Ata 21 Lan-Tam

Training Manual
BOEING 767--300
AIR CONDITIONING
ATA 21
ATA Spec. 104 Level 3
Page: i
For training purpose and internal use only.
Copyright by Technical Training LATAM S.A.
All rights reserved. No parts of this training manual may
be sold or reproduced in any form without permission of:
Technical Training LATAM S.A.
Aeropuerto Int. C.A.M.B., Clasificador 74
Cesar Lavin Toro 2198, Base Mtto.

Edif. Mario Bontempi 3er. piso,
Comuna: Pudahuel.
Santiago -- Chile
Tel. +56 (0)2 601 99 11
Page: ii
AIR CONDITIONING BOEING 767-- 300
GENERAL
21-- 00
ENVIRONMENTAL CONTROL SYSTEM

AIR CONDITIONING
For Training Purposes Only
SCL/ TTL / AGS /REV00/ May2015 Page: 1

GENERAL
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ECS OVERVIEW, BASIC
Purpose
The environmental control system (ECS) provides a controlled environment for
the cabin areas, the E&E equipment, and Cargo compartments
System description
The environmental control system is Divided into three major subsystems:
Air conditioning, equipment cooling, and pressurization.
Air conditioning is divided into the following subsystems:

Air conditioning packs.
Recirculation.
Cabin (zone) temperature control,
Ventilation, and supplemental heating.

GENERAL
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Figure 1 ECS BLOCK OVERVIEW

GENERAL
21-- 00
AIR CONDITIONING, 6 ZONE, BASIC
Purpose Lavatory/Galley Ventilation
The air conditioning system provides the means for controlling the temperature This system performs three functions. It insures odors are removed from the
and humidity within the airplane and the amount of airflow into the airplane. lavatories and galleys, it draws air across zone temperature sensing devices,
and it provides the draw--through air cooling for the aft equipment rack (E6).
System Description This system operates automatically and uses one of two vent fans to draw air
The following provides general information about the major subsystems of the from the various areas and discharges it near the pressurization outflow valve.
air conditioning system.
Bulk Cargo Ventilation
Air Conditioning Pack and Zone Temperature Control This system supplies cabin air to the bulk cargo compartment and provides a
The two air conditioning packs and a six (6) zone temperature control (trim air) means to vent it. A fan supplies air to the compartment. The system operates
system operate from a source of hot pressurized air, creating a supply of automatically if the compartment temperature is high or may be selected ON
conditioned air, which is controlled to maintain selected temperatures and for continuous operation.
ventilation rates within the flight compartment zone and passenger
compartment zones (FWD AUX, FWD, MID AUX, MID, & AFT). Supplemental Heating
Automatic control functions are accomplished with digital and analog Supplemental heating is provided to the forward, aft, and bulk cargo
controllers, logic cards, electrical hardware, and electro--pneumatic and/or compartments, flight compartment, and passenger compartment. The cargo-
electric valves. systems are controlled independently of each other and operate automatically
when selected ON. All three systems use two valves, temperature activated
Recirculation switches and air from the pneumatic distribution system to heat the
To reduce the amount of bleed air required for ventilation in the compartments, compartments
a recirculation system is incorporated. This system recycles filtered cabin air The flight compartment has electrically operated in--line heaters on the air
by mixing it with pack discharge air before it is distributed to the flight and conditioning ducts that provide air to the rudder pedal area and the side
passenger compartments . windows. The passenger compartment has the same type of in--line heaters to
Approximately one--half (50%) of the total airflow to the flight and passenger heat air that is provided near the base of the passenger entry/service doors.
compartments is composed of recirculated air. This maintains proper
ventilation and provides reasonable temperatures in addition to reducing the
amount of bleed air required. A set of filters and two fans are used in this
system.
Distribution
The distribution system connects the air conditioning packs, the recirculation
system, and the zone temperature control (trim) systems to the six (6)
temperature controlled zones: flight deck, forward aux., forward, mid aux., mid,
and aft passenger zones. The system uses various types and sizes of ducts.
There are two ventilation systems incorporated into the 767.

GENERAL
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Figure 2 AIR CONDITIONING BLOCK DIAGRAM

GENERAL
21-- 00
AIR CONDITIONING SYSTEM LOCATION, - 300, 6 ZONE
General Component Locations Wing--to--Body Fairing Area
The air conditioning system has components located throughout the airplane. Two identical air conditioning packs are mounted forward of the main wheel
wells in the unpressurized area called the wing--to--body fairing area, or pack
Flight Compartment bay. Some zone control components are located in the left pack bay, and
On the P5 overhead panel there are three panels associated with the air some forward cargo compartment heat components are located in the right
conditioning system: the cargo heat control, the passenger compartment pack bay.
temperature indication, and the temperature control panel. The P61 sidewall
panel has the bulk cargo heat/ventilation control panel mounted on it.
Outboard of the captain’s and first officer’s seats, below the number two
windows, are the P13 and P14 supplemental heat control panels for the
captain’s and first officer’s FOOT and SHOULDER heaters.
Lower Fuselage Area
The lower fuselage area has a wide variety of components associated with the
air conditioning system. only the major components will be called out in the
following text. All components And their exact locations will be provided in the
appropriate sections of this chapter.
Main Equipment Center

The E3 rack has four controllers mounted on its shelves.
S -- Left pack AUTO temperature controller
S -- Zone temperature controller
S -- Right pack AUTO temperature controller
S -- Standby temperature controller (STBY--N)
The first three controllers are on the top shelf (E3--l).
The standby temperature controller is on the right side of the second shelf
(E3--2)
The E1 rack has the auxiliary zone temperature controller mounted on its fifth
shelf (E1--5)
Logic cards associated with the air conditioning system are located in the P50
electrical system card file. They consist of three ECS fan control cards
( L, R & C), and two backup temperature control cards (L & R).
A single duct that delivers conditioned air to the flight compartment is routed
along the left side of the main equipment area.

GENERAL
21-- 00
Forward Cargo Compartment Passenger Cabin Sidewall. Ceiling. and (PSUs.)
The aft section of the forward cargo compartment is the mix manifold area. There are six distribution riser ducts, three on each side of the cabin.
Distribution and recirculation system components are located in the mix bay The lower ends connect to the mix manifold and extend from the forward cargo
area. compartment up and outboard of the cabin sidewalls, and join the distribution
The ceiling, floor, and sidewall areas of the forward cargo compartment have ducting above the cabin ceiling panels.
distribution, heating and ventilation system components installed. The major There are five sets of ducts in the ceiling area for conditioned air distribution,
systems are the: one for each passenger temperature control zone. Each duct is connected to
S -- Mix manifold outlets outboard of the center PSU’s. The ducting for the air conditioning and
S -- Recirculation system ventilation of the lavatories and galleys is located above the ceiling panels.
Supplemental heat for door areas is provided by in line electric heaters.
S -- Flight compartment distribution duct
S -- Passenger compartment riser ducts (6 places) Flight Compartment
S -- Forward cargo compartment heat duct. The flight compartment conditioned air distribution, supplemental heating and
ventilation systems have ducting in the floor, sidewall, and ceiling areas of the
Aft/Bulk Cargo Compartment Areas compartment. Heaters for the supplemental heating system are below the
The aft and bulk cargo compartment heating and ventilation equipment are floor.
installed in the ceiling, floor, and sidewall areas of the compartments.
Components for ventilation of the passenger cabin galleys, lavatories, and aft
equipment rack are installed aft of the bulk cargo compartment partition
(bulkhead).
Upper Fuselage Area
The air conditioning components in this area are above the passenger
compartment ceiling panels and ducted to Passenger Service Units (PSU).

GENERAL
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Figure 3 AIR CONDITIONING SYSTEM LOCATIONS (sheet 1)

GENERAL
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Figure 4 AIR CONDITIONING SYSTEM LOCATIONS (sheet 2)

GENERAL
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ECS EICAS DISPLAY
The air conditioning system provides operational information to the EICAS
computers for display.
Advisories
Advisory messages (level C), are automatically displayed on the upper EICAS
CRT. The basic air conditioning system has seventeen (17) messages.
If customer options are added, additional messages are displayed when
required.
Status Messages and Information
Forward compartment temperature information is displayed on the STATUS
page of EICAS. The messages shown on the graphic are typical for the air
conditioning system.
Maintenance Messages and Information
Maintenance messages are provided on the ECS/MSG page of EICAS.
This maintenance page is selected by pushing the EICAS maintenance display
select switch (ECS/MSG) located on the P61 panel.
Maintenance information for ECS appears on the left side of the page. It
provides a real time readout of monitored ECS systems.
Automatic (AUTO) and manual (MAN) events may be recorded and recalled for
this page.

GENERAL
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Figure 5 ECS EICAS DISPLAY

GENERAL
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AIR CONDITIONING OPERATION, 6 ZONE, BASIC
General Operation
The air conditioning system operates at maximum efficiency when all Trim air, if required, is added to the conditioned air downstream of the mix
subsystems are operating. Example: The air conditioning packs and the zone manifold.
temperature control systems operate most efficiently when both are One distribution duct delivers conditioned air to the flight compartment.
commanded to the AUTO modes. In some cases a subsystem is totally
Note the connection between this duct and the equipment cooling system at
dependent on another subsystem or some other airplane system for operation.
the manifold interconnect valve (this interface will be covered in the section on
Example: The air conditioning packs cannot operate without air from the equipment cooling).
pneumatic system, and the zone temperature control system requires at least
Various types of outlets (fixed, buvered, adjustable) are provided in the flight
one pack to be operating before it can operate.
compartment.
There are some subsystems that are totally independent and are not affected
In--line foot and shoulder heaters are installed in branches of the flight
by other systems for normal operation. Example: The recirculation system,
compartment distribution duct.
lavatory/galley, and bulk cargo ventilation systems are not affected by other
systems during normal operating conditions. Four ducts attached to the upper section of the mix manifold connect to six
risers that deliver air to the overhead passenger distribution ducts. The forward
General operation and/or flow of air through the subsystems is as follows:
two risers (on the left and right sides) are dedicated for the forward two zones,
Air from the pneumatic distribution system is provided to the forward, aft, and known as AUX--FWD & FWD zones. The next two risers on the right side are
bulk cargo heating systems, and to the two air conditioning packs. dedicated for the two mid zones, known as AUX--MID & MID zones.
Cargo heating -- all three systems operate the same. The shutoff valve (SOV) The aft two risers on the left side are for the AFT zone. The overhead ducts
opens when the system is enabled through control switches in the flight connect to outlets on the left and right sides of the center PSUs and to outlets
compartment. With the S0V. open the control valve opens when the in the lavatories and galleys.
compartment temperature drops below the activation temperature. This allows The zone temperature control system uses hot air from the air conditioning
air from the pneumatic system to the below floor area of the forward or aft packs as trim air for the flight and passenger zones. Trim air is added to the
cargo compartments and to the ceiling/sidewall area of the bulk cargo conditioned air as required to maintain the desired temperature in each of the
compartment. The control valve closes when the temperature is above the six (6) zones. Sensors are installed in each zone and in the distribution ducts
activation temperature. for each zone (not shown) to provide feedback for zone temperature control.
Both air conditioning packs operate alike. Air from the pneumatic system is In addition, temperature bulbs are installed for compartment and/or duct
regulated into the packs. Prior to any conditioning, a portion of the air entering temperature indication and switches are installed for overheat protection.
the packs is provided to the trim air system (zone temp. control) for the flight The aft equipment/lavatory/galley ventilation system (vent system) uses two
deck and passenger zones. The remaining air is conditioned and provided to fans mounted near the pressurization outflow valve, one of which is selected as
the distribution system. Air exiting the left and right packs enters the mix
primary and operates continuously. The secondary (or backup) fan will operate
manifold. The packs normally provide 50% of the air required for the flight and automatically if the primary fan fails.
passenger compartments. The fans are connected in parallel with each other and connect to one
The mix manifold, which is part of the distribution system, mixes the air it ventilation duct that extends throughout the airplane. The duct is connected to
receives from the packs with cabin air from the recirculation system. The left the aft equipment rack, all the lavatories and galleys, and to all six (6) zone
and right recirculation systems normally provide the other 50% of the air temperature plenums and the bulk cargo compartment’s plenum.
required for the flight and passenger compartments.

GENERAL
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Figure 6 AIR CONDITIONING OPERATION (sheet 1)

GENERAL
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This Page Intentionally Left Blank


GENERAL
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Figure 7 AIR CONDITIONING OPERATION (sheet 2)

GENERAL
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TRIM AIR AND ZONE CONTROL SCHEMATIC
General Operation
The trim air system for the flight deck, forward auxiliary, forward, mid auxiliary, mid
and aft zones is enabled when either or both packs are operating. The packs pro-
vide hot air to the trim air pressure regulating valve.
The zone control system for the above zones is enabled when the trim air switch
is selected to ON.
The zone controller monitors the temperature sensors in the cabin zones, dis-
tribution ducting and mix manifold.
The controller compares the actual temperatures to the position of the rotary tem-
perature selectors on the temperature control panel.
The zone controller sends a demand signal to the (auto) pack temperature control-
lers to provide the coldest temperature required by the four primary cabin zones.
The zone controller regulates the trim air system in order to inject hot air to trim
up each individual zone, as required.
The auxiliary zone controller monitors the temperature sensors in the two auxilia-
ry zones and associated distribution ducting. By comparing these actual tempera-
tures to those selected by the FWD and MID zone rotary temperature selectors
on the temperature control panel, the auxiliary controller controls the position of
the forward auxiliary and mid auxiliary trim air modulating valves in order to supply
hot trim air to these areas, when required.

GENERAL
21-- 00
Figure 8 TRIM AIR AND ZONE CONTROL SCHEMATIC

GENERAL
21-- 00
ECS CONTROL
Cooling Pack Primary (Zone) Temperature Control System
The pack control selector allows control of the cooling pack in either automatic The zone temperature control selectors provide temperature selection
or standby modes. AUTO selection allows the pack temperature controller to (65° F to 85° F) and enable the zone temperature controller to provide auto-
control the cooling pack. matic temperature control for the four zones.
STBY--N (normal) selection fixes the ram system full open, the temperature The flight deck selector has a manual selection that allows direct control of the
control valve full closed and allows the standby temperature controller to flight deck temperature.
control the low limit control valve.
Primary (Zone) Temperature Control System (cont.) INOP lights illuminate to
STBY--C (cool) selection fixes the ram system full open and the temperature indicate either a fault has been detected in the primary temperature control
control valve full closed. system by the zone temperature controller or an overheat condition exists in
STBY--W (warm) selection fixes the ram system full open and the temperature one of the zones.
control valve full open. The compartment temperature for each passenger zone is displayed by the
The PACK OFF light illuminates to indicate the flow control valve is closed. respective indicator. A position indicator displays the relative position of the
The INOP light illuminates to indicate either a fault in the cooling pack has flight compartment trim air modulating valve.
been detected by the pack temperature controller or an overheat condition has
been detected in the respective cooling pack. Cargo Heat
The INOP/PACK OFF light assembly may be pushed to RESET an overheat Alternate action switchlights provide control for the forward and aft cargo
condition after cooldown. heating systems.
A selector switch allows mode selection for the bulk cargo heating system.
Recirculation System NORMAL position operates the system the same as the forward and aft
An alternate action switchlight provides control of the respective recirculation systems.
fan. The INOP light illuminates for a fan malfunction. The VENT position operates the bulk compartment to a higher temperature and
also provides ventilation of the compartment by a vent fan.
Trim Air Control
The TRIM AIR alternate action switchlight enables/disables the trim air system.

GENERAL
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Figure 9 ECS CONTROL

GENERAL
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GENERAL DESCRIPTION FREIGHTER

21-- 00
ATA 21 AIR CONDITIONING

GENERAL
SCL / TTL / AGS / May2015 Page: 1


21-- 00
ECS OVERVIEW BASIC
PURPOSE
The enviromental control system (ECS) provides a controlled enviroment for
the cabin areas, the E&E equipment, and cargo compartments.
SYSTEM DESCRIPTION
The enviromental control system is divided into three major subsystems:

air conditioning, equipment cooling, and pressurization.
Air conditioning is divided into the following subsystems: air conditioning

packs, recirculation, cabin (zone) temperature control, ventilation, and
supplemental heating.


21-- 00
Figure 1 ECS OVERVIEW


21-- 00
AIR CQNDITIONING SYSTEM LOCATION Control cards for the air conditioning system are located in the P50 card
File. These cards are for the left and right ECS fan, left and right pack
backup temperature, and right pack flow control. The left pack flow control
Control Panels function is provided by the pack flow and cargo air conditioning controller
Control panels for the air conditioning systems are located on the P5 overhead (PFCAC).
panel, consisting of cargo heat control, forward cargo air conditioning,
compartment temperature indication and temperature control.
The bulk cargo heat / ventilation and main deck temperature selector controls Air Conditioning Pack Bay
are located on the P61 panel. The Captain’s and first officers foot and Two identical air conditioning packs are located directly forward of the Main
wheel wells in the wing--to--body Fairing area.
shoulder heaters are located on panels P13 and P14, supplemental heat
control.
Forward Cargo Compartment
Forward of the air conditioning packs, in the aft section of the forward cargo
Main Equipment Center
compartment is the mix manifold.
The air conditioning system controllers are located on El and E3 racks.
S Zone temperature controller, E3--l.
S -- Left pack auto temperature controller, E3--l.
S -- Right pack auto temperature controller, E3--l.
S -- Auxiliary zone temperature controller, El--5.
S -- Standby temperature controller,E3--2.
S -- L pack flow and cargo air conditioning controller, El--5.



21-- 00
Figure 2 AIR CONDITIONING SYSTEM LOCATIONS


21-- 00
ECS CONTROL
Cooling Pack
The pack control selectors control each cooling pack in either automatic or
standby modes.
AUTO selection allows the pack temperature controller to control the
cooling pack.
STBY--N (normal) selection fixes the ram system fully open, the
temperature control valve fully closed and allows the standby temperature
controller to control the low limit control valve.
STBY--W (warm) selection fixes the ram system fully open and the tempera
ture control valve fully open.
The PACK 0FF amber light illuminates whenever the flow control valve is
closed.
The INOP amber light illuminates to indicate either a fault in the cooling
pack has been detected by the pack temperature controller or an overheat
condition has been detected in the cooling pack.
The INOP / PACK 0FF light assembly is pushed to reset an overheat condi
tion after cooldown.
Trim Air Control

The TRIM AIR switchlight enables / disables the trim air system.
Primary (Zone) Temperature Control System

The zone temperature control selectors provide temperature selection from 65
to 85° F (18 to 30° C) and enable the zone temperature controller to
provide automatic temperature control for the three zones. The flight deck
selector has a manual position which allows direct control of the flight
deck temperature.
The main deck temperature selector changes the temperature range of the
forward main deck zone to accommodate perishable goods.


21-- 00
Figure 3 LOCATIONS & COMPONENTS


21-- 00
Primary (Zone) Temperature Control System (cont)
The NORMAL / ANIMAL position sets the temperature between 65 and 85° F
(18and 30° C) . The PERISHABLE position sets the temperature between 35°
and 71° F (2 and 22° C)
The compartment temperature for each zone is displayed on the respective

indicator. A position indicator displays the position of the flight
compartment trim air modulating valve.
Forward Cargo Air Conditioning Control Panel

A switchlight enables the FWD. Cargo air conditioning system. The zone
temperature control selector provides temperature selection from 43 to
77° F (6 to 25° C). An amber FAULT light indicates a non critical fault,
an amber INOP light indicates a critical fault and that the system is shut down.
Cargo Heat
Three switchlights enable the forward, aft and bulk cargo compartment heating
Systems.
A selector switch allows mode selection for the bulk cargo heating system.
NORMAL position operates the system the same as the forward and
aft systems.
The VENT position operates the bulk compartment to a higher temperature and
also provides ventilation of the compartment by a vent fan.


21-- 00
Figure 4 ECS CONTROL


21-- 00
ECS EICAS DISPLAY
The air conditioning system provides operational information to the EICAS
computers for display.
Advisory messages (level C), are automatically displayed on the upper
EICAS screen.
Status messages and cargo compartment temperature information are
displayed on the STATUS page on lower EICAS screen.
Maintenance messages are provided on the ECS/MSG page of EICAS.
This maintenance page may be selected by pushing the EICAS maintenance
display select switch (ECS/MSG) located on the P61 panel with the airplane
on the ground.
Maintenance information for ECS appears on the left of the page. It provides a
real time readout of monitored ECS systems. Automatic (AUTO) and manual
(MAN) events may be recorded and recalled for this page.


21-- 00
Figure 5 ECS EICAS DISPLAY


21-- 00
AIR CONDITIONING
Purpose
The air conditioning system provides the means for controlling the
temperature, and humidity within the airplane and the amount of airflow
into the airplane.
System Description
The following provides general information about the major subsystems
of the air conditioning system.
Air Conditioning Pack / Zone Temperature Control
The pneumatic system provides hot pressurized air to the two air
conditioning packs and the trim air system. The air conditioning packs
provide conditioned air. The trim air is added as required to maintain
selected temperatures and ventilation rates within the flight compartment,
main deck and forward cargo compartment.
Distribution
The distribution system connects the air conditioning packs and the trim
system to the temperature controlled zones. The zones are the flight
compartment, main deck and forward cargo compartment.
Forward Cargo Ventilation

A system dedicated for the forward cargo compartment insures cabin air is
provided to the compartment and odors are exhausted overboard.
Supplemental Heating
Heating is provided to the forward, aft and bulk cargo compartments by air from
the pneumatic system.


21-- 00
Figure 6 AIR CONDITIONING GENERAL DISTRIBUTION


21-- 00


COOLING PACK PASSENGER

21-- 51
COOLING PACK SYSTEM

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21-- 51
COOLING PACK SYSTEM
Pack Air Supply The air going to the ACM turbine is heated in this pass to the approximate
Air from the pneumatic distribution system passes through a catalytic convertor temperature of the air leaving the secondary heat exchanger.
before it enters the cooling pack through the flow control and shutoff valve Increasing the air temperature insures any water not removed does not form
(FCSOV). ice particles which could cause damage to the ACM turbine, prevents thermal
The valve is a shutoff valve for the pack and, regulates airflow into the pack for stress to the turbine, and increases system pressure allowing a greater
normal and high flow schedules. the air enters the pack through the FCSOV expansion rate across the turbine.
and is divided for pack flow and zone control trim air. The air for pack opera-
Expansion
tion enters the primary heat exchanger.
The air from the reheater drives the turbine section of the ACM.
Compression The turbine drives the compressor and fan sections of the ACM which are
The air passes through the primary heat exchanger and is cooled by ram air. mounted on a common shaft.
The air enters the compressor section of the air cycle machine (ACM), where The turbine rapidly expands the air resulting in turbine outlet temperatures that
air pressure and temperature are increased by the compressor. can be below freezing.
Compressor discharge air is delivered to the secondary heat exchanger to The large temperature drop may cause any moisture condensation to form ice
remove the heat caused by compression. in the turbine outlet or at the cold face of the condenser.
High Pressure Water Separation Ice formation is prevented by bypassing some of the cold air around the
condenser core, and supplying hot air to the outlet of the turbine (turbine muff).
Air from the secondary heat exchanger passes through the secondary water
extractor and into the reheater. Turbine outlet air cools the air passing through the condenser on its way to the
primary water extractor.
Water removed in the secondary water extractor is delivered to the primary
water extractor. Turbine outlet air continues through a muffler to reduce noise, through the cab-
in air check valve, and on to the mix manifold for the distribution system.
The air going through the reheater is cooled by the air going to the ACM tur-
bine. Flow Control
The air leaving the reheater goes to the condenser where further air The flow control logic card receives inputs from the pack selector switch for
temperature reduction takes place. ON/OFF commands to the flow control and shutoff valve.
The air temperature is lowered to where the moisture in the air will condense Other signals to the card provide logic for normal flow, high flow, and high flow
and form water droplets. inhibit.
The condenser uses ACM turbine outlet air as the heat sink. The flow control logic card receives compressor and pack overheat signals.
The water is removed by the primary water extractor through centrifugal force.
The card transfers the information to the backup temperature control card and
This water from the primary water extractor is sent to a spray nozzle in the ram will terminate system operation for a compressor overheat condition by closing
air system. the flow control valve.
The nozzle atomizes the water to provide an evaporative cooling effect for the The backup temperature control card positions the ram air doors and the
cooling ram air across the primary and secondary heat exchangers. temperature control valve.
The air leaving the water extractor passes through the reheater to cool the air
going to the condenser.


21-- 51
Automatic Temperature Control Standby Temperature Control
Selection of the pack mode select to AUTO enables the pack temperature The standby pack temperature controller consists of two identical electrically
controller provided there is no overheat condition. isolated channels, each dedicated to one air conditioning pack.
The pack controllers receive a demand signal from the zone temperature The controller is deenergized until STBY--N is selected.
controller which requires both packs to provide the same output temperature. When energized, the standby controller outputs a command signal to the
low--limit valve torque motor in response to signals received from dedicated,
An OFF, or INOP condition of the zone control system reverts the packs to a independent pack and compressor outlet temperature sensors.
75° F (24 ° C) backup temperature signal demand. When operative, the standby controller controls the temperature at the pack
Cooling pack outlet temperature is controlled by the temperature control valve temperature sensor to 40° F (4° C) unless the compressor outlet sensor
and ram air doors. In response to signals from the temperature control system, reaches 450° F (232° C).
the valve modulates to permit flow of air through or around the air cycle If the compressor outlet temperature reaches 450° F (232° C), the 40° F (4° C )
machine, thus controlling compressor rotation speed. control command is overridden and the low limit valve is open as required to
In the AUTO mode, the valve is commanded by the pack controller in maintain 450° F (232°C) at the compressor outlet.
conjunction with the ram air door actuators. When one pack selector is positioned to STBY--N, the other pack temperature
For maximum cooling, the ram air doors are opened and the temperature controller remains functional and its corresponding channel of the pack standby
control valve is closed. controller will be de--energized.
To increase cooling pack discharge temperature, the ram air doors are partially Temperature Protection
closed reducing cooling air flow while the temperature control valve begins to
The low--limit control valve regulates the flow of air to the turbine heating muff
open to divert warm air around the air cycle machine.
in response to pneumatic signals.
A pack temperature sensor provides feedback and temperature limiting
The valve is connected to sense a pressure difference across the condenser.
functions for pack outlet temperature.
If an ice buildup starts, the increased pressure drop forces the low--limit control
valve to open. Warm air is then routed to the turbine heating muff to stabilize
and reduce ice accumulation.


21-- 51
Figure 10 COOLING PACK


21-- 51
Figure 11 COOLING PACK SYSTEM


21-- 51
FLOW CONTROL SYSTEM
Flow Control
The flow control system regulates the amount of airflow into the airplane by
controlling the flow into the packs from the pneumatic distribution system.
The flow control system consists of two flow control and shutoff valves, one for
each pack.
Flow Control and Shutoff Valves

The valves provide for pack on/off control, flow regulation, and compressor
temperature protection during high flow mode operation.
The flow control and shutoff valves are mounted in the pneumatic ducting that
provides air to the packs.
Each valve is located outboard of its respective pack.
The left flow control and shutoff valve is mounted immediately outboard of the
left packs high pressure water separation components.
The right valve mounted outboard of the right pack air cycle machine.
Access is provided through the pack bay access doors.
The pack doors are the snap--latching type.


21-- 51
Figure 12 FLOW CONTROL SYSTEM


21-- 51
FLOW CONTROL AND SHUTOFF VALVE
Physical Description Features
The spring--loaded closed flow control and shutoff valve has a venturi--type
valve body.
The valve is normally electrically controlled but may be manually controlled.
It is pneumatically actuated and may be manually locked to the CLOSED
position.
Valve position is provided by a visual position indicator that is mounted on the
valve.
Valve position is also provided to the airplane control circuitry by a valve--
closed position switch.
Two sensing probes, inlet and throat (venturi), are mounted in the valve body
and provide feedback to the differential pressure regulator which controls the
flow through the valve.
Two solenoids and one electro--magnetic control valve are used to control the
FCV electrically.
Solenoid B is a latching type that provides ON/OFF control of the valve and
may be manually operated by using the manual control rod.
Solenoid A, when energized, enables the high air flow schedule though the
valve.
The electro--magnetic control valve may be used by the (auto) pack
temperature controller to reduce the high flow schedule in an attempt to pre-
vent a compressor OVHT.
The flow through the valve is not affected by varying air densities below 22,000
feet.
Above 22,000 feet the flow will decrease with an increase in altitude.
Below 22,000 feet the normal flow is approximately 113 lbs/mm and hi flow
may vary between 119 lbs/mm with no power applied to the torque motor and
148 lbs/mm when full current is applied to the torque motor.


21-- 51
Figure 13 FLOW CONTROL AND SHUTOFF VALVE


21-- 51
FLOW CONTROL AND SHUTOFF VALVE SCHEMATIC
Operation
Operation of the flow control and shutoff valve (FCSOV) is enabled by pulsing
solenoid valve B to its latched ON position.
Flow sensing for the valve is provided by inlet and throat pressure sensing
tubes.
These two pressures are compared in the differential pressure regulator which
controls the servo pressure being applied through solenoid valve B, and by way
of the manual override valve, to the opening side of pneumatic actuator.
The proper servo pressure is maintained by bleeding more or less air through
the dífferential pressure regulator.
The zero differential pressure valve controls the pneumatic actuator so that a
constant mass flow (pounds per minute) of airflow is maintained through the
venturi of the valve below an altitude of 22,000 feet.
Above 22,000 feet a constant volumetric flow (cubic feet per minute) will be
maintained instead of the a constant mass flow.
When Hl FLOW is commanded on, solenoid valve A energizes and alters the
inlet air balance to the zero differential pressure valve, the regulator reacts by
increasing the servo pressure to the pneumatic actuator. It opens more,
allowing a higher airflow through the valve.
The actual airflow during Hl FLOW is dependent on the electro--magnetic
control valve.
Pulsing solenoid B to its OFF position causes it to latch in that position.
This seals off servo pressure to the pneumatic actuator and vents any rapped
servo pressure inside the actuator to ambient.
The spring inside the actuator forces the valve’s disk close.
When the valve is FULL closed, the closed position switch provides a signal to
the PACK OFF light on the P5 panel and to EICAS.


21-- 51
Figure 14 FLOW CONTROL AND SHUTOFF VALVE SCHEMATIC


21-- 51
FLOW CONTROL VALVE
Maintenance Practices
The recommended dispatch deviations guide provides relief for two conditions
associated with the flow control valve:
1) One FCV may be inoperative in the closed position as long as the airplane s
altitude does not exceed 35,000 feet and the other pack’s low limit valve is
operating correctly.
2) The Hl FLOW mode may be inoperative for one pack provided the other
pack Hl FLOW MODE operates normally.
In case of electrical failure, the FCV may be operated by moving the manual
control rod located on solenoid valve B.
Pulling the rod selects the OFF mode for the FCV.
In case of a pneumatic failure in the valve, the valve can be manually locked
closed.
Clockwise rotation of an actuator nut, located on the manual override valve,
seals Off servo pressure to the actuator and vents the actuator to ambient.
Rotation of the nut also drives the valve disc closed.
CAUTION: DO NOT USE EXCESSIVE FORCE ON THE MANUAL
ACTUATOR NUT. IF RESISTANCE IS FELT, ACTUATOR
DAMAGE MAY RESULT.


21-- 51
Figure 15 FLOW CONTROL VALVE


21-- 51
CONTROL VALVES
General
Two control valves, the low limit valve (LLV) and the temperature control valve
(TCV), provide the means for controlling the speed of the air cycle machine,
anti--icing and de--icing within the pack.
Figure 16 CONTROL VALVES


21-- 51
LOW LIMIT CONTROL VALVE
Purpose
The low limit valve (LLV) provides three functions.
One, it provides de--icing for the condenser and the outlet of the ACM’s turbine
section during all modes of operation.
Two, it may be used by the pack temperature controller to unload (bypass) the
ACM in an attempt to prevent a compressor overheat.
Three, it is used by the standby pack temperature controller to control the
pack outlet temperature during the STBY--N mode.
Location
The LLV is centrally located in the pack. It is mounted in a duct that goes
between the flow control valve and the turbine outlet muff, parallel to the TCV.
Operation
Inlet--sensed pressure is ported to the reference pressure regulator where a
constant pressure is established at the regulator outlet.
Differential pressure across the high and low pressure sides of the condenser
is pneumatically sensed by two delta P servo valves.
An increase in differential pressure across the condenser, which is normally
caused by ice buildup, will open the respective servo valve and allow inlet
pressure to the open chamber of the pneumatic actuator, thus opening the
valve disk and allowing warm air to stabilize or inlet ice buildup in the
condenser.
The amount of actuator pressure is a function of the differential pressure
sensed.
Current (097 ma) to the electromagnetic control valve from either the pack
(AUTO) temperature controller or the standby pack Temperature controller will
open the electromagnetic control valve, in proportion to the current sensed, and
allow inlet pressure directly to the opening chamber of the pneumatic actuator.
In the event of simultaneous signals from the delta P servos and the
electromagnetic control valve, the greatest open command will control the
valve.
Figure 17 LOW LIMIT CONTROL VALVE


21-- 51
TEMPERATURE CONTROL VALVE
Purpose Maintenance Practices
The temperature control valve provides a means for controlling the pack outlet The valve may be manually opened or closed by rotating the manual override
temperature by regulating the flow of hot air around or through the air cycle clockwise to open counterclockwise to close.
machine. Rotating the manual override causes the clutch to slip, turning the secondary
The valve is electrically positioned by the pack temperature controller in the worm gear shaft. It rotates the shouldered shaft to open or close the disk plate
automatic mode of operation and is controlled by the pack backup temperature assembly.
control card and associated relays in all other operating modes.
The valve is installed in the compressor inlet duct of the cooling pack.
Description
The temperature control valve consists of an electrical motor driven actuator, a
valve body section, a disk and linear variable resistor assembly.
Operation
When 115 volt ac, 400 Hz, single--phase power is applied with the valve closed,
the electric motor drives a reduction gear which drives the primary worm gear
shaft.
The secondary worm gear, driven by the primary, drives the sector gear and
the output shaft. This shaft rotates the disk assembly and the visual position
indicator clockwise toward the open position until the cam causes the fully--
open limit switch to be actuated.
This signals the pack temperature controller in AUTO mode or the backup
temperature control card in STBY mode to cut off power to the electric motor.
The cam also has allowed the fully--close limit switch to reset, thus arming a
circuit in the pack controller that now provides a path to close the valve.
The closing sequence is opposite to the opening sequence.
A capacitor across the electric motor contacts acts as a starting capacitor to
provide additional motor torque on starting.
Operation
The shouldered shaft rotates the wiper arm of the linear variable resistor
assembly.
The 1 K ohm resistor provides a signal to the EICAS computer for valve
position.
The 10 K ohm resistor provides a feedback signal to the (AUTO) pack
temperature controller.


21-- 51
Figure 18 TEMPERATURE CONTROL VALVE


21-- 51
VALVE - TEMPERATURE CONTROL
associated with the Temperature control valve.
One valve may be deactivated in the mid position provided the remaining pack
operates normally in AUTO, or one valve may be inoperative closed in STBY
provided the remaining pack operates normally in AUTO.
The TCV may be manually opened or closed by rotating the manual override
knob clockwise to open or counterclockwise to close.
Rotating the manual override rotates the shouldered shaft to open or close the
valve disk.
If the TCV is to be deactivated in the mid position, gain access by opening the
left or right ECS door.
Rotate the manual override knob on the temperature control valve until the
visual position indicator is midway between open and closed positions.
Disconnect, cap and stow both electrical connectors to the temperature control
valve.
If the valve is to be inoperative in the closed position, check that the visual
position indicator indicates closed. if required, rotate the override knob to the
closed position.
Verify that the ram air doors move to the fully open position and the tempera-
ture control valve remains closed when STBY--N is selected.


21-- 51
Figure 19 VALVE - TEMPERATURE CONTROL


21-- 51
COOLING SYSTEM DEVICES
Purpose
The air cycle Machine compresses and expands supply air to provide cooled
air for the airplane’s distribution system.
The primary heat exchanger cools preconditioned bleed air enroute to the
compressor section of the air cycle Machine.
The secondary heat exchanger cools the hot compressed air leaving the
compressor section of the air cycle machine.
The plenum directs the flow of ram air leaving the heat exchanger.
The plenum is discussed here because it affects maintenance practices for the
heat exchangers.
Location
The air cycle machine is located on the right side of the air conditioning pack
immediately aft of the condenser.
The heat exchangers are located in the aft section of the air conditioning pack.
The primary heat exchanger is mounted between the secondary heat exchang-
er and the plenum.
The secondary heat exchanger is mounted between the aircraft ram air inlet
duct and the primary heat exchanger.
The fan air plenum is located on the right side of the air conditioning pack
immediately aft of the air cycle machine.


21-- 51
Figure 20 COOLING SYSTEMS DEVICES


21-- 51
WATER SEPARATION SYSTEM
Purpose
The secondary water extractor removes some of the moisture from the
secondary heat exchanger outlet air and ducts it to the collector sump of the
The primary water extractor removes moisture from air discharged after the
first pass through the condenser. This water is ducted to a spray nozzle in the
ram air inlet duct.
The reheater ensures that dry air enters the turbine inlet and reduces the need
for heat to be added to the turbine discharge before entering the condenser.
It also helps to maintain high turbine inlet temperatures to increase turbine
power.
The condenser uses turbine discharge air to cool air from the reheater to a
temperature low enough to condense moisture.
Location
The secondary water extractor is located in the duct between the secondary
heat exchanger and the heater.
The primary water extractor is centrally located, forward of the air conditioning
pack. It connects the cold air outlet of the condenser to the cold side of the
reheater.
The reheater is located in the air conditioning pack just left of the condenser.
The condenser is located immediately forward of the air cycle machine.


