OPERATING MANUAL PSP 601A-6

Transcription

1 OPERATING MANUAL 1. AIR CONDITIONING AIR CQNPITIONING/PRESSURIZATION TABLE OF CONTENTS Page A. General 1 B. Bleed Air Control System 1 C. Air Conditioning Units (ACU) 1 D. Distribution Ducting 3 E. Temperature Control Systems 3 F. Footwarmer and Demister System (Aircraft 5001 to 5134) 4 G. Footwarmer and Demister System (Aircraft 5135 and subsequent) 4 H. Ram Air Ventilation System 5 PRESSURIZATION 5 A. General 5 B. Cabin Pressurization Controller 5 C. Outflow Valves 5 (1) Primary Outflow Valve 5 (2) Secondary Outflow Valve 5 (3) Positive Differential Pressure Control 6 (4) Negative Differential Pressure Control 6 (5) Cabin Altitude Limiter 6 D. Emergency Depressurization System 6 E. Emergency Pressurization System (Aircraft 5001 to 5134) 6 F. Cabin Pressurization Control Panel 6 (1) Automatic Mode 6 (2) Manual Mode 8 (3) Emergency Depressurization 8 (4) Emergency Pressurization (Aircraft 5001 to 5134) 8 LIST OF ILLUSTRATIONS Figure Title Page Number 1 Air Conditioning System - Schematic (2 Sheets) 9/10 2 Air Conditioning Unit (ACU) - Schematic 13/14 3 Air Conditioning and Footwarmer/Demister Controls (2 Sheets) CONTENTS Page 1

2 cnsbsrtqutr OPERATING MANUAL Figure Title Number 4 Temperature Control Panel (2 Sheets) 5 Pressurization System - Schematic 6 Cabin Pressurization Control Panel (2 Sheets) 7 Cabin Altitude, Rate and Differential Pressure Indicator 8 Cockpit Heater Page CONTENTS Page 2

3 canadair chauencjer OPERATING MANUAL AIR CONDITIONING/PRESSURIZATION 1. AIR CONDITIONING (Figures 1 and 2) A. General The air conditioning/pressurization system uses conditioned air from two identical air conditioning units (ACU) to provide complete environmental control for the cabin and flight compartment. The system also provides air for instrument cooling, windshield demister and flight compartment footwarmers. Flight compartment exhaust air is routed to the underfloor area for avionics cooling. The ACUs are normally supplied by 10th stage bleed air from the engines, but can also be supplied by bleed air from the auxiliary power unit (APU) or from a high pressure ground air source (refer to Section 17), The cabin and flight compartment temperatures are controlled either automatically or manually and may be selected from 16 to 32 C (60 to 90 F). A ram air ventilation system is also available should both ACUs fail. B. Bleed Air Control System (Figures 1 and 2) The 10th stage bleed air manifold supplies the ACUs via left and right pressure regulating/shutoff valves. Each valve delivers bleed air to the associated ACU at a regulated pressure of either 39.5 or 24.0 psi. The higher pressure improves ACU cooling on the ground and ensures an adequate air supply during single ACU operation. The lower pressure reduces bleed air requirements and conserves fuel. The high or low pressure operation is a function of the weight-on-wheels signal (WOW system) and of whether one or two ACUs are being used. (For complete description of the bleed air system, refer to Section 17.) C. Air Conditioning Units (ACU) (Figures 2 and 3) The left and right air conditioning units (ACU) are located in the rear equipment bay. Each ACU includes a precooler, primary and secondary heat exchangers, and a cold air unit. A ram air intake, located in the base of the vertical stabilizer leading edge, directs ram air into each ACU heat exchanger and precooler. The expended ram air is ducted overboard. Page 1 Apr 02/87

