Ata 21 Trson
Ata 21 Trson
Ata 21 Trson
Jet
Aircraft
Maintenance
Fundamentals
ATA 21
Air Conditioning
JAR-66 Cat. A
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AIR CONDITIONING SYSTEM FUNDAMENTALS
INTRODUCTION
ATA 21 Lesson 1
INTRODUCTION
Nowadays, aircraft fly at very high altitudes mainly for economic reasons.
This presents some problems, because humans are not able to live in this
environment without help.
At an altitude of 40.000 ft feet the temperature is about --56_ C.
The air pressure is so low that there is not sufficient oxygen for human survival.
Therefore, the crew and passengers must be protected against freezing and
death.
The air conditioning system makes sure there is correct pressure in the cabin
to support life and it also ventilates the cabin to keep the temperature in a
comfortable range.
Now imagine an aircraft standing on the ground on a hot and sunny day with no
air conditioning.This would be uncomfortable and potentially life--threatening for
passengers on board. Also the equipment on the aircraft would be in danger of
overheating.
In summary, we can say the air conditioning system cools and heats the air. It
also ventilates the cabin and pressurizes the aircraft at high flight altitudes.
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AIR CONDITIONING SYSTEM FUNDAMENTALS
INTRODUCTION
ATA 21 Lesson 1
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INTRODUCTION
ATA 21 Lesson 1
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INTRODUCTION
ATA 21 Lesson 1
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Freshness
0,35 kg/min
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AIR CONDITIONING SYSTEM FUNDAMENTALS
INTRODUCTION
ATA 21 Lesson 1
Ozone Converter
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Air Filter
Figure 5 CLEANLINESS
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INTRODUCTION
ATA 21 Lesson 1
airconditioning function cont.
The humidity of the air on board an aircraft is a big problem.
Humidity depends on air temperature, the warm air holds more water than cold.
Near the ground there is a lot of humidity in the ambient air.
The temperature regulation cycle, causes the temperature to decrease
dramatically which results in water droplets.
To prevent the freezing of parts and valves and also to prevent fog and water
droplets in the cabin, this water is separated from the air.
However, at high flight altitudes the ambient air is very dry, so people feel
uncomfortable on long--range flights.
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INTRODUCTION
ATA 21 Lesson 1
Correct
Humidity
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Grafik fehlt
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INTRODUCTION
ATA 21 Lesson 1
Pressurization
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Figure 7 PRESSURIZATION
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INTRODUCTION
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SYTEM LAYOUT
Here you see the principle layout of the air conditioning system.
The air supply comes from the pneumatic system.
The air conditioning system starts after the pack valve.
The air is cooled by two or more identical packs.Basic temperature and
humidity regulation are carried out in this area of the system.
The air conditioning system then mixes cooled air with hot air to give the de-
sired temperature in the conditioned compartments.
The air conditioning system also supplies the necessary cooling of panels,
batteries and electronic racks by ventilating them with air.
Finally, the conditioned air is distributed to the compartments.
The cabin and flight compartment are pressurized to supply a pressure
corresponding to all flight altitudes. This is regulated by the outflow valve.
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AIR CONDITIONING SYSTEM FUNDAMENTALS
INTRODUCTION
ATA 21 Lesson 1
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The zone controller also defines the temperature of the cool air and sends this
information to the pack controller.
Pack Mixing
Valve Unit
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AIR CONDITIONING SYSTEM FUNDAMENTALS
TEMPERATURE CONTROL OVERVIEW
ATA 21 Lesson 2
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TEMPERATURE CONTROL OVERVIEW
ATA 21 Lesson 2
COMPRESSOR
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TEMPERATURE CONTROL OVERVIEW
ATA 21 Lesson 2
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COOLING DESCRIPTION
COOLING PACK
The function of the cooling pack is to cool hot bleed air to a value given by the
pack controller.
