AIRCRAFT

MAINTENANCE MANUAL

PRESSURIZATION CONTROL SYSTEM

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Page 1
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AIRCRAFT
MAINTENANCE MANUAL
PRESSURIZATION CONTROL SYSTEM
INTRODUCTION
The Cabin Pressure Control System (CPCS) controls cabin altitude,
cabin rate of change and cabin differential pressure during all flight
phases.
DESCRIPTION
The CPCS has two modes of operation: automatic and manual mode.
The automatic mode is the primary mode. The manual mode is used
in case of failure of the automatic mode. The pressurization control
system has these components:
Digital controller.
Manual controller.
Electropneumatic outflow valve.
Pneumatic outflow valve.
Pressure regulator valve.
Check valve.
Ejector pump.
Static port.
Air filter.
Vacuum line.
Reference pressure line.
The figure PRESSURIZATION CONTROL SYSTEM - MAIN
COMPONENT LOCATIONS shows the location of the main
components of the system.

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AIRCRAFT
MAINTENANCE MANUAL

C
ZONES
275
276

MANUAL
CONTROLLER

B
A
ZONES
223
224

ZONE
191

DET. A

PNEUMATIC
OUTFLOW VALVE

PRESSURE LINE
DIGITAL
CONTROLLER

REFERENCE
PRESSURE TUBE

DET. D
VACUUM LINE
TUBE

E
ELECTROPNEUMATIC
OUTFLOW VALVE

CHECK
VALVE
PRESSURE
REGULATOR VALVE

VACUUM TUBE
STATIC
PORT

DET. C

DET.E

VACUUM PUMP
OUTLET

(LH SIDE)

PRESSURE
REGULATOR VALVE

DET. B
145AMM210188.MCE E

PRESSURIZATION CONTROL SYSTEM - MAIN COMPONENT LOCATIONS

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AIRCRAFT
MAINTENANCE MANUAL
COMPONENTS
DIGITAL CONTROLLER

DIGITAL CONTROLLER TABLE

REF.

CONTROL/ POSITION/
INDICATOR INDICATION

The digital controller is the unit which controls the cabin pressure rate
of change. It has two basic assemblies, as follows:

Released

Mechanical sub-assembly.
Electronic sub-assembly.

DUMP Switch
Pushed

The digital controller does these functions:

Keep the cabin rate of change as low as possible as the aircraft
flight level changes.
Automatic pre-pressurization sequence on the ground to prevent
cabin bump during takeoff.

LAND ELEV
Display

ELV SET
Switch

AUTO/MAN
Switch

Takeoff without pressurization.

Automatic depressurization sequence after landing to prevent cabin
bump during landing.
Selection of the climbing rate to MIN, to keep the pressurization
rate of change to a limit.
Automatic in flight failure detection and automatic power up test.
Selection of MAN mode.

Released

Pushed

FUNCTION
Turns off the fast depressurization mode.
The DUMP indicator in the switch stays
off.
Select the fast depressurization mode.
The DUMP indicator in the switch turns
on.
Shows the selected landing field elevation and fault indications.
Increases or decreases the landing field
elevation in the display. The increments
are of 100 ft at a speed of 200 ft/min.
The speed increases to 1,000 ft/min
after 5 seconds.
Selects the automatic mode of operation.
The MAN indicator in the switch stays
off.
Selects the manual mode of operation.
The MAN indicator in the switch turns
on.

The digital controller receives three parameters from the Air Data
Computers (ADC 1 and ADC 2).
Aircraft altitude (ZA).
Aircraft rate of change (VZA).
Barometric corrections (BARO).
The figure PRESSURIZATION CONTROL SYSTEM - DIGITAL
CONTROLLER, and DIGITAL CONTROLLER table shows the
controls and indications of the digital controller front panel.
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AIRCRAFT
MAINTENANCE MANUAL

AUTO PRESS
2

LAND ELEV (ft)