4 OPERATING MANUAL The following describes the left ACU only (right ACU identical): 10th stage bleed air is fed to the ACU and is passed through the precooler. The precooled air is split into two paths. One path feeds a temperature control valve which regulates the temperature of the cold air to provide conditioned air. The other path is passed to the primary heat exchanger for further cooling. The cooled air from the primary heat exchanger is passed to the cold air unit compressor to be compressed and heated. Compression heat is removed by the secondary heat exchanger. The air is then passed to the cold air unit turbine where it expands and cools as it drives the turbine. Before entering the distribution ducting, the air is routed to a water separator to remove condensation produced in the turbine. The removed condensation is sprayed across the secondary heat exchanger to improve system cooling. To prevent ice build-up in the water separator and to provide for maximum system cooling, the temperature of the air discharged from the cold air unit is maintained at 2*C {35*F) by a low-limit temperature control system. The system allows bleed air from the ACU precooler to enter the cold air unit turbine to maintain the cold air at the desired temperature. An ejector in the ram air duct induces a cooling air flow across the heat exchangers. The ejector operates whenever the ACU is selected on and the aircraft is on the ground or when an overheat anticipator switch, located between the cold air unit and the secondary heat exchanger, senses a near overheat condition, i.e., high transient temperatures associated with single ACU operation at high engine power settings (high engine bleed temperatures). An overpressure switch and an overtemperature switch protect the ACU against excessive pressure and temperature. Excessive pressure puts on an ACU FAIL light and closes the ACU pressure regulating/shutoff valve, the associated 10th stage bleed air shutoff valve and (if open) the 10th stage bleed air isolator valve. The system must be electrically de-energized before attempting to open the affected valves and reselect the ACU on. Excessive temperature puts on the ACU FAIL light and closes the ACU pressure regulating/shutoff valve. The 10th stage bleed air shutoff valve and the 10th stage bleed air isolator valve are not affected. Pressure is maintained in the 10th stage bleed air manifold and the ACU can be reselected on after the ACU FAIL light goes out. A thermal switch downstream of the cold air unit also puts on the ACU FAIL light if bleed air continues to enter the ACU (ACU pressure regulating/shutoff valve fails open) when the ACU is selected off. Controls and indicators for the ACUs are located on the BLEED AIR control panel. On aircraft 5135 thru 5299 with Canadair Service Bulletin , the ACUs normally require AC power to operate, however if both IDGs have failed, the left-hand ACU is operable through the 28VDC ESS BUS. Page 2

5 D. Distribution Ducting (Figure 1) cmrmamtr crsmmnqsr OPERATING MANUAL The distribution ducting consists of two conditioned air ducts and two cold air ducts. The conditioned air ducts supply the overall air conditioning while the cold air ducts supply the individual eyeball-type air vents (gaspers), both in the flight compartment and in the cabin. The left conditioned and cold air ducts are supplied by the left ACU. The right conditioned and cold air ducts are supplied by the right ACU. During normal operation, approximately 60% of the left conditioned air duct output is directed to the flight compartment while the remaining output is directed to the cabin. All of the right conditioned air duct output is directed to the cabin. Crossover ducts between the left ducts and the right ducts cater to possible asymmetric supplies, while balancing valves in the conditioned air ducts ensure even distribution of conditioned air. E. Temperature Control Systems (Figures 2 and 4) The flight compartment and the cabin have identical but independently operated temperature control systems. The flight compartment system monitors and controls the left ACU, and the cabin system monitors and controls the right ACU. NOTE: The following describes the flight compartment (COCKPIT) system only. The CABIN system is identical. The temperature of the conditioned air is regulated by mixing the cold and the warm air outputs of the ACU. This is accomplished by varying the position of a temperature control valve to regulate the amount of theacu warm air output introduced into the ACU cold air output, before delivery into the conditioned air supply duct. The conditioned air supply duct is protected against excessive temperatures by a temperature limiter. Should the duct temperature exceed 88 # C (190 # F), the temperature limiter pneumatically signals the temperature control valve to close. When the duct temperature drops below 88*C (190 # F), the system returns to normal operation. Controls for the temperature systems are provided by the TEMPERATURE CONTROL panel. Three modes of operation are available: NORMAL, STANDBY andman (manual). Depending on the mode selected, the system responds to all, some or none of the signals supplied by an electronic temperature control unit, a supply duct temperature sensor and a fan sensor. (The COCKPIT system fan sensor is located under the copilot's console. The CABIN system fan sensor is located above the mid-cabin ceiling.) TheNORMAL mode provides a fine temperature control to within ±1.6"C (±3T) of the desired temperature. The STANDBY mode, in addition to being a backup mode to the NORMAL mode, provides a coarser and faster temperature control than the NORMAL mode. TheMAN (manual) mode provides a direct and independent electrical control to the temperature control valve (backup operation for electrically disabled NORMAL and STANDBY modes). Page 3