21-- 51
Figure 21 WATER SEPARATION SYSTEM


21-- 51
WATER SEPARATION AND COOLING SYSTEM COMPONENT
Heat Exchangers In expanding through the turbine, the air supplies the power to drive the
The primary heat exchanger cools the bleed air prior to entry into the compressor and fan impellers.
compressor section of the air cycle machine. The energy lost from the turbine airflow causes a temperature reduction and
The secondary heat exchanger cools the air heated by the compressor. provides cold turbine discharge air.
The heat exchangers are of the aluminum plate--fin crossflow type. Warm air from the temperature control valve or low limit control valve is mixed
Access panels are provided before, between and after the heat exchangers for with the turbine outlet air at the turbine outlet.
cleaning. In addition to providing temp. control for the pack, this also prevents ice
build--up in the turbine outlet ducting.
Fan Air Plenum/Diffuser
Also to prevent ice build--up hot air from the compressor outlet is ducted to a
The fan air plenum and diffuser is of fiberglass construction and is attached to muff assembly at the turbine outlet.
the primary heat exchanger and mates with ACM fan.
This air is exhausted into the condenser outlet ducting upstream of the water
On the ground when no ram air is available, the fan provides all of the cooling extractor.
airflow through the heat exchangers.
A bypass around the fan is included to increase total ram airflow for in--flight Reheater
operation. The reheater is part of the high pressure water separation system.
The plenum and bypass create an ejector at the bypass and prevent It is a plate--fin cross--flow type heat exchanger of aluminum construction.
recirculation airflow.
The unit must be removed with both heat exchangers. An access door is Bleed air leaving the secondary heat exchanger passes through the hot side of
provided on the bottom of the plenum. the reheater where the air is cooled by colder air from the condenser and water
extractor.
Air Cycle Machine After moisture is removed by the water extractor, the bleed air is reheated in
The air cycle machine consists of a single--shaft assembly on which are the other pass through the reheater.
mounted a radial outflow compressor impeller, radial inflow turbine impeller, The reheated air minimizes the temperature difference between the secondary
and axial--flow fan impeller. heat exchanger outlet and the turbine inlet.
The turbine is at one end of the shaft, with the fan at the opposite end and the This reduces the heat added to the turbine discharge air in the condenser and
compressor between the two. aids in maintaining efficient air cycle machine performance.
The shaft is supported on air bearings that require no lubrication.
Two bearing cavities are used in the design, one between the compressor and
turbine and the other between the compressor and fan.

The bearings are self--acting and require no external source of pressurized air.
Air is supplied to both bearing cavities from the turbine inlet scroll which
minimizes dirt entrainment.
The radial outflow compressor compresses the air and ducts it to the
secondary heat exchanger for cooling.
Air leaving the water separation system is directed into the radial turbine.


21-- 51
Condenser
The condenser is also part of the high pressure water separation system. It is
a plate--fin cross--flow heat exchanger of aluminum construction.
Air leaving the reheater, passes through the hot side of the condenser where it
is cooled by discharge air from the turbine. It is cooled low enough to con-
dense moisture.
The condensate is removed by the water extractor immediately downstream
from the condenser.
Icing at the cold air face of the condenser is prevented by bypassing part of the
cold air around the condenser core, supplying warm air through deicing
passages in the face of the core, and passing hot air into a mixing muff at the
cold air inlet.
Cold air bypass is accomplished by directing the air through, a free passage
centrally located between the two condenser cores.
Warm air for the core face is supplied from an external source through tubes
located on the cold air inlet face of the core and then discharged Into the hot air
outlet Plenum of the condenser.
Water Extractors
The primary water extractor is a high pressure type that incorporates helical
swirl vanes and a water shave--off collector.
Static swirl vanes impart a helical motion to the air so the water droplets are
moved by centrifugal force to the duct wall.
An annular section collects the water and air mixture thru perforated collector
ring into the sump and ducts it to the spray nozzle.
In the event of a clogged nozzle, an overflow port in the collector (sump), of the
primary water extractor, dumps water into the air conditioning bay to prevent it
from entering the turbine.
A secondary water extractor is located in the duct between the reheater and
the secondary heat exchanger.
It is a split duct water separator and the water and air mixture removed is
ducted to the primary water extractor Collector.


21-- 51



21-- 51
Figure 22 WATER SEPARATION AND COOLING SYSTEM COMPONENTS


21-- 51
AIR CYCLE MACHINE
Physical Description/Features
The three--wheel air cycle machine (ACM) consists of a single--shaft rotating
assembly on which a compressor, turbine, and fan impeller are mounted.
Two journal air bearings support the assembly.
One bearing is located between the turbine wheel and the compressor impeller
and the other bearing is located between the compressor impeller and the fan
impeller.
A double--acting, thrust--type air bearing installed between the turbine wheel
and compressor impeller accommodates axial loads of the rotating assembly.
Cool pressurized air for lubrication and cooling of the air bearings is supplied
from the turbine inlet scroll through interconnecting plumbing and passages in
the matched aluminum housing. The unit weighs 42 lbs (19 kg).
Operation
After passing through the primary heat exchanger, supply air enters the radial--
outflow compressor.
The Compressor compresses this air to a higher pressure and temperature and
ducts it to the secondary heat exchanger for cooling.
Supply air then passes through high pressure water separation components
and then enters the turbine inlet of the ACM where it is directed by nozzle
passages to the blades of the turbine wheel assembly.
Air from the nozzle impinges on the blades, rotating the turbine wheel at high
speed (approximately 45,000 rpm during max cooling).
The turbine wheel drives the compressor impeller and cooling air fan impeller
by means of the common shaft.
The work of expansion and the energy--using process of turning the turbine
wheel causes a temperature reduction and provides cold turbine discharge air.


21-- 51
Figure 23 AIR CYCLE MACHINE


21-- 51
WATER EXTRACTORS
Physical Description / Features
The secondary water extractor is an integral part of the duct that connects the
secondary heat exchanger outlet to the hot air inlet of the reheater.
It is a split duct water separator, with a drain tube connected to the primary
water extractor.
The primary water extractor is an in--line, integral duct type device that consists
of four stationary helical swirl vanes and a water shave--off collector.
The four formed vanes are brazed to a central hub and to the inner wall of the
aluminum duct.
The collector, consisting of a perforated inner shell, outer shell, and water
sump is brazed as a single assembly.
A drain boss is welded to the water sump, and a drain line connects the sump
to a spray nozzle located in the ram air inlet.
An air line also connects the sump to the spray nozzle and provides for
atomization of drain water as it sprays into the inlet.
An overflow port is built into the drain sump and allows water to drip overboard
in the event of clogged drain sump.
Operation
The secondary water extractor collects water that may form, under certain
conditions, at the outlet of the secondary heat exchanger.
This water is collected and ducted to the sump of the primary water extractor.
The primary water extractor operates in conjunction with the condenser to
remove water from supply air.
The helical vanes of the water extractor generate a swirling motion to the
Moisture--ladened air discharged from the first pass through the condenser.
The heavy water particles are centrifuged to the annular area between the duct
wall and re--entrant discharge duct.
The dry air exits through the re--entrant discharge duct.

The separate water is routed, through a drain port and narrow tubing, to a
spray nozzle in the ram air system.


21-- 51
Figure 24 WATER EXTRACTOR


21-- 51
PACK OUTLET MUFFLER
Purpose
The pack outlet muffler(s) reduce the noise in the conditioned air distribution
system.
Location
The muffler is mounted forward of the air conditioning pack, between the pack
outlet and the pack outlet check valve.
Physical Description
The Mufflers are an integral part of the pack outlet ducting.
The left pack outlet muffler is 10 inches (25 Cm) in diameter and is 18 inches
(46 Cm) long. The muffler shell is aluminum alloy sheet.
The insulating material is Nomex felt wrapped around a 7 inch (18 CM )
perforated duct. The attaching upstream and downstream duct segments are
welded to the muffler assembly.
The right pack outlet Muffler is similar to the left except for the following:
1) has an outside diameter of 12 inches (30 Cm) and
2) the length is 23 inches (58 cm).


21-- 51
Figure 25 PACK OUTLET MUFFLER


21-- 51
RAM AIR SYSTEM
Purpose The distribution system consists of a Honeycomb and fiberglass duct that
The ram air system is a variable--area duct system that provides the heat routes ambient air through the heat exchangers and then to the outlet.
exchangers with cooling airflow and under certain conditions it will provide The distribution system has a water spray nozzle installed (upstream of the
atomized water. It is an integral part of the pack temperature control circuit. heat exchangers), that receives water from the sump of the high pressure
water separator.
System Description
The nozzle uses high pressure air from the upper part of the sump of the
The ram air system consists of electrically--controlled inlet and exhaust doors primary water extractor for atomization purposes.
which regulate airflow, through a honeycomb and fiberglass inlet duct, to the
Downstream of the heat exchangers an exhaust plenum/diffuser is installed.
heat exchangers.
The plenum / diffuser assembly is made of fiberglass and connects to the
Ram air is used as a heat sink for cooling the heat exchangers. When fully heat
primary heat exchanger and ACM fan.
sink capability is not required, the ram air doors modulate toward closed to
minimize ram air drag. The third section, the ram air outlet, consists of a single door positioned by an
electrical actuator.
A water spray nozzle, mounted in the duct forward of the secondary heat
exchanger, is connected to the water separation system. Control of the ram air door actuators is provided by the automatic pack
temperature controller or backup temperature control card.
Ram air passing through the heat exchangers travels through an exhaust
plenum / diffuser and through a short fiberglass duct before leaving through the The system interfaces with EICAS for position indication of the ram air inlet
ram air exhaust door doors on the ECS/MSG page.
Position of the exit doors on the ECS/MSG page is an option.
General Component Location
The ram air systems are located on the left side of each cooling pack and can General Operation
Be accessed through the large ECS access doors. Airflow through the system is provided either by ram air when the airplane is
The inlet portion of the ram air system is flush with the underside of the moving, or by induced airflow caused by the fan of the ACM.
fuselage and is slightly forward of the ECS access door. The ACM fan rotates anytime the pack is operating.
The exhaust door is located on the underside of the fuselage, just forward of It, with no or very little ram air going through the system, causes a low
the main wheel well. pressure in the diffuser.
This low pressure induces ambient airflow through and around the diffuser.
General Subsystem Features and Interface
The water spray nozzle atomizes and directs water it receives into the
The system uses ambient air as a cooling agent to cool the air from the incoming air.
pneumatic system and compressor discharge.
The water provides evaporative cooling across the heat exchangers.
The ambient air is drawn and forced through the following:
variable inlet, honeycomb and fiberglass ducting, two heat exchangers, an

exhaust plenum / diffuser assembly, and a variable outlet.
The system uses water from the pack water separation system to increase the
cooling efficiency of the heat exchangers.
The ram air sys. consists of three major sections, inlet, distribution, and outlet.
The inlet section consists of a two--piece door whose position is controlled by
an electrical actuator.


21-- 51
Figure 26 RAM AIR SYSTEM


21-- 51
RAM AIR INLET DOORS
Purpose Operation
The ram air inlet doors affect the efficiency of the pack heat exchangers by The ram air inlet door actuator controls the rotation of the torque tube.
controlling the amount of air that passes through the ram air system. When the actuator retracts, the torque tube rotates.
They also help to reduce the amount of drag on the airplane when the doors
This causes the link assemblies to rotate about the torque tube. The aft inlet
are not in the fully open position.
door section slides aft on its tracks, pulling the forward inlet door section aft
Location and up.
The inlet doors are located on the underside of the fuselage and forward of This allows air to enter the system.
each pack. Extension of the actuator closes the inlet door.
The right door is approximately 22 inches (55 cm) to the right of the airplane
centerline and the left door is approximately 70 inches (177 CM ) to the left of
the Airplane centerline
The ram air inlet door consists of two cast aluminum sections attached to each
other by a hinge.
The two sections are attached to the airplane in the following manner:
The forward door section is attached, along its forward edge, to airplane
structure by a hinge. The hinge is riveted to the forward door section and
secured to structure using screws and Nut plates.
The aft edge of the forward door section is attached to the aft door section by a
hinge. This hinge is riveted to the aft door section and attached to the forward
door section by screws and nut plates.
The aft portion of the aft door section has slider blocks mounted on its inboard
and outboard sides.
The slider blocks ride in airplane mounted tracks. The aft door section also has
two attachment points for control linkage.
The inlet doors are positioned by an electrical actuators The forward and aft
door sections respond to the actuator through a control linkage assembly.
The linkage consists of a torque tube and two sets of links.


21-- 51
Figure 27 RAM AIR INLET DOOR


21-- 51
RAM AIR EXHAUST DOOR
Purpose
The exhaust door, in conjunction with the inlet door, controls air flow out of the
ram air system.
The door also helps to reduce the amount of drag on the airplane anytime it is
not in the full open position.
Location
The ram air exhaust door is located on the underside of the fuselage to the
right aft side of the air conditioning compartment.
The exhaust door is a single unit, constructed from an aluminum casting.
The door is attached to the aft portion of the exhaust duct housing with a hinge.
Inside the exhaust duct, two actuating rods connect the door to a torque tube
that is driven by an externally mounted electrical actuator.
Access to the hinge and internal actuating rods is through an access door,
secured with 24 bolts, located on top of the exhaust duct housing and
accessible by opening the large ECS access door.
Operation
The exhaust door, like the inlet door, is controlled by an electrical actuator
through mechanical linkage.
In the open position, the door uses the aft hinge as a pivot point, and rotates
up into the exhaust duct.
When the door is fully closed, the distance between the forward bottom edge of
the door and the exhaust duct is .84 +/-- .03.


21-- 51
Figure 28 RAM AIR EXHAUST DOOR


21-- 51
RAM AIR DOOR ACTUATOR
Purpose
In response to control signals from the pack temperature controller or the back-
up temperature control card, the actuator provides mechanical force required to
control the position of the ram air door(s).
Location
One actuator is located near each inlet and exit door.
The inlet door actuator is mounted outside the inlet duct and to the right of the
inlet doors.
The exhaust door actuator is mounted outside the left side of the ram air
exhaust duct, directly above the exhaust door.
Access to these actuators is through the large ECS access doors.
The actuator consists of an aluminum housing and a 115 volts ac, 400 Hz,
single--phase electric motor, which drives a jackscrew through two stages of
spur gear reduction.
Two position switches, one at each end of the actuator stroke, are used to turn
off drive signals at the end of the actuator travel and to sequence the operation
of the ram air doors and temperature control valve. The switches are posi-
tioned by adjustment screws on the end of the actuator housing. The actuator
contains non--jamming mechanical stops.
A dual potentiometer stack is installed on the actuator with one output providing
a feedback signal to the pack temperature controller and the other providing a
signal to the left or right EICAS computers for display of ram air inlet door
position on the ECS/MSG page.
As an option exit door position may be displayed.
The actuator potentiometers are driven by one stage of a worm and helical
gear reduction directly from the jackscrew.

The limit switches are actuated by a cam driven by the jackscrew.


21-- 51
Figure 29 RAM AIR DOOR ACTUATOR


21-- 51
RAM AIR SYSTEM MAINTENANCE
Inspect / Check
The inlets and exits the left and right ram air system must be checked on
transit checks to insure that they are clear of obstructions.
Normally the inlets and exits are full open while the airplane is on the ground.
But should they be in any other position, the selection of OFF or any one of the
three STBY--Modes should cause the doors to go full open.
Ground Handling
The dispatch deviation guide outlines the procedures required to dispatch with
the ram air system Inoperative.
The following gives a general outline of the procedures:
If the ram air doors will not operate in the auto mode, they may possibly be
opened by selecting the STBY--N mode of operation.
If the inlet and exit doors open, remove and stow the electrical connectors to
the actuators before returning to the auto mode.
If the ram air doors do not reposition, the actuator may be removed and a
fabricated actuator link (a link with rod ends compatible with those installed on
the actuator) may be installed to hold the affected doors in the full open
position.
To dispatch with the air conditioning pack INOP and the ram air system INOP,
the inlet throat gap must be compared to the exit throat gap.
The exit throat gap (DE) must be at least 1.15 times the inlet throat gap
(DI).This procedure allows the rain air system to be failed in any position as
long as it satisfied the throat gap check.


21-- 51
Figure 30 RAM AIR SYSTEM MAINTENANCE


21-- 51
COOLING PACK COMPONENTS
Purpose
The cabin air supply check valves prevent reverse flow from the mix manifold
and the conditioned air distribution system to the pack outlet. The ducting con-
nects the various components of the pack. The clamps, couplings, and flat
duct flanges provide the means for attaching the ducts to the components.
Location
All of the above components are within the air conditioning compartment area.
The check valve is adjacent to the keel beam, forward of each pack and
attaches to the aft pressure bulkhead of the forward cargo compartment.
Cabin Air Supply Check Valve
The 3.6 lbs. (1.6 kg) valve is a single--flapper type. It consists of a spring--
loaded closed flapper, valve body, and an internal stop to limit flapper travel.
Ducting
The ducting within the pack(s) is Aluminum of various diameters.
The diameters range from 2 through 6 inches (5 through 15 cm). Depending
on the installation, three possible types of ends may be incorporated on the
ducts. They are the beaded types which allows V--band clamps to be used, a
flange type, that allows a coupling to be used, and a flat--flange type that bolts
directly together.
Clamps
Under the general subject of clamps, there are three types of clamping
methods that are utilized within the packs. The v--band type of clamps are
used throughout the pack where high temperatures are not encountered. The
second type is the coupling assembly. This type is used in areas that will en-
counter high temperatures. The clamps consist of flanges on the ducting, a
coupling duct with two internal peri--seals, and two restraint cables with
washers and nuts.

Each assembly must have a bonding wire installed between the duct flanges.
The third type is the flat flange. It is used in conjunction with those compo-
nents of the water separation system (reheater, condenser, water extractor).
They incorporate a seal that will prevent water and / or air from leaking from
that section of that ducting. These flanges bolt directly together with the seal
between the two flanges.


21-- 51
Figure 31 COOLING PACK COMPONENTS


21-- 51
COOLING PACK SENSORS AND SWITCHES - CONTROL
Purpose/System Description Pack Temperature/Mix Manifold Sensors
Four temperature sensors and three switches are incorporated into the pack for The pack temperature sensors are mounted in the top side of the primary water
control and overheat protection. extractor’s outlet duct. The ’’Mix Manifold sensors are mounted on the forward
Each pack has its own set of sensors and switches with one exception. upper side of the manifold.
These identical sensors are single isotherm pair (series--connected)
One altitude switch is shared by the (AUTO) pack controllers. It is used by the
thermistors whose resistance varies inversely with temperature.
controllers when establishing pack mínimum operating temperature limits.
The sensors provide a non--linear resistive signal to the appropriate controller.
There are two types of sensors used:
One for monitoring pack operating temperatures and one for compressor Compressor outlet Sensors
discharge temperatures.
These sensors are mounted in the outlet duct of the ACM compressor, one on
There are two of each type of sensors, they are called the top and the other on the bottom, near the inlet of the secondary heat
PACK TEMPERATURE SENSORS number 1 and 2. exchanger.
The others are called the COMPRESSOR OUTLET SENSORS number 1 These identical sensors consist of a Single platinum element hermetically
and 2. sealed ma stainless steel probe.
The number 1 sensors are monitored by the (AUTO) pack temperature The resistance of the sensors varies directly and linearly with the temperature.
controllers.
Compressor Outlet Switch
The number 2 sensors are monitored by the standby (STBY--N) pack
temperature controller. This switch is mounted on the forward side of the compressor outlet duct, next
to the compressor.
There are two overheat switches used.
One that is designed to monitor the pack’s discharge air temperature and one The switch is a normally open, snap--acting at actuation and reset, type of
for the compressor’s discharge air temperature. switch. It actuates at 490° F (254° C) and resets at 450° F (232° C).
These switches are monitored by the flow control cards. Pack Outlet Overheat Switch
Altitude Switch This switch is mounted on the outboard side of the section of ducting between
the pack outlet muffler and the cabin Air supply check valve.
The switch is located forward of the left air conditioning compartment on the
keel beam adjacent to the trim air modulating valves. The switch is a normally open type with a sensing element that is a bimetallic,
Snap--acting disc.
A pressure--sensing aneroid capsule controlling the operation of a single pole
double--throw electrical switch is encased by the altitude switch’s aluminum The switch is encased in a stainless steel housing. It is set to actuate at 190 °
alloy housing. F (88 ° C) and resets at 160 ° F (71 ° C).
A single vent hole in the housing acts as a pressure--sensing port.

Two holes are provided In the housing for mounting purposes.
The switch activates with increasing altitude between 29,500 and 32,500 feet
and resets with decreasing altitude at some point above 28,000 feet.


21-- 51
Figure 32 COOLING PACK SENSORS AND SWITCHES - CONTROL


21-- 51
PACK SENSORS AND SWITCHES
Operation
The following provides information on how the sensors and switches associated At 450°F (232°C) the low limit valve is electrically commanded towards open.
with an air conditioning pack, operate and interface with an (AUTO) pack tempera- And at 490°F (254°C) a compressor OVHT signal is provided to the flow
ture controller, the standby pack controller and a flow control card. control card.
Pack Temperature Controller Interface Standby Pack Temperature Controller Interface

The pack temperature sensor (No. 1) provides its resistive signal to the (AUTO) Pack temperature sensor (No. 2) provides its resistive signal to the pack
pack temperature controller which, in turn, controls pack operating temperature standby temperature controller which, in turn, controls pack operating
by modulating the ram air system and the temperature control valve. temperature by modulating the Low limit valve.
The altitude switch provides a signal to the (AUTO) pack temperature controller Compressor outlet sensor (No. 2) is dedicated for the pack standby
to set the MINIMUM pack operating temperature limit. temperature controller.
During climb, switching occurs between 29,500 and 32,500 feet which provides This controller uses the sensor to try to prevent an overheat at 450°F (232°C).
a 0°F (--18°C) limit for pack operation at high altitudes. it does this by commanding the low limit control valve towards OPEN.
During descent switching occurs at some altitude approaching 28,000 feet,
which provides a 35°F (2°C) limit for pack operation at lower altitudes. Flow Control Card Interface
The mix manifold sensor ‘s signal, in conjunction with its associated (AUTO) The pack overheat and compressor overheat switches are connected directly
pack temperature controller, serve to ensure that the air conditioning to the flow control card.
distribution system is maintained above 35°F (2°C). The card will indirectly command and latch the pack to FULL COLD if the pack
In addition, the signal is sent by the pack temperature controller to the zone (outlet) overheat switch activates.
temperature controller. It commands and latches the pack to OFF if the compressor outlet overheat
The zone controller compares the mix manifold temperature with the switch activates.
temperature that is needed to maintain the desired temperature in the zone
that requires the lowest temperature.
When there is a difference between the two, the PACK DEMAND signal is
modified until the mix manifold temperature and desired temperature are equal.
Number1 compressor outlet sensor is dedicated for the (AUTO) pack
It provides its resistive signal to the controller which, in turn, monitors this for a
potential overheat.
At specific temperatures the controller responds as follows, in an attempt to
prevent a compressor overheat.
At 400°F (204°C) the RAM AIR system is commanded to full OPEN.
At 425°F (218°C) the HIGH FLOW mode of the flow control valve, if activated
and the pack is operating in the AUTO mode, is throttled back from the 165%
to 147%.


21-- 51
Figure 33 PACK SENSOR & SWITCHES ( sheet 1)


21-- 51


21-- 51


21-- 51
COOLING PACK TEMP. & AIRFLOW INDICATION
Purpose
The air conditioning packs have indication Systems that provide pack
temperature and inlet airflow information to the engine indicating and crew
alerting system (EICAS) for display in the flight compartment.
System Description
Temperature bulbs are incorporated into the packs at appropriate locations.
The bulbs for the left and right packs connect directly to the respective EICAS
computers.
Two pack airflow sensors, one for each pack, and one dual channel flow
processor to monitor both sensors, are incorporated to provide EICAS with
pack airflow data.
General Operation
EICAS continuously monitors the temperature bulbs so that it can display the
appropriate temperatures on the ECS/MSG maintenance page.
The temperatures are displayed in degrees centigrade.
The flow processor monitors the pack flow sensors’ data and makes
adjustments to it for temperature and altitude variants.
The adjusted data is then provided to EICAS for display in cubic meters per
minute on the ECS/MSG maintenance page.


21-- 51
Figure 36 COOLING PACK TEMPERATURE & AIR FLOW INDICATION


21-- 51
COOLING PACK TEMP. & AIRFLOW SENSING DEVICES -
INDICATION
LOCATION
Each cooling pack has the following airflow and temperature sensing devices in
the indicated position. see (A) -- (G)
A) PACK FLOW SENSOR The Pack Flow Sensor is located upstream
of each ”Flow control and shutoff valve”.
(B) PACK OUTLET TEMPERATURE BULB The Pack Outlet Tempera-
ture Bulb is downstream (forward) of the ”condenser,” next to the ”Pack
overheat switch”.
(C) TURBINE INLET TEMPERATURE BULB The Turbine Inlet
Temperature Bulb is between the ”Reheater” and the ”ACM Turbine”.
(D) SECOND. HEAT EXCHANGER OUTLET TEMP. BULB The secondary
Heat Exchanger Outlet Temperature Bulb is between the “Secondary Heat
Exchanger Outlet” and the ”Reheater”
(E) COMPRESSOR OUTLET TEMPERATURE BULB The Compressor
Outlet Temperature Bulb is between the ”ACM Compressor” and the
“Secondary Heat Exchanger Inlet”.
(F) PRIMARY HEAT EXCHANGER OUTLET TEMP. BULB The Primary
Heat Exchanger Outlet (or Compressor, Inlet) Temperature Bulb is between
the ”Primary Heat Exchanger Outlet” and the “ACM Compressor Inlet”.
(G) PRIMARY HEAT EXCHANGER INLET TEMP. BULB The Primary
Heat Exchanger Inlet (or Pack Inlet) Temperature Bulb is downstream of
the Flow control and shutoff valve.


21-- 51
Figure 37 COOLING PACK TEMPERATURE & AIRFLOW SENSING DEVICES


21-- 51
PACK FLOW INDICATING SYSTEM
Operation
The basic principle of operation of the flow indicating system is to measure the
cooling effect of airflow on the heated platinum temperature sensitive bulb in
the flow sensor.
This bulb is located in the probe next to the unheated bulb.
Both bulbs constitute a balanced bridge if the temperature sensed by RT2 is
45° F (7 ° C) higher than RTl.
The power supply in the pack flow processor generates the bridge excitation
voltage used in the flow sensor.
Bridge unbalance is used to increase or decrease the current flowing to the
heater in the sensor probe.
The voltage across the heater element and the current flowing through it are
used to calculate the power dissipated in the heater.
This heater power is a measure of the cooling properties of the air flowing into
the air conditioning pack which is a function of the flow rate and temperatures.
The effect of air temperature is negligible since both RT1 and RT2 experience
the same temperature air.
The effect of pressure changes is taken into account by pressure transducer in
the flow processor.


21-- 51
Figure 38 PACK FLOW INDICATING SYSTEM


21-- 51
COOLING PACK CONTROL DEVICES
Purpose
Cooling pack control devices insure proper operation of the cooling packs
under all operating conditions.
System description
The devices that provide for control of the cooling packs are two pack
temperature controllers, one standby pack temperature controller, two flow
control cards, and two backup temperature control cards.
General Component Locations
Controllers and logic cards for cooling pack operation are found in the main
equipment center.


21-- 51
Figure 39 COOLING PACK CONTROL DEVICES


21-- 51
PACK TEMPERATURE CONTROLLERS - AUTO
Purpose
The pack temperature controllers electronically control the temperature of
conditioned air from the cooling packs.
They also provide protective limiting of compressor and pack discharge
temperatures and contains built--in test circuitry (BITE) to monitor Line
replaceable units (LRU)
Location
Both pack temperature controllers are located on the E3--1 rack in the main
equipment center.
Description
The two identical controllers, one for each pack, contains printed circuit cards
that provide for pack operation in the AUTO mode.
The front of the controllers have ah the built in test equipment (BITE) switches
and fault indicating LEDs, BITE instructions, two handles, two support hooks
and a nameplate.


21-- 51
Figure 40 PACK TEMPERATURE CONTROLLERS - AUTO


21-- 51
AUTO CONTROL SIMPLIFIED - 6 ZONES
Operation 4. Flow control valve off signal to the flow control cards (490 ° F, 254 °C).
AUTO selection on the pack selector provides an enable signal to the (auto) The above conditions override the normal program schedule where applicable.
pack temperature controller and energizes the auto/man relays it no OVHT are Air/ground sensing is used to open new flight categories in the BITE portion of
sensed by the flow control card(s) the controller and the APU shutoff valve position is used to establish the normal
Both pack temperature controllers receive the same temperature demand special verify mode.
signal from the zone controller. The 28 volt dc fail--safe power between the two pack, aux. zone and zone
The auxiliary zone controller does not modify the demand signal. controller allows from another controller to illuminate the controller fault lamp
This establishes the pack output demand and the pack temperature sensor on an inop controller.
provides feedback to the pack temperature controller as to actual pack
operating temperature.
The pack controller also uses the sensor input to limit the maximum and
minimum pack operating temperatures to 145 ° F (63 ° C) and in conjunction
with the altitude switch to either 35° F (2 ° C) below 31,000 Feet or 0 ° F (--18 °
C) Above 31,000 feet.
The pack controller uses the mix manifold outlet temperature sensor to limit the
minimum temperature in the mix manifold to 35 degrees F (2 °C) .
The pack controller receives a single pack operation signal from the flow
control card.
OFF selection or failure of the zone system reverts the pack temperature
controllers to a 75° F (24° C) backup demand mode.
The pack controller uses a Pre--programmed schedule to send drive
commands to position the ram air doors and temperature control valve to give
the demanded temperature output.
Potentiometers and limit switches provide feedback information.
With the information from the compressor outlet temperature sensor, the pack
controller will control the following components at the following temperatures in
an attempt to prevent an OVHT at the compressor outlet:
1. Ram doors full open (400 ° F, 204 ° C),
2. Flow control valve torque motor, (425 ° F, 218 ° C),

3. Low limit valve torque motor, (450° F, 232 ° C) and


21-- 51
Figure 41 AUTO CONTROL SIMPLIFIED


21-- 51
PACK STANDBY TEMPERATURE CONTROLLER
Purpose
The pack standby temperature controller controls the low limit control valve
when the STBY--N mode is selected.
Location
The pack standby temperature controller is located on the E3--2 rack in the
main equipment center.
Description
The pack standby temperature controller contains two identical but electrically
independent analog temperature control sections, one dedicated to each pack.
The front of the unit has a BITE rotary/push select switch and instructions.


21-- 51
Figure 42 PACK STANDBY TEMPERATURE CONTROLLER


21-- 51
STANDBY NORMAL CONTROL
Operation/Control Sequence
The pack standby controller contains two identical control circuits, each
dedicated to its own pack.
Normally, the controller is not energized and remains passive in the
temperature control system.
Selecting STBY--N with the pack selector switch energizes aircraft relay switch-
ing logic to energize the controller and disconnects the low--limit valve torque
motor from the (AUTO) pack temperature controller and connects it to the
standby controller.
The activated standby controller section outputs a command signal to the
low--limit valve torque motor in response to signals received from the
corresponding dedicated pack and compressor outlet temperature sensor (No.
2).
The operative section maintains the temperature at the water Extractor outlet
at 40°F (4°C) .
if the compressor temperature rises above 50°F (232°C), the controlling
section overrides the pack temperature input and controls the low--limit valve
to try to maintain compressor outlet temperature at 450°F (232°C) maximum.


21-- 51
Figure 43 STANDBY NORMAL CONTROL


21-- 51
FLOW CONTROL LOGIC CARDS - BASIC
Purpose
The right flow control card provides control the right flow control valve. The left
flow control card provides control for the left flow control valve.
Location
Both flow control cards are located in the P50 electrical systems card file in the
main equipment center.
The flow control cards are one replaceable electrostatic sensitive units.
Pack Flow Control
Both control devices provide for ON/OFF and normal/high flow modes of
operation of the flow control valves (FCV). In addition they monitor for high
flow mode inhibits, inhibit failures and overheat conditions for their respective
pack.
They also provide indications of pack and FCV status for use by flight deck
annunciator, electronic engine control system, EICAS, and pack temperature
control.


21-- 51
Figure 44 FLOW CONTROL LOGIC CARDS


21-- 51
FLOW CONTROL SIMPLIFIED - BASIC
General
The pack flow control card processes various signals providing flow control,
indication and overheat functions.
The pack selector provides an ON/OFF signal to the card to pulse solenoid B
of the flow control valve to either the AUTO or OFF position.
Solenoid A of the valve receives a high flow command If either the opposite
pack is off or INOP.
The recirculation fan on the same side is off or inop or when the airplane is an
the ground and both PRSOVs are closed.
The high flow command is inhibited during takeoff or landing (flaps not Up),
single engine operation or using a single bleed source with wing thermal
anti--icing on.
A failure of either the flap or engine signals to the card provide a critical inhibit
latch which inhibits high flow and provides a message on EICAS.
On the 767--300 airplanes, arming the AFT cargo fire switch will also cause a
critical inhibit latch.
A 190° F (88° C) pack overheat or a 490° F (254 ° C) compressor overheat
signal latches the card in an overheat mode.
The signals are sent to the backup temperature control card for positioning of
the ram doors and temperature control valve.
The signals also are sent to the auto/man relays to inhibit AUTO made and
provide indication and EICAS INOP messages.
Additionally, the compressor overheat signal commands solenoid B of the flow
control valve to off.
The electronic engine control (EEC) receives ON/OFF and NORMAL/Hl flow
signals from the flow control card.
The (auto) pack temperature controller controls the torque motor in the flow
control valve during AUTO mode operation.
The controller throttles down the high flow schedule during compressor outlet
temperature limiting. Additionally, the controller provides signals To indication
and EICAS.


21-- 51
Figure 45 FLOW CONTROL SIMPLIFIED


21-- 51
FMC CDU ENVIRONMENTAL INFORMATION ACCESS
Location
The CDUs for the flight management computers are located on the P9 forward
electronic equipment panel.
Operation
To retrieve the analog discrete information, the initial/reference Index must first
be called up (step 1). This page can be called up from the Init/ref key an the
upper left corner of the CDU keys.
Either the position initialization, performance initialization or approach reference
will be displayed.
Next press the index key 6L (step 2). Line select key 6R can now be used to
call up the maintenance index (step 3).
The maintenance index has a discrete entry line (3L) .
Pushing this one select key will call up the desired analog discrete page (step
4). To go back to the init/ref page, press the Index line select key (6L).
The analog discrete display has two pages.
Page one contains the ECS data (step 5) to return to the maintenance index
page, press the index one select key (6L).


21-- 51
Figure 46 FMC CDU ENVIRONMENTAL INFORMATION ACCESS


21-- 51
BACKUP TEMPERATURE CONTROL CARDS
Purpose
The backup temperature control card positions the ram air inlet and exhaust
door actuators, the temperature control valve (TCV), and the low limit valve
anytime standby normal, cold, or warm is selected.
Location
There are two identical cards, one for each pack.
The cards are in the main equipment center inside The P50 electrical Systems
card file.
The cards are one replaceable electrostatic sensitive units.


21-- 51
Figure 47 BACKUP TEMPERATURE CONTROL CARDS


21-- 51
STANDBY CONTROL SIMPLIFIED
The backup temperature control card receives inputs from the selector, flow
control card and air/ground sensing To position the ram doors and temperature
control valve for various conditions.
The control card provides open and close commands to control manual open
and close relays. These relays route open and close power through the
de--energized auto/man relays to the ram air inlet and exit door actuators and
to the temperature control valve.
The limit switches provide feedback to the control card allowing it to stop
command power at the end of motor travel and to sequence the positioning of
the system.
In STBY -- N the low--limit valve relay Is energized allowing The standby
Controller to modulate the low limit valve To maintain 40° F (4 ° C) at the
sensor to limit the compressor outlet temperature To 450 ° F (232° C).


21-- 51
Figure 48 STANDBY CONTROL SIMPLIFIED


21-- 51
PACK TEMPERATURE CONTROLLER - TEST
BITE Test Procedure
Connect and apply electrical power to the left and right buses.
Insure no air pressure is in the pneumatic distribution system (ZERO duct
pressure).
Place appropriate left or right pack Selector on pilot’s overhead P5 panel to
AUTO.
On appropriate left or right temperature controller , verify that CONTROLLER
FAULT lamp is off. If lamp is lit, push RESET, verify that lamp does not came
on again. If lamp comes ON again, replace controller.
On appropriate controller face, press PRESS/TEST pushbutton. Check that all
lamps illuminate. If a lamp does not illuminate, replace controller.
Press BIT pushbutton on controller.
Check that BIT lamp illuminates immediately and that GO lamp illuminates
within 30 seconds. If GO lamp does not illuminate, replace indicated faulty
component.
Press PREVIOUS FLIGHTS pushbutton.
Check that PREVIOUS FLIGHTS lamp illuminates immediately and that GO
lamp illuminates within 30 seconds. If GO lamp does not illuminate, replace
indicated faulty component.
Press VERIFY pushbutton. Check verify lamp illuminates immediately and that
GO lamp lights within 90 seconds.
If GO lamp does not illuminate, replace indicated faulty component.
Press RESET while VERIFY lamp and GO lamp are illuminated.


