Ata 21 28 30 36 49 Only Different PDF

ATA28 fuel . . . . .
1
2800 fuel general ......
2
fuel system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
fuel system component locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ata 28 panel description ......
8
fuel management control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
refueling panel (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
fuel quantity indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2810 fuel storage ......
14
fuel tank design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
impact resistant tank access doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
MAIN AND SURGE TANK SUMP DRAIN VALVE . . . . . . . . . . . . . . . . . . . . 18
fuel tank vent system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2821 pressure fueling ......
22
fueling system introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
fueling control panel (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
overfill protection components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
overfill protection operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2822 engine fuel feed ......
30
engine fuel feed system introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fuel low pressure description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
main tank boost pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Center tank override pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
boost & ovRd fuel pump ctl. description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
automatic sumping jet pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
center tank scavenge pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
2825 apu fuel feed ......
44
APU fuel feed SYS. control & indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
2826 defueling ......
46
defueling system description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2841 fuel quantity indication ......
48
FQIS system introduction (simmonds) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
FQIS system introduction (honeywell) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
FUEL QUANTITY MEASURING STICK ASSEMBLY . . . . . . . . . . . . . . . . . 56
ATA49 auxiliary power unit (APU) . . . . .

1
4900 General . . . . . .
2
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU SYSTEMS AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
GTGP 331200 (ER) SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
APU installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4910 power plant . . . . . .
12
APU DRAIN AND VENT ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APU AIR INTAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
air intake door and actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
APU AIR INTAKE DOOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Figure106FUEL SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure107FUEL SYSTEM COMPONENT LEFT REAR SPAR . . . . . . 5
Figure108FUEL SYSTEM COMPONENT RIGHT REAR SPAR . . . . 7
Figure109FUEL MANAGEMENT PANEL (P5) . . . . . . . . . . . . . . . . . . . . . 9
Figure110FUELING PANEL (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure111FUEL QUANTITY INDICATOR (P5) . . . . . . . . . . . . . . . . . . . . 13
Figure112FUEL TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure113IMPACT RESISTANT TANK ACCESS DOORS . . . . . . . . . . . . 17
Figure114SUMP DRAIN VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure115FUEL TANK VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure116FUELING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . 23
Figure117FUELING PANEL (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure118OVERFILL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . 27
Figure119OVERFILL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . 29
Figure120ENGINE FUEL FEED SYSTEM SCHEMATIC . . . . . . . . . . . . 31
Figure121FUEL LOW PRESSURE SCHEMATIC . . . . . . . . . . . . . . . . . . . 33
Figure122MAIN TANK FUEL BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . 35
Figure123CENTER TANK OVERRIDE PUMP . . . . . . . . . . . . . . . . . . . . . 37
Figure124BOOST & OVRD FUEL PUMP CTL. SCHEMATIC . . . . . . . . 39
Figure125AUTOMATIC SUMPING JET PUMP . . . . . . . . . . . . . . . . . . . . . 41
Figure126CENTER TANK SCAVENGE PUMP . . . . . . . . . . . . . . . . . . . . . 43
Figure127APU FUEL FEED SYS. CONTROL & INDICATION . . . . . . . 45
Figure128DEFUELING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . 47
Figure129FQIS BASIC SCHEMATIC (Simmonds) . . . . . . . . . . . . . . . . . . . 51
Figure130FQIS BASIC SCHEMATIC (Honeywell) . . . . . . . . . . . . . . . . . . . 55
Figure131FUEL QTY. MEASURING STICK ASSEMBLY . . . . . . . . . . . . 57
Figure132APU System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure133APU System and Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure134Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure135APU Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure136APU Drain and Vent Assy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure137Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure138Air Inlet Door and Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure139Air Intake Door Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
ATA36 pneumatics . . . . .
1
3600 general ......
2
introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Air Supply Distribution System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ENGINE AIR SUPPLY SYSTEM (PW 2000) . . . . . . . . . . . . . . . . . . . . . . . . . . 6
component locations (right side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
................................................................... 8
component locations (left Side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ATA 36 panel description ......
12
Pneumatic control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3610 ENGINE BLEED AIR system ......
14
Engine air supply - BASIc description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3610 bleed source Control ......
16
high stage controller (HS Controller) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
high stage PRSOV (HSPRSOV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Barometric switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
bleed source control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3610 TEmperature control ......
22
Precooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
fan air temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
fan air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
temperature control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
3610 reverse flow control ......
28
10TH stage CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
reverse flow controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
REVERSE FLOW control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3610 pressure control ......
34
PRSOV controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
air supply overtemperature limiting sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
press. regulating & shutoff val. (PRSOV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
pressure control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
AIR supply overheat switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
ECS eng. bleed config. cards (EBCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Engine BLEED air ELECTR. control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3610 apu air supply system ......
46
general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
apu air supply valves & ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
APU SHUTOFF VALVE CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . 50
apu shutoff valve control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
3610 distribution system ......
54
Distribution general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
AIR SUPPLY DUCTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
GROUND AIR SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ISOLATION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ISOLATION VALVE CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 62
3620 indicating system . . . . . .
64
precooler outlet temperature indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
precooler temperature bulb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
DUCT PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
DUCT PRESSURE TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
DUCT PRESSURE indicator (p5) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
DUCT pressure ind. system description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ATA30 ice and rain protection . . . . .

1
3000 general ......
2
introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ata 30 panel description ......
4
anti-ice control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3011 wing anti-ice ......
6
basic system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
WING TAI component description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
WING TAI SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3021 engine anti-ice ......
14
basic System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
engine TAI component description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
engine TAI SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3034 engine probe heat ......
22
PT2 / TT2 Probe heat components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
engine probe heat control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
ATA21 air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

2100 general . . . . . .
2
ECS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AIR CONDITIONING System introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
air conditioning system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ECS CoNTRoL Panel description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ECS EICAS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ENVIRONMENTAL CONTROL SYSTEM (ECS) . . . . . . . . . . . . . . . . . . . . . 12
2151 cooling pack . . . . . .
14
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
COOLING PACK COMPONENTS (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
COOLING PACK CoNTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 18
FLOW CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
AUTO CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
STANDBY CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
2153 ram air system . . . . . .
26
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
RAM AIR INLET dooRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
RAM AIR EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
2161 temperature control ......
32
PRIMARY (ZONE) TEMPERATURE CONTROL SYSTEM . . . . . . . . . . . . 32
ZONE TEMPERATURE SENSORS AND SWITCHES . . . . . . . . . . . . . . . . . 34
TEMPERATURE CONTROL SYSTEM INTEGRATION . . . . . . . . . . . . . . . 36
2120 distribution (Part 1) ......
38
recirculation system general description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
mixing manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
RECIRCULATION AIR FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
2120 distribution ......
44
FLIGHT CoMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
GalLEY/LAV. VENTILATION SYSTEM COMPONENTS . . . . . . . . . . . . . . . 46
2140 heating ......
48
FORWARD CARGO COMPARTMENT HEATING SYSTEM . . . . . . . . . . . 48
FORWARD CARGO HEAT control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
AFT LOWER LOBE CARGO HEATING SYSTEM . . . . . . . . . . . . . . . . . . . . 52
AFT CARGO HEATING operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
2130 pressurization ......
56
cabin pressurization control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
cabin pressurization backup systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Vent doors / negative relief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
2158 equipment cooling system ......
62
introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
e / E EQUIPMENT COOLING systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
equipment cooling system features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
AFT EQ DRAW THROUGH COoLING Fans . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Aft e/E Cool. fans control Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
GROUND OPERATION E/E COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
forward equipment cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
equipment cooling overheat operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
EQUIPMENT COOLING SMOKE OPERATION . . . . . . . . . . . . . . . . . . . . . . 78
FWD System air cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
FWD E/E COOLINg SUPPLY FANS & CHecK VALVES . . . . . . . . . . . . . . . . 82
FWD EQUIPMENT COOLING SUPPLY FANS CIRCUIT . . . . . . . . . . . . . . . 84
auxiliary fan & check valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
auxiliary fan control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
FLoW CONTRoL oRIFICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
rack cooling details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
RIGhT RECIRCULATION FAN/CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . 94
r recirculation fan control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
LEFT RECIRCULATIoN FAN & CHECK VALVE . . . . . . . . . . . . . . . . . . . . . 98
overboard exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
l recirc. fan & OVBD EXH. VAlve Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
low flow detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
low flow detector control description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
FWD E/E COOLING smoke detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
FWD EQ SMOKE DETECTION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
FWD E/E COOLING TEST circuit DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 112
Figure1PNEUMATIC SYSTEM - GENERAL . . . . . . . . . . . . . . . . . . . . . . . Page:3
Figure2PNEUMATIC SYSTEM DISTRIBUTION (PW / RR) . . . . . . . . . Page:5
Figure3ENGINE AIR SUPPLY SYSTEM (PW 2000) . . . . . . . . . . . . . . . . . Page:7
Figure4COMPONENT LOCATIONS (RIGHT SIDE) . . . . . . . . . . . . . . . . Page:9
Figure5COMPONENT LOCATIONS (LEFT SIDE) . . . . . . . . . . . . . . . . . . Page:11
Figure6PNEUMATIC CONTROL PANEL (P5) . . . . . . . . . . . . . . . . . . . . . Page:13
Figure7ENGINE AIR SUPPLY SYSTEM - BASIC SCHEMATIC . . . . . . Page:15
Figure8HI-STAGE CONTROLLER & HSPRSOV . . . . . . . . . . . . . . . . . . . Page:17
Figure9BAROMETRIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:19
Figure10ENGINE BLEED SOURCE CONTROL SCHEMATIC . . . . . . . Page:21
Figure11PRECOOLER & FAN AIR TEMPERATURE SENSOR . . . . . . Page:23
Figure12FAN AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:25
Figure13TEMPERATURE CONTROL SCHEMATIC . . . . . . . . . . . . . . . . Page:27
Figure1410th STAGE CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:29
Figure15REVERSE FLOW CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . Page:31
Figure16REVERSE FLOW CONTROL SCHEMATIC . . . . . . . . . . . . . . . Page:33
Figure17PRSOV CTL & OVERTEMP. LIMIT. SENSOR . . . . . . . . . . . . . . Page:35
Figure18PRSOV (and HS PRSOV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:37
Figure19PRESSURE CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . Page:39
Figure20AIR SUPPLY OVERHEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . Page:41
Figure21ECS BLEED CONFIGURATION CARD (EBCC) . . . . . . . . . . . Page:43
Figure22ENGINE BLEED AIR ELECTRICAL SCHEMATIC . . . . . . . . Page:45
Figure23APU AIR SUPPLY BASIC SCHEMATIC . . . . . . . . . . . . . . . . . . . Page:47
Figure24APU AIR SUPPLY VALVES & DUCTING . . . . . . . . . . . . . . . . . . Page:49
Figure25APU SHUTOFF VALVE LOGIC . . . . . . . . . . . . . . . . . . . . . . . . . . Page:51
Figure26APU SHUTOFF VALVE OPERATION SCHEMATIC . . . . . . . . Page:53
Figure27AIR SUPPLY DISTRIBUTION SCHEMATIC . . . . . . . . . . . . . . . Page:55
Figure28AIR SUPPLY DUCTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:57
Figure29GROUND AIR SUPPLY CONNECTORS . . . . . . . . . . . . . . . . . . Page:59
Figure30AIR SUPPLY ISOLATION VALVE . . . . . . . . . . . . . . . . . . . . . . . . Page:61
Figure31ISOLATION VALVE CONTROL SCHEMATIC . . . . . . . . . . . . . Page:63
Figure32PRECOOLER OUTLET TEMP. INDICATION . . . . . . . . . . . . . Page:65
Figure33PRECOOLER TEMPERATURE BULB . . . . . . . . . . . . . . . . . . . . Page:67
Figure34DUCT PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . Page:69
Figure35DUCT PRESSURE TRANSMITTERS . . . . . . . . . . . . . . . . . . . . . Page:71
Figure36DUCT PRESSURE INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . Page:73
Figure37DUCT PRESSURE INDICATION SCHEMATIC . . . . . . . . . . . . Page:75
Figure38ANTI-ICE SYSTEMS INTRODUCTION . . . . . . . . . . . . . . . . . . . Page:3
Figure39ANTI-ICE CONTROL PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:5
Figure40WING THERMAL ANTI-ICE BASIC SCHEMATIC . . . . . . . . . Page:7
Figure41WING TAI COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:9
Figure42WING TAI COMPONENTS PICTURES . . . . . . . . . . . . . . . . . . . Page:11
Figure43WING TAI SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . Page:13
Figure44ENGINE THERMAL ANTI-ICE BASIC SCHEMATIC . . . . . . . Page:15
Figure45ENGINE ANTI-ICE COMPONENTS . . . . . . . . . . . . . . . . . . . . . . Page:17
Figure46ENGINE ANTI-ICE VALVE PICTURE . . . . . . . . . . . . . . . . . . . . Page:19
Figure47ENGINE TAI SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . Page:21
Figure48PT2 / TT2 PROBE (PW2000) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:23
Figure49ENGINE PROBE HEAT SCHEMATIC . . . . . . . . . . . . . . . . . . . . Page:25
Figure50AIR CONDITIONING INTRODUCTION . . . . . . . . . . . . . . . . . . Page:3
Figure51AIR CONDITIONING LAYOUT (1) . . . . . . . . . . . . . . . . . . . . . . . Page:5
Figure52AIR CONDITIONING LAYOUT (2) . . . . . . . . . . . . . . . . . . . . . . . Page:7
Figure53AIR CONDITIONING CONTROL PANEL . . . . . . . . . . . . . . . . . Page:9
Figure54ECS EICAS DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:11
Figure55AIR CONDITIONING SYSTEM SIMPLIFIED . . . . . . . . . . . . . Page:13
Figure56COOLING PACK COMPONENT LOCATIONS (1) . . . . . . . . . . Page:15
Figure57COOLING PACK COMPONENT LOCATIONS (2) . . . . . . . . . . Page:17
Figure58COOLING PACK CONTROL COMPONENTS . . . . . . . . . . . . . . Page:19
Figure59FLOW CONTROL CARD LOGIC . . . . . . . . . . . . . . . . . . . . . . . . Page:21
Figure60PACK AUTO CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . Page:23
Figure61STANDBY PACK CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . Page:25
Figure62RAM AIR SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:27
Figure63RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:29
Figure64RAM AIR EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:31
Figure65PRIM. TEMPERATURE CONTROL SYS. . . . . . . . . . . . . . . . . . Page:33
Figure66ZONE TEMPERATURE SENSORS & SWITCHES . . . . . . . . . . Page:35
Figure67TEMPERATURE CONTROL SYSTEM SCHEMATIC . . . . . . . Page:37
Figure68RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:39
Figure69MIXING MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:41
Figure70RECIRCULATION AIR FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . Page:43
Figure71COCKPIT & PASS. COMPARTMENT AIR DISTR. . . . . . . . . . . Page:45
Figure72GALLEY / LAVATORY VENTILATION . . . . . . . . . . . . . . . . . . . Page:47
Figure73FWD CARGO HEATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . Page:49
Figure74FWD CARGO HEAT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . Page:51
Figure75AFT CARGO HEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:53
Figure76AFT CARGO HEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:55
Figure77CABIN PRESSURIZATION CONTROL SYSTEMS . . . . . . . . . Page:57
Figure78CABIN PRESSURIZATION BACKUP SYSTEMS . . . . . . . . . . . Page:59
Figure79VENT DOORS / NEGATVE RELIEF . . . . . . . . . . . . . . . . . . . . . . Page:61
Figure80EQUIPMENT COOLING INTRODUCTION . . . . . . . . . . . . . . . Page:63
Figure81EQUIPMENT COOLING OVERVIEW . . . . . . . . . . . . . . . . . . . . Page:65
Figure82EQUIPMENT COOLING SYSTEM GENERAL . . . . . . . . . . . . . Page:67
Figure83AFT E/E COOLING & LAV GALLEY VENT FANS . . . . . . . . . Page:69
Figure84AFT E/E COOLING FANS CONTROL . . . . . . . . . . . . . . . . . . . . Page:71
Figure85EQUIPMENT COOLING GROUND HANDLING . . . . . . . . . . Page:73
Figure86E/E COOLING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . Page:75
Figure87EQPT. COOLING OVERHEAT SCHEMATIC . . . . . . . . . . . . . . Page:77
Figure88EQUIPMENT COOLING SMOKE SCHEMATIC . . . . . . . . . . . Page:79
Figure89FWD SYSTEM AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:81
Figure90SUPPLY FANS & CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . Page:83
Figure91SUPPLY FANS CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . Page:85
Figure92AUXILIARY FAN & CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . Page:87
Figure93E/E COOLING AUX. FAN CONTROL SCHEMATIC . . . . . . . . Page:89
Figure94FLOW CONTROL ORIFICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:91
Figure95RACK COOLING DETAILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page:93
Figure96RIGHT RECIRCULATION FAN & CHECK VALVE . . . . . . . . . Page:95
Figure97R RECIRCULATION FAN CONTROL SCHEMATIC . . . . . . . . Page:97
Figure98LEFT RECIRCULATION FAN & CHECK VALVE . . . . . . . . . . Page:99
Figure99OVERBOARD EXHAUST VALVE . . . . . . . . . . . . . . . . . . . . . . . . Page:101
Figure100L RECIRC. FAN & OVERBD. EXH. VALVE CONTROL . . . . Page:103
Figure101FWD EQ LOW FLOW DETECTORS . . . . . . . . . . . . . . . . . . . . . Page:105
Figure102LOW FLOW DETECTOR CONTROL SCHEMATIC . . . . . . . Page:107
Figure103FWD E/E COOLING SMOKE DETECTOR . . . . . . . . . . . . . . . Page:109
Figure104SMOKE DETECTOR CONTROL SCHEMATIC . . . . . . . . . . . Page:111
Figure105E/E COOLING TEST CIRCUIT SCHEMATIC . . . . . . . . . . . . . Page:113
Training Manual
B 757
ATA 36
PNEUMATICS
PW2000
B757/767 Differences
L3
Lufthansa Issue: JUNE 2003
Technical Training GmbH For Training Purposes Only
Book No: B757200 (PW2000) VS B767 L&B L3 Lufthansa Base Lufthansa 1995
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa Technical Training GmbH
Lufthansa Base Frankfurt
D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Lufthansa Base Hamburg
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
Lufthansa Technical Training
PNEUMATICS B757
3600
ATA 36 PNEUMATICS
For Training Purposes Only
FRA US/T4 SCV JUNE 2003 Page: 1
PNEUMATICS B 757
GENERAL
3600
3600 GENERAL
INTRODUCTION
General Air Supply Control System
The pneumatic or air supply system supplies pressure and temperature The controlling of the Air Supply system (Engine, APU and Isolation Valve)
regulated air to various systems. is done by different Relay systems.
The supplied air is used as a working fluid, system power source or for system The Control relays for the various sub-system can be found in the
pressurization. P36 & P37 Miscellaneous Relay Panels.
The pneumatic system supplies air for these systems: The two ECS Bleed Configuration Cards provide the
Aircraft pressurization Thrust Management System (TMC)
Air conditioning Flight Management Computer (FMC)
Wing leading edge and engine cowl thermal antiicing, Electronic Engine Control (EEC)
Engine starting with Engine bleed status information.
Hydraulic reservoir pressurization, The EBCC can be found in the Electrical System Card File (P50)
Total air temperature (TAT) probe ambient air induction,
Rain repellent system pressurization (if installed)
Potable water tank pressurization
Air Supply Indicating System
Air Supply Pressure Indication
Pneumatic system duct pressure is read by duct pressure transducers located
on the body crossover duct.
The pressure is displayed by the Engine Indicating and Crew Alerting System
(EICAS) and on a dual duct pressure indicator
Air Supply Temperature Indication

Bleed air temperature is sensed by the Precooler out temperature bulb and
displayed by the Engine Indicating and Crew Alerting System (EICAS).
PNEUMATICS B 757
GENERAL
3600
Duct Pressure Indicator
Annunciator lights
Switchlights
AIR SUPPLY CONTROL PANEL (P5)
Air Supply Control Relays
ECS Configuration Bleed Cards P37 & P36
EBCC (P50)
EICAS DISPLAY (upper/lower)

MAIN EQUIPMENT CENTER
Figure 1 PNEUMATIC SYSTEM - GENERAL
PNEUMATICS B757
GENERAL
3600
AIR SUPPLY DISTRIBUTION SYSTEM
Distribution Ducting
The pneumatic or air supply system is primarily an air distribution system,
channeling air through ducts from one of several air sources to user systems.
Pneumatic air is channeled through ducts to the hydraulic reservoir and potable
water system, the total air temperature (TAT) probe, the air conditioning packs,
wing thermal antiice (TAI) ducts, and engine starter.
Note: On PW 2000 Engines: - Engine Inlet Cowl TAI
Engine Air Supply
The airplane engines provide the main source of pneumatic air.
This air source is normally used whenever the engines are running.
Air is supplied from two ports located at the engine high pressure compressor
section. Through these ports a small amount of high pressure air is bled from
the engines.
The pneumatic system regulates the pressure and temperature of the air and
channels it to the user systems.
APU Air Supply
The auxiliary power unit (APU) can be used to provide system air when the
airplane is on the ground.
The APU also provides in-flight (up to 17,000 ft.) bleed air backup,
in case of engine failure or an engine pneumatic air system malfunction.
Ground Air Supply
As an alternate to the APU, a pneumatic ground cart can supply air to the
airplane, whenever it is parked.
The connection between the ground cart and the pneumatic system is through
(PW 2000 Engines:) two
(RB 211 Engines:) three ground air connectors.
FRA US/T4 SCV JUNE 2003
PNEUMATICS B757
GENERAL
3600
PW 2000 ENGINE AIR SUPPLY RB 211535
SYSTEM
RB 211
only
APU
Figure 2 PNEUMATIC SYSTEM DISTRIBUTION (PW / RR)
FRA US/T4 SCV JUNE 2003
PNEUMATICS B 757
GENERAL PW 2000
3600
ENGINE AIR SUPPLY SYSTEM (PW 2000)
General Pressure Control
The Engine Air Supply system of the PW 2000 uses The Pressure Control system regulates the Pneumatic System pressure and in
10th Stage High Pressure Compressor (HPC) Air as the normal air source and addition functions as a backup temperature limiting system and fire seal.
14the Stage HPC during low Engine power settings. It consists of the following components.
The system is divided into several sub-systems and mainly controlled by relay PRSOV Controller
circuits.
Temperature Limiting Sensor
Pressure Regulating and Shutoff Valve (PRSOV)
Bleed Source Control
The Bleed Air source selection depends of control source inputs and
Duct Overheat Protection
the pressure sensed at the 17th Stage HPC.
The Duct overheat protection system protects the Pneumatic Distribution
The following components are associated to the Bleed source system.
System from overheated Engine Supply Air (in case of a severe Engine Bleed
HS PRSOV Controller (HS Controller) system malfunctioning). It consist of an:
High Stage Pressure Regulating and Shutoff Valve (HS PRSOV) Air Supply Overheat switch
Temperature Control
The Temperature control system is an electrically autonomous system and
consists of the following components.
Precooler
Fan Air Temperature Sensor (FATS)
Fan Air Valve (FAV)
Reverse Flow Control
The Reverse Flow system is designed to prevent a back flow of Pneumatic Air
into the high pressure compressor of the Engine.

The following components belong to the Bleed source system
10th Stage Check Valve
(prevents reverse flow when 14th Stage (Hi-Stage) is selected)
Reverse Flow Controller
(prevents reverse flow if Engine Air Supply pressure is less than Pneumatic
Distribution system pressure)
PNEUMATICS B 757
GENERAL PW 2000
3600
For Training Purposes Only Figure 3 ENGINE AIR SUPPLY SYSTEM (PW 2000)
PNEUMATICS B757
GENERAL PW 2000
3600
COMPONENT LOCATIONS (RIGHT SIDE)
PNEUMATICS B757
GENERAL PW 2000
3600
For Training Purposes Only Figure 4 COMPONENT LOCATIONS (RIGHT SIDE)
PNEUMATICS B757
GENERAL PW 2000
3600
COMPONENT LOCATIONS (LEFT SIDE)
PNEUMATICS B757
GENERAL PW 2000
3600
For Training Purposes Only Figure 5 COMPONENT LOCATIONS (LEFT SIDE)
PNEUMATICS B767
PANEL DESCRIPTION
3600
ATA 36 PANEL DESCRIPTION
PNEUMATIC CONTROL PANEL
(1) ENGINE BLEED AIR switch (alternate action) (6) ISOLATION VALVE switch (alternate action)
ON Bleed enable signal to Engine bleed Valve controllers ON Opens Isolation valve.
(via relay circuits). PRSOV & HI-Stage Valve will open,
if engine is operating. (7) ISOLATION VALVE light (amber)
ILLUMINATED Isolation valve disagrees with commanded position.
(2) ENGINE BLEED AIR OFF light (amber)
(Disagree: VALVE switch position)
ILLUMINATED Engine Bleed air valve (PRSOV) fully CLOSED.
(8) APU BLEED AIR switch (alternate action)
(3) ENGINE HI STAGE light (amber)
ON Sends ON command to APU Bleed air Valve control circuit.
ILLUMINATED Indicates overpressure >130 psi monitored by
The APU bleed air valve will OPEN, if
HI Stage Controller. HI Stage PRSOV is latched closed.
Both PRSOV closed
NOTE: Mechanically locked HI Stage PRSOV can only be reset
Ground mode: During L or R Engine start
on the ground.
Air mode: L PRSOV and ISLN valve closed
(4) ENGINE BLEED light (amber)
(9) APU BLEED AIR VALVE light (amber)
ILLUMINATED Indicates overtemperature >490F (254C)
within the engine bleed air system. ILLUMINATED APU bleed air valve disagrees with commanded position.
(Disagree: VALVE Control circuit command)
(5) DUCT LEAK light (amber)
ILLUMINATED Indicates overtemperature >255F (124C) (10) DUCT PRESSURE INDICATOR
caused by a leaking duct. Indicates Duct (psi) pressure in respective Bleed Duct system.
The detection loop system is divided into L(R) zones The pressure is also displayed on:
L Zone: L wing leading edge, L air conditioning bay, Crossover PERF / APU maintenance page
manifold, Aft Cargo compartment, APU bleed duct
ECS / MSG maintenance page
R Zone: R wing leading edge, R air conditioning bay
- illuminates also during DUCT LEAK TEST