6 c SSSKb«r OPERATING MANUAL F. Footwarmer and Demister System (Aircraft 5001 to 5134) (Figures 1 and 3) The footwarmer and demister system is independent of the normal air conditioning/pressurization system. It is used to supplement flight compartment heating and to provide windshield demisting. This system also provides emergency pressurization (refer to paragraph 2.E.). The air supply for the foortwarmer and demister system is taken from the 10th stage bleed air manifold through one of the two pressure regulating/shutoff valves (LH footwarmer/demister valve and RH footwarmer/demister valve). During normal operation, bleed air is taken from the RH footwarmer/demister valve. A similar supply is available from the LH footwarmer/demister valve for standby/emergency use. A footwarmer/demister heat exchanger cools the bleed air to a temperature j of 66*C-77*C (150 # F-170 # F) using ram air as the cooling medium. When the aircraft is on the ground (sensed by the WOW system), ram air cooling is assisted by an electric fan which operates whenever the system is operating. An overtemperature switch located downstream of the heat exchanger protects the system against excessive temperature by closing whichever (RH or LH) footwarmer/demister valve is open. If excessive temperature is detected while emergency pressurization is in operation, this automatic shutdown feature is overridden and the emergency pressurization is maintained. Controls for the footwarmer and demister system are provided by the CKPT HEAT switch on the BLEED AIR panel and by the FOOTWARMER and DEMIST pull knobs on the copilot's facia panel. J 6. Footwarmer and Demister System (Aircraft 5135 and subsequent) I (Figures 1 and 3) J The footwarmer and demist system is connected to the conditioned air I system. The footwarmer and demist system supplements the flight J compartment heating and provides demisting to the inside surface of the j windshield. A diverter valve assembly in the flight compartment directs J the flow of air to the footwarmer and/or the windshield demist outlets.! The valve is controlled by a push-pull cable connected to selector located on the co-pilot's fascia panel. j J I On aircraft 5142, 5160 and subsequent and aircraft incorporating Canadair Service Bulletin (Figures 4 and 8), air from the flight compartment flows through a fan and a heater to the diverter valve. The system is operated by a COCKPIT HEAT switch on the TEMPERATURE CONTROL panel. When the COCKPIT HEAT switch is set toon position, both the fan and the heater come on. I If an overtemperature condition occurs, the temperature switch, which is j positioned immediately upstream of the diverter valve, removes power to the heater. The fan keeps operating to remove the heat in the system. J When the temperature reaches a safe level, the temperature switch will I reset and power will be supplied to the heater again. If the fan J operates below 60% of the correct operating speed, power to the heater I and the fan will be removed and latched. Page 4

7 canadair chaiienqer OPERATING MANUAL H. Ram Air Ventilation System (Figures 1 and 6) The ram air ventilation system permits entry of ram air into the left conditioned air duct by opening the normally closed ram air vent shutoff valve. This system should only be used if both ACUs fail, to provide ambient air to both the cabin and the flight compartment. Control for this system is provided by the RAM AIR VENT switch/light on the CABIN PRESSURIZATION control panel. 2. PRESSURIZATION (Figures 1, 5, 6 and 7) A. General The pressurized area of the aircraft extends from the pressure bulkhead immediately forward of the windshield to the pressure bulkhead at the rear of the cabin, and includes the underfloor area. The pressurized area of the aircraft is automatically maintained to a maximum cabin altitude of 8000 feet, and the cabin differential pressure is maintained between +9.5 ±0.1 and -0.5 psi. A manual backup control is provided. An emergency depressurization system provides a means of rapidly depressurizing the cabin. On aircraft 5001 to 5134, an emergency pressurization system is also available should both air conditioning units (ACU) fail. B. Cabin Pressurization Controller The cabin pressurization controller receives signals from the CABIN PRESSURIZATION control panel, cabin and ambient pressure sensors and the WOW system. The controller converts those signals into commands to open or close the outflow valves in accordance with instructions in the memory of the controller. C. Outflow Valves Two outflow valves, designated primary and secondary outflow valves, are located in the rear pressure bulkhead. The valves are pneumatically interconnected to operate together. Their purpose is to maintain the cabin pressure by governing the rate of outflow of cabin air exhausted to atmosphere. (1) Primary Outflow Valve This valve is an electro-pneumatic valve. It responds to electrical signals from the cabin pressurization controller and pneumatically modulates to increase or decrease cabin pressure. This valve can also operate using only pneumatic inputs from the secondary outflow valve. (2) Secondary Outflow Valve This valve is a pneumatic valve only. It operates in a similar manner to the primary outflow valve except it uses pneumatic inputs only, either from the primary outflow valve or the manual regulator on the cabin pressurization control panel. Page 5