21-- 51
Figure 49 PACK TEMPERATURE CONTROLLER - TEST


21-- 51
PACK STANDBY CONTROLLER TEST
BITE Test Procedure
1. Connect and apply electrical power to airplane.
2. Insure no air pressure is in the pneumatic distribution system (zero duct
pressure)
3. On pilot’s overhead panel, set both pack selectors to STBY--N.
4. On pack standby temperature Controller, press all GO and NO GO
indicator lights; observe that all lights come an when pressed and go off
when released
5. Rotate test selector to position 1.
6. Press test selector and wait for two indicator lights to come on. If NO GO
light comes on, stop test, replace faulty unit indicated, and repeat entire
test. If GO lights come on, release selector and continue test.
7. Repeat step 6 for remaining test Selector positions. If a temperature
sensor fault repeats after unit replacement, airplane wiring should be
thoroughly checked. If ok, replace Controller.
8. On completion of test, return test Selector to position 1.


21-- 51
Figure 50 PACK STANDBY CONTROLLER - TEST


21-- 51


COOLING PACK FREIGHTER

21-- 51
COOLING PACK DESCRIPTION & OPERATION



21-- 51
COOLING PACK
The cooling packs are located in the unpressurized area between the main
wheel wells and the forward cargo compartment. The cooling packs are
S identical. The major components within the pack are the:
S -- Flow control and shutoff valve
S -- Heat Exchangers
S -- Air Cycle Machine (ACM)
S -- Ram air doors
S -- Temperature control valve
S -- Low limit valve
S -- Cabin air check valve
All components are accessible through the air conditioning bay door except
for the cabin air check valve. The check valve has its own access panel.
The following components are located only in the left pack bay area:
S -- Ground conditioned air service connector
S -- Pneumatic ground connectors
S -- Trim air modulating valves (3) Trim air pressure regulating
valve.


21-- 51
Figure 7 COOLING PACK


21-- 51
AIR CONDITIONING COOLING PACK OPERATION
Pack Air Supply High Pressure Water Separation
Air from the pneumatic distribution system passes through the flow control Air from the secondary heat exchanger enters the secondary water extractor
and shutoff valve (FCSOV). The valve is a shutoff valve for the pack and, and into the reheater. Water removed in the secondary water extractor is
regulates airflow into the pack for normal, high and low flow schedules. delivered to the primary water extractor. The air going through the
Air from the pneumatic distribution system enters through the FCSOV and is reheater is cooled by the air going to the ACM turbine. The air leaving the
divided for pack flow and zone control trim air. The air for pack operation reheater goes to the condenser where further air temperature reduction takes
enters the primary heat changer. place. The air temperature is lowered to where the moisture in the air will
condense and form water droplets. The condenser uses ACM turbine outlet air
as the heat sink.
Compression
The water is removed by the primary water extractor through centrifugal
The air passes through the primary heat exchanger and is cooled by ram air.
force. This water from the primary water extractor is sent to a spray
After passing through the primary heat exchanger the bleed air enters the
nozzle in the ram air system. The nozzle atomizes the water to provide an
compressor section of the air cycle machine (ACM), where the air pressure
evaporative cooling effect for the cooling ram air across the primary and
and temperature are increased by the compressor. Compressor discharge air
secondary heat exchangers.
is delivered to the secondary heat exchanger to remove the heat caused by
compression.


21-- 51
High Pressure Water Separation (cont)
The air leaving the water extractor flows through the reheater to cool the
air going to the condenser. The air going to the ACM turbine is heated in
this pass to the approximate temperature of the air leaving the
secondary heat exchanger.
Increasing the air temperature minimizes the temperature difference

between the secondary heat exchanger outlet and the turbine inlet which
increases system pressure allowing a greater expansion rate across the
turbine.
Expansion
The air is expanded through the turbine section and in expanding generates
power to drive the compressor and fan Impellers. The turbine rapidly expands
the air resulting in turbine outlet temperatures that can be well below
freezing. (The large temperature drop may cause any moisture condensation
to form ice in the turbine outlet or atthe cold face of the condenser.)
Ice formation is prevented by bypassing some of the cold air around the
condenser core, and supplying hot air to the outlet of the turbine
(turbine Muff)
Turbine outlet air cools the air passing through the condenser on its
way to the water extractor. Turbine outlet air continues through a muffler
to reduce noise, through the cabin air check valve, and on to the mix manifold
for the distribution system.
Flow Control
The flow control and logic card provides control of the flow control
and shutoff valve. The pack control selector input to the card provides 0FF
And ON signals to valve. Various Signals to the logic card provide high
Flow commands to the valve. Other Signals automatically inhibit high
flow.


21-- 51
Flow Control (cont) Cooling pack outlet temperature is controlled by the temperature control
Air flow through the pack will be commanded to a low flow mode overriding valve (TCV) and ram air doors. In response to signals from the pack
the normal and high flow modes when the depressurization/cargo fire switch temperature controller, the TCV modulates to control flow of air
( DEPR / CARGO ) is activated. If both packs are operating in AUTO mode, through or around the air cycle machine, thus controlling rotation
the control circuit automatically selects the right pack to off and the left pack speed. In the AUTO mode, the valve is commanded by the pack temperature
to low flow mode. The right pack will be commanded to the low flow mode only controller in conjunction with the ram air door actuators. For maximum
if the left pack is inoperative. cooling, the ram air doors are open and the temperature control valve is
Compressor and pack outlet overheat signals are provided to the flow closed. To increase the pack (turbine outlet) discharge temperature,
control logic card. The compressor overheat signal provides an off command simultaneously the ram air doors are partially closed reducing cooling
to the flow control valve and a pack overheat signal will command and latch airflow through the primary and secondary heat exchangers, and the
the pack to fully cold mode. These overheat signals are sent to the backup temperature control valve begins to open to divert warm air around the air
temperature control card for positioning of the ram air doors and cycle machine to the turbine outlet.
temperature control valve.
Automatic Temperature Control

In AUTO mode selection, the temperature output of each pack is controlled by
its respective automatic pack temperature controller. The pack temperature
controllers receive a pack demand signal from the zone temperature controller
which controls both packs to the same output. An off or inop
condition of the zone controller reverts the packs to a 75° F backup
mode.


21-- 51
Automatic Temperature control (cont)
The pack temperature sensor and the pack mix manifold sensor provide
feedback to the AUTO pack temperature controller. The mix manifold sensor is
also used by the zone temperature controller. The pack temperature
sensor is used by the controller to monitor the pack’s operating
temperature, to ensure the pack operating limits ( 35° F--l45° F, 2° C--63°C )
are not exceeded while the controller is trying to meet the pack demand
signal provided by the zone temperature controller. The mix manifold sensor is
used by the AUTO pack temperature controller to ensure that the
temperature is maintained above the icing point (35° F, 2° C) . The zone
temperature controller uses the sensors feedback, along with several
other inputs, to determine the pack demand signal.
One of the two compressor outlet sensors and the overheat switch
function to provide air cycle machine compressor over--heat protection.
The sensor provides a signal to the pack temperature controller which acts to
limit compressor outlet temperature by opening the ram air doors at 400°F
(204°C), modulating the flow control and shutoff valve at 425°F (218°C)
(high flow throttling), modulating the low--limit valve at 450°F (232°C), and
providing an overheat signal if the compressor discharge temperature
reaches 490° F (254°C) . An overheat signal from either the overheat switch
or the pack temperature controller results in commanding the pack, and
latching it, to 0FF, which causes the closing of the flow control valve,
opening the ram air doors and opening the temperature control valve.
Standby Temperature Control

In STBY mode selection the backup temperature control logic card

positions the ram air doors open. The temperature control valve is closed in
STBY--Normal (except during fire suppression mode when the TCV is open)
and open in STBY--Warm.


21-- 51
Standby Temperature Control(cont)
In addition, the low--limit control valve includes a torque motor which
receives signals from the standby pack temperature controller when operating
in STBY--Normal. The low limit control valve receives signals from the standby
pack controller to maintain the pack outlet temperature at approximately 40°
F (4° C) and limit compressor outlet temperature to 450° F ( 232° C ).
De--icing System
The low--limit control valve regulates the flow of air to the turbine outlet
in response to pneumatic signals. The valve is connected to sense a pressure
difference across the condenser (both high and low pressure sections) . If an
ice buildup starts, the increased pressure drop forces the low--limit
control valve to open. Warm air is then routed to the turbine outlet which
then flows into the condenser to reduce any ice accumulation.


21-- 51
Figure 8 AIR CONDITIONING COOLING PACK OPERATION


21-- 51
FIRE SUPPRESSION MODE
Purpose
The fire suppression system enables the supply of air flow to be shut off to
the cargo compartments.
Description
When selected the main deck cargo compartment ventilation is shut off by
four shutoff valves and the air conditioning pack status is reduced to
one pack operation in a low--flow mode to provide fresh air to the flight
compartment (for temperature control and smoke evacuation) .
As a result of reduced pack inflow and opening of the Electronic/Equipment
cooling smoke override valve, the airplane depressurizes. The main deck and
forward cargo compartment trim air modulating valves, the forward and aft
lower lobe cargo compartment heat valves and the forward cargo
compartment A/C shutoff valves close.
Operation
The fire suppression mode is enabled by pressing the cargo DEPR / DISCH
switch on the APU/Cargo fire panel, P--8. Once the system is enabled the
configuration of the air conditioning system changes as follows:
Valve Configuration
S -- Air distribution shutoff valves will close.
S -- Pack status reduced to one pack operation in low--f low mode providing
fresh air to the flight deck.

S -- Main deck cargo trim air valves will close, flight deck trim air valve and
PRSOV operate normally.


21-- 51
Valve Configuration (cont)
Temperature control valve (TCV) will be open instead of closed if STBY--N
is selected (during smoke mode only).
S -- Forward and aft lower lobe cargo heat valves will close
S -- Forward cargo A/C system valves will close.
S -- Bulk cargo fan is commanded off Indications
When the fire suppression mode is enabled, the EICAS advisory messages
FWD CABIN TEMP, AFT CABIN TEMP and L OR R PACK 0FF are inhibited.
System Configuration
S -- If both packs are in AUTO mode when smoke mode is acti
vated, the right pack is commanded 0FF and the left pack is commanded to the
low flow mode. AUTO mode for the left pack is retained.
S If one pack is operating in AUTO mode and the other in STBY--N or

STBY--W mode when the smoke mode is activated, the pack which is
operating in STBY--N or STBY--W is Commanded 0FF. The pack which is
operating in AUTO is commanded to the low--flow mode with automatic
operation of the associated pack control system retained.
S -- If one pack is operating in AUTO mode and the other pack is 0FF when
the smoke mode is activated the operating pack is commanded to
low--flow mode with automatic operation of the associated pack
control system retained.
S If only the left pack or both packs are operating in STBY--N or STBY--W
mode when the smoke mode is activated, the left pack is commanded to
low--flow, the left pack ram air inlet and exit doors are still commanded open
and the left pack temperature control valve is commanded open.
The right pack is commanded 0ff.


21-- 51
System Configuration (cont)
S -- If the right pack is operating in STBY--N or STBY--W mode and the left
pack is 0FF when the smoke mode is activated, then the right pack is
commanded to low--flow, the right pack ram air inlet and ram air exit
doors are still commanded open and the right pack temperature control
valve is commanded open. The left Pack is commanded 0FF.


21-- 51
Figure 9 FIRE SUPPRESSION MODE


21-- 51
Purpose
The flow control and shutoff valve ( FCV ) controls the airflow rate to one
of four schedules as it flows from the pneumatic distribution system to the
air conditioning pack. The valve also provides on/off control for the pack.
Location
The right FCV is mounted in the right air conditioning pack compartment
outboard of the condenser. The left FCV is mounted in left air conditioning
compartment, outboard of the air conditioning pack. The valve is
adjacent to the high pressure water separation components.
Description
The spring loaded closed, flow control and shutoff valve has a venturi--type
valve body with four--inch diameter ends. The valve is normally
electrically controlled through the useof one latching solenoid ( B ), two
non latching solenoids (A and 5), and one electromagnetic control valve.
The valve may be manually controlled, if required, by using the manual control
rod on solenoid E ( on/off control only ) . The valve is pneumatically
actuated and may be manually locked to the closed position by using the cam
assembly. Valve position is provided by a visual position indicator, that is
mounted on the same shaft as the valve disk. Valve position is also provided
to the airplane’s control circuitry by a close position switch. Two sensing
Probes, inlet and throat ( venturi ) pressure sensing assemblies are mounted
in the valve body and provide feedback to the zero differential pressure valve
which controls the flow rate to the selected schedule.


21-- 51
Figure 10 FLOW CONTROL & SHUTOFF VALVE


21-- 51
Description (cont)
The various flow schedules are determined by the solenoids (A, B, and
5) and the electromagnetic control valve. The function of the above
devices are as follows: Solenoid B provides ON/OFF control and enables
NORMAL flow schedule. Solenoid A enables the high flow schedules. One
of which is the FIXED HIGH flow that may be selected when the pack is
operating in one of the STBY modes. The other is the VARIABLE HIGH flow
which is only available when the pack is operating in the AUTO mode. Which
high flow schedule that is selected is controlled by the electromagnetic
control valve. This control valveconsists of a variable orifice device
(the valve section) and a torque motor ( the electromagnetic section ) .
The position of the variable orifice is controlled by the torque motor.
Note that selection of 0FF or either of the STBY modes, the torque motor has
no current applied. Solenoid 5 activates the LOW flow ( smoke clearance )
schedule.
The flow through the valve at the various schedules is not affected by
varying air densities below 22,000 feet. Above 22,000 feet the flow will
decrease with an increase in altitude for all flow schedules except LOW flow.
This will prevent over bleeding the engine( s ), at high altitudes. Below
22,000 feet the NORMAL flow is approximately 75 lbs/mm (1000 cfm) and
HIGH flow may vary between 109 lbs/mm (1453 cfm) with no current applied to
the torque motor and 122 lbs/mm (1626 cfm) when more current is applied to
the torque motor. LOW flow is approximately 24 lbs/mm (320 cfm).


21-- 51
Figure 11 FLOW CONTROL & SHUTOFF VALVE (same last figure)


21-- 51
OPERATION In the event of a cargo compartment fire, solenoid valve S will be
energized. This will seal off the supply of air to the pneumatic actuator
Operation
forcing the flow control valve disk to a fixed partially open position.
Operation of the flow control and shutoff valve (FCSOV) is enabled by
pulsing solenoid valve E to its latched ON position.
Pulsing solenoid B to its 0FF position causes it to latch in that position.
Flow sensing for the valve is provided by inlet and throat pressure sensing
This seals off servo pressure to the pneumatic actuator and vents any
tubes. These two pressures are compared in the differential pressure
trapped servo pressure inside the actuator to ambient. The spring inside
regulator which controls the servo pressure being applied through solenoid
the actuator forces the valve;s disk close. When the valve is FULL closed,
Valve B, and by way of the manual override valve, to the opening side of
the closed position switch provides a signal to the PACK 0FF light on the P5
pneumatic actuator. The proper servo pressure is maintained by bleeding
panel and to EICAS.
more or less air through the differential pressure regulator.
The zero differential pressure valve controls the pneumatic actuator so that a
constant MASS FLOW ( pounds per minute ) of airflow is maintained through
the venturi of the valve below an altitude of 22,000 feet. Above 22,000 feet a
constant VOLUMETRIC FLOW (cubic feet per minute) will be maintained
instead of the a constant MASS FLOW.
When Hl FLOW is commanded on, solenoid valve A energizes and alters the
inlet air balance to the zero differential pressure valve, the regulator reacts by
increasing the servo pressure to the pneumatic actuator. It opens more,
allowing a higher airflow through the valve. The actual airflow during Hl
FLOW is dependent on the Electro--magnetic control valve.


21-- 51
Figure 12 FLOW CONTROL & SHUTOFF VALVE OPERATION


21-- 51
FLOW CONTROL VALVE
The flow control valve (FCV) may be manually controlled and operated. The
manual control rod on solenoid valve B is used to manually control the valve.
Pushing the rod in enables the valve(selects the ON mode) and pulling the rod
disables the valve {selects the 0FF mode) . The manual override actuator nut
on the cam assembly may be used to lock the valve disk plate fully closed.
The recommended dispatch deviations guide provides relief for two
conditions associated with the flow control valve: 1) One FCV may be
inoperative in the closed position as long as the airplane’s altitude does
not exceed 35,000 feet and the other pack’s low limit valve is operating
correctly. 2) The Hl FLOW mode may be inoperative for one pack provided the
other packs Hl FLOW MODE operates
normally.
If a pack is inoperative or the flow control valve is inoperative the FCV
must be locked closed using the cam assembly on the manual override valve.
The cam assembly is safety wired to its normal position. Remove the wire and
rotate the cam clockwise to the detonated manual position using the
manual override actuator nut This action vents control pressure from the
valve actuator and locks the visual position indicator in the closed
position which will prevent the valved isk plate from moving from the closed
position.


21-- 51
Figure 13 FLOW CONTROL VALVE MANUAL CONTROL


21-- 51
CONTROL VALVES
General
Two control valves, the low limit valve (LLV) and the temperature control valve
(TCV), provide the means for controlling the speed of the air cycle machine,
anti--icing and de--icing within the pack.
PURPOSE
The low limit valve (LLV) provides three functions. One, it provides de--icing for
the condenser and the outlet of the ACM’s turbine section during ah modes of
operation. Two, may be used by the pack temperature controller to unload
(bypass) the ACM In an attempt to prevent a compressor Overheat. Three, it
is used by the standby pack temperature controller to control the pack outlet
temperature during the STBY--N mode.
The temperature control valve (TCV) regulates the flow of hot air around or
through the ACM during the AUTO mode and may be either fully open or fully
close during all other modes.
Location
The LLV is centrally located in the Pack. It is mounted in a duct that goes
The TCV is installed in the compressor inlet duct, between the primary heat
exchanger outlet and the turbine outlet muff.


21-- 51
Figure 14 CONTROL VALVES


21-- 51
LOW LIMIT CONTROL VALVE
Purpose
The low limit valve (LLV) provides three functions. One, it provides de--icing for
the condenser and the outlet of the ACM’s turbine section during all modes of
operation. Two, it may be used by the pack temperature controller to unload
{bypass) the ACM in an attempt to prevent a compressor overheat. Three, it
is used by the standby pack temperature controller to control the pack outlet
temperature during the STBY--N mode.
Location
The LLV is centrally located in the pack. It is mounted in a duct that goes
Operation
Inlet--sensed pressure is ported to the reference pressure regulator where a
constant pressure is established at the regulator outlet.
Differential pressure across the high and low pressure sides of the condenser
is pneumatically sensed by two delta P servo valves. An increase in differential
pressure across the condenser, which is normally caused by ice buildup, will
open the respective servo valve and allow inlet pressure to the open chamber
of the pneumatic actuator, thus opening the valve disk and allowing warm air
to stabilize or inelt ice buildup in the condenser. The amount of actuator
pressure is a function of the differential pressure sensed.


21-- 51
Figure 15 LEFT PACK TOP VIEW


21-- 51
LOW LIMIT CONTROL VALVE (CONT)
Current (O97 ma) to the electromagnetic control valve from either the pack
(AUTO) temperature controller or the standby pack Temperature controller will
open the electromagnetic control valve, in proportion to the current sensed,
and allow inlet pressure directly to the opening chamber of the pneumatic
actuator.
In the event of sinultaneous signals from the delta P servos and the electro
magnetic control valve, the greatest open command will control the valve.


21-- 51
Figure 16 LOW LIMIT VALVE OPERATIONAL CONTROL


21-- 51
TEMPERATURE CONTROL VALVE
Purpose Operation
The temperature control valve provides a means for controlling the pack outlet The shouldered shaft rotates the wiper arm of the linear variable resistor
temperature by regulating the flow of hot air around or through the air cycle assembly. The 1 K ohm resistor provides a signal to the EICAS computer for
machine. The valve is electrically positioned by the pack temperature valve position. The 10 K ohm resistor provides a feedback signal to the
controller in the automatic mode of operation and is controlled by the pack (AUTO) pack temperature controller.
backup temperature control card and associated relays in all other
operating modes.
The valve may be manually opened or closed by rotating the manual override
clockwise to open counterclockwise to close. Rotating the manual override
The valve is installed in the compressor inlet duct of the cooling pack.
causes the clutch to slip, turning the secondary worm gear shaft. It rotates
Description the shouldered shaft to open or close the disk plate assembly.
The temperature control valve consists of an electrical motor driven actuator,
a valve body section, a disk and linear variable resistor assembly.
Operation
When 115 volt ac, 400 Hz, single--phase power is applied with the valve closed,
the electric motor drives a reduction gear which drives the primary worm gear
shaft. The secondary worm gear, driven by the primary, drives the sector gear
and the output shaft. This shaft rotates the disk assembly and the visual
position indicator clockwise toward the open position until the cam causes the
fully--open limit switch to be actuated. This signals the pack temperature
controller in AUTO mode or the backup temperature control card in STBY
mode to cut off power to the electric motor. The cam also has allowed the
fully--close limit switch to reset, thus arming a circuit in the pack controller that
now provides a path to close the valve.
The closing sequence is opposite to the opening sequence. A capacitor across
the electric motor contacts acts as a starting capacitor to provide additional

motor torque on starting.


21-- 51
Figure 17 TEMPERATURE CONTROL VALVE


21-- 51
VALVE - TEMPERATURE CONTROL
associated with the Temperature control valve. One valve may be deactivated
in the mid position provided the remaining pack operates normally in AUTO, or
one valve may be inoperative closed in STBY provided the remaining pack
operates normally in AUTO.
The TCV may be manually opened or closed by rotating the manual override
knob clockwise to open or counterclockwise to close. Rotating the manual
override rotates the shouldered shaft to open or close the valve disk.
If the TCV is to be deactivated in the mid position, gain access by opening

the left or right ECS door. Rotate the manual override knob on the temperature
control valve until the visual position indicator is midway between open and
closed positions. Disconnect, cap and stow both electrical connectors to the
temperature control valve.
If the valve is to be inoperative in the closed position, check that the visual
position indicator indicates closed. if required, rotate the override knob to the
closed position. Verify that the ram air doors move to the fully open position
and the temperature control valve remains closed when STBY--N is selected.


21-- 51
Figure 18 LOCATIONS TEMPERATURE CONTROL VALVE


21-- 51
COOLING SYSTEM DEVICES
Purpose
The air cycle Machine compresses and expands supply air to provide cooled
air for the airplane’s distribution system.
The primary heat exchanger cools preconditioned bleed air enroute to the
compressor section of the air cycle Machine. The secondary heat exchanger
cools the hot compressed air leaving the compressor section of the air cycle
machine.
The plenum directs the flow of ram air leaving the heat exchanger. The plenum
is discussed here because it affects maintenance practices for the heat
exchangers.


21-- 51
Figure 19 LEFT PACK BOTTOM VIEW


21-- 51
Location
The air cycle machine is located on the right side of the air conditioning pack
immediately aft of the condenser.
The heat exchangers are located in the aft section of the air conditioning
pack. The primary heat exchanger is mounted between the secondary heat
exchanger and the plenum. The secondary heat exchanger is mounted
between the aircraft ram air inlet duct and the primary heat exchanger.
The fan air plenum is located on the right síde of the air conditioning pack
immediately aft of the air cycle machine.


21-- 51
Figure 20 COOLING SYSTEMS DEVICES


21-- 51
WATER SEPARATION SYSTEM
Purpose
The secondary water extractor removes some of the moisture from the
secondary heat exchanger outlet air and ducts it to the collector sump of the
The primary water extractor removes moisture from air discharged after the
first pass through the condenser. This water is ducted to a spray nozzle in
the ram air inlet duct.
The reheater ensures that dry air enters The turbine inlet and reduces the need
for heat to be added to the turbine discharge before entering the condenser.
It also helps to maintain high turbine inlet temperatures to increase turbine
power.
The condenser uses turbine discharge air to cool air from the reheater to a
temperature low enough to condense moisture.
Location
The secondary water extractor is located in the duct between the secondary
heat exchanger and the heater.
The primary water extractor is centrally located, forward of the air conditioning
pack. It connects the cold air outlet of the condenser to the cold side of the
reheater.
The reheater is located in the air conditioning pack just left of the condenser.
The condenser is located immediately forward of the air cycle machine.


21-- 51
Figure 21 WATER SEPARATION SYSTEM


21-- 51
WATER SEPARATION AND COOLING SYSTEM COMPONENT
Heat Exchangers
The primary heat exchanger cools the bleed air prior to entry into the
compressor section of the air cycle machine. The secondary heat exchanger
cools the air heated by the compressor.
The heat exchangers are of the aluminum plate--fin crossflow type. Access
panels are provided before, between and after the heat exchangers for
cleaning.
Fan Air Plenum/Diffuser

The fan air plenum and diffuser is of fiberglass construction and is attached
to the primary heat exchanger and mates with ACM fan.
On the ground when no ram air is available, the fan provides ah of the cooling
airflow through the heat exchangers. A bypass around the fan is included to
increase total ram airflow for in--flight operation.
The plenum and bypass create an ejector at the bypass and prevent
recirculation airflow.
The unit must be removed with both heat exchangers. An access door
is provided on the bottom of the plenum.


21-- 51
Air Cycle Machine
The air cycle machine consists of a single--shaft assembly on which are
mounted a radial outflow compressor impeller, radial inflow turbine
impeller, and axial--flow fan impeller.
The turbine is at one end of the shaft, with the fan at the opposite end and
the compressor between the two. The shaft is supported on air bearings that
require no lubrication. Two bearing cavities are used in the design, one
between the compressor and turbine and the other between the compressor
and fan. The bearings are self--acting and require no external source of
pressurized air. Air is supplied to both bearing cavities from the turbine
inlet scroll which minimizes dirt entrainment.
The radial outflow compressor compresses the air and ducts it to the
secondary heat exchanger for cooling. Air leaving the water separation system
is directed into the radial turbine. In expanding through the turbine, the air
supplies the power to drive the compressor and fan impellers. The energy lost
from the turbine airflow causes a temperaturereduction and provides cold
turbine discharge air.
Warm air from the temperature control valve or low limit control valve is
mixed with the turbine outlet air at the turbine outlet. In addition to
providing temperature control for the pack, this also prevents ice build--up
in the turbine outlet ducting. Also to prevent ice build--up hot air from the
compressor outlet is ducted to a muff assembly at the turbine outlet.
This air is exhausted into the condenser outlet ducting upstream of the water
extractor.
Reheater
The reheater is part of the high pressure water separation system.

It is a plate--fin cross--flow type heat exchanger of aluminum construction.


21-- 51
Reheater (cont) Water Extractors
Bleed air leaving the secondary heat exchanger passes through the hot side The primary water extractor is a high pressure type that incorporates helical
of the reheater where the air is cooled by colder air from the condenser and swirl vanes and a water shave--off collector.
water extractor. Static swirl vanes impart a helical motion to the air so the water droplets
After moisture is removed by the water extractor, the bleed air is reheated in are moved by centrifugal force to the duct wall. An annular section collects
the other pass through the reheater. The reheated air minimizes the the water and air mixture thru perforated collector ring into the sump and ducts
temperature difference between the secondary heat exchanger outlet and the it to the spray nozzle.
turbine inlet. This reduces the heat added to the turbine discharge air in the
condenser and aids in maintaining efficient air cycle machine performance. In the event of a clogged nozzle, an overflow port in the collector (sump),
of the primary water extractor, dumps water into the air conditioning bay to
Condenser
prevent it from entering the turbine.
The condenser is also part of the high pressure water separation system.
It is a plate--fin cross--flow heat exchanger of aluminum construction.
A secondary water extractor is located in the duct between the reheater and
the secondary heat exchanger. It is a split duct water separator and the
Air leaving the reheater, passes through the hot side of the condenser
water and air mixture removed is ducted to the primary water extractor
where it is cooled by discharge airfrom the turbine. It is cooled low enough to
Collector.
condense moisture. The condensate is removed by the water extractor
immediately downstream from the condenser. Icing at the cold air face of the
condenser is prevented by bypassing part of the cold air around the condenser
core, supplying warm air through deicing passages in the face of the core, and
passing hot air into a mixing muff at the cold air inlet.
Cold air bypass is accomplished by directing the air through, a free passage
centrally located between the two condenser cores. Warm air for the core face
is supplied from an external source through tubes located on the cold air inlet
face of the core and then discharged Into the hot air outlet Plenum of the
condenser.


21-- 51
Figure 22 WATER SEPARATION AND COOLING SYSTEM COMPONENTS


21-- 51
AIR CYCLE MACHINE
The three--wheel air cycle machine (ACM) consists of a single--shaft rotating
assembly on which a compressor, turbine, and fan impeller are mounted.
Two journal air bearings support the assembly. One bearing is located
between the turbine wheel and the compressor impeller and the other bearing
is located between the compressor impeller and the fan impeller.
A double--acting, thrust--type air bearing installed between the turbine wheel
and compressor impeller accommodates axial loads of the rotating assembly.
Cool pressurized air for lubrication and cooling of the air bearings is supplied
from the turbine inlet scroll through interconnecting plumbing and passages
in the matched aluminum housing. The unit weighs 42 lbs (19 kg).
Operation
After passing through the primary heat exchanger, supply air enters the
radial--outflow compressor. The Compressor compresses this air to a
higher pressure and temperature and ducts it to the secondary heat exchanger
for cooling. Supply air then passes through high pressure water separation
components and then enters the turbine inlet of the ACM where it is directed by
nozzle passages to the blades of the turbine wheel assembly.
Air from the nozzle impinges on the blades, rotating the turbine wheel at high
speed (approximately 45,000 rpm during max cooling). The turbine wheel
drives the compressor impeller and cooling air fan impeller by means of the
common shaft.
The work of expansion and the energy--using process of turning the turbine
wheel causes a temperature reduction and provides cold turbine discharge air.


21-- 51
Figure 23 AIR CYCLE MACHINE


21-- 51
WATER EXTRACTORS
Physical Description / Features Operation
The secondary water extractor is an integral part of the duct that connects The secondary water extractor collects water that may form, under certain
the secondary heat exchanger outlet to the hot air inlet of the reheater. conditions, at the outlet of the secondary heat exchanger.
It is a split duct water separator, with a drain tube connected to the primary This water is collected and ducted to the sump of the primary water extractor.
water extractor.
The primary water extractor operates in conjunction with the condenser to
The primary water extractor is an in--line, integral duct type device that remove water from supply air. The helical vanes of the water extractor
consists of four stationary helical swirl vanes and a water shave--off generate a swirling motion to the Moisture--ladened air discharged from
collector. The four formed vanes are brazed to a central hub and to the the first pass through the condenser.
inner wall of the aluminum duct. The heavy water particles are centrifuged to the annular area between
The collector, consisting of a perforated inner shell, outer shell, and water the duct wall and re--entrant discharge duct.
sump is brazed as a single assembly. The dry air exits through the re--entrant discharge duct. The separate water is
A drain boss is welded to the water sump, and a drain line connects the sump routed, through a drain port and narrow tubing, to a spray nozzle in the ram air
to a spray nozzle located in the ram air inlet. system.
An air line also connects the sump to the spray nozzle and provides for
atomization of drain water as it sprays into the inlet. An overflow port is built
into the drain sump and allows water to drip overboard in the event of a
clogged drain sump.


21-- 51
Figure 24 WATER EXTRACTOR


21-- 51
PACK OUTLET MUFFLER
Purpose
The pack outlet muffler(s) reduce the noise in the conditioned air distribution
system.
Location
The muffler is mounted forward of the air conditioning pack, between the pack
outlet and the pack outlet check valve.
The Mufflers are an integral part of the pack outlet ducting. The left pack
outlet muffler is 10 inches (25 Cm) in diameter and is 18 inches (46 Cm) long.
The muffler shell is aluminum alloy sheet.
The insulating material is Nomex felt wrapped around a 7 inch (18 CM )
perforated duct. The attaching upstream and downstream duct segments
are welded to the muffler assembly.
The right pack outlet Muffler is similar to the left except for the following:
1) has an outside diameter of 12 inches (30 Cm) and 2) the length
is 23 inches (58 cm).


21-- 51
Figure 25 PACK OULET MUFFLER


21-- 51
RAM AIR SYSTEM
Purpose General Subsystem Features and Interface
The ram air system is a variable--area duct system that provides the heat The system uses ambient air as a cooling agent to cool the air from the
exchangers with cooling airflow and under certain conditions it will provide pneumatic system and compressor discharge. The ambient air is drawn
atomized water. It is an integral part of the pack temperature control circuit. And / or forced through the following:
variable inlet, honeycomb and fiberglass ducting, two heat exchangers,
System Description
an exhaust plenum / diffuser assembly, and a variable outlet.
The ram air system consists of electrically--controlled inlet and exhaust doors
The system uses water from the pack water separation system to increase the
which regulate airflow, through a honeycomb and fiberglass inlet duct, to the
cooling efficiency of the heat exchangers.
heat exchangers.
Ram air is used as a heat sink for cooling the heat exchangers. When fully
heat sink capability is not required, the ram air doors modulate toward
closed to minimize ram air drag.
A water spray nozzle, mounted in the duct forward of the secondary heat
exchanger, is connected to the water separation system.
Ram air passing through the heat exchangers travels through an exhaust
plenum / diffuser and through a short fiberglass duct before leaving through the
ram air exhaust door
The ram air systems are located on the left side of each cooling pack and can
Be accessed through the large ECS access doors.
The inlet portion of the ram air system is flush with the underside of the
fuselage and is slightly forward of the ECS access door.
The exhaust door is located on the underside of the fuselage, just
forward of the main wheel well.


21-- 51
General Subsystem Features and Interface (cont)
The ram air system consists of three major sections, inlet, distribution,
and outlet. The inlet section consists of a two--piece door whose position is
controlled by an electrical actuator.
The distribution system consists of aHoneycomb and fiberglass duct that
routes ambient air through the heatexchangers and then to the outlet.
The distribution system has a water spray nozzle installed (upstream of the
heat exchangers), that receives water from the sump of the high pressure
water separator. The nozzle uses high pressure air from the upper part of the
sump of the primary water extractor for atomization purposes. Downstream of
the heat exchangers an exhaust plenum/diffuser is installed.
The plenum / diffuser assembly is made of fiberglass and connects to the
primary heat exchanger arid ACM fan.
The third section, the ram air outlet, consists of a single door positioned by an
Control of the ram air door actuators is provided by the automatic pack
temperature controller or backup temperature control card.
The system interfaces with EICAS for position indication of the ram air inlet
doors on the ECS/MSG page. Position of the exit doors on the ECS/MSG
page is an option.


21-- 51
General Operation
Airflow through the system is provided either by ram air when the airplane is
moving, or by induced airflow caused by the fan of the ACM. The ACM fan
rotates anytime the pack is operating.
It, with no or very little ram air going through the system, causes a low
pressure in the diffuser. This low pressure induces ambient airflow
through and around the diffuser. The water spray nozzle atomizes and directs
water it receives into the incoming air. The water provides evaporative
cooling across the heat exchangers.


21-- 51
Figure 26 RAM AIR SYSTEM


21-- 51
RAM AIR INLET DOORS
Purpose Operation
The ram air inlet doors affect the efficiency of the pack heat exchangers The ram air inlet door actuator controls the rotation of the torque tube.
by controlling the amount of air that passes through the ram air system. When the actuator retracts, the torque tube rotates. This causes the link
They also help to reduce the amount of drag on the airplane when the doors assemblies to rotate about the torque tube. The aft inlet door section slides aft
are not in the fully open position. on its tracks, pulling the forward inlet door section aft and up.
Location This allows air to enter the system. Extension of the actuator closes the inlet
The inlet doors are located on the underside of the fuselage and forward door.
of each pack. The right door is approximately 22 inches (55 cm) to the
right of the airplane centerline and the left door is approximately 70 inches
(177 CM ) to the left of the Airplane centerline
The ram air inlet door consists of two cast aluminum sections attached to each
other by a hinge.
The two sections are attached to the airplane in the following manner:
The forward door section is attached, alonq its forward edge, to airplane
structure by a hinge. The hinge is riveted to the forward door section and
secured to structure using screws and Nut plates. The aft edge of the forward
door section is attached to the aft door section by a hinge. This hinge is riveted
to the aft door section and attached to the forward door section by screws and
nut plates. The aft portion of the aft door section has slider blocks mounted on
its inboard and outboard sides. The slider blocks ride in airplane mounted
tracks. The aft door section also has two attachment points for control linkage.
The inlet doors are positioned by an electrical actuators The forward and aft
door sections respond to the actuator through a control linkage assembly.

The linkage consists of a torque tube and two sets of links.


21-- 51
Figure 27 RAM AIR INLET DOOR


21-- 51
RAM AIR EXHAUST DOOR
Purpose
The exhaust door, in conjunction with the inlet door, controls air flow out
of the ram air system. The door also helps to reduce the amount of drag on
the airplane anytime it is not in the full open position.
Location
The ram air exhaust door is located on the underside of the fuselage to the
right aft side of the air conditioning compartment.