PNEUMATICS B767
PANEL DESCRIPTION
3600
10
5 BLEED AIR
60
6
80
DUCT
PRESS
4 PSI
20 0
DUCT DUCT
LEAK a LEAK a
BLEED ISOLATION BLEED
a a
HI STAGE w HI STAGE
3 a a
VALVE a 7
L ENG APU R ENG
V
O A O
2 F L F
Fa V Fa
w w Ea w
1 8 9
Figure 6 PNEUMATIC CONTROL PANEL (P5)
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
3610 ENGINE BLEED AIR SYSTEM
ENGINE AIR SUPPLY - BASIC DESCRIPTION
GENERAL OPERATION A temperature limiting function (as a backup system) is built into the Pressure
The system is in operation when the engine is running and the bleed air switch regulating and shutoff valve (PRSOV) which starts at 450 F (232 C).
on the air supply control panel is pressed.
PRESSURE REGULATION
Pressing the switch provides a signal through relay logic to enable the pressure
Air leaving the Precooler is regulated by the Pressure regulating and shutoff valve
regulating and shutoff valve controller and the Hi-stage controller.
and controller circuit to a nominal 45 psig.
Air is taken from the 10th stage bleed ports at high engine power settings or
The PRSOV controller provides on/off function and primary pressure regulation
from the 14th stage bleed port at lower power settings, to sustain the user sys-
by modulating the valve position. The Valve has a built-in pressure regulation func-
tem. During conditions of engine low power operation, 10th stage air output
tion with a setpoint of 60 psig as a backup.
may be insufficient to meet the demands of the user systems. Under these
conditions, 14th stage is selected automatically. The PRSOV is identical and interchangeable with the Hi-stage PRSOV.
The system limits the temperature and pressure to: When the PRSOV is fully closed, the OFF light is illuminated and the EICAS level
380 F +/-20 F (193 C +/-11 C) and 45 psi +/- 5 psi. C message L(R) ENG BLEED OFF appears (if Engine is running)
If the Air supply distribution duct pressure is greater than the Engine air supply REVERSE FLOW CONTROL
pressure, back flow into the engine is prevented by a reverse flow controller
A Reverse flow controller (Differential pressure switch with a setpoint of 0.37psid)
and circuitry.
is monitoring the pressure in both sides of the PRSOV.
Indications for the Engine air supply system for: off (OFF) , overtemperature
If Engine side pressure (upstream) becomes lower than the distribution system
(BLEED) and overpressure (HI STAGE) are provided on the Air supply control
side pressure (downstream), the switch will open and through a relay, command
panel and on EICAS.
the PRSOV- and Hi-stage Controller closed.
ENGINE BLEED AIR SELECTION
DUCT OVERHEAT / OVERPRESSURE PROTECTION
The source of the engine bleed air depends on the 17th stage pressure, alti-
A thermal switch in the Engine air supply system activates at 490 F (254 C) which
tude and cowl TAI status (on/off). The High Stage Pressure controller monitors
will, through relays, command both the PRSOV- andHi-stage Controller closed.
the 17th stage pressure and altitude to determ whether 10th stage air has suffi-
cient energy (pressure and temperature) for all the user systems. Also the BLEED light and EICAS level B message: L(R) ENG BLEED VAL
will come on.
Engine Cowl TAI in use will also affect the selection of the air source by
the Hi-stage controller. An overpressure sensor within the Hi-stage Controller is activated at 130+/- 5 psi.
It will close / lock-out the Hi-stage PRSOV .
The 14th stage pressure is regulated by the HS PRSOV to 60 +/-5 psi.
Reset is by means of a manual reset button at the Hi-stage controller.
TEMPERATURE REGULATION This condition is indicated by a HI STAGE light and EICAS level C message:
Engine bleed air is ducted through the Precooler which cools the bleed air to L(R) ENG HI STAGE
the desired temperature level. The Precooler bleed air discharge temperature
is controlled by modulating the fan air flow. The Fan air valve is positioned by a
Fan air temperature sensor, which has a temperature setting of
380 F +/-20 F (193C +/-11C).
FRA US/T4 SCV JUNE2003 Page: 14
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
For Training Purposes Only Figure 7 ENGINE AIR SUPPLY SYSTEM - BASIC SCHEMATIC
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
3610 BLEED SOURCE CONTROL
HIGH STAGE CONTROLLER (HS CONTROLLER) HIGH STAGE PRSOV (HSPRSOV)
PURPOSE PURPOSE
The High Stage Controller provides control pressure for the HSPRSOV and The High Stage Pressure Regulating and Shutoff Valve (HSPRSOV) opens or
automatic shutdown and lockout of the HSPRSOV for overpressure conditions. closes in response to the pneumatic signal from the remote controller.
The valve will regulate the pressure of the 14th stage Engine bleed air to 60 psig,
LOCATION
when it has been commanded open by the Hi-stage controller.
The Hi-stage Controller is beneath the right Fan thrust reverser cowl and is
mounted on the upper third of the engine LOCATION
The HSPRSOV is mounted on the upper half of the Engine, beneath the right
PHYSICAL DESCRIPTION / FEATURES
Fan thrust reverser cowl.
The 6.5 pound, solenoid-controlled, pneumatically operated controller consists of:
Reference pressure controller (39+/-5psi) PHYSICAL DESCRIPTION / FEATURES
Pneumatic switcher assembly The HSPRSOV is identical and interchangeable to the PRSOV.
3 Solenoid valve assemblies (Solenoids A, B and C) For Component details refer to the PRSOV description.
Sol. A: Altitude switcher MAINTENANCE PRACTICES
Sol. B: Auto (on) / off latching When the Valve is used as HSPRSOV, the respective limit switches are not
Sol. C: Anti-Ice selection used and the cannon plug is stowed.
Anti-Ice switch For further maintenance practices refer to the PRSOV description.
Overpressure sensor assembly (with manual reset button)
MAINTENANCE PRACTICES
A red manual reset button is provided on the Hi-stage Controller to return the Bleed
Source Control, of the Engine Air Supply System back to normal operation, after
an overpressure condition.
FRA US/T4SCV JUNE 2003 Page: 16
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
Note: Cannon plug capped & stowed
For Training Purposes Only Figure 8 HI-STAGE CONTROLLER & HSPRSOV
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
BAROMETRIC SWITCHES
PURPOSE
The barometric switches provide an input to the Hi-stage controller forchanging
the engine bleed source switch over schedule.
LOCATION
In the right air conditioning compartment the Bleed Air Supply System (BASS)
barometric switches are mounted on a support bracket, which runs between the
compartment fairing and wing box.
The switches are identical and interchangeable, their mounting position identifies
them to which system they provide input signals to.
The switch on the left (RBL36) is designated for the Hi-stage controller on the
left engine, while the right switch (RBL39) is for the controller on the right engine.
The switches are normally open type switches.
OPERATION
The switch will close when exposed to an altitude greater than 31,000 ft.,
which will apply 28 V DC to the switcher solenoid A in the Hi-stage controller.
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
For Training Purposes Only Figure 9 BAROMETRIC SWITCHES
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
The pneumatic force acting against the diaphragm in chamber B is less than the
BLEED SOURCE CONTROL DESCRIPTION spring force in the switcher. An increase in 17th stage pressure above 130 psi,
moves the switcher poppet to the opposite position, thus closing off the reference
GENERAL pressure regulator output and venting the opening chamber of the HSPRSOV to
The control of the bleed source is accomplished by the High stage controller. ambient. This causes the HSPRSOV to close.
The controller requires inputs from the following: Above 31,000ft., switcher solenoid A is energized, resulting in solenoid ball mo-
Altitude switch, located right air conditioning bay tion that closes the vent from chamber C in the pneumatic switcher. 17th stage
Engine cowl TAI switch air is then ported to this chamber, and its larger diaphragm causes pneumatic
switcher actuation at a lower inlet pressure (98 +/-5 psig).
System pressure downstream of the HSPRSOV (10th stage check valve)
Engine cowl Anti-ice operation
17th stage pressure.
The Anti-ice switch and solenoid C areconnected in series with the engine cowl
OPERATION TAI control circuit. With cowl TAI enabled and 17th stage pressure less than 147
Inlet pressure is provided on the upstream side of the HSPRSOV valve plate and +/-3 psig, solenoid C is energized. This causes the solenoid ball to move to the
routed to the manual override valve assembly. opposite seat, closing off 17th stage air to the pneumatic switcher. This vents
chamber B and, depending on altitude, chamber C. The poppet in the pneu-
This air then becomes SUPPLY PRESSURE for the HS Controller and is routed
matic switcher will remain in the position shown and allows control pressure from
to the reference pressure regulator.
the reference pressure regulator to be ported to chamber A of the HSPRSOV.
The air passes through the metering valve of the reference pressure regulator and
An increase of 17th stage air above 147 psig causes the Anti-ice switch to break
is ported to chamber A, where it exerts a pressure force against the diaphragm
the electrical circuit to the solenoid C. The 17th pressure is now again routed to
assembly. When the pressure, and subsequent force, reaches the desired level
the chamber B (and C respectively) which in turn causes the HSPRSOV to
(39+/-5 psig), the spring force is overcome and the metering valve moves toward
close (Controller resumes normal pressure related switch over operation).
the seat to maintain the reference regulator output pressure at a prescribed level.
This CONTROL PRESSURE is routed through the pneumatic switcher, double Overpressure protection
latching AUTO/OFF solenoid, overpressure sensor, and to chamber A of the If downstream pressure exceeds the overpressure setpoint of 135 (+/-1) psig, the
HSPRSOV. When Chamber A pressure overcomes actuator spring force, the diaphragm in the overpressure sensor moves the manual reset button up and
valve plate begins to open, allowing airflow to pass downstream. The downstream locks the spring loaded balls in the lower detents. This allows the overpressure
sensing probe routes pressure to actuator in chamber B. The valve plate contin- ball valve to move from its seat shown to the opposite seat, thereby shutting off
ues to open, until chamber B pressure and actuator spring force balance cham- the control pressure. Chamber A of the HSPRSOV is simultaneously vented to
ber A pressure (60 +/-5 psig). The butterfly plate willthen modulate to maintain ambient, causing the valve to close. A switch signals this condition to the HI
the downstream pressure, balancing out changes in the upstream pressure or STAGE light and EICAS computer (L/R ENG HI STAGE message).
downstream airflow demand. The HSPRSOV remains in the closed position, until the overpressure switch is re-
When pressure from the controller drops below the predetermined level (10 psig), set by manually pressing the reset button to the upper detent.
actuator spring force and downstream pressure in chamber B will force the valve Relief valve
plate to fully close.
A relief valve assembly unseats to relief control pressure (42+/-2 psig), to prevent
14th/10th Switch over operation a pumping action of the HSPRSOV actuator during rapid closure of the valve. This
The Anti-ice switch and solenoid C (de-energ.) are shown with 17th stage pres - will prevent excess downstream pressure overshoots during rapid transient pres-
sure below 147+/-3 psig and cowl TAI system OFF. This allows 17th stage pressure changes at he HSPRSOV. It also provides a back-up regulation of control
sure to pass through the anti-ice solenoid C directly to chamber Bin the pneu- pressure, should the reference pressure regulator fail.
matic switcher, whenever 17th stage pressure is less or equal to 130 +/- 5 psig.
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
For Training Purposes Only Figure 10 ENGINE BLEED SOURCE CONTROL SCHEMATIC
PNEUMATICS B 757
DISTRIBUTION PW 2000
3610
3610 TEMPERATURE CONTROL
PRECOOLER FAN AIR TEMPERATURE SENSOR
PURPOSE PURPOSE
The bleed air Precooler cools engine bleed air using Fan air as a heat sink. The Fan air temperature sensor is used to bleed off servo pressure in the Fan air
The Precooler air output provides air to the Engine air supply system pressure valve, when Precooler outlet temperature (bleed air side), reaches a predeter-
control section mined value of 380F +/- 20F (193C +/-7C)
LOCATION / ACCESS LOCATION / ACCESS
Mounted on the engine strut fire wall by three attach points, the Precooler is The sensor is mounted in the engine strut, behind the strut pressure relief
accessible by opening both Fan thrust reverser cowls doors, on the pneumatic ducting above the air supply overtemperature limiting
sensor (see PRSOV).
The 64 pounds bleed air cooler is of brazed, plate-fin construction with welded
manifolds and mounting bracket attachments. The Precooler core consists of The pneumatic bleed-off type temperature sensor consists of two assemblies:
25 bleed air passages and 26 cooling air passages. A body, that houses a ball valve assembly and a hermetically sealed oil filled
Each flow stream is routed in a single pass through the core matrix in a thermody- sensing element.
namic cross flow configuration.
The overall core dimensions are as follows:
Bleed flow-length - 10 inches
Cooling flow-length - 8.25 inches
Precooler height - 9.82 inches
The heat transfer surface for the bleed air core passages is 16 rectangular fins per
inch and for the cooling air passages there are 12 rectangular fins per inch.
The cooling air passages are offset in the flow direction for increased flow turbula-
tion and enhanced heat transfer characteristics
OPERATION
Bleed air outlet temperature is controlled by flow modulation of inlet cooling air.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 11 PRECOOLER & FAN AIR TEMPERATURE SENSOR
PNEUMATICS B 757
3610
FAN AIR VALVE
PURPOSE
In response to the temperature of the engine bleed air leaving the Precooler,
the Fan air valve controls the flow of Fan air through the Precooler.
LOCATION / ACCESS
Beneath the left Fan thrust reverser cowl, the FAn air valve is attached to the
left side of the Precooler.
The valve is mounted with the actuator forward, which allows easy access to
the aft facing manual override valve assembly.
The Fan air valve is a pneumatically operated, spring loaded open valve and
weighs 11.5 pounds.
The valve incorporates a 7.5 inch diameter valve body, pneumatic actuator,
valve plate, actuator and servo reference regulator, relief valve, a manual over-
ride valve assembly and a visual position indicator.
The valve body has mounting flanges on each end. A port upstream of the
valve plate supplies cooling air to the Reverse flow controller.
The valve plate is mounted on a bearing sleeve supported shaft with a lever
attached at the top end. A link connects the lever to the pneumatic actuator.
The pneumatic actuator is a spring-loaded combination diaphragm and piston
type actuator, enclosed in a housing mounted on top of the valve body.
The relief valve is a spring-loaded closed ball valve assembly.
A manual override valve assembly and cam assembly is provided to allow lock-
ing the valve plate OPEN or PARTIALLY OPEN, as required.
PNEUMATICS B 757
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For Training Purposes Only Figure 12 FAN AIR VALVE
PNEUMATICS B 757
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TEMPERATURE CONTROL DESCRIPTION
GENERAL BACKUP OPERATION
The Fan air temperature sensor, Precooler and the Fan air valve operate together, A manual override valve assembly and cam assembly is provided, to allow
to provide primary temperature control of the Engine air supply system. locking the valve plate open or partially open.
OPERATION
The cam is mounted on the valve plate shaft, but is not splined to it.
Inlet pressure, from the Precooler bleed air outlet, is routed past a relief valve and
the manual override valve, where it changes to SUPPLY PRESSURE. The cam has a wrenching hex on its face and a raised flange, with a slot on its
back side, which allows the position indicator and valve plate shaft to move.
This pressure passes through a Filter cavity to the base of two reference pressure
regulator metering valves and trough an orifice to chamber A. The cam is locked in this position by a spring-loaded locking arm. The lock
arm must be manually disengaged and held, prior to rotation of the cam hex.
When the sensed pressure reaches the desired level, the spring force is overcome
and the metering valve moves toward the seat to maintain the outlet pressure at When the cam is rotated to partially open the valve, the flange engages the
a constant level. position indicator and back drives the valve plate shaft.
Rotating the cam follower to the full open position, simply locks the position
indicator in the open position and also prevents the valve plate from moving.
The regulated outlet pressure from the actuator reference pressure regulator is
routed through Orifice A to a control nozzle and butterfly actuator. Regardless of the selected locking position, the manual override valve will vent
supply pressure and block off inlet pressure.
The regulated outlet pressure from the servo reference pressure regulator is
routed through a valve driven feedback control orifice to the Fan air temperature
sensor and to the servo.
Temperature regulation
The Fan air temperature sensor functions as available orifice producing a control
pressure in servo chamber B that is inversely proportional to sensed tempera-
ture, thereby driving chamber B pressure up with decreasing temperature.
When the Fan air temperature sensor is closed, chamber B pressure is at its
maximum, the control nozzle is closed by the pressure force on the Diaphragm B
and the actuator pressure is at its maximum value, which is sufficient to overcome
the valve opening spring and drive the butterfly fully closed.
A decrease in servo chamber B pressure permits the load of the feedback spring
to push the flexure beam away from the control nozzle , which produces a de-
crease in the actuator chamber pressure.
As the actuator pressure decreases, the spring force strokes the valve plate in the
opening direction, the feedback spring produces a decreasing compression load
on the flexure beam. This force exists between the servo force and feedback
spring.
Thus, for any servo chamber B pressure, a corresponding valve plate position
exists.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 13 TEMPERATURE CONTROL SCHEMATIC
PNEUMATICS B 757
3610
3610 REVERSE FLOW CONTROL
10TH STAGE CHECK VALVE
PURPOSE
The 10th stage check valve is designed to prevent reverse flow into the tenth
stage of the engine (e.g. when HSPRSOV is open)
LOCATION
The valve is mounted in-line with the 10th stage ducting on the right side of the
engine at approximately the three oclock position.
Opening the right Fan thrust reverser cowl will allow access to the valve.
The valves 5.5 inch inlet flange is located at the bottom. The outer housing
assembly has a pressure sensing port for the HS Controller and a flow direction
arrow. On the inside of the housing there are three support fins, attaching the
outer housing to the center housing.
The center housing supports the poppet assembly as it moves open and closed.
The outlet flange is 7.5 inches in diameter and mates with the ducting going to the
Precooler.
OPERATION
As air enters the valve from the normal flow direction, (10th stage - higher power
settings) the check valve is pushed open by the combination of velocity pressure
and the differential pressure across the poppet (0.5 psid).
As air starts to flow in the reverse flow direction (14th stage take-over - lowerpower
settings), (0.2 psid) it passes through the holes in the center housing and impacts
on the concave section of the poppet assembly causing the valve to close, check-
ing the reverse flow of air.

With no airflow, or the system not pressurized (static engine), gravity will close the
downward facing poppet assembly of the vertically mounted check valve.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 14 10th STAGE CHECK VALVE
PNEUMATICS B 757
3610
REVERSE FLOW CONTROLLER
PURPOSE
The Reverse flow controller is used to electrically command the PRSOV Con-
troller and Hi-Stage Controller to OFF, when the downstream pressure is
greater than the upstream pressure (setpoint > 0.37 psid).
LOCATION / ACCESS
The Reverse flow control switch is mounted on the strut fire wall, just aft of the
Precooler and is accessible by opening the left Engine Core cowling.
The Controller consists of a pneumatic servo and a normally closed micro-
switch, both of which are encased in an aluminum housing.
The housing has one electrical connector and three pneumatic connectors.
Two connections are for differential pressure sensing and the third for cooling
air to the microswitch.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 15 REVERSE FLOW CONTROLLER
PNEUMATICS B 757
3610
REVERSE FLOW CONTROL DESCRIPTION
OPERATION
Differential pressure across the PRSOV is monitored by chamber A and B
of the Reverse Flow Controller.
Chamber A is connected to upstream pressure at the bleed air inlet of the
Precooler and chamber B is connected to downstream pressure immediately
aft of the PRSOV.
There are two springs, two equal area diaphragms, a lever arm and a micro-
switch incorporated in the Reverse Flow Controller.
The spring in chamber A has a greater compressive force than the spring in
chamber B and with normal pressures in the pneumatic system, forces the
diaphragms and lever arm to a position that will keep the microswitch closed.
The diaphragms will move against chamber A pressure and spring, when
downstream pressure exceeds upstream pressure by not more than 0.37 psig.
This will cause the chamber B spring to reposition the lever arm, which will
activate the microswitch to the open position.
The microswitch is connected to the Bleed Air Control circuitry and causes
(when open) the PRSOV and HSPRSOV to close, preventing any possible
back flow into the Engine.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 16 REVERSE FLOW CONTROL SCHEMATIC
PNEUMATICS B 757
3610
3610 PRESSURE CONTROL
PRSOV CONTROLLER AIR SUPPLY OVERTEMPERATURE LIMITING SENSOR
PURPOSE PURPOSE
The Pressure regulating and shutoff valve (PRSOV) Controller provides remote The Air supply overtemperature limiting sensor, in conjunction with the Pressure
pressure regulating and shutoff control for the PRSOV. Regulating and Shutoff Valve (PRSOV), is used to limit the temperature of Engine
The Controller sends pneumatic signals to the PRSOV, to regulate a nominal bleed air (450F / 232C) entering the Pneumatic distribution system, in the event
Engine bleed air pressure of 45 +/-5 psig. of an overtemperature condition (Backup temperature control).
LOCATION / ACCESS LOCATION / ACCESS
The PRSOV Controller is mounted in the Engine strut and is accessible The Sensor is located above the Engine strut firewall, behind the strut pressure
through either the left or right side pressure relief doors. relief doors on the aft side of the duct.
The tubing from the sensor tees into the servo line between PRSOV and PRSOV
PHYSICAL DESCRIPTION / FEATURES Controller.
The PRSOV Controller (pilot) consists of a reference pressure regulator as-
sembly, latching solenoid assembly (Auto/Off) and a relief valve assembly. PHYSICAL DESCRIPTION / FEATURES
The overtemperature limiting sensor consists of a temperature sensor and a
MAINTENANCE PRACTICES valve body assembly, which houses a ball valve.
The latching solenoid assembly has a ON/OFF Manual Solenoid Override fea- Temperature Sensor
ture, which will allow selecting the pressure control portion of the Engine air
The temperature sensor consists of a hermetically sealed fluid, surrounding a
supply system to on or off at the PRSOV Controller.
bellows assembly and an output rod.
Valve Body / Ball assembly
The ball valve consists of a seat, ball, spring and housing. The ball valve as-
sembly is actuated by the output rod of the temperature sensor.
The valve body assembly has a nameplate mounted above the control pres-
sure connection, to identify the air supply overtemperature limiting sensor.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 17 PRSOV CTL & OVERTEMP. LIMIT. SENSOR
PNEUMATICS B 757
3610
PRESS. REGULATING & SHUTOFF VAL. (PRSOV)
PURPOSE Manual Override Valve
The PRSOV regulates or shuts off the flow of engine bleed air in response to the The manual override valve is mounted on the bottom of the flow body.
pneumatic signal from a remote Controller. It consists of: a manual override valve, cam, cam follower, lock arm and posi-
The position of the Valve may also be affected by the Overtemperature limiting tion indicator.
sensor. The position indicator is attached to the valve plate shaft, so that as the valve
In addition, the Valve is provided with an internal pressure control section, that lim- plate moves, the indicator shall also move.
its maximum output to 60 psig. Mounted directly above the position indicator is the cam.
LOCATION / ACCESS The cam is mounted on the end of the valve plate shaft, but is not splined to it;
the shaft moves without affecting the position of the cam.
The Valve is positioned between the Engine and the strut, approximately in-line
with the leading edge of the wing. The manual override valve is a ball and double seat type, and is linked to the
cam by the cam follower.
The actuator section faces to the left and the position indicator and manual over-
ride valve assembly face right. Electrical position switches
Opening the Engines Core cowling will provide access to the PRSOV. There are two position switches mounted on top of the valve, (between the ac-
tuator assemblies) for valve CLOSED - and valve TRANSIT indication.
PHYSICAL DESCRIPTION / FEATURES NOTE:
The PRSOV - identical and interchangeable with the HSPRSOV -is a pneumati- PRSOV: Only the CLOSED limit switch is connected to the airplane circuitry.
cally operated, spring-loaded closed valve and weighs 17 pounds.
HSPRSOV: Non of the switches are connected to the airplane circuitry and the
It consists of: a 5 inch flow body, dual piston actuator, manual override, visual cannon plug has to be stowed and secured.
position indicator and two electrical position switches (closed limit & transit)
Flow Body assembly
The Flow body assembly consists of a valve plate and shaft assembly. MAINTENANCE PRACTICES
The valve plate is secured to the shaft, so that any rotation of the shaft results Using the manual override valve will:
in a corresponding movement of the valve plate. Lock the valve in the closed position
With the valve plate in the closed position a piston type ring, retained by a clip Block off the inlet pressure
to the valve plate assembly, provides a seal between the valve plate and flow Vent the supply pressure
body assembly.
This can be accomplished by rotating the cam until the lock arm engages the
Actuator notch on the cam.
The Actuator consists of two piston assemblies and an actuator linkage. To return the valve to normal operation , rotate the cam to take tension of the
The linkage is secured to the valve plate shaft and to both of the piston assem- lock arm, then manual disengage the lock arm and rotate cam back to the posi-
blies. tion shown, with the cam follower lever in its detent position.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 18 PRSOV (and HS PRSOV)
PNEUMATICS B 757
3610
PRESSURE CONTROL DESCRIPTION
GENERAL Relief Valve
Pressure control of the Engine air supply system is primarily accomplished by A relief valve assembly (setpoint 35 psig) is located adjacent to the control pres-
the PRSOV, PRSOV Controller and the Overtemperature Limiting Sensor. sure connection and unseats to relieve excessive reference regulator output pres-
PRSOV and its Controller work together to control a pressure of 45 +/- 5 psig. sure. It also provides backup control pressure regulation, should the reference
regulator fail.
The Overtemperature Limiting Sensor may modifies the PRSOV control pres-
sure, when the bleed air temperature reaches approximately 450F (232C). The control pressure is now supplied through tubing and a T-fitting to chamber A
of the PRSOV.
Note: The PRSOV is throttled towards closed, in favour of the pressure.
OPERATION Valve actuation
Inlet pressure is provided at the upstream side of the PRSOV valve plate and is When chamber A pressure overcomes the spring force (approx. 10 psig), the
routed through the manual override assembly. This manual override valve as- valve plate begins to open, allowing airflow to pass downstream.
sembly provides a means for venting the supply pressure to ambient, shutting
The downstream sensing probe routes pressure to chamber B of the actuator.
off inlet pressure and to back drive the valve plate closed, if it had stuck to-
The valve plate continues to open, until chamber B pressure and spring force bal-
wards open. The manual override valve assembly may be locked in override
ance chamber A pressure.
position.
The valve plate will modulate to maintain the downstream pressure (45 psig), bal-
From the manual override valve assembly, the INLET pressure becomes SUPPLY
ancing out any changes in upstream pressure or downstream airflow demand.
pressure for the PRSOV and is routed through a filter cavity to the reference pres-
sure regulator assembly. Reduction in pressure from the PRSOV Controller, will cause chamber A pres-
sure to decrease and the valve plate will modulate towards closed position.
Note: The PRSOV limits itself to maximum of 60 psig.
Reference pressure regulator
Air passes through a metering valve, ambient vent and orifice A to chamber A
where the air exerts force against the regulator diaphragm assembly. When pres- Overtemperature Limiting
sure, and subsequent force, reaches the desired level, the spring force is over- The Bleed air Overtemperature Limiting Sensor is monitoring the temperature
come and the metering valve moves toward its seat, to maintain reference regula- downstream of the PRSOV.
tor output pressure at approximately 29.5 psig. As sensed temperature increases (>450F; >232C), the hermetically sealed fluid
This regulated pressure is routed through orifice B and latching solenoid assem- expands and acts upon the bellows assembly, to move the output rod and ball
bly to the relief valve assembly and the control pressure connection. valve in the opening direction. This action results in the formation of a second
orifice (venting to ambient) in series with the control orifice.
Latching Solenoid assembly With constant supply pressure applied to the control orifice, the result is a de-
The reference regulated output pressure can be shut off by momentarily energiz- crease in control pressure in respond to an increase in temperature.
ing the closing coil of the latching solenoid assembly. The latching solenoid as- Similarly, when sensed temperature decreases, fluid contraction permits output
sembly can also be controlled to move to either OPEN or CLOSED position by rod and ball valve to move to the closing direction. This reduces seat area and
means of an manual solenoid override rod. results in control pressure increasing as temperature decreases, therefore the ball
valve is modulated to provide a discrete control pressure for each sensed
temperature
PNEUMATICS B 757
3610
For Training Purposes Only Figure 19 PRESSURE CONTROL SCHEMATIC
PNEUMATICS B 757
3610
AIR SUPPLY OVERHEAT SWITCH
PURPOSE
The Air Supply Overheat switch provides automatic shutdown of the Engine Air
Supply system, when it senses an overheat condition (>490F / >254C).
It also, through airplane circuitry, activates an overheat indication in the flight
compartment (BLEED light and associated EICAS level B message)
LOCATION / ACCESS
The switch is mounted in the ducting of the Air Supply Distribution system, be-
tween the Engine strut and the wing.
Access to the switch is through a rectangular panel, on the upper left side of
the Engine strut, directly above the pressure relief door.
PHYSICAL DESCRIPTION / OPERATION
The switch is a normally open type, that activates when duct temperature
reaches 490F +/- 5F (254C +/- 2.7C) and will reset at approximately
450F (232C)
PNEUMATICS B 757
3610
For Training Purposes Only Figure 20 AIR SUPPLY OVERHEAT SWITCH
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
ECS ENG. BLEED CONFIG. CARDS (EBCC)
PURPOSE
The ECS Bleed Configuration Cards receive signals from the close limit
switches of the PRSOVs.
They also receives inputs from Air Conditioning system and the Ice & Rain system.
The cards condition the input signals and send them onto various user system,
such as:
Thrust Management Computer (TMC)
Flight Management Computer (FMC)
Electronic Engine Control (EEC)
LOCATION
The cards are located in the Electrical System Card File (P50) which is in the
main equipment center.
The left EBBC is installed on the bottom shelf and the right EBBC is located on
the upper shelf (right of the left EBBC).
PHYSICAL DESCRIPTION
The left (and right) EBBC consists of an array of buffers, designed to receive
inputs from various systems and output these signals as a
HIGH (24 V DC) or LOW (no voltage), depending on the input signal and the
cards logic to the TMC, FMC and EEC.
The cards are Electro-Static Sensitive (ESD), so appropriate precautions need
to be taken.
BUILT-IN TEST (BITE)
A simple BITE system is controlled by push-buttons mounted on the end
of the card.
These push-buttons initiate false HIGH and LOW signals into the buffers.
If the buffer outputs agree with the test inputs, a green light, next to the push-
button, illuminates.
The test failed, if the light remains off.
PNEUMATICS B 757
DISTRIBUTION PW2000
3610
For Training Purposes Only Figure 21 ECS BLEED CONFIGURATION CARD (EBCC)
PNEUMATICS B 757
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ENGINE BLEED AIR ELECTR. CONTROL
GENERAL Automatic sequencing
The controlling circuitry for the left Engine Air Supply System provides auto- If any of the above condition (1. 3.) exists, the Hi-Stage and PRSOV Control-
matic control of the Hi-Stage Controller and PRSOV Controller for: lers are commanded OFF and will be commanded ON (auto), as soon as the
ON (auto) / OFF operation condition goes away.
Reverse Flow protection If Engine air supply overheat (condition 4.) caused the closure of the valves,
also indicated by the BLEED light and the EICAS level B message L ENG
Engine cowl TAI operation
BLEED VAL, the controlling circuitry latches to an OFF mode and may be
Engine starting reset after the overheat switch has cooled down and opened.
Engine fire Note: This is indicated by the BLEED light extinguished and
Hi-Stage overpressure EICAS message disappeared.
PRSOV closed The reset of the latched control circuitry is accomplished by cycling the
Engine Bleed switch to OFF ON.
ENGINE BLEED SWITCH OFF
With the L Engine Bleed Air switchlight in the OFF position (as shown), the circuitry
Hi-Stage Controller
is enabled to keep the High-Stage system off and the PRSOV closed.
The control circuitry provides inputs to the HS-Controller for the switcher
The closed limit switch of the PRSOV provides a ground for the OFF annunciator
solenoid A (Altitude >31.000 ft.) and Anti-ice solenoid C.
light and to EICAS, for the level C message L ENG BLEED OFF (provided the
L engine is running). Solenoid C is enabled by the left Engine Anti-ice switchlight (S1)
and the following:
ENGINE BLEED SWITCH ON Not starting left engine and
Placing the L Engine Bleed Air switchlight to the pushed in position (ON), the 17th Stage pressure is less than 141.5 (+/- 3.5) psig
flow bar in the switchlight is exposed and the controlling circuitry is enabled to
command the HS Controller and PRSOV Controller ON (auto) / OFF as re-
quired. Overpressure in the Engine Air Supply system (>135 +/-5 psig),
sensed by the HS-Controller, is indicated by a
The controllers will be commanded to ON (auto), when all the following
conditions have been met: HI STAGE light and the EICAS level C message L ENG HI STAGE
4. No Reverse flow into the engine air supply system from the pneumatic
distribution system - REVERSE FLOW CONTROLLER .
5. No left Engine fire - ENGINE FIRE SWITCH
6. Not starting the left Engine - ENGINE START RELAY SYSTEM
7. No air supply overheat (490F / 254C) and
Engine runs > 39% N2 - ENG. AIR SUPPLY OVHT SWITCH
PNEUMATICS B 757
3610
For Training Purposes Only Figure 22 ENGINE BLEED AIR ELECTRICAL SCHEMATIC
PNEUMATICS B 757
DISTRIBUTION
3610
3610 APU AIR SUPPLY SYSTEM
GENERAL
PURPOSE OPERATION
The Auxiliary Power Unit (APU) provides air through the APU Air Supply System. Control
The system prevents reverse flow into the APU and also provides a means for The position of the APU Shutoff Valve is controlled by a control circuitry, which
selecting or shutting off pneumatics from the APU. is enabled by the APU switchlight on the Air Supply Control Panel (P5).
The system consists of an: Various inputs from other systems are used by the control circuitry to determine
APU Shutoff Valve the correct position (open/closed) of the APU Shutoff Valve.
APU Check Valve These inputs come from the:
Control circuitry APU Controller (ECU)
Ducting APU or L Engine Fire switch
L or R Engine starting
LOCATION
L or R PRSOV position
The APU Shutoff Valve is near the APU (Firewall) and the ducting runs from the
Isolation Valve position.
Shutoff Valve forward to the APU Check Valve, which is in the right Air Conditioning
Compartment. Indication
The Control circuit components (relays) are mainly found in P36 and P37 Panels, The VALVE annuciator light in the control switch and, after a 6 seconds time
as well as in the E6 Rack. delay within EICAS, the level C message APU BLEED VAL indicates a dis-
agreement between the APU Shutoff Valve position and the control circuitry
position.
Reverse flow protection
The APU Check Valve will close automatically, should the Pneumatic Distribu-
tion System pressure become greater than that of the APU Air Suply system,
preventing back flow into the APU.
There is no indication wether the Check Valve is open or closed.
PNEUMATICS B 757
DISTRIBUTION
3610
AIR SUPPLY CONTROL PANEL (P5)
APU BLEED VAL

