ATA 21 Air Conditioning

MAINTENANCE TRAINING NOTES
T1 42 & 72 PEC-MPC (PWC 120) ref 72-

212A Ver 1.5
ATA 21 AIR CONDITIONING
Date of issue 25/04/08
This publication will not be updated on a regular basis.
ATA 21 General description Page 2/ 187
General description
The air conditioning system is provided to keep the passenger and flight compartments to the required pressure, temperature, humidity and cleanliness for
the comfort of the passengers and crew, both on ground and in flight.
This air also ventilates: w Components located in the avionics compartment, w The lavatory.
The conditioning air is bled from:
The aircraft air conditioning packs supplied with air from engine compressors (on ground or in flight), or by the ground cart.
The temperature and pressure of the air is controlled and distributed to the pressurized compartment. It is then discharged overboard; the air flows
continuously through the cabin.
The air pressure variations are automatically kept within limits compatible with passenger comfort.
V2101 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.4
ATA 21 Cockpit panels Page 3/ 187
Cockpit panels
ATA 21 Interfaces Page 4/ 187
Interfaces
ATA 21 Features Page 5/ 187
Features
ATA 21 Air conditioning safety precaution Page 8/ 187
Air conditioning safety precaution
ATA 21 Air conditioning safety precaution Page 9/ 187
ATA 21 Air conditioning system description Page 10/ 187
Air conditioning system description
ATA 21 Air conditioning system description Page 11/ 187
The conditionned air ventilates the cabin and the flight compartment then the air is evacuated and channeled to the outflow valves; part is then discharged
overboard the rest recycled to the cabin and flight compartment through a recirculation fan.
The air bleed from engine compressors is pressure controlled by a pack valve, before entering the air conditioning unit. It is then pre-cooled by an air heat
exchanger and routed to the air conditioning pack.
The temperature control system controls air temperature at the conditioning pack outlet and inside the pressurized compartments.
The conditioning air temperature is obtained by mixing air from:
A hot air source upstream of the conditioning pack (air bleed from engines).
A cold air source from the conditioning heat exchangers.
Temperature control is regulated independently for the flight deck and the passenger compartment (cabin).
Independant packs are located on each side of landing gear fairing.
The air conditioning is divided into four parts.
The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack. It supplies the pressurized
zones of the aircraft with cool and conditioned air. The air cooling system consists of two identical air conditioning packs, each comprising airflow
regulation, a refrigeration unit and a water separator.
ATA 21 Compression system description Page 12/ 187
Compression system description
The pneumatic air for the air conditioning system is bled from either low or high bleed port of each engine.
It is ducted to two identical independent air cooling units (packs) installed respectively in the left and right landing gear fairings.
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Each engine feeds the pack on its respective side through a pressure regulating and shut-off valve (pack-valve) and through a service pressure regulator
which transmits a pressure to the temperature control valve.
Hot air from the engine is admitted through pack valves and conditioned (cooled, dried, compressed) in the packs.
The pack valve is pneumatically operated and electrically controlled. It has two functions:
Pack shut-off,
Pressure control and hence flow control. Normal and high flow are available. The selection of high flow mode increases the pack entrance pressure
resulting in conditioning performance improvement.
Without air pressure, and regardless of electrical command, the pack valve is spring-load closed. It will also close without electrical supply.
The ducts connecting the engines to the respective air cooling pack are interconnected by a crossfeed valve (ground operation only).
ATA 21 Compression system operation Page 16/ 187
Compression system operation
ATA 21 Compression system operation Page 17/ 187
Here is the simplified schematic of pack valve 2 operation. The pack valve is controlled to open when the bleed air shut off valve is open and the valve is
selected "ON" or with X FEED valve open and provided no fault is detected.
When all the conditions are met the signal is delayed by 6 s (not shown on the screen).
Note: delay is only applicable to pack 2.
When the time is elapsed the shut-off valve solenoid is energized and, as air pressure is available the pack valve opens and regulates at 22 PSI (normal
flow). Note that the pack control relay provides information to the cabin pressure controller and to the cabin temperature sensor ventilation fan.
To increase the flow, the "flow" push button has to be selected on, this acts on the high pressure differential solenoid. Now the pack valve regulates at 30
PSI (high flow). The "flow" push button is common to both packs. Note that a signal is sent to engine electronic control to decrease slightly the fuel to
prevent ITT increase.
In case of pack overheat (204C). The pack valve will close automatically. Fault light illuminates because the pack valve selection (on) disagrees with the
valve position (closed). In addition, on the RH maintenance panel the "bite loaded" magnetic indicator turns on to indicated the fault. Comments: a pack
overheat could be due to a dirty heat exchanger or a turbo fan failure.
ATA 21 Pack valve description Page 18/ 187
Pack valve description
This valve is located on the forward landing gear fairing and regulates, or shuts off the flow of the engine bleed air to the pack.
The solenoid-controlled shut-off valve is a pneumatically-actuated, butterfly type, with a variable pressure regulator.
Two pack valves, one in each pack, pneumatically operated and electrically controlled, regulate the air flow and pressure.
These valves also work as shut-off valves.
The valve consists of a:
1) High reference regulator (30 PSI),
2) Low reference regulator (22 PSI),
3) Shut-off solenoid valve assembly,
4) High differential solenoid valve assembly,
5) Actuator assy
6) Flow section
7) A position indicator switch assembly
ATA 21 Service pressure and regulating valve description Page 22/ 187
Service pressure and regulating valve description
ATA 21 Service pressure and regulating valve description Page 23/ 187
The service pressure regulator located in the landing gear fairing is a pneumatically activated poppet-type differential pressure regulator.
The service pressure regulator is pneumatically activated poppet-type differential pressure regulator.
It provides a constant source of regulated supply air to the temperature control valve.
The service pressure regulator is a bleed on type regulator designed to deliver a regulated outlet pressure when provided with a higher, unregulated
supply at the inlet.
It provides a constant source of regulated supply air to the temperature control valve.
ATA 21 Service pressure and regulating valve operation Page 24/ 187
Service pressure and regulating valve operation
Input pressure from the bleed air duct (upstream the pack valve) is applied to the service pressure regulator. The poppet modulates in response to the
interaction of output pressure acting on the diaphragm, throught the feedback orifice, and the calibration spring to deliver a regulated supply pressure of
16,4 PSI to the temperature control valve.
When the balance between the opening force and closing force is upset (change in supply pressure or change in output usage) the poppet valve will find a
new position and return to the calibrated output.
ATA 21 Cooling system description Page 25/ 187
Cooling system description
The cooling system provides flow regulation and cooling air from the pneumatic system by means of an air conditioning pack in order to supply the
pressurized zones of the aircraft with cool air.
A cooling turbo-fan provides cooling air on ground or in flight when the aircraft speed is lower than 150 KTS and landing gear is down.
In other cases, cooling air is provided by ram-air.
The temperature of air supplying the pressurized zones of the aircraft with conditioned air is regulated by the temperature control system.
The air cooling system consists of two identical air conditioning packs, each one comprising an air flow regulation, a refrigeration unit and a water
separator. These packs enable airflow temperature and humidity to be controlled.
Air is supplied by the right engine for the passenger compartment and by the left engine for the flight compartment and 32 % of the passenger
compartment.
The cooling air generation assembly consists of :