The exhaust door is a single unit, constructed from an aluminum casting.
The door is attached to the aft portion of the exhaust duct housing with a
hinge. Inside the exhaust duct, two actuating rods connect the door to a
torque tube that is driven by an externally mounted electrical actuator.
Access to the hinge and internal actuating rods is through an access

door, secured with 24 bolts, located on top of the exhaust duct housing and
accessible by opening the large ECS access door.
Operation
The exhaust door, like the inlet door, is controlled by an electrical actuator
through mechanical linkage. In the open position, the door uses the aft
hinge as a pivot point, and rotates up into the exhaust duct. When the door
is fully closed, the distance between the forward bottom edge of the door and
the exhaust duct is .84 +/-- .03.


21-- 51
Figure 28 RAM AIR EXAUST DOOR


21-- 51
RAM AIR DOOR ACTUATOR
Purpose
In response to control signals from the pack temperature controller or the
backup temperature control card, the actuator provides mechanical force
required to control the position of the ram air door(s).
Location
One actuator is located near each inlet and exit door. The inlet door actuator
is mounted outside the inlet duct and to the right of the inlet doors. The
exhaust door actuator is mounted outside the left side of the ram air exhaust
duct, directly above the exhaust door. Access to these actuators is through
the large ECS access doors.
The actuator consists of an aluminum housing and a 115 volts ac, 400 Hz,
single--phase electric motor, which drives a jackscrew through two stages
of spur gear reduction. Two position switches, one at each end of the
actuator stroke, are used to turn off drive signals at the end of the
actuator travel and to sequence the operation of the ram air doors and
temperature control valve. The switches are positioned by adjustment
screws on the end of the actuator housing. The actuator contains
non--jamming mechanical stops.
A dual potentiometer stack is installed on the actuator with one output
providing a feedback signal to the pack temperature controller and the other
providing a signal to the left or right EICAS computers for display of ram air
inlet door position on the ECS/MSG page. As an option exit door position
may be displayed.
The actuator potentiometers are driven by one stage of a worm and helical
gear reduction directly from the jackscrew.
The limit switches are actuated by a cam driven by the jackscrew.


21-- 51
Figure 29 RAM AIR DOOR ACTUATOR


21-- 51
RAM AIR SYSTEM MAINTENANCE
Inspect / Check
The inlets and exits the left and right ram air system must be checked on
Transit checks to insure that they are clear of obstructions. Normally the
inlets and exits are full open while the airplane is on the ground.
But should they be in any other position, the selection of 0FF or any one of the
three STBY--Modes should cause the doors to go full open.
Ground Handling
The dispatch deviation guide outlines the procedures required to dispatch with
the ram air system Inoperative.
The following gives a general outline of the procedures:
If the ram air doors will not operate in the auto mode, they may possibly be
opened by selecting the STBY--N mode of operation. If the inlet and exit doors
open, remove and stow the electrical connectors to the actuators before
returning to the auto mode. If the ram air doors do not reposition, the
actuator may be removed and a fabricated actuator link (a link with rod ends
compatible with those installed on the actuator) may be installed to hold the
affected doors in the full open position.
To dispatch with the air conditioning pack inop and the ram air system inop,
the inlet throat gap must be compared to the exit throat gap. The exit throat
gap (DE) must be at least 1.15 times the inlet throat gap (DI).
This procedure allows the rain air system to be failed in any position as long as
it satisfied the throat gap check.


21-- 51
Figure 30 RAM AIR SYSTEM MAINTENANCE


21-- 51
Clamp’s
Under the general subject of clamps, there are three types of clamping
methods that are utilized within the packs. The v--band type of clamps are
used throughout the pack where high temperatures are not encountered.
The second type is the coupling assembly. This type is used in areas that will
encounter high temperatures. The clamps consist of flanges on the
ducting, a coupling duct with two internal peri--seals, and two restraint cables
with washers and nuts. Each assembly must have a bonding wire installed
between the duct flanges.
The third type is the flat flange. It is used in conjunction with those
components of the water separation system (reheater, condenser, water
extractor). They incorporate a seal that will prevent water and / or air from
leaking from that section of that ducting. These flanges bolt directly
together with the seal between the two flanges.


21-- 51
Figure 31 CLAMPS

21-- 51
COOLING PACK COMPONENTS
Purpose
The cabin air supply check valves prevent reverse flow from the mix
manifold and the conditioned air distribution system to the pack outlet.
The ducting connects the various components of the pack. The clamps,
couplings, and flat duct flanges provide the means for attaching the
ducts to the components.
Location
All of the above components are within the air conditioning compartment area.
The check valve is adjacent to the keel beam, forward of each pack and
attaches to the aft pressure bulkhead of the forward cargo compartment.
Cabin Air Supply Check Valve
The 3.6 lbs. (1.6 kg) valve is a single--flapper type. It consists of a
spring-- loaded closed flapper, valve body, and an internal stop to limit
flapper travel.
Ducting
The ducting within the pack(s) is Aluminum of various diameters.
The diameters range from 2 through 6 inches (5 through 15 cm). Depending
on the installation, three possible types of ends may be incorporated on the
ducts.
They are the beaded types which allows V--band clamps to be used, a flange
type, that allows a coupling to be used, and a flat--flange type that bolts
directly together.


21-- 51
Figure 32 COOLING PACK COMPONENTS


21-- 51
COOLING PACK SENSORS AND SWITCHES
Purpose Pack. Pack Standby Mix Manifold Temperature Sensors
The sensors provide the means for monitoring the temperature at various These temperature sensors are single Isotherm pair (series -- connected)
locations within the pack for control purposes. The switches provide Thermistors whose resistance varies inversely with temperature.
overheat protection and the bulb provides information for indication on The sensors provide a non--linear resistive signal to the appropriate controllers.
EICAS (ECS/MSG page) The pack, pack standby, and mix manifold temperature sensors are
identical. The stainless steel probes are threaded on one end, to facilitate
mounting, and have an electrical connector on the other end.
Location
The temperature sensing devices are located within the pack in the Pack Outlet Overheat Switch
following three sections of ducting. In the compressor outlet ducting there This switch is a normally open type with a sensing element that is a
are three temperature sensing devices: The compressor outlet overheat switch bimetallic , snap acting disc. It is set to actuate at l90° F 88° C) and
and two compressor outlet sensors; one for Auto control and the other for reset at l60° F (7l° C° The switch is encased in a stainless steel housing
STBYN control. The pack outlet ducting has three sensing devices that is threaded on one end and has an electrical connector on the other end.
installed in it. They are the pack outlet temperature bulb, pack standby
Pack Outlet Temperature Bulb
temperature sensor and the pack overheat switch. In the outlet ducting
The bulb is a single thermister type of sensor encased in a stainless steel
of the water extractor there is one temperature sensing device, the pack
housing that is threaded on one end and has an electrical connector on the
temperature sensor. The mix manifold sensors are mounted on the forward
other end.
and aft end of the manifold.
Description
The two identical compressor outlet temperature sensors consist of a single
platinum element hermetically sealed in a stainless steel probe. The probe is
threaded on one end and has an electrical connector on the other end.
The resistance of the sensor varies directly and linearly with
temperature. The compressor overheat switch is a normally open, snap acting
at actuation and reset, type of switch. It actuates at 490°F (254°C) and resets
at 450°F (232°C)


21-- 51
Figure 33 COOLING PACK SENSOR SWITCHES


21-- 51
PACK SENSORS AND SWITCHES PACK SENSORS AND SWITCHES
Operation Operation (cont)
The following provides information on How the sensors and switches associat- At 400°F (204°C) the RAM AIR system is commanded to fully OPEN.
ed with an air conditioning pack, operate and interface with an (AUTO) pack At 425°F ( 2l8° C ) the HIGH FLOW mode of the flow contrl valve, if
temperature controller, the standby pack controller and a flow control activated and the pack is operating in the AUTO mode, is throttled back from
card. the 165% to 147%. At 450°F (232°C) the low limit valve is electrically com
Pack Temperature Controller Interface manded towards open. And at 490°F (254°C) a compressor OVHT signal
The pack temperature sensor (No. 1) provides its resistive signal to the 1s provided to the flow control Card.
(AUTO ) pack temperature controller which, in turn, controls pack operating Standby Pack Temperature Controller Interface
temperature by modulating the ram air system and the temperature control Pack temperature sensor (No. 2) provides its resistive signal to the
valve. pack standby temperature controller which, in turn, controls pack operating
The mix manifold sensor’s signal, in conjunction with its associated (AUTO) temperature by modulating the low limit valve.
pack temperature controller, serve to ensure that the air conditioning Compressor outlet sensor (No. 2) is dedicated for the pack standby
distribution system is maintained above 35° F (2° C) . In addition, the signal is temperature controller. This controller uses the sensor to try to
sent by the pack temperature controller to the zone temperature controller. prevent an overheat at 450°F ( 232C) It does this by commanding the Low
The zone controller compares the mix manifold temperature with the limit control valve towards OPEN.
temperature that is needed to maintain the desired temperature in the zone Flow Control Card Interface The pack overheat and compressor overheat
that requires the lowest temperature. switches are connected directly to the flow control card or PFCAC. The card
When there is a difference between the two, the PACK DEMAND signal is will indirectly command and latch the pack to FULL COLD if the pack (outlet)
modified until the mix manifold temperature and desired temperature are equal. overheat switch activates. It commands and latches the Pack to 0FF if the
compressor outlet overheat switch activates.
Number 1 compressor outlet sensor is dedicated for the (AUTO) pack
temperature controller. It provides its resistive signal to the controller
which, in turn, monitors this for a potential overheat. At specific
temperatures the controller responds as follows, in an attempt to prevent a
compressor overheat.


21-- 51
Figure 34 PACK SENSOR AND SWITCHES (SHEET 1)


21-- 51


21-- 51


21-- 51
FLOW CONTROL SIMPLIFIED
General
Flow control for the cooling packs is provided by the pack flow control card
for the right pack, and by the pack flow / cargo A,’C controller (PFCAC) for
the left pack. The control logic for either pack is identical.
Operation
The pack selector provides an ON¡OFF signal to the card to pulse solenoid B
of the flow control valve to either the AUTO or 0FF position. Solenoid A of
tile valve receives a high flow command from the control card or PFCAC. if
either the opposite pack is off or inop when the airplane is on the ground and
both PRSOVs are closed. The high flow command is inhibited during takeoff or
landing (flaps not up), single engine operation or using a single bleed
source with wing thermal anti--icing on.
A failure of either the flap or engine signals to the card provide a critical
inhibit latch which inhibits high flow and provides a message on EICAS.
A 190° F (88° C) pack overheat or a 490° F (254° C) compressor overheat
signal latches the card in an overheat mode.
The signals are sent to the backup temperature control card for
positioning of the ram doors and temperature control valve. The signals
also are sent to the auto/man relays to inhibit AUTO mode and provide
indication and EICAS INOP messages.
Additionally, the compressor overheat signal commands solenoid E of the flow
control valve to off. Either overheat latch can be reset with the reset
switchlight.
The electronic engine control (EEC) receives ON/OFF and NORMAL/Hl flow
signals from the flow control card.
The (auto) pack temperature controller controls the torque motor in the flow
control valve during AUTO mode operation. The controller throttles
down the high flow schedule during compressor outlet temperature limiting.
Additionally, the controller provides signals to indication and EICAS.


21-- 51
Figure 37 FLOW CONTROL SIMPLIFIED


21-- 51
AUTO CONTROL SIMPLIFIED
Operation Operation
AUTO selection on the pack selector provides an enable signal to the (auto) With the information from the compressor outlet temperature sensor,
pack temperature controller and energizes the auto/man relays if no the pack controller will control the following components at the following
OVHTs are sensed by the flow control card or PFCAC. If forward cargo air temperatures in an attempt to preventan OVHT at the compressor outlet:
conditioning is selected to VENT or 0FF, both pack temperature controllers S -- Controls the ram doors (400° F,204° C)
receive the same temperature demand signal from the zone controller. S -- Flow control valve torque motor (425 ° F, 218° C),
The auxiliary zone controller does not modify the demand signal at this time. S -- Low limit valve torque motor (450° F, 232° C)
If forward cargo air conditioning is selected AUTO, the zone controller S -- The flow control valve off signal to The flow
provides its temperature demand signals to the right (auto) pack temperature control cards (490° F, 254° C)
controller, and to the auxiliary zone controller which modifies the demand This overrides the normal program schedule where applicable.
signal before it provides it to the left (auto) pack temperature controller.
This establishes the pack output demand and the pack temperature Air/ground sensing is used to open new flight categories in the BITE portion
sensor provides feedback to the pack temperature controller as to actual of the controller and the APU shutoff valve position is used to establish the
pack operating temperature. The pack controller also uses the sensor input normal / special verify mode.
to limit the maximum and minimum pack operating temperatures from 145° F
(63° C) to 35° F (2° C) . The pack controller uses the mix manifold The 28 volt dc fail--safe power between the two pack, aux. zone and zone
outlet temperature sensor to limit the temperature in the mix manifold to controllers allows power from another controller to illuminate the controller
35° F (2° C) . fault lamp on an inop controller.
The pack controller receives a single pack operation signal from the flow con
trol card or PFCAC. 0FF selection or failure of the zone system reverts the
pack temperature controllers to a 75 ° F (24° C) backup demand mode.
The pack controller uses a Pre--programmed schedule to send drive com

mands to position the ram air doors the and temperature control valve to give
the demanded temperature output.
Potentiometers and limit switches provide feedback information.


21-- 51
Figure 38 AUTO CONTROL SIMPLIFIED


21-- 51
STANDBY CONTROL SIMPLIFIED
The backup temperature control card receives inputs from the selector, flow
control card and air/ground sensing to position the ram doors and temperature
control valve for various conditions.
The control card provides open and close commands to control manual open
and close relays. These relays route open and close power through the
de--energized auto/man relays to the ram air inlet and exit door actuators and
to the temperature control valve. The limit switches provide feedback to the
control card allowing it to stop command power at the end of motor
travel and to sequence the positioning of the system.
In STBY -- N the low--limit valve relay is energized allowing the standby

controller to modulate the low limit valve to maintain 40° F (4° C) pack outlet
temperature or 450° F (232° C) compressor outlet temperature.


21-- 51
Figure 39 STANDBY CONTROL SIMPLIFIED


21-- 51
BACKUP TEMPERATURE CONTROL CARDS
Purpose
The backup temperature control card positions the ram air inlet and exhaust
door actuators, the temperature control valve (TCV), and the low limit valve
anytime standby normal, cold, or warm is selected.
Location
There are two identical cards1 one for each pack. The cards are in the main
equipment center inside the P50 electrical systems card file.
Physical description/Features
The cards are line replaceable electrostatic sensitive units.


21-- 51
Figure 40 BACKUP TEMPERATURE CONTROL CARD


21-- 51


FMC & TEST FREIGHTER

21-- 00-- 10 / 06 / 17
FMC CDU INFORMATION

CONTROLLERS TEST
SCL / TTL /AGS / May2015 Page: 93


21-- 00-- 10 / 06 / 17
FMC CDU ENVIROMENTAL INFORMATION ACCESS
Location
The CDU S for the flight management computers are located on the P9 forward
electronic equipment panel.
Operation
To retrieve the analog discrete information, the initial / reference index must
first be called up (step 1) This page can be called up from’ the init / ref key on
the upper left comer of the CDU keys.
Either the position initialization, performance initialization or approach reference
will be displayed. Next press the index key 6L (step 2). Line select key
6R can now be used to call up the maintenance index (step 3).
The maintenance index has a discrete entry line (3L) . Pushing this line
select key will call up the desired analog discrete page (step 4). To go
back to the init / ref page, press the index line select key (6L)
The analog discrete display has two pages. Page one contains the ECS
data (step 5) to return to the maintenance index page, press the index line
select key (6L).


21-- 00-- 10 / 06 / 17
Figure 41 FMC INFORMATION ACCESS


21-- 00-- 10 / 06 / 17
PACK TEMPERATURE CONTROLLER - TEST
BITE Test Procedure
Connect and apply electrical power to the left and right buss.
Insure no air pressure is in The pneumatic distribution system (ZERO

duct pressure)
Place appropriate left or right pack selector on pilot’s overhead P5 panel

To AUTO.
On appropriate left or right temperature controller, verify that
CONTROLLER FAULT lamp is of f. If lamp is lit, push RESET, verify that lamp
does not come on again. If lamp comes ON again, replace controller.
On appropriate controller face, press PRESS/TEST pushbutton. Check that ah

lamps illuminate. If a lamp does not illuminate, replace controller.
Press BIT pushbutton on controller. Check that BIT lamp illuminates

immediately and that GO lamp illuminates within 30 seconds. if GO
lamp does not illuminate, replace indicated faulty component.
Press PREVIOUS FLIGHTS pushbutton. Check that PREVIOUS FLIGHTS

lamp illuminates immediately and that GO lamp illuminates within 30 seconds.
It GO lamp does not illuminate, replace indicated faulty component.
Press VERIFY pushbutton. Check verify lamp illuminates immediately and that
GO lamp lights within 90 seconds. it GO lamp does not illuminate, replace

indicated faulty component.
Press RESET while VERIFY lamp and GO lamp are illuminated.


21-- 00-- 10 / 06 / 17
Figure 42 PACK TEMPERATURE CONTROLLER-- TEST


21-- 00-- 10 / 06 / 17
ZONE TEMPERATURE CONTROLLERS - TEST
BITE Test Procedure Press PREVIOUS FLIGHTS pushbutton.
Connect and apply electrical power to the left and right buses. Check that PREVIOUS FLIGHTS lamp illuminates immediately and that the
GO lamp illuminates within 30 seconds. If GO lamp does not illuminate,
Position all zone temperature selectors and the left and right pack selectors replace indicated component (s).
on the pilot’s overhead panel P5 to AUTO.
Press VERIFY pushbutton. Check that VERIFY lamp illuminates immediatel
Press trim air switch light on P5 to ON. y and that the GO lamp illuminates within 30 seconds. If GO lamp does not
illuminate, replace indicated component (s).
Check zone temperature and the auxiliary zone temperature controllers To clear fault memory from the last flight and previous flights, press
and verify that their CONTROLLER FAULT lamps are 0FF. If a lamp is lit, push RESET pushbutton when VERIFY and GO lamps are both illuminated.
RESET and verify that lamp does not come on again. Check that the RESET lamp illuminates immediately.
If lamp comes ON again, replace the appropriate controller.
Perform the following on both controllers:
Press PRESS / TEST pushbutton. Check that ah lamps (LEDS) illuminate.

If a lamp does not illuminate, replace the controller.
Press BIT pushbutton. Check that BIT lamp illuininates immediately and that
the GO lamp illuminates within 30 seconds.
If GO lamp does not illuminate, replace indicated component ( s)


21-- 00-- 10 / 06 / 17
Figure 43 ZONE TEMPERATURE CONTROLLER TEST


21-- 00-- 10 / 06 / 17
PACK STANDBY CONTROLLER TEST
BITE test Procedure
1. Connect and apply electrical power To airplane.
2. Insure no air pressure is in the pneumatic distribution system

(zero duct pressure)
3. On pilot’s overhead panel, set both pack selectors to STBY--N.
4. On pack standby temperature controller, press ah GO and NO GO

indicator lights; observe that all lights come on when pressed and go off
when released.
5. Rotate test selector to position 1.
6. Press test selector and wait for two indicator lights To come on.
If NO GO light comes on, stop TesT, replace faulty unit indicated,
and repeat entire test. if GO lights come on, release selector and continue
TEST.
7. Repeat step 6 for remaining test selector positions. It a temperature

sensor fault repeats after unit replacement, airplane wiring should be
thoroughly checked. If ok, replace controller.
8. On completion of test, return Test selector to position 1.



21-- 00-- 10 / 06 / 17
Figure 44 PACK STANDBY CONTROLLER TEST


21-- 00-- 10 / 06 / 17


RECIRCULATION SYSTEM PASSENGER
RECIRCULATION SYSTEM
SCL/ TTL / AGS / REV00 / May2015 Page: 103

RECIRCULATION SYSTEM
Recirculation Fan
The recirculation fan is a single--stage, vane--axial fan powered by a 3--phase,
400 Hz, 115/200 volt ac electric motor.
It consists of a Stator assembly mounted within a Cylindrical housing which
also encloses an impeller and a rotor.
The swirl vanes are downstream of the impeller and function to convert swirl
energy from the impeller into a static pressure rise.
The swirl vanes also support the fan motor and provide extended surfaces for
motor cooling.
Downstream of the the swirl vanes is a tail cone used to properly diffuse the
airflow.
Each phase of the motor has a small thermal switch embedded in its windings
which open the circuit in the event of excessive temperature in the windings.
The fans are located in mix bay area which is between the aft end wall and the
aft pressure bulkhead of the fwd cargo compartment. One fan is located on
each side of the mix manifold below the filter assemblies.
Recirculation Air Filter
Two filter assemblies, with aluminum frames, are located in each filter box.
A pre--filter removes large particles and a high efficiency filter removes small
particles from the recycled air. A charcoal absorption/past filter assembly
removes odors from the air.
Cabin air is drawn through the filters by the recirculation fan(s).
Recirculation Check Valve
This check valve is a dual flapper type. A stop pin limits over--travel of the
flappers. An airflow indicator plate is included an the valve body. The valve is
mounted below the filters inside of the shroud of the filter box.
Fan Current Sensors

Current sensors are located in the P36 and P37 panels in the main equipment
center. They sense current in one phase of the fan and provide fan on/off
signals to the left and right ECS (fan) control cards and flow control cards.
ECS (Fan) Control Card
The ECS control cards are located in P50 card file and provides control logics
for the recirculations fans.


Figure 51 RECIRCULATION SYSTEM

RECIRCULATION SYSTEM OPERATION - SIMPLIFIED

Power Is supplied fan control and operation from the left bus fan the left
recirculation fan and from the right bus for the right recirculation fan.
The control circuits for both fans are similar so only the left fan circuit will be
discussed.
The left recirculation fan will operate if the Recirculation fan switch is an and
the Following conditions as monitored by the left ECS fan control card are met:
S The forward or aft cargo fire switches are not armed
S No recirculation fan motor OVHT as sensed by one of three thermals
switches in the fan motor.
The control card when it receives a fan motor overheat signal commands the
fan off and through an internal latching circuit keeps the fan off until the motor
cools and the recirculation fan switch is cycled.
If either cargo fire switches are armed or the recirculation fan switch is placed
off then the fan is commanded off.
Anytime the recirculation fan Is not operating the INOP annunciator in the
recirculation fan switch will illuminate and the EICAS advisory message
L RECIRC. FAN will be displayed.


Figure 52 RECIRCULATION SYSTEM OPERATION - SIMPLIFIED

LEFT RECIRCULATION SYSTEM OPERATION

Fan Operation
28 volts dc is supplied from the left Bus to the ECS fan control card.
Selection of the RECIRCULATION FAN Switchlight to ON provides a low to the
ECS fan control card.
Normal position of both cargo fire switches provides a high to the card. A 1.25
second time delay is built into the card to prevent timing problems when power
is first applied to the airplane.
After the delay, switch A is activated which energizes the fan ON relay. This
provides power to the fan for operation. Relay K1 is energized to provide a
high to inhibit the INOP signal.
The switch open signal from the current sensor is inhibited for 2.07 seconds to
allow the current to stabilize during startup.
A temperature of 300 degrees F (149 ° C) sensed at any of the fan overheat
switches will cause switch A in the fan control card to open after a 2.07 second
time delay. This turns off the fan, illuminates the INOP light, and initiates the
RECIRC FAN message on EICAS.
Placing either cargo fire switch to the ARMED position provides a low, which
causes the fan to shut down and illuminates the INOP light and enables the L
RECIRC FAN message on EICAS.
If the current sensor senses no current to the fan, the switch opens providing a
high to the L pack flow control card.
The high signal will cause the L pack flow control card to initiate the high flow
mode for the left pack if no high flow inhibits exist.
Operation of the right recirculation fan is identical except for power sources.


Figure 53 RECIRCULATION SYSTEM OPERATION



DISTRIBUTION PASSENGER
21-- 21
DISTRIBUTION
SCL / TLL / AGS / REV00 / May2015 Page: 111

21-- 21
MAIN DISTRIBUTION MANIFOLD
General Ground Air Service Connector
The main distribution manifold consists of a mix manifold with attached ducting The ground air service connector allows input of conditioned air from a ground
and a ground air service connector. air cart directly into the airplane’s distribution system.
The mix manifold combines cooled air from the air conditioning packs with The connector consists of an eight inch diameter receptacle, an integral swing
recirculated air returned from the passenger cabin. check valve. The swing check valve is spring--loaded to close.
The manifold also provides some humidity control by draining water from the The connector is located on the underside of the fuselage just forward of the
combined airflow. left air conditioning pack.
Whenever the airplane is parked, the ground air service connector allows input
of conditioned air directly into the airplane,s conditioned air distribution system.
Mix Manifold
The mix manifold is immediately forward of the forward cargo compartment aft
pressure bulkhead.
It has a fiberglass mid section with fiberglass honeycomb end sections.
Air enters the mix manifold tangentially from one or both inlet ducts.
This directed airflow entrance creates a centrifugal flow within the manifold.
The swirl devices installed interrupt this flow creating turbulence. The turbu-
lence causes water to separate from the air and collect on the manifold’s inner
wall.
The air continues to spiral up the manifold approaching the water ring.
The ring creates additional turbulence, removing any remaining water carried
by the airflow.
The air passes through the water ring and enters the flow straightener.
The straightener breaks up the swirling motion of the air and allows an even
pressure and volume distribution to each outlet duct.
The water removed at the swirl devices and the water ring runs down the
manifold’s inside wall.
The water collects at the bottom and is drawn off through the water drain tube
and leaves the airplane through a drain port.

21-- 21
Figure 54 MAIN DISTRIBUTION MANIFOLD

21-- 21
6 OR 7 ZONES PASSENGER COMPARTMENT CONDITIONED
AIR DISTRIBUTION
Physical Description/Features Restrictors
Conditioned air from the Mix manifold mixes with trim air and passes through a A restrictor in each sidewall riser inlet balances the airflow to each passenger
restrictor before entering six sidewall risers (three on each side). compartment.
Air then flows through each sidewall riser and enters the overhead ducts. Each restrictor is a circular, aluminum sheet with nine circular cutouts.
Ducting spurs, along the overhead ducting, disperse air through flexible ducts
and fixed outlet assemblies to the passenger compartment. Acoustical Liners
Non--adjustable gasper outlets, connected to the overhead duct, disperse To reduce noise in the forward passenger cabin, acoustical liners are installed
conditioned air in each lavatory (not shown). in the flexible ducting above the air outlets.
The liner is 1/2 inch thick Nomex felt that is retained in place by a stainless
Ducts steel wire mesh.
Conditioned air reaches the passenger compartment through six sidewall risers
and six rigid overhead ducts.
Four--ply Kevlar walls and a thick honeycomb make up the 4 inch by 20 inch
sidewall risers located in the wall lining of the passenger compartment just
forward of the wing leading edge.
Smaller, three inch diameter flexible ducts attach the main overhead ducts to
each outlet.
Outlets
Air enters the passenger compartment through outlets outboard of the center
PSU. The outlets consist of a flow divider and a blade inside a housing.
The flow divider and blade break up the airflow to prevent drafts in the
passenger compartment.
A separate outlet in each galley and a non--adjustable gasper outlet in each
lavatory provide conditioned air (not shown). Air exits the passenger
compartment to the area around the cargo compartments through air return
Grills in the sidewall near the floor.

21-- 21
Figure 55 PASSENGER COMPARTMENT CONDITIONED AIR DISTRIBUTION

21-- 21
FLIGHT COMPARTMENT CONDITIONED AIR DISTRIBUTION
General
Air is distributed from the flight compartment supply duct to numerous outlets in
the flight compartment.
Conditioned air from the mix manifold mixes with trim air and flows to the flight
compartment through dedicated ducting.
Individual floor outlets disperse the air to various parts of the compartment.
Gasper outlets direct conditioned air to each crew station and an overheat out-
let disperses air throughout the entire compartment.
The windshield diffusers channel conditioned air over the entire window area to
prevent window fogging.
Floor Outlets/Overhead Outlet
The flight compartment floor perimeter contains twelve floor outlets.
The floor outlets consist of a housing enclosing an air grille, a flow straightener,
and in some outlets, a distributor.
The overhead outlet consists of a plenum enclosing an acoustic baffle and a
nozzle.
The baffle prevents excess noise by restricting the airflow through the nozzle.
The nozzle directs airflow in four different directions within the flight compart-
ment.
Windshield Diffuser
The overheat dripshield contains the forward windshield diffusers.
The diffusers incorporate an airflow straightener and a baffle plate to ensure
uniform distribution of air over the windshield.
Gaspers
The flight compartment has five adjustable gaspers.
Two mount on the outboard side of the captain’s station and two mount on the
outboard side of the first officer’s station.
The fifth gasper is located just forward and above the entrance to the flight
compartment.
All gaspers consist of a drilled ball within a socket and an adjustable valve to
control airflow volume.

21-- 21
Figure 56 FLIGHT COMPARTMENT CONDITIONED AIR DISTRIBUTION

21-- 21


VENTILATION SYSTEM PASSENGER

21-- 26
VENTILATION SYSTEM


21-- 26
AFT EQUIP & BULK CARGO 767 VENTILATION SYSTEM
Purpose
The 767 ventilation systems are designed to provide the following:
S Draw through cooling for the aft equipment rack (E6)
S Smoke and odor removal from the galleys
S Odor removal from the lavatories
S Induce airflow through the cabin zone temperature assemblies
S Induce airflow through the bulk cargo temperature sensing assembly
S Ventilation of the bulk cargo compartment (animal carrying option).
System Description
There are two ventilation systems installed on the 767, the AFT EQUIPMENT
COOLING/LAVATORY/GALLEY VENTILATION system and the
BULK CARGO VENTILATION system.
The AFT EQUIPMENT COOLING/LAVATORY/GALLEY VENTILATION system
provides the first five items listed above.
It has two fans, one operating at all times, (except during aft cargo fire)
The other is a backup.
Control cards provide automatic control. If one fan fails, the backup fan is
selected automatically.
The BULK CARGO VENTILATION system provides the sixth ítem used above.
It has one fan, controlled through relays.
The fan may operate automatically as a function of overheat or may be se-
lected ON or OFF.


21-- 26
Figure 1 767 VENTILATION SYSTEM


21-- 26
EQ COOLING / LAV / GAL VENT COMPONENTS
Aft Equipment Cooling/Lavatory/Galley Ventilation Fan
The motor driven centrifugal fan provides ventilation for the lavatories, galleys
and aft equipment center.
The motors are mounted inside a housing assembly with three thermal
switches embedded in the windings.
An electrical connector and an adapter are mounted on the housing.
The two fans are located in the area behind the aft end of the bulk cargo
compartment.
Fan control is provided by switches in the flight compartment and printed circuit
cards in the P50 card file.
Fan operation is monitored by current sensors in the P--36 and P--37
Check Valve
The ventilation check valves are dual flapper type valves with a stop Pin to
limit flapper travel.
A flow indicator arrow plate is on the valve body.
The valve is attached to the inlet of each fan.


21-- 26
Figure 2 EQ COOLING / LAV / GAL VENT COMPONENTS


21-- 26
AFT EQ COOLING /LAV /GAL VENT SYSTEM FUEL
JETTISON
General Operation
The AFT EQUIPMENT COOLING /LAVATORY /GALLEY VENTILATION
system or vent system has two fans, one operating at all times, and the other is
a backup.
The left and right ECS FAN CONTROL CARDS provide automatic control.
If one fan fails, the backup fan is selected automatically.
The vent system operates automatically any time electrical power is connected
to the left or right bus.
Air is drawn from the aft equipment center, from all of the lavatories and galleys
and from the compartment temperature sensing assemblies.
This air is dumped in the area aft of the bulk cargo compartment, near the
pressurization outflow valve.
The vent system interfaces with the EQUIPMENT COOLING mode selection
and control circuit.
The EQUIP COOLING mode selector, controls which of the two vent system
fans is the operating or PRIMARY fan and which one is BACKUP.
The system interfaces with EICAS for indication.
The fans are inhibited from operation when the aft cargo fire switch is armed.
The fans are also inhibited when the fuel jettison system is armed and both bus
tie breakers are closed.


21-- 26
Figure 3 AFT EQUIPMENT COOLING / LAV / GAL VENT SYSTEM


21-- 26
BULK CARGO VENT SYSTEM
Bulk cargo ventilation Fan The motor driven fan provides ventilation for the
animal carrying option in the bulk cargo compartment.
The fan is a single--stage, vane--axial unit with a built--in check valve.
The motor is a single speed design of 11,300 rpm and it passes approximately
300 cfm.
It operates from, 115/200 volts ac.
Each phase of the motor has an embedded thermal switch for overheat
protection.
The check valve is built into the fan housing. It is a two flapper, spring closed
type.
Fan operation is inhibited when the aft cargo fire switch is armed or during fuel
jettison with both bus tie breakers closed.


21-- 26
Figure 4 BULK CARGO VENT SYSTEM


21-- 26
BULK CARGO VENTILATION
General Operation
The BULK CARGO VENTILATION system has one fan, controlled through
relays, that may operate automatically or may be selected ON or 0FF.
The BULK CARGO VENTILATION system draws cabin air from the area that is
between the passenger cabin floor and the ceiling of the bulk cargo
compartment.
This cabin air is then forced into the bulk cargo compartment.
Air from the compartment is then forced out through the bulk cargo ventilation
flapper valve into the sidewall area near the pressurization outflow valve.
The BULK CARGO VENTILATION system interfaces with the bulk cargo
heating system.
The fan will operate automatically if it is too hot (90 °F, 32°C) in the bulk
compartment or when bulk cargo heat is switched ON and the VENT mode is
selected for bulk cargo heat.
EICAS provides indication of fan failures.
The aft card fire switch when armed inhibits fan operation.
Arming the fuel jettison switch will inhibit fan operation if both bus tie breakers
are closed.


21-- 26
Figure 5 BULK CARGO VENTILATION


21-- 26
VENTILATION SYSTEM OPERATION
Aft Equipment /Lavatory/Galley Ventilation STBY Selection of the Equipment Cooling
Power for the right ECS fan control card is from the 28 volts dc right bus. When Selecting STBY on the equipment cooling mode select switch energizes K629.
available, the ground handling bus takes priority. This turns on fan No. 2 in the same manner as AUTO selection for fan No. 1.
Power to the L ECS fan control card is from the 28 volts dc left bus. Auto transfer for lack of current and overheat is identical to the fan No.1 sys-
tem. EICAS is identical with the AFT EQ EXH FAN 2 maint. message dis-
Power for the No. 1 fan is from the 115 volts ac ground service bus.
played.
Power for the No. 2 fan is from the 115 volts ac left bus.
Arming the aft cargo fire switch energizes K886 and K887. Bulk Cargo Ventilation
These relays shutoff power to the L and R ECS fan cards, which shuts down The ON position selection of the bulk cargo heat switchlight provides power
the ventilation fans. thru the aft/bulk fire override relay to the mode select switch.
Arming the fuel jettison switch will also shut down the fans if both bus tie VENT selection of S1 provides power out to energize K504. 115 volts ac pow-
breakers are closed. er Is provided to the fan motor.
Selection of AUTO or OVRD on the equipment cooling mode select switch If a temperature greater than 90° F occurs in the bulk cargo compartment,
de--energizes K629. K729 will close and provide 28V dc power through K634 (aft/bulk cargo fire
This will provide a fan ON command to the fan control card if relay X835 Is override) to K504.
energized. This will allow 115V ac power to automatically be provided to the fan motor,
The card energizes K346 which provides three--phase power from the 115 volts cooling the bulk cargo compartment.
ac ground service bus to the No. 1 ventilation fan. If fan current is not sensed, EICAS displays the status and maintenance
An aft exhaust fan 1 ac available relay (K835) prevents erroneous EICAS message BULK CARGO FAN.
indications by not providing a fan ON command until the ground service bus is This message will also come on if the cargo fire switch or fuel jettison switch is
powered. armed.
After a 2.07--second delay, if current is sensed at the fan current sensor, the
fan continues to operate. If current is not sensed, power is cut to the fan.
This activates the No. 2 fan ON command in the same manner that the No. 1
fan was activated.
This illuminates the AFT EQ EXH FAN 1 maintenance message on the EICAS
display.
Thus, an auto transfer from the No. 1 to the No. 2 fan is provided for lack of
current sensed to t e fan motor. If the motor overheats (temperature exceeds

275 ° F, 135° C) a thermal switch opens.
After a 2.07--second delay, the fan logic card provides auto transferer from fan
No. 1 to No. 2 in the same manner as lack of current sensed to the motor.


21-- 26
Figure 6 VENTILATION SYSTEM OPERATION (Sheet 1)


21-- 26



21-- 26
Figure 7 VENTILATION SYSTEM OPERATION (Sheet 2)


21-- 26
VENTILATION AND FORWARD OVERBOARD VALVE
General Maintenance Practices
Low air conditioning flow rates cause undesirable drafts of the air that flows Access to the valve for removal and installation is through the forward cargo
through the forward passenger compartment. This condition requires a ventila- compartment left hand sidewall.
tion system to interface with the air conditioning system for the forward portion Removal and installation is accomplished with two clamps and one electrical
of the airplane. connector.
Ventilation
The forward overboard valve is on the left side of the forward fuselage, aft of
the equipment cooling smoke/override valve.
The valve reduces airflow toward the pressurization outflow valve.
The air is drawn from the cheek cavity forward of the cargo door and is
discharged overboard through the existing equipment cooling smoke/override
discharge port.
When the valve is open, airflow increases in the forward passenger
compartment area resulting in better utilization of the heating and cooling
capabilities of the air conditioning system.
Forward Overboard Valve

The forward overboard valve will remain open during all operating conditions
except:
S When the Fwd/Aft cargo fire switches armed.
S One air conditioning pack failure or pack is selected off.
S Equipment cooling system mode selector is in the override position.
S Airplane is on the ground.
The overboard valve is connected to the equipment cooling EICAS indication
system.
If the overboard valve fails to close when the airplane lands an EICAS Advisory
Message ”FWD EQPT VAL’ and the ”VALVE” light on the equipment cooling
mode selector panel (P5 overhead panel) will illuminate.