The cooling pack has a pack valve, which is the tap of the pack, an ozone
converter which is located upstream of the pack valve and a heat exchanger
which usually has two units, the primary and secondary or main heat
exchanger.
There is also an air--cycle machine and a bypass valve also called temperature
control valve.
The cooling pack also has a ram air system which has ram air ducts with ram
air inlet and exit doors and a fan.
Cooling pack sensors sense the temperature in the pack and these permit the
pack to be controlled and monitored.
There is an anti--ice valve or sometimes an anti--ice function which eliminates
icing conditions in the water separator and so, of course, there is a water
separator.
The cooling pack has a pack check valve which is located downstream of the
water separator.
The pack check valve prevents backflow into the pack. Each pack has a pack
controller which controls pack operation.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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OZON CONVERTER
The ozone converter is built in upstream of the cooling pack.
Ozone converters are found particularly in aircraft which fly at high altitudes,
because there is a lot of ozone in the atmosphere. Because ozone harms a
persons health, the function of the ozone converter is to minimize the amount
of ozone in the cabin.
The ozone converter minimizes the amount of ozone in the cabin by using a
catalyst which converts the ozone to harmless oxygen.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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PACK VALVE
The pack valve is a flow control valve, so it is sometimes named the pack flow
control valve or FCV.
It determines the amount of air going to the cabin.
For this reason it is located upstream of the air conditioning packs.
The pack valve is a venturi--type butterfly valve, which is controlled by a
solenoid. It is pneumatically operated and spring--loaded to closed.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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COOLING DESCRIPTION
ATA 21 Lesson 3
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COOLING DESCRIPTION
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COOLING DESCRIPTION
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COOLING DESCRIPTION
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COOLING DESCRIPTION
ATA 21 Lesson 3
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HEAT EXCHANGER
Cooling in the cooling packs is a system of heat exchangers and a cooling
machine, the air--cycle machine, which we study in the next segment.
Modern packs have two heat exchangers to improve the cooling effect. So you
can see what the two heat exchangers look like we have separated them for
you.
They are named the primary heat exchanger and the secondary or main
heat exchanger.
Normally, as we have mentioned, the two heat exchangers are mounted
together so they appear to be one component.
The advantage of the two heat exchangers being mounted together is that only
one cooling duct is necessary.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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COOLING DESCRIPTION
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Figure 23 CONSTRUCTION
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COOLING DESCRIPTION
ATA 21 Lesson 3
air zycle machine cont.
You can now see the operation of the air--cycle machine again by looking at a
graph that shows the temperature and pressure dependence.
In our example the aircraft flies at an altitude of thirtynine thousand feet.
When pneumatic air goes to the pack valve it has a temperature of 200_ C and
a pressure of 45 psi.
After leaving the pack valve the pressure has changed but the temperature
stays the same.
After passing through the primary heat exchanger the air pressure is almost the
same but the temperature has decreased by about 70_ C.
After passing the compressor temperature and pressure increase.
The air then flows through the secondary or main heat exchanger where the
temperature decreases dramatically.
Now the turbine expands the air which causes the pressure and temperature to
decrease.
The pressure is now a little above the cabin pressure and the temperature is
below 0_C.
We explain how the pack outlet temperature becomes about 20_ C in the next
segment which deals with the bypass valve.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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Figure 24 OPERATION
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COOLING DESCRIPTION
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BYPASS VALVE
To adjust the temperature in the pack there is a turbine bypass valve built in.
This valve is also called temperature control valve in some aircraft types.This
valve determines the air mass to the turbine.
The more air that flows to the turbine, the higher the turbine speed and the
more the cooling effect.
The location of the bypass valve can change with aircraft type. Sometimes,
only the turbine is bypassed . If this is the case, a bypass check valve is built in
to bypass the compressor, so only part of the air is compressed.
Sometimes, you can find a bypass valve which bypasses the whole air--cycle
machine.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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COOLING DESCRIPTION
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Position Indicator
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RAM AIR
The temperature in the cooling pack can be adjusted by the bypass valve, but
as we mentioned before, adjusting the ram air flow through the heat exchanger
influences the efficiency of the heat exchanger and therefore the temperature
in the cooling pack.