8 canadair chaiienqer OPERATING MANUAL (3) Positive Differential Pressure Control A pneumatic circuit within each outflow valve opens the outflow valve to vent excessive cabin pressure. The primary and secondary outflow valves are preset to open at a differential pressure of 9.1 ±0.10 and 9.3 ±0.10 psi respectively. (4) Negative Differential Pressure Control A diaphragm assembly within each outflow valve opens the outflow valve sufficiently to prevent negative differential pressure from exceeding -0.5 psi. (5) Cabin Altitude Limiter A bellow-operated assembly within each outflow valve closes the outflow valve to prevent the cabin altitude from being exceeded. This limiter overrides any valve or controller selections or malfunctions that could cause this cabin altitude limit to be exceeded. D. Emergency Depressurization System The emergency depressurization system provides a separate circuit to open both outflow valves while using the cabin altitude limiter to prevent the cabin altitude from being exceeded. E. Emergency Pressurization System (Aircraft 5001 to 5134) The emergency pressurization system uses the footwarmer/demister ducting as an alternate path for 10th stage bleed air to provide a pressure and temperature regulated air supply for pressurization. When activated, the emergency pressurization system ensures 10th stage bleed air is available to the footwarmer/demister ducting and the conditioned air ducting by opening the LH footwarmer/demister valve and the emergency pressurization shutoff valve. F. Cabin Pressurization Control Panel (Figure 6) The CABIN PRESSURIZATION control panel has two modes of operation. It also provides controls for emergency depressurization and on aircraft 5001 to 5134, emergency pressurization. (1) Automatic Mode In this mode, the cabin pressurization controller provides automatic pressurization control as dictated by the phase of flight. An example follows: (a) Ground Sub-Mode When electrical power is supplied to the system, the outflow valves are commanded fully open to ensure minimum differential pressure. Page 6 Jan 16/04

9 OPERATING MANUAL (b) (c) Take-Off Sub-Mode When the throttle levers are advanced, the outflow valves are commanded closed until the cabin altitude is 200 feet below the existing airport altitude. This provides sufficient cabin pressure to eliminate pressure surges at lift off. If take-off is aborted, as the throttle levers are pulled back, the cabin is returned at a controlled rate to the ground sub-mode of operation. Flight Sub-Mode In flight, a fixed schedule of cabin altitude verses aircraft altitude is used to automatically regulate cabin pressure and maintain the appropriate cabin altitude. With the landing altitude and the barometric pressure set by the cabin pressure selector A and B knobs respectively, the set landing altitude and the automatically scheduled cabin altitude are compared and the higher of the two altitudes is used as a control altitude. If the control altitude is higher than the take-off altitude, the cabin altitude is increased until it equals the control altitude. If the set landing field altitude and the control altitude are both lower than the take-off altitude, the cabin altitude is maintained at the take-off altitude for 60 seconds after the aircraft has achieved level flight. Following this delay, the cabin altitude is lowered to the control altitude. The rate of change of cabin altitude is proportional to the aircraft vertical speed up to the maximum rate set on the R knob of the cabin pressure selector. (d) Landing Sub-Mode As the aircraft descends, the cabin altitude decreases proportionately to the aircraft vertical speed (up to the maximum rate set on the R knob of the cabin pressure selector) until the cabin altitude equals the set landing altitude. After touch down, any residual cabin pressure is released at the selected rate for a maximum of 60 seconds or until the cabin becomes unpressurized. At the end of the 60-second interval, the system returns to the ground sub-mode. Page 7 Apr 02/87