UPPER EICAS DU (P2)
Figure 23 APU AIR SUPPLY BASIC SCHEMATIC
PNEUMATICS B 757
DISTRIBUTION
3610
APU AIR SUPPLY VALVES & DUCTING
PURPOSE APU Air Supply Ducting
The APU Shutoff Valve provides a means for selecting the APU load compres- A gold coated 5 inch titanium duct is used between the APU Shutoff Valve and
sor as the source of air for variuos pneumatic users. a flexible boot around the ducting, as it passes through the pressure bulkhead.
The APU Air Supply ducting connects the APU Shutoff Valve to the APU Check Forward of that point, the ducting is bare all the way to the APU Check Valve,
Valve and Pneumatic Distribution System. except where the duct passes through the right wheel well and the aft section
The APU Check Valve prevents reverse flow from the distribution system into of the right Air Conditioning Bay, it is gold coated.
the APU. Insulation blankets are installed around the bare ducts in the aft cargo compart-
ment, to protect the surrounding area from excesive heat.
LOCATION
The APU Shutoff Valve is located immediately forward of th APU firewall in the APU Check Valve
Stabilizer Jack Screw compartment. This 5 inch in diameter check valve is a dual flapper type.
The ducting runs along the left side of the airplane, until it reaches the forward It consists of two semicircular flappers, hinged about a single pin which runs
end of the aft cargo compartment. through the center of the valve.
The ducting connects to the APU Check Valve at the inboard forward corner of The flappers are held close by helical torsion springs.
the right Air Conditioning Compartment.
PHYSICAL DESCRIPTION To lock the APU Shutoff Valve open or close (normal deactivation), the appro-
APU Shutoff Valve biated circuit breaker (P11) must be opened and collared.
Remove and stow the electrical connector and pull the manual override knob,
The VAlve is an electric motor actuated shutoff valve, consisting of an actuator
this action will disengage the motor from the valve plate shaft. Move the knob
assembly and a 5 inch in diameter valve body. The actuator assembly consists
to the open or close position.
of an 115 V AC, 400Hz, single phase motor, limit switches and a manual over-
With the knob still pulled, rotate it 90 degrees to allow the crosspin to engage
ride assembly.
the lock.
The manual override has a knob and a crosspin, that can be used to: discon-
This action will keep the motor disengaged from the valve plateshaft assembly
nect the actuator from the valve disk, reposition the valve disk, and lock the
and locks the valve in position. To restore: pull knob, rotate to disengage cross
valve disk fully open or closed.
pin, connect electrical connector and reset circuit breaker.
The valve body is cast aluminum, with approbiate bosses for bearings, which
supports the steel shaft and valve disk. A flange for connecting to a 5 inch
ducting is located on both ends of the valve body.
PNEUMATICS B 757
DISTRIBUTION
3610
For Training Purposes Only Figure 24 APU AIR SUPPLY VALVES & DUCTING
PNEUMATICS B 757
DISTRIBUTION
3610
APU SHUTOFF VALVE CONTROL SIMPLIFIED
VALVE OPEN CONTROL
To open the APU Air Supply Valve, several conditions must be met.
The APU start switch must be selected in the ON position, wjhich will cause
the START/ON relay to energize.
The APU must be operating above 95% (on speed).
The left ENGINE FIRE switch and the APU FIRE switch must be in the nor-
mal position.
The APU Air Supply switch must be selected ON and the APU AIR SUPPLY
OVERRIDE RELAY must not be energized.
This override relay will not energize if ONE of the following stes of
conditions are satisfied.
1. Airplane on the ground and starting either Engine.
2. Both, the Isolation Valve and the left PRSOV are closed.
3. Both left and right PRSOVs are closed.
VALVE CLOSE CONTROL
Closing the APU Air Supply Valve can be done by different ways. Usually the Valve
is automatically commanded closed , because system operation interfers with the
Valve open control logic (Override relay is energized).
The Valve will also close, when the APU is switched off, the APU Air Supply switch
is manually placed to the OFF position or the APU or L Engine fire switch is acti-
vated.
VALVE INDICATION
The VALVE light will illuminate, whenever the valve is not in commanded
position. (This does not neccessarily mean the position of the switchlight)
The EICAS level C message APU BLEED VAL is displayed if the
disagreement exsists for more than 6 seconds.
PNEUMATICS B 757
DISTRIBUTION
3610
For Training Purposes Only Figure 25 APU SHUTOFF VALVE LOGIC
PNEUMATICS B 757
DISTRIBUTION
3610
APU SHUTOFF VALVE CONTROL DESCRIPTION
POWER 3. the airplane is in the air (relay K10201 not energized), the Isolation
115 V AC power from the right AC Bus is supplied for valve control. valve is open (K21 not energized) and right PRSOV is open (relay K10453
28 V DC power from the right DC Bus is for relay control . deenergized).
The Master Dim & Test circuits provides power 28 V DC for the 4. the airplane is in the air and left PRSOV is open (relay K10453 not
amber VALVE light energized).
Anytime the override relay is energized, the control relay (K23) will be relaxed
VALVE OPEN CONTROL
and 115 V AC will be applied (pins A2 & A3) to the APU Shutoff Valve (V47),
Activation of the APU switchlight (S2) to open, routes power from tehe 28 V DC to drive it closed.
right Bus (C1333) trough the APU switchlight (S2), the APU fire switch (S39),
L Engine fire switch (S37), the override relay (K10280), the control relay (K23), VALVE INDICATION
the APU start relay (10030) to a ground in the auxiliary power control unit , The VALVE light will illuminate in the APU valve switchlight (S2),
if N > 95% signal is available (APU on speed). This energizes the control if a disagreement exists between commanded and actual valve position.
relay (K23) routing 115 V AC power (C1336) through the control relay from pin 28 V DC poer is provided from the Master Dim & Test circuit and routed to the
A1 to the the open windings of the APU Air Supply Valve (V47), allowing the control relay (K23) into pin B2.
valve to open. The open limit switch cuts power, when the valve reaches the If the valve is commanded open, the power will be routed through pin B1 to the
full open position. open position relay coil (K25).
If the valve is open, power from the 28 V DC right Bus (C1333) will be provided
VALVE CLOSE CONTROL
through the open position relay coil (K25) to pin 4 of the APU Air Supply Valve
The control relay will deenergize, if either the APU fire switch (S39) is acti- (V47) with ground out of pin 5.
vated, L Engine fire switch (S37) is activated, the override relay (K10280) is
energized, the APU switchlight (S2) is selected to the off position or the the If the valve is closed, the open position relay (K25) is deenergized and a
APU is shutdown. This routes 115 V AC power through the control relay (K23) ground is provided out of pin 3, to illuminate the VALVE light.
from pins A3 to the close winding of the APU Air Supply Valve (V47) allowing This also provides a ground to pin F1 of the EICAS computers (M10181/2) to
the valve to close. The close limit switch will cut power when the valve reaches display the message APU BLEED VAL as alevel C.
the full close position.
If the valve is commanded closed (deenergizing the control relay), but is open
OVERRIDE RELAY CONTROL
(deenergizing the closed position relay K24), the VALVE light adnd EICAS
The override relay (K10280) has power applied to it from the right 28 V DC Bus message will iluminate in the same manner.
(C1333) and will energize if one of four sets of conditions are satisfied.
These conditions are as follows: If the valve is open, the open position relay (K25) will be energized. 28 V DC
1. both engine start relays (K10281 & K10282) are not energized, the Air power will be supplied out od pin 8 to the APU controller (pin D3 on M206).
Supply Isolation Valve is open (relay K21 deenergized) and the right This signals the APU controller to provide pneumatics for ECS purposes or
PRSOV is open (relay K10454 deenergized). engine starting. (Bleed mode: Duct pressurization )
2. again both engine start relays are not energized and the left PRSOV is
open (relay K10453 deenergized).
PNEUMATICS B 757
DISTRIBUTION
3610
For Training Purposes Only Figure 26 APU SHUTOFF VALVE OPERATION SCHEMATIC
PNEUMATICS B 757
DISTRIBUTION
3610
3610 DISTRIBUTION SYSTEM
DISTRIBUTION GENERAL
PURPOSE OPERATION
The Pneumatic Distribution System connects The Pneumatic Distribution System provides the means for controlling the
air supply sources: Isolation Valve, that normally seperates the Engine Air Supply Systems from
Engines , APU and Ground Connectors each other, allowing left supply air to the left user systems and right air to the
right user systems.
to the user systems:
One exception is the Hydraulic Reservoir pressurization system, which re-
L(R) Engine Starter, Engine Nose cowl TAI, Wing TAI, A/C Packs cieves air from both sides of the distribution system.
Potable Water TAnk and Hydraulic Reservoir pressurization
TAT Probe aspiration and Rain Repellant Nozzles (if installed) A switchlight on the Air Supply Control Panel (P5) is used to command the
Isolation Valve open or closed.
COMPONENT LOCATION
The VALVE annunciator light (in the switchlight) is indicating that a
The Pneumatic Distribution System extends from one Engine strut through the for- disagreement exsists between the switch and the Valve (e.g. during transit).
ward part of the Air Conditioning Compartments, (Cross body section) to the other With a disagreement lasting longer than 6 seconds, an EICAS level C
Engine strut. message BLEED ISLN VAL will be displayed.
Connected to the Ducting are the left and right Engine and APU Air Supply Sys-
tems, as well as the two (PW 2000) or three (RB211) Ground Air connections. INDICATION
Duct pressure and temperature in each left and right parts of the Pneumatic
SUBSYSTEM FEATURES
Disrtribution System is monitored, with both being indicated, on the ECS/MSG
The ducting is made of high strength, light weight titanium. Maintenance page of the EICAS System as:
The majority of the continuous user systems, such as
DUCT PRESS and PRECOOL OUT.
Air Conditioning Packs, Hydraulic Reservoirs, Water tank, TAT Probe aspiration
air and Rain Repellant Nozzles (if installed), tap air in the Engine Strut/Wing In addition, the duct pressure is also indicated on a dual needle gage, located
areas. on the Air Supply Control Panel (P5).
System pressure and temperature is monitored for both left and right sections
of the system.
PNEUMATICS B 757
DISTRIBUTION
3610
AIR SUPPL CONTROL PANEL (P5)
L ENG LEED VAL
L ENG HI STAGE
L ENG BLEED OFF
BLEED ISLN VAL
APU BLEED VAL
ECS/MSG
DUCT PRESS 48 37
PRECOOL OUT 193 196
(RB211 only)
(RB211 only)
(RB211 only)
Figure 27 AIR SUPPLY DISTRIBUTION SCHEMATIC
PNEUMATICS B 757
3610
AIR SUPPLY DUCTING
PURPOSE
The ducting provides a means for routing air from various sources to the user
systems.
LOCATION
The ducting runs from each Engine strut along the front spar (between spar
and Leading Edge Slat) through the forward section of the wing to body fairing
into the forward section of the left and right Air Conditioning Packs.
PHSYSICAL DESCRIPTION
The 5 inch in diameter ducting throughout the Distribution system is of high
strength, light weight titanium.
The ducting may be bare or, in areas that requires protection against corrosion,
caused by high temperatures and hydraulic fluids, may have a gold coating.
Note: The gold coating is used to protect the titanium ducting from
enbrittlement, caused by hydraulic fluid and high temperatures
(approx. 270 F / 132 C or higher)
In the cross body sections there are various connections for the
supplying systems and the user systems.
In the Maintenance Manual, detailed inspection and cleaning procedures for
BARE and GOLD COATED titanium ducts can be found.
PNEUMATICS B 757
3610
For Training Purposes Only Figure 28 AIR SUPPLY DUCTING
PNEUMATICS B 757
DISTRIBUTION
3610
GROUND AIR SUPPLY SYSTEM
PURPOSE
The Ground Air Supply System provides a way to connect an external air
source to the Pneumatic Distribution System.
The system also automatically prevents back flow from the distribution system
to ambient, when the external air source is not connected.
Pratt & Whitney (PW 2000) powered airplanes
have two standard size connectors.
Rolls Royce (RB 211) powered airplanes
have three standard seize connectors.
LOCATION / ACESS
The connectors are located forward of the Main Gear Wheel Wells in the left
and right Air Conditioning Bays,approximately 6.5 feet above the ground.
They are normally accessed through small hinged panels with quick releases.
These panels are mounted in the forward section of the Air Conditioning
Compartment access doors.
PHYSICAL DESRIPTION / FEATURES
The three inch (7.6 cm) diameter connectors (Delaval M9131 or
Kaiser/Roylyn 46635) have a spring loaded closed flapper type check valve,
which consists of two semicircular flappers hinged about a pin installed be-
tween the connector and the distribution sytem ducting.
The air required for engine start will vary with altitude and ambient temperature.
The maximum allowed fis 60 psig for the Pneumatic Distribution System.
The amont of air required for Air Conditioning Pack operation will also vary,
depending on ambient conditions (altitude and temperature),
heating/cooling requirements, airplane interior temperature and whether one or
both Packs are operated.
Insure that all the nut and bolt assemblies, that are used to retain the connec-
tors, are lockwired to the support flange of the connector.
Failure to lockwire may allow the conector to become loose or to come off com-
pletely.
PNEUMATICS B 757
DISTRIBUTION
3610
For Training Purposes Only Figure 29 GROUND AIR SUPPLY CONNECTORS
PNEUMATICS B 757
DISTRIBUTION
3610
ISOLATION VALVE
PURPOSE
The Valve is used to connect when open, or isolate when closed the two halves
of the Pneumatic Distribution System.
LOCATION
The Isolation Valve is mounted in the distribution ducting, in the right forward
outboard corner of the right Air Conditioning Compartment.
The Valve assembly consists of an actuator and a Valve body.
The 5 inch in diameter valve body assembly consists of a valve disk, supported
by a single shaft, which is positioned by the actuator assembly.
The actuator consists of a 115 V AC motor, limit switches and a valve disk
manual override/position indicator assembly.
The connection between the actuator and valve disk shaft is through a manual
override assembly.
This assembly may be used to disengage the motor from the valve disk shaft,
allowing repositioning of the valve disk to any position, or to lock the valve disk
open or closed.
PNEUMATICS B 757
DISTRIBUTION
3610
For Training Purposes Only Figure 30 AIR SUPPLY ISOLATION VALVE
PNEUMATICS B 757
DISTRIBUTION
3610
ISOLATION VALVE CONTROL DESCRIPTION
POWER
The 115 V AC power from the Standby AC Bus is for Valve operation.
The 28 V DC power from the Standby DC Bus is for the switchlights
and control relays.
The Master Dim & Test circuits provides power for the VALVE light
CONTROL
An alternate action switchlight, located on the Air Supply Control Panel (P5),
is used to control the Isolation Valve.
The 115 V AC control power is provided to the valve through the switchlight,
to open or close the valve.
Limit switches control power when the valve reaches the full open or closed
position.
The 28 V DC power is provided through the open and closed relays to the
valve limit switches, for control of the VALVE light.
The amber VALVE light as well as the EICAS levelC message
BLEED ISLN VAL (after a 6 seconds time delay within EICAS)
illuminate to indicate that the valve is not in the selected position.
A mechanical shutter is selected (pushed open) and the white lights illuminate
the flowbar.
PNEUMATICS B 757
DISTRIBUTION
3610
For Training Purposes Only Figure 31 ISOLATION VALVE CONTROL SCHEMATIC
PNEUMATICS B 757
INDICATING SYSTEM
3620
3620 INDICATING SYSTEM
PRECOOLER OUTLET TEMPERATURE INDICATION
PURPOSE
The Precooler outlet temperature sensors, which are mounted in the wing por-
tion of the air supply distribution duct, monitor the temperature of the engine
bleed air after it has passed through the fan-air-cooled Precooler .
DESCRIPTION
The temperature sensors are resistance bulbs, whose resistance increases
with increasing temperatures.
The EICAS computers monitor the resistance values of the temperature sen-
sors and convert the values into electrical signals.
These signals are then used to develop the appropriate temperature values,
which are shown on the lower EICAS display unit, whenever the airplane is on
the ground and EICAS ECS/MSG page is selected.
PNEUMATICS B 757
INDICATING SYSTEM
3620
For Training Purposes Only Figure 32 PRECOOLER OUTLET TEMP. INDICATION
PNEUMATICS B 757
INDICATING SYSTEM PW 2000
3620
PRECOOLER TEMPERATURE BULB
Purpose
The Precooler Temperature Bulbs provide a signal to the EICAS computers for
PRECOOL OUT temperature indication on the ECS/MSG maintenance
page.
Location
Each bulb is mounted in a boss in the ducting of the Pneumatic Distribution
System where it joins the starter/nose cowl TAI duct and wing TAI ducting,
between the strut and the wing.
Access
With the slats full up removing a panel on the outboard side of the strut directly
below the wing leading edge, provides access
Physical Description
The bulbs are resistance type whose resistance increase with increasing tem-
perature.
The base screws into a boss and extends into the air stream of the pneumatic
system.
The bulb has one electrical connector to connect it to the appropriate EICAS
computer.
PNEUMATICS B 757
INDICATING SYSTEM PW 2000
3620
For Training Purposes Only Figure 33 PRECOOLER TEMPERATURE BULB
PNEUMATICS B 757
INDICATING SYSTEM
3620
DUCT PRESSURE INDICATION
General
Two pressure transducers provide signals to the dual duct pressure
indicator (P5 panel) and to EICAS.
The transducers sense available system pressure on either side of the
air supply isolation valve.
Both transducers are located just forward of the air supply body cross over
ducting.
Operation
Two duct pressure transducers provide a direct reading of the available air
pressure supplied by the air supply system.
28 volts DC power operates each pressure transducer.
The BLEED AIR DUCT PRESS indicator on P5 panel receives signals from
transducers on the left and right side of the isolation valve.
The output of the indicator displays individual pressure for the right
and left side from 080 psig.
EICAS receives signals from a transducer on the left and right side of the
isolation valve.
Pressing the EICAS MAINT ECS MSG pushbutton on the right side P61 panel
will display L and R DUCT PRESS on the EICAS lower display screen.
PNEUMATICS B 757
INDICATING SYSTEM
3620
For Training Purposes Only Figure 34 DUCT PRESSURE INDICATION
PNEUMATICS B 757
INDICATING SYSTEM
3620
DUCT PRESSURE TRANSMITTER
PURPOSE
There are two Duct Pressure Transmitters, that provide a variable signal to
either the Dual Duct Pressure Gauge (P5) or to the respective EICAS
computers, for duct pressure indication in the flight compartment.
LOCATION
The transmitters are mounted on support brackets forward of the pneumatic
cross body manifold, which runs through the forward section of the left and
right Air Conditioning Compartments.
The transmitters consists of a bellows and amplifier, enclosed in a housing with
an electrical connector and one end and a pneumatic connection on the other
end.
PNEUMATICS B 757
INDICATING SYSTEM
3620
RB211 ONLY
For Training Purposes Only Figure 35 DUCT PRESSURE TRANSMITTERS
PNEUMATICS B 757
INDICATING SYSTEM
3620
DUCT PRESSURE INDICATOR (P5)
PURPOSE
The Dual Air Supply Duct Pressure Gauge provides pressure indication on
either side of the Isolation Valve.
LOCATION
The Gauge is mounted to the Air Supply Control Panel, which is on the right
side of the overhead panel (P5)
The Gauge is electrically operated, with two independent needles for pressure
indication. Torque motors and amplifiers are incorporated in the gauge assem-
bly for positioning the L and R needle.
PNEUMATICS B 757
INDICATING SYSTEM
3620
For Training Purposes Only Figure 36 DUCT PRESSURE INDICATOR
PNEUMATICS B 757
INDICATING SYSTEM
3620
DUCT PRESSURE IND. SYSTEM DESCRIPTION
GENERAL
The right and left air supply duct transmitters are connected to short sensing
lines, to monitor air pressure on either side of the Isolation Valve.
Output signals from these transmitters are routed to the duct pressure indicator
and to the EICAS computers.
OPERATION SEQUENCE
The pressure transmitters are powered by 28 V DC from L and R DC Buses.
In the pressure transmitters, pressure variations cause a bellows to move the
wiper arm of a potentionmeter.
The resultant voltage from the potentiometer is amplified and then routed to an
EICAS computer, where it is processed for display on the lower EICAS DU.
The transmitter voltages are also routed to a dual air supply duct pressure indi-
cator (gauge), which is powered by 115 V AC from the L AC Bus.
The signal voltages vary from 0.4 to 4.2 volts DC ,
for a pressure range of 0 - 80 psi.
The signal from each pressure transmitter is processed by a buffer amplifier
and servo amplifier.
The servo amplifier powers a torque motor, which in turn rotates the left or right
indicating needle, as approbiate.
Whenever the input voltage changes, the torque motor will rotate the display
needle until the servo amplifiers input signal is nulled out by a voltage from the
rebalance potentiometer, which is equal in amplitude, but opposite in polarity.
PNEUMATICS B 757
INDICATING SYSTEM
3620
NOTE: PW2000 SHOWN

Figure 37 DUCT PRESSURE INDICATION SCHEMATIC
TABLE OF CONTENTS
ATA 36 PNEUMATICS . . . . . . . . . . . . . . . . . . . . . . . . 1 ECS ENG. BLEED CONFIG. CARDS (EBCC) . . . . . . . . . . . . . . . . . . 42
ENGINE BLEED AIR ELECTR. CONTROL . . . . . . . . . . . . . . . . . . . . . . 44
3600 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 3610 APU AIR SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 46
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
AIR SUPPLY DISTRIBUTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 4 APU AIR SUPPLY VALVES & DUCTING . . . . . . . . . . . . . . . . . . . . . . . . 48
ENGINE AIR SUPPLY SYSTEM (PW 2000) . . . . . . . . . . . . . . . . . . . . . 6 APU SHUTOFF VALVE CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . 50
COMPONENT LOCATIONS (RIGHT SIDE) . . . . . . . . . . . . . . . . . . . . . . . . 8 APU SHUTOFF VALVE CONTROL DESCRIPTION . . . . . . . . . . . . . . . 52
............................................................. 8 3610 DISTRIBUTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
COMPONENT LOCATIONS (LEFT SIDE) . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DISTRIBUTION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ATA 36 PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 AIR SUPPLY DUCTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
PNEUMATIC CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 GROUND AIR SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ISOLATION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
3610 ENGINE BLEED AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 14
ISOLATION VALVE CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . 62
ENGINE AIR SUPPLY - BASIC DESCRIPTION . . . . . . . . . . . . . . . . . . 14
3620 INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
3610 BLEED SOURCE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 16
PRECOOLER OUTLET TEMPERATURE INDICATION . . . . . . . . . . . . 64
HIGH STAGE CONTROLLER (HS CONTROLLER) . . . . . . . . . . . . . . . 16
PRECOOLER TEMPERATURE BULB . . . . . . . . . . . . . . . . . . . . . . . . . . 66
HIGH STAGE PRSOV (HSPRSOV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DUCT PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
BAROMETRIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DUCT PRESSURE TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
BLEED SOURCE CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 20
DUCT PRESSURE INDICATOR (P5) . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
3610 TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 22 DUCT PRESSURE IND. SYSTEM DESCRIPTION . . . . . . . . . . . . . . . 74
PRECOOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FAN AIR TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FAN AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
TEMPERATURE CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 26
3610 REVERSE FLOW CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . 28
10TH STAGE CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
REVERSE FLOW CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
REVERSE FLOW CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . 32
3610 PRESSURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
PRSOV CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
AIR SUPPLY OVERTEMPERATURE LIMITING SENSOR . . . . . . . . . 34
PRESS. REGULATING & SHUTOFF VAL. (PRSOV) . . . . . . . . . . . . . 36
PRESSURE CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 38
AIR SUPPLY OVERHEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Page i
TABLE OF FIGURES
Figure 1 PNEUMATIC SYSTEM - GENERAL . . . . . . . . . . . . . . . . . Page: 3 Figure 36 DUCT PRESSURE INDICATOR . . . . . . . . . . . . . . . . . . . Page: 73
Figure 2 PNEUMATIC SYSTEM DISTRIBUTION (PW / RR) . . . . Page: 5 Figure 37 DUCT PRESSURE INDICATION SCHEMATIC . . . . . . . Page: 75
Figure 3 ENGINE AIR SUPPLY SYSTEM (PW 2000) . . . . . . . . . . Page: 7
Figure 4 COMPONENT LOCATIONS (RIGHT SIDE) . . . . . . . . . . Page: 9
Figure 5 COMPONENT LOCATIONS (LEFT SIDE) . . . . . . . . . . . . Page: 11
Figure 6 PNEUMATIC CONTROL PANEL (P5) . . . . . . . . . . . . . . . . Page: 13
Figure 7 ENGINE AIR SUPPLY SYSTEM - BASIC SCHEMATIC Page: 15
Figure 8 HI-STAGE CONTROLLER & HSPRSOV . . . . . . . . . . . . . Page: 17
Figure 9 BAROMETRIC SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . Page: 19
Figure 10 ENGINE BLEED SOURCE CONTROL SCHEMATIC . Page: 21
Figure 11 PRECOOLER & FAN AIR TEMPERATURE SENSOR . Page: 23
Figure 12 FAN AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 25
Figure 13 TEMPERATURE CONTROL SCHEMATIC . . . . . . . . . . Page: 27
Figure 14 10th STAGE CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . Page: 29
Figure 15 REVERSE FLOW CONTROLLER . . . . . . . . . . . . . . . . . . Page: 31
Figure 16 REVERSE FLOW CONTROL SCHEMATIC . . . . . . . . . Page: 33
Figure 17 PRSOV CTL & OVERTEMP. LIMIT. SENSOR . . . . . . . Page: 35
Figure 18 PRSOV (and HS PRSOV) . . . . . . . . . . . . . . . . . . . . . . . . . Page: 37
Figure 19 PRESSURE CONTROL SCHEMATIC . . . . . . . . . . . . . . Page: 39
Figure 20 AIR SUPPLY OVERHEAT SWITCH . . . . . . . . . . . . . . . . Page: 41
Figure 21 ECS BLEED CONFIGURATION CARD (EBCC) . . . . . . Page: 43
Figure 22 ENGINE BLEED AIR ELECTRICAL SCHEMATIC . . . . Page: 45
Figure 23 APU AIR SUPPLY BASIC SCHEMATIC . . . . . . . . . . . . . Page: 47
Figure 24 APU AIR SUPPLY VALVES & DUCTING . . . . . . . . . . . . Page: 49
Figure 25 APU SHUTOFF VALVE LOGIC . . . . . . . . . . . . . . . . . . . . Page: 51
Figure 26 APU SHUTOFF VALVE OPERATION SCHEMATIC . . . Page: 53
Figure 27 AIR SUPPLY DISTRIBUTION SCHEMATIC . . . . . . . . . Page: 55
Figure 28 AIR SUPPLY DUCTING . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 57
Figure 29 GROUND AIR SUPPLY CONNECTORS . . . . . . . . . . . . Page: 59
Figure 30 AIR SUPPLY ISOLATION VALVE . . . . . . . . . . . . . . . . . . Page: 61
Figure 31 ISOLATION VALVE CONTROL SCHEMATIC . . . . . . . . Page: 63
Figure 32 PRECOOLER OUTLET TEMP. INDICATION . . . . . . . . Page: 65
Figure 33 PRECOOLER TEMPERATURE BULB . . . . . . . . . . . . . . Page: 67
Figure 34 DUCT PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . Page: 69
Figure 35 DUCT PRESSURE TRANSMITTERS . . . . . . . . . . . . . . . Page: 71
Page ii
Training Manual
B 757
ATA 30
ICE AND RAIN PRO-
TECTION (PW 2000)
3010,3020,3034
LEVEL 3
Lufthansa Issue: JULY 2003
Book No: B757200 (PW2000) VS B767 L&B L3 Lufthansa Base Lufthansa 1995
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
ICE AND RAIN PROTECTION B 757

30
ATA 30 ICE AND RAIN PROTECTION
3011 WING TAI SYSTEM
3021 ENGINE TAI SYSTEM
3034 ENGINE PROBE HEAT
FRA US/T4 SCV JULY 2003 Page: 1

GENRAL
3000
3000 GENERAL
INTRODUCTION
General Engine Inlet Thermal AntiIcing (Engine TAI)
The antiicing system ensures operation and control of airplane systems under (AIRPLANES WITH RB211535E4 SERIES ENGINES)
ice conditions. The antiicing system is made up of five subsystems: The engine inlet thermal antiicing system uses engine bleed air to prevent ice
Wing thermal antiicing (TAI) (3011) formation on the engine inlet cowls. Engine P1 probes are electrically heated.
Engine inlet thermal antiicing (3021) System components include
Probe antiicing, (3030) engine inlet thermal antiice (TAI) valves,
Flight compartment window antiicing, (3040) engine inlet TAI pressure switches,
Water and drain line heaters. (3070) engine inlet cowl ducts,
engine P1 probes (3034),
and wing and engine antiice control panel.
Wing Thermal AntiIcing (Wing TAI)
The wing thermal antiicing system uses engine bleed air to prevent ice forma-
tion on the leading edge slats. (AIRPLANES WITH PW2000 SERIES ENGINES)
System components include The engine inlet thermal antiicing system uses engine bleed air to prevent ice
formation on the engine inlet cowls.
thermal antiice (TAI) valves,
System components include
telescoping ducts,
engine inlet thermal antiice (TAI) valves,
flexible couplings,
engine inlet cowl ducts,
spray tubes, wing
engine PT2/TT2 probes (3034),
and engine antiice control panel, and test panel.
and wing and engine antiice control panel.

GENRAL
3000
PT2/
TT2
PW 2000 ENGINE
F
W
D
A
P1
RB 211 ENGINE
For Training Purposes Only Figure 38 ANTI-ICE SYSTEMS INTRODUCTION

PANEL DESCRIPTION
3000
ANTI-ICE CONTROL PANEL
(1) WING ANTIICE SWITCH (alternate action)
ON inflight; L & R wing antiice valves signaled open
OFF L & R wing antiice valves signaled closed
(2) WING ANTIICE VALVE LIGHT (amber)
ILLUMINATED associated valve disagrees with commanded position
(3) ENGINE ANTIICE SWITCH (alternate action)
ON Nose cowl antiice valve is signaled open
Note: When engine start selector is in AUTO selected igniter(s)
operate continuously
OFF Nose cowl antiice valve is signaled closed
(4) NOSE COWL ANTIICE VALVE LIGHT (amber)
ILLUMINATED associated valve disagrees with commanded position
(5) TEST SWITCH (alternate action)
WING ANTI ICE tests operation of wing antiice valves
WINDOW / PROBE HEAT tests window and probe heat systems

PANEL DESCRIPTION
3000
(1) (3)
(5)
STANDARD
(2) (4)
For Training Purposes Only Figure 39 ANTI-ICE CONTROL PANELS

WING ANTI-ICE
3011
3011 WING ANTI-ICE
BASIC SYSTEM LAYOUT
General EBCC Interface
Engine bleed air provides inflight thermal antiicing to three outboard Engine bleed control cards (EBCCs) monitor TAI valve position.
slats on each wing. System components include: The EBCCs have outputs to the electronic engine control unit (EEC).
wing thermal antiice (TAI) valves, The EEC readjusts engine trim to meet changing bleed air requirements
telescoping ducts,
Ground Operation
spray tubes,
To place the system in operation,
wing and engine antiice control panel and a test panel.
provide electrical power to the right main DC bus (Ref 242200).
System electrical power comes from a DC bus, through a circuit breaker on
Pressurize pneumatic system (Ref 361100).
overhead circuit breaker panel P11.
Ensure that WING ANTIICE circuit breaker on overhead circuit
Functional Description breaker panel P11 is closed.
When in the air and the control switch on the Pilots overhead panel is selected To operate the system on the ground, use the
ON, a circuit is completed through the air / ground relay to the valve solenoids. WING ANTIICE WINDOW/PROBE HEAT switch on right side panel P61.
When the air / ground relay is in the ground position, the system can only be Holding the switch in the WING ANTIICE position will operate the system.
operated by the test switch.
The white 0N light indicates that the system is selected on.
The amber VALVE light illuminates for valve position disagreement as
provided through the valve closed/not closed switch.
The valve closed/not closed switch also activates the engine indicating and
crew alerting system computer which will display a level C advisory message
on the pilots instrument panel P2 cathode ray tube (CRT) after a 2.5 second
delay.
When selected ON, the system will display a VALVE light until the valve
opens. The amber VALVE light will then extinguish.

When the system is tested on the ground by placing the test switch on the P61
panel to the WING ANTIICE position the valve is opened. If the test switch is
held for more than 12 seconds, the time delay relay will break the circuit and
the valve will close.
The switch must be released to reset the test function circuit.
FRA US/T4 VSC JULY 2003 Page: 6

WING ANTI-ICE
3011
WING ANTIICE
OFF 28V
ON
ENGINE
DC
w L R WING
L R ANTIICE
ON w
ON ON
w w
WING VALVE VALVE VALVE VALVE
a a a a
ANTIICE TEST
ANTIICE CONTROL PANEL (P5)
WINDOW/ AIR
PROBE HEAT Wing Thermal Anti-Ice Valve
T/D 12 sec
TEST PANEL GRD
(P61)
Slat # 5 Slat # 6
Slat # 2, 3, 4
S S
IP IP
HP
HP
Slat # 1
Slat # 10
Valve Valve
L EBCC R EBCC
not closed not closed
EICAS
R WING ANTIICE (C)
L WING ANTIICE (C)
Figure 40 WING THERMAL ANTI-ICE BASIC SCHEMATIC
FRA US/T4 VSC JULY 2003 Page: 7

WING ANTI-ICE
3011
WING TAI COMPONENT DESCRIPTION
General Telescoping Duct
Engine bleed air provides inflight thermal antiicing to three outboard Each wing has a telescoping duct connecting the wing supply manifold
slats on each wing. System components include: to the leading edge distribution duct.
wing thermal antiice (TAI) valves, Bleed air can be fed to the leading edge slats regardless of slat position.
telescoping ducts,
Flexible Coupling
spray tubes,
Flexible couplings join the leading edge ducts where the slats are separated.
wing and engine antiice control panel, and a test panel. The couplings allow for alignment errors during slat movements.
System electrical power comes from a DC bus, through a circuit breaker on There are 2 couplings per wing, between the leading edge slats.
overhead circuit breaker panel P11.
Spray Tubes
Wing Thermal AntiIce (TAI) Valve
Ducting on three outboard slats on each wing have spray holes to direct bleed
The wing TAI valve controls the flow of engine bleed air into the leading edge air to the leading edge surfaces.
antiice ducts. One valve is located above the strut position in each wing.
The valve is set to keep duct air pressure between 2028 psi.
An indicator on the valve shows when it is CLOSED or NOT CLOSED.
The valve can be manually set to the full open or full closed position by rotating
a hex head bolt on the valve housing.
The valve can only be locked in the closed position.
Functional Description
Energizing the TAI valve solenoid opens an upstream air passage to
the actuator diaphragm. Upstream air pressure overcomes the forces
of the return spring and the closing diaphragm.
The actuator diaphragm opens the valve vane.
Deenergizing the TAI valve solenoid closes the upstream air passage
to the actuator diaphragm. The actuator diaphragm is vented to ambient air.
Upstream air pressure on the closing diaphragm and the return spring close the
valve vane. Upstream air pressure keeps the valve vane in closed position.
Downstream (regulated) pressure is sensed by the pilot pressure regulator.
If downstream pressure exceeds the adjustment setting of the pilot regulator, a
valve bleeds off actuator diaphragm pressure. The closing diaphragm and
return spring partially close the valve vane, lowering downstream pressure.

WING ANTI-ICE
3011
1
2
3
WTAI VALVE SCHEMATIC
Figure 41 WING TAI COMPONENTS

WING ANTI-ICE
3011
NOTES

WING ANTI-ICE
3011
1
2 3
Figure 42 WING TAI COMPONENTS PICTURES

WING ANTI-ICE
3011
WING TAI SYSTEM OPERATION
Functional Description Ground Test
The push on/push off WING ANTIICE switch on the M10397 panel An air/ground relay prevents system operation on the ground.
controls system operation in flight. A ground test can be performed with the WING ANTIICE WINDOW/PROBE
Pressing the WING ANTIICE switch energizes the TAI valve solenoids, HEAT switch on the M10398 test panel.
opening the TAI valves. Engine bleed air then flows to the leading edge ducts. The switch is a three position, spring loaded, center off switch.
Amber VALVE lights on the M10397 panel illuminate while the valve is in tran- Test indications depend on the position of the WING ANTIICE switch (on P5).
sit. After the valve has opened, the VALVE lights extinguishes.
With the WING ANTIICE switch off, holding the test switch in the
If the position of a wings TAI valve disagrees with its commanded WING ANTIICE position will open the TAI valves (provided pneumatic
position, that wings VALVE light illuminates. distribution system is pressurized).
EICAS computers monitor valve/switch disagreement. The VALVE lights will be illuminated as long as test switch is held up to a
If valve position disagrees with commanded position for more than 2.5 maximum of 12 seconds.
seconds, a wing antiice message is shown on EICAS display P2 A ground safety time delay relay automatically closes the valve after
A capped test port downstream of the TAI valve allows ontheground 12 seconds to prevent duct overheating.
checking of duct pressure. Retesting can only be performed by releasing and then holding the test switch.
EBCC Interface
Engine bleed control cards (EBCCs) monitor TAI valve position.
The EBCCs have outputs to the electronic engine control unit (EEC).
The EEC readjusts engine trim to meet changing bleed air requirements
(Refer to ATA 732100).

WING ANTI-ICE
3011
For Training Purposes Only Figure 43 WING TAI SYSTEM SCHEMATIC

ENGINE ANT-ICE PW2000
3020
3021 ENGINE ANTI-ICE
BASIC SYSTEM LAYOUT
General The amber VALVE light comes on whenever the valves position disagrees
The engine inlet cowls are antiiced by engine bleed air. with the ENGINE ANTIICE switch position, and if the disagreement lasts
longer than 2.5 seconds, an EICAS advisory message L (R) ENG ANTIICE
System components include:
will also be displayed.
L (R) Engine inlet thermal antiice (TAI) valve,
EICAS displays the green TAI cue above the selected engine N1 anytime the
Engine inlet TAI ducts, switch is on.
and a Wing and Engine antiice control panel.
Interface
System electrical power comes from the 28v dc battery bus,
through circuit breakers on the overhead circuit breaker panel, P11. The Engine TAI system interfaces with the;
The nacelle antiice valve is a pressure regulating and shutoff valve, EBCC: (EEC, TMC & FMC Bleed status calculation)
capable of regulating downstream air to 20 to 28 psi. Engine Ignition: (turns on Ignition, when AUTO selected)
The air is distributed to the nacelle inlet lip through a piccolo tube type Hi-Stage Controller: (changes closure shedule of Hight stage Valve)
distribution duct. The air is eventually vented overboard through slots
in the bottom of the inlet lip. Operation
When the nonlatching solenoid is energized, the upstream pneumatic air To place the system in operation:
is applied to the openingside of the actuator piston, overcoming the closing Provide electrical power to the 28v dc battery bus (Ref 242200).
spring force of the valve. Pressurize the pneumatic system (Ref 360000)
(while the engine operates).
Functional Desecription
Check that the ENG ANTIICE L and R circuit breakers on overhead cir-
Engine antiice is selected by pressing the L or R ENGINE ANTIICE
cuit breaker panel P113 are closed.
switch on the control panel.
To turn on the system, press the L or R ENGINE ANTIICE switches
When the switch is pressed, the white ON light comes on to indicate engine
to ON position.
antiice is selected, and the amber VALVE light comes on to indicate a
disagreement between the valves position and its commanded position. Note:
After approximately 2 to 3 seconds, the engine TAI valve control time delay Engine TAI maintenance operation should be limited to bleed duct temperature
(T/D) relay energizes which directs electrical power through the engine start of 450 degree F (232 degree C) maximum for less than 5 minutes duration.
relay to the engine TAI valve, and sends a system user signal, to the ECS
bleed configuration card (EBCC).
The engine start relay turns off engine TAI during engine startup.
The TAI valve then opens to provide engine bleed air to the inlet cowl.
Once the valve is open, the amber VALVE light turns off.
FRA US/T4 SCV JULY2003 Page: 14

3020
WING ANTIICE
28V
ON
ENGINE DC
w L R L ENG
L R ANTIICE
w
ON ON
w w
VALVE VALVE VALVE VALVE
a a a a
ANTIICE CONTROL PANEL (P5) L EBCC
ON
ENGINE CONTROL
ON / OFF
IGNITION SYS. CIRCUIT
L ENG ANTI-ICE
NOSE COWL
R ENG ANTI-ICE
N1 TAI CUE ANTI-ICE VALVE
Level (C)
VALVE DISAGREE
IND.
RELAY
STARTER
EICAS COMPUTER
PRIMARY DISPLAY closed / not closed
PRSOV
FAN AIR
VALVE
Solenoid
Valve
Actuator
Hi Stage
Pilot
NOSE COWL (ATA 36)
ANTI-ICE VALVE
Figure 44 ENGINE THERMAL ANTI-ICE BASIC SCHEMATIC
FRA US/T4 SCV JULY2003 Page: 15

3020
ENGINE TAI COMPONENT DESCRIPTION
Engine Inlet Thermal AntiIce (TAI) Valves Engine Inlet Thermal AntiIce (TAI) Ducts
The engine inlet TAI valve controls and regulates the flow of engine The engine TAI duct is an offshoot of the starter duct located on the right side
bleed air into the TAI ducts along the inside of the inlet cowl. of the engine fan case.
The valve is located on the right side of the engine fan case, The TAI duct routes engine bleed air through the antiice valve and the ducts
near the aft end of the inlet cowl. inside the inlet cowl.
The valve regulates downstream duct air pressure between 20 and 28 psi.
A two position indicator on the valve shows when the valve is
CLOSED and OPEN.
Maintenance Practices
The valve can be manually set and locked in the full open or
full closed position.
When the valve is required to be locked open, rotate the manual drive hexnut
clockwise until indicator points to OPEN.
Pull TAI valve vane lock out and rotate counterclockwise to LOCK OPEN
position.
When the valve is required to be locked closed, check that the manual drive
hexnut indicates CLOSED and pull TAI valve vane lock out and rotate clock-
wise to LOCK CLOSED position.
Functional Description
Energizing the TAI valve solenoid opens an upstream air passage to
the actuator diaphragm.
Upstream air pressure overcomes the forces of the return spring and the
closing diaphragm. The actuator diaphragm opens the valve vane.
Deenergizing the TAI valve solenoid closes the upstream air passage
to the actuator diaphragm. The actuator diaphragm is vented to ambient air.

