separator is installed in the air duct between the secondary heat exchanger and the ACM turbine. The swirl action removes moisture from the air supply that drives the turbine. This moisture will condense and cause ice to build up fon the cold turbine resulting in vibration and ACM bearing failures. The moisture that is collected in this separator drains through a drain line overboard. The separator has no moving part. It is necessary to make sure that the drain line is not blocked, NOTE A restrictor is installed in the water drain line to reduce pack air loss. This can cause the drain line to blow off if the wrong type of rubber hose is used during restrictor installation, 24 - Air Conditioning Copyright © Bombardier Inc. For Training 2urposes Only 16 July 2008 Pg 21-28CRIZO00O TECHNICAL TRAINING MANUAL sy, FROM SS = TURBINE @ WATERSEPARATOR ' water Figure 12 - (Sheet 1 of 2) Air Cycle Machine - Water Separator 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-29CRIZOO TECHNICAL TRAINING MANUAL Page intentionally Left Blank 21 - Air Conditioning Copyright© Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-30CRIZOO TECHNICAL TRAINING MANUAL BLEED AIR COMPRESSOR INLET FROM OUTLET TEMP 40TH STAGE SW at5°F / 213 PRSOV : SECONDARY \ HEAT > ian PRIMARY HEAT EXCHANGER CONDITIONED ‘AIR OUTLET PRECOOLER ACM COMPRESSOR ACM WATER SEPARATOR COMPRESSOR OVERTEMPERATURE SWITCH 445° F / 230° C Figure 12 - (Sheet 2 of 2) Air Cycle Machine - Water Separator 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-31CRIZO00 PACK WATER SEPARATOR Refer to figure 13, sheets 1 and 2 Each pack has a water separator installed in the conditioned air supply duct in the aft equipment compartment, to remove as much moisture as possible especially when operating in high humidity conditions. The separator is mounted on a bracket attached to a structure in the forward ceiling of the compartment. As the pressurized air is expanded in the separator, a coalescer bag causes the moisture in the air to condense and drain at the bottom of the separator. A water drain removes the water from the separator, and an aspirator in the water drain line extracts the water from the separator and sprays it into the heat exchangers. If the replaceable coalescer bag becomes clogged by contamination or the accumulation of frozen moisture, a relief valve opens and bypasses the coalescer to allow airflow through the water separator. This is indicated by a hammering sound that is heard as the relief valve operates. Also, there are visible signs of excessive moisture in the air entering the passenger compartment, in the form of fog from the gaspers and dado outlets. Water that is not removed by the water separator remains in the pack discharge ducts where it is collected by a water collection unit in the supply ducts, just downstream of the check valves in the rear pressure bulkhead. Drain lines with check valves are connected to the bottom of these two traps and drain the water into the aft lavatory water drain mast overboard PACK DISCHARGE DUCT Do not overtorque the clamps that attach the duct to the water separator. The fiberglass duct will separate from the sleeve and cause a loss of the pack air supply. If the duct on the right pack separates, the separator outlet discharg- es warm air onto the cargo fire bottles and causes the ther- mal discharge of the bottles. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL The pack discharge duct is installed between the water separator and the check valve in the rear pressure bulkhead, The duct is made of fiberglass and has a bonded metal insert at the ends where it is attached to the separator and the check valve at the bulkhead On the right pack discharge duct, a bracket has been installed at the water separator end to secure the duct. An adjustable tie rod is installed between the duct bracket and the water separator mounting base so that if the duct comes loose, it will be held in place by the tie rod. DUCT OVERTEMPERATURE SWITCH The duct overtemperature switch is installed in the pack discharge duct downstream of the water separator. The duct overtemperature switch contacts close when the temperature of the air supplied by the air conditioning pack is more than 220°F (104°C). When the switch closes, it supplies a PACK HI TEMP. signal to EICAS, the pack relay, and the ACU pack protection relay. An EICAS PACK HI TEMP caution message is displayed. The ACU pack control relay is de-energized and closes the pack pressure regulating/shutoff valve. The pack protection relay is energized and closes the 10th stage bleed valve on the affected side and the isolation valve. This stops the airflow to the air conditioning pack. The overtemperature switch opens again when the temperature decreases to below 220°F (104°C). There is one duct overtemperature switch installed in each air conditioning supply duct at the lower end. 21 - Air Conditioning 15 July 2009 Pg 21-32TECHNICAL TRAINING MANUAL CRIZOO ) SS \ = bucT (A) OVERTEMPERATURE SWITCH AFTACCESSORY INLET COMPT DOOR, DUCT coatescern _/ Primary / OUTLET AIRFLOW | DUCT HELICAL ‘COMPRESSION ‘SPRING AIR FLOW IF THE COALESCER ~ 1S BLOCKED Nee POPPET COVER VEE ~ COALESCER SAND CLAMP (RELIEF) ORAINTUBE WATER, 2) SEPARATOR Figure 13 - (Sheet 1 of 2) Pack Water Separator 24 - Air Conditioning 418 July 2008 Pg 21-33, Copyright © Bombardier Inc. For Training Purposes OnlyCRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 45 July 2009 Pg 21-34CRIZO0O Copyright © Bombardier inc. TECHNICAL TRAINING MANUAL CONDITIONED “AIR FROM LIM ACU, WATER 'SERARATOR (Ref) ouct TEMPERATURE. ‘SENSORS, (Ret) sclera PRESSURE PLATE, NUT\_\ \ age Lap \ La) aca “OY \ SS SoG ene A wT OS /p is ‘OVERTEMPERATURE SWITCH. 20°F 104°C (UM SHOWN RI SAME) Figure 13 - (Sheet 2 of 2) Pack Water Separator 21 - Air Conditioning For Training Purposes Only 45 July 2009 Pg 21-35CRIZO0O TECHNICAL TRAINING MANUAL PACK SWITCHILIGHT Refer to figure 14. The L and R PACK switchilights control the pack control relays and the PRSOVs, and show the status of the left and right air conditioning packs. When the switchilights are unlatched, they supply a signal that closes the related pack PRSOV and the OFF light illuminates. If the switch/light is latched, the related pressure regulating/shutoff valve opens and the OFF light extinguishes Ian overpressure or overtemperature failure is detected in the air conditioning system, the pack automatically shuts down and the FAULT light illuminates. The switch/lights OFF and FAULT legends are illuminated by the Lamp Driver Unit (LOU). The OFF indication of the PACKs are controlled by the pack ACU control relay contacts. There is no valve position switch on the pack valves 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-38CRIZO00O TECHNICAL TRAINING MANUAL a. PACK CONTROL LAND R PACK MODE CONT SWITCHLIGHTS, SeITCI/ LIGLTS 2) PACK TEMP MANUAL CONTROL TOGGLE SWITCH PACK AUTO TEMP CONTROL SELECTORS, RAMAIR VENTILATION SWITCH LIGHT PACK TEMP MANUAL CONTROL TOGGLE SWITCH Figure 14 - Air Conditioning System - Controls Copyright © Bombardier Inc. 21 - Air Conditioning For Training Purposes Only 46 July 2008 Pg 21-37CRIZOO0 ‘TECHNICAL TRAINING MANUAL OPERATION PACK COOLING Refer to figures 15 and 16. ‘The ACU packs can be operated independently or in parallel. In normal operation, the right ACU pack operates from the right bleed air system and supplies the passenger compartment with conditioned air. The left ACU pack normally operates from the left bleed air system and supplies the flight and cabin compartments. The ACU packs are interconnected and either can supply both ‘compartments in the event of a pack failure. During normal operation, 10th stage bleed air is supplied to the air conditioning system from the engines at up to 700°F (371°C) and 170 psi at high power. This supply pressure is reduced by the pack PRSOV to 31 psi for normal operation when both packs are ‘on. The pack supply pressure will be increased to 43 psi f there is ‘only one pack operating. The pack PRSOV has two control solenoids; one for normal flow, the other for high flow control Whenever a single ACU pack is operating due to a failure or by selection, the ACU control relays also energize the high-flow solenoid. This occurs regardless of aircraft mode (flight or ground), or of pneumatic bleed air source. During engine starts, both packs are shut down automatically to reduce the loss of bleed air pressure. When an ACU pack PRSOV opens, there are two overpressure switches, No.1 and No.2, downstream of the valve that detect an overpressure condition. Pressures in excess of 49 + 2 psi close the switch contacts and provide overpressure shutdown protection. The two switches provide redundancy. Adjacent to the pressure switches is a pressure transducer. The pressure transducer indicates ACU pack pressure on the EICAS ECS synoptic page. When the hot bleed air enters the ACU pack through the PRSOV, it passes through the precooler. A tee connection in the duct upstream of the precooler also supplies hot air to the pack bypass Copyright © Bombardier Inc. For Training Purposes Only valve inlet port on the dual-bypass valve, The warm air leaving the precooler is routed through the primary heat exchanger where it is cooled and then routed to the ACM compressor inlet port and also to the dual-bypass valve turbine bypass port. The ACM turbine drives the compressor which compresses the warm air entering it, raising its discharge temperature considerably. The hot air leaving the ACM compressor passes two temperature switches, the compressor overtemperature switch 445°F (230°C) in the compressor outlet port which provides PACK HI TEMP protection shutdown and the compressor discharge outlet temperature switch 415°F (213°C) installed in the compressor discharge duct which will shift the PRSOV from high flow to normal flow regulation. The hot compressor discharge air is then routed through the secondary heat exchanger where it is cooled and sent to the ACM turbine ‘A water separator is installed by modification between the secondary heat exchanger outlet and the ACM turbine. It removes moisture from the air and prevents ice buildup, on the turbine, which can result in ACM failure. As the cooled air enters the turbine and drives it, considerable energy is used, causing a large drop in the temperature and pressure of the air leaving the turbine. The cold air leaving the ACM turbine is routed to the water separator where the moisture in the cold air condenses as droplets on the coalescer and filter bag in the water separator. When the packs are operating in very humid conditions some moisture will pass through the coalescer bag. To remove this excess moisture, modified ducts with an enlarged diameter collector trap are installed downstream of the aft pressure bulkhead duct check valves. The water in the ducts is trapped at the collectors where it will drain through a check valve overboard through the water drains mast. 21- Air Conditioning 15 July 2009 Pg 21-38CRIZOO RAM AIR INTAKE VERT FIN BASE ‘TECHNICAL TRAINING MANUAL PACK DISCH DISCH OVERTEMP warer Temp SEPARATOR SENSOR eet WATER DRAIN RAM AIR F AIR MACHINE DUAL HEAT (——— (SION) SW 104°C DISTTO. fl] UAL a BYPASS VA EXCHANGER Se i » aseraror Pl ACM WATER SEP- love DRAIN icome jover- ‘TEMP (SiON) si ‘OUTLET, TEMP SW 213°C. PRESSURE OVERPRESS TRANSOUCER SWITCH Sr FROM BLEED AIR PRESSURE REGULATING VALVE Figure 15 - Air Conditioning System - Functional Schematic Copyright © Bombardier Inc. For Training Purposes Only 230°C 21 - Air Conditioning 15 July 2008 Pg 21-39CRIZOO TECHNICAL TRAINING MANUAL LEGEND i feed air shut [2 "| Isolation valve al [3 |Pack PRSOV - [4 | Pressure transducer 10th stage manifold | 5. | Pack duet pressure transducer je, Pack pressure switches 49 # 2 psig | 7. {Discharge duct temperature sensors [5 20°F (104°C) overtemperature switch [9 | Water separator 10. [Air eycie machine 7 11. | Duai-bypass valve 7 a. Turbine bypass valve b. Pack bypass valve [12 | Precooler | 13. | Dual heat exchanger (primary/secondary) (4. ‘445°F (230°C) compressor overtemperature switch 15. (| 415°F (213°C) compressor outlet temperature | switch 16. __| Ram bypass and check valve | [17 [Fan inlet oo | 18. | Turbine discharge duct ST 119. | Ram air shutoff valve 20, | Pressure butiead creskvave | tees ACM tans ae | "TABLE 1: AIR CONDITIONING SYSTEM - SCHEMATIC 21 - Air Conditioning Copyright © Bombardier inc. For Training Purposes Only 15 July 2009 Pg 21-40CRIZ00 TECHNICAL TRAINING MANUAL (=== TORLEEDA PANEL Figure 16 - Air Conditioning System - Schematic 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009, Pg 21-41CRIZO00 PACK ELECTRICAL OPERATION Refer to figure 17, The dual position valve controls airflow to the flight compartment and is partially open in its normal position when both packs are selected ON. The valve is controlled by control relay K11HG installed in JB-10. To reposition the valve to the fully open position ‘one of the following conditions must be met: + The right pack switch is selected ON and the left is selected OFF, energizing the dual position valve control relay and repositioning the valve open + With both packs selected ON and the left pack shut down due to a pack overheat or overpressure condition, the left pack lockout relay is energized providing a ground to the dual position valve control relay energizing it, which in tum opens the dual position valve There is no switch/light indication or EICAS display when a dual- position valve fails. Only pilot comments regarding excessive or insufficient airflow in the flight compartment would indicate a valve failure When the right pack control switch is selected, power is supplied to the pack control relay KEHG. It receives a ground through the respective lockout relay K4HG. When the pack control relay is energized, its contacts provide the following functions: + EICAS receives high signal for the pack valve (commanded) open position indication, which turns the white line to green around the box that indicates the pack, on the ECS Synoptic Page. It also extinguishes the PACK OFF light and the PACK OFF status message (which is useful for checking the pack control relay operation when troubleshooting the electrical system) + 28 VDC power is supplied to the passenger compartment temperature controller Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL + Itremoves power supply to the left pack PRSOV high-flow solenoid (if left pack is ON) + It'supplies power through the relaxed closed contacts of the right engine start relay KBHG to the right pack PRSOV low- pressure solenoid + Power is also supplied to the right pack PRSOV high-pressure solenoid if the left pack control relay is de-energized (pack off) and the right pack engine start K8HG and compressor overtemperature relays K10HG are also de-energized + The last contact provides a ground for galley heater 2 control relay When the left pack switch is selected ON, the left pack control relay is energized and its closed contacts perform the same functions for the left pack as described in the right pack operation above, with the exception of the right pack PRSOV high-flow solenoid which is de-energized. During an engine start, the start relay circuit eneraizes both pack engine start relays K7HG and K8HG in the ACU pack electrical control circuit. This shuts down both ACU pack PRSOVs to supply sufficient bleed air pressure for engine starts, PACK OVERPRESSURE AND OVERTEMPERATURE PROTECTION Refer to figure 17. During normal ACU pack operation, the ACU packs are protected automatically against the following + An overpressure in the bleed air supply + Anovertemperature of the ACM compressor + Ahigh ACU pack discharge temperature 21 - Air Conditioning 15 July 2009 Pg 21-42.CRIZOO TECHNICAL TRAINING MANUAL eras neu ea BOASDOT R2«21018, a) Figure 17 - Air Conditioning System Pack - Electrical Schematic 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-43CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank e@ 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 15 July 2008 Pg 21-44CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 18 July 2008 Pg 21-45CRIZOO TECHNICAL TRAINING MANUAL The ACU pack is protected against high inlet pressure by two overpressure switches downstream of the pack PRSOV. If the switches sense an overpressure of 4942 psi, either switch provides a ground for the pack protection relay KIHF (K2HF), closing the 10th stage bleed air valve on the affected side and also 10th stage isolation valve. A ground is provided which energizes the affected pack lockout relay K2HG (K4HG), de-energizes the pack control relay KSHG. (K6HG) and de-energizes the pack PRSOV which shuts down the pack. The closed contacts of the lockout relay provide a holding circuit that must be reset. When the contacts of the overpressure switches close, the following indications are displayed. + EICAS displays a L or R PACK HI PRESS caution message on the primary and ECS pages + On the ECS page, the pack box outline changes color from green to white + The pack fault and pack OFF lights illuminate on the respective switch/light + The HI PRESS indications are locked on by the DCUs and must be manually reset To reset the pack after a HI PRESS shutdown, select the pack and the respective 10th stage switchflights at the same time to OFF and then back to ON. ‘When a pack ACM compressor discharge temperature reaches 415°F (213°C), the compressor outlet temperature switch contacts close on the affected side; this supplies a ground to the compressor overtemperature relay KH (K10HG) energizing it The closed contacts of this relay de-energizes the PRSOV high flow solenoid shifting the pack flow from high to normal. When the temperature drops below 415°F (213°C) the PRSOV will be restored to high flow. Copyright© Bombardier Inc. For Training Purposes Only Ifthe pack compressor air discharge temperature reaches 445°F (230°C) or the pack discharge duct air temperature reaches 220°F (104°C), the affected thermal switch contacts close providing a ground for the following: + The pack protection relay KIHF (K2HF) energizes, closing the 10th stage bleed valve on the affected side and also the 10th stage isolation valve if it were open + The lockout relay K2HG (K4HG) energizes, removes the {ground for the pack control relay KSHG (K6HG) de-energizing the relay. The de-energized pack control relay closes the pack PRSOV and provides a ground for EICAS which displays a PACK OFF status message, turns the pack box symbol on the ECS synoptic page white and signals the LDU to illuminate the pack FAULT and OFF legends on the respective switch/ light ‘When the PACK HI TEMP message has been removed, select both the respective 10th stage bleed and pack switchilights to OFF at the same time. This removes the holding circuit which relaxes the lockout relay. The 10th stage bleed and pack switch’ lights can then be selected ON to return the system to normal operation. 