Here you can see a heat exchanger more closely.
The heat exchanger has a cooling air inlet and it has a cooling air outlet.
As ram air is used as cooling air, the air inlet is named the ram air inlet or R.A.I
and the air outlet is named the ram air outlet or exit or R.A.E.
Here you can see a different type of heat exchanger. On this type of heat
exchanger the principle is the same, but the airflow is different from the other
type.
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COOLING DESCRIPTION
ATA 21 Lesson 3
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COOLING DESCRIPTION
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DISTRIBUTION
INTRODUCTION
The cold air from the packs goes into the mixing chamber unit also called the
plenum chamber and is then distributed to the different zones in the aircraft.
The mixing unit is a large chamber, like a big duct which has ports for incoming
air and outgoing air.
The mixing unit lets the cold air from the packs mix with discharged cabin air. It
directs the mixed air through the primary supply ducts to the different aircraft
zones.
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DISTRIBUTION
ATA 21 Lesson 6
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AIR FLOW
Mixing unit location and output requirements are different on different aircraft
types.
You can see here the location of the mixing unit on a small aircraft, the Airbus
320. It only has 2 cabin zones to supply the forward zone and the aft zone.
From the mixing unit the air flows along the primary supply ducts that are
located horizontally along the fuselage. Then the air goes through riser ducts
which are located vertically along the fuselage.
The air finally goes to the zones through the outlets in the cabin.
The air for the cockpit supply goes through seperate ducts that you will look at
more closely later in the lesson.
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DISTRIBUTION
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DISTRIBUTION
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DISTRIBUTION
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DISTRIBUTION
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RECIRCULATION SYSTEM
As you have already seeen the mixing unit also gets discharged cabin air to
increase the airflow rate to the cabin.
This system is called recirculation system.
The system supports the airflow from the packs, so that the packs do not have
to run on high airflow each time. This reduces the operational costs of the
aircraft.
When the recirculation system is on there is an airflow through the mixing unit
and through the cabin.
The recirculation fans suck discharged cabin air from the underfloor area, clean
it with filters and feed it back into the mixing unit.
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DISTRIBUTION
ATA 21 Lesson 6
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DISTRIBUTION
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COCKPIT AIR
Now lets have a look at air distribution in the cockpit.
As the cockpit crew are responsible for the safety they need the very best
working conditions possible.
The cockpit area mainly gets fresh air from the packs. There are 2 different
ways to ensure that the cockpit only receives fresh air.
One way is to take air directly from the pack before it goes into the mixing unit.
The second method is the aerodynamic way. Here the air is taken from the
mixing unit but because of the location of the cockpit supply duct it gets only
fresh air.
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DISTRIBUTION
ATA 21 Lesson 6
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DISTRIBUTION
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DISTRIBUTION
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A change of the trim airflow will not only change the temperature but also the
pressure in the trim air supply duct. This change would also affect the flow
through the other trim air valves.
To minimize this effect the trim air system has a pressure regulating valve.
The trim air pressure regulating valve maintains a stable pressure in the trim air
supply duct. It also has a shut--off function to isolate the trim air system, for
example when there is a failure.
When the trim air pressure regulating valve closes then all trim air valves also
close.
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ZONE TEMPERATURE CONTROL
ATA 21 Lesson 7
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ZONE TEMPERATURE CONTROL
ATA 21 Lesson 7
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ZONE TEMPERATURE CONTROL
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Actual zone
Temperatures
Duct Temperature
Demand
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AIR CONDITIONING SYSTEM FUNDAMENTALS
ZONE TEMPERATURE CONTROL
ATA 21 Lesson 7
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PROTECTION CIRCUTS
The protection circuits of the zone temperature control system protect the
system from duct overheat in the event of component malfunctions or
miscontrol in manual mode.