Upstream air pressure on the closing diaphragm and the return spring close
the valve vane. Upstream air pressure keeps the valve vane in closed position.
Downstream (regulated) pressure is sensed by the pilot pressure regulator.
If downstream pressure exceeds the adjustment setting of the pilot regulator,
a valve bleeds off actuator diaphragm pressure.
The closing diaphragm and return spring partially close the valve vane.

3020
NTAI FUNCTIONAL SCHEMATIC
For Training Purposes Only Figure 45 ENGINE ANTI-ICE COMPONENTS

3020
NOTES

3020
For Training Purposes Only Figure 46 ENGINE ANTI-ICE VALVE PICTURE

3020
ENGINE TAI SYSTEM OPERATION
Description
The leading edge of each engine nose cowl is antiiced with engine bleed air.
The antiice pressure regulating and shutoff valve in each engine is controlled
by a switch light on the P5 panel.
The nacelle antiicing system receives power from the 28 volt dc battery bus.
When selected, the 2 second time delay on the valve control relay creates a
disagreement allowing viewing of the valve lights on the antiice control panel.
As soon as the relay energizes, the modulating valve opens and the limit switch
movement turns off the light.
The valve can be closed during engine start through the engine start relay.
EICAS displays the green TAI cue above the selected engine N1 anytime the
switch is on.
If one engine bleed switch is off, the N1 sector for the engine with the operating
bleed and antiice system will also display a minimum required N1 cursor.
If the actual N1 decays below the commanded value, the TAI cue changes
from green to yellow.
The malfunction message has a built in 2.5 second time delay.
Anytime the switch is on a signal is sent to the continuous ignition system to
turn on, and a signal is also sent to the engine bleed configuration card to allow
the electronic engine control and thrust management computer to retrim the
engine RPM.
The flight management computer maintenance discretes page displays the
nose cowl antiice ON message when selected.

3020
For Training Purposes Only Figure 47 ENGINE TAI SYSTEM SCHEMATIC

ENGINE PROBE HEAT PW2000
3034
3034 ENGINE PROBE HEAT
PT2 / TT2 PROBE HEAT COMPONENTS
General
Two engine probes (one for each engine) are electrically heated to prevent
erroneous readings due to ice conditions.
Engine probe heat system components consist of the engine probes.
System electrical power comes from the main left and right 28v dc buses,
and the main left and right 115v ac buses.
Circuit breakers are on overhead circuit breaker panel P11.
PT2 / TT2 Engine Probes
One engine probe is located on the upper inside surface of the fan
containment case.
The probe measures total temperature and pressure in the inlet air stream of
the engine forward of the engine front flange.
The probe is heated by means of an electrical heating element.
The heater is a hermetically sealed coaxial resistance element brazed internally
into the housing casting.
Only one level of probe heating is used.
The heater uses 115v ac power and consumes up to 300 watts.

3034
TOTAL PRESSURE
F (PT2)
W
D
TOTAL TEMPERATURE
(TT2)
Figure 48 PT2 / TT2 PROBE (PW2000)

3034
ENGINE PROBE HEAT CONTROL
Functional Description Both Engines running
Engine probe heating is automatically controlled. If both engines are operating on the ground, the engine out relays of both engi-
This is done by action of air/ground relays and engine out relays whose nes energize. This provides heating to the engine probes of both engines.
position depends on outputs from engine proximity switches and speed cards. All the CSRs energize, opening the corresponding ground paths for left and
On the ground, right EICAS computers.
engine probe heating depends on engine speed from engine speed cards. A ground is also provided to both left and right PDIUs to indicate both engine
If both engines are off, the engine out relays are deenergized. probe heaters are on.
(The left and right engine out relays are in left miscellaneous relay panel P36 Therefore, on the ground with both engines running the engine probes are hea-
and right miscellaneous relay panel P37 respectively.) ted. If either engine probe heater fails, its corresponding EICAS status and
The circuit connecting power to the probes is open. The probes are not heated. maintenance message L (R) ENG PROBE HEAT appears.
This results in the Current Sensing Relay (CSR) associated with each engine If both engine probe heaters fail, both L and R ENG PROBE HEAT (S/M) and
probe to be deenergized. (The left and right CSR for the engine probes are in the PROBE HEAT (C) messages appear.
left miscellaneous relay panel P36 and right miscellaneous relay panel P37 re-
spectively.) AIR Mode
In the air, all air/ground relays deenergize to allow heating of the engine probe
Ground
of each engine.
One Engine running Engine probe failure annunciation is identical as with two engine operation on
If one engine is operating on the ground, and engine speed N2 is the ground.
greater than 38.8% the engine out relay associated with the on engine
energizes. Control
This provides a path from the 115v ac power source, through the engine probe To operate the system
heater, to ground. Supply electrical power to main ac buses (Ref 242200).
The CSR associated with the engine probe of the on engine energizes. Make sure these circuit breakers on the overhead circuit breaker panel,
This opens the ground paths for left and right Engine Indication And Crew P11 are closed:
Alerting System (EICAS) computers. ENG PROBE HTR LEFT
This also provides a closed path to ground for the corresponding Propulsion ENG PROBE HTR RIGHT
Discrete Interface Unit (PDIU) to indicate engine probe heat status.

PROBE HEAT IND ENG LEFT
Therefore, with one engine operating on the ground, the engine probe
associated with the on engine is heated with 115v ac power. PROBE HEAT IND ENG RIGHT
If the engine probe heater of the operating engine fails, a status and
maintenance EICAS message L (R) ENG PROBE HEAT appears.

3034
AIR
115V AC
ENG PROBE HTL/R GND
TOTAL PRESSURE
AIR/GND SYS 1/2 (PT2)
28V DC TOTAL TEMPERATURE
ENG PROBE HT (TT2)
INDL/R
P11 OUT
LEFT/RIGHT
ON ENGINE
L/R ENGINE ENGINE PROBE
OUT RELAY
PT2/TT2
PROBE HEAT (C) HEAT ON
AIR
EEC
GND
AIR/GND SYS 2/1 ENG OFF

L/R EICAS COMPUTER
L ENG PROBE HEAT (S/M)
R ENG PROBE HEAT (S/M) ENG ON
L/R ENGINE PDIU
ENGINE SPEED PROBE CSR
CARDL/R
Figure 49 ENGINE PROBE HEAT SCHEMATIC
TABLE OF CONTENTS
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 1
3000 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
ATA 30 PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ANTI-ICE CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3011 WING ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BASIC SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
WING TAI COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8
WING TAI SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3021 ENGINE ANTI-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
BASIC SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
ENGINE TAI COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 16
ENGINE TAI SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3034 ENGINE PROBE HEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
PT2 / TT2 PROBE HEAT COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . 22
ENGINE PROBE HEAT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Page i
TABLE OF FIGURES
Figure 40 ANTI-ICE SYSTEMS INTRODUCTION . . . . . . . . . . . . . Page: 3
Figure 41 ANTI-ICE CONTROL PANELS . . . . . . . . . . . . . . . . . . . . . Page: 5
Figure 42 WING THERMAL ANTI-ICE BASIC SCHEMATIC . . . . Page: 7
Figure 43 WING TAI COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . Page: 9
Figure 44 WING TAI COMPONENTS PICTURES . . . . . . . . . . . . . Page: 11
Figure 45 WING TAI SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . Page: 13
Figure 46 ENGINE THERMAL ANTI-ICE BASIC SCHEMATIC . . Page: 15
Figure 47 ENGINE ANTI-ICE COMPONENTS . . . . . . . . . . . . . . . . Page: 17
Figure 48 ENGINE ANTI-ICE VALVE PICTURE . . . . . . . . . . . . . . . Page: 19
Figure 49 ENGINE TAI SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . Page: 21
Figure 50 PT2 / TT2 PROBE (PW2000) . . . . . . . . . . . . . . . . . . . . . Page: 23
Figure 51 ENGINE PROBE HEAT SCHEMATIC . . . . . . . . . . . . . . . Page: 25
Page ii
Training Manual
B 757/767
ATA 21
AIR CONDITIONING
757/767 Differences
Level 3
Lufthansa Issue: JULY 2003
Book No: B757200(PW2000) VS B767 L&B L3 Lufthansa Base Lufthansa 1995
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
AIR CONDITIONING B757

21
ATA 21 AIR CONDITIONING
AIR CONDITIONING B 757

GENERAL
2100
2100 GENERAL
ECS INTRODUCTION AIR CONDITIONING SYSTEM INTRODUCTION
The Environmental Control System (ECS) consists of multiple subsystems
Purpose
that provide a controllable environment for the cabin areas (flight & passenger
compartments), cargo compartments and the electrical/electronic equipment The air conditioning system incorporates the seven subsystems, as previously
areas. stated, that provide heating and/or cooling air with humidity control at flow rates
desirable for commercial aircraft comfort levels, as well as air flow required for
System Description pressurization and ventilation.
The ECS system is divided into three major subsystems:
Distribution
AIR CONDITIONING
The distribution system connects the air conditioning packs, the recirculation
PRESSURIZATION (ATA 2130) system and the zone temperature control system to the flight and passenger
EQUIPMENT COOLING (ATA 2158) compartments.
These major subsystems will be covered as separate instructional segments.
Ventilation
Air conditioning, which may be further divided into seven subsystems:
To insure odours are removed from the lavatories and galleys, and draw
air conditioning packs,
through cooling is provided for the aft equipment rack, an automatically con-
recirculation, trolled ventilation system is installed. This system uses one of two fans to
distribution, draw air from the above areas and therefore is not dependent on the airplane
cabin (zone) temperature control, pressurization system.
ventilation, Heating
cargo heating Cargo heating Systems provide heat control and overheat protection for the
and forward and aft cargo compartments.
the supplemental heating systems,
will be covered in this segment.

GENERAL
2100
For Training Purposes Only Figure 50 AIR CONDITIONING INTRODUCTION

GENERAL
2100
AIR CONDITIONING SYSTEM LAYOUT
Conditioned Air Distribution Supplemental Heating
Flight compartment air distribution, to floor, shoulder and windshield outlets, is The supplemental heating system uses inline electric heaters to increase the
provided by distribution ducting from the left pack conditioned air outlet duct. temperature of the air in the distribution ducting that supply air to cold spots in
Passenger compartment air distribution is from the mix manifold through the flight compartments.
sidewall risers and an overhead distribution duct. The system also uses radiant panel heaters in the flight compartment.
The overhead ducting provides the conditioned air to passenger areas Toggle switches allow high and low selection for foot and shoulder heat
(fwd & aft), lavatories and galleys. inflight.
Two mufflers are installed in the passenger trim air ducts. They help reduce
Equipment Cooling
noise in the sidewall riser ducts when the trim air system is in use.
The equipment cooling system provides cooling for the forward and main
Ventilation for lavatories, galleys and cooling the aft equipment rack (E6) is pro-
equipment centres and for the flight compartment panels and equipment. The
vided by the ventilation system through check valves and fans.
aft equipment rack (E6) is cooled by the ventilation system.
Recirculation System
Pressurization
Cabin air and equipment cooling exhaust air is filtered by the recirculation air
The cabin pressure outflow valve modulates to maintain cabin pressurization.
filter assemblies and passes through check valves and recirculation fans to
Automatic and manual modes are provided.
the mix manifold
Mix Manifold
The mix manifold provides a mixing chamber for the air from the cooling packs
and recirculation system.
The conditioned air is then supplied to the distribution ducting which routes it to
the two passenger zones.
The flight compartment zone is normally fed directly from the left pack.
Cargo Heating
The cargo compartments have independent heating systems that are automati-
cally controlled to maintain a predetermined minimum temperature.
The systems circulate air from the cargo compartments through heating circuits
then back into the compartments.

GENERAL
2100
For Training Purposes Only Figure 51 AIR CONDITIONING LAYOUT (1)

GENERAL
2100
NOTES

GENERAL
2100
For Training Purposes Only Figure 52 AIR CONDITIONING LAYOUT (2)

PANEL DESCRIPTION
2100
ECS CONTROL PANEL DESCRIPTION
Cooling Pack
The pack control selector allows control of the cooling pack in either automatic
or standby modes.
AUTO selection allows the pack temperature controller to control the cooling
pack.
STBYN (normal) selection fixes the ram system full open, the temperature
control valve full closed and allows the standby temperature controller to
control the low limit control valve.
STBYC (cool) selection fixes the ram system full open and the tempera-
ture control valve full closed.
STBYW (warm) selection fixes the ram system full open and the tempera-
ture control valve full open.
The PACK OFF light illuminates to indicate the flow control valve is closed.
The INOP light illuminates to indicate either a fault in the cooling pack has been
detected by the pack temperature controller or an overheat condition has been
detected in the respective cooling pack.
The INOP/PACK OFF light assembly can be pushed to RESET an overheat
condition after cooldown.
Recirculation System
An alternate action switchlight provides control of the respective recirculation
fan. The INOP light illuminates for a fan malfunction.
Primary (Zone) Temperature Control System
The TRIM AIR alternate action switchlight enables/disables the trim air system.
The zone temperature control selectors provide temperature selection

(65F (18C) to 85F) (29C) and enable the zone temperature controller to
provide automatic temperature control for the three zones.
INOP lights illuminate to indicate either a fault has been detected in the primary
temperature control system by the zone temperature controller or an overheat
condition exists in one of the zones.
The compartment temperature for each zone is displayed by the respective
indicator.

PANEL DESCRIPTION
2100
For Training Purposes Only Figure 53 AIR CONDITIONING CONTROL PANEL

GENERAL
2100
ECS EICAS DISPLAY
Alert Messages
Alert messages in the form of cautions or advisories are automatically
displayed on the upper EICAS display with associated aural tones for specific
malfunctions in ECS system.
Status Messages
Status messages for ECS systems appear on the lower EICAS display when
the STATUS display switch is activated.
Maintenance Messages
Maintenance messages for all ECS systems are displayed on the lower EICAS
display when the ECS/MSG display select switch is activated.
The maintenance display provides a real time readout of monitored ECS
subsystems.
Automatic (AUTO) and manual (MAN) events may be recorded and recalled for
this display.

GENERAL
2100
For Training Purposes Only Figure 54 ECS EICAS DISPLAYS

GENERAL
2100
ENVIRONMENTAL CONTROL SYSTEM (ECS)
Air Conditioning Packs / Zone Temperature Control. Primary (Zone) Temperature Control System
The 757 air conditioning and temperature control system operates from a The primary (zone) temperature control system uses preconditioned air from
source of bleed air, creating a supply of conditioned air, which it controls to the air supply system as a trim air heat source for the zones. The zone tem-
maintain the selected temperatures and ventilation rates within the passenger perature controller provides automatic control for the system and uses feed-
zones and the flight station. back from various sensors to determine the coldest zone requirement. It sig-
Refrigeration is produced with a bootstrap air cycle machine (ACM). nals the cooling packs to operate to this required temperature. The zone
controller then uses the trim air system to warm up the two remaining zones to
The various automatic temperature control functions are accomplished with
the required temperature. Various sensors and switches provide feedback and
digital controllers and electropneumatic or electric valve actuation.
temperature protection for the trim air system and the zone controller provides
Scheduled maintenance has been eliminated through the use of air bearings in
fault monitoring for the system.
the ACM, no oil level to check, and a high pressure water separation system
that has no coalescer bag to change.
Cooling Pack
The system operates from a source of preconditioned (precooled and pressure
regulated) engine bleed air or APU bleed air supplied to the flow control and
shutoff valve which regulates the amount of air to the cooling pack. The cool-
ing pack uses heat exchangers to remove heat from the air. They are supplied
by the ram air system. Air conditioning is accomplished by a bootstrap cooling
pack utilizing a threewheel air cycle machine. A high pressure water separ-
ation system removes moisture from the air. A pack temperature controller
provides automatic control of the cooling pack output temperature and fault
monitoring of line replaceable units. A standby temperature controller provides
standby control of the cooling pack. Various sensors and switches provide
feedback to the controllers and temperature protection circuitry for the cooling
pack.
Recirculation
To reduce the amount of bleed airflow required for ventilation in the flight and
passenger compartments, a recirculation system has been incorporated. This
system recycles cabin air by mixing it with pack discharge air before it is distrib-
uted to the passenger cabin areas. Approximately half of the total air flow to
the passenger compartment is recirculation air. This maintains proper ventila-
tion, a reasonable supply temperature and reduces the amount of bleed air re-
quired from the bleed air sources.

GENERAL
2100
For Training Purposes Only Figure 55 AIR CONDITIONING SYSTEM SIMPLIFIED

COOLING PACK
2151
2151 COOLING PACK
GENERAL DESCRIPTION
The air conditioning packs provide a supply of conditioned air into the cabin
areas of the airplane.
Preconditioned air from the bleed system is supplied to the two cooling packs.
Location
The packs are located in the unpressurized area between the main wheelwells
and forward cargo compartment.
Features
The packs are identical but there are three differences in the associated
equipment and ducting.
First, the ducting from the air supply system to the primary heat exchanger is
different for each pack.
Second, the trim air pressure regulating valve and altitude switches are only
located in the left air conditioning bay.
Third, the flow control valves are outboard of each pack, and due to ducting
differences, are not symmetrically located.
Each pack consists of
a threewheel air cycle machine,
four heat exchangers,
control valves,
protective devices, and
all necessary ducting and hardware.
A microprocessor provides automatic control for each pack.

COOLING PACK
2151
For Training Purposes Only Figure 56 COOLING PACK COMPONENT LOCATIONS (1)

COOLING PACK
2151
COOLING PACK COMPONENTS (2)
Cabin Air Supply Check Valve
The cabin air supply check valve prevents reverse flow from the mix manifold
to the cooling pack.
It is located adjacent to the keel beam forward of each pack and attaches to
the aft bulkhead of the forward cargo compartment.
It consists of a single spring loaded flapper and includes a stop to limit check
valve flapper travel.
Altitude Switch
The altitude switch consists of a pressuresensing aneroid capsule controlling
an electrical switch.
The altitude switches (one for each pack) are located in the forward end of the
left air conditioning bay.
It provides an altitude signal to the pack temperature controller for minimum
pack output temperature limiting.
During climb, switching occurs between 29,500 and 32,500 feet which provides
a 0 F limit for pack discharge.
During descent switching occurs at some altitude above 28,000 feet which pro-
vides a 35 F limit for pack discharge.

COOLING PACK
2151
For Training Purposes Only Figure 57 COOLING PACK COMPONENT LOCATIONS (2)

COOLING PACK
2151
COOLING PACK CONTROL COMPONENTS
Purpose Pack Temperature Controller
The pack control components provide control of the pack during all modes of The pack temperature controller is a microcomputer that controls the
operation. Some of the components as a secondary function, incorporate BITE positioning of the ram air system and temperature control valve when
to assist in fault isolation. the AUTO mode is selected.
Locations They contain BITE to monitor and store LRU (line replaceable unit) faults
for ten flights (one last flight and nine previous flights).
Pack control components are located in the main equipment centre as follows:
the control cards (flow control and backup temp. control) are on the top Pack Standby Controller
and bottom shelves of the electrical system card file (P50). The pack standby controller is an analog controller that controls the low limit
The pack controllers are all on the E3 equipment rack. control valve.
The right pack temperature controller is on the second shelf and the left The controller consists of two independent control circuits, one for each
pack and pack standby temperature controllers are on the third shelf. air conditioning pack, that are enabled separately when
the STBY N mode is selected.
Flow Control Card
The controller contains BITE to monitor LRU faults.
The flow control card provides logic for;
the pack flow control valve for ON/OFF modes,
normal and high flow modes and
for compressor outlet and pack outlet overheat signals.
There are two cards (left and right) for the individual packs.
Backup Temperature Control Card
The backup temperature control card provides control logic for the ram air
actuators (RAI/RAE) and the temperature control valve (TVC) when
OFF or any STBY mode is selected.
It also provides control logic during overheat conditions in all modes.

COOLING PACK
2151
For Training Purposes Only Figure 58 COOLING PACK CONTROL COMPONENTS

COOLING PACK
2151
FLOW CONTROL SIMPLIFIED
Operation / Control Sequence
The pack flow control card processes various signals providing flow control,
indication and overheat functions.
Pack ON / OFF
The pack selector provides an ON/OFF signal to the card to pulse solenoid B
of the flow control valve to either the AUTO or OFF position.
High Flow Mode
Solenoid A of the valve receives a high flow command if;
either the opposite pack is off or inop,
the recirculation fan on the same side is off or inop
or
during ground operation with both engines off.
The high flow command is inhibited during single engine operation.
A failure of the engine signals to the card provides a critical inhibit latch,
which inhibits high flow.
Pack Overheat / Indications
A 190 F (88 C) pack overheat or a 4900 (254 C) compressor overheat signal
latches the card in an overheat mode.
The signals are sent to the backup temperature control card for positioning of
the ram doors and temperature control valve.
The signals also are sent to the auto / man relays to inhibit AUTO mode and
provide indication and EICAS INOP messages.
Additionally, the compressor overheat signal commands solenoid B of the flow

control valve to off. Either overheat latch can be reset with the reset switch.
Interface
The ECS bleed configuration card receives ON/OFF and NORMAL/HI flow sig-
nals from the flow control card.
The automatic pack temperature controller controls the torque motor in the flow
control valve during AUTO mode operation. The controller throttles down the
high flow schedule during compressor outlet temperature limiting.
Additionally, the controller provides signals to indication and EICAS.

COOLING PACK
2151
For Training Purposes Only Figure 59 FLOW CONTROL CARD LOGIC

COOLING PACK
2151
AUTO CONTROL SIMPLIFIED
General
AUTO selection on the pack selector provides an enable signal to the
automatic pack temperature controller and energizes the auto/man relays.
The pack controller receives a pack demand signal from the zone controller.
This establishes the pack output demand and the pack temperature sensor
provides feedback to the controller as to actual pack temperature output.
The controller also uses the sensor input to limit
the maximum pack temperature output to 145 F and the minimum pack tem-
perature output, in conjunction with the altitude switch, to either 35 F below
31,000 feet or 0 F above.
The controller uses the mix manifold outlet temperature sensor to limit
the temperature in the mix manifold to 35 F.
OFF selection or failure of the zone system reverts the packs to a 75 F
backup demand mode.
Program
The controller uses a preprogrammed schedule to send drive commands to
position the ram air doors and temperature control valve to give a demanded
temperature output with potentiometers and limit switches providing feedback.
With the information from the compressor outlet temperature sensor,
the controller controls the ram doors (400 F),
Flow Control Valve torque motor (425 F),
low limit valve torque motor (450 F)
and the flow control valve off signal to the flow control card (490 F).
This provides compressor protection.
Sensing
Air/ground sensing is used to open new flight categories in the BITE portion of
the controller and the APU shutoff valve position is used to establish the
normal/special verify mode.
The 28 volts dc failsafe power between the two pack and zone controllers
allows power from another controller to illuminate the BITE information on an
INOP controller.

COOLING PACK
2151
For Training Purposes Only Figure 60 PACK AUTO CONTROL SIMPLIFIED

COOLING PACK
2151
STANDBY CONTROL SIMPLIFIED
General
The backup temperature control card receives inputs from
the selector,
flow control card and
air/ground sensing
to position the ram doors and temperature control valve for various conditions.
The control card provides open and close commands to control manual open
and close relays. These relays route open and close power through the deen-
ergized auto/man relays to the ram air inlet and exit door actuators and to the
temperature control valve.
The limit switches provide feedback to the control card allowing it to stop
command power at the end of motor travel and to sequence the positioning of
the system.
In STBY N the lowlimit valve relay is energized allowing the standby
controller to modulate the low limit valve to maintain 40 F at pack temp sensor
number two and to limit the compressor outlet temperature to 450 F at
compressor outlet sensor number two.

COOLING PACK
2151
For Training Purposes Only Figure 61 STANDBY PACK CONTROL SIMPLIFIED

RAM AIR SYSTEM
2153
2153 RAM AIR SYSTEM
GENERAL DESCRIPTION
Purpose The distribution system has a water spray nozzle installed upstream of the heat
The ram air system is an integral part of the temperature control circuit of the exchangers that receives water from the sump of the high pressure water
air conditioning packs. It provides the means for cooling air from the separator.
pneumatic system before it flows through the pack and depending on cooling The nozzle also receives high pressure air for aspiration/ atomization from the
requirements/mode selection, may provide cooling for air from the air cycle upper part of the high pressure water separator sump.
machine (ACM) compressor exhaust. Downstream of the heat exchangers an exhaust plenum/diffuser assembly is
installed. The plenum/diffuser assembly is of fibreglass construction and is at-
System Description
tached to the primary heat exchanger and mates with the ACM fan.
The system uses ambient air as a cooling agent to cool the air from the pneu-
The third section, the ram air outlet, consists of a single door (louver) whose
matic system and compressor discharge.
position is controlled by an electrical actuator.
The ambient air is drawn and/or forced through the following:
a variable inlet, System Interface
fibreglass ducting, Air enters the system through the ram air inlet door and is directed through the
two highly efficient heat exchangers, secondary and the primary heat exchanger.
an exhaust plenum/diffuser assembly and The outlet of the primary heat exchanger is attached to the plenum/diffuser
assembly which collects and directs the ram air to the exhaust door assembly.
a variable outlet.
The inlet and outlet doors are positioned by electrical actuators.
The system uses water from the pack water separation system to increase the
Control of the ram air door actuators is provided by either the Auto Pack
cooling efficiency of the heat exchangers.
Controllers or the Backup Temperature Control Cards.
Component Locations The system also interfaces with EICAS for position indication of the ram air
The ram air systems are mainly situated in their respective air conditioning inlet doors and as an option may provide the position indication for the outlet
compartments with the inlet portion slightly forward of the compartment and doors on the ECS/MSG page.
the outlet in the forward section of the main wheel wells.
General Operation
Subsystem Features Ambient airflow through the system is provided either by ram air when the air-
The ram air systems consist of three major sections: plane is moving or by induced airflow caused by the fan of the ACM.
inlet, distribution and outlet. The ACM fan is operating any time the pack is operating. It, with no or very
The inlet section consists of a twopiece door, whose position is controlled little ram air going through the system, causes a low pressure in the diffuser.
through an electrical actuator. This low pressure induces ambient airflow through and around the diffuser.
The water spray nozzle atomizes and directs water it receives into the incom-
For the right system only, vortex generators are installed forward of the inlet to
ing air. The water provides evaporative cooling across the heat exchangers.
insure adequate flow through the system for altitudes above 35,000 feet.
The distribution section consists mainly of fibreglass ducting that routes the
ambient air to the air conditioning pack heat exchangers and then to the outlet.

RAM AIR SYSTEM
2153
For Training Purposes Only Figure 62 RAM AIR SYSTEM LAYOUT

RAM AIR SYSTEM
2153
RAM AIR INLET DOORS
Purpose
The inlet doors provide the means for controlling the amount of ram air
supplied to the system.
Vortex generators are located forward of the right pack inlet doors to insure
adequate airflow at altitudes above 35,000 feet (10,700 meters).
The inlet doors are modulated to minimize drag.
Location
The inlets are forward of the air conditioning bays.
The vortex generators are mounted forward of the right inlet.
Physical Description/Features
The inlet door forward section consists of a composite panel, seals and hinges.
The hinges are attached by rivets to its forward and aft edges.
The inlet door forward section is attached to the airframe through its forward
hinge.
The aft hinge is attached to the aft inlet door section.
The aft inlet door section is a cast aluminium alloy section. This section has
two attach points near its forward edge for connecting links and two rollers
mounted near the aft edge that fit into airframemounted tracks.
The two vortex generators are bolted to the wing/body fairing panels.
Operation
The inlet door sections are controlled through mechanical linkages by the inlet
door actuator.
As the actuator extends or retracts, the aft door section is forced down and for-
ward or up and aft.
The rollers and tracks support and guide the aft edge of aft door section
throughout its range of movement.
The forward door section is attached to the aft section and will move down or
up, hinging about its forward hinge as the aft door section moves.

RAM AIR SYSTEM
2153
For Training Purposes Only Figure 63 RAM AIR INLET

RAM AIR SYSTEM
2153
RAM AIR EXHAUST
Purpose
The exhaust (outlets) provides the means for expelling the ambient air that has
entered the ram air system through the inlet.
The outlet door (louver) in conjunction with the inlet door, controls the flow of
air and the amount of drag caused by the system.
Location
The outlets are located aft of the air conditioning compartments, in the
forward section of the main wheel wells.
The outlets incorporate exhaust ducting, an actuator, outlet door control
linkages, an outlet door (louver), a fairing and an actuator cover.
The fairing is attached to the outlets forward section and extends into the
airstream. The outlet door is an aluminium channel that is attached to the outlet
at two hinge points, one of which also provides the mounting point for the
control arm.
In the closed position it is in line with the fairing and in the extended position its
trailing edge extends approx. 5 inches (12.7 cm).
Mechanical linkage is provided on the left side of the exhaust assembly to
connect the actuator to the door control arm. This linkage and the actuator
have a cover installed that protects them from the environment in the main
wheel wells.
Operation
The outlet door is controlled by an electrical actuator through mechanical link-
age. As the actuator extends or retracts in response to signals from its control
circuit, the outlet door, hinging from its forward upper corners, retracts or ex-
tends.
It is recommended that the ram air outlet area be inspected for obstructions on
a transit check basis or walkaround to insure serviceability of the airplane.

RAM AIR SYSTEM
2153
For Training Purposes Only Figure 64 RAM AIR EXHAUST

TEMPERATURE CONTROL
2161
2161 TEMPERATURE CONTROL
PRIMARY (ZONE) TEMPERATURE CONTROL SYSTEM
General
The primary (zone) temperature control system automatically regulates the
three zones of the airplane to a selected temperature value.
A trim air pressure regulating valve regulates the pressure in the trim supply
line to the distribution ducting which helps to reduce noise.
A zone temperature controller provides automatic control.
The controller receives signals from sensors and selectors and modulates trim
air modulating valves to control each zone temperature.
This provides warm trim air to mix with conditioned air from the mix manifold.
It adjusts the air to the required temperature for the respective zone.
Overheat switches provide overtemperature protection and temperature bulbs
provide temperature indication for the system.

TEMPERATURE CONTROL
2161
For Training Purposes Only Figure 65 PRIM. TEMPERATURE CONTROL SYS.

TEMPERATURE CONTROL SYSTEM
2160
ZONE TEMPERATURE SENSORS AND SWITCHES
Zone Temperature Sensors
The zone temperature sensors are dual pair thermistors.
The first isotherm pair provides temperature signals to the zone controller.
The second isotherm pair of the passenger cabin zone 1 and 2 sensors
provides a temperature signal to each pack controller for the 75 F backup
mode.
The forward passenger zone sensor signals the right pack controller and the
flight compartment zone sensor signals the left pack controller.
115 volt ac right bus electrical power is supplied to a small fan to induce airflow
across the sensors.
Duct Air Temperature Sensors
The duct air temperature sensors are single pair thermistors.
The duct mounted sensors provide temperature signals to the zone controller.
The two passenger compartment sensors are located on the passenger com-
partment overhead distribution duct.
The flight compartment sensor is located on the distribution duct in forward
equipment area.
The two sensors located on the mix manifold provide a temperature signal to
the pack controllers.
Zone Duct Overheat Switches
The zone duct overheat switches provide overheat signals to close the trim air
modulating valves at 190 F (88 C).
They automatically reset at 160 F (71 C). They are located on the ducts,
adjacent to the duct air temperature sensors.
Compartment/Duct Temperature Bulb

A temperature bulb is located adjacent to each of the three duct temperature
sensors.
They supply signals to EICAS for temperature display in the maintenance
mode.

2160
For Training Purposes Only Figure 66 ZONE TEMPERATURE SENSORS & SWITCHES

2160
TEMPERATURE CONTROL SYSTEM INTEGRATION
Power Requirements APU Control Interface
115 volts ac power is provided to the pack and zone controllers. The zone controller provides a signal from the zone with the greatest heating or
cooling demand as a command signal to the APU controller.
Control
The APU pneumatic output is programmed by the zone controller (ECS bleed
Selectors provide AUTO control of each zone. command signal) to just that value to satisfy the zone demands and minimize
The selected zone temperature signal is sent to the zone Controller and com- APU fuel consumption.
pared with the sensed temperature signal from the respective zone tempera- The command signal remains at a minimum (min APU output) while the pack
ture sensor. The resulting error is a temperature demand signal for each zone. and zone controls have produced the maximum heating or cooling to the cabin
A discriminator function in the zone controller selects the lowest temperature zones.
demand signal and sends this signal to both pack controllers as a pack de- Then if the output is insufficient, the command signal will increase and only to
mand signal. that value between minimum and maximum output necessary to satisfy the
The mix manifold outlet temperature sensor input to each pack controller is temperature demands.
sent from the respective pack controller to the zone controller.
The zone controller picks the lowest of the two mix manifold signals.
This value is then used as an integrated reset temperature value for the pack
demand signal.
This reset component corrects the basic pack demand signal to include the
effect of recirculated air being mixed with conditioned air from the packs.
One zones demand is satisfied by the pack controllers. The zone controller
then uses the sensed error between the zones temperature demand signal
from the selector and the actual supply temperature as sensed by the duct
temperature sensor to position the associated trim air modulating valve.
Loss of the pack demand signal (zone controller failure or all zone selectors
OFF) switches the pack controllers to a 75 F (24 C) backup mode.
A zone controller status signal is sent to both pack controllers switching the
system to the 75 F backup mode.
The flight compartment zone sensor signal is sent to the left pack controller
and the fwd passenger zone sensor signal is sent to the right pack controller.
The normal pack demand signal is replaced by a 75 F setpoint at the Zone
Sensor.

2160
For Training Purposes Only Figure 67 TEMPERATURE CONTROL SYSTEM SCHEMATIC

DISTRIBUTION
2120
2120 DISTRIBUTION (PART 1)
RECIRCULATION SYSTEM GENERAL DESCRIPTION
Component Location
The majority of the components for the air recirculation system are located in
the sidewall areas of the forward cargo compartment.
The control circuitry (for the two fans) is located in the main equipment centre
and the flight compartment.
Subsystem Features
The air recirculation system consists of two different recirculation fans.
Detailed information on the fans will be provided in the section ;
2158 EQUIPMENT COOLING.
The system also has two filter assemblies, two check valves and the necessary
ducting to provide a path for the air flow from the fans to the mix manifold.
System Interfaces
The left recirculation system performs two functions:
1. it provides draw through cooling for the forward equipment cooling system
AND
2. it provides the exhaust air from the forward equipment cooling system to
the mix manifold for recirculation into the passenger compartment.
System Operation
The control circuitry for the fans is enabled by switches in the flight compart-
ment. The circuitry consist of relays and C/Bs in or on the P70 and P37 misc.
relay panels and C/Bs on the P11 overhead circuit breaker panel.
Continuous operation of the left fan is required (with power on the main bus) to
insure proper cooling will be provided in the forward equipment cooling system.
Detailed information on the operation and control of the left and
right recirculation fans will be provided in the section.
2158 EQUIPMENT COOLING.