ELV SET
+

DUMP

AUTO/MAN

ON

MAN

DET. A
145AMM210093.MCE C

PRESSURIZATION CONTROL SYSTEM - DIGITAL CONTROLLER

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AIRCRAFT
MAINTENANCE MANUAL
MANUAL CONTROLLER

The manual controller is installed in the cockpit center console. In the

manual mode, the manual controller operates the Pneumatic Outflow
Valve (POV) through its control knob. The control knob permits the
crew to set any cabin altitude rate of change between 1,500 and
2,500 ft/min.
To get the necessary cabin altitude rate of change the crew must turn
the knob. The control knob turns a needle in the manual controller,
which operates as follows:
Turning the knob clockwise will connect the reference pressure line
to suction. This will make the cabin climb by opening the POV.
Turning the knob counterclockwise will connect the reference pressure line to cabin pressure. This will make the cabin descend by
closing the POV.
NOTE: The reference pressure line has a capillary to cause a
pressure drop in the line to the pneumatic relay of the
POV.
The figure PRESSURIZATION CONTROL SYSTEM - MANUAL
CONTROLLER shows the unit.

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AIRCRAFT
MAINTENANCE MANUAL

AUTO PRESS
LAND ELEV (ft)

ELV SET
+

ON

MAN

WHITE MARK
"LEVEL FLIGHT" ZONE
VZ: 0

AUTO/MAN

UP

DUMP

DET. A

GREEN MARK
(DN POSITION)
VZ: -1500 ft/min
APPROX.

UP

VIEW FROM PLATE

UP POSITION
VZ: +1500 ft/min
APPROX.

UP EXTREME POSITION
VZ: +2500 ft/min
APPROX.

REGULATOR SHOWN IN
"CABIN DESCENT" POSITION.
VZ BETWEEN 0 AND -1500 ft/min

DET. B

145AMM210158.MCE A

PRESSURIZATION CONTROL SYSTEM - MANUAL CONTROLLER

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AIRCRAFT
MAINTENANCE MANUAL
ELECTROPNEUMATIC OUTFLOW VALVE (EOV)

The Electropneumatic Outflow Valve (EOV) is installed in the rear

pressure bulkhead through a flange/clamp connection. The body of
the EOV is made of composite material.
In the automatic mode, the digital controller operates the EOV through
the voltage supplied to the torque motor. In this mode, the EOV
controls the Pneumatic Outflow Valve (POV) through the interconnecting tube. In the manual mode, the EOV stays closed.
The torque motor of the EOV has two nozzles: one is connected to
the cabin pressure reference line and the other to the suction line.
The position of the torque motor quadrant (as a function of torque
motor input voltage) will open or close the nozzles.
The two nozzles connect to the servo-chamber of the EOV. At the
lower part of the EOV, there is a compensation chamber connected to
cabin pressure. When the pressure in the servo-chamber is the same
as the pressure in the compensation chamber, the EOV stays closed.
This is a function of the spring in the servo-chamber.
The EOV has three safety devices, as follows:
Overpressure relief valve.

the EOV deflector. This causes the negative pressure relief valve to
open, decreasing the servo-chamber pressure and opening the valve.
The cabin altitude limiter has an aneroid capsule which feels cabin
pressure. When cabin altitude is 14,000 500 ft, the expanded
capsule opens its valve. This will close the EOV and keep the cabin
altitude to the limits.
PNEUMATIC OUTFLOW VALVE (POV)

The Pneumatic Outflow Valve (POV) is installed on the rear pressure

bulkhead, through a flange/clamp connection. The body of the POV is
made of composite material.
The POV controls the cabin airflow outlet through the manual regulator when the system operates in manual mode. In the automatic
mode, the EOV controls the POV through the interconnecting tube.
The POV has two safety devices: an overpressure relief valve and a
negative pressure relief valve. These devices operate the same as
those in the EOV.
The figure PRESSURIZATION CONTROL SYSTEM - VALVE
DETAILS shows the interior of the pneumatic and electropneumatic
outflow valves.

Negative pressure relief valve.