The protection circuits are independent of the temperature control circuits. The
circuits can be either external or internal to the zone temperature controller.
The protection circuits use sensors or overheat switches in the air supply ducts
located downstream of the trim air valves.
When the duct temperature exceeds a critical level, which in this example is
about 90C, then the protection circuit becomes active. It triggers a crew alert
in the cockpit, for example a FAULT light in the control pushbutton.
At the same time the protection circuit automatically closes the trim air
pressure regulating valve. This also closes the trim air valves.
The hot trim air therefore stops independently of the failure source.
In some aircraft types you must indicate to the protection circuit that you have
recognized this failure condition by pressing the pushbutton which displays the
fault light.
When the trim air system is off, then the ducts are only supplied from the
packs and the recirculation system. This cools down all ducts.
When the duct temperature decreases below for example 70C, the FAULT
light extinguishes. This indicates that you can reactivate the zone temperature
control system.
When the trim air system is on again, the trim air pressure regulating valve and
the trim air valves move to the position that is defined by the zone temperature
control circuit.
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ZONE TEMPERATURE CONTROL
ATA 21 Lesson 7
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COMPONENTS
The zone controller which is the main component is usually a digital computer.
It is located in the electric and electronic equipment compartment.
The other components are usually located behind the forward cargo
compartment.
All trim air valves in an aircraft are generally of the same valve type. They are
usually operated by an electrical stepper motor.
The valves have potentiometers and limit switches for position feedback and
for control and indication.
Usually, there is also a manual override and visual position indicator on the
valve.
The trim air system switches off completely when a trim air valve is blocked in
the open position or when the zone controller doesnt get a feedback signal
from a valve.
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ZONE TEMPERATURE CONTROL
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ZONE TEMPERATURE CONTROL
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Pneumatic
Pressure
Cabin
Pressure
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ZONE TEMPERATURE CONTROL
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Pneumatic
Pressure
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To Zone Controller
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ZONE TEMPERATURE CONTROL
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ZONE TEMPERATURE CONTROL
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Sensor Housing
Cabin Air
Inlet
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ZONE TEMPERATURE CONTROL
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ZONE TEMPERATURE CONTROL
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SYSTEM COMPONENTS
The equipment cooling system uses electrically operated valves to control the
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air flow for the different modes of operation. These valves work as shut--off
valves, but in some aircraft they can also be moved to a partially open position.
There are two similar fans in this cooling system which transports the air. They
guarantee system operation even if one fan is not operating.
Sometimes there is a skin heat exchanger installed which increases the cooling
efficiency. The skin heat exchanger is a duct or duct system directly under the
aircraft skin. It works as an air -- to -- air heat exchanger. Warm air flows
through this duct and is cooled by the cold skin when the aircraft is flying at
high altitudes.
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EQUIPMENT COOLING SYSTEM
ATA 21 Lesson 9
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EQUIPMENT COOLING SYSTEM
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AUTOMATIC OPERATION
Usually the equipment cooling system works automatically in two different
modes.
These modes depend mainly on the ambient temperature and whether the air-
craft is on the ground or in flight.
In automatic operation there are 2 normal modes.
One is called inboard, which means that the exhaust air goes to the underfloor
area or to the forward cargo compartment.
The second mode is called outboard, which means that the air goes out of the
aircraft.
The outboard mode is normally used on ground.
The electric equipment is cooled by air from outside the aircraft which enters
through the skin air inlet valve.
The 2 fans transport the air, which exits the aircraft via the extractor valve. All
other valves are closed.
When the outside temperature is so cold that the equipment could be damaged
by ice or humidity, cabin air is used instead of ambient air.
The inboard mode is normally used during flight, take off and landing. In this
mode the skin inlet and extractor valves are closed and discharged cabin air is
used.
In this inboard mode, as you can see, the air flows through the electric equip-
ment and then goes to the underfloor area or to the forward cargo compart-
ment.