10 OPERATING MANUAL (2) Manual Mode Loss of electrical power automatically reverts the system to the manual mode. The manual mode can also be selected with the MODE switch. Following an electrical power loss, or a manual mode selection, an isobaric hold device maintains the existing cabin altitude. The cabin altitude is thereafter controller manually by setting the manual regulator UP/DN selector to the appropriate position and by using the RATE knob (a needle valve type pneumatic control) to regulate rate of change of cabin altitude. (3) Emergency Depressurization When activated, the cabin is depressurized until the maximum cabin altitude is reached. (4) Emergency Pressurization (Aircraft 5001 to 5134) When activated (both ACUs not available), the cabin pressurization is maintained by the footwarmer/demister system. The CABIN PRESSURIZATION control panel continues to function in automatic (or manual) mode. Emergency depressurization is still available. Opening the footwarmer/demist diverter valve, via the FOOTWARMER and DEMIST pull knobs, increases airflow and heating in the flight compartment. If an overheat condition occurs in the footwarmer/demister system while emergency pressurization is in operation, the automatic shutdown feature of the system is overridden and emergency pressurization is maintained. Page 8 Jan 16/04

11 OPERATING MANUAL FLIGHT COMPARTMENT REAR PRESSURE BULKHEAD WINDSHI&D OEM1STSI <^IJH*9)«LEGEND 10TH STAGE BLEED AIR WARM (PRECOOLED) AIR COLD AIR CONDITIONS* AIR FOOTWARMBl/DEMISTER AIR -^ ELECTRICAL SIGNAL CHECK VALVE KZ7 SHUTOFF VALVE REGULATING/SHUTOFF VALVE <3- CONDITIONED AIR VBIT COLD AIR VENT (GAS PER) X CLOSE EFFECT!VTTY: A/C 5001 TO > CKPTHEA1 ^-*> STBY ' O O F F ^ ^NORM n I LHENG FIRE PUSH I RHENGi HRE II PUSH W Air Conditioning System - Schematic Figure 1 (Sheet 1) -. CLOSE Page 9/10

12 OPBUT1NG MANUAL FLIGHT COMPARTMBtfT BULKHEAD CABIN REAR PRESSURE BULKHEAD PRESSURES) UNPRESSURIZHD FROM BfGlNE LRK3fTBLffi)AIR SHUTOFF VALVE AOJ PRESSURE REGULATING/ SHUTOFF VALVE RAM AIR OUT SN^ <4>"^ A A n BALANCING U VALVE A (XjCOHmOL VALVE TBMPBtATURE RIGHT AIR KCONOmONING (SSFIG.2) WINDSHiaD DBYUSTB* FOOTWARMER 1- I 7 S S I /XX/AX////^ 10* STAGE =: BLSDAIR v / ISOLATOR VALVE E»3?9 X/WA *6fc r /^WwN ** 10th STAGE BLEED AIR * MANIFOLD RAM AIR IN t^s:y^si?^^-%^^a LEGEND 1QTH STAGE BLSD AIR WARM (PRECOOLED) AIR COLD AIR CONDITION AIR OECTRICAL SIGNAL CHECK VALVE 91? $ I * r~; & 51 * $ T : I_JJ \*******jr**jrjr+*+**+**jrjr***s. FROM^ST APU ^ RAMAIRVBfT *Z7 SHUTOFF VALVE ////////; i;^ I jy, TOAPBIATURE CONTROL GROUND ^f VALVE AIR SUPPLY ^-T^ LEFTBLS) (\ \\ AIR SHUTDTF VJL/VALVE LMH@«FROM LEFT CH13UVC AjOJ PRESSURE REGULATING/ SHUTOFF VALVE LBT AIR CONDITIONING UNIT (SEE FK3.2) wr RAM AIR OUT (2 SHUTOFF VALVE RS3ULATING/SHUT0FF VALVE CONDITIONS) AIR VBtfT COLD AIR VBJT (GAS PER) RAM EFFECTIVITY: A/C 5135 AND SUBS W Air Conditioning System - Schematic Figure 1 (Sheet 2) Page 11/12