DISTRIBUTION
2120
For Training Purposes Only Figure 68 RECIRCULATION SYSTEM

DISTRIBUTION
2120
MIXING MANIFOLD
NOTES

DISTRIBUTION
2120
For Training Purposes Only Figure 69 MIXING MANIFOLD

DISTRIBUTION
2120
RECIRCULATION AIR FILTERS
Purpose
The recirculation air filters (prefilter and high efficiency filter) remove particles
from passenger compartment/forward equipment cooling exhaust air before it is
provided to the air conditioning mix manifold.
Location
The filters are secured in the left and right recirculation air filter assemblies.
The filter assemblies are mounted to airplane structure on the left and right
sides of the mix manifold in the area between the aft sidewall liner of the
forward cargo compartment and the pressure bulkhead.
Prefilter
The prefilter consists of a frame 20 x 20 x 1 (50cm x 50cm x 2.5cm), a filter
pad and a screen on the outlet side of the filter.
The filter weighs 1.1 lbs (.5 kg) and has two air flow labels installed on
the frame.
High Efficiency Filter
The high efficiency filter consists of a frame 20 x 20 x 3 (50cm x 50cm x
7.5cm), a filter element, and a screen on both sides of the filter.
The filter weighs 5.3 lbs (2.4 kg) and has a rated efficiency of 95% for particle
sizes of .3 microns or larger.
A neoprene rubber seal is bonded to outlet side of the filter. Two airflow labels
are attached to the frame.
With the appropriate recirculation fan selected off and the aft sidewall of the
forward cargo compartment removed the right or left filters may be removed.
The right filters are removed by removing the filter retainer at the top of the
filter assy, (three screws hold it in place).
The left filters require removing a cover (20 1/4turn studs hold it in place).
Upon installation of the filters insure flow indication (labels on filters) is towards
the mix manifold and the high efficiency filter is installed nearest to the mix
manifold duct (as indicated in the graphic) and then the prefilter.

DISTRIBUTION
2120
For Training Purposes Only Figure 70 RECIRCULATION AIR FILTERS

DISTRIBUTION
2120
2120 DISTRIBUTION
FLIGHT COMPARTMENT PASSENGER COMPARTMENT
Conditioned air from the mix manifold mixes with trim air and passes through a
restrictor before entering four sidewall risers (two on each side).
Air is distributed from the supply duct to outlets in the flight compartment.
Air then flows through each sidewall riser and enters the overhead distribution
Air from the air conditioning packs mixes with trim air and flows to the flight duct.
compartment through ducting.
Individual floor outlets disperse the air. Gasper outlets direct conditioned air to Ducts
each crew station and an overhead outlet disperses air throughout the entire Conditioned air reaches the passenger compartment through four risers and
compartment. one rigid foam overhead duct.
The windshield diffusers channel air over the window area to prevent fogging. Fourply Kevlar walls and a thick honey comb make up the 4 inch by 20 inch
sidewall risers located in the wall lining of the passenger compartment just for-
Floor Outlets/Overhead Outlet
ward of the wing leading edge.
The flight compartment floor perimeter contains twelve outlets.
Smaller, three inch diameter ducts attach the main over head ducts to each
The outlets consist of a housing enclosing an air grill and a flow straightener. outlet.
The overhead outlet consists of a plenum enclosing an acoustic baffle to mini-
mize noise and a nozzle. The nozzle directs airflow in four different directions Outlets
within the flight compartment. Air enters the passenger compartment through overhead outlets.
Windshield Diffuser The outlets consist of flow dividers inside a housing. The flow dividers break up
the airflow to prevent drafts in the passenger compartment.
The overhead dripshield contains the forward windshield diffusers.
Conditioned air is ducted from the overhead distribution ducting to gasper
The diffusers incorporate a flow straightener and a baffle to ensure uniform
outlets at each individual seat position.
distribution of air.
A separate outlet in each galley and a nonadjustable gasper outlet in each
Gaspers lavatory provide conditioned air.
The flight compartment has five adjustable gaspers. Air exits the passenger compartment through grills in the sidewall near
Two on the outboard side of the captains station and two on the outboard side the floor.
of the first officers station.

Restrictors
The fifth gasper is located just forward and above the entrance to the flight
A restrictor in each side wall riser inlet balances the airflow to each passenger
compartment.
compartment.
Each restrictor is a circular aluminium alloy sheet with nine circular cutouts.

DISTRIBUTION
2120
For Training Purposes Only Figure 71 COCKPIT & PASS. COMPARTMENT AIR DISTR.

DISTRIBUTION
2120
GALLEY/LAV. VENTILATION SYSTEM COMPONENTS
Purpose Physical Description
The ventilation system draws air from all the lavatories, galleys and the aft
equipment rack (E6), providing odour removal and/or draw through cooling. Fans - The fan is a singlestage vaneaxial fan that integrates the three phase
motor into the fan.
The fan operates at 11,500 rpm which provides an airflow of 500 cfm (14 m3
Location
m). Thermostats provide thermal protection at 400 F (240 C) and will
The components of the system are located throughout the airplane. automatically reset at 340 F (171 C).
One of the major components, the Vent fans (also known as the lavatory,
galley, equipment cooling fans or the aft equipment exhaust fans) are located
Check Valves - The check valves are dual flappertype valves with a stop bar
aft of the aft cargo compartment.
to limit flapper travel. An airflow indicator is on each valve body.
A check valve is mounted on the outlet of each fan.
Fan relays are located in the left and right miscellaneous electrical equipment
Ducting - The rigid ducting used is a Kevlar/epoxy type varying in diameter
panels (P36, P37):
from 5.5 inches at the fans to 1.5 inches at the forward section of the
Flexible and rigid ducting runs throughout the airplane. The aft section of the passenger compartment.
system ducting is below the passenger compartment, outboard of the left side-
Flexible ducting (hoses) vary in size according to their installation.
wall of the aft cargo compartment.
For the forward section of the system, three flexible riser ducts go up the side-
wall of the cargo and passenger compartments to connect to a duct going for- Filters - The galley ventilation filters pressfit into each galley ventilation inlet.
ward above the passenger compartment ceiling panels. The filter prevents entrance of foreign matter into the air ducts and into the
fans.
Spurs are provided off of the ducting to provide connection to the lavatories,
galleys and the aft equipment cooling system. Power
Inlet filters are installed in all galleys. Control and operating power (115 volts ac) is provided for
fan #1 from the ground service bus (C/Bs on P 37).
Fan #2 receives control and operating power from the left bus (C/B on P70).
Control
Fan control and operation will be covered in the section
2158 EQUIPMENT COOLING

DISTRIBUTION
2120
For Training Purposes Only Figure 72 GALLEY / LAVATORY VENTILATION

HEATING
2140
2140 HEATING
FORWARD CARGO COMPARTMENT HEATING SYSTEM
Purpose
The heating system for the forward cargo compartment provides a minimum
air temperature of 4 C (32 F) one inch from any surface and 7 C (45 F) ten
inches from any surface in the compartment during steadystate thermal
conditions with the exception of cargo door and adjacent areas.
These limits apply to an empty compartment during cruise flight conditions
when the passenger compartment air temperature is 75 F (24 C) and the
ambient is as defined by the ICAO standard day.
System Description
The cargo compartment is a class C compartment, which identifies it as a
sealed compartment having no air flow into it when the cargo door is closed.
Heating is accomplished by conduction of heat through the cargo compartment
lining.
The air that is providing the heat and circulating around the cargo compartment
liners is passenger compartment air.
To insure that all areas away from the liners are heated in the cargo
compartment, the air in the compartment is circulated by a fan that is controlled
by a temperature control switch.
Component Location
A temperature control switch and an inlet grill are mounted on the left section of
the aft cargo compartment liner.
A supply duct and the heat circulation fan are located behind the aft cargo
compartment liner and the exhaust ducting is behind the right sidewall liner.
Features/Operation
The 500 cfm motor driven centrifugal fan provides circulation of the air in the
forward cargo compartment when the compartment temperature is
below 70 F (21 C).
Temperature sensing is by a control switch that opens at 70 F (21 C) and
closes at 50 F (10 C).

HEATING
2140
For Training Purposes Only Figure 73 FWD CARGO HEATING SYSTEM

HEATING
2140
FORWARD CARGO HEAT CONTROL
General
The operation of the forward cargo heating system is automatic with electrical
power on the airplane.
28 volt dc power from C4059 is routed through S1 of M10444, through the
thermal switches of the fan B10003 (pin 5 to pin 6), through K10057 to the
temperature control switch S364.
At 50 F, the switch is closed and K10057 energizes.
At 70 F (21 C), the switch opens and K10057 deenergizes.
The relay (K10057) when energized provides power to the fan B10003.
With the fan operating air is drawn from the forward cargo compartment
through the inlet grill into the distribution ducting.
The air is then ducted to the outlets on the right sidewall of the cargo
compartment.
Arming of S1 on M10444 or an overheat of one of the three thermal switches
cuts power to K10057 shutting down the fan.
Indication
With S364 closed and no current sensed by TS5018 (pin 4 to pin 3),
a low is provided to pin A5 of M10181 and M10182 for illumination of the
FWD CARGO FAN on the EICAS display.

HEATING
2140
For Training Purposes Only Figure 74 FWD CARGO HEAT CONTROL

HEATING
2140
AFT LOWER LOBE CARGO HEATING SYSTEM
Location
A temperature control switch and an inlet grill are mounted on the right side of
the forward liner of the aft lower lobe cargo compartment.
A supply duct, the heat circulation fan and the heater are located forward and
inboard of the inlet grill and control switch.
The exhaust ducting extends from the heater, across the compartment to the
left side and then aft, outboard of the left liner.
The fan provides circulation of the air in the aft cargo compartment when the
compartment temperature is below 70 F (21 C).
Temperature sensing is by a control switch that opens at 70 F (21 C) and
closes at 50 F (10 C).
The fan is a singlestage vaneaxial fan that integrates the three phase motor
into the fan. The motor uses 1,080 watts and rotates the fan impeller at 11,500
rpm which provides an airflow of 500 cfm.
Above the coils of each phase of the motor, a miniature thermostat is installed.
The themostats are connected in series and provide thermal protection at
400 F (204 C) and will automatically reset at 340 F (171 C).
The fan in the aft lower lobe cargo heating system is identical to the one used
in the forward lower lobe cargo heating system.
Note: Identical fans are also used as exhaust fans for the aft equipment
cooling system.
The heater is controlled by the same circuit as the fan.
It will operate only when the fan is commanded ON and the compartment tem-
perature is below 70 F (21 C).

The heater uses three phase power to provide 5500 watts of heating through
three elements.
The heater incorporates a cycling temp sensor on its air outlet to control the
temperature between 180 F (82 C) and 160 F (71 C).
For heater OVHT protection it has a solid state heater surface temperature
sensor that opens at 390 F (199 C) and closes at 350 F (177 C).

HEATING
2140
For Training Purposes Only Figure 75 AFT CARGO HEAT SYSTEM

HEATING
2140
AFT CARGO HEATING OPERATION
General
Operation of the aft cargo heating system is automatic with electrical power on
the airplane.
Operation of the fan (B10030) by the control relay (K10084) through the
temperature control switch (S10169) is identical to the forward system.
Current sensed by K10598 *** will energize relay K10164 by connecting
pin C, of the relay, to the ground provided by switch S10169.
Relay K10164 remains energized as long as a ground is provided at pin C
and for 20 seconds after the ground is removed.
With relay K10164 energized, power is also routed from CARGO HEATER
AFT CB through K10083 through the heater B10029 through K10164 to the
temperature control switch S10169.
Control
The temperature control switch thus controls the heater operation.
With the heater operating; an internal thermal sensor senses heater outlet air
temperature.
The sensor cycles, turning the heater off at 180 F (82 C) and on at 160 F
(71 C).
An additional sensor senses the heater surface temperature. It turns the
heater off at 390 F (199 C) and resets at 350 F (177 C).
When the temperature control switch opens, relay K10083 deenergizes and
the ground for pinC of relay K10164 is removed.
This cuts power and turns off the heater. A time delay in K10164 causes it to
remain energized for 20 seconds which provides a ground to keep K10084
energized.
This keeps the fan operating for 20 seconds after the heater is shut down.
Failure
If the fan fails to operate when commanded on, the control switch S10169 will
provide a low through K10598 *** to EICAS for the AFT CARGO FAN (S/M)
message.
Note: *** On some airplanes, Relay K10598 is replaced by a current sensor
module (TS5044).

HEATING
2140
***

Note: *** On some airplanes, Relay K10598 is

replaced by a current sensor module (TS5044).

Figure 76 AFT CARGO HEAT SYSTEM

PRESSURIZATION
2130
2130 PRESSURIZATION
CABIN PRESSURIZATION CONTROL SYSTEMS
General
The Cabin Pressurization System consists of:
Selector Panel
Cabin Pressure Instruments
Automatic Controllers (2 each)
Outflow Valve (1 each)
Air Data Computers (2 each)
Pressure Relief Valves (positive/negative)
Cabin Altitude Warning Switch
The System provides three independent control paths for the outflow valve.
Normally the system is controlled by one of two automatic modes,
AUTO 1 or AUTO 2.
Each auto mode has a separate;
Power source,
Potentiometers (inside the control panel)
Automatic Controllers (with BITE)
AC motor (at the outflow valve)
A manual mode (DC power system) provides backup capability.
Automatic
During automatic operation (AUTO 1 or AUTO 2), the controller provides
different modes of operation;

Backup Support
Positive pressure relief valve, negative pressure vent doors and altitude
warning provide backup system protection.

PRESSURIZATION
2130
For Training Purposes Only Figure 77 CABIN PRESSURIZATION CONTROL SYSTEMS

PRESSURIZATION
2130
CABIN PRESSURIZATION BACKUP SYSTEMS
Positive Pressure Relief Valves
The positive pressure relief valves prevent differential pressure from exceeding
structural limits in the event of a malfunctioning of the pressurization system.
There are two setpoint for the opening of the valve(s).
Primary: at + 8.95 psid - using the remote sensor port
Secondary: at + 9.42 psid - using the integral sense port
A red Flag is visible from the ground, to indicate that a positive pressure relief
valve has opened during flight.
The flag is easily reset by manually by opening the Flapper and pushing the
flag inside.
Vent Doors (negative pressure relief valves)
The vent doors prevent cabin pressure from becoming less than ambient
pressure in the event of an emergency descent.
The valves are springloaded closed and will open at - 0.3 psid ,
to prevent an exceedance of - 0.75 psid which is the designed airframe limit.
In addition, if the airplane must be dispatched in accordance with the MEL for
Unpressurized Flight, the fly away includes clamps to hold open these Vent
Doors.
The clamps insure that if smoke is generated in the main equipment center, it
will be vented overboard through the locked open vent door.

PRESSURIZATION
2130
For Training Purposes Only Figure 78 CABIN PRESSURIZATION BACKUP SYSTEMS

PRESSURIZATION
2130
VENT DOORS / NEGATIVE RELIEF
Notes

PRESSURIZATION
2130


Figure 79 VENT DOORS / NEGATVE RELIEF

EQUIPMENT COOLING
2158
2158 EQUIPMENT COOLING SYSTEM
INTRODUCTION
General
The Electrical / Electronic (E/E) Equipment Cooling System is designed to re-
move the heat generated by the electrical electronic equipment.
The E/E Cooling System is divided into a forward (FWD) and aft (AFT) system.
The FWD system cools the equipment by using;
BLOW THROUGH and
DRAW THROUGH air cooling
The right recirculation Fan will also be covered due to its control circuit
interface with the forward equipment cooling system.
The AFT equipment cooling system uses only;
DRAW THROUGH cooling
to provide cooling for the equipment in the E6 Rack.
There is no smoke or low detection installed in the AFT system.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 80 EQUIPMENT COOLING INTRODUCTION

EQUIPMENT COOLING
2158
E / E EQUIPMENT COOLING SYSTEMS
GENERAL COMPONENT LOCATION
In the flight compartment there are two panels associated with
equipment cooling.
A control panel on the pilot s overhead panel (P5) and
the equipment test panel on the sidewall panel (P61).
The equipment test panel has one test switch; (EQUIP COOL) ,
which is dedicated for the equipment cooling system.
The P36, P37 and the P70 panels contain the control circuit relays
and are located in the main equipment center.
Forward System
The air cleaner, supply fans , supply fan check valves , left recirculation fan,
overboard exhaust valve, supply and exhaust smoke detectors are all located
ted near the forward left corner of the forward cargo compartment,
between the cargo sidewall and the airplane skin.
The low flow detectors are located in the forward equipment area .
Aft System
The aft equipment cooling / lavatory / galley vent fans and check valves are
located aft of the aft cargo compartment near the pressurization outflow valve .

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 81 EQUIPMENT COOLING OVERVIEW

EQUIPMENT COOLING
2158
EQUIPMENT COOLING SYSTEM FEATURES
General
The Forward and Aft Equipment Cooling Systems incorporate a draw through
cooling system (Left Recirculation Fan or Vent Fans).
The Forward System also has;
an air cleaning system,
a blow through cooling system (Supply Fans),
a low flow detection and indicating circuit,
an overheat detection and indicating circuit
a smoke detection and indicating circuit and
a smoke clearance/differential cooling circuit.
The systems normally operate automatically through the use of relays,
in one of three miscellaneous electrical equipment panels (relay panels).
The smoke and low flow detection components are tested automatically for
proper operation if one of two conditions are true:
3. when both engines are shutdown or
4. when the EQUIP COOL test switch is positioned to test then released.
The OVHT indication system is tested by positioning the
EQUIP COOL test switch to test.
The switch also resets the auto test circuit when activated and, when re-
leased, the Auto Test will initiate.
System Interfaces
The EICAS Computers monitor the Equipment Cooling System for proper
operation and provide messages to indicate malfunctions or normal operation.
Indications will also be provided on the equiprnent cooling control panel,
the air conditioning control panel and through the ground crew call system.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 82 EQUIPMENT COOLING SYSTEM GENERAL

EQUIPMENT COOLING
2158
AFT EQ DRAW THROUGH COOLING FANS
Purpose
As previously described in the Air Conditioning section of this course the
Aft Equipment Cooling / Lav / Galley Vent Fans (vent fans) provide
the draw through cooling for the E6 rack and ventilation for the lavatories and
galleys.
Location
The vent fans and their check valves are installed aft of the aft cargo
compartment near the pressurization outflow valve.
FRA US/E goe JAN 1999 Page: 68

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 83 AFT E/E COOLING & LAV GALLEY VENT FANS

EQUIPMENT COOLING
2158
AFT E/E COOL. FANS CONTROL DESCRIPTION
Operation
Control of the ventilation fans (AFT EQUIPMENT/LAVATORY/GALLEY VEN-
TILATION FANS) is automatic. The number one fan is the primary fan and will
be commanded to ON (relay K346) if the following are true:
1. The ground service bus is powered and;
2. The motor for fan #1 is not overheated.
If fan 1 is not commanded to ON and the left bus is powered, EICAS will pro-
vide the maintenance message AFT EQ EXH FAN 1.
Fan 2 will automatically be commanded to ON (relay K10322) if the following
are true:
1. Fan 1 is not commanded to ON and;
2. The left bus is powered and;
3. The motor for fan #2 is not overheated.
The EICAS maintenance message AFT EQ EXH FAN 2 will only be activated
when fans 1 and 2 are not commanded to ON (relays K346 & K347) and the
right bus is powered.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 84 AFT E/E COOLING FANS CONTROL

EQUIPMENT COOLING
2158
GROUND OPERATION E/E COOLING
Ground Handling
The air used for cooling in the forward and aft equipment cooling systems
is air drawn in from the passenger compartment.
The ability of the system to provide adequate cooling for the electrical and
electronic equipment installed is dependent on the passenger compartment
and arnbient air temperatures.
Under high ambient conditions, certain procedures must be complied with, to
insure that the equipment cooling system is able to provide adequate cooling.
The requirements for equipment cooling when the ambient air temperature
exceeds 94F (34C) and the airplane has been electrically powered for more
than 20 minutes on the ground are as follows:
Ambient air temperature 93F (34C) to 104F (4OC):
Open one left or right main entry door (831 or 841) and
the aft service door on the opposite side (846 or 836) or,
Operate one air conditioning pack or equivalent ground cooling.
Ambient air temperature 105F (41C) to 120F (49C):
Operate one air conditioning pack or equivalent ground cooling.
Ambient air temperature greater than 120F (49C):
Operate two air conditioning packs or equivalent ground cooling.
FRA US/T SCV JULY 2003 Page: 72

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 85 EQUIPMENT COOLING GROUND HANDLING
FRA US/T SCV JULY 2003 Page: 73

EQUIPMENT COOLING
2158
FORWARD EQUIPMENT COOLING SYSTEM
Purpose General Operation
The forward equipment cooling system is designed to provide Operation is automatic and normally requires no operator inputs,
Supply and Exhaust cooling to the electronic and electrical equipment in unless a fault is indicated.
the main equipment center, forward equipment area and the The automatic system consists of circuits that contain relays for control and
flight compartment. operation. Their primary purpose is to control the fans, the overboard exhaust
valve actuator, monitor the smoke detectors for smoke indications and provide
System Description
automatic testing of the #l forward supply fan, overboard exhaust valve actua-
To provide Supply cooling, two identical and interchangeable fans are tor, and low flow detectors.
installed in the supply portion of the forward system.
The air from the area between the cargo compartment liners and the fuselage
Exhaust cooling is provided by the left recirculation fan and/or the overboard skin is drawn into the system by one of two supply fans through an air cleaner.
exhaust valve.
Check valves prevent reverse flow through the nonoperating fan.
Detection circuits are installed for smoke and low flow conditions in the supply
The exhaust air is drawn through the system by the left recirculation fan and
and exhaust portions of the system.
sent to the air conditioning mix manifold and the overboard exhaust valve.
Detection for fan failure and overboard exhaust valve failure is also provided.
The overboard exhaust valve is controlled by differential pressure or an
Kevlarepoxy laminated ducting, flexible hoses, and aluminum tubing are used electric actuator.
in the supply and exhaust portions of the forward system.
The valve is normally in the open position on the ground and closed in flight.
General Component Locations The valve has an electrical actuator that controls the position of the full close
limit stop of the valve.
The forward equipment cooling supply fans, left recirculation fan, overboard
The actuator will reposition the stop which will force the valve to an open posi-
exhaust valve and all three forward system smoke detectors are located
tion in flight for smoke clearance in the forward system, or a nonoperating lelt
between the left forward corner of the forward cargo compartment liner and the
recirculation fan or supply fans.
fuselage skin.
Backup control of the fans and the overboard exhaust valve is provided by the
As a general rule, the supply ducting is located near the floor of the main equip-
ALTN switch on the equipment cooling control panel.
ment center and the forward equipment area, where as the exhaust ducting is
in the ceiling of the same compartments.
The exhaust and supply low flow detectors are located in the forward
equipment area.
System Interfaces
The EICAS Computers monitor the equipment cooling system for proper
operation and provide messages to indicate malfunctions or normal operation.
FRA US/T4 SCv JULY 2003 Page: 74

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 86 E/E COOLING SYSTEM SCHEMATIC
FRA US/T4 SCv JULY 2003 Page: 75

EQUIPMENT COOLING
2158
EQUIPMENT COOLING OVERHEAT OPERATION
Operation / Control Sequence Equipment Cooling Alternate Control Switch
The overheat detection circuitry is designed to monitor the equipment cooling The upper half of the Equipment Cooling Alternate Control Switch
system for conditions that could cause an (potential) overheat. is labled ALTN.
When any one of the indicated conditions exists, Pushing the alternate switchlight will cause;
the OVHT Light on the equipment cooling control panel will illuminate and the ALTN to be displayed and will
the EICAS level C message EQPT OVHT will be displayed. select the alternate (#2) supply fan and
The conditions that could cause an overheat are as follows: commands the Overboard Exhaust valve to its SMOKE position,
Supply Fan #1 (primary) is not operating, when NORMAL mode is selected - if the L Recirculation Fan is not operating.
Supply Fan #2 (alternate) is not operating , when ALTN mode is selected.
Both of the Aft Equipment Cooling / Lavatory / Galley Vent Fans are SYSTEM OPERATION NOTES
not operating. The airplane is not dispatchable ;
AIR MODE if the OVHT indications are activated or
Left Recirulation Fan is not operating and the actuator of the Overboard if the ALTN mode is selected.
Exhaust Valve is not in its SMOKE position The alternate mode is designed to provide a back-up mode, while inflight, if
the normal mode of operation fails.
GROUND MODE
If an overheat occurs inflight, the alternate mode would be selected in an
Low flow condition exists in FWD Equipment Cooling System attempt to bypass the problem (failure) area.
NOTE: If the OVHT condition remains, then:
Note: The above conditions may not cause immediate indication if SMOKE is Avionics and Electronical Equipment and display, NOT powered by Standby
detected in the forward equipment cooling supply. buses , are subject to imminent failure .
The last item (or condition) that could cause the OVHT indications is the Equipment connected to Standby buses are reliable for 90 minutes.
activation of the Equipment Cooling Test switch (P61). Continued flights beyond 90 minutes can result in loss of essential aviaonics
This is the exception to the rule (Potential OVHT = OVHT indication) and electrical/electronic equipment.
and is only a test of the overheat indication circuit.
Ground Crew Call Horn

The Ground Crew Call Horn may be activated by three different ways.
Airplane On Ground and a actual Low Flow condition in the FWD
Equipment Cooling System.
Airplane On Ground and any one of the 3 IRS mode selectors in an ON
position with no AC power available.
Activation of the GND CALL switch on the flight deck

EQUIPMENT COOLING
2158
OPENS OVBD EXH. VALVE, ALTERNATE SUPPLY FAN
IF LEFT REC. FAN HAS SELECTED
FAILED & THE DID NOT
SYSTEM CONDITIONS OPEN AUTOMATICALLY
NORM MODE SELECTED &
ALTN
SUPPLY FAN #1 NOT OPERAT-
ING
OVHT Light
ALTN MODE SELECTED & INHIBIT
RELAY
SUPPLY FAN #2 NOT OPERAT-
ING NORM
NORM MODE SELECTED &
SUPPLY SMOKE DETECTED EQPT OVHT C
(Latched Condition) EQPT COOL.
TEST SW (P61) EICAS
AIR Mode GND
GND CALL CREW
10 Switch
LEFT RECIRCULATION CALL
sec.
FAN NOT OPERATING HORN
T/D TEST GND Mode
OVBD EXHAUST VALVE
NOT IN SMOKE POSITION
LOW FLOW (FWD EQ)

BOTH AFT EQUIP. COOLING
IRS ON DC PWR
EXHAUST FANS
(30 sec T/D)
NOT OPERATING
EQPT CLG FLOW S
EICAS
Figure 87 EQPT. COOLING OVERHEAT SCHEMATIC

EQUIPMENT COOLING
2158
EQUIPMENT COOLING SMOKE OPERATION
Operation / Control Sequence
The equipment cooling system contains three smoke detectors (two supply -
one exhaust).
Activation of any detector will cause
the SMOKE light to illuminate and
provide the EICAS level C message FWD EQPT SMOKE.
Supply System
When smoke is detected in the supply system, the FWD smoke detection
will cause a shut down of;
the Equipment Cooling Supply Fan and.
both Recirculation Fans
With both the Recirculation Fans off, left and right Air Conditioning Packs
will go to high flow mode operation.
If NORMAL mode is selected, the Overboard Exhaust Valve actuator will be
commanded to the smoke clearance position. It will latch in the smoke position
if the airplane is in-flight.
When the airplane lands, the latching circuit for the SMOKE clearance position
will be disabled and the Overboard Exhaust Valve actuator will return to its
normal position, if the smoke condition no longer exists.
If the Overboard Valve does go to the SMOKE position in flight, an input to
EICAS will be latched as a Status & Maintenance message.
Exhaust System
Smoke in the exhaust system will cause a shut down of the ;
L Recirculation Fan, if the airplane is in-flight and the Slats are full up.
The left Pack will then go to high flow mode and the Overboard Exhaust
Valve goes to smoke clearance position.

System reset / Testing
If the smoke condition clears (supply/exhaust systems), the detectors will reset
automatically and the Air Conditioning Packs return to their normal flow mode.
The smoke detectors are tested during to AUTO TEST

EQUIPMENT COOLING
2158
FWD EQPT SMOKE C
EICAS
FWD EQUIP SUPPLY
SMOKE DETECTOR #1
Smoke Smoke FWD EQUIP EXHAUST
SMOKE DETECTOR
FWD EQUIP SUPPLY
SMOKE DETECTOR #2
AIR
LEFT
RECIRCULATION
No.1 FWD FAN OFF
SUPPLY FAN OFF Slats UP
RIGHT
RECIRCULATION
FAN OFF
OVERBOARD LEFT PACK
EXHAUST
VALVE HIGH FLOW
RIGHT PACK SMOKE MODE
HIGH FLOW
MODE
Figure 88 EQUIPMENT COOLING SMOKE SCHEMATIC

EQUIPMENT COOLING
2158
FWD SYSTEM AIR CLEANER
Purpose
The Air Cleaner is used to clean supply air for the forward equipment cooling
system without causing large pressure drop.
Location
The air cleaner is mounted on the inlet shroud of the forward equipment cooling
supply fans.
The shroud is located outboard of the left forward sidewall of the forward cargo
compartment.
Physical Description / Features
The air cleaner assembly consists of a housing, seperator assembly and a gas-
ket on the outlet side of the housing.
The seperator is amde up of air cleaning tubes. The tubes have no moving
parts and consists of a body, vortex generator, scavenge arrangement and an
outlet tube.
The air cleaner has an efficiency of 85% for particles greater than 15 microns.
The unit also has a maximum pressure drop of 1.7 inches (4.3 cm) of water
from inlet to outlet.
A purge line connects the air cleaner to the Lavatory / Galley vent ducting.
The air cleaner is held in place with to quick release latches connected to two
keepers installed on the air cleaner.
Operation
Air entering the air cleaner is given a swirling motion by the vortex generator.
This swirling motion causes heavier dirt particles and water droplets to be
thrown outward towards the wall of the body. It is scavenged overboard by the
aft equiment cooling / lavatory / galley ventilation system.
Clean air, located in the eye of the vortex generator, proceeds straight through
the outlet.
The air cleaner may easily be removed by disconnecting the flexible hose to
the purge line, then releasing the upper and lower quick release latches.
Installation is in revers order.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 89 FWD SYSTEM AIR CLEANER

EQUIPMENT COOLING
2158
FWD E/E COOLING SUPPLY FANS & CHECK VALVES
Purpose
The two supply fans provide cooling air to the airplane electrical/electronic
equipment.
The fan mounted check valves prevent reverse flow through the nonoperating
fan.
Location
The fans are mounted through five attaching points to airplane structure in the
left forward sidewall area of the forward cargo compartment.
Mounted on each fan outlet is the check valve.
Fans
The supply fans are singlestage vaneaxial fans consisting of a single,
8 inch (20.5cm) diameter housing containing an impeller and an end bell,
two sealed ball bearings, and the stator/rotor assembly.
The impeller is driven by a 3phase, 3,050 watt motor which rotates at approxi-
mately 11,500 rpm, providing a flow of 1000 cfm (28.32 cm3).
Three thermostats, which serve as thermal protective devices, are connected
in series, one located over a coil in each phase.
The thermostats activate at 400 F (204 C) and reset at 340 F (171 C).
Check Valves
The 8 inch (20.5 cm) diameter check valves are of a dual flapper type.
The flappers hinge from a centre hinge pin that incorporates a flapper full open
stop. Flow direction and hinge centrelines are marked on the valve housings
to facilitate installation.

EQUIPMENT COOLING
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For Training Purposes Only Figure 90 SUPPLY FANS & CHECK VALVE

EQUIPMENT COOLING
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FWD EQUIPMENT COOLING SUPPLY FANS CIRCUIT
Power This ground level signal provides the input for the FWD SUP FAN 1 mainten-
The left main AC Bus is the power source for the forward supply fan #1 ance message, the EQUIP OVHT advisory message, and the OVHT Light.
with control power off of phase C. If smoke is detected the maintenance and advisory message and the OVHT
Light are inhibited since the fan shutdown is a normal occurrence under these
The right main AC Bus is the power source for the forward supply fan #2
conditions. If the ALT cooling/OVHT Light switch is not positioned to Alt after
with control power off of phase C.
five minutes K10507 will relax. This will cause the OVHT Light and EICAS
Operation messages to be displayed.
Forward Supply Fan 1 is the normally operating fan. Fan 2 - Operation
Forward Supply Fan 2 only operates by actuation of the alternate cooling / When the right main AC bus is energized, power is supplied to the coil of K344.
overheat switch. K344 then finds a ground through the Fan 2 thermal switches and the alternate
contacts of the alternate cooling relay.
Fan 1 - Operation
When K344 energizes, power is supplied to the fan.
When the left main AC bus is powered, power is supplied directly to the coil of
K344 drops out for any one of the following reasons:
K343. K343 then finds a ground through the FWD fan thermal switches, the
normal contacts of the smoke shutdown relay, the normal contacts of the 1. loss of fan power;
FWD supply smoke sensing relay, and the normal contacts of the alternate 2. K344 failure;
cooling OVHT switch light. 3. fan thermal switch trips; or
When K343 energizes, power is supplied to the fan. 4. alternate cooling not selected.
K343 can drop out for any one of the following reasons: If alternate cooling is selected and K344 does not energize, a ground signal is
1. loss of fan power; supplied through the alternate cooling select switch and K344 indication con-
2. K343 failure; tacts to EICAS and to the E/E cooling control panel.
3. fan thermal switch trips; This is the input for the FWD SUP FAN 2 maintenance message,
EQUIP OVHT advisory message, and the OVHT Light.
4. smoke detected in the supply system; or
5. alternate cooling selected.
When smoke is detected in the supply system, the smoke shutdown relay
(K10360) energizes after three seconds and latches in the energized state.
This latch is reset upon landing and completion of the automatic test.
When K343 relaxes, a ground level signal is supplied through the normal con-
tacts of the smoke shutdown relay (K10360), the indication contacts of K343,
and the normal contacts of the alternate cooling relay to EICAS and the E/E
cooling control panel.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 91 SUPPLY FANS CONTROL SCHEMATIC

EQUIPMENT COOLING
2158
AUXILIARY FAN & CHECK VALVE
Purpose Auxiliary Fan Check Valve
Auxiliary Fan This .45 lbs (204 gr) check valve is a spring loaded close dual flapper type.
The auxiliary fan provides BLOW THROUGH cooling for the E2 rack mounted The inlet and outlet are 4.25 inches (10.8 cm) in diameter and the housing is
equipment and to the flight compartment equipment, when the normal sources 3.25 inches (8.26 cm) in length.
(forward equipment cooling supply fans) are not available. The valve housing is marked to indicate airflow direction and flapper hinge
centreline.
Auxiliary Fan Check Valve
Isolation Check Valve
The check valve prevents reverse flow through the auxiliary fan when the fan is
not operating. The isolation check valve weighs .85 lbs (386 gm) and is a spring loaded close
dual flapper type.
Isolation Check Valve
The inlet is 6.0 inches (15.24 cm) in diameter, the outlet is 5.5 inches (13.97
This valve prevents flow to all the main equipment racks, except the E2 rack,
cm) in diameter and the housing is 4.0 inches (10.16 cm) in length.
when the auxiliary fan is in operation.
Air flow direction and flapper hinge centreline markings are provided on the
Location housing.
The auxiliary fan, its check valve and the isolation check valve are mounted in
the equipment cooling supply ducting outboard of the P34, APU external power
panel, in the left side of the Main equipment centre. When installing the auxiliary fan, its check valve or the isolation check valve,
the procedure in the maintenance manual must be followed.
Physical Description/Features Part of that procedure is as follows: when installing the fan and/or its check-
valve, insure the direction of air flow indicator on the fan and/or the check valve
Auxiliary Fan
housing(s) indicates flow into the supply ducting.
The motor driven, vaneaxial fan is 4.25 inches (10.8 cm) in diameter and is
The isolation check valve can only be installed with flow going from the equip-
5.16 inches (13.11 cm) in length.
ment cooling supply fans.
The motor uses 115 volts, 400 Hz, three phase ac power.
Both check valves must be installed with the flapper hinge pin vertical.
When operating, the fan rotates at approx. 11,650 RPM and produces a flow of
260 cfm (7.4 cu. meter/min). With the check valves installed correctly the flapper hinge centreline indicator
Two placards are installed on the fan housing, one indicates fan rotation direc- will be on the very top or the very bottom of the valve.
tion and the other indicates air flow direction.

