Section VII

Systems

ENVIRONMENTAL CONTROL SYSTEM (ECS)

DESCRIPTION
The environmental control system (ECS) provides conditioned air for
ventilation, cabin pressurization and temperature control. The system
utilizes engine bleed air supplied from the high and low pressure ports
of each engine.

The LP and HP lines of each engine are connected to a bleed

switching valve (BSV) which automatically transfers the source
selection to HP if LP pressure is lower than 21.5 psi.

The two common lines from both BSV's are interconnected to a main
line that supplies air to the environmental control unit (ECU).

A pre-cooler and an ozone converter are installed on the main line. The
pre-cooler is equipped with a pneumatic bypass line that prevents the
pre-cooler discharge temperature from dropping below 149°C (300°F).
Heat sink for the pre-cooler is provided by ram air discharged from the
air cycle machine (ACM) heat exchangers. Ram air for heat sink is
supplied through a scoop located in the dorsal fin.

Further downstream the bleed air is supplied to the ACM which has a
low pressure water separator.

If the air conditioning system fails, LP bleed air is supplied from the
right engine for pressurization by placing the ECS selector in EMERG
position. A ram air ventilation system is also incorporated as a backup
system for operation at low altitudes. Ram air enters the ventilation
system through a flush NACA scoop located in the aft fuselage.

Mixing cold air provides temperature control for both cockpit and cabin.
Single temperature control system is provided for both cabin and
cockpit. The conditioned air is supplied to both cabin and cockpit
through the air distribution system.

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AIR CONDITIONING SYSTEM
Air conditioning may be utilized on ground or in flight. Cockpit and
cabin temperature is normally preset for automatic control (CABIN
MAN pushbutton - off) then selecting desired temperature position on
TEMP CONTR knob. A secondary, manual system, for temperature
control is also provided by pressing CABIN MAN pushbutton - ON. Use
of air conditioning system, on ground, requires operation of APU, or
either engine, at low thrust setting.

PRESSURIZATION SYSTEM
Cabin pressurization is obtained by controlling conditioned air outflow
from the cabin.

Normal operation of the pressurization system is automatic and only

requires selection of the landing field elevation, which can be made
before take-off. Cabin altitude rate of change is normally set to nominal
values of 600 fpm (ascent) and 360 fpm (descent). The system
controls cabin pressure by metering the outflow of air from the cabin
through the outflow valve. Digital controller directly drives the valves
which respond to signals by modulating the airflow.

The system prevents exceeding cabin altitude of 13,500 ft in case of

failure. The CPCS (cabin pressure control system) status is checked
by pressing MODE SEL pushbutton to off (light out) and observing that
FAULT light comes on momentarily.

Manual control of the system is possible at pilot discretion or after

failure of the digital controller or electrical failure. In this case, cabin
pressure is regulated through manual control unit, controlling the
outflow valve which allows selection of raising or lowering cabin
altitude at a selected rate. Cabin altitude is held then by an isobaric
hold function.

(Continued)

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Cabin pressure differential is limited to a maximum of 8.95 psi by an
automatically operated relief valve. Negative pressure in the cabin is
relieved automatically by air flowing through the ram air scoop, passing
through a check valve. The cabin door seal is pressurized from the
hydraulic tank pressurization line. Seal pressure is regulated to 30 psi.
If the seal is deflated, DOOR SEAL PRESS LOW message is on.

SYSTEM AUTOMATIC OPERATION

Ground mode: As electrical power is supplied, the system performs
self-test, indicated by momentary illumination of FAULT light. If the
CPCS determines that power lever is set at less than 70% N1 position
and landing gear weight on wheels switch is pressed, it commands the
outflow valves to fully open position. It is possible at this time to set the
pressurization parameters: landing field elevation altitude (FIELD
ELEV knob is used for manual setting).

Take-off mode: As power lever is advanced to 70% N1 position or

higher, the CPCS sets the current cabin altitude as its reference.
Cabin altitude starts decreasing at the nominal rate, till it is about 250 ft
below the reference. This assures smooth transition of cabin
environment into pressurized flight. If take-off is aborted, cabin returns
to ground mode at the nominal rate.

Flight mode: The CPCS senses flight when the landing gear weight on
wheels switch is released.

The cabin altitude is then adjusted at a rate proportional to the aircraft

rate of climb, preprogrammed into the CPCS logic. It also considers
the selected landing field elevation. As the aircraft leaves the ground,
cabin altitude automatically climbs or descends until it intersects on
automatic cabin altitude schedule. Cabin rate of change never exceeds
its rate limit and is less than this limit when the aircraft climbs or
descends at less than maximum rate.
(Continued)

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Once the aircraft has been in steady state flight for one minute, present
cabin altitude is locked at this value to provide a steady state cabin
altitude. If aircraft changes altitude, cabin pressure changes till a new
cruise condition is established. To prevent unwanted cabin altitude
variations during rough-air flight, aircraft altitude signal is buffered to
permit rapid aircraft altitude excursions of ± 500 fpm before releasing
established cruise condition. Upon an aircraft descent of 500 fpm or
more, descent mode detector is triggered, which commands the cabin
to proceed to the selected landing field elevation.