13 OPB*ATiNG MANUAL PSP 601A 6 r RAM AIR IN ASPIRATOR NOTE CLOSE 10TH STAGE BIFEO AIR SHUTOFF MANIFOLD AND 10TH STAGE BLEED AIR ISOLATOR VALVE (IF OP&I) ON A/C 5135 TO 5299 POST SB THE LEFT-HAND TEMPERATURE CONTROLLER IS POWERED BY THE DC ECS BUS. TO COLD AIR SUPPLY DUCT TO CONDITIONED, AIR SUPPLY DUCT 4 /X// B JL DUCTTaflP SBISOR TBWP CONTROL VALVE 8B C (ISPF) 5 TEMP UMITER SS z\n\m\m\m\m\m\ WATER s~ S SEPARATOR /^ TUH8INE ^COMPRESSOR / / % L_3 I COLD AW UNIT II 2*C (3S F) LOW LIMIT TEMPS*ATURE CONTROL OVERPRESS 1 ACUPRESSURE REGULATING/ SHUTOFF VALVE A f\ FROM10TH STAGE BLEED AIR MANIFOLD EJECTOR SHUTOFF VALVE oo ELECTRONIC TBrtPBIATURE CONTROL UNIT CLOSE PAN SBISOR QPB4/CL0SE LEGEND r!>. (SB>ARATE POWSl SOURCES) Q VALVE CLOSE ARMS TBMP SWITCH nam ZZZZZZZ 1QTH STAGE BLEED AIR WARM (PRECOOLED) AIR COOL AIR COLD AIR D "0 TEMVHtATUIIE CONTROL / / / / / / CONOmONS>AIR WATER DRAIN * aectrical SIGNAL D <9f (LffT ACU ILLUSTRATH)) W Air Conditioning Unit (ACU) - Schematic Figure 2 Page 13/14

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15 OPERATING MANUAL FOOTWARMER AND DEMIST PULL KNOBS When putted, associated diverter valvals) opente) to direct footwarmer/demist air to tha appropriate outtetb). COPILOTS FACIA PANEL BLEED AIR PRESSURE GAUGE indicates bleed air pressure in left and right sides of *Oth stage bleed air manifold. OCPT HEAT SWITCH Three position switch controls supply of engine bleed air to footwarmer/demist system. NORM - RH footwarmer valve is open. STBY - LH footwarmer valve is open. OFF - Both the RH and the LH footwarmer valves are SFFECTIVnY: Afc 5001 TO 5134 OVERHEAD PANEL L AND R ACU SWITCH/LIGHTS Control operation of the air conditioning units. When pressed in, associated ACU pressure regulating/shutoff verve opens and white OFF light goes out. When pressed out. associated ACU pressure regulating/shutoff valve closes and OFF light comes on. Amber FAIL light comes on: When overpressure occurs between primary heat exchanger and compressor section of cold air unit. - When overtemperature occurs in air supply from cold air unit. - When switch/tight is pressed out (ACU off) and ACU pressure regulating/shutoff varve farts open. Air Conditioning and Footwarmer/Demister Controls Figure 3 (Sheet 1) Page 15

16 OPERATING MANUAL FOOTWARMS* AND DEMIST PULL KNOB vwtmn puhq, assugbbse Olmwi VWifl; coon(s)tocsreot v eie apprapnasi WDII(I. ID-I MQ roooesinner em wmnwo ws rvny out vnnokwm *IB onjy. COPILOTS FACIA PANEL BJLffD AIR PRESSURE GAUGE no*stss bleed air pressumm left no nght siaes of 10th stage bleed *r manifold. ^ ^ B=FECTIVrrY:A/C 5136 AND SUBS OVERHEAD PANEL L AND R ACU SWTTCH/UGHTS Control operation of the air condfuorung units. When pnmrl in, sseodstedacu prseaure rsgulsting/shijtdff valve opens and white OFF fight goes out. When pressed out ssforiiterl ACU pressure fsgulstsig/ihutoff verve doses and OFF light comes on. Amber FAIL fight comes on: When overpressure <#***«M pnmery heat exchanger and < section of cold air unit. When ovarternpoebtiuw *~* supply from cold air unit. - When aefftth/aflht ia pressed put <ACU off) and ACU pressure tsguaning/shutoff valve fast open. Air Conditioning and Footwarmer/Demister Controls Figure 3 (Sheet 2) Page 16