Three auto resetting thermo switches are incorporated in the motor to provide
overheat protection.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 92 AUXILIARY FAN & CHECK VALVE

EQUIPMENT COOLING -200ER
2158
AUXILIARY FAN CONTROL DESCRIPTION
EQUIP COOLING AUXILIARY FAN CONTROL
(B757 ER L/N 103 and on)
Operation/Control Sequence
The equipment cooling Auxiliary Fan (Aux Fan) will operate only if the
Left Transfer Bus is powered (operating pwr),
the Battery Bus is powered (control circuitry pwr) and
if either of the following two conditions are satisfied:
1. Both main ac buses are not powered when the airplane is in flight.
OR
2. Both forward equipment cooling Supply Fans are not operating and the
Alternate Cooling/Overheat Switch (P5, equip cooling control pnl) is
selected to the ALTN position.
Condition 1
In regards to the above condition number one, when both main ac buses be-
come unpowered while the airplane is in flight, the Hydraulic Motor Generator
(HMG) automatically starts and provides power to the Left Transfer Bus.
This insures operating power is available to the Equipment Cooling Auxiliary
Fan and other essential equipment.
Condition 2
For condition number two, the illumination of the OVHT annunciator and activa-
tion of the EICAS message EQPT OVHT (level C) would require the flight
crew to select the ALTN position of the Alternate Cooling/Overheat Switch per
inflight crew procedure.
If the indications had been caused by the forward equipment cooling fans not
operating then the Aux Fan would be commanded to ON.
Please note that the airplane is not dispatchable with the above indications or
with the Alternate Cooling/Overheat Switch in the ALTN position.

EQUIPMENT COOLING -200ER
2158
For Training Purposes Only Figure 93 E/E COOLING AUX. FAN CONTROL SCHEMATIC

EQUIPMENT COOLING
2158
FLOW CONTROL ORIFICES
Purpose
The flow control orifices restrict the flow in the supply and exhaust equipment
cooling ducting.
The orifices help in balancing the flow throughout the system ducting.
Location
The majority of the control orifices are located at various points in the exhaust
ducting. A few are also in the supply ducting.
Only the typical locations in the main equipment centre are shown.
The control orifices are stamped from sheet aluminium.
The tabs are approximately 3 inches long and have the control orifice diameter
identifier number on them.
The tabs are bent as shown during installation on the ducting so that the
identifier number is exposed.
As an example, inner diameters may vary from .45 inches in a 1 inch duct
through 3.1 inches in a 4.5 inch duct.
No maintenance is required. However should a control orifice be removed for
any reason, insure it is installed in the same location.
The Illustrated Parts Manual, by part number, identifies the correct location for
each.

EQUIPMENT COOLING
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For Training Purposes Only Figure 94 FLOW CONTROL ORIFICES

EQUIPMENT COOLING
2158
RACK COOLING DETAILS
Purpose
The equipment racks support the electronic equipment and provide a controlled
path for supply and exhaust cooling.
Location
The racks are installed in the MAIN , FWD and AFT Equipment Centers.
The racks are multi-piece construction. The major components consits of:
a frame
exhaust plenum
supply plenum
and equipment shelf
Air flow into or out of each shelf is controlled by Air Flow Valves.
The valves are adjusted to balance the airflow to each shelf throughout the
system. Each shelf is internally divided, so that supply air is provided through
metering plates to the equipment sitting on the shelf and exhaust air is drawn
off the equipment mounted below.
The exception to this is for the most upper and lowest shelf.
The upper shelf mounted equipment has its exhaust air drawn off by the upper
exhaust panel and on the lowest shelf the exhaust section is blocked.
The plastic metering plates are held in place by a plate seal. Each metering
plate has open and plugged orfices.
The plugs are installed to control the amount of cooling air to each piece of
equipment, installed on the shelf.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 95 RACK COOLING DETAILS

EQUIPMENT COOLING
2158
RIGHT RECIRCULATION FAN/CHECK VALVE
Purpose
The recirculation fan circulates filtered conditioned cabin air to maintain cabin
ventilation while minimizing the use of bleed air from the engines.
The check valve prevents reverse flow from the air conditioning mix manifold
through the fan and filter assembly.
Location
The fan and check valve are located aft of the forward cargo compartment.
The check valve is just to the right of the air conditioning mix manifold and is
visible with the aft right cargo sidewall removed.
The fan is outboard and aft of the air filter assembly.
The recirculation fan is a singlestage vaneaxial fan.
It consists of a stator assembly and an impeller and a rotor.
Deswirl vanes downstream of the impeller create a static pressure rise.
The deswirl vanes also provide extended surfaces for motor cooling.
Downstream of the deswirl vanes is a tail cone used to diffuse the airflow.
Each phase of the motor has a thermal switch embedded in its windings which
provide overtemperature protection.
The fan provides a flow of 1022 cfm (29 cmm) with an impeller speed
of 11,400 rpm.
The check valve is a dual flapper type. A stop pin limits overtravel of the
flappers. An airflow indicator plate is included on the valve body.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 96 RIGHT RECIRCULATION FAN & CHECK VALVE

EQUIPMENT COOLING
2158
R RECIRCULATION FAN CONTROL DESCRIPTION
Power
The fan uses 3 phase power at 115/200 volts ac, 400 Hz and may use up to
130 amperes.
Operation
The right recirculation (recirc) fan uses power from the right utility bus for
operation and for control.
The fan will be commanded to operate (relay K416) if the right recirculation fan
control switch (S2) on the air conditioning control panel (P5) is selected to ON,
the forward and aft cargo fire arming switches are in the NORM position (relays
K10432 & K10443), no smoke detected in the forward equipment cooling sup-
ply system (relay K369) and no fan motor overheat.
If the fan is not commanded ON (relay K416 not energized) and the
AUTO TEST is not activated (relay K10511 not energized), the INOP light in
the recirc fan control switch will illuminate.
The EICAS message R RECIRC FAN will be activated when the fan is not
commanded ON if there is no main cargo fire (757 freighters only) and there is
no smoke detected in the forward equipment cooling system.
The right air conditioning pack flow control card HI FLOW control circuitry
monitors fan operation through relay K416.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 97 R RECIRCULATION FAN CONTROL SCHEMATIC

EQUIPMENT COOLING
2158
LEFT RECIRCULATION FAN & CHECK VALVE
Purpose
The recirculation fan performs two functions:
1. it provides draw air from the forward equipment cooling exhaust ducting
(providing drawthrough cooling)
and
2. depending on the position of the overboard exhaust valve,
the fan forces the exhaust air overboard through the overboard exhaust
valve or circulates filtered forward equipment exhaust air (cabin air that has
been used for equipment cooling) to maintain the desired level of cabin
ventilation while minimizing the use of bleed air from the engines.
The check valve prevents flow from the air conditioning mix manifold into
the exhaust portion of the forward equipment cooling system.
Location
The recirculation fan and check valve are located in the left forward sidewall
area of the forward cargo compartment.
The fan is mounted directly above the forward equipment cooling supply fans.
The check valve is approximately 3 feet (90cm) aft of the fan.
The left recirculation fan is a singlestage, mixed flow unit.
The fan provides a flow of 750 cfm (21 cm3) with an impeller speed
of 7,700 rpm.
Each phase of the motor has a small thermal switch embedded in its windings
which opens the circuit in the event of excessive temperature in the windings.
The check valve is a dual flapper type. A stop pin limits overtravel of the
flappers. An airflow indicator plate is included on the valve body.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 98 LEFT RECIRCULATION FAN & CHECK VALVE

EQUIPMENT COOLING
2158
OVERBOARD EXHAUST VALVE
Purpose Operation
The overboard exhaust valve provides a controlled vent to ambient for the The operation of the valve disk in the two modes, normal and smoke clearance
exhaust portion of the forward equipment cooling system. is almost the same.
The difference is the closed limit for the valve disk; normal mode allows the
Location disk to move fully closed and the smoke clearance mode does not.
The valve is aft and below the left recirculation fan in the left forward sidewall Normal mode
area of the forward cargo compartment.
With air flowing up to a given velocity created by pressure differential, the valve
Physical Description / Features disk is open allowing equipment cooling exhaust air (up to 70 lbs/min) to exit
overboard.
The overboard exhaust valve is a selfcontained, selfmodulating airflow
Since the disk is airfoil shaped it creates lift as airflow increases across it.
regulating device.
The lift force is transformed into torque to move the valve disk against spring
The valve consists of a springloaded open airfoilshaped disk mounted within tension, towards the closed position.
a housing. As the differential pressure increases above 2.0 psi, the lift forces overcome
The reversible, electric actuator and gear train adjusts the limit of travel of the spring tension and the valve begins to throttle the air flow.
valve disk during operation: At a p of 2.8 psi, the valve closes completely causing all of the equipment
1. the normal mode allows the valve disk to move from full open to full close, cooling exhaust air to go to the air conditioning mixmanifold.
2. the smoke clearance mode allows the valve disk to move from the full Smoke mode
open to a partly closed position. If the valve actuator is in the smoke clearance position it will prevent the valve
The position indicator mounted to the actuator provides actuator position only disk from closing completely and the airflow through the valve would be
and not valve disk position. dependent on the p; as the p increases, the airflow increases.
For example at a P of 4 psi the airflow is approximately 34 lbs/min and at a
p of 8.6 psi it is approximately 50 lbs/min (23 kg/min).

EQUIPMENT COOLING
2158


Figure 99 OVERBOARD EXHAUST VALVE

EQUIPMENT COOLING
2158
L RECIRC. FAN & OVBD EXH. VALVE CONTROL
Power fan control switch will illuminate. The EICAS message R RECIRC FAN will
The fan motor uses 3phase power at 115/200 volts ac, 400 Hz. be activated when the fan is not commanded ON if there is no main cargo fire
(757 freighters only) and there is no smoke detected in the forward equipment
Input power is at 3,700 watts.
cooling system.
Operation The right air conditioning pack flow control card HI FLOW control circuitry
The left recirculation (recirc) fan uses power from the left bus for operation and monitors fan operation through relay K416.
for control. The fan will be commanded to operate (see relay K415) if the left
recirc fan control switch (S1) on the air conditioning control panel (P5) is
selected to ON, the forward cargo fire arming switch is in the NORM position
(see relay K10432), no fan motor overheat and if any one of the following
conditions are true:
1. The slats NOT full up or
2. The airplane is on the ground or
3. No smoke detected in the forward equipment cooling supply and exhaust
systems.
If the fan is not commanded ON (relay K415 not energized) the INOP light in
the recirc fan control switch will illuminate.
The EICAS message L RECIRC FAN will be activated when the fan is not
commanded ON if there is no smoke detected in the forward equipment cooling
system.
The equipment cooling OVHT indications may also be activated, after a ten
second delay, when the fan is not commanded ON, the airplane is in the air
and all of the following are true:
1. The overboard exhaust valve actuator is not in the SMOKE position
(K10086) and;
2. No smoke is detected in the forward equipment cooling system or smoke
has been detected for greater than five minutes (see relay K10507).
The HI FLOW control circuit of the left air conditioning pack flow control card
and the equipment cooling overboard exhaust value actuator control circuit,
monitor fan operation through relay K415.
The DIM mode for the indicator light of the master dim and test system will be
inhibited when the left recirc. fan is not commanded to ON. See relays K415
and K10167.
If the fan is not commanded ON (relay K416 not energized) and the AUTO
TEST is not activated (relay K10511 not energized), the INOP light in the recirc

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 100 L RECIRC. FAN & OVERBD. EXH. VALVE CONTROL

EQUIPMENT COOLING
2158
LOW FLOW DETECTORS
Purpose
The low flow detectors monitor the adequacy of cooling air flow rate as a
function of cooling air temperature and provide an alarm signal when cooling
air flow/temperature is beyond prescribed limits.
Location
The two detectors are mounted in ducting in the forward equipment area.
The exhaust duct detector is in the forward section of the area approximately
on centre and midway up the forward bulkhead.
The supply duct detector is in the right aft lower corner of the area, outboard of
the right forward corner of the nose wheel well.
The detectors incorporate two sensing elements encased in a probe which
extends into the duct.
One sensing element measures the air temperature in the duct.
The other is self heated to a fixed T above the duct temperature.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 101 FWD EQ LOW FLOW DETECTORS

EQUIPMENT COOLING
2158
LOW FLOW DETECTOR CONTROL DESCRIPTION
Power
The detectors are designed to operate on 28 volts dc at 5 watts maximum.
Operation
The amount of power required by the self heated sensor to maintain the fixed
T is dependent on the cooling characteristics (flow and temperature) of the air
flowing past the probe of the detector.
An internally generated voltage signal, proportional to power, is compared to a
reference voltage to provide an alarm signal when duct temperature is above
the maximum cooling capability for the airflow in the duct.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 102 LOW FLOW DETECTOR CONTROL SCHEMATIC

EQUIPMENT COOLING
2158
FWD E/E COOLING SMOKE DETECTOR
Purpose Operation
The forward equipment cooling smoke detectors monitor the supply and The smoke detector works on the principle that smoke particles reflect light.
exhaust air of the system for smoke and to provide an alarm signal when E/E cooling air is drawn through the detector and a beam of light from the pilot
smoke is sensed. lamp is directed across the flow path.
Location The presence of smoke particles in the air cause the light to be reflected.
Some of this reflected light will be detected by a photo cell and causes the re-
The detectors are mounted to airplane structure outboard of the cargo com-
sistance of the cell to decrease.
partment liner in the left forward sidewall area of the forward cargo com-
partment. When the smoke concentration reaches 515% depending on temperature,
enough light is reflected to the photo cell causing the electronic circuit to pro-
The exhaust detector is mounted aft of the forward equipment cooling air
vide an alarm.
cleaner.
The supply detectors are mounted to a vertical stanchion that is inboard and Maintenance Practices - Lamp Test
forward of the supply fans. All smoke detectors are tested through inputs from airplane circuitry
(automatic or manually activated).
When a test is activated, it illuminates the test LED which shines directly on the
There are three identical smoke detectors in the forward equipment cooling
photo cell.
system.
The test LED is wired in series with the pilot lamp to test the continuity of the
Two monitoring the supply air and one monitoring the exhaust air.
pilot lamp.
The smoke detector assembly operates on an optical principle and consists of An alarm signal will be provided to the airplane circuitry if the test is successful.
a photocell and lamp in a lightproof chamber.
Housed in the case with the lamp is an electronic assembly consisting of a
printed circuit board and a photocell mounting bracket with components.
The detector has inlet and outlet tubes protruding from the case to provide ac-
cess to air and smoke.

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 103 FWD E/E COOLING SMOKE DETECTOR

EQUIPMENT COOLING
2158
FWD EQ SMOKE DETECTION CIRCUIT
Operation Overboard Exhaust Valve - The overboard exhaust valve actuator, as previ-
Supply System Smoke - When smoke is detected in the forward equipment ously stated will be commanded to the SMOKE position if smoke is detected in
cooling supply system, K369 energizes and provides ground level signals the forward equipment cooling system. The actuator will also be commanded
which causes the following six events: to the SMOKE position for either of the following two conditions:
1. Deactivates the left recirculation fan if the airplane is in flight and the slats 1. The left recirculation fan not running (see relay K415), the airplane is in the
are up. air (see relay K201) and the ALTN SW is in the NORM position. When
these items are satisfied, the overboard exhaust valve command relay
2. Deactivates the right recirculation fan through the supply smoke sensing
(K10442) energizes, latches and commands the actuator to the SMOKE
relay K369.
position. The latch is reset when the airplane is on the ground or by placing
3. Activates the SMOKE light, if the Auto Test is not in progress, and activates the ALTN SW to the ALTN position.
the EICAS advisory message FWD EQPT SMOKE.
2. The left recirculation fan not running (see relay K10167) and the ALTN SW
4. The forward supply fan 1 will be commanded to OFF and will be latched is in the ALTN position.
OFF (relay K10360) until the smoke condition does not exist and the Auto
Auto Test - The auto test relay (K10511) when energized provides an AUTO
Test relay (K10511) energizes to the Test position and then back to normal.
TEST signal to the supply and exhaust smoke detectors. This relay energizes
Cycling of the auto test relay removes power from the supply smoke shut
for 20 seconds after both engines have been shut down or after the manual
down relay (K10360) for three seconds which will allow it to relax. The for-
test switch has been released. During the AUTO TEST EICAS monitors the
ward supply fan 1 fault indication circuit is disabled to prevent an erroneous
detectors and if any do not provide an alarm signal, the appropriate mainten-
overheat indication (relay K10360).
ance message will be activated.
5. The overboard exhaust valve actuator will be commanded to the SMOKE If both supply detectors fail to provide an alarm signal, EICAS will activate, in
position (relay K10442) if the alternate cooling/overheat switch (ALTN SW) addition to the above messages, the EQPT SMOKE TEST message.
is in the NORM position. The actuator will be latched to the SMOKE posi- The overboard exhaust valve actuator will be commanded to the smoke posi-
tion if the airplane is in the air (relay K148). Any time the actuator moves to tion if any of the detectors provide an alarm signal. No indication is provided
the SMOKE position and the Auto Test is not in progress, the EICAS status on EICAS if the actuator operates correctly.
and maintenance message OVBD EX VAL OPEN will be activated (relay If the actuator fails to move to the SMOKE position during the test the EICAS
K10086). message OVBD EX VAL TEST will be activated.
6. If the supply smoke shutdown relay (K10360) is energized for more than 5 Manual Test The equipment cooling test switch (P61) provides the following
minutes and the ALTN SW is in the NORM position the OVHT Light Inhibit two functions when activated:
Relay (K10507) will relax and the OVHT light and the EICAS advisory
1. It activates the OVHT light and the EICAS message EQPT OVHT by
message EQPT OVHT will be activated.
providing a ground.
Exhaust System Smoke - When smoke is detected in the forward equipment
2. The switch removes power from the auto test relay (K10511).
cooling exhaust system, K10509 energizes and provides a ground level signal,
This allows the relays timer circuit to reset so that when the test switch is
which causes basically the same events as smoke detected in the supply sys-
released the AUTO TEST will begin. The AUTO TEST will last for 20 sec-
tem except the supply smoke shutdown relay (K10360) will not energize (see
onds.
events 3 and 5 above).

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 104 SMOKE DETECTOR CONTROL SCHEMATIC

EQUIPMENT COOLING
2158
FWD E/E COOLING TEST CIRCUIT DESCRIPTION
Automatic Testing Manual Testing
The automatic test circuit checks the operation of; Operation of the manual test switch to the test position illuminates
the low flow detectors, lthe EQUIP OVHT EICAS advisory message and
smoke detectors, the OVHT light
the forward Supply Fan 1 shutdown circuit and and removes power from the autotest relay, thus resetting it.
the OEV command circuit. When the test switch is released, the automatic test is reinitiated.
Hot battery bus power is supplied to the autotest relay, K10511, through the A lack of EICAS fault messages after twenty seconds indicates
normal position of the manual test switch and left and right engine out relays. successful completion of the test.
Upon shutdown of the second engine, K10511 energizes immediately and
relaxes twenty seconds later.
While K10511 is energized, a ground level test signal is supplied to the low flow
detector(s), smoke detector(s), and the EICAS computer.
During this twenty seconds, any detector(s) that does not put out an alarm
causes its associated EICAS maintenance message to latch in.
Also, the supply smoke shutdown and OEV command relays energize as a
result of a ground signal being supplied by one or more of the smoke de-
tector(s) alarm outputs.
If supply line smoke detectors fail K10360 will not energize and the EQPT
SMOKE TEST EICAS status message illuminates through the normally closed
contacts of K10360 and the test ground discrete from K10511.
If the OEV command relay fails to energize, the OEV will not open and the
OVBD EX VAL TEST EICAS message will latch on.
After twenty seconds, the test discrete is removed from all detectors and the
EICAS computer as a result of K10511 dropping out.
Also, power is removed from K10360 for three seconds to allow the smoke de-
tectors to reset and K10360 to relax, since K10360 latches itself on through its
own contacts whenever smoke is detected.

The latching of K10360 disables the forward Supply Fan 1.
If K10360 latches ON, it will reset itself upon completion of the automatic test if
the supply smoke condition no longer exists.
FRA US/T 4 SCV JULY 2003 Page: 112

EQUIPMENT COOLING
2158
For Training Purposes Only Figure 105 E/E COOLING TEST CIRCUIT SCHEMATIC
FRA US/T 4 SCV JULY 2003 Page: 113
TABLE OF CONTENTS
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . . . . 1 FORWARD CARGO COMPARTMENT HEATING SYSTEM . . . . . . . . 48
FORWARD CARGO HEAT CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2100 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AFT LOWER LOBE CARGO HEATING SYSTEM . . . . . . . . . . . . . . . . . 52
ECS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AFT CARGO HEATING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
AIR CONDITIONING SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . . 2 2130 PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
AIR CONDITIONING SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . 4 CABIN PRESSURIZATION CONTROL SYSTEMS . . . . . . . . . . . . . . . . 56
ECS CONTROL PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 8 CABIN PRESSURIZATION BACKUP SYSTEMS . . . . . . . . . . . . . . . . . 58
ECS EICAS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 VENT DOORS / NEGATIVE RELIEF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENVIRONMENTAL CONTROL SYSTEM (ECS) . . . . . . . . . . . . . . . . . 12
2158 EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . 62
2151 COOLING PACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 E / E EQUIPMENT COOLING SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . 64
COOLING PACK COMPONENTS (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 EQUIPMENT COOLING SYSTEM FEATURES . . . . . . . . . . . . . . . . . . . 66
COOLING PACK CONTROL COMPONENTS . . . . . . . . . . . . . . . . . . . . 18 AFT EQ DRAW THROUGH COOLING FANS . . . . . . . . . . . . . . . . . . . . 68
FLOW CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 AFT E/E COOL. FANS CONTROL DESCRIPTION . . . . . . . . . . . . . . . 70
AUTO CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 GROUND OPERATION E/E COOLING . . . . . . . . . . . . . . . . . . . . . . . . . 72
STANDBY CONTROL SIMPLIFIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 FORWARD EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . . . 74
2153 RAM AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 EQUIPMENT COOLING OVERHEAT OPERATION . . . . . . . . . . . . . . . 76
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 EQUIPMENT COOLING SMOKE OPERATION . . . . . . . . . . . . . . . . . . 78
RAM AIR INLET DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FWD SYSTEM AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
RAM AIR EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FWD E/E COOLING SUPPLY FANS & CHECK VALVES . . . . . . . . . . 82
2161 TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 32 FWD EQUIPMENT COOLING SUPPLY FANS CIRCUIT . . . . . . . . . . . 84
PRIMARY (ZONE) TEMPERATURE CONTROL SYSTEM . . . . . . . . . 32 AUXILIARY FAN & CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
ZONE TEMPERATURE SENSORS AND SWITCHES . . . . . . . . . . . . . 34 AUXILIARY FAN CONTROL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 88
TEMPERATURE CONTROL SYSTEM INTEGRATION . . . . . . . . . . . . 36 FLOW CONTROL ORIFICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
RACK COOLING DETAILS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
2120 DISTRIBUTION (PART 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
RIGHT RECIRCULATION FAN/CHECK VALVE . . . . . . . . . . . . . . . . . . . 94
RECIRCULATION SYSTEM GENERAL DESCRIPTION . . . . . . . . . . . 38
R RECIRCULATION FAN CONTROL DESCRIPTION . . . . . . . . . . . . . 96
MIXING MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
LEFT RECIRCULATION FAN & CHECK VALVE . . . . . . . . . . . . . . . . . . 98
RECIRCULATION AIR FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
OVERBOARD EXHAUST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
2120 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 L RECIRC. FAN & OVBD EXH. VALVE CONTROL . . . . . . . . . . . . . . . 102
FLIGHT COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 LOW FLOW DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 LOW FLOW DETECTOR CONTROL DESCRIPTION . . . . . . . . . . . . . 106
GALLEY/LAV. VENTILATION SYSTEM COMPONENTS . . . . . . . . . . . 46 FWD E/E COOLING SMOKE DETECTOR . . . . . . . . . . . . . . . . . . . . . . . 108
2140 HEATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 FWD EQ SMOKE DETECTION CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . 110
Page i
TABLE OF CONTENTS
FWD E/E COOLING TEST CIRCUIT DESCRIPTION . . . . . . . . . . . . . 112
Page ii
TABLE OF FIGURES
Figure 52 AIR CONDITIONING INTRODUCTION . . . . . . . . . . . . . Page: 3 Figure 87 EQUIPMENT COOLING GROUND HANDLING . . . . . . Page: 73
Figure 53 AIR CONDITIONING LAYOUT (1) . . . . . . . . . . . . . . . . . . Page: 5 Figure 88 E/E COOLING SYSTEM SCHEMATIC . . . . . . . . . . . . . . Page: 75
Figure 54 AIR CONDITIONING LAYOUT (2) . . . . . . . . . . . . . . . . . . Page: 7 Figure 89 EQPT. COOLING OVERHEAT SCHEMATIC . . . . . . . . . Page: 77
Figure 55 AIR CONDITIONING CONTROL PANEL . . . . . . . . . . . . Page: 9 Figure 90 EQUIPMENT COOLING SMOKE SCHEMATIC . . . . . . Page: 79
Figure 56 ECS EICAS DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 11 Figure 91 FWD SYSTEM AIR CLEANER . . . . . . . . . . . . . . . . . . . . . Page: 81
Figure 57 AIR CONDITIONING SYSTEM SIMPLIFIED . . . . . . . . . Page: 13 Figure 92 SUPPLY FANS & CHECK VALVE . . . . . . . . . . . . . . . . . . Page: 83
Figure 58 COOLING PACK COMPONENT LOCATIONS (1) . . . . Page: 15 Figure 93 SUPPLY FANS CONTROL SCHEMATIC . . . . . . . . . . . . Page: 85
Figure 59 COOLING PACK COMPONENT LOCATIONS (2) . . . . Page: 17 Figure 94 AUXILIARY FAN & CHECK VALVE . . . . . . . . . . . . . . . . . Page: 87
Figure 60 COOLING PACK CONTROL COMPONENTS . . . . . . . Page: 19 Figure 95 E/E COOLING AUX. FAN CONTROL SCHEMATIC . . Page: 89
Figure 61 FLOW CONTROL CARD LOGIC . . . . . . . . . . . . . . . . . . . Page: 21 Figure 96 FLOW CONTROL ORIFICES . . . . . . . . . . . . . . . . . . . . . . Page: 91
Figure 62 PACK AUTO CONTROL SIMPLIFIED . . . . . . . . . . . . . . Page: 23 Figure 97 RACK COOLING DETAILS . . . . . . . . . . . . . . . . . . . . . . . . Page: 93
Figure 63 STANDBY PACK CONTROL SIMPLIFIED . . . . . . . . . . . Page: 25 Figure 98 RIGHT RECIRCULATION FAN & CHECK VALVE . . . . Page: 95
Figure 64 RAM AIR SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . Page: 27 Figure 99 R RECIRCULATION FAN CONTROL SCHEMATIC . . . Page: 97
Figure 65 RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 29 Figure 100 LEFT RECIRCULATION FAN & CHECK VALVE . . . . Page: 99
Figure 66 RAM AIR EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 31 Figure 101 OVERBOARD EXHAUST VALVE . . . . . . . . . . . . . . . . . Page: 101
Figure 67 PRIM. TEMPERATURE CONTROL SYS. . . . . . . . . . . . Page: 33 Figure 102 L RECIRC. FAN & OVERBD. EXH. VALVE
Figure 68 ZONE TEMPERATURE SENSORS & SWITCHES . . . Page: 35 CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 103
Figure 69 TEMPERATURE CONTROL SYSTEM SCHEMATIC . Page: 37 Figure 103 FWD EQ LOW FLOW DETECTORS . . . . . . . . . . . . . . Page: 105
Figure 70 RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . Page: 39 Figure 104 LOW FLOW DETECTOR CONTROL SCHEMATIC . . Page: 107
Figure 71 MIXING MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Page: 41 Figure 105 FWD E/E COOLING SMOKE DETECTOR . . . . . . . . . Page: 109
Figure 72 RECIRCULATION AIR FILTERS . . . . . . . . . . . . . . . . . . . Page: 43 Figure 106 SMOKE DETECTOR CONTROL SCHEMATIC . . . . . Page: 111
Figure 73 COCKPIT & PASS. COMPARTMENT AIR DISTR. . . . . Page: 45 Figure 107 E/E COOLING TEST CIRCUIT SCHEMATIC . . . . . . . Page: 113
Figure 74 GALLEY / LAVATORY VENTILATION . . . . . . . . . . . . . . . Page: 47
Figure 75 FWD CARGO HEATING SYSTEM . . . . . . . . . . . . . . . . . Page: 49
Figure 76 FWD CARGO HEAT CONTROL . . . . . . . . . . . . . . . . . . . Page: 51
Figure 77 AFT CARGO HEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . Page: 53
Figure 78 AFT CARGO HEAT SYSTEM . . . . . . . . . . . . . . . . . . . . . Page: 55
Figure 79 CABIN PRESSURIZATION CONTROL SYSTEMS . . . Page: 57
Figure 80 CABIN PRESSURIZATION BACKUP SYSTEMS . . . . . Page: 59
Figure 81 VENT DOORS / NEGATVE RELIEF . . . . . . . . . . . . . . . . Page: 61
Figure 82 EQUIPMENT COOLING INTRODUCTION . . . . . . . . . . Page: 63
Figure 83 EQUIPMENT COOLING OVERVIEW . . . . . . . . . . . . . . . Page: 65
Figure 84 EQUIPMENT COOLING SYSTEM GENERAL . . . . . . . Page: 67
Figure 85 AFT E/E COOLING & LAV GALLEY VENT FANS . . . . Page: 69
Figure 86 AFT E/E COOLING FANS CONTROL . . . . . . . . . . . . . . Page: 71
Page iii
Training Manual
B 757/767
ATA 28
FUEL
757/767 Differences
Lufthansa Issue: MAR 1999
Book No: Lufthansa Base Lufthansa 1995
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
FUEL B 757
28
ATA 28 FUEL
B 757-200 (PW2000)
DIFFERENCES
B 767300 (PW4000)
FRA US/E goe MAR 99 Page: 1
FUEL B 757
GENERAL 200
2800
2800 FUEL GENERAL
FUEL SYSTEM LAYOUT
Purpose A dc pump pressure feeds the APU automatically when the ac pumps are not
The fuel system provides storage, venting, fueling, engine and APU fuel feed, operating. A crossfeed valve interconnects the normally isolated left and right
defueling, fuel transfer and fuel quantity indicating. feed manifolds to allow any tank to feed either engine.
Automatic jet pumps are powered by the ac pump fuel outflow to prevent water
Fuel Tanks and contaminates from accumulating in tank low points.
All fuel for the engines and APU is stored within the wing.
The three tanks, left main, right main, and center tank are of wet wing Defueling
construction. A baffle rib in the main tanks controls outboard flow. The defuel valves interconnect the feed system and the fueling system to
Outboard of both main tanks is a surge tank to contain overflow and prevent provide for defueling and fuel transfer operations on the ground only.
fuel spills. The surge tanks are normally empty, and drain into the main tanks Airborne fuel jettisoning is not available.
through a check valve.
Fuel Quantity Indicating System (FQIS)
Vent System The FQIS is a microprocessor controlled capacitance type fuel quantity mea-
The vent system is designed to maintain near ambient atmospheric pressure suring system. The FQIS requires only 28 volts dc power for operation.
within the tanks by use of a vent scoop in each of the two surge tanks and vent A direct digital display of fuel weight is provided in the flight compartment and
channels and tubes within the tanks. at the fueling station.
A flame arrester is mounted in both vent scoops. Backup pressure relief valves
Tank units provide volume measurement and densitometers, one in each tank,
are mounted on the inboard surge tank access door.
provide fuel density signals.
Fueling System The FQIS also controls the fueling valves to allow automatic fueling termination
The fueling system includes a manifold with four fueling valves inside the tanks at preselected quantity levels.
and a fueling station on the right wing leading edge.
Measuring Sticks
The fueling valves are controlled by the Fuel Quantity Indicating System
(FQIS) to allow versatility in fueling operations. Magnetic dripless type measuring sticks are mounted in the lower wing
surfaces of each tank to provide an alternate method of determining fuel
A backup overfill sensor in each surge tank terminates fueling operations if the
quantity.
tanks overfill.
An overwing fill port is located on the upper wing surface for both main tanks.
Feed System
The two engines and APU are supplied fuel from the fuel feed system.
Two ac boost pumps are installed for each main tank. Two ac override pumps
are installed for the center tank.
A bypass valve in each main tank allows suction flow from the main tanks.
FUEL B 757
GENERAL 200
2800
For Training Purposes Only Figure 106 FUEL SYSTEM LAYOUT
FUEL B 757
GENERAL 200
2800
FUEL SYSTEM COMPONENT LOCATIONS
LEFT REAR SPAR COMPONENTS
FUEL B 757
GENERAL 200
2800
For Training Purposes Only Figure 107 FUEL SYSTEM COMPONENT LEFT REAR SPAR
FUEL B 757
GENERAL 200
2800
RIGHT REAR SPAR COMPONENTS
FUEL B 757
GENERAL 200
2800
For Training Purposes Only Figure 108 FUEL SYSTEM COMPONENT RIGHT REAR SPAR
FUEL B 757
PANEL DESCRIPTION
2800
FUEL MANAGEMENT CONTROL PANEL
(1) MAIN TANK FUEL PUMP SWITCH (5) CROSS FEED VALVE SWITCH (alternate action)
(alternate action) ON (bar in view) valve signaled open
ON (bar in view) Respective main tank pump is signaled ON OFF (blank) valve signaled close
OFF (blank) Pump is OFF
Note: Left FWD Boost pump is automatically signaled ON during APU (6) CROSS FEED VALVE LIGHT (amber)
operation and AC power available. (see APU fuel system) ILLUMINATED valve not in commanded position (disagree)
(2) MAIN TANK FUEL PUMP LOW PRESSURE LIGHT (amber)
ILLUMINATED Pump has low pressure (<7psi) or is switched OFF Airplanes with DUAL CROSSFEED VALVE
Note: Left FWD pump PRESS light is extinguished during APU operation.
(7) FWD/AFT CROSS FEED VALVE SWITCHES
(3) CENTER TANK FUEL PUMP SWITCH (alternate action)
(alternate action) ON (bar in view) respective valve signaled open
ON (bar in view) Respective main tank pump is signaled ON (ARMED) OFF (blank) valve signaled close
Pumps will operate when: Note: For engine fuel crossfeed operation, one open valve is sufficient.
associated engine RPM is >50%N2 (Normal operation)
Refueling Panel door is open (for fuel transfer operation)
right pump only: HMG ready signal (ER aircrafts) (8) FUEL CONFIGURATION LIGHT (amber)
OFF (blank) Pump is OFF ILLUMINATED Fuel system is not in proper condition.
Low Fuel quantity: L(R) Main tanks <1000kg (2200lbs)
(4) CENTER TANK FUEL PUMP LOW PRESSURE LIGHT (amber)
Fuel imbalance: Imbalance limit varies with total fuel in both tanks.
ILLUMINATED Pump has low pressure (<7psi)
Both Center tank pump switches are OFF and still fuel in CTR tank.
EXTINGUISHED Pump is signaled OFF