a cooling inlet (ram air),
a ground cooling turbo-fan which circulates the air in the heat exchangers.
The ground cooling turbo-fan is energized by bleed air, which is controlled through the turbo-fan shut-off valve.
Two check valves are installed in the cooling air duct.
There is also a nozzle spraying water in front of the heat exchangers.
In the cooling system, there are also :
an air cycle machine comprising a compressor and a turbine,
a condenser,
a water extractor,
a turbine temperature inlet control valve,
an additional de-icing pressure switch,
a pack overtemperature switch.
ATA 21 Cooling system operation Page 30/ 187
Cooling system operation
ATA 21 Cooling system operation Page 31/ 187
Hot air from the bleed air system goes through the pack valve to the primary heat exchanger where it is cooled.
Depending on the aircraft configuration, cooling of the heat exchangers is provided either by the ram air inlet or by the ground cooling turbo-fan (turbo-fan
is shown not running).
Cooled air is compressed by the compressor, routed to the secondary heat exchanger and ducted to the condenser. The water extractor extracts water
from the air then, the water is sprayed in the cooling air stream and contributes to the efficiency of the heat exchangers.
Compressed air expands through the turbine where it gets cold. This cold air flow will be mixed with hot air from the temperature control valve and the hot
bypass valve and then routed to the mixing chamber.
Note : The hot bypass valve which is slaved to the temperature control valve opens for a given opening of the temperature control valve.
Should the turbine inlet temperature reaches a preset value, the turbine inlet temperature control valve (T.I.C. valve) opens allowing hot air from the
compressor outlet to mix with the "cold" air from the water extractor preventing reduction of air flow to the compartment due to ice formation.
When an icing condition is detected by the additional pressure switch between the compressor outlet duct and the water separator outlet duct, the switch
controls the temperature control valve to full open to prevent icing of the air cycle machine.
Note : During this operation, the compartment temperature control is inhibited as long as the icing condition is present.
In case of pack overheat detected downstream of the compressor the "bite loaded" magnetic announciator located on the RH maintenance panel turns on
(not shown).
The pack overheat will cause the pack valve to close and the fault light to illuminate.
As a side effect the temperature control valve, the hot bypass valve and the turbo- fan shut-off valve are controlled to close and the turbo-fan stops (if
running).
ATA 21 Dual heat exchanger description Page 32/ 187
Dual heat exchanger description
ATA 21 Dual heat exchanger description Page 33/ 187
The dual heat exchanger is located in the forward landing gear fairing.
The dual heat exchanger is an air-to-air, plate-fin unit. In reality, it is two heat exchangers contained in a single housing.
There is a primary and a secondary section.
Each section consists of a rectangular plate- fin core with an inlet and outlet pans welded on opposite ends.
ATA 21 Air cycle machine description Page 34/ 187
Air cycle machine description
The air cycle machine is located in the forward landing gear fairing.
The air cycle machine consists of :
a compressor,
an expansion turbine.
The compressor and turbine, forming the rotating assembly, are mounted on the same shaft support by air bearings.
Air is ducted from the primary section of the dual heat exchanger to the compressor section of the air cycle machine, where flow temperature and
pressure increase.
The compression heat is partially removed in the secondary section of the dual heat exchanger.
Air is then ducted to the cooling turbine where it expands and gets cold.
ATA 21 Pack overheat switch description Page 38/ 187
Pack overheat switch description
ATA 21 Pack overheat switch description Page 39/ 187
The overheat switch is installed downstream the air cycle machine compressor, before the second heat exchanger.
The pack overheat switch consists of a vapor-filled sensing probe, stainless steel diaphragm, belleville reference spring washer, and a double pole/single
throw.
A temperature of approximately 204C will produce a force sufficient to overcome the diaphragm spring washer and actuate the switch.
When the fluid vapor within the probe is subjected to the hot compressor discharge air, it expands and applies a force to the diaphragm.
When air temperature across the probe has decreased to the reset value of approximately 182C, the switch returns to a normaly closed position.
ATA 21 Condenser description Page 40/ 187
Condenser description
ATA 21 Condenser description Page 41/ 187
The condenser is a plate-fin, single pass, cross flow, air-to-air heat exchanger, that uses refrigerated turbine discharge air at a temperature low enough for
moisture condensation.
ATA 21 Water extractor description Page 42/ 187
Water extractor description
The water extractor removes the water from the moisture produced by the condenser.
The water extractor is an in-line, integral duct type device that incorporates four helix blades, brazed to the central hub and to the duct inner valve, and a
downstream water collector.
The downstream water collector consists of :
a formed perforated collector ring,
an outer muff,
a water sump,
a flow baffle,
plates,
water drain ports,
a scavenge air port.
ATA 21 Water spray nozzle description Page 46/ 187
Water spray nozzle description
ATA 21 Water spray nozzle description Page 47/ 187
The water spray nozzle is located at the air inlet of the heat exchangers.
The water spray nozzle is an orificed fitting that provides a means to attach the line from the water extractor to the ram air plenum.
The nozzle provides a restriction and atomizes the water while spraying it in the cooling airstream before it passes through the dual heat exchangers. The
evaporative cooling effect contributes to the efficiency of the heat exchangers.
The nozzle must be installed with the arrow properly positioned.
ATA 21 Turbine temperature inlet control valve description Page 48/ 187
Turbine temperature inlet control valve description
ATA 21 Turbine temperature inlet control valve description Page 49/ 187
This valve is installed near the air cycle machine.

Air flow from the water extractor passes over the thermal sensing element before to reach cooling turbine. Cold air causes the sensor/actuator to contract
and open the poppet valve which adds some hot air (tapped from the compressor outlet duct) to the air flow from the water extractor.
The action controls turbine inlet temperature to a minimum of 24C and reduces the possibility of turbine icing.
The thermal element and poppet valve are enclosed in the valve body.
ATA 21 Additional de-icing pressure switch description Page 50/ 187
Additional de-icing pressure switch description
ATA 21 Additional de-icing pressure switch description Page 51/ 187
This pressure switch is installed in the forward landing gear fairing. It is a differential pressure switch connected to compressor outlet duct and water
separator outlet duct.
The purpose of the additional de-icing pressure switch is to detect condenser icing by monitoring the differential pressure across the condenser bleed air
path.
Two pressure inputs are provided to the switch. One is tapped from the duct between the secondary heat exchanger outlet and the condenser inlet. The
other is tapped from the turbine air inlet.
The signal from this switch will change the position of the temperature control valve in case of ice accretion. When the differential pressure between the
two inputs increases to 9 PSI.
ATA 21 Ground cooling turbo-fan description Page 52/ 187
Ground cooling turbo-fan description
The ground turbo-fan is pneumatically driven vane-axial fan used to produce a flow of cooling air through the dual heat exchangers.
The turbo-fan allows the air cooling operation on ground or in flight when the aircraft speed is lower than 150 KTS and landing gears are down.
A check valve is installed downstream the turbo-fan. The main components are:
The inlet housing,
Nozzle ring,
Turbine wheel,
Outlet housing,
Fan wheel assembly.
With bleed air available and the turbo-fan shut-off valve in the open position air enters the inlet duct and travels through the nozzle ring into the turbine
blades.
The turbine wheel attaches to the tips of the fan wheel and forces the impeller to rotate.
As the assembly rotates the fan blades force the air out of the outlet housing to the heat exchangers.
ATA 21 Turbo-fan shut-off valve description Page 56/ 187
Turbo-fan shut-off valve description
ATA 21 Turbo-fan shut-off valve description Page 57/ 187
This valve is located in the forward landing gear fairing.