During automatic operation, the equipment cooling system computer receives
all the data necessary to ensure that the equipment cooling system operates in
the best and safest way for the equipment.
In addition to the two modes shown, in some aircraft types there are several
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EQUIPMENT COOLING SYSTEM
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OVERRIDE OPERATION
The override operation occurs for example when the equipment cooling system A ground crew call horn alerts the ground crew when the cooling air gets too
has a component failure or if smoke is detected. hot or a blower is not working correctly.
In these abnormal situations the cockpit crew gets an indication from the
controller. When this happens they must manually operate the cooling system.
If there is a component failure, for example if 1 fan is damaged then a low flow
situation is detected by a low flow detector. This low flow detector sends a
signal to the equipment cooling system computer. In this case, the cockpit crew
gets a caution message on the ECAM/EICAS display.
On some aircraft types a fault light is also displayed.
In our example the blower push button switch has to be pushed to close the
valves.
The equipment continues to be cooled by the one operational fan which moves
the air in a closed circuit around the equipment and by the surrounding air from
the cockpit.
On some aircraft this configuration is selected automatically.
The cooling efficiency can be increased by supplying conditioned pack air or by
using a skin heat exchanger.
If a smoke detector detects smoke you get a smoke warning in the cokpit, a
caution message appears on the ECAM/EICAS displays and on some aircraft a
fault light also illuminates.
When this happens the equipment cooling system must be set to the override
mode and the air sent out of the aircraft for safety.
There is further information in lesson 26--3 about smoke detection in the
equipment cooling system.
The switch or switches for putting the system in override operation are on the
ventilation panel.
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You must press the blower and extract pushbutton switches to put the system
in override operation.
The override operation turns off the 2 fans opens the extractor valve and on
some aircraft also the air conditioning inlet valve. All other valves are closed.
The cabin differential pressure gives an air flow through the equipment and
causes the air to flow out of the aircraft.
The system operates in the same way if the two fans are damaged.
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EQUIPMENT COOLING SYSTEM
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This corresponds to a weight of 5.700 liters of water that act on the earth
surface that is 5.7 tons.
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PRESSURE CONTROL SYSTEM
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3
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8,000
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SYSTEM LAYOUT
As you have learned already the pressurized cabin gets a constant airflow from
the air conditioning system.
The pressure in the cabin is regulated by one or more outflow valves, which
limit the amount of air leaving the cabin. You can find the valves on the aft
fuselage or on some aircraft there is one aft valve and one forward valve.
Air also leaves the cabin via leakages and overboard vents for example from
the lavatories. This is taken into account by the control circuits.
The cabin pressure and therefore the cabin altitude is stable when the amount
of air which enters the cabin and the amount of air which leaves the cabin are
the same.
When pack number 2 is switched off the cabin air supply is decreased.
Without any reaction the cabin altitude increases.
To stabilize the cabin altitude you must also decrease the amount of air that
leaves the cabin.
When the outflow valves are driven to a more closed position the airflow that
leaves the cabin is decreased. This stabilizes the cabin altitude again at for ex-
ample 6000 ft.
Another parameter that influences the cabin pressure is the flight altitude,
because it determines the differential pressure at the outflow valves.
When the aircraft flies higher, for example at 40000 ft, the differential pressure
increases. This also increases the airflow through the outflow valves if they
stay in the same position. Therefore to hold the cabin altitude at the same level
you must drive the outflow valves toward closed.
Note that some aircraft types have a reduced maximum flight altitude when
only one pack is operating. This is for when you cannot hold the cabin altitude
even with fully closed outflow valves.
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PRESSURE CONTROL SYSTEM
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PRESSURE CONTROL SYSTEM
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PROTECTION FUNCTIONS
The aviation regulations require that pressurization systems have protection
functions.
They must prevent damage to the aircraft and injury to the people on board,
when the system has a failure or when extreme environmental conditions ap-
pear.
The protection functions must become active when there is an excessive cabin
altitude, or excessive differential pressure, or negative differential pressure.