Cabin altitude limiter.
The overpressure relief valve and the negative pressure relief valve
are part of the same assembly. This assembly also has the connection for the interconnecting tube, which connects the EOV to the POV.
The overpressure relief valve has a manometric capsule which feels
the cabin differential pressure. The inner part of the capsule feels the
cabin pressure. The outer part of the capsule feels static pressure
through the static port. When there is an overpressure, the expanded
capsule opens its valve. This will cause the EOV to open by decreasing its servo-chamber pressure.
When the outer static pressure is more than cabin pressure, it pushes
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AIRCRAFT
MAINTENANCE MANUAL
B
C

AIR FILTER

VALVE SEAT

ACCESS PANEL
272 DR

DET. A

VALVE SEAT

POPPET SEAT
POPPET SEAT

DET. C
DET. B
PNEUMATIC
OUTFLOW VALVE

ELECTROPNEUMATIC
OUTFLOW VALVE
145AMM210169.MCE A

PRESSURIZATION CONTROL SYSTEM - VALVE DETAILS

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AIRCRAFT
MAINTENANCEMANUAL
PRESSURE REGULATOR VALVE

The pressure regulator valve adjusts bleed air pressure from the
pneumatic system (Ref. 36-00) to 20 1 psig to supply the ejector
pump. This valve is installed forward of the wing-to-fuselage attachment. There is one valve on each side of the forward part of the
wing-to-fuselage fairing.
CHECK VALVE

The check valve permits ejector pump operation in case one bleed air
duct fails or no bleed air is supplied to one main bleed duct. This
valve is installed forward of the wing-to-fuselage attachment. There is
one valve on each side of the forward part of the wing-to-fuselage
fairing.
EJECTOR PUMP

The ejector pump makes suction using bleed air pressure through an
air ejector. The pump receives an adjusted pressure of 20 psig at its
inlet.
This permits the pump to supply 3 psig on the suction line. The
bleed air flows overboard at the pump outlet.
The ejector pump is installed at the forward part of the wing-tofuselage fairing.
The figure PRESSURIZATION CONTROL SYSTEM - PRESSURE
REGULATOR, CHECK VALVE AND EJECTOR PUMP shows the
location of the units.

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AIRCRAFT
MAINTENANCE MANUAL

A
ZONE
191
VACUUM LINE

D
CHECK
VALVE

PRESSURE
REGULATOR
VALVE

SUCTION
(-3.0 PSIG)

DET.D

(LH SIDE)

DET. A
EJECTOR
PUMP

PRESSURE
REGULATOR
VALVE

REGULATED
PRESSURE
(20 PSID)

DET. C
PRESSURE
REGULATOR
VALVE

EJECTOR PUMP
DISCHARGE
PORT

DET. B
145AMM210162.MCE C

PRESSURIZATION CONTROL SYSTEM - PRESSURE REGULATOR, CHECK VALVE AND EJECTOR PUMP

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AIRCRAFT
MAINTENANCE MANUAL
STATIC PORT

The static port feels the ambient static pressure through the sensing
orifices. The static port transmits this signal to the related outflow
valve through a tube. This permits the overpressure relief valve to
operate.
The static port is electrically heated to prevent blockage of the sensing orifices because of freezing.
The static ports are installed at the lower part of rear fuselage I, near
the cargo door.
AIR FILTER

The cabin air filter prevents nicotine and dust from going into the
outflow valves. This increases their life and reliability. The filter has a
folded paper in a rubber housing with a threaded end.
The cabin air flows through the filtering element and goes to the EOV
through the tubing at the threaded end. The air filter is installed near
the EOV.
The figure PRESSURIZATION CONTROL SYSTEM - COMPONENT
DETAILS shows the installation of some components of the system.

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AIRCRAFT
MAINTENANCE MANUAL
PNEUMATIC
OUTFLOW
VALVE
ELECTROPNEUMATIC
OUTFLOW VALVE

A
PRESSURIZATION
STATIC PORT

DET. A
PRESSURIZATION
STATIC PORT

AIR FILTER

SEALANT

PRESSURIZATION
STATIC PORT

SENSING
ORIFICES

145AMM210163.MCE A

PRESSURIZATION CONTROL SYSTEM - COMPONENT DETAILS

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AIRCRAFT
MAINTENANCE MANUAL
OPERATION
The pressurization control system adjusts the cabin pressure by
controlling the exhaust rate of the cabin air from the Environmental
Control System (ECS). The system can operate in two modes:

NOTE: The scheduled cabin altitude (ZCOT) can have different

values for different flight sequences, as follows:

Automatic pre-pressurization sequence on the ground.