24 - Air Conditioning 16 July 2009 Pg 21-46CRIZOO TECHNICAL TRAINING MANUAL Page Intentiovally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 21-47CRIZOO0 RAM AIR SYSTEM GENERAL DESCRIPTION The ram air system supplies ram air to reduce the temperature of the hot bleed air flowing through the precooler, the dual heat exchangers, and the hydraulic system heat exchanger. It is also used in an emergency in flight to supply ventilation airflow to the flight and passenger compartments when both packs are OFF. The ram air intake is installed at the base of the vertical fin and uses fiberglass ducts to supply the user systems COMPONENTS Refer to figure 18, sheets 1 and 2 RAM AIR DUCT In flight, the ram air duct supplies air from an air scoop at the base of the vertical fin and through the ducts and the check valve to the dual heat exchangers and precooler of each pack in the aft equipment compartment. The ram air then flows through the dual heat exchangers and the precooler and out through exhaust ports in the lower fuselage. On the ground, when there is no ram airflow, a fan driven by the ACM turbine draws air in through the ram air ducts. It closes the fan bypass check valve and forces the air to flow through the heat exchangers and precooler, providing cooling. The fan bypass check valve is opened by ram air pressure in flight, bypassing the ACM fan to provide cooling airflow in flight to the heat exchangers. NOTE A broken or missing check valve can cause a pack to op- erate normally in flight, but to shut down due to an ACM ‘compressor overheat on the ground. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL EMERGENCY RAM AIR SHUTOFF VALVE The emergency ram air shutoff valve is an electrically-operated, butterfly-type valve. If both air conditioning packs FAIL and the aircraft is below 15000 feet altitude, the pilot can open the emergency ram air shutoff valve to supply ram air directly to the left air conditioning supply duct. The emergency ram air shutoff valve is connected between the ram air duct and the left air conditioning pack supply duct, RAM AIR SWITCHILIGHT The RAM AIR switchilight controls the emergency ram air shutoff valve. The RAM AIR switchilight is located on the air conditioning control panel on the overhead panel ‘When pushed, the switchilight sends a command signal to the shutoff valve that causes the shutoff valve to open. When the valve opens, the following indications are provided: + The OPEN light on the switch/ight illuminates, + Actatus message RAM AIR OPEN is displayed + On the ECS synoptic page the ram air valve is shown open and the flow lines are green If the switchilight is pushed again, the shutoff valve closes and all the indications are removed and turned off. rarely used. It is a good idea to operate it occasionally and check the operation on EICAS. The valve or actuator could seize in the closed position due to corrosion. 21 - Air Conditioning 15 July 2009 Pg 21-48CRIZOO TECHNICAL TRAINING MANUAL EMERGENCY SAUTOFF VALVE TOCOCKPIT AR Faneyrsss: CHECK VALVE Figure 18 - (Sheet 1 of 2) Ram Air System - Component Location/Recognition 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 21-49CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 24 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 418 July 2008 Pg 21-50CRIZOO TECHNICAL TRAINING MANUAL RAM AIR Ly INLET Oy << S 2 x) Sad TORAMAIR ‘exounoy! S30 - wy - ; HEAT EXCHANGER, PRECOOLER i ‘ACM FAN : (INTERNAL) HEAT EXCHANGER. ouTLeT Figure 18 - (Sheet 2 of 2) Ram Air System - Component Location/Recognition 21- Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-51CRIZ00 TECHNICAL TRAINING MANUAL TEMPERATURE CONTROL AND INDICATION GENERAL DESCRIPTION Refer to figure 19. The temperature control and indication system controls the temperature of the flight and passenger compartments. It also supplies duct temperature and passenger compartment temperature information to EICAS that displays on the ECS. synoptic page. There are two systems in the temperature control and indication system. One system is for the flight compartment and the other system is for the passenger compartment. The control system normally operates in automatic mode. If the automatic system fails, a manual backup temperature control is, provided. This requires crew action to control and monitor compartment temperature. Each temperature control system Consist of the following + Acontroller that operates a dual bypass valve to add warm or hot air to the ACM discharge air supply to the cabin or flight compartment to maintain the compartment at the selected temperature + One selector on the AIR CONDITIONING contro! panel for selecting the desired temperature in the cabin and flight compartments + A_manual/automatic MAN switchilight on the AIR CONDITIONING contro} panel + A HOTICOLD select switch on the AIR CONDITIONING control panel + Sensors to measure compartment and duct temperatures 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2008 Pg 21-52i Pax -- | — cocker TEMPERATURE CONTROLLER can }-=~ TEMPERATURE OUTLET TOEICAS DR. LEGEND 2. Fite 5. Passenger ~-t FROM SUPPLY DUCT SENSOR-PACK No, 1 ‘FROM SUPPLY DUCT SENSOR-PACK No.2 4 Temperature enor an Figure 19 - Temperature Indication and Control Copyright © Bombardier Inc. For Training Purposes Only 21 - Air Condi CRIZO00 TECHNICAL TRAINING MANUAL catey ATR #2, 2 at wwvarony § as cater |GALLey INDIVIDUAL 3 ag EXHAUST) “FAN 4 3 "GASPER y ae FAN Ll 3] gone Ha Sey err onsre oe penis TIGR ee ene overnend at | cone. Se a zp = Epomace Tio ERR GASPER, aj ; : THES JOCRT | GALLEY DADO i COOLING! BEATER PANELs| EXHAUSTTO. || DUAL POSITION ~ ee REBEL Nae tioning 15 July 2008 Pg 21-53CRIZOO COMPONENTS DUAL-BYPASS VALVE Refer to figure 20. The dual-bypass valve controls the temperature of the conditioned air supplied by the packs automatically through the temperature controller, or manually using the switches on the AIR CONDITIONING control panel. A dual-bypass valve assembly consists of two butterfly-type valves mounted on a plate that are operated by an actuator and gearbox. The gearbox output drive rotates 180 degrees and through nonadjustable link rods repositions the two valves. One valve adds warm primary heat exchanger discharge air to the ‘ACM turbine outlet and is called the turbine bypass valve. The other valve adds hot air from the pack PRSOV to the ACM turbine outlet and is called the pack bypass valve. The valve sequencing and positions are as follows’ [ acruaror anaus | TURBNEBYPASS | PACK Bypass ] [0 Degrees: 0% 0% |45 Degrees 60% 0% - [90 Degrees 100% 0% 135 Degrees 60% 12% 180 Degrees [o% 100% For maximum cooling, the pack and turbine bypass valves are closed. This causes all of the bleed airflow to go through the ACM, When less cool air is necessary, the actuator moves the turbine bypass valve to the open position. This allows hot turbine inlet air mix with the cold turbine outlet air. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL When hotter air is necessary, the actuator moves the pack bypass valve to the open position. This allows hot bleed air to bypass the ‘ACM. When the pack bypass valve opens, the turbine bypass valve starts to close. When maximum heat is necessary, the pack bypass valve is fully open and the turbine bypass valve is fully closed. It is possible to check the duct bypass valve operation by selecting manual mode hot and cold and visually checking valve operation. DUCT TEMPERATURE SENSOR Refer to figure 20. The duct temperature sensors are thermistors that measure the air temperature in the air conditioning supply ducts, There are two sensors in the left supply duct and two sensors in the right supply duct. One of the sensors in each duct supplies temperature data to the temperature controllers. The other sensor supplies temperature data to the DCUs for the pack discharge temperature display on the ECS synoptic page. The four duct temperature sensors are interchangeable. 21 - Air Conditioning 15 July 2009 Pg 21-54CRIZO00 TECHNICAL TRAINING MANUAL @) ouctrempenarune (8) DUAL BYPASS VALVE SENSOR ~ PACK BYPASS - VALVE Figure 20 - Temp. Control and Indication - Dual Bypass Valve and Duct Temp. Sensor 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-55CRIZOO0 TECHNICAL TRAINING MANUAL TEMPERATURE CONTROLLER Refer to figure 21 The temperature controllers are installed in the left and right consoles in the flight compartment and are interchangeable. The flight compartment controller is in the left console; the passenger compartment controller is installed in the right console. ‘The temperature controllers are electronic units that monitor and control the temperature of the air supplied to the flight and passenger compartments. In the automatic mode, the temperature controllers monitor temperature data from temperature sensors in the air conditioning supply ducts, the flight compartment, the passenger compartment, and from the position of the temperature selector (potentiometer) on the AIR CONDITIONING panel. The temperature controller then automatically sums the three inputs and repositions the dual bypass valves so that the conditioned air supply maintains the ‘compartment at the level selected by the temperature selector on the AIR CONDITIONING contro! panel COMPARTMENT FAN/SENSOR UNITS There are two fan/sensor units, one is installed in the flight compartment right side console, it has a single sensor and monitors the flight compartment temperature. The other fan/ sensor unit, is installed in a compartment inside the cabin ‘overhead bin located at the right overwing exit, It has two sensors, one monitors the cabin temperature for the controller, the other monitors cabin temperature for EICAS and displays it on the ECS synoptic page under cabin temperature display. The fan/sensor units have AC powered fans. When AC power is available, the fan draws compartment air through an inlet screen and blows the air over the sensor exhausting into the area below the floor. The inlet screens and sensors should be cleaned often as fluff builds up and blocks the airflow after prolonged use. The passenger and flight compartment temperature sensors are interchangeable 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-56CRIZ00 ‘SIOE CONSOLE GaLLey HTR #2 y OVERHEAD LI OUTLE, L casreh TOCAT GALLEY _0A50 ; ARGO COOLING HEATER PANELS PAXOR EXHAUST TO QUAL eCSTION ‘COND a OuTueT UNDERFLOOR VALVE ne PASSENGER COMPARTMENT FAN/SENSOR UNIT A Fie Compartment Controle A cabin Compartment Controller TECHNICAL TRAINING MANUAL AIR CONDITIONING ‘CONTROL PANEL FLIGHT COMPARTMENT FAN/SENSOR UNIT TEMPERATURE, CONTROLLER, Figure 21 - Temperature Control - Components and Indication Copyright © Bombardier Inc. For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-57CRIZOO ‘AIR CONDITIONING CONTROL PANEL Refer to figure 22, The AIR CONDITIONING control panel is installed on the overhead console in the flight compartment, The control panel contains the controls for the operation of the temperature controllers, the air conditioning unit packs, the ram air shutoff valve, and the cargo compartment conditioned air supply selection. The AIR CONDITIONING control panel has the following controls and indicators + One CKPT temperature control selector + One CABIN temperature control selector + One CKPT MAN/AUTO mode switchilight + One CABIN MAN/AUTO mode switchilight + Two HOT/COLD manual (spring-loaded, center-off} + Two PACK switchilights + One RAM-AIR OPEN switchilight + One cargo OFF/FAN/COND AIR control switch The CKPT and CABIN temperature control selectors adjust the temperature setting required for the related compartment (automatic mode). The compartment temperature selection ranges from 61°F (16°C) (COLD position) to 90°F (32°C) (HOT position) When latched, the CKPT MAN and the CABIN MAN switchilights change the temperature control for the related compartment from auto mode to manual mode. The MAN light comes on to show that the system is in the manual mode. When unlatched, the system goes back to the automatic mode. temperature control switches Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL Tn auto mode, the flight compartment and cabin temperatures are automatically maintained at their selected levels by dedicated cabin and flight compartment temperature controllers. In manual mode, the pilot selects the manual temperature control switches Which are spring-loaded to the center-off position to control the compartment temperatures. There are no temperature range limits for manual operation. Consequently, the pilot must monitor the pack discharge temperature on the EICAS ECS synoptic page. 21 - Air Conditioning 16 July 2009 Pg 21-58CRIZOO TECHNICAL TRAINING MANUAL LAND R MODE CONT SWITCHILIGHTS(2) CABINIOKPT TEMP SLECTOR [oven rae ] SENSOR TEMPERATURE AIR-CONDITIONING CONTROL PANEL, CONTROLLER = — CABINICKPT =| PRsOV FROM | PRIMARY HEAT | EXCHANGER | = ccus | uct S EICAS | teMpERATURE TURBINE BYPASS =| | INDICATION “SENSORS VALVE | ' ACM | — TURBINE | (— > DISCHARGE Lf waren = SEPARATOR \ TOAIR — CONDITIONING SUPPLY DUCT Figure 22 - Temperature Control - Schematic 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-59CRIZOO0 TECHNICAL TRAINING MANUAL OPERATION Refer to figure 23, The ACM cools hot bleed air supplied from the pack PRSOV. ‘When warmer air is required in the fight and cabin compartments, the turbine bypass valve is opened progressively to add warm air to the ACM output. When hot air is required, the pack bypass valve is opened to add hot air to the ACM discharge. This conditioned air is sent to the cabin and flight compartments. The dual bypass valves are controlled by the respective left or right temperature controllers in the auto mode. In manual mode, they are controlled through the hot/cold switches on the air conditioning panel. AUTO MODE In the auto mode, the temperature controllers receive the following data which it processes through a summing junction. + Pack supply duct temperature sensor + Cabin or fight compartment temperature sensor + Cabin or flight compartment (potentiometers) position temperature _ selector IF the controller detects an error signal, i.e. it wants warmer or cooler air in the cabin, it will supply a voltage signal to the dual bypass valve motor to reposition it to the required direction through the manual control relay. The temperature controllers automatically keep compartment temperatures at the levels set by the temperature control selectors on the AIR CONDITIONING control panel. When operating in the automatic mode, the temperature controllers also ensure that the duct discharge temperatures do not exceed a maximum of 200°F (93°C) or a minimum of 35°F (1°C), to ensure ice does not form in the packs. If the duct discharge temperature reaches 200°F (93°C), the temperature Copyright © Bombardier Inc. For Training Purposes Only controller override protection circuit bypasses a normal hot demand signal and drives the dual-bypass valve towards cold, to maintain the discharge temperature at 200°F (93°C) maximum. ‘When the pack discharge temperature falls below 35°F (1°C), the temperature controller also overrides any normal cold demand signal in automatic mode. This is necessary to protect against icing up of the water separator. The cold override circuit drives the dual-bypass valve towards the hot position and maintains the discharge temperature at the 35°F (1°C) temperature, regardless if the compartment selector is in the maximum cold position. NOTE In certain situations temperature controllers will “freeze” when their power supply is momentarily interrupted and stop functioning, such as during a power changeover on engine starts. Should this occur, it is recommended that the controller breaker be pulled and reset after a few sec- fonds. Ihe next step is to check the controller operation by rotating the selector on the overhead panel and monitoring the discharge duct to ensure the temperature changes. 