When the cabin altitude increases above normal values -- 3 things must
happen at different altitudes.
Before reaching 10000 ft the flight crew gets a warning to put on the oxygen
masks.
At 14000 ft the oxygen masks are automatically released from the passenger
cabin ceiling.
At 15000 ft the outflow valves must close automatically and independently of
the normal control signal.
When the differential pressure increases the stress on the aircraft structure
also increases.
To prevent structural damage the aircraft must have at least 2 safety valves
also called positive pressure relief valves. You can find the valves for example
in the area of the aft pressure bulkhead.
The valves open against a spring when the differential pressure exceeds a
maximum allowed value. This value depends on the aircraft type and starts at
about 8.5 psi.
Below this value the valve closes again so that the differential pressure is
limited to this value.
A negative differential pressure means that the pressure in the cabin is lower
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than the ambient pressure. This is very dangerous because the fuselage is only
constructed for a positive differential pressure.
A negative pressure relief valve prevents this, because it opens when the
ambient pressure is higher than the cabin pressure.
In some aircraft types you do not find a separate negative pressure relief valve,
because this is also a function of the safety valve. You will see this in more
detail later in this lesson.
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PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
Cockpit Warning
Negative
Negative Differential Pressure Pressure
Relief
Valve
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PRESSURE CONTROL SYSTEM
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PRESSURE CONTROL SYSTEM
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Figure 61 INDICATION
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control and indication cont.
When both cabin pressure controllers fail the flight crew gets a failure message
and must select the manual mode.
The manual mode always has priority over the automatic modes even when the
controllers are ok.
In manual mode you directly control the outflow valves with a toggle switch.
The switch is springloded to neutral.
In our example the aircraft flies at 30000 ft with a stable cabin altitude of
6000 ft. This means that the cabin vertical speed is zero and the differential
pressure is about 7.4 psi and the outflow valve is partially open.
As long as you hold the toggle switch in the up position the outflow valve drives
to open at about 3_ /s . This decreases the cabin pressure which, increases
the cabin altitude with a positive cabin vertical speed until a new stabilized
situation is reached.
As long as you hold the toggle switch in the down position the outflow valve
drives to closed at about 3_/s. This increases the cabin pressure which,
decreases the cabin altitude with a negative cabin vertical speed until a new
stabilized situation is reached.
Normaly you should only toggle the manual control switch for short periods to
prevent rapid pressure changes.
You have now seen all indications of the cabin pressurization system in the
manual mode.
In the automatic modes the same indications are used.
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PRESSURE CONTROL SYSTEM
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DITCHING MODE
In some aircraft types you can find a ditching pushbutton on the control panel.
You can use this button to isolate the cabin from entering water during an
emergency landing on sea
When you press the ditching pushbutton you close all valves below the flotation
line of the aircraft, and also the pack valves, so water cant enter the aircraft via
these valves.
When the negative pressure relief valve is located below the flotation line, as in
our example, a standpipe prevents water entering the cabin.
When you press the ditching pushbutton with the aircraft on the ground you
must be very careful, because the closing valves can injure personnel that are
near the valves.
You must also ensure that the cabin is not pressurized by an external air
conditioning unit, because an uncontrolled cabin pressure can build up .
Note that the equipment cooling is also effected when their valves are closed.
During the aircraft normal ground time the outflow valves are fully open to
prevent unintended cabin pressurization.
You can see on the indication that the valves for the equipment cooling system
are also open.
For Training Purposes Only
Page: 126
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
AUTOMATIC MODE
As you already know a cabin pressure controller automatically controls the
normal pressurization.
To do this the controller uses the atmospheric ambient pressure. It receives the
pressure from the air data system or from a static port. It also uses the cabin
pressure from a direct pressure port on the controller.
The controller converts pressure signals into altitudes.
For an average value it uses the references of the international standard atmo-
sphere which you know from other units such as aerodynamics and oxygen.