The turbofan shut-off valve is a spring loaded normally-closed, in-line poppet valve. It is pneumatically actuated with an electrical control solenoid. The
valve allows bleed air to flow and to operate the ground cooling fan when the solenoid is energized.
ATA 21 Turbo-fan pressure switch description Page 58/ 187
Turbo-fan pressure switch description
ATA 21 Turbo-fan pressure switch description Page 59/ 187
This pressure switch is located downstream the turbo-fan shut-off valve.

The turbo-fan pressure switch detects a p of 8 PSI between the shut-off valve outlet and the ambient pressure.
It prevents erroneous use of turbo-fan in flight and pack overheat on ground, if the turbo-fan shut-off valve is not open (turbo-fan not running).
ATA 21 Air temperature control system description Page 60/ 187
Air temperature control system description
The temperature control system manually, or automatically controls the flight compartment and cabin temperature.
The air conditioning temperature is obtained by mixing air from :
a hot air source upstream of the conditioning pack (engine bleed air),
a cold air source at the conditioning pack outlet.
The right pack regulates cabin temperature and the left regulates flight compartment temperature.
Temperature regulation is achieved by :
the temperature control valve,
the hot bypass valve.
The temperature control valve operates by a constant pressure from service pressure regulator.
The temperature control valve operates the hot bypass valve.
The system is designed to regulate and limit the temperature of the air delivered by the packs to supply the different zones :
flight compartment by the left pack,
cabin compartment by the right pack and 32% of the left pack.
In automatic mode, each pack delivery temperature is controlled by an electronic temperature controller.
In manual mode, each pack temperature control valve is controlled directly by the zone temperature demand selector.
A gauge indicates the selected duct and compartment temperatures.
A compartment selector allows the cabin or the flight compartment selection.
Flight compartment and cabin temperature auto control uses different temperature sensors located in the flight compartment and in the cabin.
ATA 21 Air temperature control system operation Page 64/ 187
Air temperature control system operation
Here is a simplified schematic of the cabin temperature control.

In AUTO mode, the temperature selector allows a cabin temperature of between 16C and 32C.
Cabin sensor signal, skin sensor signal, duct temperature signal and actual cabin selector signal are sent to the temperature controller.
The controller processes the inputs and determines a variable current to the MFC.
When the pack valve opens, the temperature control signal is timed for 15s, then routed through resistor 36HH to the torque motor of the temperature
control valve.
The torque motor modulates air pressure from the service pressure regulator. As a result the valve starts to open slightly.
After 15 new seconds, the temperature control valve opens normally, triming the quantity of hot air to be added to the cold air from the air cycle machine.
Then, air is ducted to the mixing chamber.
Air is mixed with air recirculated by the recirculation fan and ducted to the cabin air distribution.
Note 1 : Variation of the current flow to the torque motor will increase or deacrese the reciculation fan speed.
Note 2 : When the temperature at foot level falls below 18C, the fan is boosted to high speed.
When the temperature control valve opens at about 50%, the hot bypass valve which is slaved to the temperature control valve starts to open adding hot
air to the mixing chamber.
The compt temp indicator is used by the crew to monitor the compt/duct temperature.
If the duct temperature reaches 88C, the air pressure reference of the temperature control valve (and hot bypass valve too) is vented to ambient. As a
result the valves tend to close limiting the hot air flow to the compartment.
When the duct temperature is greater than 92C, OVHT light illuminates associated with the single chime, CAUTION, AIR on the Crew Alerting Panel.
Following the overheat, the crew reverts to the manual mode (MAN illuminates white) controlling directly the torque motor from the temperature selector
knob through the temperature controller (the knob has to be selected towards "COLD" position).
Note : Resistor 26HH prevents, in manual mode, the full closure of the trim air valve to protect the Air Cycle Machine from icing.
Comments :
OVHT will remain illuminated as long as an overtemperature is detected in the duct.
When alert disappears control temp as required.
If alert does not disappear, the temp control valve is jammed open or torque motor inop. The pack valve has to be selected off.
Note : If one pack is inoperative, the other one supplies both compartment through the mixing chamber (not shown). In addition, air to the compartment
will be provided by the recirculation fan.
When ice is detected in the Air Cycle Machine (ACM) the temp control valve is controlled to open to de-ice the ACM (ref operation/additional de-icing).
Temperature control in auto mode or manual mode are momentarely de-activated.
Here is a simplified schematic of the flight compartment and cabin temperature indicating.
The zone selected with the compartment selector is the flight compartment.
The compartment and duct temperature indicator gives the flight compartment ambient temperature and the flight compartment duct temperature.
Now, the zone selected with the compartment selector is the cabin.
The compartment and duct temperature indicator gives the cabin ambient temperature and the cabin duct temperature.
ATA 21 Temperature control valve description Page 68/ 187
Temperature control valve description
ATA 21 Temperature control valve description Page 69/ 187
The temperature control valve is connected between the pack valve and the cooling air inlet duct upstream.
The valve torque motor adjusts the pressure coming from the service pressure regulator to actuate the valve and to slave the hot bypass valve.
Adjusted pressure is also applied to the duct temperature limiter which will drop the pressure in case of air temperature in the duct reaches 88C.
The temperature control valve, in conjuction with the hot bypass valve, controls hot bleed air addition to cooled air.
Valve position is a direct function of regulated supply pressure and electro-magnetic control valve input.
ATA 21 Hot bypass valve description Page 70/ 187
Hot bypass valve description
The hot bypass valve connects directly hot air downstream the pack valve to cold air downstream the cooling system.
The hot bypass valve, in conjuction with the temperature control valve, works to control air temperature.
When the valve opens, additional hot air is mixed with cold air in the delivery duct downstream the condenser.
ATA 21 Hot bypass valve description Page 71/ 187
The hot bypass valve connects directly hot air downstream the pack valve to cold air downstream the cooling system.
The hot bypass valve, in conjuction with the temperature control valve, works to control air temperature.
When the valve opens, additional hot air is mixed with cold air in the delivery duct downstream the condenser.
ATA 21 Compartment temperature controller description Page 72/ 187
Compartment temperature controller description
Two temperature controllers are located in the flight deck electronic racks.
Sensors send electrical signals to the temperature controllers.
The two electronic control boxes are supplied by 28VDC and controlled by the temperature control selectors on the cockpit overhead panel.
There is one controller for the cabin and one for the flight compartment.
They regulate temperature control valve in AUTO mode in order to keep independent air temperature compartment controls.
The compartment temperature control is designed to maintain compartment air temperature within a user selectable range of 16C to 32C.
The control provides a drive signal for the temperature control valve in response to inputs from sensors as well as compartment temperature selector.
All sensors, selectors and switches are external to the unit.
ATA 21 Flight compartment and cabin ambient temperature sensors description Page 76/ 187
Flight compartment and cabin ambient temperature sensors description
There are two sensors, one for each compartment.