The EICAS message and the ”VALVE” light are inhibited in flight.
Consequently, if the valve fails in the CLOSED position in flight, there will not
be any flight compartment Indications.


21-- 26
Figure 8 FORWARD OVERBOARD VALVE


21-- 26
FORWARD OVERBOARD VALVE
The forward overboard valve is powered by 28--volt power from the standby
bus. The forward overboard valve will remain open during all operating condi-
tions except when:
S The forward/aft cargo tire switch is armed.
S One air conditioning pack failure or the pack is selected off.
S The airplane is on the ground.
S Equipment cooling system mode selector is in the override position.
If any of the above conditions are met, relay K1319 will be energized.
This will supply 28 volt dc power from the standby bus to power the forward
overboard valve to the closed position. Relay K1325 is energized anytime 28
volt dc power is applied to the standby bus.
Once valve V169 has been directed toward the closed/open position, relay
K1325 will allow the valve 22 seconds to reach the full closed / open position.
If V169 does not obtain a full closed/open position within the 22 second time
limit, K132S, will de--energize providing a ground through the air/ground relay
to the equipment cooling control panel and to the left and right EICAS comput-
ers.
This will provide an EICAS message •’FWD EQUIP VALVE” and a valve light
on the equipment cooling control panel (P5) if the airplane is on the ground.
If the airplane is in the air, the EICAS message and valve light will be inhibited.


21-- 26
Figure 9 FORWARD OVERBOARD VALVE


21-- 26


ZONE TEMPERATURE CONTROL PASSENGER

21-- 00-- 02
ZONE TEMPERATURE CONTROL



21-- 00-- 02
ZONE TEMPERATURE CONTROL SYSTEM
Purpose
The zone temperature control system regulates the temperature of the six
zones to reselected values.
The zones for which temperature regulation is provided are located In the flight
compartment and cabin.
The cabin zones are divided into the forward auxiliary, forward, mid auxiliary,
mid and aft zones.
System Description
The zone temperature control system consists of two major subsystem’s:
The zone temperature system and the trim air system.
Both systems require at least one pack to be operating in order to automatically
maintain the selected temperatures for the six zones.
The system has control and indication circuits and can provide continuous
monitoring of associated components through BITE.
The control and indication circuits for the zone temperature system consist of:
Two digital controllers.
One controller, known as the primary zone temperature controller, provides
control for the flight compartment and forward, mid, and aft cabin zones.
The second controller, known as the auxiliary zone temperature controller,
controls the forward auxiliary and mid auxiliary cabin zones.
Other features associated with the zone temperature system are:
S Temperature sensors,
S Overheat switches,
S Temperature indicating bulbs,
S Six trim air modulating valves,
S A flight compartment control panel consisting of temperature selectors with
associated INOP lights).

A compartment temperature indication module and EICAS.
The control and indication circuits for the trim air system consist of:
One trim air pressure regulating valve,
Two check valves, ducting, one trim air switchlight for control (ON/OFF) and
indication (INOP) in the flight compartment, and EICAS.


21-- 00-- 02
Figure 10
Figure 1 COMPONENTS

21-- 00-- 02
Located on the upper section of the P5 panel are the controls and annunciator Plenums with sensors are also installed next to the center PSUS in the ceiling
lights for the zone temperature control system. of all zones for zone control. In addition the plenums located in the forward,
These consist of three OFF/AUTO selectors, one MAN/AUTO selector, four mid and aft zones each contain a bulb to provide flight compartment indications
zone INOP lights, one flight deck trim air modulating valve position indicator, of cabin temperature.
and one TRIM AIR switchlight.
System Interface
Directly above the air conditioning control panel is the compartment (zone)
The zone temperature control system interfaces with the control circuitry for the
temperature indication module.
packs.
The flight compartment zone temperature sensing assembly, which consists of
One of the two packs must be operating (in any mode) before the zone
a plenum and a temperature sensor, is mounted in the ceiling to the left of the
temperature control system is enabled.
P--11 circuit breaker panel.
The zone system will operate with maximum efficiency when the packs are
Bulk cargo temperature information is provided on the STATUS page of EICAS.
operating in the AUTO mode.
On the ECS/MSG page of EICAS the following information is displayed:
The system also interfaces with the APU controller when operating on the
DUCT TEMP. and TRIM VALVE position for the trim air modulating valves.
ground.
Decimal values indicate position of the trim air modulating valves expressed as
This interface allows the system to request more air from the APU when
a percentage of heating.
additional airflow is required by the packs to enable them to supply the requi-
In the main equipment center, the primary zone temperature controller is site amount of cooling or heating.
mounted on the top shelf of the E --3 rack.
The auxiliary zone temperature controller is located on the fifth (5Th) shelf of
the E--l rack, and control circuit relays are mounted in the P37.
On the left side of the compartment, outboard of the nose wheel well and
above the E8 rack, the three flight compartment zone duct temperature sensing
devices (bulb, switch, and sensor) are installed in the flight compartment
conditioned air distribution ducting.
The left air conditioning compartment contains both trim air check valves which
are located in the supply ducting of the trim air system.
The trim air pressure regulating valve is mounted next to the keel beam.
The cabin pressure (mix manifold pressure) sense line for the trim air pressure
regulating valve extends from the valve, along the left side of the keel beam, to
the left air conditioning pack’s outlet check valve.
The six trim air modulating valves are located next to the keel beam, just
forward of the left pack.
In the passenger compartment there are temperature sensors, overheat
switches and temperature indicating bulbs installed in the overhead distribution
ducting for each zone.


21-- 00-- 02
Figure 2 TEMPERATURE CONTROL SYSTEM


21-- 00-- 02
General Operation
The trim air system for the flight deck, forward auxiliary, forward, mid auxiliary,
mid and aft zones is enabled when either or both packs are operating.
The packs provide hot air to the trim air pressure regulating valve.
The zone control system for the above zones is enabled when the trim air
switch is selected to ON.
The zone controller monitors the temperature sensors in the cabin zones,
distribution ducting and mix manifold.
The controller compares the actual temperatures to the position of the rotary
temperature selectors on the temperature control panel.
The zone controller sends a demand signal to the (auto) pack temperature
controllers to provide the coldest temperature required by the four primary cab-
in zones.
The zone controller regulates the trim air system in order to inject hot air to trim
The auxiliary zone controller monitors the temperature sensors in the two
auxiliary zones and associated distribution ducting. By comparing these actual
temperatures to those selected by the FWD and MID zone rotary temperature
selectors on the temperature control panel
The auxiliary controller controls the position of the forward auxiliary and mid
auxiliary trim air modulating valves in order to supply hot trim air to these
areas, when required.


21-- 00-- 02
Figure 3 TRIM AIR & ZONE CONTROL SCHEMATIC


21-- 00-- 02
TRIM AIR PRESSURE REGULATING VALVE
Purpose
The trim air pressure regulator valve has two basic functions:
1.-- to provide ON/OFF control of the trim air system and
2.--It regulates the air pressure in the trim air system which protects system
components and reduces the noise in the system.
Location
The valve is mounted in the trim air ducting that is inboard of the left air
conditioning pack, next to the airplanes keel beam.
The trim air pressure regulator valve is a spring--loaded closed, pneumatically
actuated, solenoid controlled, and differential pressure regulated type of valve.
The valve consists primarily of an actuator assembly, servo regulator,
non--latching solenoid valve assembly, manual override/position indication
assembly, and a valve body assembly.
The valve’s position indicator is a pin that is attached to the valve disk shaft.
It is attached at a point of the shaft that is under the manual override cam.
The words OPEN and CLOSE are on the manual override / position indication
assembly.
The manual override cam is mounted on the end of valve disk shaft but is not
splined to it so it does not move when the shaft moves.
The cam provides two functions:
1.-- when rotated it repositions the manual override valve to a position where it
blocks off inlet pressure to the servo and vents control pressure.
2.-- The underside of the cam has a flange that will prevent the position
indicator from moving from the CLOSE position when the cam is rotated to the
CLOSE position.
The cam has two detented positions, the normal position and the close posi-
tion.


21-- 00-- 02
Figure 4 TRIM AIR PRESSURE REGULATING VALVE


21-- 00-- 02
TRIM AIR PRESSURE REGULATING VALVE SCHEMATIC
When 28 volts dc is applied, the solenoid opens.
Air is now routed to the open chamber of the pneumatic actuator.
Air pressure in the chamber acting on the actuator diaphragm assembly drives
the disk assembly.
Downstream air pressure is routed to the close chamber of the pneumatic
actuator.
This pressure is also routed to the servo regulator where it is compared to cab-
in pressure and thereby regulates the pressure of the air going to the actuator
opening chamber.
The disk is modulated in this manner to maintain a constant downstream
pressure.
If both diaphragm assemblies in the servo regulator assembly fail, pressure in
the actuator opening chamber will increase above the normal level and cause
the relief valve assembly to open.
This will limit control pressure to prevent over pressurization downstream of the
valve.
When 28 volts dc is removed, the solenoid assembly moves to the closed
position.
This bleeds off opening pressure and allows spring force acting on the actuator
diaphragm assembly to drive the disk assembly closed.
The valve disk may be manually closed by rotating the cam assembly clock-
wise and lock wiring the cam assembly in the closed position.


21-- 00-- 02
Figure 5 TRIM AIR PRESSURE REGULATING VALVE SCHEMATIC


21-- 00-- 02
TRIM AIR MODULATING VALVE
The trim air modulating valve consists of a dual coil electric motor, a valve flow
section and a linear variable resistor assembly.
The six trim air modulating valves are located immediately forward of the left
pack and are adjacent to the keel beam.
They are accessed through the left pack access door.
Electrical Actuation
When 115 volt ac1 power is applied. The electric motor, through the reduction
gears, rotates the disk assembly and the visual position indicator.
The disk assembly also rotates the wiper arm of the linear variable resistor
assembly, which provides a signal to the EICAS computer tor valve position.
The valve may be manually positioned anywhere between open and closed by
rotating the manual override.
Trim Air Supply Ducting
The trim air supply ducting is 2--inch diameter CRES, corrosion resistant steel,
type of ducting.
Trim Air Supply Check Valves

The trim air supply check valves are 2--inch diameter dual flapper valves.
They prevent hot air flow to an inoperative cooling pack.
They are located in the left air conditioning compartment.


21-- 00-- 02
Figure 6 TRIM AIR MODULATING VALVE


21-- 00-- 02
TRIM AIR ENABLING
ON Selection
Placing the trim air switch ON results in the following:
1. The trim air pressure regulating valve is enabled by 28 volts dc from the
battery bus, through the switch, to a non latching solenoid on the valve.
2. Removes a ground that disables the flight deck zone temperature control
circuit.
3. Enables all five passenger cabin zones by providing 28 volts dc from the
battery bus.
4. Removes a ground that provided illumination of the OFF light in the switch
accompanied by a corresponding EICAS message.
5. Displays the ON label in the trim air switch.
If the instrument/panel lights are selected on, the ON label will be
illuminated.
OFF Selection
Placing the trim air switch OFF provides the opposite of above.
Note that there is no indication of the actual position of the trim air pressure
regulating valve.
The illumination of the OFF light in the switch, accompanied by the EICAS
message TRIM AIR, indicates that the trim air switch is in the OFF position.


21-- 00-- 02
Figure 7 TRIM AIR ENABLING


21-- 00-- 02
ZONE TEMPERATURE SENSORS AND SWITCHES
Zone Temperature Sensors
A zone temperature sensor located In the flight compartment and each of the
passenger compartment’s temperature sensing assembly, provide the actual
zone temperature signal to the appropriate zone controller.
The zone temperature sensors located in the forward and aft passenger
compartments, also provide a signal to one of the pack controllers for the 75° F
(24° C) backup mode.
Duct Air Temperature Sensors
The duct air temperature sensors provide temperature signals to the appropri-
ate zone controller.
The five passenger compartment sensors are located In the passenger
compartment overhead distribution duct.
The flight compartment sensor is located in the distribution duct in the forward
equipment area.
The two sensors located in the mix manifold provide a temperature signal to
the pack controllers which provide it to the zone controller.
Zone Duct Overheat Switches

The zone duct overheat switches provide overheat signals to close the trim air
modulating valves at 190° F (88 ° C).
They automatically reset At 160° F (71° c).
They are located in the ducts, adjacent to the duct air temperature sensors.
Duct/Compartment Temperature Bulb

A duct temperature bulb is located adjacent to each of the six duct temperature
sensors.
They supply signals to EICAS for temperature display on the ECS/MSG
maintenance page.
A compartment temperature bulb is located adjacent to each of the three
primary passenger compartment zone temperature sensors.
They provide signals to the compartment temperature indication module above
the air conditioning control panel.
The module provides temperature Indication for the FWD, MID, and AFT
passenger zones.


21-- 00-- 02
Figure 8 ZONE TEMPERATURE SENSORS & SWITCHES


21-- 00-- 02
ZONE TEMPERATURE SENSOR FILTERS
Purpose
The filters prevent contaminants from entering the lavatory/galley/equipment
cooling ventilation system.
Location
There are six filters installed. One filter is installed in each of the zone
temperature assemblies.
One assembly is located in the flight compartment ceiling to the left of the P11
panel.
The assemblies in the passenger compartments are in the center PSU area.
The filters are a low density foam type that mount to two prongs on the filter
cover.
The filter cover prongs snap into slots in the inlet of the zone temperature
plenum.
The filters normally require replacement at 1,600 hours of operation.
To replace, remove the filter cover by pulling it down to unsnap the prongs.
CAUTION: PULLING ON THE FILTER SUPPORT, LOCATED AT THE
CENTER OF THE COVER, MAY BREAK THE FILTER
SUPPORT.
Remove the oil filter from the cover and install the new filter over the filter cover
prongs.
Align the prongs with the slots in the plenum and push up until it snaps into
place.


21-- 00-- 02
Figure 9 ZONE TEMPERATURE SENSORS FILTERS


21-- 00-- 02
ZONE TEMPERATURE CONTROLLER
Purpose
Two zone temperature controllers allow automatic temperature control of the
flight compartment and five passenger cabin zones.
Location
The primary zone temperature controller is mounted on the upper shelf of the
E--3 rack.
The auxiliary zone temperature controller is mounted on the fifth shelf of the
E--l rack.
Primary Zone Temperature Controller
The controller is a microcomputer base unit that contains printed circuit cards.
It uses four servo loops to separately regulate the temperature in each of four
zones (flight compartment, forward, mid, and aft passenger cabin) according to
the position of the four rotary temperature selectors on the P--5 panel.
It also determines which of the four zones requires the coldest air to maintain
that zone’ s desired temperature, and uses that as the PACK DEMAND signal
to the left and right pack temperature controllers.
In addition to the general control functions, the controller provides an automatic
and continuous monitoring mode and an initiated BITE mode.
The BITE provides not only an indication of internal controller faults, but also
allows fault isolation and testing of interfacing LRUs. Defective LRUs are
identified by indicator lights when the BITE mode is activated.
Auxiliary Zone Temperature Controller
This controller is basically the same as the primary zone temperature controller
except it only has three (3) servo loops.
Two of the loops are used to control the temperature in the forward aux. and
mid aux. zones.
The third loop is not used. The auxiliary zone temperature controller does not
participate in determining the PACK DEMAND signal.


21-- 00-- 02
Figure 10 ZONE TEMPERATURE CONTROLLER (Sheet 1)


21-- 00-- 02



21-- 00-- 02
Figure 11 ZONE TEMPERATURE CONTROLLER (Sheet 2)


21-- 00-- 02
TEMPERATURE CONTROL SYSTEM INTEGRATION
Power Requirements
115 volt ac power is provided to both pack temperature controllers and both A demand signal, which is generated by each pack controller and then
zone temperature controllers. compared through controller cross--talk to come up with an error of the
averaged cabin temperature for both the fwd and aft zones, will be used by
Control both pack controllers to control pack outlet temperature to one temperature.
Selectors enable AUTO control of each zone and provide a selected temperature This will maintain approx. 75° F (24 ° C) in the passenger compartments.
signal.
A pack controller status signal is sent between each pack controller.
The primary zones are considered to be the FLIGHT DECK, FORWARD, MID,
If one pack is INOP, the other pack controller will use its demand signal without
and AFT cabin.
averaging it with the failed packs signal.
The selected zone temperature signal is sent to the zone controller and the
If one sensor goes INOP, then both pack controllers will operate using the
AUX. ZONE controller.
remaining zone sensor.
The controllers compare the selected zone temperature with the sensed zone
temperature obtained from the respective zone temperature sensor. APU Control Interface
The resulting error is a temperature demand signal for each zone. The zone controller provides a signal from the zone with the greatest heating or
A discriminator function in the zone temperature controller selects the lowest cooling demand as a command signal to the APU controller.
temperature demand signal and sends this signal to both pack temperature The APU pneumatic output is programmed by the command signal to the valve
controllers as a pack demand signal. that will satisfy the demand and minimize APU fuel consumption.
The mix manifold outlet temperature sensor input to each pack temperature
controller is sent from the respective pack controller to the zone controller.
The zone controller picks the lowest of the two mix manifold signals.
This value is then used to correct the basic pack demand signal to include the
effect of recirculated air being mixed with conditioned air from the packs.
One zone’s demand is satisfied by the pack temperature controllers.
The zone controller then uses the sensed error between the zone’s tempera-
ture demand signal from the selector and the actual supply temperature as
sensed by the duct temperature sensor to position the associated trim air
modulating valve.
Loss of the pack demand signal (zone controller failure, trim air switch off or all
zone selectors OFF) Switches the pack controllers to a 75° F (24 ° C) backup
mode.
A zone controller status signal is sent to both pack controllers switching the
system to a two--zone control operation.
The forward passenger zone sensor cabin temperature backup signal is sent to
the left pack controller and the aft passenger zone sensor cabin temperature
backup signal is sent to the right pack controller.


21-- 00-- 02
Figure 12 TEMPERATURE CONTROL - FUNCTIONAL INTEGRATION


21-- 00-- 02
Figure 13 TEMPERATURE CONTROL SYSTEM INTEGRATION (Sheet 1)


21-- 00-- 02
Figure 14 TEMPERATURE CONTROL SYSTEM INTEGRATION (Sheet 2)


21-- 00-- 02
ZONE TEMPERATURE CONTROL INTERFACE
The (primary) zone temperature controller and/or auxiliary zone temperature The pack demand signal is determined by the zone that requires the greatest
controller interface with the left and right (auto) pack temperature controllers, amount of cooling plus the lower of the two mix manifold temperature signals
the APU controller, the Air/Gnd system , and EICAS. from the pack temperature controllers.
The controllers also interface with the six zone temperature control circuits, The (primary) zone temperature controller provides an APU demand signal to
which will be discussed later. the APU controller to regulate the amount of air to the Pack(s) during ground
There are three basic interfaces with the pack temperature controllers. operation. This Will be discussed in more detail later In this section.
One is associated with the zone and pack temperature controllers’ power Air/ground system 1 provides information to the fault storage section of the
supplies. zone temperature controller.
The power supplies provide the various required voltages for controller This section uses this information to determine where faults should be stored
operation and provides a 28 volt dc backup power tor controller fault (power (last flight or previous flight).
supply) indication. EICAS will provide the maintenance message ZONE TEMP. BITE anytime
Backup power from the zone temperature controller is provided to both pack there is a fault stored in the zone temperature controller or AUX. TEMP. BITE-
temperature Controllers And backup power from the pack temperature for a fault stored in the auxiliary zone temperature controller.
controllers is provided to the zone temperature controller and the auxiliary zone
Two is associated with the control of the pack’s outlet temperature through the
pack demand signal and the zone controller failed signal (status signal).
Both of which are provided from the zone controller to the pack controllers.
Note that the left pack demand signal is routed through the auxiliary zone
temperature controller’s CARGO ZONE TEMP. CONTROL CIRCUIT.
This circuit has no affect on the left pack demand signal when the cargo air
conditioning option is not activated.
The pack demand signal is a signal that tells the pack controllers what
temperature to control to.
The status signal tells the pack controllers and the auxiliary zone temperature
controller that the zone controller is operational or not.
If It Is operational, the pack controllers will use the pack demand signal.
If it is not operational, the controllers will revert to their 75 ° F backup control
mode.
Three is the mix manifold temperature Signals, one from each of the pack
temperature controllers, which are two of several inputs used by the zone
temperature controller to generate the pack demand signal.


21-- 00-- 02
Figure 15 ZONE TEMPERATURE CONTROL INTERFACE


21-- 00-- 02
Automatic Mode
Automatic temperature control of the six zones is provided by selecting the
Manual Mode
AUTO mode on the four (4) zone temperature selectors, FLT DK, FWD CAB
MID CAB, and AFT CAB. MAN selection of the selector (flight compartment only) allows direct control of
the trim air modulating valve and disables the flight compartment temperature
The AUTO position of the selectors enables the individual control channels In
control circuit by removing the 115 volt ac (IN) signal. with MAN selected, the
the auxiliary (aux.) zone temperature controller and the (primary) zone temp.
selector is now spring loaded so all switch contacts are open.
controller.
Toggling towards cool or warm provides power through the selector, then
The enabling circuits for the flight deck, primary cabin zones, and the aux. cab- through the relaxed overheat relay to the flight compartment trim air modulating
in zones are slightly different. valve.
But each enables the appropriate control channel by allowing a 115 volt OUT
signal, from each channel of the primary and aux. zone temperature control- INOP Indications
lers, to pass through the control circuitry and back into the controllers. Activation of tile compartment zone duct Overheat switch at 190° F (88° C)
Once enabled the control channels monitor the following: energizes the overheat relay.
S Potentiometers (pots) that are connected to the zone temperature selectors. There is no latching circuit for this overheat condition, so after the overheat
The pots provide DESIRED TEMPERATURE information. This may vary switch cools off and opens at 160° F (71° C) the overheat relay will relax which
from 65° F (18° C) through 85° F (29° C. will return the system to normal operation.
With this overheat relay energized, power from the 115 volt ac right bus will be
NOTE: THERE ARE TWO POTS CONNECTED TO FWD CAB AND THE
applied to the close windings of the appropriate trim air modulating valve.
MID CAB SELECTORS
Also a ground is provided to illuminate the appropriate INOP light and provides
S Zone temperature sensors, which Provide ACTUAL COMPARTMENT
a low to both EICAS computers, which will provide the appropriate level C
TEMPERATURE information.
message.
S Zone duct temperature sensors, which provide DUCT TEMPERATURE
An INOP signal from the zone controller provides an indication identical to the
information.
overheat signal except it will latch and may be reset by cycling the zone
S This information is used to monitor trim air modulation valve operation and selector, below the illuminated INOP light from AUTO to OFF or MAN, then
to prevent exceeding system operating limits; 35° F (2° C) through 160° F back to AUTO.
(71° C).
If the fault is still present, it will not reset.
The above information allows the individual control channels of the (primary)
zone temperature controller and the auxiliary zone temperature controller to OFF Selection
calculate the DEMAND signal for each zone.
OFF selection of the selector (passenger compartment) disables the particular

The DEMAND signal is the difference between DESIRED TEMPERATURE zone temperature circuit that has been selected off.
and ACTUAL COMPARTMENT TEMPERATURE. Indications will be the same as duct overheat, but will be latched as long as
The DEMAND signal is used to control the temperature in each zone by the selector is in off.
controlling the position of the trim air modulating valves.
This information is used to monitor trim air modulation valve operation and to
prevent exceeding system operating limits; 35° F (2° C) through 160° F (71°
C).


21-- 00-- 02
Figure 16 ZONE TEMPERATURE CONTROL (FLT DK) (Sheet 1)


21-- 00-- 02



21-- 00-- 02
Figure 17 ZONE TEMPERATURE CONTROL (PASS) (Sheet 2)


21-- 00-- 02
COMPARTMENT TEMPERATURE INDICATING SYSTEM -
COMPONENTS BASIC
Location
The compartment temperature sensor assemblies are located in the forward
cabin, mid cabin, and aft cabin zones.
The cabin modules are located adjacent to the center passenger service units.
The temperature bulb is mounted on the assembly adjacent to the zone
temperature sensor (used in zone and pack temperature control).
The compartment temperature panel is Located on the right side of the P5
Overhead panel.
Operation
The temperature bulb is a fast response Platinum type bulb. Accurate
temperature readings are assured by airflow across the bulbs induced by the
LAV/GALLEY vent system.
The compartment temperature panel contains the necessary electronics to
display the compartment temperature as sensed by the temperature bulb in an
LCD numeric display.
The three zone temperatures displayed are associated with the zones on the
air conditioning control panel just below.


21-- 00-- 02
Figure 18 COMPARTMENT TEMPERATURE INDICATING SYSTEM - COMPONENTS


21-- 00-- 02
COMPARTMENT TEMPERATURE INDICATING SYSTEM -
OPERATION BASIC
The temperature as sensed by the bulb is in the form of a resistance value.
The temperature panel completes the bridge and thereby senses this resist-
ance value and converts this value to a temperature indication.
The temperature scale is determined through Pin selection on the back of the
compartment temperature panel.
The basic installation provides a temperature display in degrees C.
As an option the temperature display may be changed to degrees F.
The temperature indication is a numeric LCD display.


21-- 00-- 02
Figure 19 COMPARTMENT TEMPERATURE INDICATING SYSTEM - OPERATION


21-- 00-- 02
DUCT TEMPERATURE INDICATING SYSTEM
Operation
The flight deck duct, auxiliary mid duct and mid duct temperature bulbs provide
temperature information to the left EICAS computer.
The forward cabin zone duct, aft cabin zone duct and auxiliary forward duct
temperature bulbs provide information to the right EICAS computer.
The information is shared between the EICAS computers on the cross--talk
data bus such that all six temperatures are displayed.
Internally the EICAS computers have the hardware that enables them to be
connected directly to duct mounted temperature bulbs and, through these
bulbs, take temperature measurements.
These temperature measurements are in analog form.
The EICAS computer uses an analog to digital converter for digital display on
EICAS CRT.


21-- 00-- 02
Figure 20 DUCT TEMPERATURE INDICATING SYSTEM - OPERATION


21-- 00-- 02
ZONE TRIM VALVE POSITION INDICATION, 6 ZONE
The flight deck, auxiliary forward cabin and forward cabin zone trim air modu-
lation valves provide position information to the left EICAS computer.
The aft cabin, mid and auxiliary mid zone trim air modulation valves provides
information to the right EICAS computer.
data bus such that all valve positions are displayed as a percentage of heating.
This valve position will be recorded in the EICAS memory when a manual
event or an ECS auto event take place.


21-- 00-- 02
Figure 21 ZONE TRIM VALVE POSITION INDICATION


21-- 00-- 02
6 OR 7 ZONE TEMPERATURE CONTROLLERS TEST
Bite Test procedure
Connect and apply electrical power to the left and right buses.
Position all zone temperature selectors and the left and right pack selectors on
the pilot’s overhead panel P5 to AUTO.
Press Trim air switch light on P5 to ON.
Check zone temperature and the auxiliary zone temperature controllers and
verify that their CONTROLLER FAULT LAMPS are OFF. If a lamp does not
come on again , replace the appropiate controller.
Perform the following on both controllers:
Press PRSS/TEST pushbutton. Check that all lamps (LEDs) illuminate.
If a lamp does not illuminate, replace the controller.
Press BIT pushbutton. Check that BIT lamp illuminates immediately and that
the GO lamp illuminates within 30 seconds.
If GO lamp does not illuminate, replace indicated component (s).
Press PREVIOUS FLIGHTS pushbutton.
Check that PREVIOUS FLIGHTS lamp illuminates immediately and that the
GO lamp illuminates within 30 seconds.
If GO lamp does not illuminate, replace indicated component(s).
To clear fault memory from the last flight and previous flights, press RESET
pushbutton when VERIFY and GO lamps are both illuminated.
Check that the RESET lamp illuminates immediately.


21-- 00-- 02
Figure 22 ZONE TEMPERATURE CONTROLLERS - TEST


21-- 00-- 02


TRIM & ZONE CONTROL FREIGHTER

21-- 60 / 61 / 65
TRIM AND ZONE CONTROL



21-- 60 / 61 / 65
Flight and Main Deck Zones
The trim air system for the flight deck, forward main cargo and aft main
cargo zones is enabled when either or both cooling packs are operating. The
packs provide hot air to the trim air pressure regulating valve. The zone
control system for the above zones is enabled when the trim air switchlight
is selected to ON.
The zone controller monitors the temperature sensors in these zones, the
distribution ducting and the mix manifold. The controller compares the
actual temperatures to the temperatures selected on the zone temp selectors
on the temperature control panel. The zone controller commands the (auto)
pack controllers to provide the coldest temperature required by the primary
cabin zones, and uses the trim air system to inject hot bleed air to trim
Forward Cargo Zone
The source of trim air for the forward cargo compartment is from the pneumatic
distribution system through the cargo heat shutoff valve. This valve is
controlled by the PFCAC. The PFCAC will open the valve only if both packs
are operating and the forward cargo air conditioning system is selected to
AUTO. The auxiliary zone controller monitors temperature sensors in the
forward cargo compartment and in the distribution ducting. The controller
compares the actual temperature to the temperature selected on the forward
cargo compartment air conditioning control panel. The auxiliary zone
controller uses the temperature information to command the left (auto)
pack temperature controller to satisfy the coolest requirements of the forward
cargo compartment. It will use hot air trim from the cargo trim system to trim
up the forward cargo compartment zone if required.


21-- 60 / 61 / 65
Figure 45 TRIM AIR AND ZONE CONTROL SCHEMATIC


21-- 60 / 61 / 65
TRIM AIR CHECK VALVES
Purpose
The trim air check valves prevent hot air flow to an inoperative cooling
pack.
Description
The check valve consists of two semi--circular check valve flappers
hinged about a hinge pin running through the center of the valve body.
The valve body is flanged to mate with an airplane pneumatic duct. A flow
arrow on the side of the valve body indicates direction of normal airflow.
Location
Both check valves are installed in theleft air conditioning compartment.


21-- 60 / 61 / 65
Figure 46 TRIM AIR CHECK VALVES


21-- 60 / 61 / 65
TRIM AIR MODULATING VALVE
Purpose
Used to control the amount of regulated hot bleed air (trim air) added to the
colder supply air from the cooling pack.
Description / Location
The four trim air modulating valves consist of a rotary electromechanical
actuator, a valve flow section and a linear variable resistor assembly.
Three trim air modulating valves are located immediately forward of the left
pack adjacent to the keel beam and are accessible through the left pack
access door. The fourth valve is located in the left side of the mix manifold
compartment.
Operation
When 115 volt ac, power is applied, the electric motor through a reduction
gear, rotates the disk assembly and the visual position indicator. The disk
assembly also rotates the wiper arm of the linear variable resistor assembly,
which provides a signal to the EICAS computer for valve position. The valve
may be manually positioned anywhere between open and closed by rotating
the manual override.


21-- 60 / 61 / 65
Figure 47 TRIM AIR CHECK VALVES


21-- 60 / 61 / 65
TRIM AIR ENABLING
ON Selection
Placing the trim air switch ON results in the following:
1) The trim air pressure regulating valve is enabled by 28 volts dc from the
battery bus, through the switch, to a non latching solenoid on the valve.
2) Removes a ground that disables the flight deck zone temperature
control circuit.
3) Enables all main cargo zones by providing 28 volts dc from the
battery bus.
4) Removes a ground that provided illumination of the 0FF light in the
switch accompanied by a corresponding EICAS message.
5) displays the ON label in the trim air switch. If theinstrument/panel lights are
selected on, the ON label will be illuminated.
0FF Selection
Placing the trim air switch 0FF provides the opposite of above. Note that there
is no indication of the actual position of the trim air pressure regulating valve.
The illumination of the 0FF light in the switch, accompanied by the EICAS
message TRIM AIR, indicates that the trim air switch is in the 0FF position.


21-- 60 / 61 / 65
Figure 48 TRIM AIR ENABLING


21-- 60 / 61 / 65
ZONE TEMPERATURE SENSORS AND SWITCHES
Zone Temperature Sensors
A zone temperature sensor located in the flight compartment and in the
forward and aft main deck temperature sensing assemblies provides the actual
zone temperature to the appropriate zone controller.
The temperature sensing assemblies are located in the right sidewall of the
forward and aft main deck zones.
The zone temperature sensors located in the flight compartment and forward
main deck provide a signal to the pack controllers for the 75° F (24° C)
Backup mode.
Duct air and Manifold Temperature Sensors
The duct air and manifold temperature sensors provide temperature signals to
the appropriate zone controller. The forward and aft main deck duct
temperature sensors are located in the overhead distribution ducts. The
flight compartment sensor is located in the distribution duct in the forward
equipment area. Two sensors, located in mix manifold provide a signal to the
zone controller. The forward cargo duct temperature sensor is located in
the forward cargo distribution ducting.
Zone Duct Overheat Switches
The zone duct overheat switches provide overheat signals to close the trim air
modulating valves at 190° F (88° C) and reset at 160° F (72°C)
The switches are located in the ducts, adjacent to the duct air temperature
sensors.


21-- 60 / 61 / 65
Figure 49 ZONE TEMPERATURE SENSORS AND SWITCHES (sheet 1)


21-- 60 / 61 / 65
Duct / Compartment Temperature Bulbs
A duct temperature bulb is located adjacent to each duct temperature
sensor except for the forward cargo compartment zone. The bulbs provide
signals to EICAS for temperature display on the ECS/MSG maintenance
page.
A compartment temperature bulb is located adjacent to each compartment

zone temperature sensor except for the forward cargo compartment.
The bulbs provide signals to the compartment temperature indication module
above the air conditioning control panel.


21-- 60 / 61 / 65
Figure 50 ZONE TEMPERATURE SENSORS AND SWITCHES (sheet 2)


21-- 60 / 61 / 65
ZONE TEMPERATURE CONTROLLER
Purpose
Two zone temperature controllers allow automatic temperature control of the
flight compartment and cargo zone
Location
The primary zone temperature controller is mounted on the upper shelf of the
E3 rack. The auxiliary zone temperature Controller is routed on the fifth
shelf of the E 1 rack.
Primary Zone Temperature Controller

The controller is a microcomputer base unit that contains printed circuit
cards. It uses three servo loops to separately regulate the temperature in
each of three zones (flight deck, forward, and aft cabin)
according to the position of the three rotary temperature selectors on the P--5
panel. It also determines which of the three zones requires the coldest air to
maintain that zone’s desired temperature, and uses that as the PACK
DEMAND signal to the left and right pack temperature controllers.
In addition to the general control functions, the controller provides an
automatic and continuous ’monitoring Mode and an initiated BITE mode.
The BITE provides not only an indication of internal controller faults, but also
allows fault isolation and testing of interfacing LRUs. Defective LRUs are
identified by indicator lights when the BITE mode is activated.


21-- 60 / 61 / 65
Figure 51 ZONE TEMPERATURE CONTROLLER (sheet 1)


21-- 60 / 61 / 65
Auxiliary Zone Temperature Controller
This controller is basically the same as the primary zone temperature
controller except it only has two servo loops. The loops are used to control the
temperature in the forward cargo comparment .
The auxiliary zone temperature controller does not participate in determining
the PACK DEMAND signal.


21-- 60 / 61 / 65
Figure 52 ZONE TEMPERATURE CONTROLLER (sheet 2)


21-- 60 / 61 / 65
TEMPERATURE CONTROL SYSTEM INTEGRATION
Power Requirements The demand signal is the difference between the selected temperature and
115 volt ac power is provided to both the pack temperature controllers and the actual temperature. The demand is further modified by a signal from the
both zone temperature controllers. mix manifold temperature sensors. The right pack temperature controller
receives its pack demand signal from the primary zone temperature
Control
controller. The left pack temperature controller receives its pack demand via
Selectors provide AUTO control of each zone. The selected zone temperature
the cargo circuit in the auxiliary zone temperature controller. The auxiliary
signal is sent to the respective zone temperature controller. The flight
controller will modify the left pack’s demand signal when the cargo air
deck, forward and aft main deck zones are controlled by the primary zone
conditioning system is operating.
controller. The forward cargo compartment zone is controlled by the
auxiliary zone temperature controller.
The auxiliary zone temperature controller compares the demand signal from
The controllers compare the selected zone temperature with the sensed zone
the primary zone controller to the demand signal of the forward cargo zone.
temperature obtained from the respective zone temperature sensor.
The signal that requires the lowest pack temperature becomes the left pack
The resulting error is a temperature for each zone.
demand.
A discriminator function in the primary zone temperature controller selects the
One zone’s demand is satisfied by the packs. The zone controllers then use
lowest temperature demand signal from the flight deck, forward and aft main
the sensed error between the zone is temperature demand signal from the
deck zones.
selector and the actual supply temperature as sensed by the duct
temperature sensor to position the associated trim air modulating valve.