To get exact values you must take into account the actual weather conditions
which influence the pressure. This is acheived by a reference pressure signal
called the barometric correction.
In modern aircraft either the flight management or the air data system delivers
this signal automatically.
On other aircraft you must select this barometric correction value on the
pressurization panel.
For Training Purposes Only
Page: 128
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
BAROMETRIC
CORRECTION
Figure 64 AUTOMATIC MODE
Page: 129
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
automatic mode cont.
To study the normal operation of the cabin pressurization system we look at the
cabin altitude in relation to the flight altitude during different phases of a flight.
We start our flight with the aircraft parked on the ground. During this time the
pressurization system works in the ground mode.
The controller usually gets the ground information automatically from the air /
ground sensing system.
On some older aircraft types you must set a switch on the control panel to the
ground position to go to the ground mode. In the ground mode the outflow
valves are commanded to the fully open position to prevent unintended cabin
pressurization.
The result is that the aircraft and the cabin altitude are the same as the airport
elevation, which is 1000 ft in our example .
For Training Purposes Only
Page: 130
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
1000 ft
Sea
Level
Page: 132
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
T/O
For Training Purposes Only
-Throttles
-Engine
Parameters
-Aircraft
Sea Speed
Pre-Pressurization
Level
Figure 66 PRE-RESSURIZATION MODE
Page: 133
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
automatic mode cont.
When the aircraft leaves the ground the air ground logic activates the climb
mode.
Modern pressurization systems have an internal and an external climb mode.
In the internal climb mode the controller calculates the cabin rate in proportion
to the aircraft altitude rate, so that at the maximum flight altitude, here for
example 40000 ft, you reach the maximum cabin altitude of 8000 ft. This mode
is therefore also called proportional mode.
A disadvantage of the internal mode is that the cabin rate is sometimes high
and changes during the climb which is not comfortable for the passengers.
For Training Purposes Only
Page: 134
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Sea Climb
Level
Page: 136
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
Time to
TOC
For Training Purposes Only
Sea
Time to Reach
Level
Page: 138
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Sea
Level
Page: 140
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
Top of Climb
For Training Purposes Only
Sea
Level
Page: 142
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
Max P
SAFETY
MARGIN
For Training Purposes Only
Sea Sea
Level Level
Page: 144
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Sea
Level
Page: 146
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Page: 148
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Page: 150
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Page: 152
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Page: 154
AIR CONDITIONING SYSTEM FUNDAMENTALS
PRESSURE CONTROL SYSTEM
ATA 21 Lesson 10
For Training Purposes Only
Page: 156
TABLE OF CONTENTS
ATA 21 AIR CONDITIONING SYSTEM . . . . . . . . . . 1 AUTOMATIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 106
OVERRIDE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PRESSURE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
PRESSURIZATION AND ZONES . . . . . . . . . . . . . . . . . . . . 4 DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
AIR CONDITIONING FUNCTION . . . . . . . . . . . . . . . . . . . . 8 SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
SYTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 PROTECTION FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . 118
TEMPERATURE CONTROL OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . 18 CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . 122
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 DITCHING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
COOLING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 AUTOMATIC MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
COOLING PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 OUTFLOW AND SAFETY VALVES . . . . . . . . . . . . . . . . . . 146
OZON CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 CABIN PRESSURE LEAKAGE TEST . . . . . . . . . . . . . . . . 152
PACK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
PACK VALVE FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
AIR CYCLE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
RAM AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
AIR FLOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 68
COCKPIT AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
RAM AIR AND GROUND SUPPLY . . . . . . . . . . . . . . . . . . . 76
ZONE TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