Takeoff sequence (abort capability).

Automatic mode.

Flight sequences (climb or descent).

Manual mode.

Automatic rate of descent increase sequence.

AUTOMATIC MODE

Automatic depressurization on the ground.

In the automatic mode, the Digital Controller (DC) operates the two
outflow valves (EOV and POV). The DC sends current signals to the
torque motor of the EOV to operate the two valves.

The figure PRESSURIZATION CONTROL SYSTEM - SCHEMATIC

DIAGRAM shows the electrical interfaces of the system.

When DC Bus 1 is energized, it supplies the DC through the PRESS

CONTROL circuit breaker. If the AUTO/MAN switch is released, the
DC will start sending signals to the torque motor of the EOV to
operate the two outflow valves. The DC will then control the cabin
altitude (ZC) and the cabin rate of change (VZC). To do this function
the DC receives these parameters:
Cabin pressure, through its own pressure sensor.
Aircraft altitude and baro correction, through signals from ADC 1
and 2.
The DC program causes the measured cabin altitude (ZC) to be the
same or tending to a scheduled cabin altitude (ZCOT). For the ZCOT,
the DC gives the correcting cabin altitude (ZCO). The ZCO is the
value at which the system must adjust the ZC. The ZCO follows the
ZCOT up the cabin rate limit of change (VZLIM).
The DC will then supply the torque motor voltage to get the correct
opening of the EOV. This will cancel the error between the measured
cabin altitude (ZC) and the calculated correcting altitude (ZCO). The
POV will follow the movements of the EOV.

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AIRCRAFT
MAINTENANCEMANUAL

SH

DC

34-15-82

SH

DC

50R

34-15-81

P 0078

BONDING JUMPER

5 VDC PUSH-BUTTON
LIGHTING
D

5 VDC LIGHTING
E

TORQUE
MOTOR
OUTPUT

FAULT SIGNAL INHB

C#

FAULT SIGNAL
U

5 VDC GROUND
A

A
P

ARINC 429
( ADC 2 )
B

PEDESTAL

B
N

A
M

CHASSIS
V

PIN PROGRAM

28VDC GROUND
G

LANDING GEAR INPUT

H

THROT INPUT

DUMP POWER
K

28VDC PWR AUTO

L

225DTC-CKT BKR PANEL

PRESS
CONTROL

CB 0031

DC BUS 1

ARINC 429
( ADC 1 )