21-- 60 / 61 / 65
Figure 53 TEMPERATURE CONTROL SYSTEM INTEGRATION (sheet 1)


21-- 60 / 61 / 65
Control (cont)
Loss of the pack demand signal (zone controller failure, all zone selectors
0FF or trim air switch to 0FF) switches the pack controllers to a 75° F
(24 ° C) backup mode. During the backup mode, the flight compartment zone
temperature sensor signal is sent to the left pack controller and the
forward main deck zone temperature sensor signal is sent to the right pack
controller. These signals are used to Control the zones to 75° F (24° C).


21-- 60 / 61 / 65
Figure 54 TEMPERATURE CONTROL SYSTEM INTEGRATION (sheet 2)


21-- 60 / 61 / 65
FORWARD CARGO A/C EXHAUST VALVE
Operation
When the airplane is in the air the forward cargo exhaust valve supplies
the way for air to exit the compartment. If the airplane is on the
ground the air must go through the ground exhaust valves.
The exhaust valve is controlled by the exhaust valve control relay. When the
relay is energized 28 volt dc is supplied to the open coil of the valve motor.
When the relay is de--energized 28 volt dc is supplied to the close coil.
28 volt dc is supplied to the relay at all times.
A ground is supplied by the PFCAC. The controller will supply a ground to the
relay and cause the valve to open when the following conditions occur:
S -- The airplane is in the air.
S -- The forward cargo air conditioning temperature selector

is in AUTO
S -- Forward and main deck cargo fire switches are not armed.
S -- Left and right PRSOV’s are open
S -- The left and right pack flow control

valves are open
S -- Cargo air conditioning INOP condition does not occur
Indications
The PFCAC monitors the system for failures. If the exhaust valve
position disagrees with the commanded position, CARGO EXH VALVE is

displayed on EICAS


21-- 60 / 61 / 65
Figure 55 FORWARD CARGO A / C EXHAUST VALVE


21-- 60 / 61 / 65
Automatic Mode
Automatic temperature control of the Zones is provided by selecting the AUTO
mode on the zone temperature selectors.
The AUTO position of the selectors enables the individual control channels
in the zone temperature controllers. The enabling circuits for the flight
deck, cabin, and forward cargo zones are slightly different.
Each selector enables the appropriate control channel by allowing a 115 volt
OUT signal, from each channel of the zone temperature controller, to pass
through the control circuitry and back into the controller.
Once enabled, the control channels monitor the following:

S -- The zone temperature selectors provide desired temperature
which Vanes from 65° F (18° C) through 85° F (29° C) . Using the perishable
selector, the forward cabin zone vanes from 35° F’ (2 ° C) to 71° F (22° C).
S -- Zone temperature sensors, which provide actual compartment

temperature information.
S -- Zone duct temperature sensors, which, provide duct
temperature information. This information is used to monitor trim air
modulation valve operation and to prevent exceeding system operating limits;
35° F (2° C) through 160° F (71° C).
The above information allows the individual control channels of the zone
temperature controller to calculate the demand signal for each zone. The
demand signal is the difference between desired temperature and actual

compartment temperature. The demand signal is used to control the
temperature in each zone by controlling the position of the trim air modulating
valves.


21-- 60 / 61 / 65
Figure 56 ZONE TEMPERATURE CONTROL (sheet 1)


21-- 60 / 61 / 65
Manual Mode
MAN selection of the FLT DECK selector allows direct control of the trim air
modulating valve and disables the flight compartment temperature control
circuit by removing the 115 volt ac (IN) signal. Toggling towards cool or
warm provides power through the selector, then through the relaxed
overheat relay to the flight compartment trim air modulating valve.
INOP Indications
Activation of the compartment zone duct overheat switch at 190° F (88° C)
energizes the overheat relay. When the temperature drops below 160° F
(71° C) the overheat relay will relax which will return the system to normal
operation. With this overheat relay energized, power from the 115 volt ac right
bus is applied to the close windings of the appropriate trim air modulating
valve. The appropriate INOP light illuminates and the appropriate level C
message is displayed on EICAS. An INOP signal from the zone controller
provides an indication identical to the overheat signal except it will latch
and it is reset by cycling the zone selector located below the illuminated
INOP light from AUTO to 0FF or MAN, then back to AUTO. If the fault is
still present, it will not reset.
0ff Selection
0ff selection of the forward cabin, aft cabin or forward cargo selector
disables the particular zone temperature circuit that has been
selected on. Indications will be the same as duct overheat, but will be
latched as long as the selector is off.
Fire Suppression Mode
Activation of the DEPRICARGO switch on the P8 panel will close the main
deck cargo and forward cargo trim air valves. The flight deck trim air valve
and trim air pressure regulating and shut--off valve will operate normally.


21-- 60 / 61 / 65
Figure 57 ZONE TEMPERATURE CONTROL (SHEET 2)


21-- 60 / 61 / 65
ZONE CONTROLLER APU DEMAND SIGNAL
The zone controller will provide a demand signal to the auxiliary power
control unit to regulate the bleed air to the air conditioning packs during
ground operation.
The zone controller determines which zone has the greatest cooling demand
and which zone has the greatest heating demand of ah three zones. The
greater of the two demands is used as the APU demand signal.


21-- 60 / 61 / 65
Figure 58 ZONE CONTROLLER APU DEMAND SIGNAL


21-- 60 / 61 / 65


ZONE INDICATIONS FREIGHTER

21-- 65
ZONE INDICATIONS


21-- 65
ZONE TRIM VALVE POSITION INDICATION CIRCUIT
The flight deck and forward cabin zone trim air modulation valves provide
position information to the left EICAS computer.
The aft cabin zone trim air modulation valve provides information
to the right EICAS computer.
data bus such that all valve positions are displayed as a percentage of
heating.
This valve position will be recorded in the EICAS memory when a manual
event or an ECS auto event takes place.


21-- 65
Figure 59 ZONE TRIM VALVE POSITION INDICATION CIRCUIT


21-- 65
TEMPERATURE INDICATION SYSTEM
Purpose
The temperature indication system shows duct and compartment temperatures
for the main cargo zones and the flight compartment zone.
Description
The indication system of the flight compartment zone, forward and aft main
cargo zones has these components:
S -- Compartment temperature bulb
S -- Compartment temperature indicator
S -- Duct temperature bulb
S -- Engine Indication and Crew Alerting
S System maintenance display page.
The compartment temperature indicator shows compartment temperature for
all three zones on corresponding liquid crystal display readouts.
Duct temperature may be read, on the ground only, from the lower EICAS
display panel. The current zone duct temperatures for each zone are shown
on the EICAS maintenance pages.
The compartment temperature bulbs and duct temperature bulbs send electri-
cal signals to the indicator and EICAS computer, respectively. The electrical
resistance type temperature bulbs vary the strength of the signal sent to the
indicator and EICAS computer based on the sensed temperature.


21-- 65
Figure 60 TEMPERATURE INDICATION SYSTEM


21-- 65
COMPARTMENT TEMPERATURE INDICATING SYSTEM
Location
The compartment temperature sensor assemblies are located in the flight
compartment forward cabin, and aft cabin zones. The cabin assemblies are
located on the right sidewall of the forward and aft main cargo compartments.
The flight compartment temperature assembly is on the left side of the
P5 panel.
The compartment temperature panel is located on the right side of the P5

overhead panel.
Operation
The temperature bulb is a fast response platinum type bulb. Accurate
temperature readings are assured by airflow across the bulbs induced by a
fan that is built into the temperature assembly.
The compartment temperature panel contains the necessary electronics to

display the compartment temperature as sensed by the temperature bulb in an
LCD numeric display.
The three zone temperatures displayed are associated with the zones on the
air conditioning control panel just below the temperature module.


21-- 65
Figure 61 COMPARTMENT TEMPERATURE INDICATING SYSTEM


21-- 65
DUCT TEMPERATURE INDICATING SYSTEM
Purpose
The duct temperature indicating system provides distribution system
temperatures for maintenance purposes.
System Description
Duct temperature is measured for the flight deck, forward, mid and aft cabin
zone. In ah cases, the measurement device is a temperature bulb extending
into the duct air flow.
Duct temperatures are displayed in degrees C on the lower EICAS display

unit when the ECS/MSG page is selected on the EICAS display select panel
(P61)


21-- 65
Figure 62 DUCT TEMPERATURE INDICATING SISTEM (sheet 1)


21-- 65
Figure 63 DUCT TEMPERATURE INDICATING SISTEM (sheet 2)

FLIGHT COMPARTMENT FREIGHTER

21-- 20
DISTRIBUTION


21-- 20
FLIGHT COMPARTEMENT CONDITIONED AIR DISTIBUTION
General Gaspers
Air is distributed from the flight compartment supply duct to numerous The flight deck has five adjustable gaspers. Two mount on the outboard
outlets in the flight compartment. Conditioned air from the mix manifoid side of the captain’s station and two mount on the outboard side of the first
mixes with trim air and flows to the flight compartment through dedicated officer’s station. The fifth gasper is located just forward and above the
ducting. Individual floor outlets disperse the air to various parts of entrance to the flight deck. All gaspers consist of a drilled ball within a socket
the compartment. Gasper outlets direct conditioned air to each crew station and an adjustable valve to control airflow volume.
and an overheat outlet disperses air throughout the entire compartment.
The Windshieid diffusers channel conditioned air over the entire window
area to prevent window fogging.
Floor outlets / overhead outlet
The flight compartment floor perimeter contains twelve floor outlets.
The floor outlets consist of a housing enclosing an air grille, a flow
straightener, and in some outlets, a distributor. The overhead outlet
consists of a plenum enclosing an acoustic baffle and a nozzle.
The baffle prevents excess noise by restricting the airflow through the
nozzle. The nozzle directs airflow in four different directions within the
flight compartment.
Gaspers
The flight compartment has five adjustable gaspers. Two mount on the
outboard side of the captains station and two mount on the outboard side of
the first officer’s station. The fifth gasper is located just forward and
above the entrance to the flight compartment. Ah gaspers consist of a
drilled ball within a socket and an adjustable valve to control airflow
volume
Windshield Diffuser
The overhead dripshield contains the forward windshield diffusers.
The diffusers incorporate an airflow straightener and a baffle plate to ensure
uniform distribution of air the windshield.


21-- 20
Figure 64 FLIGHT COMPARTMENT CONDITIONED AIR DISTRIBUTION


21-- 20


HEATING SYSTEM ALL

21-- 40
HEATING SYSTEM
SCL/ TTL / AGS / REV00/ May2015 Page: 183

HEATING SYSTEM ALL

21-- 40
CARGO HEATING SYSTEM
General Operation
The heating systems for all three cargo Compartments are independent in
control and operation.
Control switch lights are provided in the flight compartment on the cargo heat
control panel (P5) When pushed to the ON position, the switch light enables
the cargo heating control circuitry.
The Circuitry controls the position of two valves for each cargo compartment;
shutoff and control.
The shutoff valve is normally commanded open as long as there is no overheat
(90° F, 32° C)
The control valve is cycled between open and close to maintain a minimum
temperature of 45° F +/-- 5 ° F (7° C +/-- 3° C) during normal operation for all
compartments.
The bulk cargo compartment may be maintained at a higher temperature if the
VENT position is selected on the mode select panel (P61)
Whenever heat is being provided (shutoff and control valves both open) to a
cargo compartment an EICAS maintenance message will be activated to
indicate that heat is being provided.
This is an information type message and not a malfunction.
There are three messages, one for each cargo compartment, that indicate a
malfunction has occurred in the cargo heating system.
These level C messages will only be activated it the control valve has failed to
close and the compartment temperature is greater than 90° F (32° C).
The OVHT annunciator light in the lower part of the control switch light will turn
on for an overheat condition.

HEATING SYSTEM ALL

21-- 40
Figure 1 CARGO HEATING SYSTEM

HEATING SYSTEM ALL

21-- 40
FORWARD CARGO COMPARTMENT HEATING SYSTEM
Forward Cargo Heating Shutoff Valve
The cargo heating shutoff valve is an electric motor actuated shutoff valve.
The valve is used to control the flow of hot air for heating the airplane cargo
compartments.
The valve consists of an electrical actuator assembly, a body and vane
assembly, and a manual override.
The valve assembly is opened and closed by the electrical actuator through
remote switching, or may be manually operated at the valve.
Additionally, the valve may be locked in either the OPEN or CLOSE position by
the manual override lever.
The valve is located in the aft inboard end of the right cooling pack area at the
keel beam.
Forward Cargo Heating Flow Control Valve
The cargo heating flow control valve is identical to the shutoff valve (same part
number). It is located adjacent to the shutoff valve in the same duct.
Forward Cargo Compartment Thermal Switch

The cargo compartment thermal switches provide temperature control for the
forward cargo heating system.
The control switch operates the flow control valve and the overheat switch
operates the shutoff valve.
The thermal switches are located under the forward cargo compartment floor
(centerline) at the aft side of the cargo handling ball transfer mat.

HEATING SYSTEM ALL

21-- 40
Figure 2 FORWARD CARGO COMPARTMENT HEATING SYSTEM

HEATING SYSTEM ALL

21-- 40
FORWARD CARGO HEATING
General
Forward cargo heating Is selected by activating the forward cargo heat switch-
light S1 (M29). This provides 28v dc power through the switchlight to the for-
ward cargo heat control relay, K230.
If the temperature is less than 40 degrees F/4 degrees C, S364 is closed
energizing K230 and providing 115v ac power to open the forward cargo heat
flow control valve, V88.
If the temperature exceeds 50° F/10° C, S364 opens. This de--energizes K230
providing 115v ac power to close V88.
If the temperature is less than 80 degrees F/27 degrees C, 11 5v ac power is
provided to the open winding of the forward cargo heat shutoff valve, V89. with
both V88 and V89 open, hot air from the pneumatic system is supplied to the
forward cargo compartment for heating.
The FWD CARGO HEAT message is displayed on the EICAS maintenance
page.
If the temperature exceeds 90° F/32° C, 115v ac power is provided to the
close winding of the valve V89.
At the same time, the FWD CARGO OVHT advisory message appears on the
EICAS display.
If K231 is energized and K766 is not, then a ground is provided to illuminate
the OVHT portion of the switchlight from the master dim and test circuit.
K766 is energized when V88 is closed.
The OVHT message is inhibited when the ambient temperature is high and the
system is off.
Activation of the forward cargo fire switch to the ARMED position or selection
of the forward cargo heat switchlight S1 to OFF (M29) provides 115v ac power
to close the forward cargo heat shutoff valve, V89.
OFF selection of the forward cargo heat switchlight S1 de--energizes the relay,
K230. 115v ac power is provided to close the flow control valve, V88.

HEATING SYSTEM ALL

21-- 40
Figure 3 FORWARD CARGO HEATING

HEATING SYSTEM ALL

21-- 40
AFT/BULK CARGO COMPARTMENT HEATING SYSTEM
Aft Cargo Heating Shutoff Valve
The aft cargo heating shutoff valve is identical (same part number) to the for-
ward cargo heating shutoff valve.
It is located in the left sidewall of the aft cargo compartment just forward of the
bulk cargo door.
Aft Cargo Heating Flow Control Valve

The aft cargo heating flow control valve is identical to the forward flow control
valve (same part number).
It is located adjacent to the shutoff valve in the same pneumatic ducts.
Aft Cargo Compartment Thermal Switches
The aft cargo compartment control and overheat thermal switches operate
Identically y to the forward cargo thermal switches.
They are located under the floor of the aft cargo compartment (centerline) two
frames forward of the cargo handling ball transfer unit, to the left of center line.

HEATING SYSTEM ALL

21-- 40
Figure 4 AFT / BULK COMPARTMENT HEATING SYSTEM

HEATING SYSTEM ALL

21-- 40
BULK CARGO TEMPERATURE INDICATION
The bulk cargo temperature sensor (Ts297) provides a signal to the left EICAS
computer for display of bulk cargo compartment temperature on the Status
page and on the ECS/MSG page.
Figure 5 INDICATION (BULK CARGO)

HEATING SYSTEM ALL

21-- 40
AFT/BULK CARGO HEATING
Aft Cargo Heating
The aft cargo heating system operates identically to the forward cargo heating
system.
During normal operation the temperature is regulated by the flow control valve
through the control switch to 40° -- 50° F (4 -- 10° C).
The overheat switch controls the shutoff valve to 80 -- 90° F (26 -- 32° C).
The bulk cargo heating system is controlled by the bulk cargo heat switchlight
S3 (on M29).
The operation of the normal temperature switch S498 operates identically to
the control switch in the forward and aft cargo heating systems.
The bulk cargo temperature is maintained between 40 and 50° F (4 -- 10° C).
Selection of the VENT position on the mode selector switch S1 (on M912)
provides control of the bulk cargo heat flow control valve (V127) by the high
temperature thermal switch S499.
System operation is the same as in normal except the temperature now is
being controlled between 65 and 75° F (18 -- 24° C) by S499.
Control of the shutoff valve (V128) through the overheat switch (S500) is
identical to the forward system.
Indication and EICAS display are identical to the forward and aft systems.

HEATING SYSTEM ALL

21-- 40
Figure 6 AFT / BULK CARGO HEATING (Sheet 1)

HEATING SYSTEM ALL

21-- 40
Figure 7 AFT / BULK CARGO HEATING (Sheet 2)

HEATING SYSTEM ALL

21-- 40
SUPPLEMENTAL HEATING SYSTEM
Air Supply Heater
The air supply heating is an electrical in--line airflow heater.
It is installed in the conditioned air distribution foot and shoulder air supply
ducting for the captain and first officer.
The shoulder heater operates at a different wattage than the foot heater.
The heaters are located in the forward equipment center on both sides of the
nose wheel well box.
The shoulder heaters are accessed from the main equipment center entry to
each side of the forward equipment center.
The foot heaters are accessed from the forward equipment center access door.
The heater contains a control thermal switch and a safety thermostat.
An airflow direction indicator plate is provided on the heater body.

HEATING SYSTEM ALL

21-- 40
Figure 8 SUPPLEMENTAL HEATING SYSTEM

HEATING SYSTEM ALL

21-- 40
SUPPLEMENTAL HEATING
Foot Heat
LOW selection of the foot heater (S2) with the airplane in the air provides 115
volts ac power through K205 to the foot heater B32.
From the heater, power is routed through the control switch S2) to ground.
The heater operates in LOW at 89 +/-- 10 watts.
Hl selection of S2 connects B and C phases of the 115 volt ac power source,
providing line to line voltage.
The heater operates in Hl at 270 +/-- 30 watts.
Opening of the control thermal switch at 145° F (63° C) or the safety thermal
switch at 250° F (121° C) cuts power to the heater.
Operation of the heater on the ground is inhibited by K205.
Shoulder Heat
Operation of the shoulder heater is identical to the foot heater.
In the LOW position heater output is 165 +/-- 17 watts and in Hl is 500 +/-- 50
watts.

HEATING SYSTEM ALL

21-- 40
Figure 9 SUPPLEMENTAL HEATING

HEATING SYSTEM ALL

21-- 40
FWD DOOR HEAT
Purpose
The forward door heater system provides a flow of heated air across the lower
edge of the forward doors to prevent cold air from flowing over passenger’s
feet and ankles.
Location
The heaters are located in the lowered ceiling area immediately aft of the
forward doors.
The ducting runs From the air conditioning distribution ducting across the tops
of the center storage compartments then forward across the top of the lowered
ceiling panels to the heaters.
From the heaters the ducting continues across the ceiling then down the side
all to an air grill next to the compartment floor.
The air grill is just aft of the door lower sill.
The system consists of two automatically controlled heaters, control circuitry,
two inch flexible ducting with fiberglass insulation around it, and two Kevlar air
outlet grills.
The heaters are the same as the flight compartment shoulder heaters which
provide 500 +/--50 watts with two phase power applied.
Power
A circuit breaker on the P11--3 provides 28 volts dc power for control of the
system from the left bus.
And two circuit breakers on the P36 provide two phase operating power from
the left utility bus.
Operation
Power wIll be applied automatically to the heaters with the airplane in the air
and either the left pack, right pack, left recirculation fan or right recirculation fan
on.
Once power is applied, a thermal switch within the heater will cycle at
approximately 145° F (63 ° C).
A safety thermal switch cuts power if the temperature reaches 250 ° F
(121° C).

HEATING SYSTEM ALL

21-- 40
Figure 10 FWD DOOR HEAT

HEATING SYSTEM ALL

21-- 40
MID DOOR HEAT
Heating for the mid door area is provided by six electrically operated heaters
and controlled by a switch.
Heat control power is provided by the 28 volt dc left bus.
Power to operate the heaters is provided by the left utility bus, (phase to phase
power).
The system is enabled when either recirculation fan is operating or either pack
is operating and the airplane is in the air mode.
Temperature is controlled by the four position switch located on the mid
attendant’s panel, right side.
Internal temperature switches in the heaters provide temperature control and
protection.

HEATING SYSTEM ALL

21-- 40
Figure 11 MID DOOR HEAT

HEATING SYSTEM ALL

21-- 40
AFT DOOR HEAT
Heating for the aft door area is provided by two electrically operated heaters
and two fans.
Heat control power is provided by the 28 volt dc left bus.
Power to operate the heaters is from the left bus, (phase to phase power).
The fans receive power from the utility bus. (3 phase.)
The heaters are enabled when either recirculation fan is operating or either
pack is operating and the airplane is in the air mode.
Temperature is controlled by internal temperature switches in the heaters.
The temperature switches are set at 145° F (63 ° C).
The fans operate when the utility bus is powered.

HEATING SYSTEM ALL

21-- 40
Figure 12 AFT DOOR HEAT

HEATING SYSTEM ALL

21-- 40
OVERWING ESCAPE HATCH HEATER BLANKET
Purpose
The heater blankets keep the door panels warm so that the passenger area
near the door does not get cold.
Location
The heater blanket is installed in each overwing escape hatch.
The heater blanket is attached by tape to the outboard side and bottom half of
the escape hatch panel, between the panel and insulation.
The emergency escape door heater blankets are made of electrical wires set
between flexible fiberglass layers.
The electrical wires are usually set vertically and one Inch apart.
The power density of each blanket is 35 watts/sg. foot.
The electrical connector to the blanket Is installed in the upper corner of the
door.
It will automatically disconnect when the door is opened and will automatically
connect when the door is closed.
Operation
The heater blankets receive 115 volt ac power through the air/ground relays so
that they will operate whenever the airplane is in the air.
Each blanket contains a thermostat which opens at 120° F (49° degrees C).

HEATING SYSTEM ALL

21-- 40
Figure 13 OVERWING ESCAPE HATCH HEATER BLANKET

HEATING SYSTEM ALL

21-- 40


CARGO DISTRIBUTION FREIGHTER

21-- 28
FWD CARGO DISTRIBUTION



21-- 28
FORWARD CARGO A/C DISTRIBUTION SYSTEM
System Description
The forward cargo air conditioning distribution system has an air
conditioning shutoff valve (cargo A/C SOV), ducting and four air outlets.
Conditioned air is supplied to the forward cargo compartment from the left
air conditioning pack.
The forward cargo compartment ducting attaches to the left air conditioning
pack outlet ducting before the outlet duct reaches the mix manifold.
The forward cargo compartment distribution duct connects to four

cargo compartment ceiling mounted air outlets. The outlets provide even
distribution of the air entering the cargo compartment from the ducting.
Outlets
There are four outlet assemblies. Each assembly is made up of a Kelver hous
ing assembly, four aluminum stiffeners and an air diffuser. The diffuser
consists of three different sized square vanes to provide even air flow in all
directions.


21-- 28
Figure 65 FORWARD CARGO COMPARTMENT CONDITIONED AIR DISTRIBUTION


21-- 28
FORWARD CARGO A/C SHUTOFF VALVE
The forward cargo air conditioning shutoff valve is a five inch diameter,
electrically operated disk valve.
The valve consists of an electric actuator assembly and a valve flow section.
The actuator has a manual override handle which acts as a valve position indi
cator. The handle can also be used to manually position the valve.
The valve is mounted in a section of the forward cargo compartment distribu

tion duct which is outboard and below the mix manifold.


21-- 28
Figure 66 FORWARD CARGO A / C SHUTOFF VALVE


21-- 28
FORWARD CARGO A/C SOV - CONTROL
The air conditioning shutoff valve is controlled by the cargo air
conditioning shutoff valve relay. When the relay is energized power is applied
to open the valve. When the relay is de--energized, power is applied to close
the valve. The relay is always powered but energizes only when the PFCAC
provides a ground. The ground will be provided when all these conditions
occur:
Fwd cargo air conditioning/temperature selector is in AUTO,
S -- Fwd and main deck cargo fire switches are not ARMED,
S -- L and R PRSOV s are open,
S -- L and R air conditioning pack flow control valves are open,
S -- A cargo air conditioning INOP condition does not occur.
Two indications show that a cargo air conditioning INOP condition has
occurred.
The INOP light on the control module will illuminate due to any of the
following faults:
S -- The fwd cargo air conditioning temperature selector
potentiometer fails.
S -- The auxiliary zone controller fails.
S -- Power is not supplied through the Auxiliary zone controller.
S -- The forward cargo air conditioning shutoff valve fails to go to its
commanded position.
Whenever the INOP light is illuminated, an EICAS advisory message FWD

CARGO A/C will be displayed.
If the shutoff valve fails to be in the commanded position, an EICAS status

message COND CARGO VALVE will bed isplayed.


21-- 28
Figure 67 FORWARD CARGO A / C SOV CONTROL


21-- 28


MAIN DISTRIBUTION FREIGHTER

21-- 20 / 23
MAIN DISTRIBUTION SYSTEM



21-- 20 / 23
DISTRIBUTION SYSTEM
Purpose
A system of ducts that distributes the conditioned air temperature and flow
controlled air conditioning pack output to outlets in the flight compartment,
main cargo compartments and lower lobe forward cargo compartment.
Description / Location
The main distribution mix manifold is located in the pressurized area
immediately forward of the forward cargo compartment’s aft pressure
bulkhead.
The flight compartment conditioned air distribution system consists of a duct

originating from the left side of the mix manifold and leading forward on the
left side of the airplane to outlet ducts throughout the flight compartment.
The main cargo compartment distribution system receives conditioned air from
the main distribution mix manifold through three risers (two on the right,
one on the left). The risers discharge into an overhead distribution of the
main cargo compartment. Air discharges through outlets that are centered
along the bottom of the overhead duct.
The lower lobe forward cargo compartment distribution system receives

conditioned air from the left pack. The air is supplied to overhead outlets in the
cargo compartment through a duct on the left side of the compartment.
Two air distribution shutoff valves are located in the ducting between the mix
manifold and the risers.


21-- 20 / 23
Figure 68 DISTRIBUTION SYSTEM


21-- 20 / 23
MAIN DISTRIBUTION MANIFOLD
The main distribution manifold consists of a mix manifold with attached ducting
and a ground air service connector.
The mix manifold dístributes cooled air from the air conditioning packs to the
flight compartment and main deck cargo compartment.
Whenever the airplane Is parked, the ground air service connector allows
input of conditioned air directly into the airplane’s air distribution system.
The mix manifold is immediately forward of the forward cargo compartment aft
bulkhead.
The ground service connector consists of an eight inch diameter receptacle

and an integral swing check valve. The swing check valve is spring--loaded to
the closed position.
The service connector is located on the underside of the fuselage just forward
of the left air conditioning pack.


21-- 20 / 23
Figure 69 MAIN DISTRIBUTION MANIFOLD


21-- 20 / 23
MAIN CARGO COMPARTMENT CONDITIONED AIR
DISTRIBUTION
Conditioned air from the mix manifold mixes with trim air and enters the
three sidewall risers (two on the right, one on the left) . Air then flows through
each sidewall riser and enters the overhead ducts.
The right forward riser supplies distribution air to the forward cargo compart
ment and the left and right aft risers supply distribution air to the aft cargo
compartment.
The overhead ducting disperses air through holes in the bottom of the ducting
to a fixed nozzle assemblies where the air is then distributed to the forward and
aft main cargo compartments.


21-- 20 / 23
Figure 70 MAIN CARGO COMPARTMENT CONDITTIONED AIR DISTIBUTION


21-- 20 / 23
AIR RETURN GRILLS
Purpose
The primary reason for the air return grills is to allow the air from the main
distribution system to escape from the main cargo compartment. Once the
air leaves the main cargo compartment it flows through the lower cargo
compartments and overboard through the pressurization outflow valve.
The secondary reason is to help equalize the pressure between the main
and lower cargo compartments should there be a decompression.


21-- 20 / 23
Figure 71 AIR RETURN GRILL


21-- 20 / 23
AIR DISTRIBUTION SHUTOFF VALVE
Purpose
The air distribution shutoff valves shut off airflow to the main cargo deck
when the DEPR / CARGO switch is placed to DEPR.
Location
The three valves are in the distribution bay area mounted in the inlets of the
main deck cargo conditioned air risers.
Description
The air distribution shutoff system uses three identical seven--inch diameter
electric driven shutoff valves. The valve consists of an actuator mounted on a
valve body. The actuator consists of an electrical connector, filter, two limit
switches, motor and a visual position indicator.
Operation
With 115 volt ac power applied to the open side of the valve, the motor drives
the valve open. Power is removed from the motor when the valve reaches the
fully open limit switch.


21-- 20 / 23
Figure 72 AIR DISTRIBUTION SHUTOFF VALVE


21-- 20 / 23
AIR DISTRIBUTION SHUTOFF VALVE CIRCUIT
The power source for the air distribution shutoff valves is 115 v ac.
The valves are normally in the open position and are closed by pressing the
DEPRICARGO switch on the P8 APU/CARGO fire control module.
Pressing the switch to the DEPR position energizes relays K2199
(controlling left and right aft valves) and K2263 (controlling forward valve)
With the relays energized, the three valves close.


21-- 20 / 23
Figure 73 AIR DISTRIBUTION SHUTOFF VALVE CIRCUIT


21-- 20 / 23


PACK FLOW CONTROL FREIGHTER

21-- 51
SMOKE MODE


21-- 51
PACK FLOW CONTROL - SMOKE MODE
When smoke is detected in the cargo (forward, aft, main deck) compartment,
the DEPR/CARGO switch is depressed.
This reconfigures the pack operation for smoke clearance.
-- If both packs are in AUTO mode when pack smoke mode is
activated, the right is commanded off and the left pack is commanded to the
low flow mode. AUTO mode for the left pack is retained.
-- If one pack is operating in AUTO mode and the other in STBY--

N or STBY--W mode when the smoke mode is activated, the pack which is
operating in STBY--N or STBY--W is commanded 0FF. The pack which is
operating in AUTO is commanded to the low--flow mode with automatic
operating of the associated pack control system retained.
-- If only the left pack or both packs are operating in STBY--N or

STBY--W mode when the smoke mode is activated, the left pack is
commanded to low--flow, the left pack ram air inlet and exit doors are
still commanded open and the left pack temperature control valve is
commanded open. The right pack is commanded off.
-- If the right pack is operating in STBY--N or STBY--w mode and

the left pack is 0FF when the smoke mode is activated, then the right pack is
commanded to low--flow, the right pack ram air inlet and ram air exit
doors are still commanded open and the right pack temperature control
valve is commanded open. The left pack is commanded 0FF.


21-- 51
Figure 74 PACK FLOW CONTROL-- SMOKE MODE


21-- 51


CARGO HEATING FREIGHTER

21-- 51
FWD & AFT CARGO HEATING SYSTEM



21-- 51
CARGO HEATING SYSTEM
The heating systems for the three cargo compartments are independent in
control and operation. Control switchlights are in the flight compartment on the
cargo heat control panel (P5). When pushed to the ON position, the
switchlight enables the cargo heating control circuit.
This controls the position of two valves for each cargo compartment, shutoff
and control. The shutoff valve is normally commanded open as long as there is
no overheat (90° F, 32° C) . The control valve is cycled between open and
closed to maintain a minimum temperature of 45 ° F (7° C ) during normal
operation for the three cargo compartments.
The bulk cargo compartment may be maintained at a higher temperature if the
VENT position is selected on the mode select switch (P61).
Whenever heat is being provided (shutoff and control valves both open) to a
cargo compartment an EICAS maintenance message will indicate that heat is
being provided. This is an information type message and not a malfunction.
There are three messages, one for each cargo compartment, that indicate a
malfunction has occurred in the cargo heating system. These level C mes
sages will only be activated if the control valve has failed to close and the
compartment temperature is greater than 90° F ( 32° C ). The OVHT
annunciator light in the lower part of the control switchlight illuminates for
an overheat condition.


21-- 51
Figure 75 CARGO HEATING SYSTEM


21-- 51
FORWARD CARGO HEATING CIRCUIT
Cargo Heating EICAS Indications
Forward cargo heating is controlled by the FWD cargo heat switchlight on P5. Indications of forward cargo compartment heating:
Cargo heating is provided by hot air From the pneumatic system through the FWD CARGO HEAT -- M : shutoff valve and control valve are open.
shutoff and control valves which are controlled by K230 and K231 relays.
The temperature is sensed by the 40 to 50° F (4 to 10°C) temperature switch Indications of a forward cargo compartment overheat
At a temperature of 40° F (4° C) the cargo heat shutoff and control valves CARGO FLOOR OVERHEAT -- C: forward cargo floor overheat switch is
open. closed (90° F, 32° C)
At a temperature of 50° F 10° C) the control valve closes. Whenever forward
cargo heat is operational, the ON light on P5 is illuminated and FWD CARGO CARGO ZONE OVERHEAT -- C: forward cargo sidewall overheat switch is
HEAT is displayed on EICAS. At 90° F (32° C) , with the control valve open, closed (90° F, 32° C).
the shutoff valve closes, the amber OVHT light on P5 is illuminated and FWD
CARGO OVHT is displayed on EICAS. CARGO A/C TEMP. -- C: forward cargo air conditioning duct overheat
switch is closed (190° F, 99° C)
Activation of either the main deck or forward cargo fire switches, or selection of
forward cargo heat to 0FF, closes the shutoff and control valves.
Cargo Air Conditioning
If the cargo air conditioning system is selected 0FF, the shutoff valve closes
if any of these conditions exist:
S -- the forward cargo heat switch is 0FF
S -- The forward cargo or main deck cargo fire switch is armed
S -- compartment overheat occurs 90° F (32° C) FWD CARGO
SIDEWALL switch, or 190° F (88° C) FWD CARGO DUCT OVHT
switch closed.
cargo air conditioning fault occurs.


21-- 51
Figure 76 FWD CARGO COMPARTMENT HEATING CIRCUIT


21-- 51
AFT CARGO COMPARTMENT HEATING SYSTEM
Description
The aft cargo heating shutoff valve isidentical (same part number) to the
forward cargo heating shutoff valve.
It is located in the left sidewall of the aft cargo compartment just forward
of the bulk cargo door.
The aft cargo heating flow control valve is identical to the forward flow
control valve (same part number) . It is located adjacent to the shutoff
valve in the same pneumatic duct.
The aft cargo compartment control and overheat thermal switches operatinge
identically to the forward cargo thermal switches. They are located under the
floor of the aft cargo compartment (centerline) forward of the ball panels,
to the left of center line.


21-- 51
Figure 77 AFTER CARGO COMPARTMENT HEATING SYSTEM


21-- 51


EQUIPMENT COOLING BOEING 767 - 300
GENERAL ALL
21 - 58
EQUIPMENT COOLING
SCL/ TTL/ AJH / REV00 / May2015 Page: 1

GENERAL ALL
21 - 58
EQUIPMENT COOLING
Purpose
The electrical/electronic (E/E) equipment cooling system provides a supply of
cooling air and/or evacuates the hot exhaust air from the electrical and elec-
tronic equipment.
System Description
The equipment cooling system is divided into a forward and an aft system.
The forward system has blow through (forced air) and draw through (suction)
cooling.
The aft system has draw through cooling only.
Both systems are controlled automatically. MODE SELECTION for the desired
mode of operation is the only input that is required by the operator.

GENERAL ALL
21 - 58
Figure 1 767 EQUIPMENT COOLING

GENERAL ALL
21 - 58
EQUIPMENT COOLING SYSTEM BASIC
General Component Location The components installed in the left sidewall area are:
In the flight compartment there are two panels associated with equipment Inboard supply valve
cooling. the skin heat exchanger
A control panel on the pilot’s overhead panel (P5), and the miscellaneous test Supply fan and its check valve
panel on the sidewall panel (P61).
Skin temperature switch,
The miscellaneous test panel has one test switch (EQUIP COOL) dedicated for
Smoke clearance valve
the equipment cooling system.
Air cleaner.
The P36 and P37 panels contain the control circuit relays.
The P50 contains a logic card that is part of the system indication circuit. Aft System
The P36, P37, and P50 are located in the main equipment center. The aft system uses two fans that are aft of the bulk cargo compartment.
The ducting extends from the E6 panel in the aft cargo compartment up to the
Fwd System
LAV/GALLEY ventilation ducting in the ceiling area of the passenger
Supply and exhaust ducting for the forward system is located throughout the compartment.
forward section of the airplane.
A low flow detector and the manifold interconnect valve are mounted to the System Interfaces
right of the nose wheel well in the forward part of the main equipment center. Fwd system: Equipment cooling system faults will be annunciated on EICAS,
The rest of the components for the forward equipment cooling system are on the equipment cooling control panel, and through the ground crew call horn.
mounted in the sidewalls and below the floor of the forward cargo Aft system: Aft equipment cooling is provided by the LAV/GALLEY ventilation
compartment. system.
The components installed in the right sidewall area forward of the cargo door The fan faults will be annunciated on EICAS.
are:
a Smoke detector
an Exhaust fan with its check valve.
The components installed below the cargo flooring are:
Overboard exhaust valve,
Heat exchanger shutoff valve
Heat exchanger bypass restrictor
Overheat switch Low flow detector.