21 - Air Conditioning 16 July 2009 Pg 21-60CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-61CRIZOO TECHNICAL TRAINING MANUAL MANUAL MODE If the temperature controllers fail and the compartment temperature cannot be automatically maintained at the selected temperature, the pilot latches the appropriate MAN switchilight. ‘When this switch/light is latched, the manual control relay closes, which connects the dual-bypass valves to the compartment hot and cold select relays. The manual control relay also supplies a ground signal to the DCUs, which displays a CABIN or CKPT TEMP MAN message on the EICAS status page and a MANUAL legend on the ECS synoptic page. The DCUs also signal the lamp driver unit (LDU) to turn on the white MAN switch/ight on the AIR CONDITIONING control panel. If an ACU pack temperature controller fails, EICAS does not display a message. The only indication of controller fail- ure is that the compartment temperature selection will not be maintained at selected levels (controllers do not inter- face with the DCUs) When the temperature control switchflight is pushed (to manual mode), and the HOT/COLD switch is set to the HOT position, the related compartment hot relay closes. The compartment hot relay supplies 28 VDC power and a ground signal through the manual control relay to the dual-bypass valve. These signals cause the turbine and pack bypass valves to reposition and supply warm or hot air to the air conditioning supply duct, increasing the temperature of the pack discharge air. If COLD is selected by the switch, the reverse occurs and the dual bypass valve is driven towards the COLD position. 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 21-62CRIZOO0 Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL puct | Tene SENSOR =") ocu Faw SENSOR UNT | ol HoT cont | bucr louTPur) = HOTICOLD. t|| CONTRNOS EWPERATURE ‘CONTROLLER soe |) Joureur fan] 2awog, pte MANUAL. Swircs UcHt eicas oisPLaY | cow } conr | eur Lema! { 7 cdo HoTicoLD| HOTRLY ‘Swe ‘AIR. CONDITIONING ‘CONTROL PANEL ‘COLD RLY Figure 23 - Temperature Control - Electrical Schematic For Training Purposes Only 21 - Air Conditioning 16 July 2008 Pg 21-63CRIZO0 TECHNICAL TRAINING MANUAL AIR CONDITIONING SYSTEM CONTROL AND INDICATION GENERAL DESCRIPTION Refer to figure 24, sheets 1, 2 and 3 The ECS synoptic page of EICAS displays normal indications of pack operation and temperature control indications. A box on the ECS page symbolizes the pack and is identified as PACK 1 or 2 ‘The pack pressure is displayed within it and the outline of the box is white when the pack is OFF and green if it is ON. The box outline color change is a function of the pack control relay contacts, not the pack valve position. When the pack pressure is less than 3 psi (OFF), the pack flowlines are black with white outlines: if the pressure is greater than 3 psi, the flowlines are green. If a pack is OFF, a PACK OFF status message is displayed; the pack outline is white on the ECS page and the LDU illuminates the PACK OFF owitchilight legend on the overhead panel. During operation, if a pack is shut down due to a high temperature or high pressure condition, EICAS displays a HI PRESS or HI TEMP caution message on the ECS and primary pages. The HI TEMP message goes out when the thermal switch cools, the HI PRESS message will be locked on by the DCU until the pack switch is cycled OFF then ON. The PACK FAULT light on the pack switchilight illuminates when a pack caution message is displayed, The pack discharge temperature is indicated in a box downstream of the pack in degrees Celsius; the cabin temperature is indicated at the top of the ECS page. Selecting a pack temperature control switch/light to manual results in a CABIN or CKPT TEMP MAN status message displayed on the status and ECS pages; and, the white MAN switch/light on the overhead panel illuminates. Copyright © Bombardier Inc. For Training Purposes Only Ifa pack pressure transducer fails, the pressure gauge indicates O psi: if a temperature sensor fails, the indications are two amber dashes The ram air valve is installed on the left pack discharge duct on the ECS synoptic page: when opened, the flowlines and valve are green and a RAM AIR OPEN status message is displayed, a white OPEN RAM AIR light also illuminates on the overhead AIR CONDITIONING panel 21 - Air Conditioning 45 July 2008 Pg 21-64CRIZOO TECHNICAL TRAINING MANUAL Manual Mode CcabiniCockpit Supply Indicator AIR CONDITIONING CONTROL PANEL, IGAS SY NOFTIC/PAGE, Figure 24 - (Sheet 1 of 3) Air Conditioning System - EICAS and Control Panel Indications 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 45 July 2009 Pg 21-65CRIZOO ‘0th stage Bleed Air isolation Naive Psion aj Left Side Supply Readout Lon Bleed Ar Shutott Valve ~ APU Load Control Valve Position Indicator Overpressure auton (amber) Bod Corresponds to pack HIPRESS Cauton o Frcicating faut Right Bleed Ait Shutott Right Side Supply rescue avalable o TECHNICAL TRAINING MANUAL Caution Message (amber) Indicates high anattening pack Swicnight inccating Figure 24 - (Sheet 2 of 3) Air Conditioning System - EICAS and Control Panel Indications Copyright © © Bombardier Inc For Training Purposes Only 21 - Air Conditioning 15 July 2008 Pg 21-66CRIZOO TECHNICAL TRAINING MANUAL PAGK OFF LiR PACK HI TEMP UR Status (white) Caution (amber) Comes on Gomes on to indicate ‘when a high temperature thatthe respective air (laan-r 104°C) conditioning pack has ts sensed in the respective been shut down, Corresponds to PACK OR swith J ights indicating Of (hit). tir conditioning pack's Supply duct or temp Seab'F 230°C sensed at Comp OVERTENP switch, Corresponds to PACK {Un switehiights indicating Fault (amber) CABIN OR CKPT TEMP MAN Status (wnite) indicates that cabin or cockpit tompersture contra ein rer PACK HI PRESS LR ‘manual mode of control Caution (amber) ml oo ‘Comes on when a high oy =] pressure 51PSI) is = RAM AIR OPEN aa Bensed in the respective ar Status (white) ar airconditioning pack’s rte Comes on to indicate oe Supply duet Pra that the ram air valve EAGER | Corresponds to PACK hhas been operated “open’ a UR switehights Corresponds to RAM AIR Indicating Fault (amber), Switeh fights indicating ‘Open (white) Figure 24 - (Sheet 3 of 3) Air Conditioning System - EICAS and Control Panel Indications 21 - Air Conditioning Purposes Only 15 July 2009 Pg 21-67 Copyright © Bombardier Inc. For TrainiCRIZOO TECHNICAL TRAINING MANUAL GALLEY HEATING SYSTEM GENERAL DESCRIPTION Refer to figure 25 When the galley area is colder than normal, additional heating can be selected ON. Three switches on the galley heating control Panel control the operation of a fan and two heaters; the selections and air supply are as follows: + FAN ON provides recirculated forward cabin exhaust air to the galley and forward cabin + FAN and HTR 1 ON supplies forward cabin exhaust air to the forward cabin and heated air to the galley + HTR 2 operates when itis selected ON, and one pack relay is energized by latching the pack switch ON. It supplies heated air from the right gasper duct to the aft section of the galley + Whenever a pack is operating, additional ventilation of the Passenger door entrance area is also provided by the left forward cabin gasper duct and two outlets in the left windscreen A green FAN or HTR legend illuminated on the respective control switchlight, indicates that the fan or heater is ON. If a fan or heater fails when it is selected ON, a FAN FAIL or HTR INOP. legend shows on the respective switchllight. There is no EICAS display for the galley heating system. A test switch on the galley heater control panel tests the fan and both heaters’ protective shutdown circuit and INOP indication lights. 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-68CRIZOO TECHNICAL TRAINING MANUAL os GALLEY i ‘ 1 RIGHT RH GALLEY ' ' WIND- evo cauey BY Seaver ; SCREEN | | oust GASPER (dey = SALEEM 1 DucT Wine fl AIR OUTLET p| ' IN foe | SIDEWALL ' ! FWO i i | CABIN i ' AIR t | OUTLET on ‘ = (AIS — FLOOR UNE GALLEY EXHAUST FAN att a GALLEY HEATER, GALLEY No. 1 HEATING FAN Figure 25 - Galley Heating System - Schematic 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2008 Pg 21-69.CRIZOO COMPONENTS Refer to figures 26, 27 and 28 GALLEY FAN The fan is installed in the avionics compartment and is installed next to the DCU 2, on the right equipment rack just forward of the entrance door. The fan draws air from the right forward cabin exhaust duct below the floor and supplies it to the forward cabin air outlet at floor level and also to heater 1. The fan is controlled by a fan switchilight on the flight attendant's panel or when HTR 1 is selected ON. The fan is a 3 phase AC fan and is fitted with a speed sensing logic unit. During fan operation, if its speed drops below 60% of the normal speed, the fan and heater 1 will shut down automatically. HEATER NO.1 The 500 Watt heater is installed in the forward right side of the avionics compartment forward of the water tank. It receives air from the fan and is controlled by a switchilight on the flight attendant’s panel. It supplies warm air to the galley gasper outlet in the ceiling, and also to an outlet forward of the service door. HEATER NO. 2 FOR N. AMERICAN OPERATORS This 500 watt heater is installed in the right forward passenger service unit (PSU) compartment. It receives air from the right gasper manifold, when the left or right pack is operating, and supplies the galley area forward of the windscreen with warm air. It supplies the warm air from two outlets; a gasper-type at the top outboard side of the windscreen and a rectangular outlet at the bottom center area of the windscreen. The heater is controlled by a switchilight on the flight attendant’s panel, and requires the left or right pack control relay to be energized before the heater can be powered. Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL HEATER NO. 2 FOR EUROPEAN OPERATORS This heater is installed in the aft outboard side of the galley G2 unit. The operation is identical to the North American described above. GALLEY HEATING SYSTEM CONTROL PANEL The galley heating test and control switchilights are installed on the flight attendant's control panel at the forward end. There are three control and indication light assemblies and one test switch This system does not interface with EICAS. All fault and test indications are displayed on the galley control panel only. The switchilights installed on the panel are as follows + Fan control switchilight with a green FAN on light and an amber FAIL light + Heater 1 switchvlight with a green HTR on light and a white INOP light + Heater 2 switch/light with a green HTR on light and a white INOP light + ASYSTEM 1 &2 TEST switch 21 - Air Conditioning 15 duly 2009 Pg 21-70CRIZOO TECHNICAL TRAINING MANUAL RH CABIN SERVICE DOOR RETURN (EXHAUST) FWO CABIN FLOOR ouTLeT GALLEY HEATING PANEL AFTGALLEY HEATER No.2 AIR OUTLET AH WINDSCREEN LUAWNDscREEN enrrance fa AREA VENTS wiNoSCREEN FIGHT GasPER * ber err CASPER DUCT “ PASSENGER y) DOR ArTOALLeY AmouTLEY Figure 26 - Galley Heating System - Components 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-71CRIZOO TECHNICAL TRAINING MANUAL SERVICE DOOR GALLEY ca GASPER RH WINDSCREEN eine iH GasPER WINDSCREEN GASPER AIR DUCT caLtey AEATER Ss No.2 DLGT v hoes GALLEY PSU GALLEY 4 = @® view Lookin art ourter SRI Figure 27 - AFT Galley Heating System for North American Operators 21 - Air ConditioningCRIZOO TECHNICAL TRAINING MANUAL Heater No. 2 \ Lower Warm Air Outlet Copyright © Bombardier Inc. Right Gasper Air Duct Uper vm Bouter A | ) PSU ab | i | Heater No. 2 HY | >—— Lowsi Worm Air Outlet GALLEY G-2 SIDE VIEW For Training Purposes Only Figure 28 - AFT Galley Heating System for European Operators 21 - Air Conditioning 16 July 2008 Pg 21-73CRIZOO TECHNICAL TRAINING MANUAL OPERATION Refer to figures 29 and 30. FAN AND HEATER NO. 1 Conditioned air can be supplied to the galley by two gasper-type and two floor level outlets installed on the left and right forward cabin bulkhead panels or windscreens. The flow of conditioned air is provided by the left and right forward gasper ducts to these outlets when the packs are operating If additional heating of the galley area is necessary, latch the FAN ‘switch/light on the galley panel to energize the fan control relay which receives a ground through the fan low speed protection relay. The fan control relay powers the fan which draws air from the right forward cabin exhaust duct and supplies it to two areas One outlet is installed on the aft side of the right windscreen at floor level in the forward cabin. The second outlet from the fan supplies warm cabin exhaust air to heater 1 IF HTR 1 switch/light on the galley panel is latched, the 500 Watt heater supplies warm air to two outlets; a gasper outlet in the galley ceiling and one at the service door hinge area. The heater control relay receives a ground through the fan low speed protection relay so that if the fan fails, both the fan and heater 1 will be shut off, The indication provided during a normal operation is a green FAN light and green HTR light. It is possible to select only HTR 1 to ON, Its control switch has two sets of contacts; one set supplies power to heater 1 control relay, and the other set supplies power to the fan control relay; both the FAN and HTR 1 switch/lights illuminated green When a FAN or HTR switchilight is latched and its respective fan ‘or heater control relay remains de-energized, one contact of the relay will illuminate the FAN FAIL or HTR INOP light on the flight attendant’s panel. There are no thermal switches to cycle the Copyright © Bombardier Inc. For Training Purposes Only heater, an internal thermal switch in the heater shuts it off at 250°F (121°C). The system is protected during operation against low air flow by the following components: + A llogic module and speed sensor in the fan + Afan low speed protection relay When the FAN and HTR 1 are latched, their control relays receive a ground through the fan low speed protection relay relaxed contacts to provide normal operation. If during operation, the fan speed drops to less than 60% of its normal speed, its low speed logic module will provide a ground to the fan low speed protection relay energizing it after a 2 second time delay (TD), shutting down the fan and heater 1 and illuminating the FAILJINOP lights. There are no EICAS indications for galley heaters and fan failures. HEATER NO. 2 Heater 2 can be selected if additional heating is required. When HTR 2 switchilight is latched, the heater relay is energized only if the left or right pack control relay is energized (PACK ON). The HTR 2 green switchvlight illuminates by a ground through heater 2 relay contacts. If the relay remains de-energized, the HTR 2 INOP white light illuminates. The heater 2 heats air supplied by the right forward gasper duct and supplies warm air to the right aft galley from two outlets, GALLEY EXHAUST SYSTEM To provide air flow ventilation in the galley, an exhaust outlet is installed in the ceiling and connected by ducts to a fan installed under the galley floor. Air is removed from the galley and exhausted in the area below the floor. The fan has no control switch and runs continuously when aircraft AC power is applied On later series aircraft, a replacable filter is installed at the intake in the galley. 21 - Air Conditioning 18 July 2009 Pg 21-74CRIZOO GALLEY HTRS. cence ie (et i ee || 471 | a | ‘DETECT tT T L 4 = II oATEy WERT = FANT RLY GALLEY cont Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL | | |< ‘oe lt i r_| Kali EATER No.4 ae | wa Perl iG con RY ==) sone" ane UL Lane! NEATERWO.2] | SeSconrmty Figure 29 - Galley Heating System - Electrical Schematic For Training Purposes Only 21 - Air Conditioning 18 July 2009 Pg 21-75CRIZOO TECHNICAL TRAINING MANUAL SYSTEM TEST Refer to figures 29 and 30 It is possible to check the operation of the fan low speed protection relay and also the FAN FAIL, HTR 1 INOP and HTR 2 INOP lights by means of system 1 and 2 TEST switchilight on the flight attendants panel. Prior to carrying out the test, make sure that one pack switchilight is latched. Latch the FAN and HTR 1 and 2 control switch/lights and check that +The FAN and HTR 1 and 2 green lights (3) illuminate Press the galley heater SYSTEM 1 and 2 system test switch and hold; check that + The FAN FAIL, HTR 1 INOP and HTR 2 INOP lights (3) illuminate + The FAN and HTR 1 and 2 green lights are off Release the test switch and check that: + HTR 2 FAIL light goes off and the green light illuminates. +The FAN FAIL and HTR 1 INOP lights remain ON Unlatch the FAN and HTR control switch/lights: check that + Alllights on the panel are off To check the heaters for operation, it is necessary to turn the heaters ON and physically check for hot air flow from the outlets 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-76CRIZOO0O TECHNICAL TRAINING MANUAL GALLEY HEATING PANEL 5 @ HANDSET CABIN INTERPHONE Figure 30 - Galley Heating System - Control Panel 21 - Air Conditioning 416 July 2009 Pg 21-77 Copyright © Bombardier Inc For Training Purposes OnlyCRIZOO TECHNICAL TRAINING MANUAL CARGO CONDITIONED AIR SYSTEM GENERAL DESCRIPTION Refer to figure 31 ‘A cargo compartment conditioned air supply system is controlled by a two or three-position switch on the overhead AIR CONDITIONING control panel. It provides two modes of operation for the cargo compartment conditioned air system. The switch selections are OFF, FAN, and COND AIR. If the option is installed, air is provided from two sources: + Aft cabin exhaust air (FAN or COND AIR) * Distribution manifold (COND AIR only) Each supply source has an electrically-operated shutoff valve (SOV) that is closed when the system is selected OFF or during a cargo fire emergency. With COND AIR selected, an electrical heater in the supply duct provides additional heating when required The exhaust system provides airflow ventilation for the cargo compartment. The exhaust system consists of an exhaust intake located at the aft end of the cargo compartment ceiling. It connects between air ducts and an electrically-operated shutoff valve that exhausts into the right side below the floor. The exhaust system extracts air from the compartment and directs it to the vicinity of the outflow valves below the floor, where it flows to ambient. The system is selected OFF when conditioned airflow is not required in the cargo compartment. All valves close, and there is no air flow into or out of the compartment. Fire detection and protection systems are provided for a class C-type cargo compartment. The conditioned air system and all three valves Copyright © Bombardier Inc. For Training Purposes Only close automatically inhibiting air flow into or out of the compartment when smoke is detected, EICAS displays cargo conditioned air system failures on the primary and status pages. 