17 OPERATING MANUAL COCKPIT AND CABIN TEMPERATURE MODE SELECTOR SWITCHES Three-position selector switches selects mode of operation of the temperature control verves. NORMAL - Temperature control valve is automatically controbed by electronic temperature control unit with reference to fan sensor, duct temperature sensor and temperature control switch. STANDBY - Temperature control verve is automatically controlled by electronic temperature control unit with reference to duct temperature sensor and temperature control switch. MAN * Temperature control valve is manually controlled by temperature control switch. This mode requires periodic adjustments of TEMP control switch to maintain desired temperature. TEMPERATURE V/ COCKPIT STANDBY NORMAL - v l y MAN COLD CABIN TBAPEBATURE INDICATOR Indicate* temperature sensed by a bulb in the cabin. COCKPIT AND CABIN TEMP CONTROL SWITCHES Rotary switches used to select desired cabin or flight compartment temperature. COPILOTS CONSOLE EFFECTTVTTY: A/C 5001 TO 5134 AND A/C 5135 TO 5141,5143 TO 5159 WITHOUT SB Temperature Control Panel Figure 4 (Sheet 1) Page 17

18 OPERATING MANUAL COCKPIT AND CABIN TEMPERATURE MODE SELECTOR SWITCHES i modo of opofstxm of ths NORMAL - Tacnpanuuni control VMVO auiofnaticatty controiisd by sjsctrorsc tarnpofstunt control unit with IBPMWIOO to ten sensor, duct tarnpsratufs asnsor and tsropsratufs control switch. STANDBY * Tacnpstatufs control WJIVS is autornaiicalry controflad by sjsctronsc tampuislurs control unit with isfaraiiga to duct axnparaturs r snd tsmporatuni control switch. MAN * Tarnpsratufs control vahw is rninustly controaad by tatnporsturs control switch. This roods raquifbs psriodc adjsjstnamii of TEMP control switch to msmtsm t CABIN TSUPERATURE INDICATOR a bulb in ths cabin. by COCKPIT AND CABIN TEMP CONTROL SWITCHES Rotary switchss usad to aalact osairad csbm or Hight coropanrnsnt BFFECTIVnY: A/C 6142,6160 AND SUBS AND A/C 8135 TO 5141, 514S TO 6159 WITH8B601-M19 COPILOTS CONSOLE Temperature Control Panel Figure 4 (Sheet 2) Page 18

19 canadair chaiienqer OPERATING MANUAL Pressurization System - Schematic Figure 5 Page 19

20 canadair chanenqer OPERATING MANUAL Cabin Pressurization Control Panel Figure 6 (Sheet 1) Page 20 Jan 16/04

21 canadair chanenqer OPERATING MANUAL Cabin Pressurization Control Panel Figure 6 (Sheet 2) Page 21 Jan 16/04

22 canadair chaiienqer OPERATING MANUAL Cabin Altitude, Rate and Differential Pressure Indicator Figure 7 Page 22

23 OPERATING MANUAL WINDSHIELD VENT FOOTWARMER TEMPERATURE S * CONTROLr >LI r SWITCH 4* (g^wib^blbiaims * i * IBIHIBIBiaiBIl if FAN SENSOR llflll 700W UiBiaiB FAN INTAKE HEATER COCKPIT HEAT ON f OFF LEGEND O W-FOOTWARUe* OUT-WWD8H1ELDVBTT!!!! FOQTWARMER/DEM1STER AIR ELECTRICAL SIGNAL REGULAT1N6/SHUT0FF VALVE EFFECTTVTTY: A/C 5142,51*0 AND SUBS AND A/C 5135 TO 5141,5143 TO 5150 WITH SB Cockpit Heater Figure 8 Page 23