FRA US/E goe MAY 98 Page: 8
FUEL B 757
PANEL DESCRIPTION
2800
(7)
(5) (6)
(1)
L FUEL R
FUEL
L PUMP R PUMP PUMPS PUMPS
XFEED
CROSSFEED
ON ON ON ON
w w w w w
AFT AFT AFT AFT
PRESS PRESS PRESS VALVE PRESS
w a
a a a a
VALVE
a
ON ON ON ON
w w FWD w w w FWD
FWD FWD
PRESS FUEL PRESS PRESS VALVE PRESS
a CONFIG. a a a a a
C PUMP
C PUMPS
FUEL
P P P P CONFIG a
(8) LEFT R R RIGHT R R
ON E E ON ON E E ON
S S L S S R
w S a S a w w Sa S a w
(2)
SINGLE CROSSFEED DUAL CROSSFEED VALVE
VALVE (as installed) (8)

(3) (4)
(as installed)
Figure 109 FUEL MANAGEMENT PANEL (P5)
FUEL B 757
PANEL DESCRIPTION
2800
REFUELING PANEL (P28)
(1) POWER SWITCH (capped NORM) (8) REFUELING VALVE CONTROL SWITCH
BATT electrical power for refueling is supplied from HOT BATTERY BUS FUEL Both refueling valves in associated tank are signaled to open.
NORM electrical power is provided from GRD HANDLING BUS FQIS terminates refueling at preselected value (normal operation)
Note: Power source changes during refueling may cause FQIS to change FQIS terminates refueling when tanks are full (topoff function)
into topoff operation (Set fueling values are lost). Overfill system terminates refueling when fuel is spilled (protection)
(2) INDICATOR TEST SWITCH (black, momentary action) OFF Both refueling valve are signaled to close
(e.g. during manual refueling)
PUSH Test all load select fuel indicators.
Honeywell system: Indicators will display 88.8 in top & lower displays (9) REFUELING VALVE OPEN LIGHTS (blue)
Simmonds system: Indicators will display 88.8 in top & lower displays ILLUMINATED when associated refueling valve is open (Not closed)
If system faults are detected,
PUSH SET, A, b or Ab codes are displayed. (10) LOAD SELECT INDICATOR
Indicates Fuel quantity selected (& set) on the Load select control.
(3) SYSTEM TEST SWITCH (red, momentary action)
Blank when no selection was made or after power applied.
PUSH Performs a load select functional test and a full tank shutoff test.
During refueling, the valves are closed and opened in sequence. (11) FUEL QUANTITY INDICATOR
Indicates Fuel quantity in associated tank (kg / lbs)
(4) OVERFILL RESET SWITCH (red, momentary action)
PUSH Resets the overfill sensor protection system. (12) DEFUELING VALVE SWITCH (guarded)
Note: If switch is activated during refueling, the overfill protection system is OPEN associated defueling valve is commanded to open.
bypassed and will not terminated refueling when a fuel spill occurs. CLOSE defueling valve closes
(5) OVERFILL TEST SWITCH (red, momentary action) (13) DEFUELING VALVE LIGHT (blue)
PUSH Tests the overfill sensor protection system. ILLUMINATED defueling valve is open (commanded OPEN)
During refueling, the valves are closed by the overfill system. defueling valve is not closed (commanded CLOSE)
To unlatch the system, press the RESET switch. EXTINGUISHED defueling valve is closed (commanded CLOSE)
defueling valve is not open (commanded OPEN)

(6) LOAD SELECT CONTROL
Rotate thumbwheels to select desired Fuel quantity value.
(7) TANK LOAD SELECT SWITCH (red, momentary action)
1. PUSH the value set in the Load select control appears in
associated load select indicator
2. PUSH blanks the display in associated load select indicator
FUEL B 757
PANEL DESCRIPTION
2800
(2)
TEST
OFF OFF OFF
(8)
r (3)
FUEL FUEL FUEL IND SYSTEM
(5)
(9) b OPEN b b OPEN b
r r (4)
TEST RESET
SET r SET r SET r
OVERFILL
(7) CENTER LEFT MAIN
LOAD SELECT
RIGHT MAIN
FUEL QTY FUEL QTY FUEL QTY
2 3 4
(6)
KGS x 1000 KGS x 1000 KGS x 1000
(11)
LOAD SELECT LOAD SELECT LOAD SELECT
QTY x 1000
(10)
DEFUEL RH DEFUEL LH
(13)
O B
N A
CLOSE b T b CLOSE
O P OPEN
(12)
OPEN F W
OPEN OPEN
F R
r r r
(1)
Figure 110 FUELING PANEL (P28)
FUEL B 757
PANEL DESCRIPTION
2800
FUEL QUANTITY INDICATOR
(1) FUEL QUANTITY INDICATOR HONEYWELL
indicates useable fuel in associated tank (kg / lbs)
(2) TOTAL FUEL QUANTITY INDICATOR
indicates total useable fuel on board (kg / lbs)
Note: Total Fuel signal from FQIS interfaces with FMC (PERF INIT page)
(3) FUEL TEMPERATURE INDICATOR
indicates the Fuel temperature of left main tank (C)
(4) FUEL QUANTITY INDICATOR TEST SWITCH
(springloaded neutral)
SIMMONDS
FUEL QTY initiates test of the fuel quantity indication system.
HONEYWELL system check for the following:
All (8)s in the indicators, except first digit of totalizer should show (1)
Temperature indication 185
CAUTION aural*
MASTER CAUTION lights*
FUEL CONFIG light
LOW FUEL (B)
FUEL QTY IND and FUEL QTY CHANNEL (S)
SIMMONDS system check for the following:
All (8)s in the indicators, except first digit of totalizer should show (1)
Temperature indication 188
CAUTION aural*
MASTER CAUTION lights*
FUEL CONFIG light
LOW FUEL (B)
FUEL QTY IND and FUEL QTY CHANNEL (S)
No Fault Codes displayed
TEST DISPLAYS
FUEL B 757
PANEL DESCRIPTION
2800
(1)
(4)
HONEYWELL
P61
(3)
(1) (2)
SIMMONDS
For Training Purposes Only Figure 111 FUEL QUANTITY INDICATOR (P5)
FUEL B 757
STORAGE 200
2810
2810 FUEL STORAGE
FUEL TANK DESIGN
Purpose Access
The fuel tanks contain the airplanes fuel, provide component housing, Access to all tanks is through oval cutouts in the lower wing surface.
prevent fuel spills, and provide fuel sampling access. In selected cases, openings in the ribs allow access to adjoining rib sections.
The cutouts vary in size, the smaller ones being outboard.
Fuel Tanks
Measuring sticks are installed on selected access doors, so caution is advised
The three fuel tanks are constructed by sealing the primary wing structure with
to assure proper placement and indexing.
BMS 526 sealant.
Dry bay access panels are located inside the tanks.
The tanks are formed by the front and rear spars, the top and bottom wing
skins, and by selected wing ribs. Sump Drains
Main Tanks Sump drain valves are located in the low point of both main tanks, both surge
tanks, and in each side of the center tank.
The left and right main tanks are located between WS 231.5 and WS 681.5 in
both wings. In addition, the dry bay for the engine hot section has a drain hole,
with a flame arrester.
Dry bays are located in both wing leading edges over the engine hot sections
to prevent fuel leakage from contacting the engine.
A baffle rib in the main tanks prevents uncovering the pump inlet ports.
Each tank has a capacity of 2170 US gallons.
Center Tank
The center tank is located between the right and left wing station 231.S.
Fuel is contained in both inboard wing sections and the wing center section.
The tank has a capacity of 6900 US gallons.
Surge Tanks
The surge tanks are located between WS 681.5 and WS 775.S in both wings.
These normally empty tanks are designed to contain overflow to prevent fuel
spillage.
Tank venting is also accomplished through the surge tanks.
FUEL B 757
STORAGE 200
2810
For Training Purposes Only Figure 112 FUEL TANKS
FUEL B 757
STORAGE 200
2810
IMPACT RESISTANT TANK ACCESS DOORS
General
Special impact resistant Fuel tank access doors are fitted in the main tanks and
center auxiliary tank in areas that are subject to possible impact damage.
Location
Six doors are located on the left and right bottom wing surfaces inboard of
each strut.
Construction and Installation
The doors are made of bonded aluminum honeycomb .
A nylon backing plate is bonded to the inner surface, and an aluminum sheet is
bonded to the outer surface.
The remainder of the door and door assembly is the same as the standard tank
access doors.
The gasket, clamp ring, and mounted bolt are identical and interchangeable.
It is possible to incorrectly install a standard door in these locations.
To prevent this, a caution label is located next to each impact resistant door
access.
FUEL B 757
STORAGE 200
2810
For Training Purposes Only Figure 113 IMPACT RESISTANT TANK ACCESS DOORS
FUEL B 757
STORAGE
2810
MAIN AND SURGE TANK SUMP DRAIN VALVE
Purpose MAINTENANCE PRACTICES
The main and surge tank sump drain valves allow fuel sampling and defueling.
Fuel Sump Draining
Location Periodic draining of fuel tank sums is essential for removal of free water from
The valves are located at the low point of each main and surge tank. fuel tanks.
Each fuel tank sump has a drain valve to enable water to be drained from the
Physical Description tank. The sumps should be drained before and after fueling but not during fu
The valves employ a springloaded closed poppet for nomal operations eling. The rnaximurn practical period of time should be allowed between fuel-
and a flapper to allow removal of the poppet without defueling ing and sump draining to allow the water to settle.
They are installed through a hole in the lower wing skin, and are flush to the Note: Water settles in fuel at the rate of one foot per hour.
lower wlng surface. Each fuel sample should be checked separately for water, ice, or
contamination.
Removal / Installation
Water in fuel usually appears as a layer below the fuel, or as srnall bubbles
The poppet may be removed for servicing by unscrewing it, utilizing the internal
throughout the fuel.
hex fitting and appropriate hex key.
The flapper should seal the opening as the poppet is removed, so that defuel- Ice crystals usually appear as cloudiness or haziness in the fuel.
ing is not required. Fuel with no water, ice, or contamination, is clear and bright.
One or two drops of water soluble food coloring placed in the container
before the sample is taken, aids in distinguishing water from fuel.
The water becomes colored.
FUEL B 757
STORAGE
2810
For Training Purposes Only Figure 114 SUMP DRAIN VALVES
FUEL B 757
STORAGE
2810
FUEL TANK VENT SYSTEM
Purpose
The fuel vent system is designed to maintain the fuel tanks at near ambient
atmospheric pressure under all operating conditions.
Overpressuring the tanks could cause structural damage.
Underpressuring could cause component malfunction and engine fuel starva-
tion
Construction and components
The tanks are vented to ambient pressure using vent channels, which are
ported to the Surge tanks.
The surge tanks maintain near ambient pressures through a vent scoop.
Backup venting to the surge tank is through pressure relief (positive/negative)
valve.
The two vent channels ineach wing are formed by hat section stringers on the
inside upper wing skin.
Openended vent tubes are mounted on the bottom of the channels to provide
porting to the surge tank in nosehigh attitudes.
The center tank is cross vented, with the left side ported to the right surge tank
and vice versa.
This cross venting prevents fuel flow into the surge tanks during ground ma-
neuvering and winglow attitudes.
Float valves are installed on some ports in the tanks, to prevent fuel from flow-
ing through the ports and into the surge tanks, when the ports are immersed.
Float drains allow fuel to drain into the tanks, that would otherwise be trapped
in the vent tubes.
FUEL B 757
STORAGE
2810
For Training Purposes Only Figure 115 FUEL TANK VENT
FUEL B 757
FUELING
2821
2821 PRESSURE FUELING
FUELING SYSTEM INTRODUCTION
General Fueling Capabilities
The three tanks are pressurefueled from the single fueling station in the lower Normal fueling is done from the fueling station using 28 volts DC power.
leading edge of the right wing, outboard of the engine strut. Fuel Quantity Indicating System (FQIS) works with the fueling system to auto-
All controls and indications for fueling are at this fueling station. matically stop fueling at the preselected quantities, or when the tank(s) are full
by volume (VTO).
Fueling Station
The overfill protection uses a sensor in each surge tank to determine when fuel
Access to the fueling station is through a forwardhinged door with three enters the surge tank.
quickrelease fasteners.
If fuel is sensed there, ALL fueling valves are commanded closed.
Inside are two adapters for nozzles and the P28 fueling control panel.
The adapters connect to a manifold inside the tank along the rear spar. Overwing Fueling
Fueling and Defueling controls are at the P28 Panel. An overwing fill port in each main tank allows gravity fueling.
Pressure Fueling Valves
The tanks are filled through four fueling valves. There is one valve for each
main tank and two valves for the center tank.
The valves are controlled by the fueling valve switches and the
FQIS Processor (refueling to a preset value and/or volumetric topoff).
An overfill system automatically closes all valves if a tank is full and the proces-
sor (or the manual operator) has failed to close the valve(s).
The fueling valves are solenoid controlled (energized to open) and
fuel pressure operated.
A knurled knob on each valve allows manual (backup) operation of the valve,
in case of an electrical problem.
Note: There must be NO fuel pressure to the valve , in order to operate the
valve manually.
Fueling Manifold Draining
The two manifold drain valves allow fuel in the manifold to drain into the center
tank after fueling, but close during fueling to prevent undesired flow into the
center tank.
A vent valve connects the fueling manifold to a vent channel, to allow air to en-
ter the manifold as fuel drains.
FUEL B 757
FUELING
2821
For Training Purposes Only Figure 116 FUELING SYSTEM SCHEMATIC
FUEL B 757
FUELING
2821
FUELING CONTROL PANEL (P28)
Purpose
The fueling station allows normal pressure fueling and defueling operations
Location
The fueling station is located in the right wing lower surface, forward of the
front spar, midway between the engine strut and the wing tip.
The fueling station components include;
two fueling adapters
two ground lugs
an interphone jack (Service interphone)
two panel lights
a magnetic reed door switch
a fueling control panel (P28)
The fueling control panel (P28) includes;
three fueling valve control switches
four blue (presstotest) Valve OPEN lights (valve not closed logic)
battery power select switch (selects HOT BAT BUS)
three load select indicators
load select control
five pushbuttons, three for SET and one each for test and reset
the fueling systems (FQIS & Overfill Protection)
Power
To supply power to the fueling station, latch the door full open.
If Ground Handling Bus has power, the station gets power automatically.
To supply power from the Hot Battery Bus, turn the battery power switch to ON.
When station has power, the panel lights come on and the load select indica-
tors automatically display the actual fuel weight for each tank.
FUEL B 757
FUELING
2821
For Training Purposes Only Figure 117 FUELING PANEL (P28)
FUEL B 757
FUELING
2821
OVERFILL PROTECTION COMPONENTS
Purpose
The overfill system is designed to back up the FQIS to prevent fuel tank
overfilling and resultant spills.
Location
The overfill system consists of a sensor in each surge tank and a control card
(M586) in the P50 panel.
The system operates by sensing the resonant frequency of a piezoelectric
crystal inside the surge tanks.
The system is tested and reset by two pushbutton switches on the fueling
control panel.
Characteristics
The overfill system is powered whenever the fueling station is powered.
Automatic system reset is accomplished upon initial powerup.
Fuel enters the surge tank through the hat section vent channels.
The fuel contacts the piezoelectric crystal sensor changing the resonant
frequency of the sensor, causing the control card to remove power from all four
fueling valve solenoids.
The system may be reset from the fueling control panel if desired.
Most system failures cause the fueling valves to be unpowered, preventing
normal pressure fueling.
The system can be overridden by holding the RESET pushbutton on the
fueling control panel.
A TEST closes the fueling valves if successful, as indicated by the blue fuel-
ing valve lights extinguishing.
FUEL B 757
FUELING
2821
For Training Purposes Only Figure 118 OVERFILL SYSTEM COMPONENTS
FUEL B 757
FUELING
2821
OVERFILL PROTECTION OPERATION
Power
Power to the Overfill System is available when the fueling station is powered
The source o f the 28 volt dc power is either the Ground handling Bus or the
Hot Battery Bus.
The Fueling Panel Control Relay (K179) is energized when the Fueling Station
door is latched open (fueling power door sw closed) and power is available.
Operation
When power is supplied, K181 Overfill Control Relay is energized for
13 seconds through K180 Overfill Set Relay.
If no fuel is detected the fuel level sensor control card supplies a ground to
keep K181 energized
When both K180 and K181 are energized, power is available to the fueling
valve control switches.
When the fuel level sensor control card is powered, the transmit pulse genera-
tor signals the oscillator to generate a excitation signal to drive the piezoelectric
crystals.
The signal to the piezoelectric crystal sets up an acoustical vibration.
If the probe is surrounded with air the vibration continues after the excitation is
removed.
When immersed in fuel, the vibration is dampened.
This change is detected by the control card.
If the surge tank is empty, the average voltage over the time period is high
With fuel in the tank, the average voltage is low.
The average voltage is compared to a set voltage. A low average voltage
sensed by either comparator removes the ground for K181 Overfill Control
Relay.
Testing
A system test is done by pushing the Overfill Test Switch on the fueling panel.
This causes the average voltage to drop to a low value.
Both comparators must sense a low voltage to de energize K181 Overfill Con-
trol Relay The Overfill Reset switch makes a ground for K181, to reset the
system . A failed card is bypassed by holding the Overfill Reset Switch.
FUEL B 757
FUELING
2821
For Training Purposes Only Figure 119 OVERFILL SYSTEM SCHEMATIC
FUEL B 757
ENGINE FUEL FEED
2822
2822 ENGINE FUEL FEED
ENGINE FUEL FEED SYSTEM INTRODUCTION
Purpose Defuel Valves
The engine fuel feed system provides fuel flow to the engines. Two defuel valves interconnect the crossfeed manifold and the fueling
Fuel can be drawn from any tank to feed either engine using the 115 volt AC manifold. The defuel valves allow fuel transfer and defueling operations.
electric pumps. Control is from switches on the fueling control panel.
Boost pump bypass valves, one in each main tank, allow main tank automatic
AutoSumping Jet Pumps
suction feed.
The aft boost pumps and the override pumps power individual autosumping
The system design minimizes unusable fuel.
jet pumps which scavenge tank low points.
Boost/Override Pumps Fuel and contaminates scavenged by the jet pumps are discharged at
Two boost pumps in each main tank and two override pumps in the center tank respective boost pump and override pump inlets.
pressurize fuel for the engines and APU. This minimizes contaminate accumulation (e.g. water).
The main tank fuel boost pumps are called forward and aft and are located
Center Tank Scavenge Pump
on the front (FWD) and rear spar (AFT) respectively.
Left forward boost pump motive fuel flow powers the center tank scavenge jet
The center tank override pumps are called left and right, and are located on the
pump which transfers residual center tank fuel to the left main tank.
rear spar in the left and right main gear wheel wells.
A float valve prevents fuel transfer when the left main tank is full.
Crossfeed Manifold
The crossfeed manifold is common to all AC powered fuel pumps.
It is located inside the fuel tank structure adjacent to the rear spar.
An engine fuel shutoff valve (also called Spar Valve) controls fuel flow from the
crossfeed manifold to the engine.
A crossfeed valve (on some airplanes two) interconnects the left and right
crossfeed manifolds. The valve is normally closed and is opened to correct
fuel imbalance.
Boost Pump Bypass