The two compartment sensors have a single sensing element.
It consists mainly of :
a glass probe type thermistor embedded in an epoxy resin housing,
an electrical connector,
an extract fan.
There are two screw terminals for the electrical connection.
The sensing element resistance varies according to temperature in the zone concerned.
The resistance of the element decreases as the temperature increases.
ATA 21 Duct temperature sensors description Page 80/ 187
Duct temperature sensors description
ATA 21 Duct temperature sensors description Page 81/ 187
There are two sensors, one for each compartment supply duct.
The two compartment sensors have a dual sensing element.
One element is a single thermistor (A to B) while the second element consists of two thermistors connected in series (B to C).
It consists mainly of :
a glass probe type thermistor embedded in an epoxy resin housing,
an electrical connector.
The sensing element resistance varies according to temperature in the zone concerned.
ATA 21 Skin temperature sensors description Page 82/ 187
Skin temperature sensors description
ATA 21 Skin temperature sensors description Page 83/ 187
There are two sensors, attached to the inside aircraft skin in the flight compartment and in the cabin.
The skin sensors consist of a thin-film nickel temperature sensing element deposited on a ceramic substrate.
This assembly is encapsulated in a high-thermal-conducting epoxy resin block.
The element side of the sensor case has adhesive transfer tape for mounting.
The skin sensors inform the controller logic when the aircraft skin is either extremely hot or cold.
The skin sensor is a thermistor. Its electrical signal is proportional to skin temperature.
ATA 21 Duct over temperature switch description Page 84/ 187
Duct over temperature switch description
ATA 21 Duct over temperature switch description Page 85/ 187
Two duct overtemperature switches are installed in the low pressure duct distribution system in the underfloor area.
The duct overtemperature switch is a glass probe type thermistor sensor embedded in an epoxy resin housing.
The two overtemperature switches close if the air temperature exceeds 92 C and OVHT light illuminates on the cockpit overhead panel.
ATA 21 Duct temperature limiter sensor description Page 86/ 187
Duct temperature limiter sensor description
ATA 21 Duct temperature limiter sensor description Page 87/ 187
The duct temperature limiter sensor is a pneumatic unit installed on the duct in the underfloor pressurized area.
The duct temperature limiter sensor is a pneumatic unit which acts on the temperature control valves and hot bypass valve in order to prevent excessive
air temperature supply from the pack.
The duct temperature limiter sensor consists of :
a spring-loaded bi-metallic thermostatic limiter,
a spring-loaded poppet valve contained in a plastic housing.
As the air supply temperature exceeds 88C, the unit opens progressively. Thus, temperature control valve and hot bypass valve tend to close.
ATA 21 Cabin temperature ventilation fan description Page 88/ 187
Cabin temperature ventilation fan description
ATA 21 Cabin temperature ventilation fan description Page 89/ 187
The cabin temperature ventilation fan is installed in cabin between FR27 and FR28, near the cabin temperature sensor.
The cabin temperature ventilation fan is provided to improve air circulation across the cabin temperature sensor.
ATA 21 Flight compartment and cabin air distribution system description Page 90/ 187
Flight compartment and cabin air distribution system description
Conditioned air from each pack ventilates the cabin and the flight compartment by means of the air distribution system.
Conditioned air enters the cabin below stowage compartment.

Air is evacuated on the lower side wall panel.
Air is evacuated to underfloor areas through openings on the lower side wall panel.
The air distribution system is composed of :

2 recirculation fans,
2 mixing chambers,
a ground cart connection,
the cabin air distribution ducts,
the flight compartment air distribution ducts.
ATA 21 Flight compartment and cabin air distribution operation Page 94/ 187
Flight compartment and cabin air distribution operation
ATA 21 Flight compartment and cabin air distribution operation Page 95/ 187
Here is a simplified schematic of flight compartment and cabin air distribution operation.
The 28HB (or 29HB) solenoid is supplied and its contactor closes.
The recirculation fan is supplied by 28VDC. The fan runs and forces recycled air through mixing chambers.
Fan rotation speed linearly varies depending on temperature control valve position.
When the floor level temperature falls below 18C, the recirculation fan thermal switch closes and high speed control relay (70HB) is energized.
Then, the recirculation fans run at high speed.
When a recirculation fan underspeed or overheat is detected, the recirculation fan pushbutton FAULT light illuminates, "AIR" on Crew Alerting Panel
illuminates, master CAUTION flashes and a single chime is heard.
The faulty recirculation fan must be stopped.
Faulty recirculation fan stops and fault light extinguishes.
OFF light on recirculation fan pushbutton illuminates in white.
ATA 21 Mixing chambers desription Page 96/ 187
Mixing chambers desription
ATA 21 Mixing chambers desription Page 97/ 187
The mixing chambers are located underfloor area, at the end of each recirculation system.
The mixing chamber is used to mix fresh air from the packs and recirculated air.
ATA 21 Groud cart connection description Page 98/ 187
Groud cart connection description
ATA 21 Groud cart connection description Page 99/ 187
A ground connection is used by a ground cart to supply cabin with pre-conditioned air.
This air is directly injected in the distribution ducts.
A check valve fitted on the pipe prevents air from the mixing chambers going outboard.
ATA 21 Recirculation fans description Page 100/ 187
Recirculation fans description
The two recirculation fans are installed below the cabin floor near the mixing chambers.
Each recirculation fan recycles air from underfloor area which is mixed with fresh air coming from packs.
The fan is driven by a variable speed electrical motor.
The fan rotation speed linearly varies from 15600 rpm to 19600 rpm.
It is fitted with a grid to prevent ingestion of objects that can damage the fan vanes.
It is equipped with:
a speed detection electronic system supplying an indicating light,
a system producing the motion in the event of motor seizure.
A check valve fitted downstream prevents flow crossover when the fan is stopped.
The recirculation fan is installed in a muffler to limit fan noise.
ATA 21 Cabin foot lever temperature switch description Page 104/ 187
Cabin foot lever temperature switch description
ATA 21 Cabin foot lever temperature switch description Page 105/ 187
This switch is installed on the RH side of the cabin, between FR23D and FR24.
It is located at foot level, between the interior panelling and the outer skin of the aircraft.
If the temperature drops below 18C, the switch will activate the recirculation fans at high speed to warm up the cabin.
ATA 21 Cabin air distribution duct description Page 106/ 187
Cabin air distribution duct description
The cabin air distribution ducts are routed above the overhead stowage compartment.
Two additionnal ducts are used for passengers door and for service door lower ventilation.
ATA 21 Cabin air distribution duct description Page 107/ 187
ATA 21 Flight compartment air distribution duct description Page 108/ 187
Flight compartment air distribution duct description
ATA 21 Flight compartment air distribution duct description Page 109/ 187
The flight compartment air distribution is composed of :