GENERAL ALL
21 - 58
Figure 2 EQUIPMENT COOLING SYSTEM

GENERAL ALL
21 - 58
EQUIPMENT COOLING CONTROL PANELS
M17 Equipment Cooling Control Panel
The mode selector allows selection of desired mode of operation of the
equipment cooling system.
S AUTO position provides optimum cooling dependent on system inputs of
air/ground relays, skin sensed temperature and engine operation.
S STBY position puts the equipment cooling system in the standby mode.
This is a back--up mode for system failures.
S OVRD position puts the equipment cooling system in the override mode.
This mode is used for system failures and/or smoke clearance.
Annunciator Lights
S VALVE light indicates a valve malfunction.
S OVHT light indicates a high temperature or low flow condition.
S SMOKE light indicates smoke sensed in the equipment cooling ducting.
S NO COOLING light indicates no airflow through the equipment racks.
Miscellaneous Test (P61)
Equipment cooling test provides a ground test of the low flow detectors and the
smoke detector.
Proper operation will illuminate the discrete lights on the equipment cooling
control panel.

GENERAL ALL
21 - 58
Figure 3 EQUIPMENT COOLING CONTROL PANELS

GENERAL ALL
21 - 58
FWD EQUIPMENT COOLING SYSTEM
Purpose
The forward equipment cooling system provides cooling air to the electrical/
electronic equipment (E/E) on the flight deck, forward, main, and mid
equipment centers.
System Description
The E/E cooling system operates automatically with mode selection being the
only input required from the operator.
Mode selection is made at the equipment cooling control panel on the pilots’ P5
overhead panel.
The cooling configuration is determined by system inputs.
These inputs provide for fan operation and valve position.
Valve position determines the path of the airflow.
Air for system cooling is provided either through an intake (inboard supply
valve) behind the cargo compartment sidewall (inboard loop configuration), or
by closing the intake and circulating the air already inside the E/E cooling sys-
tem ducting (closed loop configuration).
The air can be cooled by ducting it through the skin heat exchangers.
The air is circulated through the system by a supply fan and/or an exhaust fan.
A smoke detector, two low flow detectors, and one overheat switch monitor the
air as it is being circulated.

GENERAL ALL
21 - 58
Figure 4 EQUIPMENT COOLING SYSTEM

GENERAL ALL
21 - 58
FWD EQUIPMENT COOLING SYSTEM OPERATION BASIC
General Operation This loop is configured to duct the air through the skin heat exchangers using
S SYSTEM INPUTS the outside air as a heat sink.
S Mode Select Switch Air is drawn through the inboard supply valve by the supply fan and into the
distribution ducting to the main and mid equipment centers.
S AUTO--STBY--OVRD
Air also passes through the manifold interconnect valve to the FWD equipment
S AIR/GROUND Relays
center and flight deck panels.
Skin Temperature Switch The exhaust fan pulls the air from the equipment centers and flight deck panels
OAT < 45_F, OAT > 45_F and forces it through the heat exchanger SOV.
Then it passes through the skin heat exchangers and bypass duct and returns
Engine On Relays to the supply fan for recirculation.
N2 50% AUTO -- OAT > 45_ _ F : In this mode, the OAT is so warm that the skin heat
Ground Modes (Air/Ground Relays Ground) exchangers are no longer effective for cooling. Instead of ducting the air
through the heat exchangers, it is exhausted overboard.
Ground operation with the mode select switch in AUTO provides for three pos-
sible cooling configurations, This configuration is known as the INBOARD OVERBOARD LOOP.
INBOARD CLOSED LOOP, It is identical to the AUTO -- OAT 45_F configuration except that the heat
exchanger SOV is closed, and the overboard exhaust valve is open.
INBOARD OVERBOARD LOOP,
The air is exhausted from the bottom of the airplane.
AND CLOSED LOOP.
AUTO -- BOTH ENGINES RUNNING: On the ground, with the mode select
Operation with the mode select switch in STBY provides CLOSED LOOP switch in AUTO and regardless of OAT, when the second engine reaches N2
configuration. 50% the system configures for CLOSED LOOP operation.
CAUTION: OVRD MODE IS NOT TO BE USED ON THE GROUND. In the CLOSED LOOP configuration, no air is flowing into the system.
Ground operation with the mode select switch in AUTO or STBY will command The air that is in the ducting is being circulated through the equipment and then
both the supply and exhaust fans on. into the skin heat exchangers to provide E/E cooling. In this loop, the inboard
An overheat switch and a low flow detector sample the cooling air just prior to supply, and overboard exhaust valves are closed and the heat exchanger SOV
the inlet of the main E/E center. is full open.
Another low flow detector samples the air just prior to the inlet of the fwd E/E Ground Modes (Air/Ground Relays Ground)
area and flight deck.
STBY: When the mode select switch is selected to STBY, the system
If any of these sense low flow or overheat, the OVHT light on the P5 E/E configures for CLOSED LOOP operation regardless of any other system
control panel and the associated EICAS message will notify the crew. inputs.
If the airplane is on the ground, the ground crew call horn will also activate.
AUTO -- OAT < 45_ _ F : On the ground, with the mode select switch in AUTO,
both engines off, and skin--sensed temperature below 45_F, the E/E cooling
system will configure for INBOARD CLOSED LOOP operation.

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Flight Modes (Air/Ground Relays -- Flight)
Anytime the AIR/GROUND relays are in the flight position, only one of the E/E
fans will be commanded on in AUTO or STBY modes.
On the ground ( in warmer air ), the skin heat exchangers will not be as
effective as they are in flight ( in much colder air ), so both fans are
commanded on to increase the volume of flow across the equipment.
AUTO: In flight, the AUTO mode provides for a closed loop configuration, and
an ON command to the E/E exhaust fan.
If the exhaust fan fails, an auto--transfer will enable the E/E supply fan.
STBY: In flight, the STBY mode provides for a closed loop configuration, and
an ON command to the E/E supply fan.
If the supply fan fails, an auto--transfer will enable the E/E exhaust fan.
OVRD: The OVRD configuration is used primarily for smoke clearance and
CAN ONLY BE USED IN FLIGHT.
This mode depends on differential pressure between the cabin and ambient to
provide airflow across the equipment.
Selection of the OVRD mode on the ground will configure the system as
commanded, but there will be no cooling airflow across the equipment.
The OVRD configuration will command off both E/E fans, and close all valves
in the system except for the manifold interconnect and smoke clearance
valves.
Opening the manifold interconnect valve will supply air conditioning system air
directly into the fwd and flight deck E/E ducting.
The smoke clearance valve will open, providing an overboard vent.
The low ambient pressure will generate a reverse flow through the equipment
in the main E/E center, also drawing the air from the flight deck and the forward
equipment area, then exhausting it overboard.
This will help prevent contamination of the flight deck or passenger
compartments by smoke from an equipment fire/overheat.
55 seconds after OVRD has been selected, if sufficient differential pressure

does not exist between the cabin and main E/E supply air ducting, the differen-
tial pressure switch mounted on the E1/E2 racks supply air plenum will send a
signal to EICAS and the NO COOLING light on the equipment cooling control
panel.
If the airplane is on the ground, the ground crew call horn will also be activated.

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Figure 5 FORWARD EQUIPMENT COOLING SYSTEM OPERATION

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INBOARD VALVES
The forward equipment cooling system uses a nine--inch diameter electric
driven shutoff valve as an inboard supply valve, and a heat exchanger shutoff
valve.
The valves are identical.
The valve consists of an actuator mounted on a valve body.
The actuator consists of an electrical connector, filter, two limit switches, motor,
visual position indicator, and a manual override.
Operation
With 115 volt ac, 400 Hz, single--phase power applied to the open side of the
valve, the motor drives the reduction gear which drives the primary worm gear
shaft.
The secondary worm gear shaft drives the sector gear and the output shaft.
The output shaft rotates the disk plate until the cam actuates the full open limit
switch.
This removes power from the actuator.
The sup clutch allows manual positioning of the disk without back--driving the
actuator.
The visual position indicator consists of a pointer attached to the end of the
output shaft.
The manual override consists of a knob pinned to the secondary worm gear
shaft.
Rotating the manual override knob clockwise opens the valve.
Rotating the manual override knob counterclockwise closes the valve.

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Figure 6 INBOARD VALVES

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INBOARD VALVES
There are two inboard valves which are physically and functionally
interchangeable.
They are the heat exchanger shutoff valve (V10) and the inboard supply valve
(V91).
Heat Exchanger Shutoff Valve

The heat exchanger shutoff valve allows the E/E cooling exhaust air to pass
through the skin heat exchangers and the skin heat exchanger bypass.
It is in the open position in all modes of operation except ground auto (OAT >
45_F ) and override.
Inboard Supply Valve
The inboard supply valve allows E/E cooling air to be drawn from the sidewall
area of the forward cargo compartment by the supply fan.
This valve is open any time the mode selector switch is in AUTO, the airplane
is on the ground and both engines are not running.
Under any other conditions the valve is closed.
Indication
If either or both valves are not in the position commanded, the amber VALVE
light on the equipment cooling panel (P5) will be illuminated and the EICAS
advisory message FWD EQUIP VAL will be displayed.

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GROUND VALVE
The equipment cooling system uses a 115--volt ac, motor--actuated flapper
valve as an overboard exhaust valve.
A manual override socket allows manual flapper positioning.
When open, the flapper retracts inside the airplane skin.
The flapper closes flush with the airplane skin.
Operation
The actuator, attached to a clutch, opens or closes the valve.
The clutch also allows manual valve positioning. Inserting a 3/8--inch drive
wrench in the manual override socket and applying about 3/8 of an inch torque
tube compression, engages the drive train.
The flapper valve moves to the opposite position by rotating the drive wrench
about 300 degrees.
Adjustable stops prevent flapper overtravel.
Limit switches provide travel limit control and position indication.
An over--center linkage system on the flapper and internal pressure provides
positive mechanical locking in the closed position.
The actuator first unlocks the over--center linkage when opening the valve.
The actuator applies its output to the short, upper link on the flapper.
The actuator rotates about 100 degrees, turning the upper link and pulling the
lower link up.
The flapper then opens to about 40 degrees.
When the actuator linkage closes the flapper, the flapper bottoms on the valve
body and the linkage assumes the over--center position.

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Figure 8 GROUND VALVE

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GROUND EXHAUST VALVE
There is one ground exhaust valve mounted in the bottom centerline of the
airplane.
It allows the heated E/E cooling air to exhaust overboard.
The valve is open only when the mode selector switch is in AUTO, the airplane
is on the ground, both engines are not running and skin sensed temperature is
greater than 45 degrees F.
Indication
When the airplane is on the ground any valve disagreement will be sensed by
the equipment cooling indicating card (M867) which will illuminate the amber
VALVE light on the equipment cooling control panel (P5) and provide the
advisory message FWD EQPT VAL on EICAS.
In flight, the same indication will be displayed if the valve opens, but the signal
will bypass the Indication card.
it will be provided directly through the K200 system No. 2 air/ground relay and
the relaxed K1008 exhaust valve closed indication relay.

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Figure 9 GROUND EXHAUST VALVE

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SMOKE CLEARANCE VALVE
General
The 28 volt dc motor driven valve is a disk type valve, operated by an
A manual override also functions as a position indicator.
Operation
With 28 volt dc power applied to either the open or close side of the actuator
motor, the valve disk rotates accordingly.
Moving the manual override handle to the open or close position shown on the
actuator positions the disk accordingly.

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Figure 10 SMOKE CLEARANCE VALVE

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MANIFOLD INTERCONNECT VALVE
Purpose
The valve is designed to provide the means for selecting the source of cooling
air (equipment cooling air or air conditioning air) for the electrical/electronic
equipment in the forward equipment and flight compartment areas.
The manifold interconnect valve consists of a two--position, 3--port valve
operated by an electrical actuator.
The actuator has a manual override lever which also acts as a position
indicator.
The valve contains two inlet ports and one outlet port.
Only one inlet port is open at any one time.
Operation
The valve operates on 115 volts ac power.
Through a clutch, the actuator drives the flapper and provides positive
mechanical locking in the open and closed positions.

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Figure 11 MANIFOLD INTERCONNECT VALVE

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EQUIPMENT COOLING SYSTEM COMPONENTS ( I )
Forward Rack Supply and Exhaust Fans Equipment Cooling Differential Pressure Switch
The forward cargo compartment contains two identical fans, one supply fan The differential pressure switch mounts onto the forward side of the E--2 rack.
(left side below the passenger cabin floor) and one exhaust fan (right side It is used during override mode to sense airflow into the rack--mounted equip-
below the passenger cabin floor). } ment.
The fans are a single--stage, mixed--flow type with an integral induction motor, Activation of the switch due to no airflow provides a NO COOLING light and a
operating on 115 volt ac, 400 Hz, three--phase power. level B caution on EICAS.
Thermostats serve as thermal protectors, opening at 400 degrees F (204 de-
Air Cleaner
grees C). The fans operate at 11,400 rpm and moves approximately 1300
cubic feet (37m3/min) of air per minute. A high efficiency air cleaner is installed, in the cooling air supply ducting, down-
stream of the supply fan. It removes 85% of debris greater than fifteen microns
Fan Check Valves from the supply cooling air.
The valves consist of two semi--circular check valve flappers hinged about The debris is discharged from the air cleaner through a purge line.
a pin.
E/E Flow Monitor System
A torsion spring closes the flappers when reverse airflow or no airflow
conditions exist. On extended range operations (ETOPS) airplanes, a flow monitor system is
installed at nine critical areas.
The check valves are mounted in parallel with the supply and exhaust fans.
Ducting from these nine instruments is routed to the E/E cooling monitor
Equipment Cooling Low Flow Detectors (Effect Detectors) module on the P61 panel.
Two low flow detectors, a forward rack detector and a flight compartment If the ducting is intact and the system is operating nine white balls should be in
detector consist of a probe--like element with a self--heating thermistor. view due to system pressure when the test lever is pressed.
When sufficient airflow for cooling does not exist, the low flow detector This system is a preflight item prior to overwater flights.
provides an alarm signal to the flight compartment to activate the equipment
cooling overheat indications on the control panel and EICAS.
Skin Temperature Switch
The skin temperature switch is mounted outboard of the forward cargo
compartment left sidewall, near the smoke clearance valve outlet port.
The skin temperature switch measures outside ambient temperature by sens-
ing the airplanes skin temperature.
The switch, at a temperature of 45 degrees F (7 degrees C), provides control

of system relays.
Equipment Cooling Smoke Detector
The smoke detector is mounted near the ceiling on the right side of the forward
cargo compartment, forward of the exhaust fan.

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Figure 12 EQUIPMENT COOLING SYSTEM COMPONENTS (I)

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EQUIPMENT COOLING SYSTEM COMPONENTS (II)
Overheat Switch
The switch mounts on the main equipment center cooling duct downstream of
the forward rack supply fan.
It closes when the duct temperature reaches 135 degrees F +/-- 5 degrees F
(57 degrees C +/-- 3 degrees C).
This provides an equipment cooling overheat signal to the equipment cooling
control panel and a C level EICAS message FWD EQUIP OVHT.
The switch re opens when the temperature decreases below 130 degrees F
(54 degrees C).
Fan Control Card
The P50 card file in the main equipment center, houses ECS fan control cards
(L, C). The L control card contains the control logic necessary to control the
supply fan.
The C control card contains the control logic to control the exhaust fan.
Equipment Cooling indication Card
The P50 card file in the main equipment center, houses the equipment cooling
indication card.
The printed circuit card contains logic for providing indications for equipment
cooling system malfunctions to the discrete lights and EICAS.
Fan Current Sensors

Two fan current sensors, one on each of two miscellaneous electrical equip-
ment panels (P36, P37), check for current flow to the supply fan and exhaust
fan.

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Figure 13 EQUIPMENT COOLING SYSTEM COMPONENTS (II)

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E/E COOLING MONITOR SYSTEM
The instrument cooling monitor panel is on the right side panel (P61) in the
flight compartment.
The nine (9) sensing tubes are located throughout the forward section of the
airplane.
The majority of the tubes are below the floor of flight compartment and the
passenger compartment except where the tubes connect to captain’s
instruments and to the monitor panel.
General Subsystem Features
The system consists of clear flexible tubes (TYGON) and aluminum alloy
tubes.
The tubes run from nipples that are installed on the equipment cooling supply
air plenums for the follow nine components: 1) the capt’s EADI, 2) the capt’s
EHSI, 3) the left VOR, 4) the left FMC display unit (DU), 5) the E1/E2 racks,
6) the left inertial reference unit (IRU), 7) the center IRU, 8) the right IRU and
9) the E5 rack.
General Operation
The pressure of the cooling air that is provided to the above nine components
is also provided, by way of the sensing tubes, to the instrument cooling monitor
panel.
There will be no flow of cooling air through the tubes and panel until the LIFT
TO TEST lever is raised and held up.
This action opens all the tubes and if sufficient cooling air pressure is available
the indicator (flow) ball(s) will move up into view.
Releasing the lever stops the air flow and the ball(s) will drop from view.
Note that a light tap with the hand may be used to release flow balls suspended
by residual air pressure in the module.

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Figure 14 E/E COOLING MONITOR SYSTEM

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FWD AND AFT EQUIPMENT COOLING
Flight Compartment and Fwd Equipment Center Cooling
Provides cooling of the forward equipment center (weather radar) and flight
compartment panels (P1, P2, P3, P5, P6, P8, P9, P10, P11, P61).
Aft Equipment Center Cooling

Cooling of the aft equipment center (E6) is provided by the lavatory/galley
ventilation system.

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Figure 15 FWD AND AFT EQUIPMENT COOLING

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EQUIPMENT SUPPLY AND EXHAUST FAN OPERATION
Operation/Control Sequence Sensed supply fan failures will command AUTO transfer and EICAS indication.
The supply and exhaust fans are powered by 115--volt ac, 3--phase power. A dual fan failure, supply and exhaust, normally will cause a low flow indication
Control is 28--volt dc through the left and center ECS control card located in the (OVHT) which requires the mode selector to be positioned to OVRD.
P50 card file. OVRD selection commands both fans off.
Control for the supply fan is from the left ECS control card and the exhaust fan
control is from the center ECS control card.
The control cards provide for fan on commands, fan overheat logic, automatic
fan transfer, and EICAS indication.
Ground Operation
Ground operation with mode selector position in AUTO or STBY will command
both fans to operate.
Fan operation is sensed by fan current sensors in the P36 and P37 panels.
The fans are protected by integral thermal switches.
Fan failures are sensed by fan current sensors and the respective ECS control
cards which will provide a fan failure indication to EICAS.
A failed supply fan will be indicated on EICAS as a status and maintenance
message FWD EQ SUP FAN 1, while an exhaust fan failure will be indicated
on EICAS as a status maintenance message FWD EQ EXH FAN.
Mode selector position and air/ground relays provide ON command logic to the
respective ECS control card.
Selection of OVRD on the ground will command both fans off.
Flight Operation
In flight with mode selection in AUTO, commands the exhaust fan to operate
and the supply fan off.
AUTO position and air/ground relays provide ON command logic to the center
ECS control card.
Exhaust fan operation is sensed by a fan current sensor providing fan

operation logic to the control card.
A fan overheat or no--sensed current logic to the control card will command an
AUTO transfer, commanding the supply fan to operate.
Fan fail indication will be displayed on EICAS.
Mode selection to STBY through the air/ground relays commands the supply
fan to operate and an off signal to the exhaust fan.

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Figure 16 EQUIPMENT SUPPLY AND EXHAUST FAN OPERATION

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EQUIPMENT COOLING SMOKE DETECTION
Operation/Control Sequence Fwd Chiller interface
Smoke in the equipment cooling system is sensed by a smoke detector
installed between the supply air line and the exhaust air line.
Pressure differential causes a continual flow of air through the detector for
sampling.
When smoke is sensed, the smoke detector provides a ground for the SMOKE
light on the equipment cooling control panel and a signal to the EICAS
computers. (FWD EQUIP SMOKE.)
Light, reflected from smoke particles passing through the smoke detector,
causes a decrease in resistance of the photo--diode.
This signal is amplified sufficiently to close an electronic switch which energizes
a relay to provide a ground at the smoke detector output.
This ground is connected directly to the SMOKE light on the equipment cooling
control panel and to both EICAS computers.
The ground is also connected to the forward CHILLER LATCH RELAY (K774) if
the airplane is configured with the optional forward galley chiller.
The smoke detector can be tested from a switch on the P61 miscellaneous test
panel.
This switch opens an electronic switch which forces the test LED to illuminate
and shine on the photo--diode. This provides the same response as reflected
light from smoke.

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Figure 17 EQUIPMENT COOLING SMOKE DETECTION

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OVERRIDE/SMOKE CLEARANCE
When smoke has been detected the mode selector switch is placed in OVRD.
This shuts off the supply and exhaust fan and opens the smoke clearance
valve and the manifold interconnect valve to clear the system of smoke.
When OVRD is selected, three primary relays, smoke clearance (K1011), equip
cool smoke CLR relay (K369), and equip cool diff. press. relay (K697), will
energize.
The smoke clearance relay (K1011) will enable the equipment cooling
indicating card (M867) to confirm the proper positions of the manifold
interconnect valve, the smoke clearance valve and the heat exchanger shutoff
valve.
The equip cool smoke CLR relay (K369) provides power to reposition the
manifold interconnect valve and open the smoke clearance valve.
The third relay, equip cool diff. press. (K697), removes control power from the
forward equip cool supply and exhaust fans.
Control power will be provided to the equip cool diff. press. T/D (K698) through
the energized equip cool diff. press. relay (K697).
After a fifty--five second delay, the diff press T/D relay (K698) energizes,
enabling the no cooling indication circuit. If the equip cool diff. press. switch
(S613) is not activated by cabin pressure being .05 psig greater than plenum
pressure, the NO COOLING light will illuminate and the EICAS caution
message FWD EQPT COOLING will be displayed.
When OVRD is selected with the airplane on the ground, the IRS warning relay
(K1) will energize, with the equip cool diff. press. T/D relay (K698) activating
the ground call horn located in the nose wheel well.

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Figure 18 OVERRIDE / SMOKE CLEARANCE

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EQUIPMENT COOLING OVERHEAT/FLOW INDICATION
Operation/Control Sequence The GND CREW CALL HORN will also be activated by the GND CREW CALL
The EQUIPMENT COOLING INDICATION CARD provides indication for the SW, or by selecting OVRD on the ground (55--second time delay).
IRS’s remaining powered on the ground by only the HOT BATT bus, for an
equipment cooling overheat, for an equipment cooling low flow condition, and
for an equipment cooling valve disagreement.
Indications can be activation of the ground crew call horn, EICAS messages,
an OVHT light, and a VALVE light.
A low flow alarm signal from either of the cooling effect (low flow) detectors or
by the overheat switch will cause the OVHT light and the FWD EQPT OVHT
level C message to be activated and an associated maintenance message will
be latched in.
The ground for the MASTER DIM AND TEST system will be inhibited
(to disable the flight deck lighting dimming resistors), and if the airplane is on
the ground, the ground crew call horn will be activated.
If an overheat occurs in AUTO mode, STBY mode will be selected to provide
alternate power sources for system valves and fans.
Selecting STBY will inhibit the overheat indications for 5 minutes to give the
system a chance to cool itself down.
Selecting OVRD mode inhibits the overheat indications.
NOTE: COOLING AIRFLOW IS NOW MONITORED BY THE DIFF PRESS
SW IN THE MAIN EQUIPMENT RACK (SEE OVERRIDE/SMOKE
CLEARANCE)
The EQUIP COOL test switch on the P61 panel is used to test the low flow
detectors on the ground.
If both low flow detectors test good, the OVHT light and the FWD EQPT OVHT
message will be activated immediately through the test circuit, and, 30 seconds
later, the ground crew call horn will sound.
If either detector is bad, indicated by no light or message, hold the test switch
for thirty seconds to activate the live circuit and the good detector will latch in a
maintenance message. The ground crew call horn will also sound.
The VALVE light and FWD EQPT VAL message will be activated on the ground
if any of the E/E cooling system valves are not in their commanded position.
In flight, only the OVERBOARD EXHAUST valve can activate the
disagreement indications.

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Figure 19 EQUIPMENT COOLING OVERHEAT / FLOW INDICATION (SHEET 1)

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Figure 20 EQUIPMENT COOLING OVERHEAT / FLOW INDICATION (SHEET 2)

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EQUIPMENT COOLING BOEING 767-- 300
OPERATION CONTROL FREIGHTER

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ATA 21
EQUIPMENT COOLING
SCL AGS / MAY 2001 Page: 45


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EQUIPMENT COOLING SYSTEM-- BASIC The components in the right sidewall area (forward of the cargo door
In the flight compartment, there are two panels associated with equipment include a smoke detector, an exhaust fan and check valve.
cooling. The P5 pilot,s overhead panel contains the equipment cooling control Components under neath the floor of the forward lower lobe are an overboard
panel. The P61 sidewall panel has one test switch for the equipment cooling valve, a by pass shutoff valve an overheat switch and a low flow detector
System. the components installed in the left sidewall area are an inboard supply valve,
a supply fan and check valve, a skin temperature switch a smoke clearance /
In the main equipment center, the P36 and P37 panels contain relays override valve and an air cleaner.
associated with the system.
The aft equipment cooling systems uses two fans that are behin the bulk cargo
The P50 panel contains one logic card used as part of the system indication compartment .
circuit.
The fans connect to two ducts that provide draw through cooling through
Supply and exhaust ducting for the forward system is located throughout equipment racks installed in the after lower lobe.
the forward lower lobe of the airplane. these ducts supply cooling air to the Interface
main, forward and mid equipment centers for rack mounted equipment. Forward equipment cooling system faults are indicated by EICAS, by the
equipment cooling control panel, and by the ground crew call horn. Faults
A low flow detector, equipment cooling temperature control switch and a associated with the aft equipment cooling system are also indicated on EICAS.
manifold interconnect valve are located next to the right side of the nose
wheel well in the forward part of the main equipment center.


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Figure 21 FORWARD EQUIPMENT COOLING SYSTEM


21-- 58



21-- 58
Figure 22 EQUIPMENT COOLING SISTEM BASIC


21-- 58
FORWARD EQUIPMENT COOLING SYSTEM
Purpose
The forward equipment cooling system provides cooling air to the forward,
main, and mid equipment centers. In certain instances, cooling air from the
forward equipment cooling system goes to the flight compartment instruments.
System Description
The cooling system operates automatically with mode selection being the only
input required from the operator. Mode selection is made at the equipment
cooling control panel on the pilot’s P5 overhead panel.
The cooling configuration is determinedby system inputs. These inputs provide

for fan operation and valve position. Valve position determines the path of
the airflow.
Air for system cooling is provided either through an intake (inboard supply
valve) behind the left cargo compartment sidewall (inboard loop configuration),
or by closing the intake and circulating the air already inside the cooling
system ducting (closed loop configuration ).
The air is circulated through the system by a supply fan and / or an exhaust
fan. A smoke detector, two low flow detectors, one overheat switch and an
equipment cooling temperature control switch monitor the air as it is being
circulated.


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FORWARD EQUIPMENT COOLING SYSTEM OPERATION
General Operation
System Inputs:
S Auto-- stby--ovrd
S Air / ground relays
S Pack operation
S Equipment cooling temperature control switch
S Skin temperature switch
S Fuel jettison
S Engine run logic
S Class E cargo fire procedures
Ground Modes ( Air / Ground Relays Ground )

Ground operation with the mode select switch in AUTO provides for three
possible cooling configurations:
S Inboard closed loop.
S Inboard overboard loop
S Closed loop.
Operation with the mode select switch in STBY provides CLOSED LOOP
configuration.
CAUTION OVRD MODE IS NOT TO BE USED ON THE GROUND.
detector sample the cooling air just prior Lo the inlet of the main equipment
center.
An overheat switch and a low flow detector sample the cooling air just prior to
the inlet of the main equipment center.
Another low flow detector samples the air just prior to the inlet of the forward
equipment area and flight deck. If any of these sense low flow or overheat,
the OVHT light on the P5 panel and the associated EICAS message will notify
the crew. If the airplane is on the ground, the ground crew call horn will also
operate.


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Ground Modes (Air / Ground Relays -- Grounds (cont)
AUTO -- OAT < 45° F: on the ground, with the mode select switch in AUTO,
either or both engines off, at least one pack operating with pack discharge
temperature less than l04° F ( 40°C ) and skin--sensed temperature below
45° F, the cooling system will configure for inboard closed loop operation.
This loop is configured to duct the air through the bypass duct.
Air is drawn through the inboard supply valve by the supply fan and into the
distribution ducting to the main and mid equipment centers. Pack air passes
through the manifold interconnect valve to the forward equipment center and
flight deck panels. The exhaust fan pulls the air from the equipment
centers and forcing flight deck panels through the bypass valve and returning
to the supply fan for recirculation.
AUTO -- OAT > 45° F: In this mode, the exhaust air is dumped overboard
through the overboard exhaust valve instead of being recirculated.
This configuration is known as the inboard overboard loop.
It is identical to the AUTO < OAT 45° F configuration except that the bypass
valve is closed, and the overboard exhaust valve is open.
The air is exhausted from the bottom of the airplane.
AUTO -- both engines running: On the ground, with the mode select switch in
AUTO and regardless of OAT, when the second engine reaches N2 50% the
system configures for closed loop operation.
In the closed loop configuration, no air is flowing into the system.

The air that is in the ducting is being recirculated through the equipment and
system ducting. In this loop, the inboard supply, and overboard exhaust
valves are closed and the bypass valve is full open.
STBY: When the mode select switch is selected to STBY, the system
configures for closed loop operation.


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FLIGHT MODES ( AIR / GROUND RELAYS FLIGHT )
Anytime the Air1/ground relays are in the flight position, only one of the The OVRD configuration will command off both fans, and close all valves in
fans will be commanded on in AUTO or STBY modes. On the ground both the system, except for the smoke / override valve and manifold interconnect
fans are commanded on to increase the volume of flow across the equipment. valve.
The smoke / override valve will open, providing an overboard vent. The low
AUTO : In flight, the AUTO mode provides for a closed loop ambient pressure will generate a reverse flow Through the equipment in the
configuration, and an ON command exhaust fan. main, center and the forward equipment area, then exhaust it overboard.
If the exhaust fan fails, an auto----transfer will enable The supply fan.
Class E mode takes precedence over flight deck switch position. When
STBY : In flight, the STBY mode provides for a closed loop class E is selected, The cooling system will configure to assure cooling to the
configuration, and an ON command to the supply fan. lower lobe when the airplane depressurizes through the open
If The supply fan fails, an auto--transfer will enable the Exhaust fan. smoke / override valve.
OVRD: This OVRD configuration is used primarily for equipment

cooling smoke clearance, overheat, and dual forward fan failure. It can only be
used in flight. This mode depends on differential pressure between The cabin
and ambient to provide airflow across the equipment.
Selection of the OVRD mode on the ground will configure the system as
commanded, but there will be no cooling airflow across the equipment.


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FLIGHT MODES ( AIR / GROUND RELAYS - FLIGHT ( CONT )
Fuel jettison with one engine out inhibits both forward equipment cooling
fans as part of load shedding requirements. Forward equipment
cooling is now by differential flow through the open smoke / override valve.
55 seconds after OVRD has been selected, if class E has not been
selected and if sufficient differential pressure does not exist between the
cabin and main supply air ducting, The differential pressure switch mounted on
the E1 / E2 racks supply air plenuin will send a signal to EICAS and the
NO COOLING light on the equipment cooling control panel.
If The airplane is on the ground, the ground crew call horn will also operate.


21-- 58
Figure 23 FORWARD EQUIPMENT COOLING SYSTEM OPERATION


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INBOARD VALVES
Pysical Description / Features
The forward equipment cooling system uses a nine--inch diameter electric
driven shutoff valve as an inboard supply valve, and a bypass shutoff
valve. The valves are identical. The valve consists of an actuator mounted
on a valve body. The actuator consists of an electrical connector, two limit
switches, motor, visual position indicator, and a manual override.
Operat ion
With 115 volt ac, 400 Hz, single--phase power applied to the open side of the
valve, The motor drives the reduction gear which drives the primary worm gear
shaft.
The secondary worm gear shaft drives the sector gear and the output shaft.
The output shaft rotates the disk plate until the cam actuates the full open limit
switch. This removes power from the actuator. The slip clutch allows manual
positioning of The disk without back--driving the actuator.
The visual position indicator consists of a pointer attached to the end of the
output shaft.
The manual override consists of a knob pinned to the secondary worm gear
shaft.
Rotating the manual override knob clockwise opens the valve.

Rotating the manual override knob counterclockwise closes the valve.


21-- 58


21-- 58
INBOARD VALVES CIRCUIT
Operation / Control Sequence
There are two inboard valves which are physically and functionally
interchangeable. They are the bypass shutoff valve and the inboard supply
valve.
Bypass Shutoff Valve

The bypass shutoff valve allows the cooling exhaust air to pass Through The
bypass duct. It is in The open position in all modes of operation except ground
auto ( OAT > 45° F ), override, and certain fuel jettison modes.
Inboard Supply Valve
The inboard supply valve allows cooling air to be drawn from the sidewall area
of The forward cargo compartment by the supply fan. This valve is open any
Lime the mode selector switch is in AUTO, the airplane is on the ground and
both engines are not running.
Under any other conditions The valve is closed.
Indication
If either or both valves are not in the position commanded, the amber VALVE
light on the equipment cooling panel ( P5 ) will be illuminated and the EICAS
advisory message FWD EQUIP VAL will be displayed anytime the airplane is
on the ground.


21-- 58
Figure 25 INBOARD VALVES SCHEMATIC


21-- 58
EQUIPMENT SUPPLY AND EXHAUST FAN OPERATION
Operation / Control Sequence Flight Operation
The supply and exhaust fans are powered by 115 volts ac, 3--phase power. Exhaust fan operation is sensed by a fan current sensor providing fan
Control is 28--volt dc through the lefL and right ECS control card located in operation logic to the control card. A fan overheat or no--sensed current logic
the P50 card file. to the control card will command an AUTO transfer, commanding the supply
Control for the supply fan is from the left ECS control card and the exhaust fan fan to operate.
control is from The right ECS control card. Fan fail indication will be displayed on EICAS.
The control cards provide for fan on commands, fan overheat logic, automatic Mode selection to STBY Through The air / ground relays commands the supply
fan transfer, and EICAS indication. fan to operate and an off signal to the exhaust fan. Sensed supply fan failures
will command AUTO transfer and EICAS indication.
Ground Oreration
Ground operation with mode selector position in AUTO or STBY will command
A dual fan failure, supply and exhaust , normally will cause a low flow
both fans to operate. Fan operation is sensed by fan current sensors in the
indication (OVHT) which requires the mode selector to be positioned to OVRD.
P36 and P37 panels. The fans are protected by integral thermal switches.
OVRD selection commands both fans off.
Fan failures are sensed by fan current sensors and the respective ECS control
cards which will provide a fan failure indication to EICAS.
Class E mode has priority if override is selected. This is so the exhaust
A failed supply fan will be indicated on EICAS as a status and maintenance
fan can provide cooling air to equipment in the lower lobe while the
message FWD EQ SUP FAN 1, while an exhaust fan failure will be indicated
airplane is being depressurized.
on EICAS as a status maintenance message FWD EQ EXH FAN .
When one engine is inoperative and the fuel jettison system is armed, both
Mode selector position and air / ground relays provide ON command logic to
fans turn off. This is due to load shedding logic and has a greater
the respective ECS control card.
priority than class E.
Selection of OVRD on the ground will command both fans off.
Flight Operation
In flight with mode selection in AUTO, The exhaust fan is commanded to

operate and the supply fan is commanded off.
AUTO position and air / ground relays provide ON command logic to the right
ECS control card.


21-- 58
Figure 26 EQUIPMENT SUPPLY & EXHAUST FAN OPERATION


21-- 58
EQUIPMENT COOLING SMOKE DETECTION
Functional Description Maintenance Practices
The smoke detectors operate on an optical principle. The smoke detector contains no line replaceable components. To remove the
smoke detector, disconnect two air sense lines, the electrical connector and
The detector consists of a photodiode and light emitting diode ( LED ) in a remove four fasteners.
light--tight chamber. There are two printed wiring board assemblies in the
chamber.
The detector has inlet and oullet tubes protruding from The chamber to provide
access to air and smoke.
During normal operation, a beam of light from the LED shines into The light
trap. Photodiode current is minimal and comes mainly from light that reflects
from the chamber surface.
As smoke enters the detector, a portion of the beam of light reflects from The
smoke particles into the photodiode.
This causes the photodiode current to increase proportionally with the amount
of smoke entering the detector.
Precision amplifiers raise this photodiode current to a more easily detectable
voltage level.
When increasing voltage exceeds a preset level, an output relay energizesto
provide an alarm signal.
A test of the smoke detector verifies that the LED light source is not burned
out. The test also makes sure that the smoke detector has a minimum
guaranteed sensitivity.
During class E cargo fire procedures the “ FWD EQPT SMOKE” advisory
message and light are inhibited.