A flappertype bypass check valve is connected to the crossfeed manifold in
each main tank, to allow suction fuel flow from the main tanks to the engines.
Pump pressure in the crossfeed manifold backpressures the bypass valves
closed.
FUEL B 757
ENGINE FUEL FEED
2822
For Training Purposes Only Figure 120 ENGINE FUEL FEED SYSTEM SCHEMATIC
FUEL B 757
ENGINE FUEL FEED
2822
FUEL LOW PRESSURE DESCRIPTION
Purpose
If either or both engines are operating on suction flow (no pressure from
the boost or override pumps) an EICAS caution message
L(R) FUEL SYS PRESS appears.
Circuitry
Each boost and override pump has a dedicated pressure switch, that provides
a ground if the pump output pressure is low (<4 psi).
All six pressure switches and the Crossfeed valve(s) position are input to the
EICAS computer.
The pressure switches also control the respective pump PRESS light
on the fuel management panel and LOW PRESS level C EICAS message
for the individual pump.
Operation
The EICAS computer logic determines that the engine is on suction flow by
sensing the pressure switch signals and crossfeed valve(s) position, and dis-
plays the message as appropriate.
This L (R) FUEL SYS PRESS message inhibits the individual pump LOW
PRESS level C messages for the respective side.
FUEL B 757
ENGINE FUEL FEED
2822
For Training Purposes Only Figure 121 FUEL LOW PRESSURE SCHEMATIC
FUEL B 757
ENGINE FUEL FEED 200
2822
MAIN TANK BOOST PUMPS
General The housing unit is semipermanently mounted inside the fuel tank to the rear
There are four 115 volt 3phase AC motor driven fuel boost pumps spar. It is connected to the suction line with a poppet type spring loaded closed
two for each main tank . removal check valve and to the crossfeed manifold with a flapper type
discharge check valve.
The forward pumps are mounted to the front spar at approximately
These valves allow pump removal with fuel in the tanks.
wing station 164 .
There is an access door on the underside of the wing leading edge. The housing unit also contains an auto sumping jet pump discharge , a primer
discharge and vapor return discharge check valve and a pressure switch.
The aft boost pumps are mounted to the rear spar at approximately wing
station166 and are accessible from the main gear wheel wells. MAINTENANCE PRACTICES
Physical Description / Features Removal/ Installation
Each pump consists of a motor/impeller unit, installed into a housing unit. There are five screws and an alignment hole that mount the motor/impeller unit
The nominal rated flow is 20,000 lbs/hour at 10 psi minimum. and align it to the housing unit from the dry side of the spar.
The motor / impeller unit contains the motor with an inlet impeller and a primer An end cap is secured to the motor end by four screws. The screws are lock-
impeller. wired and need not be removed when replacing the pump.
The primer impeller supplies fuel to the motor for cooling and maintains a prime The end cap contains the electrical connector, a drain plug and a removal lug.
for the inlet impeller for up to 8 minutes. When removing the motor/impeller unit from the housing unit, make sure the
Cooling fuel returns to the tank through a check valve in the primer removal check valve has closed.
discharge port. The removal check valve is a poppet type spring loaded closed check valve.
The pump output to the feed manifold is through a discharge check valve. The pump when installed forces the check valve open.
If override (Center tank) pump output pressure is present, then the discharge Pump removal requires disconnect of the electrical connector and the five
check valve is closed. mount screws and bonding clip.
This turns off the boost pump output to the feed manifold. Slowly pull motor/impeller out of the housing unit about 1 1/2 inches,
A small fuel line connected to the main outlet provides motive flow for the auto then remove the drain plug. A small amount of fuel should drain out.
sumping water scavenge jet pump. If a stream of fuel comes out, you can assume the removal check valve did not
close properly. Defueling will be required to remove the unit.
Motive and cooling flows are supplied, regardless of discharge check valve
With the removal check valve closed, the pump can then be removed without
position.
defueling.
Indication
Another small pressure line connected to the outlet flange of the pump supplies Removal of the pressure switch may cause fuel tank drainage.
an input to a low pressure switch mounted on the rear spar near the AFT Boost
Note: Refer to MM Chapter 284201 for maximum allowable fuel tank
pump.
quantities.
The low pressure switch is an over center twoposition switch and supplies the
flight compartment indiction of an inoperative pump. The position of the Boost
Pump control switch does not affect the the low pressure light circuit.
FUEL B 757
ENGINE FUEL FEED 200
2822
For Training Purposes Only Figure 122 MAIN TANK FUEL BOOST PUMPS
FUEL B 757
ENGINE FUEL FEED
2822
CENTER TANK OVERRIDE PUMP
General MAINTENANCE PRACTICES
Two 115 volt 3phase AC motor driven override pumps are installed in the Removal / Installation
center tank. The end plate is of a slightly different design in that the electrical connector is
The left and right override pumps are mounted in the rear spar, accessible from mounted to the removal handle which is a different style than the removal lug
the left and right main gear well. on the main boost pump.
The override pumps consist of a motor/impeller unit and a housing unit similar It is mounted to the inner housing by four screws which need not be removed
to the main tank boost pumps. in order to remove the motor/impeller from the outer housing.
The override pumps are designed to deliver fuel to the engine at a greater The override pumps are removed in the same manner as the main boost
pressure and flow rate than the main boost pumps. pumps.
The nominal rated flow is 28,000 lbs/hour at 27 psi min. Fuel need not be drained from the center tank to remove or install the override
pumps, unless the removal check valve failed to close during removal process.
Operation The removal check valve is designed to close in the first 1 1/2 inch travel of the
To unload the electrical system, the override pumps are automatically turned off motor/impeller unit in the aft direction.
unless the fueling station door is open or the respective engine is running.
Indication
The override pump PRESS light extinguishes when the pump switch is off,
because operation with an empty center tank is normal on short range flights.
If both override pump switches are unlatched with fuel (over 1000 lbs) in the
center tank, the FUEL CONFIG light comes on and
the EICAS message level C FUEL CONFIG appears.
FUEL B 757
ENGINE FUEL FEED
2822
For Training Purposes Only Figure 123 CENTER TANK OVERRIDE PUMP
FUEL B 757
ENGINE FUEL FEED
2822
BOOST & OVRD FUEL PUMP CTL. DESCRIPTION
Power Sources Override Pumps
The pumps receive power from the left, right, and ground service busses. The override pumps operate the same as the boost pumps, except that
Loss of power to any one bus does not cause all the pumps on one side to lose the respective engine must be running
power. (left pump left engine, right pump right engine),
A nonresettable type thermal fuse in each of the three phases prevents OR
overheat of the motor. the fueling station must have power (P28 Panel Door open)
The thermal fuses have an opening temperature not to exceed 400F (204C).
OR
Boost Pumps the HMG must be on (right override pump only)
AC relays energize to allow power to the boost pumps, whenever the boost to energize the pump relay.
pump switch is on and the appropriate bus is powered. This automatically unloads the electrical system from the unneeded override
The left forward pump also operates when the control switch is off and K505 pump when an engine is shut down.
(APU fuel pump transfer relay) is energized. The pumps operate when the fueling station has power to allow pump testing
Note: K505 energizes when the APU switch is ON, APU fire switch is in and also to allow defueling (or fuel transfer) the center tank.
and the battery switch is ON. (See APU control circuit.) The right override pump is enabled by the HMG power ready signal.
The pump PRESS light extinguishes when pump pressure of 7 psi This allows center tank fuel to be used when the HMG supplies aircraft power,
is generated. If pump output pressure is less than 4 psi the PRESS light even when the right engine is shut down.
comes on and after l0 seconds time delay, an EICAS message level C The override pump PRESS light extinguishes when the pump switch is off
L(R) FWD (AFT) FUEL Pump, appears. because operation with an empty center tank is normal.
The FQIS processor determines that both override pump switches are off
(series circuit) by auxiliary contacts on the switches.
If fuel is present in the center tank (over 1000 lbs) and both switches are OFF,
the FUEL CONFIG light comes on and the EICAS advisory message
FUEL CONFIG appears.
FUEL B 757
ENGINE FUEL FEED
2822
For Training Purposes Only Figure 124 BOOST & OVRD FUEL PUMP CTL. SCHEMATIC
FUEL B 757
ENGINE FUEL FEED
2822
AUTOMATIC SUMPING JET PUMP
Main Tanks
The main tank aft boost pump outflow is used to power a jet pump located
adjacent to the aft boost pump inlet.
The jet pump draws fuel and water, if present, from the low point in the tank
and discharges near the boost pump inlet.
Contaminates are thus drawn into the aft boost pumps and override pumps
before an accumulation can occur.
Center Tank
Each center tank override pump outflow is used to power a respective jet pump
located adjacent to the override pump inlet.
The jet pump inlet is located at the low point of the center wing section,
to prevent contaminate accumulation.
FUEL B 757
ENGINE FUEL FEED
2822
For Training Purposes Only Figure 125 AUTOMATIC SUMPING JET PUMP
FUEL B 757
ENGINE FUEL FEED
2822
CENTER TANK SCAVENGE PUMP
Purpose
The center tank scavenge pump reduces unusable fuel in the center tank.
Since the center tank is relatively flat and wide, a considerable amount of fuel
remains in the tank when the override pumps lose pressure and are turned off.
Normal operation require the center tank to be empty, before main tank fuel is
used.
The center tank scavenge pump transfers the remaining fuel to the main tank,
when there is room.
The components related to the scavenge pump system are manifolds,
a scavenge pump, a float valve and a scavenge pump inlet.
The scavenge pump is mounted on the outboard side of the sideofbody
(SOB) rib. The pump inlet is mounted in the center tank low point, just inboard
of the SOB rib.
The float valve is located in the main tank on the rib separating the center and
main tanks. Manifolds connect the scavenge pump, pump inlet and float valve.
Operation
When the center tank is empty and the main tanks have room for additional
fuel, the scavenge pump operates automatically to transfer the remaining cen-
ter tank fuel to the left main tank.
The pump is a Jet pump type. Motive flow to create the pump suction is pro-
vided by the left forward boost pump.
A float valve prevents fuel transfer, until fuel is being used out of the main tank.
A ball check valve in the scavenge pump prevents boost pump output from dis-
charging into the center tank, when the scavenge pump is off.
FUEL B 757
ENGINE FUEL FEED
2822
For Training Purposes Only Figure 126 CENTER TANK SCAVENGE PUMP
FUEL B 757
APU FUEL FEED
2825
2825 APU FUEL FEED
APU FUEL FEED SYS. CONTROL & INDICATION
Operation/Control Sequence DC Pump Operation
Either the AC fuel pumps, or the APU DC fuel pump may provide APU fuel When the AC pumps are not operating, the 28 volt DC pump automatically
feed. The AC fuel pumps have priority. provides APU fuel feed.
Priority and control are essentially automatic, and are a function of AC power The dc pump operates whenever ;
availability and the AC fuel pump switches. the APU switch is ON,
The APU fuel shutoff valve is controlled by the position of the APU control battery switch is 0N, and
switch and the APU fire switch.
the pump system pressure switch on the left rear spar senses
The APU FAULT light provides valve transit indication. low fuel pressure on the left crossfeed manifold.
The light and an EICAS level C APU FUEL VAL indicate valve disagreement. The EICAS maintenance message DC FUEL PUMP ON annunciates
that the dc pump is operating. This message is controlled by a pressure switch
Normal Sequence
on the dc pump.
Normal APU fuel feed is from the left crossfeed manifold.
The same AC pump(s) that are feeding the left engine also feed the APU. Backup Operation
Thus the left override pump provides APU fuel, if operating and fuel is in the Should a total failure of the AC fuel pumps or power occur while airborne with
center tank. the APU switch ON, the pump system pressure switch senses the low left
The left boost pumps provide fuel, if the override cannot. crossfeed manifold fuel pressure, and the dc pump operates to provide APU
fuel feed.
If the crossfeed valve is open, any pump from the right manifold side ma also
provide fuel to the APU.
The left forward boost pump may automatically provide APU fuel feed,
even when the pump control switch is OFF.
This occurs when the APU switch is ON , the airplane is on the ground, and
the AC ground service bus is powered.
FUEL B 757
APU FUEL FEED
2825
For Training Purposes Only Figure 127 APU FUEL FEED SYS. CONTROL & INDICATION
FUEL B 757
DEFUELING
2826
2826 DEFUELING
DEFUELING SYSTEM DESCRIPTION
General Suction Defueling
Defueling and tanktotank fuel transfer are available on the ground only. Suction defueling of the main tanks is the same as pressure defueling of the
Two 28volt dc permanent magnet motor actuated defuel valves connect the tanks, except that the fuel pumps are not used.
engine fuel feed manifold to the fueling manifold. Suction supplied from the defueling vehicle allows fuel flow through the bypass
The defuel valves are controlled by guarded switches at the fueling station. valves and defuel valves into the vehicle.
Defuel Valve Suction defueling of the center auxiliary tank is not possible.
The dc fuel valves and actuators are the same as the engine fuel shutoff and
crossfeed valves.
TankToTank Transfer
Both valves are located in the center tank, one in each outboard section.
Tanktotank fuel transfer is the same procedure as pressure defueling.
To change a defuel valve unit, the center wing tank must first be defueled.
A. The appropriate boost or override pumps must be operating to provide
The actuators are located on the rear spar just inboard of each main gear strut.
sufficient pressure to actuate the fueling valve diaphragms.
Seals within the adapter assembly prevents any fuel spillage when the actuator
is removed. B. Open the fueling valves for the tank to receive the fuel and turn on the
boost or override pumps for the tanks to be defueled.
Defuel Valve Position Indication C. Monitor the quantity gages to determine progress.
A blue presstotest light for each defuel valve indicates valve position. The automatic refueling procedure, using preset quantities on the
The light comes on when; FQIS, can be used.
the valve is fully open, and The refueling valves will also close when the top off fuel level
is reached
remains on until the valve is fully closed.
Note: It is not necessary to connect fueling nozzles, or to turn the adapter
cams to the DEFUEL position.
Pressure Defueling
A. Press the blue defuel valve lights to test them after the fueling station
has been powered.
B. Turn the adapter cams to the DEFUEL position and connect the
fueling truck hose nozzles.
C. Open the defuel valves.
D. Use the pump switchlights in the flight compartment to turn on the
appropriate boost or override pums for the tank(s) to be defueled.
FUEL B 757
DEFUELING
2826
For Training Purposes Only Figure 128 DEFUELING SYSTEM SCHEMATIC
FUEL B 757
QUANTITY INDICATION (Simmonds)
2841
2841 FUEL QUANTITY INDICATION
FQIS SYSTEM INTRODUCTION (SIMMONDS)
Purpose Processor Unit
The FQIS on the B 757 aircraft calculates and displays the weight of fuel The processor is located in the main equipment center. It controls all FQIS and
(pound or kilogram mass units) in the fuel tanks. fueling operations with the exception of the seperate OVERFILL Protection
The FQIS consits of: system.
a Processor Unit, The pocessor excites and reads the tank units, compensators, and
Tank units, densitometers, computes and displays fuel weight, controls power to the fueling
valves and performs BITE operation.
Compensators,
Densitometers, Tank Units (TU)
Flight Deck Indicators, There are 33 tank units in three tanks. They are identical except for lenght.
Load Select Indicators and The processor excites and reads each TU independently.
a Load select control unit. Each TU provides the processor with a wetted sensing lenght (WSL) signal,
that allows calculation of fuel height in its assigned portion of the fuel tanks
Design Features internal volume.
The FQIS is a microprocessor controlled, variable capacitance fuel quantity
Compensators
indicating system. It uses 28 v DC power.
There are three identical compensators, one for each tank.
Densitometers measure fuel density, Tank units and the Compensator signals
The compensator is basically a TU, allways immersed in the fuel, so it signals
allow the processor to calculate fuel volume.
the processor the dielectric constant , instead of the WSL.
Fuel weight is displayed on the flight deck and fueling station indicators.
Together with the informations from the Tank units, the processor calculates
Tank unit characterization (weighting) to account for irregular tank shape is fuel volume.
accomplished by the FQIS processor software.
The FQIS electronics hardware and software incorporates a modified Densitometers
brickwall design. Each tank is provided with a densitometer.
This design provides seperate electronics and wiring for each fuel tank. The densitometer accurately measures fuel density.
This information coupled with the tank volume, enables the processor to
Failures associated with a given tank are precluded from interfering with the calculate fuel weight.
quantity indications for other tanks.
Wiring Harness
Redundant data outputs ensure that single faults do not degrade system
performance. There are four Tank Unit / Compensator wiring harnesses, one for each
main Tank and two for the Center Tank.
The FQIS is energy limited within the fuel tanks for arc suppresion.
There are two densitometer wiring harnesses , one serves the left main tank
and the other the right main and center tanks.
The wiring harnesses are Vendor components
FUEL B 757
2841
Load Select Indicators EICAS Alert Indications
The load select indicators are located in the fueling station (P28) on the right There are two EICAS alert level messages in the Fuel indication system.
wing leading edge, outboard of the engine. LOW FUEL (B)
The upper display indicate the fuel weight in each tank. The lower display appears when either main tank drops below a set value.
indicates the weights (load select weight) at which the FQIS will terminate fuel-
FUEL CONFIG (C)
ing, if less than volumetric top off (VTO).
imbalance between the main tanks (varies with the fuel quantity).
Load Select Control improper center tank override pump configuration.
The load select control is on the fueling control panel, next to the load select Associated with the two EICAS messages is a FUEL CONFIG light
indicators. on the fuel management panel.
Three thumbwheel switches allow selection of the load select weight value
to be transferred to a load select indicator. EICAS Indications For Dispatch
There are three EICAS FQIS Status messages.
Fuel Quantity Indicator
FUEL QTY IND (S)
The fuel quantity indicator in the cockpit is a single module, with three seperate
Unkown quantity in one or two tanks.
LCD panels (darkonlight display) , providing 5 indications.
FUEL QTY CHANNEL (S)
There is one indication for each fuel tank, one total fuel weight and one
Fuel temperature (from temperature bulb right main tank). One of two parallel ARINC 429 quantity data buses had failed.
FUEL QTY BITE (S)
FQIS BITE
All three tank quantity indications have unknown accuracy
The FQIS processor has extensive BITE. Fault information from and (and are therefore blank).
FQIS LRUs can be stored in the processor unit NVM.
OR
There are six pushbuttons on the frontface of the processor to perform various
that a loss of valid digital data has occured along with a fault being stored
BITE operations.
in the processor NVM.
A 32 character alphanumeric display shows system faults and fault data in
plain english language. Measuring Sticks
The maintenance message FUEL QTY BITE (M) appears on EICAS to Magnetic float type measuring sticks are installed in the tanks and may be read
indicate that a fault has been stored in the NVM. from the lower wing surface.
There are five sticks in each main tank and one in each side of the center tank.
FUEL B 757
2841
THIS PAGE INTENTIONALLY LEFT BLANK
FUEL B 757
2841
SIMMONDS
For Training Purposes Only Figure 129 FQIS BASIC SCHEMATIC (Simmonds)
FUEL B 757
QUANTITY INDICATION (Honeywell)
2841
FQIS SYSTEM INTRODUCTION (HONEYWELL)
Purpose Processor Unit
The FQIS on the B 757 aircraft calculates and displays the weight of fuel The processor is located in the main equipment center. It controls all FQIS and
(pound or kilogram mass units) in the fuel tanks. fueling operations with the exception of the seperate OVERFILL Protection
The FQIS consits of: system.
a Processor Unit, The pocessor excites and reads the tank units, compensators, and
Tank units, densitometers, computes and displays fuel weight, controls power to the fueling
valves and performs BITE operation.
Compensators,
The processor has two independant Channels which are alternatively used.
Densitometers,
Flight Deck Indicators, Tank Units (TU)
Load Select Indicators and There are 33 tank units in three tanks. They are identical except for lenght.
a Load select control unit. They consists of factory calibrated concentric aluminum tubes, whith a terminal
block. The processor excites and reads each TU independently.
Design Features
Each TU provides the processor with a wetted sensing lenght (WSL) signal,
The FQIS is a microprocessor controlled, variable capacitance fuel quantity that allows calculation of fuel height in its assigned portion of the fuel tanks
indicating system. It uses 28 v DC power. internal volume.
Densitometers measure fuel density, Tank units and the Compensator signals
allow the processor to calculate fuel volume. Compensators
Fuel weight is displayed on the flight deck and fueling station indicators. There are three identical compensators, one for each tank.
The compensator is basically a TU, allways immersed in the fuel, so it signals
Tank unit characterization (weighting) to account for irregular tank shape is
the processor the dielectric constant , instead of the WSL.
accomplished by the FQIS processor software.
Together with the informations from the Tank units, the processor calculates
The FQIS electronics hardware and software incorporates a modified
fuel volume.
brickwall design.
This design provides seperate electronics and wiring for each fuel tank. Densitometers
Each tank is provided with a densitometer. The densitometer measures fuel
Failures associated with a given tank are precluded from interfering with the density using a radiation attenuation principle. This information coupled with
quantity indications for other tanks. the tank volume, enables the processor to calculate fuel weight.
Redundant data outputs ensure that single faults do not degrade system The densitometer emitter is a radioactive device and requires special handling.
performance.
The FQIS is energy limited within the fuel tanks for arc suppresion. Wiring Harness
The wiring harness within the tanks is a vendor component, terminating at
plugs on the front spar. Wires are permanently potted to the plugs and are re-
pairable, except for tank unit terminal connections.
If faulty or damaged, the entire harness for a tank must be replaced.
FUEL B 757
2841
EICAS Alert Indications
There are two EICAS alert level messages in the Fuel indication system.
Load Select Indicators
LOW FUEL (B)
The load select indicators are located in the fueling station (P28) on the right
wing leading edge, outboard of the engine. appears when either main tank drops below a set value.
The upper display indicate the fuel weight in each tank. The lower display FUEL CONFIG (C)
indicates the weights (load select weight) at which the FQIS will terminate fuel- imbalance between the main tanks (varies with the fuel quantity).
ing, if less than volumetric top off (VTO). improper center tank override pump configuration.
Load Select Control Associated with the two EICAS messages is a FUEL CONFIG light
on the fuel management panel.
The load select control is on the fueling control panel, next to the load select
indicators. EICAS Indications For Dispatch
Three thumbwheel switches allow selection of the load select weight value There are three EICAS FQIS Status messages.
to be transferred to a load select indicator.
FUEL QTY IND (S)
Fuel Quantity Indicator Unkown quantity in one or two tanks (approbiate indicator blanks).
The fuel quantity indicator in the cockpit is a single module with five LCDs. FUEL QTY CHANNEL (S)
There is one indication for each fuel tank, one total fuel weight and one One (of the two) Channel had failed.
Fuel temperature (from temperature bulb right main tank). FUEL QTY BITE (S)
The LCDs are white numerals with a dark background, to permit easy view- a fault, severe enough to affect the dispatchability of the aircraft, has been
ing and readability from an angle. stored in the NVM of the processor.
FQIS BITE Measuring Sticks
The FQIS processor has extensive BITE. Fault information from and FQIS Magnetic float type measuring sticks are installed in the tanks and may be read
LRUs (except Load Select indicators) can be stored in the processor unit NVM. from the lower wing surface.
The processor employs BIT ; VERIFY and RESET pusbuttons on the There are five sticks in each main tank and one in each side of the center tank.
frontplate to perform various BITE operations.
A red dot matrix LED hexadecimal twodigit display allow fault and status code
presentation.
Most of the Codes are listed on the face of the processor.
The maintenance message FUEL QTY BITE (M) appears on EICAS to
indicate that a fault has been stored in the NVM.
FUEL B 757
2841
FUEL B 757
2841
HONEYWELL
Figure 130 FQIS BASIC SCHEMATIC (Honeywell)
FUEL B 757
FUEL QUANTITY MEASURING STICKS
2844
FUEL QUANTITY MEASURING STICK ASSEMBLY
Purpose
The measuring sticks provide a mechanical means of determining fuel level
in each tank.
Location
There are seven sticks in the bottom surface of each wing.
Five sticks are installed through tank access panels in each main tank.
The center tank has one stick installed through an access panel and one
mounted through the skin surface of each wing.
The sticks are numbered from inboard to outboard on each side.
The measuring stick assembly consists of a stick housing, sealed to the lower
wing surface.
An upper float stop prevents the float from coming off the housing.
Installed within the dry portion of the housing is a calibrated, flat, bendable stick
with a latch assembly on one end and a magnetic armature on the other end.
Operation
A screwdriver is used to push up and rotate the stick head counterclockwise
for release.
Once the stick is unlocked and lowered, the stick armature is attracted
magnetically to the float supported ring magnet and holds at the tank fuel level.
A reading of the calibrated stick is then made.
A measuring stick document is used to convert this reading into desired
Volume or Weight, with corrections for airplane pitch and roll attitude.
The attitude is determined by a plumb bob and leveling scale on the right
keel beam in the right wheel well.
FUEL B 757
FUEL QUANTITY MEASURING STICKS
2844
For Training Purposes Only Figure 131 FUEL QTY. MEASURING STICK ASSEMBLY
TABLE OF CONTENTS
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FQIS SYSTEM INTRODUCTION (HONEYWELL) . . . . . . 52
FUEL QUANTITY MEASURING STICK ASSEMBLY . . . 56
2800 FUEL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUEL SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
FUEL SYSTEM COMPONENT LOCATIONS . . . . . . . . . . 4
ATA 28 PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
FUEL MANAGEMENT CONTROL PANEL . . . . . . . . . . . . 8
REFUELING PANEL (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . 10
FUEL QUANTITY INDICATOR . . . . . . . . . . . . . . . . . . . . . . 12
2810 FUEL STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
FUEL TANK DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
IMPACT RESISTANT TANK ACCESS DOORS . . . . . . . . 16
MAIN AND SURGE TANK SUMP DRAIN VALVE . . . . . . . 18
FUEL TANK VENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 20
2821 PRESSURE FUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FUELING SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . 22
FUELING CONTROL PANEL (P28) . . . . . . . . . . . . . . . . . . 24
OVERFILL PROTECTION COMPONENTS . . . . . . . . . . . 26
OVERFILL PROTECTION OPERATION . . . . . . . . . . . . . . 28
2822 ENGINE FUEL FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
ENGINE FUEL FEED SYSTEM INTRODUCTION . . . . . . 30
FUEL LOW PRESSURE DESCRIPTION . . . . . . . . . . . . . . 32
MAIN TANK BOOST PUMPS . . . . . . . . . . . . . . . . . . . . . . . 34
CENTER TANK OVERRIDE PUMP . . . . . . . . . . . . . . . . . . 36
BOOST & OVRD FUEL PUMP CTL. DESCRIPTION . . . 38
AUTOMATIC SUMPING JET PUMP . . . . . . . . . . . . . . . . . . 40
CENTER TANK SCAVENGE PUMP . . . . . . . . . . . . . . . . . . 42
2825 APU FUEL FEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
APU FUEL FEED SYS. CONTROL & INDICATION . . . . 44
2826 DEFUELING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
DEFUELING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . 46
2841 FUEL QUANTITY INDICATION . . . . . . . . . . . . . . . . . . . . . . . . 48
FQIS SYSTEM INTRODUCTION (SIMMONDS) . . . . . . . 48
Page: i
TABLE OF FIGURES
Figure 1 FUEL SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 FUEL SYSTEM COMPONENT LEFT REAR SPAR . . 5
Figure 3 FUEL SYSTEM COMPONENT RIGHT REAR SPAR . 7
Figure 4 FUEL MANAGEMENT PANEL (P5) . . . . . . . . . . . . . . . . . . 9
Figure 5 FUELING PANEL (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 FUEL QUANTITY INDICATOR (P5) . . . . . . . . . . . . . . . . . 13
Figure 7 FUEL TANKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 8 IMPACT RESISTANT TANK ACCESS DOORS . . . . . . . 17
Figure 9 SUMP DRAIN VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Figure 10 FUEL TANK VENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Figure 11 FUELING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . 23
Figure 12 FUELING PANEL (P28) . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Figure 13 OVERFILL SYSTEM COMPONENTS . . . . . . . . . . . . . . 27
Figure 14 OVERFILL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . 29
Figure 15 ENGINE FUEL FEED SYSTEM SCHEMATIC . . . . . . . . 31
Figure 16 FUEL LOW PRESSURE SCHEMATIC . . . . . . . . . . . . . 33
Figure 17 MAIN TANK FUEL BOOST PUMPS . . . . . . . . . . . . . . . . 35
Figure 18 CENTER TANK OVERRIDE PUMP . . . . . . . . . . . . . . . . 37
Figure 19 BOOST & OVRD FUEL PUMP CTL. SCHEMATIC . . . 39
Figure 20 AUTOMATIC SUMPING JET PUMP . . . . . . . . . . . . . . . . 41
Figure 21 CENTER TANK SCAVENGE PUMP . . . . . . . . . . . . . . . . 43
Figure 22 APU FUEL FEED SYS. CONTROL & INDICATION . . . 45
Figure 23 DEFUELING SYSTEM SCHEMATIC . . . . . . . . . . . . . . . 47
Figure 24 FQIS BASIC SCHEMATIC (Simmonds) . . . . . . . . . . . . . 51
Figure 25 FQIS BASIC SCHEMATIC (Honeywell) . . . . . . . . . . . . . 55
Figure 26 FUEL QTY. MEASURING STICK ASSEMBLY . . . . . . . 57
Page: ii
Training Manual
B 757/767
ATA 49
APU
757/767 Differences
Lufthansa Issue: MAR 1999
Book No: Lufthansa Base Lufthansa 1995
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84
Weg beim Jger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
AUXILIARY POWER UNIT B 757

APU Garrett GTCP 331200 (ER)
49
ATA 49 AUXILIARY POWER UNIT (APU)
B 757-200 (PW2000)
DIFFERENCES
B 767300 (PW4000)

GENERAL
4900
4900 GENERAL
INTRODUCTION
General Operation
The airborne auxiliary power system supplies electrical and pneumatic power The airborne auxiliary power system is controlled from the APU control panel
for the airplane. On the ground, this electrical and pneumatic power make the located on the P5 panel. This panel features a threeposition rotary switch,
airplane independent of ground support equipment. and fault and run annunciator lights. ElCAS shows APU exhaust gas tempera-
Pneumatic power is available in flight up to approximately 17.500 feet. ture (EGT), RPM and oil status.
Electrical power is available in flight at any altitude. To shut down the APU, turn the control switch off.
The APU can be started To shut down the APU during an emergency pull the APU fire handle on the P8
panel or activate the APU shutdown switch on the APU remote shutdown panel
up to 35.000 feet (-200)
(P62) located on the right side of the nose gear.
up to 41.000 feet (-200 ER) When the APU is shut down using the P62 APU shutdown switch, the battery
The Garrett GTCP (Gas Turbine Compressor Powered) 331200 (ER) engine switch in the flight deck must be cycled off and on before the APU can be
is electronically controlled. started. This is to make sure that personnel on the flight deck are aware of any
The APU control unit or electronic control unit (ECU) supervises all operations remote shutdowns.
of the APU.
The ECU is located in the E6 rack aft of the aft cargo door. The E6 rack also
contains the APU battery, battery charger and the APU start TRU.
The ECU coordinates the starting sequence, monitors the operation and pneu-
matic output of the APU and ensures proper shutdown. The ECU features ex-
tensive built in test equipment (BITE) that monitors many line replaceable units.
It also initiates protective shutdowns to prevent damage to the APU.
These shutdowns and failed components are shown on the front face of the
ECU.

GENERAL
4900
APU FAULT (C)
APU DOOR (S/M)
APU OIL QTY (S/M)
APU BITE (M)
For Training Purposes Only Figure 132 APU System Components

GENERAL
4900

GENERAL
4900
APU SYSTEMS AND COMPONENTS
APU Systems sure supply line. The oil temperature sensor provides an analog signal of oil
Primary APU systems include: temperature to the APU control unit (ECU).
1. air intake During periods of excessive oil temperature the ECU shuts down the APU with
a high oil temperature (HOT) shutdown. This sensor is different than the deoil
2. APU and generator lubrication
solenoid valve low temperature switch.
3. engine fuel
The gearbox pressure regulating valve controls the source of gearbox pressur-
4. ignition/starting ization. At lower altitudes the gearbox is vented to ambient.
5. air At higher altitudes, high pressure air is used to pressurize the gearbox to pre-
6. control vent oilfoaming in the oil pump. The gearbox shutoff valve controls the input of
7. indicating highpressure air to pressurize the gearbox above 18.000 feet. The shuttle
valve selects the source of buffer air for the carbon bearings. At higher alti-
The APU interfaces with the following system that are covered elsewhere:
tudes when the gearbox becomes pressurized, the same high pressure air is
8. electrical power (Chapter 24) used as bearing buffer air.
9. pneumatics (Chapter 36)
3. APU Engine Fuel System
10.fire protection (Chapter 26)
The APU engine fuel system receives pressurized fuel from the airplane fuel
11. ElCAS (Chapter 31)
tanks, increases fuel pressure, regulates and distributes fuel for engine com-
1. APU Air Intake System bustion and pneumatic control.
The fuel control unit pressurizes and regulates fuel for two functions:
External ambient air enters the APU through the APU air intake door.
This door is located on the upper right side of the fuselage next to the vertical combustion which keeps the APU speed and EGT within limits and
stabilizer. An electrical actuator drives the door open to allow air into the APU power for the inlet guide vane actuator which controls pneumatic intake
air intake plenum. This air is used for cooling, pneumatics and combustion. of the APU (APU Bleed load).
The fuel control unit shuts off, filters, pressurizes and meters the fuel supply.
2. APU and Generator Lubrication System
The fuel control unit is electrically controlled by the ECU. The flow divider and
The APU uses a common oil system to cool and lubricate the bearings, gear- drain solenoid valve separates fuel flow into primary and secondary flows.
box and generator of the APU. The APU generator has a separate, nonby- The solenoid valve prevents excessive fuel flow into the combustion chamber
pass oil filter. If the generator should fail, the filter protects the rest of the APU during start. Fuel manifolds and nozzles provide even distribution of primary
from damage.
and secondary fuel flows into the combustion chamber.

When the filter becomes clogged, the differential pressure switch across the
generator oil filter signals the APU control unit (ECU) to shut down the APU.
The deoil solenoid valve temperature switch senses oil temperature in the gen-
erator scavenge cavity to signal the deoil solenoid valve when the oil is cold
and the starter motor is energized.
The deoil solenoid valve opens to allow the oil pressure pump to draw air from
the gearbox. This unloads the oil pump of cold oil, allowing easier starting at
cold temperatures. The low oil pressure switch signals the ECU to initiate a low
pressure (LOP) protective shutdown when there is low oil pressure in the pres-

GENERAL
4900
4. APU Ignition and Starting System. 7. Indicating System
The APU is started by using a 28 volt dc powered electric motor. This motor is Operating conditions of the auxiliary power unit are sent to the EICAS
powered by the APU battery. Power is removed from the starter motor at 50% computers for display.
RPM. ElCAS shows APU RPM, EGT and oil status as well as fault messages.
A single ignition unit sends a high voltage to the igniter plug that sparks
APU EGT thermocouples measure exhaust gas temperature. There are four
combustion. This ignition is controlled by the APU control unit (ECU) between
alumelchromel thermocouple probes which are connected in pairs.
7 % and 95% RPM.
These two pairs provide independent temperature information to the APU
5. APU Control System control unit (ECU).
All operations of the APU are controlled and monitored by the APU control unit The oil quantity transmitter signals oil level in the gearbox sump directly to the
ElCAS computers.
(ECU).
The ECU is powered whenever the APU control panel switch is in the ON or
START positions or APU RPM is greater than 7%.
Two APU monopoles provide redundant speed signals to the ECU.
The monopoles operate on an electromagnetic pulse principle.
The APU inlet pressure and temperature sensors send signals of inlet air
conditions to the ECU. The ECU uses this information for fuel flow scheduling.
6. APU Air System
Air is supplied through the APU air inlet door for the load compressor, power
section, and cooling.
Cooling air is supplied to the APU compartment and to the oil cooler.
System sensors and components include:
Cooling fan isolation valve to isolate the APU from the ducting for fire-
protection when the APU is not operating.
Variable Inlet Guide Vanes to control the amount of air pumped by the
load compressor. An IGV actuator incorporates an ECU controlled
torquemotor and a Linear Variable Differential Transformer (LVDT) feed-
back signal.
The IGVs are positioned in response to airplane pneumatic demand

mode as sensed by the ECU.
A flow sensor consisting of a static pressure ring and a total pressure
probe connected to transducers. The flow sensor signals the ECU,
which in turn modulates the surge valve as a function of flow and IGV
position to prevent load compressor surge.
A surge valve, modulated by torquemotor control from the APCU to pre-
vent load compressor surge by maintaining sufficient outflow.
NOTE: The APU air valve is discussed in chapter 36, Pneumatics.

GENERAL
4900
For Training Purposes Only Figure 133 APU System and Components

SPECIFICATIONS
4900
GTGP 331200 (ER) SPECIFICATIONS
General
The APU with generator installed weighs approximately 518 lbs (235 kg).
The APU is certified to start up to an altitude of 35,000 feet (41,000 feet).
It is capable of supplying 115 volt ac, 3phase electrical power up to the
service ceiling of the airplane.
Pneumatics are available up to an altitude of 17.500 feet.
Pneumatic Modes and Control
The ECU senses five different pneumatic modes of operation from the airplane
pneumatic systems.
The ECU positions the IGVs in response to these modes to assure efficient
operation and load compressor surge control.
If both electrical and pneumatic demands are present, the ECU reduces the
pneumatic output as necessary to prevent exceeding APU EGT limits.

SPECIFICATIONS
4900
For Training Purposes Only Figure 134 Specifications

INSTALLATION
4900
APU INSTALLATION
1. General
The APU is located in the aft portion of section 48 of the fuselage.
It is suspended in its compartment from the APU air inlet plenum.
Access into the APU compartment is through the APU access doors.
2. APU Harness
All electrical wiring to the APU, except APU generator and starter motor
connections, are contained in a single wire bundle.
The wire bundle is attached to the APU and stays with the APU during
removal. It is connected to the airplane with two electrical connectors at
the APU firewall.
3. APU Air Inlet and Exhaust
Air for the APU enters the fuselage through the air intake door located be-
low and right of the vertical stabilizer.
Between the intake door and the APU firewall is approximately 9 feet (3 me-
ters) of composite air ducting leading into the air intake plenum.
Air flows from the APU air intake plenum into the top of the APU.
APU exhaust is ducted overboard through the tail cone of the airplane.
The load compressor supplies compressed air to the airplanes pneumatic
system through the pneumatic system air supply duct.
Access to the inlet door actuator Is through the aft body access door for the
stabilizer compartment in the lower aft fuselage.
4. APU Drains and Vents
The APU inlet port and duct is drained out the right side of the fuselage.
Any liquid accumulated in the APU air inlet plenum is drained out the left
side of the compartment through the APU plenum drain. The APU drain
mast located in the right APU access door, drains the APU drain assembly
overboard.

INSTALLATION
4900
Garrett
GTCP 331 - 200 (ER)
APU
For Training Purposes Only Figure 135 APU Installation

APU DRAINS AND VENTS
4916
4910 POWER PLANT INLET GUIDE
VANE ACTUATOR
APU DRAIN AND VENT ASSEMBLY
The drain and vent assembly consists of three drain lines, a vent line, and
the APU drain tank that exhaust overboard through the APU drain mast. MIDBEARING LAB SEAL
The assembly consists of: OIL SEAL
1. Fuel Control Unit, Oil Pump Assembly and IGV Actuator Drain.
GEARBOX
Drains any mechanical seal leakage from these units. Oil or fuel leakage LAB SEAL
indicates seal wear. FORWARD BEARING
2. Bearing Seal Cavity Vent. OIL SEAL
Vents the APU bearing redundant seals. Oil leakage indicates seal wear.
POWER
DRIVEN COMPRESSOR
3. Turbine plenum drain (Combustion Chamber) SECTION
Drains fuel from wet starts from the turbine area. A spring loaded open
pressure valve is installed in this line which allows drainage only when low FUEL CONTROL UNIT
pressure are present in the turbine area.
OIL PUMP COMBUSTOR
4. Heat Shield Drain
Drains any liquid accumulated around the combustor.
5. APU Drain Tank
FUEL
Collects fuel drained from the manifold and nozzles upon APU shutdown. FLOW DIVIDER
AND
The tank has a capacity of 200 cubic centimeters and drains out the drain DRAIN VALVE
mast, due to the supply of air pressure inflight.
S19A1300
IGV ACTUATOR
TELL TALE DRAIN MID BEARING

FUEL CONTROL UNIT/OIL SEAL CAVITY
PUMP TELL TALE DRAIN TELL TALE DRAIN
FORWARD BEARING
SEAL CAVITY
TELL TALE DRAIN
LEGEND
AIR VENT
(OIL SEAL LEAKAGE)
DRAIN (FUEL OR
OIL SEAL LEAKAGE)
DRAIN (FUEL)

APU DRAINS AND VENTS
4916
For Training Purposes Only Figure 136 APU Drain and Vent Assy

APU AIR INTAKE
4915
APU AIR INTAKE SYSTEM
General
The APU Air Intake System supplies the APU with air for pneumatics, combus-
tion and cooling. The System components include the APU Air Intake Door
and Actuator, APU Air Intake Duct Assembly, and APU Air Intake Plenum.
APU Air Intake Duct Assembly
The forward and aft air intake ducts connect an intake port to the APU Air In-
take Plenum. The air intake port is a Kevlar/graphite fiberglass composite
structure that houses the APU Air Intake Door and Actuator. The air intake
duct is a twopiece graphite composite structure, forward and aft.
Access is through the aft body access door in the fuselage.
APU Air Intake Plenum
The APU Air Intake Plenum is the major supporting structure of the APU. It is
an aluminumstainless steel structure attached to the aft side APU firewall. An
APU plenum access panel is located in the firewall. Access to the plenum ac-
cess panel is through the elevator controls access door.
The APU compressor inlet plenum attaches to the APU intake plenum. An ac-
cess panel in the compressor inlet plenum allows inspection of the power sec-
tion and cooling fan intake screens.
WARNING: STAY OFF THE AFT BODY SERVICE ACCESS DOOR AND
THE ELEVATOR CONTROLS ACCESS DOOR. YOUR
WEIGHT CAN CAUSE THE SPRING LOADED LATCHES TO
RELEASE.

APU AIR INTAKE
4915
For Training Purposes Only Figure 137 Air Intake System

APU AIR INTAKE
4915
AIR INTAKE DOOR AND ACTUATOR
Air Inlet Door
The air inlet door is a two position door; fully open or closed.
The door is hinged at the rear and when open is positioned at approximately 20
degrees with the fuselage.
A magnetic reed switch attached to the inlet port indicates door position to the
APU Control Unit (ECU).
Air Inlet Door Actuator
The air inlet door actuator is an electrically operated linear actuator.
It contains a 28 volt dc reversible motor that drives the actuator.
The transit time for the actuator to extend or retract is approximately 1360
seconds depending upon operating conditions.
The actuator is attached to the inlet port.
The actuator can be manually operated should the electrical operation fail. The
1/4 inch actuator clutch square drive disengages the electric motor from the
actuator and rotates the clutch position indicator revealing the actuator square
drive.
The 1/4 inch actuator square drive is then used to manually drive the actuator.
Approximately 35 turns are needed to extend the actuator.
Installation and Removal
Removal of the inlet door requires opening of the actuator rod access door,
removal of the actuator attach bolt and door hinge bolts.
The door is easier to remove, once disconnected, if the door is slightly opened
using the manual drive.
Removal of the inlet door actuator requires opening of the actuator rod
access door, removal of the actuator attach bolts and disconnection of the elec-
trical connectors.
Door position is adjusted by the addition or removal of shims between the fork
end assembly and the actuator.

APU AIR INTAKE
4915
For Training Purposes Only Figure 138 Air Inlet Door and Actuator

APU AIR INTAKE
4915
APU AIR INTAKE DOOR OPERATION
Power Door Disagreement Indication
Power for operation of the APU Air Intake Door Actuator is supplied by the 28 An ElCAS status and maintenance message APU DOOR appears whenever
volt dc APU battery bus. a commanded and actual door position disagreement exists for longer than 60
Power for the APU control circuits is supplied by either the main battery bus or seconds.
the APU 28 volt dc battery bus by a diode circuit. The ElCAS computer is looking for an open signal.
If a ground is detected in excess of the time delay, the message appears.
Operation
CASE 1
When the APU intake door relay (K176) is relaxed, power is available to the
door closed (retract) contacts of the actuator; and when K176 is energized, When K176 is first energized, the door full open actuator switch must be
power is available to the door open (extend) actuator contacts. driven to the momentary position within 60 seconds.
The K176 relay solenoid is supplied power by either the APU battery bus or the CASE 2
main battery bus. When K176 is deenergized on shutdown, the door full closed actuator
A ground for the solenoid is supplied by either of two sources. switch must be driven to the momentary position within 60 seconds.
K176 is initially energized to open the intake door by a ground supplied through
an energized APU fuel control relay (K175), the APU switch in ON or START,
and the main battery switch ON.
K175 is energized when no faults or fire signals exist, the fire switch is
NORMAL, and the APU control switch and main battery switch are both ON.
(See APU normal operation)
A ground for K176 is supplied by an electronic switch inside the ECU whenever
the speed is 15 percent or greater, to assure that the door remains open during
APU shutdown until RPM is less than 15 percent, and also allows the door to
remain open in the air with the main battery switch OFF.
FRA US/T goe MAR 99 Page: 18

APU AIR INTAKE
4915
For Training Purposes Only Figure 139 Air Intake Door Operation
FRA US/T goe MAR 99 Page: 19
TABLE OF CONTENTS
ATA 49 AUXILIARY POWER UNIT (APU) . . . . . . . 1
4900 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
APU SYSTEMS AND COMPONENTS . . . . . . . . . . . . . . . . 5
GTGP 331200 (ER) SPECIFICATIONS . . . . . . . . . . . . . . 8
APU INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4910 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
APU DRAIN AND VENT ASSEMBLY . . . . . . . . . . . . . . . . . 12
APU AIR INTAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 14
AIR INTAKE DOOR AND ACTUATOR . . . . . . . . . . . . . . . . 16
APU AIR INTAKE DOOR OPERATION . . . . . . . . . . . . . . . 18
Page: i
TABLE OF FIGURES
Figure 1 APU System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Figure 2 APU System and Components . . . . . . . . . . . . . . . . . . . . . . 7
Figure 3 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 4 APU Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 5 APU Drain and Vent Assy . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 6 Air Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 7 Air Inlet Door and Actuator . . . . . . . . . . . . . . . . . . . . . . . . . 17
Figure 8 Air Intake Door Operation . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Page: ii

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ATA28 fuel . . . . .

ATA49 auxiliary power unit (APU) . . . . .

ATA30 ice and rain protection . . . . .

ATA21 air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Air Supply Temperature Indication

EICAS DISPLAY (upper/lower)

into the high pressure compressor of the Engine.

- illuminates also during DUCT LEAK TEST

ing the reverse flow of air.

APU BLEED VAL

NOTE: PW2000 SHOWN

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

opens. The amber VALVE light will then extinguish.

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

to the actuator diaphragm. The actuator diaphragm is vented to ambient air.

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

ICE AND RAIN PROTECTION B 757

Discrete Interface Unit (PDIU) to indicate engine probe heat status.

ICE AND RAIN PROTECTION B 757

AIR/GND SYS 2/1 ENG OFF

AIR CONDITIONING B757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

The zone temperature control selectors provide temperature selection

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

AIR CONDITIONING B 757

Additionally, the compressor overheat signal commands solenoid B of the flow

AIR CONDITIONING B 757