demisters for windshields and windows,
foot warmers,
ventilation outlets for crew and observer.
The observer lower area is also vented.
ATA 21 Individual air distribution system description Page 110/ 187
Individual air distribution system description
The individual air distribution system provides air for each passenger, for crew and for cabin attendant.
This system is composed of :
individual air distribution duct,
individual air outlets.
ATA 21 Individual air distribution duct description Page 111/ 187
Individual air distribution duct description
Individual air distribution system is supplied by the flight compartment air distribution duct.
The individual air distribution system provides air for each passenger, for pilots and for cabin attendant.
ATA 21 Individual air outlet description Page 112/ 187
Individual air outlet description
ATA 21 Individual air outlet description Page 113/ 187
Each passenger module consists of two swivelling individual air outlets with adjustable flow.
The other individual air outlets have the same functions.
ATA 21 Ventilation system description Page 114/ 187
Ventilation system description
ATA 21 Ventilation system description Page 115/ 187
The air ventilation system provides cooling of the electrical and electronic equipment through ambient air extraction, to limit the internal operating
temperature of the equipment .
Ambient air is drawn around the instruments and goes through ducts to the extraction fan. Shown here are the extraction inlets for central panels, the
glareshield, the pedestal, the windshield temperature controller and the radar transceiver.
Extraction is also provided for the overhead panel, the two electronic racks, the AHRS and the cockpit ambient temperature sensor box.
Behind the extraction fan, a tapping brings in air to ventilate the batteries.
In flight or on ground with engine 1 running, the overboard ventilation valve is closed and the underfloor ventilation valve is open. One part of extracted air
is recycled and evacuated underfloor.
On ground and when engine 1 is not running, air is evacuated overboard through the overboard ventilation valve. The underfloor ventilation valve is shut
to avoid recirculation in underfloor areas.
The remaining extracted air is evacuated in the forward cargo hold at the floor level.
In case of smoke in the forward cargo compartment, flight deck air extraction duct can be closed with a lever located by the RH side maintenance panel in
order to prevent smoke entering the flight compartment from the forward cargo area.
ATA 21 Electronics racks and cabin air extraction system operation Page 116/ 187
Electronics racks and cabin air extraction system operation
With aircraft on ground and on batteries only, the extraction fan is stopped and the overboard ventilation valve is open.
Prior to starting in hotel mode, the cockpit communication hatch might be opened in order to equalize pressure during an increase in extraction through
the overboard ventilation valve.
As engine 2 starts, the extraction fan is inhibited from runnig for 120 seconds.
After 120 seconds, the air extraction fan runs and the exhaust mode FAULT light extinguishes.
The air is blown outside through the overboard ventilation valve. Note that batteries are also ventilated.
Prior to taxiing, the propeller brake must be released and propeller unfeathered.
Now, engine 1 has to be started.
As engine 1 starts, the extraction fan is inhibited from running for 120 seconds and the exhaust mode FAULT light illuminates.
The overboard ventilation valve moves from the open to the close position. During this movement, the OVBD valve FAULT light illuminates.
Now, the OVBD valve is closed and the OVBD valve FAULT light extinguishes.
The underfloor ventilation valve opens and the captain may close the cockpit communication hatch.
120 seconds after engine 1 start, the air extraction fan starts to run and the exhaust mode FAULT light extinguishes.
The air recirculates into the cabin through the underfloor ventilation valve.
Now the aircraft is airborne.
The OVBD valve remains closed and the underfloor valve remains open. The air extraction fan recirculates the air into the cabin.
In flight, in case of air extraction fan overheat or underspeed, extraction becomes insufficient.
Master CAUTION is triggered, a single chime is heard and on the crew altering panel, "AIR" comes on. The exhaust mode FAULT light illuminates amber.
According to the procedure, the exhaust mode pushbutton has to be set on "OVBD" mode.
The air extraction fan stops. OVBD ventilation valve opens partially in AUTO mode. Due to p existing between outside and inside cabin, sufficient cooling
air flow is recovered. OVBD light illuminates white.
In flight or on ground with engine 1 running, under auto control, the OVBD ventilation valve is scheduled closed.
In case of position disagreement, the OVBD FAULT illuminates together with master CAUTION, a single chime and "AIR" on crew alerting panel.
According to the procedure, the OVBD selector valve has to be manually selected to full close.
The air extraction fan stops. OVBD ventilation valve opens partially in auto mode. Due to p existing between outside and inside cabin, sufficient cooling
air flow is recovered.
On ground, in case of air extraction fan failure, extraction becomes insufficient. The exhaust mode fault light illuminates amber.
The exhaust mode fault light has to be set to "OVBD" mode.
The air extraction fan stops.

In case of DC external power selected on, mechanical ground call is activated (horn). Overboard ventilation valve opens partially.
OVBD valve FAULT alert is generated when the actual position disagrees with the automatic schedule position.
It will trigger:
master CAUTION,
a single chime,
"AIR" on crew alerting panel,
FAULT amber light.
On ground, with engine 1 stopped and under auto control, the OVBD ventilation valve is scheduled to be open.
In case of position disagreement, the OVBD fault alert is triggered.
According to the procedure, the OVBD selector valve has to be manually selected to full open.
ATA 21 Air extraction fan description Page 120/ 187
Air extraction fan description
The air extraction fan is located on the lower part of the fuselage.
The air extraction fan extracts air from the flight compartment and electronic racks to ventilate electrical and electronic components.
The fan is equipped with two main security devices:
a thermal switch, which detects overtemperature,
a low speed sensor which detects fan failure or loss of power supply.
The fan is supplied with 28 VDC unit. It comprises a rotation speed control system connected to an ambient temperature sensor.
When an underspeed and / or overheat (T > 110 C) occurs, FAULT illuminates on the exhaust mode pushbutton and "AIR" illuminates on the crew
alerting panel (CAP).
The air extraction fan stops in case of smoke detection in the aft cargo and lavatory compartments.
ATA 21 Overboard ventilation valve description Page 124/ 187
Overboard ventilation valve description
The overboard ventilation valve is located on the lower part of the fuselage and flush with the aircraft skin.
The overboard ventilation valve is used to discharge avionics ventilation air out of the aircraft.
The valve has three positions:
open,
intermediate,
closed. These positions are determined by three limit switches.
It is a flag-type valve, and is supplied with 28 VDC from EMER BUS.
In the event of a failure of the electric motor, opening and closing of the valve could be manually controlled from outside of the aircraft.
ATA 21 Underfloor ventilation valve description Page 128/ 187
Underfloor ventilation valve description
ATA 21 Underfloor ventilation valve description Page 129/ 187
The underfloor ventilation valve is located on the lower part of the fuselage.
The underfloor ventilation valve is a butterfly-type valve and is electrically supplied with 28 VDC from the EMER BUS.
closed position: when the overboard ventilation valve is fully or partially open. The valve isolates the underfloor areas.
The valve has two stable positions:
open position: when the overboard ventilation valve is closed. Then, avionics ventilation air is recycled to underfloor areas and to the forward cargo
compartment.
ATA 21 Extract air flow lever Page 130/ 187
Extract air flow lever
ATA 21 Extract air flow lever Page 131/ 187
The valve is located at the end of the cockpit panels ventilation duct.
In normal operation, air circulates from the forward cargo area to the flight deck, due to suction from the cockpit panels.
If the anti-smoke valve is closed, the front panel, the radar and the windshield temperature controller are no longer ventilated. Only the overhead panel,
the two racks and the AHRS continue to be ventilated.
In the case of smoke in the forward cargo area, the extract air flow lever will cut suction from the cockpit panels, thus preventing smoke from entering the
flight deck.
It is governed by a level located on the right maintenance panel.
ATA 21 Ambient temperature sensor description Page 132/ 187
Ambient temperature sensor description
ATA 21 Ambient temperature sensor description Page 133/ 187
A temperature sensor is installed on the flight compartment air extraction duct.