21-- 58
Figure 27 EQUIPMENT COOLING SMOKE DETECTION


21-- 58
OVERRIDE / SMOKE CLEARANCE CIRCUIT
During normal operation, the manifold interconnect relay ( K2193 ) energizes When OVRD is selected, the equipment cooling differential pressure time
to open the manifold interconnect valve. delay relay ( K698 ) energizes after a fifty--five second delay enabling the
The valve is open Lo provide air conditioned air to the flight compartment no cooling indication circuit. If The equipment cooling differential pressure
instruments whenever at least one pack is operating and the temperature of switch ( 5613 ) is not activated by cabin pressure being .05 psig greater than
the conditioned air sensed slightly upstream of the valve is less than 104°F. plenum pressure, the NO COOLING light will illuminate and the EICAS caution
During Class E cargo fire procedures or override operation, the manifold message FWD EQPT COOLING will be displayed. If fuel jettison is selected
interconnect valve remains configured to supply air to the flight compartment with an engine out and in conjunction with Class E cargo fire procedures, the
regardless of pack operation or air temperature. NO COOLING light and EICAS message are inhibited. When OVRD is
selected with the airplane on The ground, the IRS warning relay ( Kl ) will
Whenever The valve is not in the correct position on the ground, system energize, with the equipment cooling differential pressure time delay ( K698 )
indication relays (K2197, K2198 and K1O11 ) signal the equipment cooling activating The ground call horn located in the nose wheel well.
indication card ( M867 ) To provide an advisory message FWD EQPT VAL and
to illuminate the VALVE light on The equipment cooling control panel.
When smoke has been detected in the forward equipment cooling system, the
mode selector switch is placed in OVRD.
This opens The smoke clearance valve to clear the system of smoke.
All other valves and fans configure to The OVRD mode.
Class E mode takes precedence over The mode selected. That is, when
there is a cargo fire, the Class E relay ( K2192 ) opens smoke clearance
valve.


21-- 58
Figure 28 OVERRIDE / SMOKE CLEARANCE CIRCUIT


21-- 58
AFT EQUIPMENT COOLING
Purpose
The aft equipment cooling system provides draw through cooling airflow
for the aft equipment rack (E6) and the SATCOM racks ( E9 ) and ( E12 ),
located in the aft lower lobe cargo compartment.
Main deck cabin exhaust air is drawn Through the equipment being cooled and
Then discharged in the vicinity of the pressurization outflow valve.
Functional Description,
The system consists of ducting mounted behind the ceiling and sidewall liners
in the aft cargo compartment. The ducts connect Lo the equipment being
cooled. Two fans are installed in parallel to provide redundancy.
Integral check valves inside each fan prevent reverse flow through the
non-- operating fan.


21-- 58
Figure 29 AFT EQUIPMENT COOLING


21-- 58
AFT EQUIPMENT COOLING FANS
Identification
Components for The aft equipment cooling system include two identical
lightweight equipment cooling fans with a self--contained check valve to prevent
reverse flow.
Location
The two cooling fans are located on the left side of the airplane behind the
endwall liner of the aft cargo compartment. Each is bolted to the underside of
the main cargo deck floor.
Functional Description
Each fan contains a single stage impeller powered by a 115 volt ac
three--phase induction motor with thermal switches imbedded in the windings.
The fans rotate aL 11,600 rpm.
Each fan contains a dual flapper check valve with a torsion spring.
A flow indicator arrow is on the outside of each fan.


21-- 58
Figure 30 AFT EQUIPMENT COOLING COMPONENT


21-- 58
AFT EQUIPMENT COOLING FAN-- OPERATION
AfL equipment cooling fan operation is automatic when electrical power is After 2.07 seconds, if current is sensed aL the fan current sensor, the fan
applied Lo the airplane. Fan No. 1 operates when the equipment cooling continues to operate. If current is not sensed, power is cut to the fan.
mode selector switch is in AUTO or OVRD. This activates the No 2 fan ON command in the same manner that the No1 fan
Fan No. 2 operates when STBY is selected. However, if the primary fan was activated, and latches the AFT EQ EXH FAN 1 maintenance message.
(No. 1) fails, the secondary fan (No. 2) operates. Both fans are inhibited during
class E procedures or when the fuel jettison system is armed and both bus When both aft equipment cooling fans are inoperative, with AC power
Tie breakers are closed. available, the status message AFT EQPT CLG FAN appears.
Power for the R ECS fan control card is from the 28 volt DC right bus. If cargo fire procedures are initiated or if fuel jettison is selected with an
When available, The ground handling bus takes priority. Power to the L ECS engine out condition, The operating aft fan will shut down.
fan control card is from The 28 volt DC left bus.
Power for the No.1 fan comes from the 115 volt ac ground service bus.
The No. 2 fan receives 115 volts ac from the left bus.
Selection of AUTO or OVRD de--energizes K629. This provides a fan ON

command to the fan control card if relay K835 is energized.
The card energizes K2200 which provides three phase power from the 115 volt
AC ground service bus to the No. 1 ventilation fan. An aft exhaust fan ac
available relay K835 prevents erroneous EICAS indications by not providing a
fan ON command (GND until the ground service bus is powered.


21-- 58
Figure 31 AFT EQUIPMENT COOLING FAN OPERATION


21-- 58


E/A&P AND AV L3 BOEING 767 - 300
PRESSURIZATION ALL
GENERAL 21 - 00
PRESSURIZATION
SCL / TTL / JGB / REV00 / May2015 Page: 1

PRESSURIZATION ALL
GENERAL 21 - 00
PRESSURIZATION
Pressurization System
The pressurization system schedule cabin altitude to airplane altitude during
variety of flight modes to minimize passenger discomfort caused by rapid
changes in air pressure.
System control is maintained in either of two independent automatic modes or
by a manual mode.
Pressure relief : so that airplane structural limitations are not exceeded is
provided two ways.
-- Positive pressure relief is provided by two positive pressure relief valves.
-- Negative pressure relief is provided by four spring--loaded vent doors which
are integral components of the cargo doors.
On the --300 /--300 ER airplanes an additional negative pressure relief door is
located forward of the two positive pressure relief valves.
Altitude warning is provided by an EICAS level A warning for excessive cabin
altitude.

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GENERAL 21 - 00
Figure 1 Pressurization System

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GENERAL 21 - 00
CABIN PRESSURIZATION CONTROL SYSTEMS
Pressurization Control Systems
The cabin pressure control system consists of:
-- A selector panel
-- Two automatic controllers
-- An outflow valve
-- Five pressure relief valves
-- Two positive pressure relief valves
-- A cabin altitude warning switch.
The components function to permit aircraft flight altitudes up to nominal
43,000 feet with cabin pressure controlled to equivalent altitudes between
minus 1,000 feet and 14,000 feet. The nominal maximum pressure differential
is 8.6 psi.
The selector panel provides control--display interface between the flight crew
and the system.
The two controllers provide redundant automatic control of the outflow valve
actuator.
The outflow valve regulates air outflow from the cabin.
Two identical pressure relief valves are provided for overpressure protection of
the pressurized cabin.
Five negative pressure vent doors are provided for negative pressure
protection.
A cabin altitude warning switch provides indication of excessive cabin altitude.

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GENERAL 21 - 00
Figure 2 Pressurization Control System

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GENERAL 21 - 00
NOTES:

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COMPONENTS 21 - 31
SYSTEM COMPONENTS

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COMPONENTS 21 - 31
PRESSURIZATION CONTROL PANEL
General
The cabin Pressure Selector Panel contains the following controls and
indicators:
* Mode select switch allows AUTO 1, AUTO 2 or MANUAL selection.
* Landing altitude selector allows landing altitude selection from --1,000 to
14,000 feet. Landing altitude counter provides readout of landing altitude
selected.
* Rate limit selector allows minimum cabin rate limit selection of 50 feet per
minute (fpm) for climb and 30 fpm for descent; a maximum cabin rate limit
selection of 2,000 fpm for climb and 1,200 fpm for descent. By using two
AC motors, one for each controller, AUTO 1 or AUTO 2 selection.
* The outflow valve MANUAL switch provides direct positioning of outflow
valve by a single DC motor.
* Outflow valve position indicator provides indication of outflow valve position.
* AUTO INOP light illuminates for failure of both automatic control systems,
or if the manual mode is selected.

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COMPONENTS 21 - 31
Figure 1 Pressurization Control Panel

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COMPONENTS 21 - 31
CABIN PRESSURE OUTFLOW VALVE
Outflow Valve Assembly
The outflow valve is located in the area aft of the bulk cargo compartment
left of the center line.
The valve is a dual--gate type.
Outflow Valve Actuator
The actuator mounts directly on the valve frame and drives the doors
simultaneously through a control arm and linkage. Two identical 115 Vac,
400 Hz ac motors are used -- one for each AUTO mode of control.
A 28 Vdc motor controls the valve in the MANUAL mode. The output shaft
is driven by the ac or dc motors through a compound planetary gear.
Potentiometer and limit switches are drive by the output shaft.

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COMPONENTS 21 - 31
Figure 2 Cabin Pressure Outflow Valve

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COMPONENTS 21 - 31
ACTUATOR AND MOTOR REMOVAL
Actuator Removal
* REMOVE electrical power.
* DISCONNECT electrical connectors.
* Remove cotter Pin, nut, washer and bolt securing actuator drive link to door
push rod.
* Remove safety wire, two bolts, and two washers attaching actuator to
outflow valve frame.
* Remove actuator from outflow valve frame.
AC Motor Removal
* Remove electrical power.
* Disconnect electrical connector.
* Loosen three captive screws attaching ac motor to actuator gearbox.
* Remove ac motor from gearbox.

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COMPONENTS 21 - 31
Figure 3 Outflow Actuator and Motor

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COMPONENTS 21 - 31
PRESSURE CONTROLLERS
Location
The automatic pressure controllers are located in two places in the main
equipment center:
* AUTO 1 controller in the E1 --2 rack
* AUTO 2 controller in the E2--3 rack.
Purpose
The two pressure controllers provide automatic, redundant control of the
cabin outflow valve with minimum crew input.
Interchangeability
The controllers are identical and interchangeable.
Controller Face
Each controller face contains the following:
* Test switch
* BITE instructions
* BITE controls
* BITE fault and status indication
* Cabin altitude pressure sensor
The built--in--test enables the controller to display faults and information
stored in memory by:
* COMPONENT lights identify faults.
* STATUS lights provide controller and system information.
* The pressure sensor provides cabin altitude input.

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COMPONENTS 21 - 31
Figure 4 Cabin Pressure Controllers

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COMPONENTS 21 - 31
SIMPLIFIED CABIN PRESSURE CONTROL
Mode Selection
When select AUTO 1 mode, the AUTO 2 mode operates in a monitor status.
While in monitor status the controller receives all input signals and monitors the
status of AUTO 1 mode. AC motor 1 through the planetary gearbox operates
the outflow valve.
Landing Altitude Selection
Range of selection is from --1,000 ft. to 14,000 ft.,
Rate Limit Selection
* Min: 50 feet/minute, climb; 30 feet/minute descend
* Index Mark: 500 feet/minute climb;300 feet/minute descend
* Max: 2,000 feet/minute climb; 1,200 feet/minute descend
* The ratio is 5:3 (climb:descent)
Instrumentation
Three independent pressure instruments; differential pressure, cabin altitude,
rate of change and an outflow valve position indicator are provided for flight
reference and manual mode operation.
Air Data Computer Input
The left and right air data computers supply ambient pressure signals to both
AUTO 1 and AUTO 2 controllers to provide actual airplane altitude inputs.
Cabin Pressure Input
Cabin pressure is sensed at the controller front face which supplies cabin
altitude input.
Engine Thrust Lever
When either engine thrust lever is at 10.5 degrees from idle position, the
controller enters into the takeoff mode.

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COMPONENTS 21 - 31
Figure 5 Simplified Cabin Pressure Control

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COMPONENTS 21 - 31
NOTES:

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CONTROL MODES 21 - 31
CONTROL MODES

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PRESSURIZATION MODES
Air Data Computer (ADC) Signal Failure Switchover
Air / Ground Logic Input
Two separate and independent air/ground logic circuits are used, one at each The controller monitors the ADC signal received and if the data is not
controller. Both air / ground relays are monitored by the automatic controllers reasonable, the backup computer signal takes over. If this signal is also bad,
for failure and disagree status. At lift off, the logic initiates the system into the controller assumes its receiver has failed, faults the controller and causes
a switchover.
the flight mode, and at landing, the logic puts system into ground mode.
Controller Excess Rate Switchover
When the controller detects a cabin rate of 200 feet per minute greater than
Pressurization system includes two controllers; one of these is selected as the
the cabin rate limit command for a time in which the cabin altitude changes by
active controller, while the second is in a monitor status.
250 feet, the system will switch over to the monitor controller.
The controller generates cabin pressure autoschedule limited by landing field
input and maximum differential (cabin / airplane altitude) pressure. Excess Differential Pressure Switchover
Any error between actual and commanded cabin altitude determines the cabin The selected controller will switchover to the monitor controller when the cabin
pressure rate of change limited by the selected rate. to ambient pressure differential exceeds 8.80 psi.
The controller has an aneroid switch as a safety measure. When the cabin
Air/Ground Signal Failure Switchover
pressure altitude climbs to 11,000 feet, the system disconnects power from
the normal signal flow channel and connects the valve close winding of the If the air / ground signal fails to the ground mode before takeoff, the system will
motor to the 115 Vac power supply. control the cabin altitude to 70 feet below the takeoff field until the aircraft
climbs to 15,000 feet. Then the aircraft reaches 15,000 feet altitude, the
Tachometer selected controller will switch over to the monitor controller.
A feedback signal to the controller improves the speed response characteristic After a failure of both the Auto 1 and the Auto 2 systems, the AUTO INOP light
of the outflow valve AC motor. illuminates along with an EICAS caution level message more the status and
maintenance messages. The same indications will appear when the manual
Fault Detection mode has been selected, indicating that both controllers have been turned off.
Fault detection circuits in the controller will cause a switchover to the monitor
controller whenever certain fault conditions are detected. In each case EICAS Low Inflow
will receive a status message of CABIN ALT AUTO 1 or 2 (S.M.). When the outflow valve is completely closed and the cabin pressure continues
If power is removed from the selected controller for a period longer than two to decrease, the controller will store a low inflow input in memory.
seconds, the system control switches over to the monitor controller after No switchover will occur from this condition.
performing checks on itself. If power is restored, the selected controller will
resume control again. Manual Control

Actuator, selector panel, and controller faults will also cause a switchover from The 28 Vdc standby bus controls the dc motor directly via manual control
selected to monitor controller. switch.

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Figure 1 Simplified Pressurization Modes

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GROUND AND TAKEOFF MODE
Power UP
Selected controller goes into a standby mode while it tests the BITE functions
and verifies the integrity of the controller. After the testing is complete, the
controller operates in the ground mode.
Ground Mode
The outflow valve is wide open with a 15,000 feet cabin altitude demand and
an uprate of 2,000 feet per minute.
If the outflow valve is already full open when the ground mode is entered, the
controller then drives the valve toward closed until the valve full open limit
switch closes and then drives it back open. Three seconds after the outflow
valve reaches full open, the open drive command is removed to prevent
actuator heating. This sequencing of the valve is accomplished to verify valve
actuator operation and allow the controller to determine valve position.
Takeoff Mode
When either thrust lever is at 10.5 degrees from idle, the controller enters
the takeoff mode. The cabin altitude demand is then set to 70 feet below the
takeoff field.
Rate limit is set at the selected rate limit. The outflow valve will drive toward
the closed position as required to satisfy the cabin pressure demand.
Prior to rotation the valve will be approximately 50 percent closed. At rotation,
the air/ground relay signal that there is no weight--on--wheels and the controller
goes into the flight mode. If a positive ambient pressure increase occurs as a
result of rotation, the outflow valve will modulate toward open utilizing the
negative pressure effect of the outflow valve to counter the positive pressure
increase. Any time the throttles are retarded during the takeoff mode, the
controller will return to the ground mode.

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Figure 2 Ground and Takeoff Mode

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AUTOSCHEDULE
Autoschedule
Flight Mode
Flight mode is entered when the air/ground switch signals no weight--on-- Pressure differential between the ambient and cabin is descripted on the graph.
wheels. At this time, the controller reads in the airplane altitude from the If the airplane flight altitude is at 24,000 feet, the cabin altitude is 2,700 feet.
air data computer and determines the cabin pressure schedule as a function The differential is 7.86 psi.
of this altitude and the flight status. There are three pressure schedules If the airplane flight altitude is 31,000 feet, the cabin altitude is 4,100 feet.
incorporated in the controller, of which one is chosen. These schedules are
This equivalent to 8,48 psi differential.
ascent, descent, and landing field altitude.
The maximum differential pressure is 8.6 psi under normal high altitude flight
During flight mode the controller sequences through initial climb, cruise, and
descent modes according to certain flight parameters. conditions.
Airplane descent schedule is 8.6 psi differential for slow airplane descent, but
Cabin Pressure Rate Control for faster airplane descent rate, the differential will be less than 8.6 psi and the
The controller rate control function determines the commanded rate of cabin rate of cabin pressure change is restrained by the selected rate.
pressure change. The rate control is a rate loop that is a function of the error
between actual cabin pressure and the cabin pressure demand.
The controller uses this error and outputs a cabin pressure rate command.
This is accomplished by taking the difference between actual cabin pressure
(as measured by a sensor in the controller) and cabin pressure command
(computed from the autoschedule or other control modes) and scaling the
difference to obtain a two feet per minute rate for each foot of error.
This difference is an error signal (rate command) that is the basic for outflow
valve modulation. The rate command is limited to the rate limit selected on the
selector panel. For normal operation, this rate limit is set to 500 feet per minute
for climb and 300 feet per minute for descent.
The rate of cabin pressure change is limited in this manner except when
maximum cabin pressure differential is approached. When this occurs, the
controller will override the selected rate and increase the rate proportionally
up to the maximum rate of 2,000 feet per minute.

PRESSURIZATION ALL
Figure 3 Autoschedule
PRESSURIZATION ALL
INITIAL CLIMB FLIGHT PROFILES
Climb -- AUTO Mode -- Typical Takeoff
At rotation, the controller compares the takeoff altitude with the autoschedule
command and sets the cabin altitude demand to the takeoff field altitude.
The cabin will hold this altitude while the aircraft climbs until the autoschedule
command intersects the takeoff altitude.
The cabin will now follow the autoschedule to the cruise altitude.
Takeoff Altitude Higther Than Autoschedule Cruise Altitude

At rotation, the controller compares the takeoff altitude with the autoschedule
command and sets the cabin altitude demand to the takeoff field altitude;
however, in this case, the takeoff field is so high that the autoschedule never
reaches the takeoff altitude.
Therefore, the cabin holds the takeoff altitude throughout the initial climb until
the controller detects that a cruise condition is established or that the airplane
has started to descend.

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Figure 4 Initial Climb Profile

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CRUISE AND LANDING FLIGHT PROFILES
Cruise -- AUTO Mode.
When the airplane altitude does not change by more than + 7 --250 feet for
1 minute, the controller initiates cruise logic. The auto schedule command is
clamped and does not change until the airplane has climbed 500 feet or
descended 1,000 feet.
Landing Altitude above Auto schedule but below Takeoff Altitude (Fig. 1) .
At cruise clamp, the controller sets the landing altitude as the cabin demand
since it is higher than the auto schedule. In case of high altitude takeoff, the
cabin altitude descends down to the landing altitude from the takeoff field limit
at the selected downrate limit.
Landing Altitude above both Takeoff and Autoschedule Altitudes (Fig. 2).
At cruise clamp, altitude is compared with the selected landing altitude.
Because the landing altitude is higher than the takeoff altitude or autoschedule,
it is set as the cabin demand and the cabin altitude climbs to the landing
altitude from the takeoff altitude at a dwell rate of 1/2 the selected rate limit.
Landing Altitude below Autoschedule with Takeoff Altitude above Autoschedule
(Fig. 3).
At cruise clamp, the controller sets the clamped autoschedule as the: cabin
demand when it initiates cruise logic. The cabin altitude then descends from
the high--altitude takeoff field to the autoschedule at the selected rate limit.
Landing Altitude and Takeoff Altitude Both Below Autoschedule (Fig. 4).
Prior to the initiation of cruise logic, the controller has set the cabin demand to
the autoschedule.
After initiating cruise logic, the cabin demand remains as the autoschedule
since the schedule is higher than the landing altitude.
Therefore, the cabin altitude will be clamped at autoschedule and no pressure
changes will be required when changing from climb to cruise logic.
If the airplane climbs again (500 feet altitude change) after cruise clamp is
initiated, the controller switches to climb mode and back to cruise clamp after
cruise mode is again entered. Cruise clamp is inhibited once a descent has
been detected.

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Figure 5 Cruise and Landing Profile

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DESCENT, LANDING AND GROUND TEST
Descent -- AUTO Mode
After detecting a 1,000--foot aircraft descent, the controller unclamps the
autoschedule and cabin descends with the descent schedule of 8.6 differential
pressure or at the selected rate limit, whichever is less.
Once the cabin reaches the landing altitude minus 100 feet (note that the
selected landing altitude read by the controller is actually 100 feet below the
actual landing field altitude input at the pressurization selector panel it holds
and waits for the aircraft to catch up.
Landing and Ground Test AUTO Mode
On a signal from air / ground relay, the cabin depressurizes at a rate of 500
feet per minute by setting cabin demand 1000 feet above the (ADC) landing
altitude. The system remains in landing mode for 40 seconds to allow the valve
to reach full open position.
Control is switched to the monitor controller which then goes into ground test
mode and performs a self--test function on itself to determine if a critical fault
has been registered.
After the self--test, the controller sets at 500 feet below existing cabin pressure
and the outflow valve is drive toward closed for 12 seconds at 300 feet per
minute (60 feet). The cabin pressure rate is measure and checked to be
withing a specific range and the controller then returns to the ground mode
which drives and holds the outflow valve open.
Ground test function takes approximately 30 seconds. The selected controller
then resumes control.

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Figure 6 Descent - Landing and Ground Test

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CABIN PRESSURE CONTROL (AUTO)
The landing altitude set takes precedence over autoschedule if it is higher
Power Sources than autoschedule.
The power sources for operation and control are the 115 Vac left and right Maximum differential pressure takes precedence over both the landing field
bus and the 28 Vdc standby bus. With AUTO--1 selected the pressurization set and autoschedule.
controller is powered from the 115 Vac left bus through the mode select switch. Rate command is the function of preferred cabin altitude / actual cabin
With AUTO --2 selected the pressurization controller is powered from the altitude limited by the selected rate and maximum differential pressure.
115 Vac right bus, also through the mode select switch, with the select The rate command is set to obtain a two feet per minute rate for each foot
switch in MANUAL 28 Vdc standby bus power is available to the outflow of error.
valve dc motor.
After computation, the digital signal is converted to an analog signal.
Analog Inputs This signal goes to the motor drive logic, solid state relays, and drives the AC
Analog inputs to the controller are: selected auto rate limit, landing field motor on the outflow valve.
elevation set, and cabin pressure signals. Auto rate is selected at the control As the AC motor drives, a tachometer monitors the motor speed and sends
panel potentiometer with a selection of 50 to 2,000 feet for climb and 30 to feedback to the drive logic to reduce the overshooting tendencies of the
1200 feet for descent. The landing field altitude is selected at the landing system.
altitude potentiometer with a range of --1,000 to +14,000 feet. When the outflow valve is full open or closed, a limit switch stops the command
Separate potentiometers provide inputs to each controller. signal from the central processing unit. This prevents motor overheating.
These analog signals are converted to digital signals before being processed. When AUTO--1 is selected, the auto enable signals the relay drive logic and
gives control to AUTO--1 controllers and puts AUTO--2 controller in monitor
Digital Inputs status.
Digital inputs are the air data computers, air/ground logic, and thrust lever
position switches. The air data computers provide ambient pressure and
barometric correction signals. The air/ground logic determines ground mode
or flight mode of controller operation. When one or both thrust levers are at
10.5 degrees from idle the thrust lever position switches provide a signal to
the controllers initiating the takeoff mode of operation.
Operation
Each controllers central processing unit collects all inputs and computes the
pressure error signal whIch is the difference between actual and commanded
cabin pressure.
When the controller detects the start of descent it resets to the landing field
altitude demand. The cabin will change towards the new cabin demand at the
full rate limit until it reaches the landing field or is limited by the maximum
differential pressure limit.

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Figure 7 Cabin Pressure Control Auto Mode

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Fault Monitoring Tie Breaker
Faults are detected in the fault monitoring section of the controllers central If both, AUTO--1 and AUTO--2 controllers receive the auto enable signal
processing unit. simultaneously tie breaker will give control to AUTO--2.
Switchover to the monitor controller will take place and a status message will
be sent to EICAS whenever:
* Differential pressure is greater than 8.8 psi.
* Excess rate of cabin pressure change is detected (a change of 200 feet per
minute greater than command and the cabin altitude changes by 250 feet).
* AC power is lost for longer than two seconds. Switchover to the monitor
controller will occur; however, when AC power is regained the system
reverts to the selected controller.
AC Motor Faults -- Controller Faults
The air/ground system faults to the ground mode before takeoff. The system
will control to 70 feet below takeoff elevation and at an airplane altitude of
15000 feet control will switch to the monitor controller.
Air data computer (ADC) signal failure. The pressurization controller monitors
the ADC signal received. If the data is not reasonable the backup ADC signal
takes over. If this signal is also bad, the controller assumes its receiver has
failed, this faults the controller and causes a switch over.
AUTO INOP Light
If both controllers fail, the AUTO INOP light on the pressurization control
panel comes on and a level B caution (CABIN AUTO INOP) will be displayed
on EICAS.
LOW INFLOW Indication
A LOW INFLOW input is stored in the selected controllers memory when the
outflow valve is closed and cabin pressure continues to decline.
High Altitude
Two aneroid (11,000 and 15,000 feet) are installed in each pressurization con-
troller. The 11K aneroid is normally used while the 15K is optional use, with a
high cabin altitude the aneroid switch closes, 115 Vac power is connected to
the close windings of the outflow valve AC motor.
Valve Position Indicator

The outflow valve position potentiometer and wiper transmits valve position to
an indicator on the pressurization control panel.

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Figure 8 Cabin Pressure Control Auto Mode

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PRESSURE CONTROLLER BITE
Reset Procedure
BITE Requirements
Supply electrical power to the airplane per maintenance manual instructions. After NO FAULT light goes out from the VERIFY TEST, press the VERIFY
switch again. With the VERIFY MODE light on press the RESET switch.
At the pressurization control panel select AUTO 1 or the AUTO 2 controller.
The VERIFY MODE light will go out and the NO FAULT light comes on, then
Light Test goes out.
At the selected pressurization controller, press and hold the PRESS TEST
switch, all eight lights come on. If any light faults to come on, replace the
controller. Release the PRESS TEST switch.
BITE Procedure
The four component fault lights are red. The four STATUS lights (information)
are two different colors, green for no fault and verify mode, amber for AC
power off and low inflow.
Press the BIT switch. If no faults exist, the no fault light will come on for
approximately 30 seconds, then goes out. If a fault exists, the component
fault light will come on for approximately 30 seconds, then goes out.
If a fault occurred but no longer exists, the BIT test would show a fault while
VERIFY would show no fault.
If a status light, AC PWR OFF or LOW INFLOW comes on, consult the
maintenance manual for additional troubleshooting.
The AC PWR OFF light indicates a possible malfunction in the airplane
electrical system.
The LOW INFLOW light comes on when the air conditioning flow is low or the
fuselage has excessive pressure leaks.
Verify Procedure
If the VERIFY switch is pressed on a controller which is not selected, the test is
not performed and the VERIFY MODE light will flash.
After system repairs, press the VERIFY switch.

The VERIFY MODE light will come on for about 30 seconds, then go out.
If no faults exist the no fault light will come on for 30 seconds, then go out.
If fault exists in the system the component fault light will come on after the
VERIFY MODE light goes out.

PRESSURIZATION ALL
Figure 9 Pressure Controller BITE

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CABIN PRESSURE CONTROL (MANUAL)
Manual Mode
Powered by 28 Vdc standby bus.
A toggle switch controls DC motor movement when the manual mode is
selected.
Manual CLIMB selection drives the valve open; thus, decreasing cabin
pressure and raising the cabin altitude.
Manual DESCEND selection drives the valve close; thus, increasing cabin
pressure and lowering the cabin altitude. A position potentiometer provides a
signal to the cabin pressure selector panel to provide valve indication.
Cam operated limit switches located within the DC motor housing cut power
to the motor at the full open and full closed limits of travel.

PRESSURIZATION ALL
Figure 10 Cabin Pressure Control Manual Mode

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NOTES:

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BACKUP SYSTEMS 21 - 32
BACKUP SYSTEMS
SCL/ TTL / JGB / REV00 / May2015 Page: 41

PRESSURIZATION ALL
CABIN PRESSURIZATION CONTROL BACKUP SYSTEMS
Positive Pressure Relief
Positive pressure relief valves prevent differential pressure from
exceeding structural limits in the event of a pressurization system
malfunction.
Negative Pressure Relief
Negative pressure relief doors prevent cabin pressure from becoming
less than ambient pressure in the event of an emergency descent.

PRESSURIZATION ALL
Figure 1 Control Backup

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POSITIVE PRESSURE RELIEF VALVE
General Description
Each valve incorporates two separate pressure differential control
metering sections. The primary metering sections of both valves utilize
a control remote ambient sense line and limit the pressure differential
to 8.95 +1-- 0.10 psi.
The second metering section, designed as a backup control, utilize
independent integral ambient sensing through each valve mounting
flange and limits the pressure differential to 9.42 +1-- 0.15 psi.
The valve is spring--loaded closed. When activated, the respective
metering section unseats its ball and allows the cabin pressure inside
the valve to vent to ambient, This allows cabin pressure around the
outside of the valve to overcome the force on the inside of the balance
diaphragm (which is now ambient) and lift up the poppet.
Cabin pressure acting against the inside of the flapper will easily overcome
the spring and ambient forces and open the flapper, dumping cabin pressure
overboard.
Each valve is capable of controlling the system with both packs operating in
high flow.
When the metering section reseats the ball, the valve closes.
An indicator flag is included in the valve to visually indicate the valve has
opened. The rim of the flapper is painted red. The flag will prevent the flapper
from completely closing and thus make the red rim of the flapper visible to
ground personnel.
The indication is reset by manually opening the flapper and pushing the flag in.

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Figure 2 Positive Pressure Relief

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NEGATIVE PRESSURE RELIEF
Negative / Vent Doors--300
Negative pressure of --0.3 to --0.5 psi air load on the negative relief door on the
left side of the airplane and the two (negative relief) vent doors in each of the
forward/aft cargo doors will cause the doors to open inboard against the spring
load.
The opening of the cargo door mounted vent doors, due to a negative pressure
load, will not operate the cargo door latch mechanism.

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Figure 3 Negative Pressure Relief

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NOTES:

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INDICATIONS & WARNINGS 21 - 33
INDICATIONS AND WARNINGS


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INDICATIONS AND WARNINGS SYSTEM
Purpose
The pressurization indicating and warning systems provide indication in the
flight compartment for cabin pressure differential, cabin altitude, cabin
altitude rate of change, and high cabin altitude warning (10,000 feet or
greater).
System Description
The pressurization indicating system consists of a differential pressure
sensor and a pressurization indication module. The sensor provides a
variable resistive signal to the module.
The module contains three electrically operated gauges.
The gauges are cabin to ambient differential (DIFF), cabin altitude (ALT),
and cabin altitude rate of change (RATE).
The warning system consists of a cabin altitude warning switch, two cabin
altitude warning lights, an EICAS level A message, two warning lights and
an aural warning.
The switch provides a signal to activate the warning indications in the flight
compartment when cabin altitude equals 10,000 feet or greater.
The differential pressure sensor and the cabin altitude warning switch are in
the main equipment center.
The sensor is in the forward right section and the switch is in the aft right
section.
The rest of the components associated with the pressurization indicating and
warning systems are in the flight compartment.

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MAIN EQUIPMENT CENTER

Figure 1 Indications and Warnings
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CABIN ALTITUDE WARNING SYSTEM
Cabin Altitude Warning System
An aneroid switch sensing cabin altitude will activate and provide a warning if
the cabin pressure decreases to an equivalent altitude of 10,000 feet.
Altitude Switch
The switch is located in the main equipment center on the outboard side of the
E2 equipment rack.
Pressure Indication
Pressure instruments provide an indication of cabin to ambient pressure
(differential pressure gage), cabin altitude (cabin altitude gage) and cabin
rate of change of altitude (cabin rate gage).
Altitude Warning System
When cabin altitude exceeds 10,000 feet the altitude switch actuates,
the CABIN ALTITUDE warning lights on the P5 and P1--3 panels illuminate,
and EICAS will display a level A warning CABIN ALTITUDE.

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Figure 2 Cabin Altitude Warning

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INDICATION MODULE & DIFFERENTIAL PRESSURE SENSOR
Location
The pressurization indication module is mounted on the P5 panel in the flight
compartment directly below the pressurization control panel.
The differential pressure sensor is installed directly outboard of the P29 panel
in the forward right section of the main equipment center.
The indication module incorporates three electrically operated gauges, a cabin
pressure port, and two electrical connectors.
The cabin pressure port provides inputs to the cabin ALT and the cabin RATE
gauges.
A remotely mounted differential pressure sensor provides inputs to the cabin
DIFF gauge.
The sensor monitors cabin pressure and static (ambient) pressure.
The sensor is connected to the static pressure sensing system.
Access
Access to the sensor is by way of the main equipment center. Crawlling to the
right and forward, past the oxygen cylinder, the sensor can be found near the
fuselage skin and flight deck floor beams directly outboard of the P29.

PRESSURIZATION ALL
Figure 3 Indication Module and Differential Pressure Sensor

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CABIN ALTITUDE WARNING SWITCH
Purpose
The switch monitors cabin pressure and will activate the CABIN ALTITUDE
WARNING circuit in the flight compartment when cabin altitude is equal to or
greater than 10,000 feet.
Location
The switch is mounted on the aft side of the upper section of the right forward
support structure for the E2 rack.
The contacts of the switch are normally open at low cabin altitudes (greater
than 4.6 psig) and closed at high cabin altitude (less than 4.6 psig).

PRESSURIZATION ALL
ACCESS
DOOR
Figure 4 Cabin Altitude Warning Switch

PRESSURIZATION ALL
NOTES:

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Training Manual

ATA Spec. 104 Level 3

Technical Training LATAM S.A.

Aeropuerto Int. C.A.M.B., Clasificador 74

Cesar Lavin Toro 2198, Base Mtto.

Tel. +56 (0)2 601 99 11

ENVIRONMENTAL CONTROL SYSTEM

SCL/ TTL / AGS /REV00/ May2015 Page: 1

Air conditioning is divided into the following subsystems:

SCL/ TTL / AGS /REV00/ May2015 Page: 2

Figure 1 ECS BLOCK OVERVIEW

SCL/ TTL / AGS /REV00/ May2015 Page: 4

Figure 2 AIR CONDITIONING BLOCK DIAGRAM

Main Equipment Center

SCL/ TTL / AGS /REV00/ May2015 Page: 6

SCL/ TTL / AGS /REV00/ May2015 Page: 7

Figure 3 AIR CONDITIONING SYSTEM LOCATIONS (sheet 1)

Figure 4 AIR CONDITIONING SYSTEM LOCATIONS (sheet 2)

SCL/ TTL / AGS /REV00/ May2015 Page: 10

Figure 5 ECS EICAS DISPLAY

SCL/ TTL / AGS /REV00/ May2015 Page: 12

Figure 6 AIR CONDITIONING OPERATION (sheet 1)

This Page Intentionally Left Blank

SCL/ TTL / AGS /REV00/ May2015 Page: 14

Figure 7 AIR CONDITIONING OPERATION (sheet 2)

SCL/ TTL / AGS /REV00/ May2015 Page: 16

Figure 8 TRIM AIR AND ZONE CONTROL SCHEMATIC

SCL/ TTL / AGS /REV00/ May2015 Page: 18

Figure 9 ECS CONTROL

This Page Intentionally Left Blank

SCL/ TTL / AGS /REV00/ May2015 Page: 20

GENERAL DESCRIPTION FREIGHTER

ATA 21 AIR CONDITIONING

SCL / TTL / AGS / May2015 Page: 1

GENERAL DESCRIPTION FREIGHTER

The enviromental control system is divided into three major subsystems:

Air conditioning is divided into the following subsystems: air conditioning

SCL / TTL / AGS / May2015 Page: 2

GENERAL DESCRIPTION FREIGHTER

Figure 1 ECS OVERVIEW

GENERAL DESCRIPTION FREIGHTER

S Zone temperature controller, E3--l.

S -- Left pack auto temperature controller, E3--l.

S -- Right pack auto temperature controller, E3--l.

S -- Auxiliary zone temperature controller, El--5.

S -- Standby temperature controller,E3--2.

S -- L pack flow and cargo air conditioning controller, El--5.

SCL / TTL / AGS / May2015 Page: 4

GENERAL DESCRIPTION FREIGHTER

Figure 2 AIR CONDITIONING SYSTEM LOCATIONS

GENERAL DESCRIPTION FREIGHTER

Trim Air Control

Primary (Zone) Temperature Control System

SCL / TTL / AGS / May2015 Page: 6

GENERAL DESCRIPTION FREIGHTER

Figure 3 LOCATIONS & COMPONENTS

GENERAL DESCRIPTION FREIGHTER

The compartment temperature for each zone is displayed on the respective

Forward Cargo Air Conditioning Control Panel