TRIM AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
MANUAL TEMPERATURE CONTROL . . . . . . . . . . . . . . . 80
AUTOMATIC TEMPERATURE CONTROL . . . . . . . . . . . . 82
PROTECTION CIRCUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . 98
EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 102
TABLE OF FIGURES
Figure 1 AIR CONDITIONING FUNCTIONS . . . . . . . . . . . . . . . . . . 3 Figure 36 FRESH AIR TO THE COCKPIT . . . . . . . . . . . . . . . . . . . . 73
Figure 2 PRESSURIZATION AND ZONES . . . . . . . . . . . . . . . . . . . 5 Figure 37 AIR DISTRIBUTION COCKPIT . . . . . . . . . . . . . . . . . . . . 75
Figure 3 AIRCRAFT ZONES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 EMERGENCY RAM AIR INLET . . . . . . . . . . . . . . . . . . . . 77
Figure 4 REGULATIONS FOR AIRFRESHNESS . . . . . . . . . . . . . . 9 Figure 39 TRIM AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 CLEANLINESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 MANUAL TEMPERATURE CONTROL . . . . . . . . . . . . . . 81
Figure 6 HUMIDITY OF AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 AUTOMATIC TEMPERATURE CONTROL . . . . . . . . . . 83
Figure 7 PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 TRIM AIR VALVE CONTROL CIRCUTS . . . . . . . . . . . . 85
Figure 8 SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 PROTECTION CIRCUTS . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 AIR CONDITIONING SYSTEM . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 TRIM AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 AIR CONDITIONING COMPONENT LOCATION . . . . . 21 Figure 45 TRIM AIR PRESSURE REGULATING VALVE . . . . . . . 91
Figure 11 VAPOR CYCLE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 VALVE IN UNPRESSURIZED AREA . . . . . . . . . . . . . . . 93
Figure 12 AIR CYCLE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 DUCT TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . 95
Figure 13 COOLING PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 ZONE TEMPERATURE SENSORS . . . . . . . . . . . . . . . . 97
Figure 14 CATALYTIC OZONE CONVERTER . . . . . . . . . . . . . . . . 29 Figure 49 CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . 99
Figure 15 PACK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 CONTROLS AND INDICATIONS ON 747 . . . . . . . . . . . 101
Figure 16 PACK VALVE & SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . 103
Figure 17 REGULATING ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 ABNORMAL SITUATIONS . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 AIRFLOW DIAGRAMM . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 MODES OF EQUIPMENT COOLING . . . . . . . . . . . . . . . 107
Figure 19 HI FLOW SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 OVERRIDE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 PACK FLOW SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 CABIN ALTITUDE DIFFERENTIAL PRESSURE . . . . . 111
Figure 21 HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 CABIN RATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 AIR-CYCLE MASCHINE . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 CABIN PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 OVERBOARD SHUTOFF VALVE . . . . . . . . . . . . . . . . . . 117
Figure 24 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 EXCESSIVE CABIN ALTITUDE OR PRESSURE . . . . . 119
Figure 25 BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 EQUALIZATION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 CABIN PRESSURE CONTROLLER . . . . . . . . . . . . . . . . 125
Figure 28 RAM AIR INLET / EXIT DOORS . . . . . . . . . . . . . . . . . . . 57 Figure 63 DITCHING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 MIXING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 AUTOMATIC MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 AIR FLOW FROM MIXING UNIT . . . . . . . . . . . . . . . . . . . 61 Figure 65 GROUND MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 PASSENGER CABIN AIR DISTRIBUTION . . . . . . . . . . 63 Figure 66 PRE-RESSURIZATION MODE . . . . . . . . . . . . . . . . . . . . 133
Figure 32 AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 INTERNAL CLIMB MODE . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 PASSENGERS INDIVIDUAL AIR SYSTEM . . . . . . . . . . 67 Figure 68 EXTERNAL CLIMB MODE . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 ABORT MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 RECIRCULATION SYSTEM COMPONENTS . . . . . . . . 71 Figure 70 CRUISE PHASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
TABLE OF FIGURES
Figure 71 CRUISE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 72 DESCENT MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 OUTFLOW VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 SAFETY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 DIFFERENTIAL PRESSURE . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 LEAKAGE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 SAFETY BARRIERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
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