This sensor transmits an electrical signal to the fan speed control system, according to the flight compartment ambient temperature.
ATA 21 Battery ventilation system description Page 134/ 187
Battery ventilation system description
ATA 21 Battery ventilation system description Page 135/ 187
Each battery is located in a container placed in the left electronics rack (80 VU).
Gaseous fumes produced by the two batteries are evacuated out of the aircraft by the ventilation system.
The upper part of the batteries is cooled by air bled at the air extraction fan outlet and then exhausted overboard.
The system also serves to cool the batteries.
ATA 21 Battery ventilation system operation Page 136/ 187
Battery ventilation system operation
The batteries ventilation system is composed of flexible hoses which do not ground the battery.
A check valve located on the supply ducting, prevents fumes entering the air extraction system.
A venturi, located at the end of the exhaust system, serves to limit ventilation airflow.
Upstream the check valve, the ducting is made from a light alloy material. Downstream the check valve, the venturi and ducting are made from stainless
steel.
ATA 21 Lavatory ventilation system description Page 137/ 187
Lavatory ventilation system description
Lavatory ventilation is ensured by a tapping on the individual air distribution duct.

To avoid unpleasant odours in the cabin, air is directly discharged outboard.
ATA 21 Lavatory ventilation operation Page 138/ 187
Lavatory ventilation operation
ATA 21 Lavatory ventilation operation Page 139/ 187
ATA 21 Air supply duct and outlets description Page 140/ 187
Air supply duct and outlets description
Air is distributed by hoses.

Two outlets are installed:
the adjustable air outlet,
the fixed air outlet.
The adjustable air outlet is located above the basin.
The fixed air outlet is located at floor level.
ATA 21 Air supply duct and outlets description Page 141/ 187
The adjustable air outlet is adjustable in direction only.
ATA 21 Evacuation duct description Page 142/ 187
Evacuation duct description
Air from the lavatory is evacuated outboard by means of a hose fitted to a jet pump.
The jet pump limits air flow due to differential pressure between the cabin and outside.
ATA 21 Evacuation duct description Page 143/ 187
ATA 21 Pressurization description Page 144/ 187
Pressurization description
ATA 21 Pressurization description Page 145/ 187
The cabin and flight compartments must be pressurized to ensure comfort and safety for passengers and crew.
Compressed air is delivered by the packs. Pressure and its rate of change are controlled by the amout of cabin air discharged outboard.
The fuselage is pressurized from the front bulkhead to the rear bulkhead, except for the main and nose landing gear wheel wells.
The whole system is composed of :
an automatic pressure controller,
a jet pump, providing vacuum reference for pressurisation system,
an electro-pneumatic outflow valve,
a pneumatic outflow valve,
a manual controller,
a cabin pressure indicator,
a cabin pressure mode selector.
The cabin pressure is controlled by means of two independant control systems:

a digital electro-pneumatic system (or AUTO mode),
a pneumatic system (or MAN mode).
The manual system is principally used when the automatic system has failed or for ground pressurization tests.
a pneumatic outflow valve,
a manual controller,
a cabin pressure indicator,
a cabin pressure mode selector.
ATA 21 Pressurization operation Page 146/ 187
Pressurization operation
In AUTO mode, with the manual controller in the "NORM" position and "MAN" on the mode extinguishes, the auto-pressure controller controls the electro-
pneumatic outflow valve torque motor.
The electro-pneumatic outflow valve and pneumatic outflow valve have the same opening, through the valve interconnection pipe.
Vacuum is not applied to the pneumatic outflow valve because the manual controller is in the "NORM" position.
If there is an internal failure, or a power loss of the auto-pressure controller:
FAULT light illuminates,
master CAUTION flashes,
a single chime sounds,
"AIR" on crew alerting panel illuminates.
In this case, the system must be set to MANUAL mode.
Vacuum is applied to the pneumatic outflow valve because the manual controller is in the "MAN" position. FAULT light is extinguished and "MAN" light
illuminates.
The torque motor is no longer supplied and the electro-pneumatic outflow valve closes.
Cabin pressure is now controlled by the manual controller, through the pneumatic outflow valve.
Turning the manual controller knob changes the reference pressure to the pneumatic outflow valve.
In AUTO mode, the auto-pressure controller transforms the 28 VDC to monitor the electro-pneumatic outflow valve torque motor.
When "DUMP" is selected, the auto-pressure controller is no longer supplied and the torque motor is directly supplied with 28 VDC from BUS 1.
At the same time, master CAUTION flashes, "AIR" on CAP illuminates, a single chime is heard and landing elevation digits extinguish.
Cabin air input to the electro-pneumatic outflow valve is closed, vacuum is present in the servo chambers and both outflow valves are in the fully open
position.
In "MAN" mode, fast depressurization is obtained using the manual controller with its knob in the externe position.
This position corresponds approximately to + 2,500 ft / min cabin pressure rate of change with the pneumatic outflow valve in the fully open position.
The ditching mode is available in both AUTO and MAN mode.

The "DITCH" pushbutton controls the two outflow valve electrical actuators.
The electrical actuators are supplied with 28 VDC from the EMER BUS. They move by means of a tooth wheel, to open or close the outflow valves.
When "DITCH" is selected, "ON" light and actuators are supplied with 28 VDC.
At the same time, master CAUTION flashes, "AIR" on CAP illuminates and a single chime is heard.
Two microswitches are used to stop the actuators when the racks have reached their limit.
ATA 21 Automatic pressure controller description Page 150/ 187
Automatic pressure controller description
The auto-pressure controller is located on the cockpit central panel.

In AUTO mode, the auto-pressure controller regulates pressure and rate of change governing the electro-pneumatic outflow valve and, as a result, the
pneumatic outflow valve is slaved to the first one.
The control logic calculates a theoretical cabin altitude (Zcth) according to the aircraft altitude (Za).
For its control logic, the auto-pressure controller needs several parameters:
take-off elevation,
landing elevation,
cabin altitude,
aircraft altitude.
There are four segments:
from 0 to 5,000 ft => Zcth = 0.3 x Za - 1500
from 5,000 to 15,000 ft => Zcth = 0.275 x Za - 1375
ATA 21 Jet pump description Page 154/ 187
Jet pump description
ATA 21 Jet pump description Page 155/ 187
The jet pump is used to create vacuum in the control circuit of the pressurization system.
High pressure air from the bleed air duct supplies the jet pump.
Two checks valves prevent reverse flow from the jet pump in case of LH or RH bleed air pressure not available.
ATA 21 Electro-pneumatic outflow valve description Page 156/ 187
Electro-pneumatic outflow valve description
This valve is installed below the cabin floor, close the cabin attendant seat.
The electro-pneumatic outflow valve functions are:
to regulate cabin air evacuation,
to limit cabin normal differential pressure,
to provide negative pressure safety.
The valve is directly controlled by the digital controller when the system operates in AUTO mode. In this case, the valve also controls opening of the
pneumatic outflow valve.
The valve incorporates an electrical ditching device which on command, closes the valve prior to ditching.
from 0 to 5,000 ft => Zeth = 0.3 x Za - 1500
from 5,000 to 15,000 ft => Zeth = 0.275 x Za - 1375
ATA 21 Pneumatic outflow valve description Page 160/ 187
Pneumatic outflow valve description
This valve is installed below the cabin floor, close the cabin attendant seat.
The pneumatic outflow valve functions are:
to regulate cabin air evacuation,
to limit cabin normal differential pressure,
to provide negative pressure safety.
The valve is directly controlled by the manual controller when the system works in MAN mode. The valve is directly controlled by the electro-pneumatic
outflow valve when the system works in AUTO mode.
The valve incorporates an electrical ditching device which on command, closes the valve. Prior ditching.
from 0 to 5,000 ft => Zeth = 0.3 x Za - 1500
ATA 21 Filter and check valve description Page 164/ 187
Filter and check valve description
ATA 21 Filter and check valve description Page 165/ 187
The filter is fixed on the electro-pneumatic outflow valve.