21 - Air Conditioning 16 July 2009 Pg 21-78CRIZOO TECHNICAL TRAINING MANUAL Cargo Compartment Exhaust Inlet Shut-Off Valve Exhaust hecicuating \ Air Ducting | Ancabinesnaust | | < Air Distribution Manifold _ SOV Exhaust - Conditioned \ _ Heater airsov | Ky overheat Recirculating Such air Ducting Temperature 2 Control Switch Af Cabin “ A Heater Exhaut Recirculation Fan) Fan E Exnaust { ‘Air SOV. Inlet Figure 31 - Cargo Conditioned Air System - Schematic 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 46 July 2009 Pg 21-79CRIZO00 TECHNICAL TRAINING MANUAL COMPONENTS CARGO FAN Refer to figure 32 The cargo fan is installed below the cargo compartment floor on the forward left side. The fan draws air in from the aff cabin exhaust duct through the recirculated air shutoff valve and out through the fan outlet check valve that is attached to the fan outlet housing. It supplies this airflow to the cargo compartment conditioned air outlet on the left side of the compartment just forward of the door at floor level. The S-phase AC fan has a speed sensor and logic card circuit installed in the fan, and signals the EICAS to display a CARGO FAN FAIL status message if the fan speed is less than 60% of its normal speed CARGO HEATER (On aircraft with the conditioned air option installed, a 700 Watt 3- phase AC electric heater is installed in the cargo fan exhaust duct. It is installed between the fan and the cargo compartment air outlet below the floor area, A thermal switch built into the heater shuts it off automatically to prevent heater damage if the temperature of the heater reaches 300°F (149°C). The heater is powered when the cargo FAN/ COND AIR switch is in the COND AIR position only. The heater is shut down automatically when smoke is detected in the cargo compartment by the smoke detection alarm relay, CONTROL PANEL The cargo conditioned air control switch is installed on the AIR CONDITIONING control panel and has three positions: + OFF + FAN + COND AIR (optional) 21 - Air Conditioning Copyright © Bombardier Inc. For Training >urposes Only 45 July 2008 Pg 21-80CRIZOO TECHNICAL TRAINING MANUAL @ FAN ANo CHECK VALVE @ wearer assewsty Figure 32 - Cargo Fan and Heater Assembly 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 21-81CRIZOO RECIRCULATED (FAN) AIR SHUTOFF VALVE Refer to figure 33. The valve is installed just forward of the cargo fan, below the cargo compartment floor. The cargo conditioned air recirculated air shutoff valve is an electrically-operated valve with a manual override handle. When the valve opens, it supplies cabin exhaust air to the cargo fan. The FANICOND AIR switch on the AIR CONDITIONING control panel controls the position of the valve. When the control switch is positioned to FAN or COND AIR the valve opens. It closes when OFF is selected or if smoke is detected in the cargo compartment. Limit switches in the valve give an EICAS CARGO SOV FAIL status message if the valve falls to go to the selected position. The manual operating lever is a position indicator and is also used to deactivate the valve CONDITIONED AIR SUPPLY SHUTOFF VALVE Itis part of the conditioned air option. if installed, itis in the supply duct between the air distnbution manifold and the cargo tan discharge duct. It is an electrically-operated shutoff valve with a manual override lever. The valve opens when the cargo FAN/COND AIR switch on the AIR CONDITIONING control panel is positioned to COND AIR. It closes when the FANICOND AIR switch is in the OFF position, FAN position, or if smoke is detected in the cargo ‘compartment. The manual operating lever is a position indicator and is also used for deactivating it. Limit switches in the valve display an EICAS CARGO SOV FAIL status message if the valve fails to go to the selected position Copyright © Bombardier Inc. For Training ?urposes Only TECHNICAL TRAINING MANUAL EXHAUST SHUTOFF VALVE The cargo conditioned air exhaust shutoff vaive is an electrically- operated shutoff valve with a manual override handle. It is installed in the cargo ventilation exhaust duct below the right aft ‘cargo floor. The valve opens when the cargo FAN/COND AIR switch on the AIR CONDITIONING control panel is positioned to FAN or COND AIR. It closes when the FAN/COND AIR switch is in the OFF position or if smoke is detected in the cargo compartment. The manual operating lever is a position indicator and is also used for deactivating it. Limit switches in the valve give an EICAS CARGO SOV FAIL status message if the valve fails to go to the selected position Deri The above three valves are identical and interchangeable TEMPERATURE CONTROL SWITCH A cargo temperature contro! switch is installed in the ventilation exhaust duct in the cargo compartment ceiling, This switch cycles the cargo heater on at 70°F (21°C) and off at 81°F (27°C) by energizing or deenergizing the heater control relay. OVERHEAT SWITCH A cargo overheat switch is installed in the ventilation exhaust duct in the cargo compartment ceiling This switch energizes the overheat control relay and de-energizes the heater control relay, removing power from the cargo heater if the cargo compartment temperature reaches 95°F (35°C). One set of contacts of the cargo overheat relay also signals EICAS to display a CARGO OVHT caution message. The overheat switch resets at 85°F (29°C) and restores the system to normal. 21 - Air Conditioning 16 July 2009 Pg 21-82CRIZOO TECHNICAL TRAINING MANUAL CONDITIONED AIR ‘SHUTOFF VALVE ‘TEMPERATURE ‘CONTROL overeat sunren ExUST SHUTOFF @vew i001 uP VANE ana | foo ovens RECIRCULATED AIR Maran SHUTOFF VALVE OY »% ACTUATOR osTmIBUTION 2 over / \ iD » ouct OVERTEMERATURE wren RECIRCULATED AIR, CONDITIONED AIR AND EXHAUST SHUTOFF VALVES Figure 33 - Conditioned Air Supply and Exhaust Shutoff Valves 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 21-83CRIZOO TECHNICAL TRAINING MANUAL HEATER DISCHARGE DUCT OVERHEAT SWITCH The overheat switch is installed in the cargo conditioned air supply duct outlet assembly below the cargo floor. If cargo blocks the compartment supply outlet and the heater discharge temperature reaches 120°F (49°C), the heater control relay is de-energized, cycling the heater OFF. When the temperature decreases to 104°F (38°C) the overheat switch resets and cycles the heater ON SHUTOFF VALVES TEST PANEL A cargo valve test panel is installed in the aft equipment compartment. It is. installed on the right lower side of the compartment near the entrance door. This modification installed in 1995 allows maintenance to check the position of the three shutoff valves in the cargo conditioned air system. The test panel includes a test switch and two split lens type lights (three if the conditioned air option is installed). Each light has a green open and white closed lens on it. Written below each light is the name ot the shutott valve that it monitors. When a test is required to locate the valve positions, the AC buses on the aircraft ‘must be powered, and the test switch held in test position. In test position, the test switch provides a ground to all six open and closed lamps. The open or closed limit switches in each valve provide 28 VDC power to the lamps to turn on the open or closed light when the valve reaches the end of its travel Itis not possible to dispatch the aircraft with baggage in the cargo compartment if one of the shutoff valves (3) fails to ‘close when OFF is selected. Copyright © Bombardier Inc. For Training ®urposes Only OPERATION FAN SELECTION Refer to figures 34 and 35. When the cargo switch is selected to FAN position, the recirculated air shutoff valve is energized and opens, The cargo fan will be powered when the open limit switch of the recirculated air (fan) valve contacts close, energizing the FAN/ HTR control relay. This prevents the fan from operating if the recirculation valve is not open. The fan draws air from the aft cabin exhaust air duct below the cabin floor, through the open recirculated air valve. A check valve in the fan outlet case prevents reverse flow when the fan is not operating, This air is supplied to the cargo air outlet installed on the left side of the compartment forward of the door at floor level. To provide ventilation of the cargo compartment, an electrically-operated exhaust air shutoff vaive is also energized ‘open by the cargo switch. It provides air flow through the ceiling exhaust outlet duct and the open exhaust shutoff valve, exhausting into the compartment below the floor near the outflow valves where it flows to ambient. The heater is not powered on the FAN selection 21 - Air Conditioning 15 July 2008 Pg 21-84CRIZOO TECHNICAL TRAINING MANUAL = —— ai vat INTERNALS ae r ses | erat Blea cette fen Pig + zayoc _S cioseocM 1 ess 3 opeNcMO a loren ess = enor r = ‘CARGO ae OPENIN = YL our a = necinesov I | CONTROL, EXHAUSTSOV conta. 5) | + c.ose A te + fo? (cLoseDy ~ J ci rancowfaty SH | | cons wyoc ae caaco court cur | KS CAIRSOV CHAIR Il AL IND. ° { eal | _ J CARGOS WITCH GIAIR CONTRA. 70°F | are aa" F 95° F 1005" F 120" F Copyright © Bombardier Inc. vie OPENIND | ‘CLOSEDIND inrennaus Sees | ‘CLOSED CMO OPENCMO ‘CONDAIRS OV EICAS CARGO | carco ne i ‘over | Compt an oe HEATER: r + oO UU cares | 2 | ieee a Jo ot to ULI a] 3i——> Be—* Le ok 4 nsvac [ LS = L_| }rsre BUS 1 | HEATER O/HEAT CARGO HEATER | conta. contac THERMAL SWITCHO,_o | | a | c ai | —|—= oy KSHL kw. a5 ie ‘SMOKE DET lec! | laste | ee le ALARM REL comet Comer Duct TEMPCONTRGL | OHEATWARN — TemecoNTRAL kit AV SMOKE Figure 34 - Cargo Compartment Cond. Air - Elect. Schematic For Training Purposes Only | WARN DET CARGOF AN AS FANC ONTRLY UPPERCONTACT 21 - Air Conditioning 15 July 2009 Pg 21-85CRIZ00 TECHNICAL TRAINING MANUAL Page Intentionally Left Blank e 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-86CRIZOO TECHNICAL TRAINING MANUAL ‘canco toe ffp-couare | aus Ns ‘cower aevoc ppcants ‘aus cana our SS COND AR ANG Fan RECA ‘SOV INDXCATION GF INTERNALS 1 | L FAN SOV CONTROL - TRNALST SOV (.ose0) pon q ORs FANCON f fravneciac c TEST maven ‘TEST PANEL Figure 35 - Cargo Conditioned Air System - Detailed Schematic Copyright © Bombardier Inc. For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-87CRIZO00 TECHNICAL TRAINING MANUAL CONDITIONED AIR SELECTION Refer to figure 36. The second position of the cargo switch is COND AIR. This selection provides an air flow that is mixed at the rates of 40% ‘ACU pack conditioned air from the distribution manifold through the conditioned air shutoff valve installed in the cargo supply ducts, and 60% recirculation air drawn from the aft cabin exhaust ducts by the recirculation fan. Additional heating of the conditioned air supply is controlled by a thermal switch, relays, and an electric heater. This mixed air flow is supplied through the cargo air outlet at floor level on the left wall of the cargo compartment, To maintain a cargo compartment temperature of 75°F (24°C), a 700 watt electric heater is installed in the cargo air supply duct. The heater is controlled by a temperature control switch installed in the cargo exhaust ducts in the cargo ceiling, which cycles the heater off at a temperature of 81°F (27°C) by de-energizing the heater control relay and an at 70°F (21°C) by energizing the heater control relay. Should the cargo compartment temperature control switch fail to cycle the heater off and the compartment temperature reaches the 95°F (35°C), an overheat switch next to the control switch in the compartment exhaust duct shuts the heater down by the following action: + Energizing the overheat control relay which removes power from the heater and signals EICAS to display a CARGO OVHT caution message + De-energizing the heater control relay which also removes Power from the heater NOTE The heater control and overheat relays are in series with the heater in this circuit Copyright © Bombardier Inc. For Training Purposes Only The overheat switch resets the heater circuit when the temperature drops to 85°F (29°C), The 120°F (49°C) overtemperature switch in the heater outlet duct is installed upstream of the conditioned air outlet into the cargo compartment. It cycles the heater relay off if the heater discharge temperature exceeds 120°F (49°C) and resets when the temperature drops to 104°F (38°C). This switch provides protection should the duct outlet be blocked by cargo when the heater is in operation. EICAS does not display a message for this overheat condition For ultimate heater overheat protection, a thermal switch installed inside the heater unit removes power to the heater at 300°F (149°C) OFF SELECTION The OFF position of the cargo switch closes the cargo ‘compartment recirculated air valve, the exhaust shutoff valve, and the conditioned air supply shutoff valve. It also de-energizes the fan and heater. A check vaive installed downstream of the fan then closes, isolating the cargo compartment ventilation system. In this configuration, there is no air flow into or out of the cargo ‘compartment SMOKE DETECTION SYSTEM SHUTDOWN When either smoke detector in the cargo compartment detects smoke, the smoke alarm relay is energized and performs the following + De-energizes the heater control relay, shutting the heater down + De-energizes the cargo fan relay, shutting the fan down + Closes the conditioned air supply shutoff valve Closes the compartment exhaust shutoff valve + Closes the recirculated air shutoff valve 21 - Air Conditioning 15 July 2008 Pg 21-88CRIZOO TECHNICAL TRAINING MANUAL oF | seitren [ERAT eoauer ae conrnot al so ra RELAY. (CLOSED) (CLOSED) cone Ae coFevancon | ian = om co A cara eravcncim cam a “Saco ra vexren | TRRETWET (OPEN GIRCUMT z Seens oar a oF | ele [RT] (aaa) (ey ma ccrmno. | LS fet Pocus | Le a cone an Saat oes cone an aur orn (CLOSED CIRCUT) T — re FAN [Rea Taw = ora mouse (CLOSED GIRGUTT) (CLOSED CIRCUIT, ad [ano A cone An conn. = mmuae ore | (croseo cmc oe c 7 ~Lewircr ee Loe wearer ATW (ersiesoABen rears omen onr ckcseb enemy sorte Figure 36 - Cargo Conditioned Air System - Block Diagram 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-89CRIZOO TECHNICAL TRAINING MANUAL CONDITIONED AIR SYSTEM INDICATION Refer to figure 37. The cargo recirculation fan is equipped with a speed sensor and logic indication card ‘When the fan is switched to ON or COND AIR and the fan speed decreases below 60% of normal speed, its logic unit signals the DCUs to display the EICAS status message CARGO FAN FAIL after a 5 second TD, indicating low air flow. The cargo compartment is protected against an overheat by a thermal switch installed in the ventilation exhaust duct. Should the exhaust air temperature reach 95°F (35°C), the overheat relay is energized and shuts down the heater It displays the EICAS caution message, CARGO OVHT. This switch resets the heater circuit at 84.2°F (29°C). When operating in areas with high outside air temperatures and the cargo compartment temperature reaches 95°F (35°C) a CARGO OVHT message will be displayed if the cargo switch is selected to COND AIR. It is possible to Femove this message when operating in high ainbient air temperatures with no conditioned air supply to the cargo ‘compartment. Place the cargo COND AIR switch to FAN or OFF which de-energizes this indication circuit The cargo compartment recirculated air valve, distribution manifold air supply shutoff valve, and the shutoff valve in the exhaust duct are monitored by limit switches for their position. If a valve fails to move to the selected position, after a 10 second TD, EICAS displays a CARGO SOV FAIL status message. It is not possible to dispatch the aircraft if any cargo valve is failed open To locate a failed valve, use the valve test panel in the aft