ch02 PDF

Northwest Airlink Pinnacle Airlines
CANADAIR REGIONAL JET

FLIGHT CREW OPERATING MANUALVolume 1
CHAPTER 2
AIR CONDITIONING
AND PRESSURIZATION
CONTENTS
Page
GENERAL......................................................................... 2-1
SYSTEM DESCRIPTION................................................. 2-1
Pneumatic System...................................................... 2-1
Air-Conditioning System ........................................... 2-3
Avionics Cooling System........................................... 2-6
Cargo Bay Air Conditioning ...................................... 2-6
Ground Air Connection.............................................. 2-8
Pressurization System ................................................ 2-9
CONTROLS AND INDICATIONS ............................... 2-13
Pneumatic System................................................... 2-13
Air-Conditioning System ........................................ 2-19
Avionics Cooling System........................................ 2-25
Cargo Bay Air Conditioning ................................... 2-27
Pressurization System ............................................. 2-29
Circuit Breakers ...................................................... 2-37
Revision 1January 2003 2-i

Pinnacle Airlines Northwest Airlink
INTENTIONALLY LEFT BLANK
2-ii Revision 1January 2003

ILLUSTRATIONS
Figure Title Page
2-1 ECS Synoptic Page ............................................ 2-2
2-2 Air-Conditioning Pack Schematic ..................... 2-4
2-3 Cargo Compartment Air System Diagram......... 2-7
2-4 High Pressure Ground Air Connection Panel...... 2-8
2-5 Low Pressure Ground Air Connection Panel ...... 2-9
2-6 Pressurization System Schematic ................... 2-11
2-7 BLEED AIR Control Panel............................. 2-13
2-8 Pneumatic EICAS Indications ........................ 2-16
2-9 ECS Synoptic Page
Pneumatic Indications..................................... 2-18
2-10 AIR-CONDITIONING Control Panel............ 2-21
2-11 ECS Synoptic Page
Air-Conditioning Indications .......................... 2-24
2-12 Avionics Cooling Control Panel ..................... 2-25
2-13 PFD/MFD Overtemperature Indication .......... 2-28
2-14 CABIN PRESS Control Panel ........................ 2-30
2-15 Pressurization EICAS Indications
Primary Page................................................... 2-32
Status Page ...................................................... 2-34
ECS Page ........................................................ 2-37
Revision 1January 2003 2-iii

2-iv Revision 1January 2003

TABLE
Table Title Page
2-1 Power Supply and
Circuit-Breaker Summary............................... 2-38
Revision 1January 2003 2-v

2-vi Revision 1January 2003

CHAPTER 2
AIR CONDITIONING
AND PRESSURIZATION
GENERAL
The environmental control system (ECS) provides conditioned air to
the occupied areas and to the avionics cooling systems. Cockpit
instrument panels are cooled via forced ventilation of cabin air.
Cabin pressurization is automatically regulated by two outlfow
valves on the rear pressure bulkhead.
The pneumatic, air conditioning, and pressurization controls are

located on the respective overhead BLEED AIR, AIR CONDI-
TIONING, and CABIN PRESS panels. ECS caution and warning
alerts are presented on the engine indication and crew alerting sys-
tem (EICAS) primary display. ECS advisory and status messages
are presented on the EICAS secondary display.
Cockpit and cabin temperature and pressure information are shown

by synoptic diagrams on the EICAS secondary display, which are
accessed by selecting the ECS page on the EICAS control panel
(Figure 2-1).
SYSTEM DESCRIPTION
PNEUMATIC SYSTEM
The pneumatic system supplies bleed air for the following uses:

Engine starting (from the 10th stage engine compressors or,
APU up to 13,000 feet). A ground cart delivering high pres-
sure air can also be used for engine starting.

Thrust reversers (from the 14th stage engine compressors)
Revision 1January 2003 2-1

ECS
CABIN TEMP
21 C
COCKPIT CABIN
10 C 10 C
RAM
AIR
PACK 1 PACK 2
36 PSI 36 PSI
79 79
PSI PSI
APU
CPAM PRESS CONT 1

C ALT 3100 3100 FT
RATE 100 0 FPM
P 7.7 7.7 PSI
LDG ELEV 120 FT
Figure 2-1 ECS Synoptic Page
2-2 Revision 1January 2003


Engine and wing ice protection (from the 14th stage engine
compressors).

Air conditioning and avionics cooling (from the 10th stage
engine compressors or, the APU while on ground and up to
15,000 feet). A ground cart supplying conditioned air can
also be used for cabin heating or cooling. Ground air pressure
is displayed at the left and right 10th-stage pressure readouts
on the ECS page. There is no pressure readout on the ECS
page when the airplane is operating with DC power only.
Pneumatic 10th-stage and 14th-stage bleed air flow is controlled by

the respective shutoff valves via the BLEED AIR panel.
A leak detection system monitors the 10th- and 14th-stage duct sys-
tems for bleed-air leaks. If a leak is detected, visual warnings appear
on the overhead control panel and the EICAS and accompanied by
aural warnings. The affected duct is isolated by closing the shutoff
valve. The bleed-air leak detection system can be tested via the
DUCT MON switch on the BLEED AIR panel.
AIR-CONDITIONING SYSTEM
The air-conditioning system provides ventilation and temperature
regulation in the occupied areas. The system consists of two inde-
pendent air-conditioning packs and a ram-air ventilation system.
The air-conditioning packs (air cycle machines with related control
valves and monitoring) normally work in parallel to accomplish
compartment temperature control.
Each pack (Figure 2-2) is normally supplied bleed air from the
onside engine. The APU directly feeds the left pack. Bleed air flow
to each pack is controlled by a pressure regulating shutoff valve
which is controlled by the respective pack switchlights on the AIR
CONDITIONING panel. An isolation valve interconnects the pneu-
matic bleed air sources so that either engine or the APU can supply
both packs. The isolation valve is controlled by the 10th-stage ISOL
switchlight on the BLEED AIR panel.