The check valves are located on the jet pump air ducts.
The filter removes nicotine and dust before it enters the diaphragm chamber.
Check valves are fitted on the pneumatic system to ensure that the air flow is limited to one direction.
ATA 21 Manual controller description Page 166/ 187
Manual controller description
The manual controller is located on the centre instrument panel.

The manual controller modulates the reference pressure to the pneumatic outflow valve to control the rate of change of cabin pressure.
Its control knob is used to select any cabin rate of change from - 1,500 ft / min (increase cab alt) to 2,500 ft / min (decrease cab alt).
The manual controller function positions are not graduated and the pilot, while watching the cabin altitude rate of change, must rotate the manual
controller knob until the desired rate value.
The manual controller delivers a reference pressure for the pneumatic outflow valve operation. This reference pressure is generated by a combination of
cabin pressure and vacuum from the jet pump, selected by means of a knob.
An orange mark on the manual controller indicates that it is not is the NORM position (green mark).
ATA 21 Manual controller description Page 167/ 187
ATA 21 Cabin pressure indicator description Page 168/ 187
Cabin pressure indicator description
The cabin pressure indicator is located on the centre instrument panel.

The cabin pressure indicator has three dials and relevant pointers which indicate :
standard cabin altitude (ALT),
cabin altitude rate of change (RATE),
differential pressure between cabin and exterior (DIFF).
It is supplied with 28VDC from the EMER BUS and works in both AUTO and MAN mode.
It receives information from :
Air Data Computer (aircraft altitude),
an internal pressure transducer (cabin altitude).
With this data, the cabin pressure indicator computes the three values and controls three potentiometer motors to move the pointers.
ATA 21 System controls and indicators Page 172/ 187
System controls and indicators
V21A1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.4
<1> FAULT :
Fan low speed or motor overheat,
No auto power supply cut-off, pushbutton must be set to OFF.
<2> This pushbutton controls the recirculation fan. With the recirculation fan pushbutton released (out), the fan is off and the OFF light is illuminated.
<3> The OVHT amber light indicates an overtemperature in the supply duct if the air temperature is over 92C. It is not inhibited in manual mode.
<4> This pushbutton enables the selection of AUTO or MAN mode temperature regulation. If MAN is illuminated, compartment temperature knob directly
controls temperature control valve.
<5> These selectors increase or decrease the air temperature in the flight compartment and in the cabin, either in the automatic or manual mode.
<6> This pushbutton selects the high flow operation of the pack valve. NORM : 22 PSI. HIGH : 30 PSI (pack valve).
<7> This dual indicator continuously monitors the air temperature in compartments. Duct temperature is limited to 88C by pneumatic temp limiter.
<8> Selects the compartment where temperature check is desired.
<9> FAULT : pack valve position disagreement with pushbutton or pack OVHT temperature > 204C. Valve auto closed.
<10> This pushbutton controls the position of the right or left pack valve. When the pack valve pushbutton is on, the pack valve is open if electrical supply
and air pressure are available. The OFF light is illuminated when pushbutton is released.
<11> NORM :
On ground with ENG1 off extract fan on, OVBD valve full open, U/F valve closed.
Air / ground, ENG1 on extract fan on, OVBD valve closed, U/F valve open.
<12> FAULT : fan failure or overheat (fan inhibited for 120s after every engine start. AIR light in C.A.P.).
<13> OVBD : extract fan off, OVBD valve partially open, U/F valve closed, horn activated on ground when electrical external power is used.
<14> FAULT illuminated when OVBD valve in disagreement with OVBD valve Switch position and during valve transition.
<15> NORM position = Automatic. Manual override is accomplished by selecting FULL OPEN or FULL CLOSED in emergency procedures, or for tests.
Differential pressure must be check prior to switch it in full open position (max p = 1 PSI.)
<1> The pointer displays cabin altitude from -1,500ft to 15,000ft.

yellow arc between 6,750ft and 10,000ft,
red arc between 10,000ft and 15,000ft.
<2> The pointer displays cabin altitude rate of change between -1,500ft/min and -2,500ft/min.
<3> The pointer displays cabin/outside differential pressure from 1 PSI (-0.07 bar) to 8 PSI (0.55 bar).
white arc between 0 PSI and 0.5 PSI (0.04 bar),
yellow arc between 6 PSI (0.41 bar) and 6,35 PSI (0.44 bar),
red arc between -1 PSI (-0.07 bar) and -0,3 PSI (-0.02 bar) and between 6.35 PSI (0.44 bar) and 8 PSI (0.55 bar).
<4> The display shows the landing elevation setting. In case of failure of the automatic system, all digits are extinguished.
<5> This knob selects the elevation of the planned destination airport shown by the landing elevation display.
<6> Descent rate increased from -400 to -500 ft/min when FAST selected.
<7> This button tests the pressurization system. Displays alternatively 18,800 and -8,800, as long as the test pushbutton is pressed. FAULT appears on
MAN pushbutton.
<8> This knob selects any cabin rate of change between --1,500ft/mn thru +2,500ft/min in manual mode. NORM : AUTO mode selection.
<9> This switch selects the operating mode of the pressurization system. With pushbutton released (out) the pressurization system operates in AUTO
mode and the MAN light is extinguished.
<10> This switch completely closes the outflow valves. When it is pressed in, the ON light illuminates on the switch indicating the ditching mode. At the
same time, master CAUTION flashes, "AIR" on CAP illuminates and a single chime is heard.
<11> FAULT illuminates in case of digital controller failure and/or input power loss.
<12> This pushbutton controls cabin emergency depressurization. ON (guarded) : both outflow valves fully open in AUTO mode only.
<1> If the differential pressure exceeds 6.35 PSI, an internal switch triggers :
red EXCESS CAB p illuminated on C.A.P.,
master WARNING flashing and continuous repetitive chime.
<2> If cabin pressure altitude exceeds 10,000ft, an internal switch triggers :
red EXCESS CAB ALT illuminated on CAP.
master WARNING flashing and continuous repetitive chime.
<3>
Bleed valve disagreement with selected position.
Bleed DUCT temp > 274C.
Bleed air LEAK detected.
Pack valve disagreement.
Pack overheat temp > 204C.
Overtemperature in Air Conditioning DUCT, with temp > 92C.
Fan (extract or recirculation) failure.
OVBD valve position disagreement.
X VALVE disagreement.
AUTO Press FAULT.
Overpressure > 80 PSI.
DITCH "ON" activating condition.
ATA 21 MFC reading memory Page 178/ 187
MFC reading memory
Select MISC 1 position.