equipment compartment, or check visually if no valve indication test panel is installed, Copyright © Bombardier Inc. For Training Purposes Only 21 - Air Conditioning 15 July 2008 Pg 21-90CRIZ00 TECHN AL TRAINING MANUAL CARGO FAN FAIL STATUS MESSAGE COMES ON TO INDICATE FAN FAILURE = ir € ) ; CARGO SOV FAIL STATUS MESSAGE iy COMES ON TO INDICATE THAT Pa EXHAUST CONDAIR, OR RECIRC (FAN) as AIR SOV FAILED TO OPEN OR CLOSE ™ CARGO OVHT CAUTION (AMBER) COMES ON WHEN CARGO BAY creas TEMPERATURE >35°C (95°F) — EICAS SECONDARY DISPLAY ‘STATUS PAGE "EICAS PRIMARY DISPLAY PRIMARY PANEL Figure 37 - Cargo Conditioned Air System - EICAS Indication 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 5 July 2008CRIZO00 TECHNICAL TRAINING MANUAL PRESSURIZATION CONTROL SYSTEM GENERAL DESCRIPTION Refer to figure 38 The ACU packs supply conditioned air to the cabin and flight compartment. The cabin pressure is normally controlled by regulating the outflow of cabin air from the aircraft through two outflow valves. The outflow valves are designated as the primary and secondary, and are automatically controlled for all phases of operation, from takeoff to landing by one of two cabin pressure controllers. If the normal automatic system fails, a manual backup system provides manual pneumatic control and operation of the outflow valves, A jet pump powered by the 10th stage pneumatic bleed air system provides pneumatic vacuum pressure to operate the outfiow valves which are electricallly-controlled and pneumatically-operated. The outflow/safety valves also function as cabin pressure relief valves when excessive cabin differential pressure exist, or as negative relief valves when the aircraft lands with the cabin pressure lower than field barometric pressure The pressure control system uses two automatic cabin pressure controllers (CPCs). Only one is active at any time to control cabin pressurization by the primary and secondary outflow safety valves. When AUTO is selected on a controller during normal operation, the control and function of the outflow safety valves are electropneumatic. In manual mode, two selectors on the CABIN PRESS panel and vacuum pressure control the operation of the outflow valves. The pressure controllers, through the ARINC 429 bus interface with each other and the following systems: Copyright © Bombardier Inc. For Training Purposes Only + EICAS DCUs + Air data computers (ADCs) + Proximity sensor electronic unit (PSEU) The pressure controllers also interface with the throttle levers through the adjustable cam switch unit on the throttle quadrant. When the emergency depressurization switchilight on the control panel is selected, the controllers position the outflow valves to depressurize the aircraft rapidly, relieving the pilot of this function in an emergency descent When it is necessary to depressurize the aircraft rapidly the air in the aft cabin is relieved into the underfloor area by two blow down Panels in the aft cabin floor below the seats. The air in the cargo escapes as follows: Two small rubber diaphragms (blue) installed in the cargo compartment floor will blow down allowing the pressure to escape into the underfloor area. A series of louvre- type panels on the left near cabin bulkhead which are normally held closed will blow open, allowing the air in the cargo to escape into the aft cabin area 21 - Air Conditioning 15 July 2008 Pg 21-92CRIZOO TECHNICAL TRAINING MANUAL "CONTROLLER No. 2 outFLow VALVES, POSITIVE NEGATIVE w{ve.2 eee ase | Ce] LINE |< avc’s No. 1 AND No. 2 EICAS CONTROLLER No.1 GROUND ==> anne ——+ anatoc — > oiscrete Copyright © Bombardier Inc. PREPRESSURIZATION DEPRESSURIZATION PRESSURIZATION foe RELIEF VALVES sor ain /) CONNECTION | STAGE BLEED AIR Figure 38 - Pressurization Control System - Schematic For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-93CRIZO00O TECHNICAL TRAINING MANUAL CONTROL, INDICATIONS, AND WARNINGS Refer to figure 39. Pressurization system controls are installed on the overhead CABIN PRESS control panel. They include the following components: + LDG ELEV selector to select the destination airport field elevation + EMER DEPRESS switch/ight to select depressurization in an emergency + AUTO/MAN mode pressurization control selector switchilight to select automatic or manual pressurization control + Two manual pressurization selectors: one three-position selector to select cabin altitude up, down, or hold; and one MAN RATE selector to select cabin rate of change + Amber FAULT light on the upper half of the PRESS CONT ewitch/ight illuminates if both controllers fail + White MAN light on the lower half of the PRESS CONT switchilight illuminates when manual mode is selected + NO LIGHTS indicate auto mode selected EICAS displays cabin pressure indications and warnings on the primary, status, and ECS synoptic pages from information received from the cabin pressure acquisition module (CPAM). The active cabin pressure controller also displays the cabin pressure control indications on the ECS synoptic page only, The CPAM is an electronic monitoring unit. The cabin pressure control parameters displayed are as follows: + Cabin altitude + Cabin altitude rate of change + Cabin/ambient differential pressure Copyright © Bombardier Inc. For Training Purposes Only + LDG ELEV (displayed by the active controller) The CPAM also sends the discrete signals to EICAS that displays the following messages + A caution message is displayed when the cabin altitude is greater than 8500 feet but less than 10,000 feet + When cabin altitude exceeds 10,000 feet, @ CABIN ALT warning message is displayed, a voice message ‘Cabin Pressure’ sounds, and the NO SMOKING and FASTEN SEAT BELT signs come on, if the signs’ switches are in AUTO position and the PSEU senses aircraft in fight mode + At 14,000 feet an output signal drops the passenger oxygen masks When cabin differential pressure exceeds 6.5 psi, a DIFF PRESS warning message is displayed and a voice message ‘Cabin Pressure’ sounds. 21 - Air Conditioning 16 July 2009 Pg 21-94CRIZOO CABIN AIR a SENSE PORT CABIN PRESSURE CONTROLLER 2 CABIN PRESSURE CONTROLLER 1 SENSE PoRT (CABIN AIR) l ‘SENSE PORT a |= fANGIENT EREsS) CABIN PRESSURE TURNS NO SMOKE MODULE (CPAM) GN FASTEN EAE —a SENSE PORT BELT SIGNS OM} Ze (EEIN PRESS) SIGNAL TO DROP 02MASKS, Figure 39 - Cabin Pressurization Indication opyright © Bombardier Inc For Training Purposes Only TECHNICAL TRAINING MANUAL ‘CABIN PRESSURIZATION SELECTOR PANEL 21 - Air Conditioning 16 July 2009 Pg 21-95CRIZOO TECHNICAL TRAINING MANUAL COMPONENTS. Refer to figure 40. CABIN PRESSURE CONTROLLERS (CPCS) The two CPCs 1 and 2 are installed in the avionics equipment compartment. They are mounted in the ceiling of the compartment just aft of the compartment door. The controllers are digital electronic microcomputers; they interface with each other and with the DCUs for EICAS indication displays. The CPCs receive data from both ADCs, the PSEU in the ACSU (throttle switches) and operate on intemal data. No inputs or adjustments can be made to the CPC programs. Each CPC has a dedicated outflow valve which it controls, only one controller is active at any time, the other is on standby. Automatic changeover of controllers. takes place if there is a failure, after each landing, and by pilot selection VACUUM REGULATOR The vacuum regulator regulates vacuum pressure to the manual control selector in the flight compartment. It is installed on the right side of the secondary outflow/safety valve and is attached to the floor beam. JET PUMP The ejector jet pump provides a source of vacuum pressure to the primary and secondary outfiow/safety valves and the vacuum regulator. It is installed on the right side of the aft equipment compartment just forward of the APU exhaust duct. The jet pump requires a minimum of 7.5 psi positive pressure from the 10th stage bleed air system to provide sufficient vacuum pressure to open the outflow valves. The jet pump can be operated in the hangar by connecting shop air to the blanking cap port on the four-way connector just upstream of the jet pump. Copyright © Bombardier Inc. For Training Purposes Only The cabin pressurization panel is installed on the overhead panel. It interfaces with the CPCs. Two vacuum hoses connect the MAN ALT and RATE controls on the panel to the vacuum regulator and the secondary outflow valve isobaric unit for manual pressurization control The switch/lights for selecting AUTOIMAN pressurization control and EMER depressurization are installed on the control panel. A rotary selector at the top of the CABIN PRESS panel, allows the pilots to select the landing elevation of the destination airport. Two manual pressurization controls are installed on the pilot side of the control panel: these are the cabin altitude selector which stays in the last selected position and the rotary cabin rate selector. 21 - Air Conditioning 16 July 2009 Pg 21-96CRIZO0O0 TECHNICAL TRAINING MANUAL RH PACK Saati > teins * 10TH STAGE ISOLATION vacuum VALVE (REF) JET PUMP ———_ 10TH STAGE PRESSURE vacuum TRUE ATMOSPHERE /_ PRESSURIZATION SENSE F ‘CHECK VALVE SECONDARY musiRoom OUTFLOW VALVE, PRIMARY (CHECK VALVE eamany VALVE TO MANUAL CONTROL ‘SELECTOR ON THE PRESSURIZATION ‘CONTROL PANEL, ) PRESSURI (CONTROL PANEL ATION vacuum REGULATOR Figure 40 - Cabin Pressurization - Components 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2008 Pg 21-97CRIZO00 TECHNICAL TRAINING MANUAL CABIN PRESSURE ACQUISITION MODULE (CPAM) When manual mode is selected, these parameters are removed Refer to figure 41 from the ECS page and displayed on the primary page If the S-3 static quick disconnect is disturbed on CPAM you must follow the procedures in the maintenance manual for the S-3 static leak check. The CPAM is installed in the forward avionics compartment. Its function is to provide the following * Cabin pressurization parameters on EICAS + Caution and warning pressurization messages on EICAS + Illuminate the NO SMOKING/FASTEN SEAT BELT signs when the cabin altitude is greater than 10,000 feet + Drop the oxygen masks if the cabin altitude is greater than 14,000 feet ‘When CPAM Is powered up it does an auto self-test. If it detects an internal failure, a CPAM FAIL status message is displayed and its functions are replaced by the standby cabin pressure controller. The auto self-test is also performed by CPAM continuously during normal operation CPAM receives aircraft altitude data from the aircraft S-3 static source by a quick disconnect fitting. A built-in altimeter monitors cabin altitude through an open MS-type fitting on the front face of the unit; this port must not be covered. CPAM communicates with EICAS DCUs on the ARINC 429 bus to provide indication parameters and messages. It also receives a WOW signal from the PSEU for the NO SMOKING/FASTEN SEAT BELT signs message The CPAM parameters displayed on EICAS are CABIN ALTITUDE, CABIN RATE OF CHANGE and DIFF PRESSURE 21- Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-98CRIZ00 TECHNICAL TRAINING MANUAL Figure 41 - Cabin Pressure Acquisition Module 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-99CRIZ00 ‘TECHNICAL TRAINING MANUAL OUTFLOWISAFETY VALVES Refer to figure 42 Make sure that the o-ring seal installed between the out- flow valve and the adapter fiange is correctly seated during installation to prevent pressurization problems The cabin pressurization primary outflow/safety valve is controlled by CPC 1 whenever its the active controller. The valve is installed with the V-band-type clamp to an adapter on the lower aft pressure bulkhead left side. Access to the valve is by removal of the cargo compartment floor panels. The functions of the outflow/safety valve is to provide cabin pressure control, cabin altitude limit protection, and cabin positiveinegative pressure relief protection The components installed on the cabin pressurization primary outflow/safety valve are as follows’ + Torque motor controlled electropneumatic servovalve + Altitude limiter + Valve open position switch + Positive pressure relief control + Negative pressure relief control + Replaceable metered cabin air inlet filter ‘An interconnecting line connects both outflow/safety valve control chambers, slaving them to each other. The cabin pressurization primary outflowisafety valve is a Pneumatic poppet-type control valve. The valve poppet modulates in response to variable vacuum control pressures exposed to the control chamber of the valve regulating the outflow Copyright © Bombardier Inc. For Training Purposes Only of air from the cabin to ambient. The poppet is spring-loaded closed to ensure valve closure under failure conditions, The secondary outflow/safety valve is installed on the rear pressure bulkhead on the right side of the primary outflow valve (looking forward). It is controlled by CPC 2 when it is the active controller and is slaved to the primary outflow valve control chamber by an interconnect line. During normal pressurization, it operates exactly the same as the primary outflow valve. The ‘components installed on the two outfiow valves are identical except for the following + The air filter unit is replaced on the secondary outflow valve with a manual pressurization control valve and solenoid unit. During manual pressurization the secondary outflow valve is controlled by the manual selections on the pressurization control panels. The primary outflow valve is slaved to it and follows, 21 - Air Conditioning 15 July 2009 Pg 21-100CRIZOO TECHNICAL TRAINING MANUAL PRESSURE BULKHEAD F621 INTERCONNECT AIR FILTER PORT PRIMARY OUTFLOW i SAFETY VALVE MAN PRESS. CONT VALVE ‘SECONDARY OUTFLOW ‘SAFETY VALVE Figure 42 - Primary Outflow Safety - Valve - Component Location/Recognition 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 45 July 2008 Pg 21-101CRIZO00 TECHNICAL TRAINING MANUAL OPERATION Refer to figure 43. CABIN PRESSURE CONTROLLER There are two cabin pressure controllers (CPCs) that control all phases of pressurization in auto mode. They are identified as controller 1 and 2. CPC 1 controls the primary (left) outfiow valve. CPC 2 controls the secondary (right) outfiow valve. Upon initiation of aircraft electrical powerup, both CPCs initiate a powerup self test. If there are no faults, the active controller takes control of operation of the system and the other goes on standby. When powered, the CPCs interface with each other on the ARINC 429 bus. If the active controller fails, an automatic changeover of CPCs occurs. When both CPCs fail or AC electrical power is lost, the pressurization system will fail nto manual mode. For a normal operation, the PRESS CONT switch/light on the overhead CABIN PRESS control panel is selected to AUTO. There are no legends illuminated on the panel switchilights and the pressurization system is controlled by the active controller. The pilot must then enter the landing field elevation (destination) by rotating the LDG ELEV selector on the CABIN PRESS control panel, The LDG ELEV altitude selected is displayed on the ECS. synoptic page and status page of EICAS by the active controller. Indication of which controller is the active one can be seen on EICAS by calling up the ECS synoptic page. PRESS CONT 1 or 2 is displayed on the lower right corner of the screen. It is possible to switch controllers from active to standby at any time by pressing the AUTO/MAN switchilight on the CABIN PRESS. ‘control panel twice. Both controllers interface with each other, they also receive barometric correction and aircraft altitude data from ADCs 1 and 2. The airport landing elevation is obtained from the LDG Copyright © Bombardier Inc. For Training Purposes Only ELEV selector on the CABIN PRESS control panel. Cabin altitude is obtained from a cabin altitude sensor in each CPC ‘An open port on the face of each CPC provides cabin pressure sensing. The active controller prepressurizes the aircraft on takeoff when it receives a signal from either automatic control switching unit (ACSU) that either throttle lever is greater than 26° (takeoff position). On liftoff, a weight-on-wheels (WOW) signal from the PSEU starts the controller climb and cruise pressurization modes. If takeoff or climb is aborted, it reprograms the system to depressurize for return to the departure airport When cruise is reached, the descent program is activated. In automatic mode of operation, pressurization is controlled by the active CPC to maintain cabin altitude below 8500 feet and a maximum differential pressure of 8.33 psi, On start of descent, the controller automatically starts the descent schedule. On landing, a WOW signal from the PSEU to the active controller results in the following + The cabin is depressurized + After 60 seconds, the outflow valves are fully opened and stay open until takeoff + Active controller changeover occurs after 3 minutes, EMERGENCY DEPRESSURIZATION CONTROL, Each CPC has a dedicated emergency depressurization circuit within the CPC unit that is separate from its normal operation and therefore not affected by its failures. An EMER DEPRESS switch/ light on the CABIN PRESS panel controls the emergency depressurization signal to the CPCs. When the switch/light is latched the CPC will drive the outfiow valves to the open position If the aircraft is above 14,250 feet the cabin altitude will be maintained at 14,250 feet. If the aircraft altitude is below 14,250 feet the cabin altitude will be the same as ambient. 