DIGITAL PRESSURIZATION CONTROLLER

WT0003

27-53-52

A1

GND

A2

X2

B1
A3
A1

XK0264

AIR GROUND
POSITION RELAY
224ERW-RIGHT RELAY SUPPORT

FERRITE COIL

33-12-52

X1
K0264

AIR

A3

A2

B3

33-12-53

B2

223IZ - ENGINE CONTROL QUADRANT

32-61-50
< 65
ENRGZ WHEN AIRCRAFT
ON GROUND POSITION

31-51-50
X1

> 65

K 0412

X2
XK0412

C3

NO3

DC

S 0025
ENG 1 THRUST
LEVER SW

SH

ENG 1 THRUST
LEVER RELAY

NC3

POST-MOD. S.B. 145-21-0026

(30-41-50)-123

DAU 1

P 0079
A

A-65

AUTO PRESN TEST

PRE-MOD. S.B. 145-21-0026

A-30

AUTO PRESN CONTROL

J1

J 1019

COCKPIT FLOOR

FV0003-275
OUT FLOW VALVE
REAR BULKHEAD

145AMM210271.MCE B

PRESSURIZATION CONTROL SYSTEM - SCHEMATIC DIAGRAM

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AIRCRAFT
MAINTENANCE MANUAL
AUTOMATIC
GROUND

PRE-PRESSURIZATION

SEQUENCE

ON

THE

When the aircraft is on the ground and the Thrust Lever Angle (TLA)
is more than 65o, the pre-pressurization sequence starts. This
sequence prevents cabin bumps because of irregular airflow on the
fuselage during rotation and takeoff. It also makes it unnecessary to
control cabin altitude immediately after rotation, as the cabin altitude
follows the aircraft altitude.
During this sequence the scheduled cabin altitude (ZCOT) is such
that its scheduled cabin pressure (PCOT) is PCM + 15 mbar (to the
scheduled altitude, ambient measured pressure at the full power
setting plus 15 mbar). The limit of cabin rate of change will be 450
ft/min.
NOTE: For takeoff without air conditioning supply, this sequence
causes the outflow valves to close.
TAKEOFF SEQUENCE

As soon as the air/ground signal changes to flight condition, the

takeoff sequence starts.
This sequence prevents the re-selection of landing altitude if an
aborted flight and emergency return to the takeoff field is necessary.

The function of the theoretical cabin altitude law is to have the

maximum differential pressure at the lowest possible aircraft altitude
with a minimum rate of climb limit (maximum rate of cabin climb is
600 ft/min for aircraft with CPCS digital controller of the P/N
22250Nxxxxxx series and 700 ft/min for aircraft with CPCS digital
controller of the P/N 92185A010100).
The THEORETICAL LAW table gives the ZCTH.
THEORETICAL LAW TABLE
ZA
0
5,000
10,000
15,000
19,000
24,000
29,000

ZCTH

to
to
to
to
to
to
to

5,000 ft
10,000 ft
15,000 ft
19,000 ft
24,000 ft
29,000 ft
33,970 ft

0.185359
0.181550
0.192977
0.222177
0.255186
0.313587
0.365719

*
*
*
*
*
*
*

ZA ZA ZA ZA ZA ZA ZA -

1,500
1,481
1,595.2
2,033.2
2,660.4
4,062
5,573.9

above

33,970 ft

0.379658 * ZA - 6,047.3

The figure PRESSURIZATION CONTROL SYSTEM - PREPRESSURIZATION AND T/O SEQUENCES shows the graphic
related to these sequences.

During this sequence, the scheduled cabin altitude (ZCOT) stays the
same as the ZCOT of the pre-pressurization sequence for 15 minutes.
Or until the ZCOT is more than the theoretical cabin altitude, if it
occurs first.
NOTE: Theoretical law.
The theoretical cabin altitude is related to the aircraft altitude (ZA) and
the maximum climb performance of the aircraft (ZA = ZA.t). It is also
related to the maximum nominal differential pressure (7.8 psi) for a
cabin altitude of 8,000 ft at an aircraft altitude of 37,000 ft.
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AIRCRAFT
MAINTENANCE MANUAL

ALTITUDE

AIRPLANE
CLIMB

AI

PL

AN

AL

TI

TU

FULL
POWER

TAKEOFF
IN

IM
CL

B
CA
-4
50
ft /
mi
n

TIME
0.2 psi
15 min max.

OVERPRESSURE
DURING TAKEOFF
(BUMP)

THEORETICAL
CABIN ALTITUDE
145AMM210122.MCE A

PRESSURIZATION CONTROL SYSTEM - PRE-PRESSURIZATION AND T/O SEQUENCES

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AIRCRAFT
MAINTENANCE MANUAL
FLIGHT SEQUENCE

landing elevation selection minus 300 ft.

When the landing gear switch is in flight condition (but not during the
takeoff sequence) the flight sequence starts. During this sequence
the scheduled cabin altitude (ZCOT) is the higher value between
ZCTH and ZATT (landing altitude minus 300 ft, with barometric correction from the ADC).

The automatic depressurization sequence on the ground cancels this

differential pressure of 300 ft. It also decreases cabin bump when
the door is closed with the air-conditioning system on. The limit of
cabin rate of change (VZLIM) during the depressurization is 650
ft/min.

The cabin altitude rate of change limit (VZLIM) during this sequence
is:

When the aircraft is on the ground and bleed air is available, the
outflow valves go to the full open position when the system is turned
on.

VZLIMC
Climb = 600 ft/min for aircraft with CPCS digital controller of the
P/N 22250Nxxxxxx series and 700 ft/min for aircraft with CPCS
digital controller of the P/N 92185A010100.