Cabin differential pressure (∆P) is continuously monitored not to

exceed 8.95 psi. During flight, cabin altitude changes to either the
scheduled altitude or the selected landing altitude, as appropriate.

Landing mode: During descent, cabin altitude decreases. If selected

landing field elevation is higher than actual field elevation, the cabin
depressurizes before reaching the ground. If selected landing field
elevation is lower than actual field elevation, the aircraft lands with
pressurized cabin. In this case, upon touchdown, the cabin will start to
climb at 500 fpm for one minute before switching to ground mode
(outflow valve fully open).

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Figure 7-21-1. Cabin Pressure Control System -

Schematic

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Figure 7-21-2. Engines and APU Bleed Air System -

Schematic

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Figure 7-21-3. Temperature Control System - Schematic

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Figure 7-21-4. Cabin Air Distribution System - Schematic

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ECS CONTROLS AND INDICATORS (Figure 7-21-5)
ECS selector - Controls air source shutoff valves according to following
positions:

RAM - Closes both engine bleed and APU air supplies and
opens outflow valves, simultaneously dumping cabin
pressure through outflow valve. Used only as required
at altitudes below 13,000 ft. Temperature control is not
available in RAM position.
APU - Selects bleed air from APU only.
L ENG - Selects bleed air from left engine only.
BOTH ENGINES - Selects bleed air from both engines.
R ENG - Selects bleed air from right engine only.
EMERG - Connects R engine, low-pressure bleed air port,
directly to the mixing plenum in the cabin. Provides
emergency air pressure source, to prevent cabin
decompression, if airconditioning system fails. Cabin
temperature is controlled by right engine thrust.

TEMP CONTR knob - Used for cabin temperature control.

DEFOG switch - Controls windshield defog air temperature.

AIR COND switch - Controls cockpit air temperature.

APU AIRFLOW pushbutton - Pressed to increase APU conditioned air

flow. HI FLOW light comes on.

CABIN TEMP pushbutton - Allows selection of automatic or manual

control of cabin temperature, overrides automatic
system operation. MAN light comes on.

FIELD ELEV knob- Used for manual setting of the required landing
field elevation in 50 feet increments (msl).
(Continued)

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MODE SEL pushbutton - Used when reverting to manual
pressurization controls. MAN light comes on.

DUMP pushbutton - Used to dump cabin pressure in emergency; cabin

altitude is limited to 13,000 ft ± 1500 ft. (Cabin rate
may reach 10,000 fpm).

DITCH pushbutton - Closes outflow valve for ditching.

CABIN ALT knob - Used for manual control of cabin altitude, overriding
automatic operation. INCR position causes the outflow
valves to open, raising the cabin altitude; DECR
position closes the valves and lowers cabin altitude.

EICAS Displays
On primary page:
Cabin Altitude
Cabin Altitude Manual Mode Annunciation
Cabin Differential Press
Cabin Rate
Cabin Rate Arrow
On secondary page:
Landing field elevation

(Continued)

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Warning Messages
BLEED PRESS/TEMP HI - Excessive pressure or temperature
downstream of either bleed switching valve
CABIN DOOR UNLOCK - Cabin door is unlocked
DUCT TEMP HI - Excessive duct-air temperature downstream of
mixing plenum
L ENG/APU BLEED LEAK - Leak or rupture in bleed air ducting
from left engine or APU. APU automatically shuts
down
R ENG BLEED LEAK - Leak or rupture in bleed air ducting from
right engine
CAB ALT 15000 - Cabin altitude above 15,000 ft. Cabin pressure
controller malfunction
CAB ALT HI - Cabin altitude above 10,000 ft. Cabin pressure
controller auto mode malfunction
Caution Messages
CAB AUTO PRESS FAIL - Automatic cabin pressurization failure
CAB AUTO TEMP FAIL - Cabin automatic temperature control
malfunction
DOOR SEAL PRESS LOW - Cabin door seal is not inflated
NOSE TEMP HI - Nose compartment blowers malfunction
Status Messages
CAB PRESS IN TEST - Cabin pressure control system test is in
progress
CAB PRESS MONITOR - Malfunction in cabin pressure control
monitoring
ECS BLEED OFF - ECS selector in RAM position or APU position
and APU not running
Advisory Messages
CAB PRESS TEST OK - Successful cabin pressure control system
test
CABIN DOOR UNLOCK - Cabin door checked locked and Cabin
Door Reset pushbutton has been pressed after CABIN
DOOR UNLOCK caution message

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Figure 7-21-5. ECS Controls and Indicators

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