21- Air Conditioning 15 July 2009 Pg 21-102CRIZOO TECHNICAL TRAINING MANUAL Copyright © Bombardier Inc N sare Figure 43 - Cabin Pressurization - Schematic For Training Purposes Only 21 - Air Conditioning 15 July 2008 Pg 21-103CRIZOO TECHNICAL TRAINING MANUAL ELECTROPNEUMATIC SERVOVALVE Refer to figure 44 Vacuum pressure flow into the outflowisafety valve control chamber is electrically-controlled by a torque motor-operated electropneumatic servovalve. The servovalve receives command signals from its dedicated cabin pressure controller, and vacuum pressure from the jet pump when 10th stage bleed air pressure is available. A minimum of 7.5 psi 10th stage pressure must be available for the jet pump to supply adequate vacuum pressure. When the controller is on standby or off, the torque motor flapper is closed, trapping vacuum pressure in the outflow valve. OUTFLOW VALVE Cabin pressurization is controlled by modulating the control poppet valve. The chamber above the control poppet valve has vacuum pressure regulated by the electropneumatic servovalve and metered cabin pressure through the air filter providing an opening force against the close force of the spring. On the opposite side of the control poppet valve, the area is sealed by diaphragms, and cabin pressure is ported into the area providing an opening force. As the controlling pressure is changed by the CPC in the chamber above the control poppet valve, it will open or close the poppet valve to increase or decrease the flow of cabin air to ambient. The area above the contro! poppet valve (control chamber), on both outfiow valves, is interconnected by a pipe so that both valves move simultaneously during operation, slaving them to each other. Copyright © Bombardier Inc. For Training Purposes Only ALTITUDE LIMIT CONTROL The CPCs limit the cabin altitude to @ maximum of 7800 feet; if they fail, the outflow valves prevent the cabin from exceeding the 14,250 feet + 750 feet limit. The outflow safety valve has an altitude limit control unit that controls cabin altitude if the CPC fails. It is a bellows-operated assembly. The bellows chamber is open to air pressure from the aft cabin compartment. Movement of the bellows opens an inlet to let cabin air pressure into the control chamber of the outflow safety valve, moving the control valve poppet towards the closed position and holding the cabin altitude at 14,250 feet + 750 feet VALVE OPEN SWITCH ‘A switch installed on the valve housing monitors the OPEN position of the poppet valve. It signals the controller when the valve is in the open position and is used during controller self-test and built-in test equipment (BITE). POSITIVE PRESSURE RELIEF The cabin pressurization primary outflow/safety valve has a positive pressure relief mechanism. In the automatic mode, the cabin pressure controller controls maximum cabin pressure at 8.33 psi. Should the controller fail and the cabin differential pressure increase to 8.55 psi, the positive pressure relief mechanism will control the cabin differential air pressure at 8.55 psi by opening the outflow valve control valve poppet. 21 - Air Conditioning 15 July 2009 Pg 21-104TECHNICAL TRAINING MANUAL CRIZOO POSITIVE PRESSURE RELIEF MECHANISM (Shown in open position) Pe SENSE PORT ELECTROPNEUMATIC ALTITUDE LIMIT ‘SERVO VALVE CONTROL pa pa | CONNECTOR/ valve OPEN pe \ ELECTRICAL ‘ CONNECTOR \ 5, \ CONNECTOR | \ \ ty | SWITCH air Fitter CONNECTION \ Ue -s VALE ” f a INTERCONNECT CHECK : ST BORT VALVE — - "ORIFICE VALVE CoveR — ‘ASSEMBLY DIAPHRAGM muscLe— DIAPHRAGM RETURN BALANCE DIAPHRAGM — YA SPRING CONTROL __ l DANE VACUUM RELIEF PLATE BOLKREAD ‘ _ VACUUM RELIEF LEGEND GUIDE popper QUTFLOW. Pa AMBIENT AIR PRESSURE (AFT ACCESS COMPT) SHAR: Pc AFT CABIN COMPARTMENT AIR PRESSURE Pv VACUUM Figure 44 - Primary Outflow Safety-Valve - Schematic 21 - Air Conditioning 418 July 2008 Pg 21-105 For Training Purposes Only Copyright © Bombardier IncCRIZO00 TECHNICAL TRAINING MANUAL NEGATIVE PRESSURE RELIEF The negative pressure relief components provide negative pressure differential protection to a limit of -0.5 psid maximum. The support vacuum relief plate and the balance diaphragm incorporated in both outflow safety valves senses cabin to ambient pressure differential and moves from their initial position ‘once the differential becomes negative. This, in tum, provides a lifting force on the poppet, causing it to open when ambient-to- cabin pressure differential exceeds the poppet closing spring force. This causes ambient air to flow into the cabin to limit the negative pressure differential METERED CABIN AIR ORIFICE AND FILTER ‘A metering orifice with a filter installed allows cabin pressure air to enter the control chamber of the primary outflow valve to provide a cabin reference pressure for both outflow vaives. Blockage of the primary outflow safety cabin air supply fi- ter with dirt or nicotine can cause faulty valve operation. The filter is a replaceable unit SECONDARY OUTFLOW / SAFETY VALVE Refer to figure 45. The cabin pressurization secondary outflow/safety valve is controlled by CPC 2. It operates and is controlled in the same manner as the primary outflow/safety valve with the exception that only the secondary outflow/safety valve has the components for manual pressurization control and operation. When CPC 2 is the active controller, it controls the secondary outflow/safety valve directly by its torque motor. Since the primary outflow/safety valve is slaved to the secondary outflow/safety valve, both outflow valves will operate simultaneously. Copyright © Bombardier Inc. For Training Purposes Only The components installed on the cabin pressurization secondary outflow/safety vaive are identical to those of the primary outflow! safety valve except for the following + There is no cabin air orifice and filter installed on the secondary outflow/safety valve + Asolenoid isolation valve and a manual pressurization contro! Unit are installed on the secondary outfiow/safety valve MANUAL PRESSURIZATION CONTROL UNIT SOLENOID ISOLATION VALVE When both controllers fail, or if manual mode of pressurization is selected on the CABIN PRESS control panel, primary and secondary outflow/safety valve control torque motors are de- energized closed, blocking vacuum pressure to the outflow valves’ control chamber. The solenoid isolation valve on the cabin pressurization secondary outfiowisafety valve is also de- energized closed at the same time. When this occurs, the MAN ALT (Cabin Altitude) selector valve and the RATE control needle valve on the CABIN PRESS control panel control vacuum pressure to the isobaric chamber of the altitude hold/manual control unit on the secondary outflow/safety valve. The jet pump supplies vacuum pressure to the manual control unit, a regulating valve. Vacuum pressure is supplied to the chamber above the control poppet valve modulating the secondary outflow valve and also the slaved primary. 21 - Air Conditioning 415 July 2008 Pg 21-106CRIZOO TECHNICAL TRAINING MANUAL POSITIVE PRESSURE RELIEF MECHANISM ALTITUDE EvectRopNeumaTic “ry {Shown in open position) SOLENOID SERVO VALVE cONYROL - ISOLATION ' VALVE (Normally : na Semseronr power open \ Pa a | VALVE OPEN ELEcTRICAL\ Pe | \ Fs connector | coNNecToR) /swiTCH CONNECTOR \ | \ , p [saree ALTITUDE HOLD/ Pi \ \ _/ MANUAL CONTROL CONNECTION \_ | ISOBARIC CHAMBER “ay Py ‘CHECK at MANUAL VALVE i CONTROL Pv VALVE cover INTERNALLY ASSEMBLY PORTED DIAPHRAGM —~ vaLve INTERCONNECT MUSCLE _ PORT DIAPHRAGM ae RETURN BALANCE SPRING DIAPHRAGM CONTROL VALVE Z_ vacuum RELIEF PLATE “ PRESSURE v BULKHEAD, LEGEND Pa AMBIENT AIR PRESSURE VACUUM RELIEF GUIDE POPPET SHAFT Pc AFT ECS COMPARTMENT AIR PRESSURE Py VACUUM ‘ouTFLOW VALVE BASE Figure 45 - Secondary Outflow/Safety/Valve - Schematic Copyright © Bombardier Inc. For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-107CRIZOO TECHNICAL TRAINING MANUAL MANUAL OPERATION AND CONTROL Refer to figure 46. Cabin pressurization manual mode is initialized when one of the following conditions exist: + Both CPCs fail + Loss of electrical power (28 VDC ESS BUS) + Selecting manual mode on the CABIN PRESS control panel + Aground check of the system is required In this mode, the cabin MAN ALT selector and RATE selector switch on the CABIN PRESS control panel control the cabin pressurization system, It uses vacuum pressure to control the Operation of the secondary outflow valve and also the slaved primary outflow valve to maintain cabin pressurization ‘When both controllers fail, or if manual pressurization is selected, the electropneumatic servovalve torque motors on both outflow! safety valves are de-energized closed, blocking the supply of control vacuum pressure to the control chamber of the outflow/ safety valve from these sources. On the manual pressurization control valve of the secondary outflow valve, the solenoid isolation valve is de-energized, closing its vent port. If the MAN ALT (cabin) selector on the CABIN PRESS control panel is set in the center position and vacuum pressure is available, the manual controller maintains the cabin altitude at its present altitude. When the pilot changes the cabin altitude, the MAN ALT selector (valve) is placed in the (cabin altitude) UP (climb) or DOWN (descent) position to change the cabin altitude. The RATE selector (needle valve) on the CABIN PRESS control panel is controlled manually by rotating it to increase or decrease the cabin pressure rate of change. When the desired cabin altitude is obtained, the MAN ALT selector on the CABIN PRESS control panel is placed in the center position Copyright © Bombardier Inc. For Training Purposes Only and the control unit on the secondary outflow valve holds the cabin altitude at that level. The RATE selector should also be returned to the center (12 o'clock) position The vacuum pressure in the manual control loop is supplied by the jet pump and is controlled by a vacuum pressure regulator dedicated to the manual control vacuum system. In manual mode, when the solenoid isolation valve is de- energized, it closes by spring pressure and isolates the outflow valve control chamber from the isobaric chamber on the manual control unit Vacuum pressure to the isobaric chamber of the manual control Unit is controlled by the position of the MAN ALT selector and the RATE selector. The isobaric chamber is a control valve that regulates vacuum pressure to the secondary outfiow valve control chamber to reposition the secondary outflow valve and also the slaved primary outflow valve. When the desired cabin altitude is reached, the MAN ALT selector must be retumed to the center position. 21 - Air Conditioning 15 July 2009 Pg 21-108TECHNICAL TRAINING MANUAL ee en roG8Bthe JENS OS} engatke VALVE " METERING - Oregeeaugar “AWE HOUSING rer on ree veg peauareo acu ans common OER _—_secennng ean S | oRtGH | |MusHRos rave off niporte od) aE mit | a | ==) feFe0a8 5} Fa) wate ets | SENSE PORT | os INTERCONNECT TINE Figure 46 - Manual Pressurization Control - Schematic Copyright © Bombardier Inc. For Training Purposes Only PRIMARY ouTrLOW SAFETY VALVE 24 - Air Conditioning 415 July 2009 Pg 21-109CRIZO00 TECHNICAL TRAINING MANUAL MANUAL PRESSURIZATION FOR MAINTENANCE ON THE GROUND Do not exceed 1,000 feet per minute descent or climb rate during pressurization. Excessive rate of descent or climb can cause physical injury to personnel on board. Do not exceed 9 psi cabin differential pressure. Damage to the CPCS and CPAM units will occur. To pressurize the aircraft on the ground, in manual mode, refer to maintenance manual procedures - Pressurize the Aircraft for Maintenance. During manual pressurization on the ground, at approximately 3.0 psi differential, CPAM indications will disappear and be replaced with dashes displayed in amber. CPAM units, received after 1995, will be modified to a maximum differential pressuire of 40 psi When the aircraft is manually pressurized on the ground to a differential pressure greater than 3.0 psi, use a portable differential pressure gauge. This is due to erroneous readings, indicating a failure, when the CPAM BITE function senses high pressure and ~1,000 feet altitude When performing a pressurization test on the ground or with aircraft fin numbers prior to 70, it is necessary to install the test hoses on both outflow valves altitude limiter vents to prevent damage to the limiter unit. This is required until outflow valves with modified limiters are installed at the first ‘C’ Check of the aircraft Copyright © Bombardier Inc. For Training 2urposes Only CPC BITE TEST Refer to figure 47 Before performing a verify test on a cabin pressure controller, both ADCs must be powered up, 10th stage bleed air pressure must also be available. It is possible to supply shop air to the jet pump by removing the blanking cap at the four-way fitting on the jet pump pressure supply lines and connecting shop air. The four- way fitting is installed in the aft equipment compartment at the lower right forward end. A VERIFY press-to-test pushbutton is installed on each CPC front panel to verify system integrity on the ground. Press the VERIFY ‘switch and release. Verify mode initiates a full self test and system test to identify system faults to the LRU level. Pressing the VERIFY switch causes the controller to automatically override all other inputs and faults and commands of the CPCs. The controller first clears all RAM faults. The four light emitting diodes (LEDs) on the controller front panel come on until the veiily lests listed below are completed + Acontroller self test and system integrity check + Outflow valves 1 and 2 operational check (valves are driven full open) + Control panel check Upon completion of the verify mode, all LED lights extinguish. Only faulted LRU lights (if any) remain illuminated on the controller front panel. If a verify test is performed without vacuum pressure available, the VLV 1 and VLV 2 LEDs will remain illuminated; the AUTO PRESS 1 and AUTO PRESS 2 FAIL messages will remain displayed, on the EICAS. To remove the messages pull and reset the appropriate CPC 1 or CPC 2 circuit breakers. 21 - Air Conditioning 18 July 2008 Pg 21-110CRIZO0O TECHNICAL TRAINING MANUAL CONTROLLER FRONT PANEL. Figure 47 - Cabin Pressure Controller BITE Test 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-111CRIZO0 TECHNICAL TRAINING MANUAL CABIN PRESSURIZATION AUTO MODES GENERAL DESCRIPTION Refer to figures 48, 49, 50, 51, 52, 53, 54 and 55. The operation of the cabin pressurization control system in the auto mode may be further divided into the following operation modes + Ground mode + Prepressurization mode + Takeoff abort mode + Climb mode + Flight abort mode + Cruise mode + Descent mode + Landing mode SELF TESTS OF CABIN PRESSURE CONTROLLERS Immediately after aircraft power initiation, the CPCs perform an internal self-test, then examine the landing gear switch and throttle switch inputs. If the throttle is advanced to the takeoff Power position, the system immediately departs the self-test mode and enters either the prepressurization mode, or, if the landing gear switch is in the airborne condition, the flight mode of control With the throttles at idle and the aircraft on the ground, the system performs electrical system integrity tests to insure the CPCs capabilities to operate in AUTO, the active controller takes over system operation, and the outflow valves will open fully. Copyright © Bombardier Inc. For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-112CRIZOO Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL ourriow ‘ALVES y CONTROLLER N=] PREPRESSURIZATION exector |L GROUND, urna operation ae ground mode he oulow satel wales ae driven oe ul open seston, ‘mode of ofesion continues ur wher he hate poston swich indests athe Figure 48 - Automatic Pressurization For Training Purposes Only 21 - Air Conditioning 15 July 2008 Pg 21-113CRIZOO => anc mmm sce TE Copyright © Bombardier Inc. TECHNICAL TRAINING MANUAL ‘VALVES CONTROMER Wa? SAFETY NEGATE 16/88) PREPRESSURIZATION PRESSURIZATION DEPRESSURIERTION Jereuw> (CHECK VALVE i on Mea foe {an i etbes are avorcd fr ako wih fe aca onthe found the sytem enters he Dropresurzaton mod o eta. Te made exmnats any acim pressure ransena ung foe oyalonng he ction ves oat a contin postion ble Io tring ne prepessureston mage, cabin ate i descended a aso 300 fom oan aude 185 bn he cab ae at usted round Moe ‘ine totes are retards rot RM he conzoer enters aks abort med. nhs mode ot ‘nin eat ate wl sed Bch to eve at S0 pm for 20 saconce At sn pont Figure 49 - Prepressurization Mode 21 - Air Conditior 9 For Training Purposes Only 15 July 2009 Pg 21-114CRIZO0 Copyright © Bombardier Inc. > sane mmm OSE TE TECHNICAL TRAINING MANUAL ourriow sew NEGATIVE CABINPRO-LE PRESSU, ‘ranetersinfiated shen he CPCS roo Figure 50 - Climb Mode 21 - Air Conditioning 45 July 2009 Pg 21-115 For Training Purposes OnlyCRIZ00 TECHNICAL TRAINING MANUAL [> Peomaonerne 2] ues 7a | WANES RELIEF = | conrmouter no. + oxeox | Onsen aise | preeesauncarion | | "escaeroe’ | | oephessonenton os | inte sess | | tt AiR setae coearvaie ss mmm 'screre (CABIN PROFILE ) gLo Inte exe of ho ned o abot ito ht he CPCS insu tora or dlomining| Mgt cbr and wil etoratenyvlun the cain pressre he taka ha ve "The pressure conta il ane