The figure PRESSURIZATION CONTROL SYSTEM - DEPRESSURIZATION SEQUENCE ON THE GROUND shows the graph
related to this sequence.

VZLIMD
Descent = 450 ft/min.
AUTOMATIC RATE OF DESCENT INCREASE SEQUENCE

When the aircraft rate of descent is more than 200 ft/min, this
sequence starts. The function of this sequence is to calibrate the
cabin rate of descent in relation to the aircraft descent profile.
In case of aircraft rapid descent, this sequence will increase the rate
of descent limit (VZLIMD) in relation to the Remaining Flight Time
(RFT). The RFT is calculated as follows:
RFT = (ZA (ZATT + 300))/VZA
The limit of VZLIMD is 500 ft/min.
AUTOMATIC DEPRESSURIZATION SEQUENCE ON THE GROUND

When the air/ground system is on the ground condition and the thrust
lever is in idle, the automatic depressurization sequence starts. This
sequence prevents a cabin bump during landing.
To prevent the bump the cabin must have a small differential pressure. Thus, the automatic mode always controls the cabin altitude at
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AIRPLANE
DESCENT

ALTITUDE

AIRCRAFT
MAINTENANCE MANUAL

NE
PLA
AIR

AIRPLANE TOUCHDOWN
AND THRUST LEVER AT
IDLE POSITION

DE

ITU

ALT

p
TIME
OVERPRESSURE
DURING LANDING
(BUMP)
CABIN ALTITUDE

in

t/m
0f

+6

OUTFLOW VALVES
FULLY OPEN

AIR CONDITIONING OFF

OR
MAIN DOOR OPEN

-300 ft

145AMM210121.MCE A

PRESSURIZATION CONTROL SYSTEM - DEPRESSURIZATION SEQUENCE ON THE GROUND

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AIRCRAFT
MAINTENANCEMANUAL
MANUAL MODE
The manual mode pneumatically controls the cabin pressure. The
position of the manual controller sets a reference pressure which
controls the opening of the Pneumatic Outflow Valve (POV).
The crew must turn the manual controller knob to get the necessary
cabin rate of change. While turning the knob, the crew must follow the
parameters on the EICAS display (Ref. 21-32).
During the manual mode, the digital controller is deenergized, and the
EOV stays closed. The AUTO/MAN switch stays pressed and the
MAN indicator in the switch stays on.
FAST CABIN DEPRESSURIZATION
When the NORM/DUMP switch, on the digital controller, is set to
DUMP:
It cuts the electrical connection between the digital controller and
the Electropneumatic Outflow Valve (EOV).
It applies 10 V DC across the torque motor terminals. The torque
motor quadrant closes the cabin pressure port and opens the
suction port. The servo-chamber pressure decreases and the EOV
opens.
The DUMP indicator in the switch stays on.
NOTE: In flight, the cabin altitude limiter in the EOV will keep the
cabin altitude to the limit of 14,000 500 ft.
When the system is in the manual mode, turning the manual controller fully clockwise will also set a fast depressurization. The pneumatic
outflow valve will open and the cabin rate of climb limit will be of 2,500
ft/min.
The figure PRESSURIZATION CONTROL SYSTEM - PRESSURIZATION DIAGRAM shows the operation of the system.

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AIRCRAFT
MAINTENANCE MANUAL
THRUST LEVER
1

OVERPRESSURE RELIEF VALVE

NEGATIVE PRESSURE RELIEF VALVE

AIR/GROUND
3

CABIN ALTITUDE LIMITER

AUTO PRESS
LAND ELEV (ft)

ADC 1

ELV SET
+

DUMP

AUTO/MAN

ON

MAN

ADC 2

36-10-00

36-10-00
DC BUS 1

PRESSURIZED AREA

REAR PRESSURE BULKHEAD

145AMM210129.MCE A

NON-PRESSURIZED AREA

PRESSURIZATION CONTROL SYSTEM - PRESSURIZATION DIAGRAM

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AIRCRAFT
MAINTENANCE MANUAL

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