Push on the PTA/ERS pushbutton.
LEFT PACK VALVE OVERHEAT
Push on the PTA/ERS pushbutton.
NO MORE FAILURE RECORDED
Select NORM FLT position.
ATA 21 MFC reading memory Page 179/ 187
ATA 21 Auto-pressure controller test Page 180/ 187
Auto-pressure controller test
V21B1 Copyright 2001-2008 - ATR Training Centre - All right reserved For Training Only ACOS v1.4
ATA 21 Auto-pressure controller test Page 181/ 187
TASK DESCRIPTION :
1 - Make certain that the following circuit breakers are closed :
1 HM CAB PRESS / AUTO PRESS on 121VU panel,
3 FL1 ADS / ADC1 on 21VU panel,
3 FL2 ADS / ADC2 on 21VU panel,
4 FL1 ADS / CAPT INST / ALTM on 21VU panel,
4 FL2 ADS / F/O INST / ALTM on 21VU panel.
2 - On 22VU panel, release the 9HB and 10HB pack valve pushbuttons.
3 - Energize the aircraft DC and AC constant frequency network.
4 - Push the auto-pressure controller TEST button and verify that the digital controller window displays alternatively the values 18800 and -8800. FAULT
light illuminates amber on MAN pushbutton and AIR illuminates amber on Crew Alerting Panel.
ATA 21 Fuselage pressurization leak test Page 182/ 187
Fuselage pressurization leak test
ATA 21 Fuselage pressurization leak test Page 183/ 187
A/C configuration :
A/C in the run-up area,
all doors closed,
engines running,
qualified staff only.
On 22VU panel, place OVBD valve selector in fully closed position.
On 22VU panel, press ENG 2 BLEED pushbutton and verify that OFF legend goes off and X VALVE OPEN legend comes on.
On 4VU panel, push the test button on digital controller and verify that landing elevation alternatively shows 18800 and -8800.
On 22VU panel, press L and R pack valve pushbuttons and verify that OFF legend goes off.
On 4VU panel, set the manual pressurization control knob to manual position.
On 402VU panel, release the modes selector pushbutton and verify that the MAN legend on pushbutton illuminates and no data is shown on digital
controller display.
On 4VU panel, position the manual control knob on max deacrease. A few minutes later, the triple indicator rate of change (Vz CAB) shows a value
between -800 and -1,300ft/mn.
Rotate the manual control knob to obtain Vz CAB = -500ft/mn and verify on triple indicator that differential pressure increases and cabin altitude
decreases. When differential pressure reaches 2 PSI, rotate manual control knob to obtain Vz CAB = 0.
The time necessary for the A/C pressure to fall from 2 PSI to 1 PSI has to be more than 105 seconds. If not, check for leaks around doors and in other
areas of the fuselage.
Select manual control knob to max increase. Verify on triple indicator that Vz CAB is between 1,500 and 3,000ft/mn. Verify that the cabin altitude
increases and that the differential pressure decreases.
When differential pressure reaches the value 0, perform the following steps :
select manual control knob to MAN position, press mode selector pushbutton and verify that MAN legend goes off and landing elevation shows
previous settings.
position manual control knob on green band stop.
on 22VU panel, place OVBD valve selector in AUTO position.
Release L and R pack valve pushbuttons and verify that OFF legends go on and FAULT legends goes off.
Release ENG 2 BLEED pushbutton and verify that OFF legend goes on, FAULT legend goes off and X VALVE OPEN legend goes off.
ATA 21 Summary Page 184/ 187
ATA 21 AIR CONDITIONING

General description 2
Cockpit panels 3
Interfaces 4
Features 5
Air conditioning safety precaution 8
Air conditioning system description 10
Compression system description 12
Compression system operation 16
Pack valve description 18
Service pressure and regulating valve description 22
Service pressure and regulating valve operation 24
Cooling system description 25
Cooling system operation 30
Dual heat exchanger description 32
Air cycle machine description 34
Pack overheat switch description 38
Condenser description 40
Water extractor description 42
Water spray nozzle description 46
Turbine temperature inlet control valve description 48
Additional de-icing pressure switch description 50
Ground cooling turbo-fan description 52
Turbo-fan shut-off valve description 56
Turbo-fan pressure switch description 58
Air temperature control system description 60
Air temperature control system operation 64
Temperature control valve description 68
Hot bypass valve description 70
Compartment temperature controller description 72
Flight compartment and cabin ambient temperature sensors description 76
Duct temperature sensors description 80
Skin temperature sensors description 82
Duct over temperature switch description 84
Duct temperature limiter sensor description 86
Cabin temperature ventilation fan description 88
Flight compartment and cabin air distribution system description 90
Flight compartment and cabin air distribution operation 94
Mixing chambers desription 96
Groud cart connection description 98
Recirculation fans description 100
Cabin foot lever temperature switch description 104
Cabin air distribution duct description 106
Flight compartment air distribution duct description 108
Individual air distribution system description 110
Individual air distribution duct description 111
Individual air outlet description 112
Ventilation system description 114
Electronics racks and cabin air extraction system operation 116
Air extraction fan description 120
Overboard ventilation valve description 124
Underfloor ventilation valve description 128
Extract air flow lever 130
Ambient temperature sensor description 132
Battery ventilation system description 134
Battery ventilation system operation 136
Lavatory ventilation system description 137
Lavatory ventilation operation 138
Air supply duct and outlets description 140
Evacuation duct description 142
Pressurization description 144
Pressurization operation 146
Automatic pressure controller description 150
Jet pump description 154
Electro-pneumatic outflow valve description 156
Pneumatic outflow valve description 160
Filter and check valve description 164
Manual controller description 166
Cabin pressure indicator description 168
System controls and indicators 172
MFC reading memory 178
Auto-pressure controller test 180
Fuselage pressurization leak test 182

ATA 21 Air Conditioning

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MAINTENANCE TRAINING NOTES

T1 42 & 72 PEC-MPC (PWC 120) ref 72-

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2) Low reference regulator (22 PSI),

3) Shut-off solenoid valve assembly,

4) High differential solenoid valve assembly,

7) A position indicator switch assembly

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The cooling air generation assembly consists of :

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This valve is installed near the air cycle machine.

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This valve is located in the forward landing gear fairing.

This pressure switch is located downstream the turbo-fan shut-off valve.

Here is a simplified schematic of the cabin temperature control.

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There are two sensors, one for each compartment.

Conditioned air enters the cabin below stowage compartment.

The air distribution system is composed of :

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The flight compartment air distribution is composed of :

The air extraction fan stops.

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A temperature sensor is installed on the flight compartment air extraction duct.

Lavatory ventilation is ensured by a tapping on the individual air distribution duct.

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Air is distributed by hoses.

The adjustable air outlet is adjustable in direction only.

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The cabin pressure is controlled by means of two independant control systems:

The ditching mode is available in both AUTO and MAN mode.

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The auto-pressure controller is located on the cockpit central panel.

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The filter is fixed on the electro-pneumatic outflow valve.

The manual controller is located on the centre instrument panel.

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The cabin pressure indicator is located on the centre instrument panel.

<8> Selects the compartment where temperature check is desired.

<1> The pointer displays cabin altitude from -1,500ft to 15,000ft.

Select MISC 1 position.

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ATA 21 AIR CONDITIONING

Air conditioning safety precaution 8

Air conditioning system description 10

Compression system description 12

Compression system operation 16

Pack valve description 18

Service pressure and regulating valve description 22

Service pressure and regulating valve operation 24

Cooling system description 25

Cooling system operation 30

Dual heat exchanger description 32

Air cycle machine description 34

Pack overheat switch description 38