the ates tld atude na nonstate amy fr Figure 51 - Pressurization Climb 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 45 July 2009 Pg 21-116CRIZO00 TECHNICAL TRAINING MANUAL ourrtow VANES z ==> sane mem scare use Mode ab tude repacnd wy he Gescent schol Figure 52 - Cruise Mode Copyright © Bombardier Inc For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-117CRIZO00 Copyright © Bombardier Inc. ‘TECHNICAL TRAINING MANUAL ourrtow [CONTROLLER No.2 | SAFETY NEGATIVE —F | Oia me congue | der aa | sie | STAGE ete res CABIN PROFILE ‘Ghaehe everet begins descent, he deacon cabn sched is ued in conjunction wih the selactedlanding wavaton ‘osred cabin altude con pans Asin he ca ang Cue modes operon, he varputed cab descent senecue Brose compare oth sid rg wan pesmi bt, ba have od he aad ‘There are extant wo descent profes ha ar acommadi by he cules descent mae nection ire ara descends forthe etter concon, ecb wldescndon he descent sche Jonger than 10 minutes, The cater aitude wl descend onthe cabin cmb schedule untd the acral hes descended 1000 A trom he maximum aera shtute atthe halo sleced dessert ato ar wen fl dsc aes rere Figure 53 - Descent Mode For Training Purposes Only 21- Air Conditioning 15 July 2009 Pg 21-118CRIZOO TECHNICAL TRAINING MANUAL ourrLow Copyright © Bombardier Inc. roy PREPRESSURIZATION Execron => mane 2 natos. mee OSCR TE CABIVPROFILE "he sytem ener the deressunzlon phase te foueioun, when gourd mode ‘ugg! corgesson and engines tte Rae aac mts et Fito cat alc below ne actual eld atau, ha FCS aomatcaly rates ne cabin atte {othe nding tld eovtion ar Go seconds. Aer tak maCPCS ontr the gourd moge wien al condone ae ‘at ana yen ey ren igh can the aot th negative reel valve ‘igure 54 - Depressurization For Training Purposes Only 21 - Air Conditioning 45 July 2009 Pg 21-119CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc For Training >urposes Only 45 July 2008 Pg 21-120CRIZOO Copyright © Bombardier Inc TECHNICAL TRAINING MANUAL outrigw = ay" ae Figure 55 - Ground and Transfer 21 - Air Conditioning 16 July 2009 For Training Purposes Only Pg 21-121CRIZOO TECHNICAL TRAINING MANUAL CABIN PRESSURIZATION CONTROL AND. INDICATION CABIN PRESS CONTROL PANEL CONTROLS Refer to figure 56 The LDG ELEV selector is used by the pilot to set the elevation of the destination airport. This input goes to both CPCs and is displayed by the active controller at the bottom of the ECS synoptic page and on the status page The PRESS CONT switch selects manual mode when latched ‘and automatic when unlatched, When the switch is latched and unlatched; the active controller will go on standby and the controller that was on standby becomes active. ‘A MAN ALT 3-position lever controls the vacuum valve that is used during manual pressurization to control the cabin altitude The lever positions are UP, DOWN, and center (alt. hold). The lever stays in the last selection and must be manually returned to the center (alt. hold) position when the desired cabin allitude is reached, ‘The MAN RATE selector is a needle valve used during manual operation to control the rate of climb or descent of the cabin altitude ‘An_emergency depressurization switch, labelled EMER DEPRESS, is installed on the CABIN PRESS panel. When the switch is activated, both CPCs are notified of the mode change by an input from the selector. This places the controllers in dump mode and drives the torque motors on the valves with a full open valve drive signal. This valve drive signal is available through Passive circuitry in the controller even if both controllers have failed, EICAS displays a caution message EMER DEPRESS. The ‘ON legend also illuminates on the switchvlight. Copyright © Bombardier Inc. For Training Purposes Only CABIN PRESS CONTROL PANEL INDICATIONS (On the CABIN PRESS control panel, the red FAULT light comes, ‘on when both controllers fail. The white MAN light comes on when the switch/light is pushed for manual control of the pressurization system, EICAS INDICATIONS Refer to figures 56 and 57 The EICAS receives CPC status and fault signals from both CPCs and also displays the following parameters from the active CPC on the lower right corner of the ECS synoptic page: + PRESS CONT 1 or 2- active controller identification + CALT-cabin altitude + RATE - cabin altitude rate of change + DP-cabinlambient differential pressure + LDG ELEV - landing elevation When a CPC fails, EICAS displays a status message AUTO PRESS 1 or 2 FAIL on the status and ECS synoptic pages. If both controllers fail, these messages are displayed + AUTO PRESS caution message + CPC parameters on the ECS page are replaced with dashes + ECS synoptic and status pages display an AUTO PRESS 1 FAIL and AUTO PRESS 2 FAIL status messages To remove the AUTO PRESS caution message, select manual mode on the AUTO/MAN pressurization switch/light, this results in the following + Turns off the fault legend on the switchilight + PRESS MAN message replaces dashes on ECS synoptic page + Displays a PRESS MAN message on the status page + CPAM parameters are removed from ECS synoptic page and displayed on the primary page 24 - Air Conditioning 16 July 2009 Pg 21-122CRIZ00 TECHNICAL TRAINING MANUAL ory CONTROL PANEL EICAS ECS SYNOPTIC PAGE Figure 56 - Cabin Emergency Depressurization Switch 24 - Air Conditioning Training Purposes Only 16 July 2009 Copyright © Bombardier Inc 1g 21-123,CAIZ00 TECHNICAL TRAINING MANUAL, CPAM INDICATIONS AND WARNINGS Refer to figures 56 and 57. The EICAS receives status signals from the CPAM via ARINC 429 data bus, and displays the following parameters on the status page, on the ECS page under the label CAM, and also on the primary page only when manual pressurization is selected ON: + CALT- cabin altitude + RATE - rate of change +P cabinambient differential pressure. CPAM also displays these messages on EICAS. + CABIN ALT caution message if the cabin altitude is greater than 8500 feet (2590.8 meters) but less than 10,000 feet (3048 meters) + CABIN ALT red EICAS warning message when cabin altitude is greater than 10,000 feet (3048 meters) and a voice message ‘Cabin Pressure’ sounds. Il alsu signials the PSEU to turn the NO SMOKING and FASTEN SEAT BELT signs ON, if the sign switch is selected to AUTO. + Cabin altitude greater than 14,000 feet (4267.2 meters) CPAM provides a signal to drop the oxygen masks + DIFF PRESS (red) EICAS warning message (if cabin pressure differential is greater than 8.5 psi), and a voice message ‘Cabin Pressure’ When CPAM fails, a CPAM FAIL status message is displayed on the ECS synoptic and status pages. The controller on standby Provides the signals to EICAS to display the indications listed above. When CPAM fails, the oxygen mask deployment and NO SMOKING and FASTEN SEAT BELT signs which were activated by CPAM are no longer available. They must be manually activated by the pilots, 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 45 July 2009 Pg 21-124CRIZOO __WARNING (RED) AURAL WARNING ‘CABIN PRESSURE’ — CAUTION (AMBER) “EMERGENCY DEPRESS CAUTION on EICAS PRIMARY DISPLAY PRIMARY PANEL TECHNICAL TRAINING MANUAL STATUS es aT MESSACeR Eada, he a STATUS, t MESSAGES Paes ‘aP EICAS SECONDARY DISPLAY STATUS PAGE Figure 57 - Cabin Pressurization Indication and Warning Copyright € ) Bombardier Inc For Training Purposes Only 21 - Air Conditioning 15 July 200 Pg 21-125CRIZOO TECHNICAL TRAINING MANUAL AVIONICS EQUIPMENT COOLING SYSTEM GENERAL DESCRIPTION Refer to figure 58 The avionics cooling system consists of three subsystems to provide cooling. The subsystems display cooling, ARINC cooling and avionics exhaust cooling, ARINC AND DISPLAY COOLING The display cooling system provides cooling air flow for the six cathode ray tube (CRT) displays using one of three AC powered fans. The fans draw cooling air from the flight compartment left floor area or the flight compartment conditioned air supply on the ground only to cool the CRT displays when the aircraft AC buses are powered The ARINC cooling system uses one of two AC-powered tans to supply cooling air flow to two ARINC racks installed in the lower avionics compartment. The display cooling fans and also the ARINC fans altemate ‘operation; one runs in flight only, the other on the ground. The display cooling system has a third fan which is used as a standby should the normal fans fail. These fans also provide aircraft dispatch backup relief. If a fan should fail and a spare is not available, they back up each other. To alert the pilots that a low flow situation exists, each fan has a low speed sensor and a low flow sensor near the end of the supply duct. Either of these sensing devices will turn on an EICAS. caution message. 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 21-126CRIZOO FUGHT COMPT AIR SUPPLY Low-FLow DETECTOR. o — SY iA A A tL 1 syereo > ‘cocxPir RECIRCULATED cy Int FAN (UPPER) FUGHT No NORM Fur VEE STV PAN aL auTN “DISPLAYS FANS | CONDITIONEDAIR (COCKPIT SUPPLY) CONDITIONED AIF #2 FAN LOWER) a ‘SHUT OFF VALVE GROUND DISPLAY FANS VIEW AWB. TECHNICAL TRAINING MANUAL ARINC COOLING ‘SYSTEM FANS ‘CABIN a2 REGIACULATED AIR I Ee | me ae NOt FAN (HY FUGHT t eno NORM ALIN cas, ALTN Fur ARINC FANS. Figure 58 - Avionics Equipment Cooling System - Schematic Copyright © Bombardier Inc For Training Purposes Only 21 - Air Conditioning 15 July 2009 Pg 21-127CRIZO0O0 TECHNICAL TRAINING MANUAL AVIONICS COOLING EXHAUST SYSTEM Refer to figure 59. The avionics cooling exhaust system has a single fan that runs continuously when the aircraft AC buses are powered and draws warm air from the following areas + The pedestal pane! + Six CRT display units + Allunits on the lower avionics equipment compartment racks +The left and right ARINC racks The warm air extracted by the exhaust fan is exhausted into the aft cabin floor area when the passenger entrance and service doors are closed. If the passenger or service door is unlocked and the aircraft is on the ground, it will exhaust overboard through a valve and an exhaust port in the aff bulkhead of the avionics compartment. A low speed sensor in the exhaust fan and a low flow sensor in the exhaust duct will display a status message if an exhaust low flow condition exists, 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 45 July 2009 Pg 21-128CRIZO0O0 TECHNICAL TRAINING MANUAL Fs INBOARD Low-FLOW 260 EXHAUST FAN EXHAUST DETECTOR Fs @ 409 +128, ® ARING AVIONICS RACK ovERBOARD ! | EXHAUST | -——} © }| ee at | \ avionic T= = } EQUP. (LH), \ / © AVIONICS RACK © \ ® AVIONICS EQUIPMENT LOCATION RACKS A CENTER PEDESTAL B COCKPIT DISPLAYS c 2 ) avionics EQUIPMENT RACKS FLUSH (SUCTIONICOOLED F) G ARINC RACK PRESS COOLED (BLOW THROUGH) H AVIONICS EQUIP. RACK FLUSH COOLED | ARINC RACK PRESS COOLED (BLOW THROUGH) Figure 59 - Avionics Equipment Cooling Exhaust - Schematic 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 16 July 2009 Pg 21-129CRIZ00 TECHNICAL TRAINING MANUAL AVIONICS EQUIPMENT COOLING CONTROL AND INDICATION Refer to figure 60. The control panel and selector switches for the avionics equipment cooling system are installed on the left aft end of the pedestal panel. The left rotary switch controls the display fans and the right rotary switch the ARINC fans. There is no selector switch for the exhaust fan. The selector is normally left in the NORM position. If the flight or ground fan fails by rotating the ‘switch to GND ALTN or the FLT ALTN position, the non-operating fan is tured on. A low flow condition in each subsystem is detected by either flow sensors in the ducts or speed sensing circuits on the fans which then signal EICAS to display a caution message 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-130CRIZOO TECHNICAL TRAINING MANUAL CAUTION MESSAGES Pea aat) EICAS PRIMARY DISPLAY Figure 60 - Avionics Equipment Cooling Control Panel 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-131CRIZO00 TECHNICAL TRAINING MANUAL ARINC RACK COOLING COMPONENTS. Refer to figure 61 ARINC SUPPLY AIR FILTER The ARINC supply air filter is installed in the ARINC air inlet unit and is located in the left aft end of the avionics compartment. It is held in place by four quick release type fasteners, The ARINC supply air filter is a 15 micron replaceable filter element. The filter protects the ARINC rack mounted avionics equipment from contamination. Do A clogged filter can result in an ARINC COOL (low flow) message display. Always check this filter prior to a fan re- placement, Remove filter and check operation ARINC SUPPLY FANS AND CHECK VALVES The ARINC supply fans and check valves are installed in the ceiling of the left aft side of the avionics compartment, The ARINC supply fans and check valves are supplied as a single unit assembly. The 3-phase AC fans draw recirculated cabin air from the avionics compartment through the filter and supply cooling air to the units installed on the left and right ARINC racks. The check valves installed in the fan outlets prevent reverse flow through the inoperative fan during operation. Fan 1 is the left and operates in flight; Fan 2 is the right and operates on the ground Each fan has a speed sensor and logic module installed on it which detects a low fan speed and signals the DCUs to display an ARINC COOL caution message on EICAS. Copyright © Bombardier Inc. For Training Purposes Only ARINC LOW AIR FLOW DETECTOR A low air flow detector is installed in the right ARINC rack supply plenum. It detects low cooling air flow. When low air flow is detected, the sensor signals the DCUs to display an ARINC COOL caution message on EICAS. NOTE It is possible to use the fan selector switch to isolate a low flow condition to either the fan, filter or broken duct. 24 - Air Conditioning 15 duly 2008 Pg 21-132CRIZOO TECHNICAL TRAINING MANUAL CAT DISPLAY ¥ ‘SIX WAY. - Duct (@) ARINC AND DISPLAY (p)ARING SUPPLY FAN [27 LOW FLOW DETECTOR BAND CHECK VALVE Figure 61 - ARINC Rack Cooling - Components 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-133CRIZO00 TECHNICAL TRAINING MANUAL OPERATION Refer to figures 62 and 63 Recirculated passenger cabin air which exhausts into the area below the cabin floor is drawn into the avionics cooling ducts by the ARINC supply fans through the ARINC supply filter and supplied to both ARINC racks. This air is used to cool the avionics ‘equipment on the two ARINC racks. While the aircraft is in flight, ARINC air supply is provided by fan 1 (the left fan) when the ARINC fan switch on the avionics/equipment cooling control panel is set in the NORM position, When the aircraft lands, a WOW signal to the fan control relay de-energizes fan 1 and energizes fan 2 which then supplies cooling air flow. A flow sensor in the right ARINC rack senses a cooling system low flow condition due to a duct failure or blocked filter and signals EICAS to display a caution message ARINC COOL. ‘A speed sensor logic module is installed on each fan. It detects if the fan speed is less than 60% of its normal speed and displays an EICAS caution message ARINC COOL. The two fans provide a backup for each other when the normal fan fails, this allows aircraft dispatch relief as per MEL. To activate the alternate fan in flight, the pilot must rotate the ARINC FAN selector switch on the pedestal from NORM to FLT ALTN. This energizes the ground fan that provides cooling air flow until the failed fan is replaced. The same applies on the ground when GND ALTN is selected Copyright © Bombardier Inc. For Training Purposes Only Cos When an ARINC COOL caution message is displayed, itis possible to use the ARINC fan selector switch to determine if the problem is a defective fan or low air flow caused by a blocked filter or broken supply duct. For example; if GND ALTN is selected when an ARINC COOL message is dis- played on the ground and the message is removed, this, would indicate that the ground fan (2) is defective. If the ARINC COOL message is stil present after fan switchover, this would indicate a clogged filter, broken duct or defective flow sensor. 21 - Air Conditioning 16 July 2009 Pg 21-134CRIZO00 TECHNICAL TRAINING MANUAL CEP Sad EB ee cosmo | _ [eipseo 4 Rack [5 Arine Rack {__Low Flow Sensor H f SERV HANDLE Se GF Tee] deer CE lgex—o} SBE) ag | Se = i mate | | __ — en ET || | ior Lea | pea |e AaCRED CEES ae a (hoa — ose i I | rate || as a let TL | eae pie ml Caf CED Ll Hi in | vande] | ae eer eee | e"| 3 aes SELECTOR SW ARINC FANS. CED es ——_ ern GEO td @ Figure 62 - Avionics Equipment Cooling - Electric Schematic 24 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-135CRIZO00O TECHNICAL TRAINING MANUAL Page Intentionally Left Blank @ 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-136CRIZOO TECHNICAL TRAINING MANUAL Copyright © Bombardier Inc. ARINC RACK RH ARINC LOW FLOW DETECTOR RECIRCULATED CABIN AIR GROUND ‘SUPPLY FAN (RIGHT) GaING La SUPPLY DPE AIR ARINC RACK FILTER tH > Now CHECK (LEFT) VALVE ; FLIGHT SUPPLY FAN AVIONICS COOLING PANEL, Figure 63 - Avionics Equipment Cooling ARINC Supply - Schematic 21- Air Conditioning For Training Purposes Only 16 July 2009 Pg 21-137CRIZOO CRT DISPLAY COOLING SYSTEM COMPONENTS Refer to figure 64. DISPLAY COOLING AIR FILTER A filter is installed in the aft end of the left fight compartment console. It filters the air supply to the two normal display cooling fans. The filter is a replaceable type element. To gain access remove the left aft console panel in the flight compartment. When the filter is clogged, EICAS displays a DISPLAY COOL caution message. CRT DISPLAY FANS AND CHECK VALVES Three AC powered CRT display cooling fans, two for normal operation, one for standby, are installed in the display cooling system. The normal fans are installed on the left side of the forward avionics compartment in the nose wheelwell pressurized area. Access is by removal of the left forward fuselage access panel for the flight compartment below the floor. The upper fan, 1, Operates in flight mode. The lower fan, 2, operates on the ground. A check valve that is part of the fan assembly prevents reverse flow when the fan is off. fan 1 air supply derives from the flight compartment floor area in the left console where the filter is located. Fan 2 is supplied from two sources: + The same source as fan 1 + The flight compartment conditioned air supply duct on the ground only. The air supply is controlled by a shutoff valve Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL ‘STANDBY CRT DISPLAY FAN The fan is installed forward of the pedestal. Access is through the rudder pedal area. The fan is selected on when both normal fans fail, and it draws air from the flight compartment floor area. The standby fan does not have a filter. SPEED SENSOR A speed sensor and logic module is installed on each avionic cooling fan. When the speed of the fan motor drops to less than 60% of the normal rated fan speed, the logic module sends a signal to EICAS to display a DISPLAY COOL caution message LOW AIR FLOW DETECTORS Low air flow detectors are installed in the CRT display cooling supply plenum and in the CRT exhaust duct at the display units in the flight compartment. It detects low cooling air flow. When a failure is detected, the sensor signals the DCUs to display a DISPLAY COOL or COOL EX FAIL message. When inadequate caaling is provided (low flow), it can result in individual CRT overheating. CRT DISPLAY COOLING AIR SHUT-OFF VALVE The CRT display cooling (conditioned) air shutoff valve is installed in the left side of the flight compartment below the floor just aft of the cooling fans. The valve is electrically-operated with a manual override lever. It is opened by a WOW signal on the ground and closed in flight. The manual operating lever provides a means of deactivating the valve if the motor fails. 21 - Air Conditioning 16 July 2009 Pg 21-138CRIZ00 FANS INLET FILTER IN oO CONSOLE crt, DISPLAY oxy ® DISPLAY SUPPLY FAN - - oe | (AND CHECK VALVE | ge rs foren # ec 7 |< 60% RPM SIGNAL 9 Toe | sae |_ woot _| ELECTRICAL SCHEMATIC DIAGRAM ‘SENSOR AND LOGIC MODULE Figure 64 - CRT Display Cooling Fan Copyright © Bombardier Inc. For Training Purposes Only TECHNICAL TRAINING MANUAL oS Bb) SONDAIR ‘SIOFF VALVE >) REPLACEABLE ELEMENT ° 15 July 2009 Pg 21-139CRIZO00 TECHNICAL TRAINING MANUAL OPERATION Refer to figures 62 and 65. There are no equipment cooling high temperature or fan failure external aural or visual warnings. At high ambient temperatures, make sure left pack is on when aircraft is powered, The CRT display cooling system fans provide cooling air flow to prevent CRT overtemperature shutdowns of the EFIS and EICAS CRTs. The exhaust fan and ducts extract hot air. Loss of CRT displays occurs without adequate cooling. At 110°C a red TEMP message is displayed on the affected CRT At 115°C the individual CRT is shut down automatically by its own internal protection circuit NOTE It is recommended that CRT display cooling air inlet temperature should not exceed 95°F (35°C) When the aircraft is in flight mode, fan 1 (upper fan) supplies filtered recirculated fight compartment air from the flight ‘compartment floor area through a check valve to the six CRT display units for cooling. In flight, should fan 1 fail, the pilot can select fan 2 (backup) by rotating the DSPLY FAN selector switch on the avionics cooling control panel from NORM to FLT ALTN (On the ground, if fan 2 fails, selecting GND ALT energizes fan 1 (backup) to provide adequate CRT display cooling unti the failure is rectified. This provides aircraft dispatch relief as per MEL. Should both fans 1 and 2 fail, STBY position selects the third fan for backup cooling. The third fan draws air from the floor area in the vicinity of the pilot's rudder pedals. Copyright © Bombardier Inc. For Training 2urposes Only ‘All the display fans have a speed sensor which detects a fan failure and signals the DCUs to display a DISPLAY COOL EICAS message (On the ground, fan 2, the lower fan, provides air flow to the CRT display units for cooling. It receives conditioned air from ACU pack 1 air supply to the flight compartment through the cooling air shutoff valve. This valve is opened by a WOW signal when the aircraft is in ground mode. Limit switches on the shutoff valve signals the DCUs to display an EICAS COCKPIT COOL FAIL status message if the valve fails to go to the selected position in flight or on the ground. A manual lever on the valve provides a means for repositioning the valve manually should the actuator fail, and only after consulting the minimum equipment list If the left pack is not operating when the aircraft is on the ground. the ground fan draws cooling air from the flight compartment floor area for supply to the CRT display cooling system. NOTE When a DISPLAY COOL caution message is displayed, it is possible to use the display fan selector switch to deter- mine if the problem is a defective fan or low air flow caused by a blocked filter or broken supply duct. For example; if GND ALTN is selected when a DISPLAY COOL caution message is displayed on the ground and the message is removed, this would indicate that display fan 2 is defective If the DISPLAY COOL message is still present it would in- dicate a blocked filter or broken duct. tis possible to verify that a filter is clogged by selecting STBY on the display se- lector switch; this fan supplies unfiltered air. 15 July 2008 Pg 21-140CRIZOO TECHNICAL TRAINING MANUAL CO Fans Inlet Filter Console CRT Display CKPT Conditioned ‘Air Supply Display Cooling Filter Recirculated Air fror Flight Compartment Low Flow | Detector STBY/, Fan CRT COOLING Nu segs \G ~ Display Cooling Conditioned Air SOV Display Supply Fan and Check Valve AVIONICS COOLING PANEL Figure 65 - CRT Display Cooling - Schematic 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 21-141CRIZOO TECHNICAL TRAINING MANUAL, AVIONIC EQUIPMENT COOLING AIR EXHAUST COMPONENTS Refer to figure 68. AVIONIC EQUIPMENT COOLING AIR EXHAUST FAN The exhaust fan operates whenever the 115 VAC ESS BUS is powered. It has no control switch and draws air from inside the pedestal panels, the CRT displays, ARINC racks, and avionics equipment. The fan exhausts through two valves into either the aft underfloor area or, if the passenger or service door is open, overboard, The fan is located in the right aft side of the avionics compartment. The fan has a speed sensor and logic module installed on it to detect a fan failure. The fan control relay receives a ground from the inboard and overboard valve limit switches. If both vaives are in the closed position, the relay is energized and the fan stops. This prevents the fan from overheating due to a loss of airflow. EQUIPMENT COOLING INBOARD AND OVERBOARD EXHAUST VALVES ‘The inboard and overboard exhaust valves are located in the right aft section of the avionic equipment compartment, The valves are electrically-operated and have a manual override lever which provides valve position indication and also a means of deactivating the valve if the motor or circuit fails. The overboard valve exhausts through the aft avionics compartment bulkhead to ambient through the wheelwells. The inboard valve exhausts into the aft underfloor area. The valves have limit switches on them to provide EICAS indication if they fail to go to the selected position, Copyright © Bombardier Inc. For Training Purposes Only LOW AIR FLOW DETECTION A flow sensor is located in the right exhaust duct near the connection to the CRT displays. If low flow is detected, a COOL EXHAUST FAIL status message is displayed on the EICAS. 21 - Air Conditioning 16 July 2009 Pg 21-142CRIZOO TECHNICAL TRAINING MANUAL OVERBOARD EXHAUST VALVE (REF) AVIONICS. EXHAUST FAN INBD EXHAUST VALVE Figure 66 - Avionics Equipment Cooling Air Exhaust System 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-143CRIZOO TECHNICAL TRAINING MANUAL OPERATION Refer to figures 67, 68, 69 and 70. AVIONICS EXHAUST FAN The avionics exhaust fan is powered whenever AC power is on the aircraft. It extracts through ducting the warm air from inside the following: + Pedestal panel + All flight compartment CRT display units + All avionics and ARINC equipment racks located in the avionic equipment bay in the underfloor area ‘The warm air extracted by the fan is then exhausted into one of two areas: the aft cabin underfloor area or overboard. COOLING AIR EXHAUST FLOW DETECTION The exhaust fan operation is monitored by a speed sensor in the fan. Ifthe sensor detects a fan low speed condition, it signals the DCUs to display a COOL EXHAUST FAIL status message on EICAS. A flow detector located in the CRT display return ducting detects a loss of exhaust flow and signals the DCUs to display a COOL EXHAUST FAIL message on EICAS Copyright © Bombardier Inc. For Training Purposes Only INBOARD AND OVERBOARD EXHAUST VALVES, The exhaust airflow is directed through two electrically-operated valves; an inboard valve and an overboard valve. The position of the valves is controlled by the passenger entrance door handles and service door inner handle lock microswitches. When the passenger door or service door is unlocked, the inboard exhaust valve closes and the overboard exhaust valve opens. When it is open, it vents the hot exhaust air overboard through the unpressurized wing box area The valve positions are reversed, when the passenger and service doors are locked. The operation of the inboard and overboard exhaust valves is inhibited in flight by a de-energized WOW relay K8HK. This action removes the power from the door lock relay KSHK inhibiting valve operation. The inboard and outboard exhaust valves are monitored by internal limit switches, ‘An INBD COOL FAIL or OVBD COOL FAIL status message displays on EICAS if the valves fail to go to the commanded position. If an overboard valve fails to close, an OVBD COOL caution message is displayed Should both inboard and overboard exhaust valves be in the closed position, the valve limit switches energize the exhaust fan relay, thus shutting the exhaust fan down. 21 - Air Conditioning 15 July 2009 Pg 21-144CRIZO0O TECHNICAL TRAINING MANUAL NORMAL OPERATION aoe (UNIT LOCATIONS A,C,D,E,F, AND H) : EXHAUST INBOARD pero FAN EXHAUST VAAN en @® 4 ae — RH) =k CARING i a= Pe \ @} == OVERBOARD = EXHAUST | @) f | @ © Sa oo . ‘tr (= [ARINC © COMPONENT GROUND MODE FLIGHT MODE EXHAUST FAN ON (A.C. POWER ON) ON INBOARD EXHAUST VALVE | CLOSED (PAXOR SERVICE | OPEN (PAX AND SERVICE DOOR UNLOCKED) DOOR LOCKED) OVERBOARD EXHAUST VALVE | OPEN (PAX OR SERVICE CLOSED (PAX AND SERVICE | DOOR UNLOCKED) DOOR LOCKED)* * WOW SIGNAL ALSO ISOLATES OVERBOARD EXHAUST VALVE FROM ELECTRICAL SUPPLY IN FLIGHT Figure 67 - Avionics Equipment Cooling Air Exhaust - Schematic 21 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 16 July 2009 Pg 21-145CRIZOO TECHNICAL TRAINING MANUAL NORMAL OPERATION Low-FLow (UNITLOCATION B) EXHAUST INBOARD DETECTOR FAN” EXHAUST ARINC ae SS SS OVERBOARD EXHAUST, == PACK No. 1 ® NORM a FAN Wo. 1 ORM Fan No.2 FaN'\GPPER) C Tey ED cy DISPLAYS FANS FRACHES AY og fIMTERED SIC <— CONDITIONED AIR (COCKPIT SUPPLY No. 2 FAN (LOWER) ‘ n os ® COMPONENT ‘GROUND MODE FLIGHT MODE CONDITIONED AiR SHUT OFF VALE OPEN (wow SIGNAL) cugsep wow Siena) DISPLAYS No. 1 FAN (UPPER Orr (HOW SiGHAy (WOW siGnaly BISPLAYS No’ 2 FAN (LOWER) OW SIGNAL GFF (Wow SteNAL) EXHAUST Fal ON AG POWER Oi Ny | mnoako Suaustvaive, | ciso WAX GK SERV OGOR UN-eD) | OPEN pax g SERV DOOR LKD OVERBOARD ExAUST VALVE | SBEN{PAK OR SERVBOOR UNLKO) | CSD [paX & SERV BOOR LKB WOW SIGNAL ALSO ISOLATES OVERBOARD EXHAUST VALVE FROM ELECTRICAL SUPPLY IN FLIGHT Figure 68 - Flight Compartment Displays Cooling System 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-145CRIZ00 TECHNICAL TRAINING MANUAL NORMAL OPERATION (UNIT LOCATIONS G & I) EXHAUST FAN — NECARE. ae ® a RNC = =— yt [arinc=— | , esr FLOW EXHAUST DETECTOR [SINGS | [ARINC —= © No.1 FAN (LH) COMPONENT | GROUND MODE FLIGHT MODE ARINC SUPPLY No.1 FAN (LH) | OFF (WOWSIGNAL) | ON (WOW SIGNAL) ARINC SUPPLY No. 2 FAN (RH) | ON (WOW SIGNAL) OFF (WOW SIGNAL) EXHAUST FAN | ON (A.C. POWER ON) ON INBOARD EXHAUST VALVE CLOSED (PAX OR SERVICE | OPEN (PAX AND SERVICE DOOR UNLOCKED) DOOR LOCKED) OVERBOARD EXHAUST VALVE OPEN (PAXOR SERVICE CLOSED (PAX AND SERVICE DOOR UNLOCKED) DOOR LOCKED)" “WOW SIGNAL ALSO ISOLATES OVERBOARD EXHAUST VALVE FROM ELECTRICAL SUPPLY IN FLIGHT Figure 69 - ARINC Rack Avionics Units Cooling System 24 - Air Conditioning Copyright © Bombardier Inc For Training Purposes Only 15 July 2009 Pg 21-147CRIZO00 TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 16 July 2009 Pg 21-148CRIZ00 TECHNICAL TRAINING MANUAL EICAS PRIMARY DISPLAY PRIMARY PAGE, AVIONICS EQUIPMENT COOLING INDICATION LEGEND [TWessAGE [oveo coo. | DISPLAY COOL | Jeotour’ ‘Amber “Amber ‘ARINC COOL | Amber ‘OVBD COOL FAIL) White INBD COOL FAIL | White (CKPT COOL FAIL wr [coor ext Fait | White gan ‘CAUTION Caras MESSAGES status MESSAGES " EICAS SECONDARY DISPLAY STATUS PAGE CONDITION ‘Overboard exhaust valve open when passenger and service doors locked Display fan No.1 fall, or [ARING fan No.1 fal, or RING fan No fal or [ARING low flow dete _ = Overboard exhaust velve closed when passenger or service door unlocked Tnbori exhaust vale closed when passenger and service doors locked Displays condone ar shutoff valve closed on ground or open Might Exhaust fan fail, or Exhaust low flow detected Figure 70 - Avionics Equipment Cooling Indication Copyright © Bombardier Inc 21 - Air Conditioning 5 July 2009 Pg 21-149, For Training Purposes OnlyCRIZO0O0 TECHNICAL TRAINING MANUAL EICAS INDICATIONS The following is a summary of the EICAS messages, aural tones and voice messages applicable to this chapter. CAS MESSAGE WL | VOICE/TONE ‘DIFFPRESS =————S=«sSSWW_| Cabin ferential pressure > 8 5 psi (from CPAM or Inactive | Cabin Pressure | Press Cont if CPAM failed) CABIN ALT | Ww Cabin altitude > 10,000 feet (from CPAM or Inactive Press | Cabin Pressure | Cont if CPAM failed} | | L PACK HI TEMP: c L PACK failed (high temperature event) reset by sel L PACK - | and L 10th stage off then on. (after pack cooled down) | R PACK HI TEMP: c R PACK failed (high temperature event) reset by sel R PACK i | | and R 10th stage of then on. (after pack cooled down) L PACK HI PRESS. c L PACK failed (high pressure event) reset by selL PACK andL = | 10th stage off then on. (latched on EICAS until reset) | R PACK HI PRESS. © _| RPACK failed (high pressure event) reset by sel R PACK and | - | R 10th stage off then on. (latched on EICAS until reset) AUTO PRESS | c Both Gabin Press Conts failed & PRESS MAN not selected - [AUTOPRE. |G Be *s Co a not se CABIN ALT c CAB ALT > 8,500 feet but also < 10, 000 ft (from CPAM or - Inactive Press Cont if CPAM failed) | ARINC COOL, |_| ARINC Cooling fan 1 or 2 failed or low air flow to ARINC racks | = | (10 seconds time delay) | DISPLAY COOL C | Flight compartment display unit fan 1 or 2 or standby failed or | - | OVBD COOL Copyright © Bombardier Inc. low air-flow to displays (10 seconds time delay) Overboard exhaust valve open & passenger and service doors locked (10 seconds time delay) For Training Purposes Only 21 - Air Conditioning 15 July 2008 Pg 21-150CRIZOO TECHNICAL TRAINING MANUAL VOICE/TONE CAS MESSAGE [we EMER DEPRESS | C_| EMER DEPRESS selected : : ae | CARGO OVHT 1 © | Cargo switch in Cond position and Temperature > 35°C 5 detected in cargo bey "CABIN TEMP MAN S| CABIN TEMP MANual selected : UCKPT TEMP MAN S |CKPTTEMPMANlselected = = ~~~~S«Y- Ssstst~CS~«™ L PACK OFF. S| L PACK OFF (Gont relay de-energized) E R PACK OFF S_| RACK OFF (Contrelay de-energized) iE | [RAM AIR OPEN S| RAMAIR shutoff valve OPEN I ‘AUTO PRESS 1 FAIL S| Cabin Pressure controller No.1 failure detected |- ‘AUTO PRESS 2 FAIL 7S _| Cabin Pressure controller No 2 failure detected : "CABIN PRESS MAN S| CABIN PRESSurization selected in MANual control ie | CPAM FAIL |S | cPaM failure detected \- | | CKPT COOL FAIL S__ | Flight compartment CRTs Cond Air SOV not in correct position - | | (closed on ground or open air) (10 seconds time delay) COOL EXHAUST FAIL |S | Exhaust fan fale 0: low flow from cooling exhaust (10 : seconds time delay) | INBD COOL FAIL |S | Inboard avionics cooling SOV closed & passenger & service |- | doors locked (10 seconds time delay) | | | OVED COOL FAIL S | Overboard exhaust valve closed & passenger or service doors | - | unlocked (10 seconds time delay) | CARGO FAN FAIL | s Cargo fan inoperative (5 seconds time delay) - | CARGO SOV FAIL Copyright © Bombardier Inc Cargo (Air) SOV inoperative (supply; exhaust or Cond air) (10 seconds time delay) | 24 - Air Conditioning For Training Purposes Only 16 July 2008 Pg 21-151CRIZOO TECHNICAL TRAINING MANUAL Page Intentionally Left Blank 21 - Air Conditioning Copyright © Bombardier Inc. For Training Purposes Only 15 July 2009 Pg 21-152