2-4
AIR-CONDITIONING LEGEND
FAULT FAULT BLEED AIR CONDITIONED AIR WATER
OPEN
DRAIN
OFF OFF
COOLED AIR RAM AIR
L PACK R
RAM-AIR
M
HOT MAN A MAN HOT
N OVERPRESSURE
COLD COLD RIGHT SWITCH
CKPT CARGO CABIN OVERBOARD
OFF BLEED
WATER AIR RIGHT OUTLET TEMP PRECOOLER
FAN SEPARATOR PACK SWITCH PRIMARY
COND HX
COLD HOT AIR COLD HOT VALVE
OVERTEMP SECONDARY
SWITCH HX
LP GROUND
Pinnacle Airlines
SUPPLY
COCKPIT SUPPLY (PROVISION) CABIN OVER
(GASPERS) SUPPLY TEMP
SWITCH
CABIN SUPPLY
(FLOOR LEVEL) DISTRIBUTION
MANIFOLD
LAVORATORY RAM AIR
INLET
TO HYD
COCKPIT SUPPLY HX
RAM OVER
AIR TEMP
SOV SWITCH
COCKPIT SUPPLY
(GASPERS)
OVERTEMP SECONDARY
BAGGAGE HX
SWITCH
BAY PRIMARY
LEFT
PACK OUTLET TEMP HX
WATER
SWITCH PRECOOLER
SEPARATOR LEFT VALVE
BLEED
AIR OVERPRESSURE OVERBOARD
SWITCH
Figure 2-2 Air-Conditioning Pack Schematic

Revision 1January 2003

Northwest Airlink
The left pack primarily supplies the flight compartment (70%) and
supplements the flow to the passenger cabin (30%). The right pack
primarily supplies the cabin (70%) and supplements the flow to the
flight compartment (30%). Either pack can simultaneously supply
conditioned air to both compartments.
Regulation of the output temperature of each pack is accomplished

by the respective temperature control valve which regulates bleed
air bypass around the air cycle machine (ACM). Bleed air bypassing
the ACM retains its heat as it is routed to the compartments. Bleed
air passing through the ACM is cooled. The temperature control
valve modulates as necessary to blend bypassed hot air with cooled
ACM air to achieve the selected temperature.
The cooling efficiency of each air conditioning pack is enhanced by

ram air cooling via a heat exchanger. Ram air enters through an
inlet at the base of the vertical stabilizer and passes through the
pack heat exchangers and then exits overboard. In case of failure of
both packs, ram air can be used as the sole source of ventilation.
This is accomplished by opening the ram-air valve via the RAM
AIR switch. Ram air then enters the occupied areas through the
normal vents.
The flight compartment and the cabin have independent operating

temperature control systems which control operation of the respec-
tive pack. Temperature control can be accomplished in automatic
mode or manual mode. In automatic mode, the desired temperature
is selected by the temperature control knobs on the AIR CONDI-
TIONING panel. Selected temperature is relative to knob position
which is rotated between COLD and HOT labels. Manual mode
selection requires that the respective HOT-COLD switch be actuated
in the desired direction. Manual mode temperature below 3C may
result in icing of the pack water separator and subsequent cycling of
pack output. During manual mode, if duct temperature reaches
85C, the pack shuts down, and the EICAS displays a PACK HI
TEMP caution message.
Overtemperature and overpressure conditions in either pack are

indicated on the EICAS displays and the switchlights on the AIR-
CONDITIONING panel.

The conditioned air to the flight compartment is distributed to the

side console panels, gaspers and vents, and avionics units within the
instrument panel. Dedicated fans and ducts direct conditioned air
over the flight compartment display units. Conditioned air to the
cabin is distributed from ducts along each side of the aircraft.
Exhaust air from both areas is routed underfloor to the pressuriza-
tion outflow valves on the aft pressure bulkhead.
AVIONICS COOLING SYSTEM

The flight compartment CRTs and control panels and the underfloor
avionics bay are cooled by forced ventilation at all times. Cooling is
accomplished by operation of one of three fans dedicated to each
system. The flight compartment instrument and panel cooling is
controlled by the DSPLY FAN knob while the avionics bay cooling
is controlled by the ARINC FAN knob. Both knobs are located on
the aft pedestal.
The No. 1 fan for each system operates during flight, and the No. 2
fan operates on the ground, with a standby fan for backup (DSPLY
FAN) only. Automatic switching from the No. 1 to the No. 2 fan
occurs through flight/ground sensing from the weight-on-wheel
(WOW) system. The respective control knob permits manual rever-
sionary selections in case of fan failure.
When the airplane is on the ground, the heated air is dumped

through the overboard exhaust shutoff valve. When the airplane is in
flight, the air is dumped through the inboard exhaust shutoff valve to
the aft underfloor area and expelled through the outflow valves. The
operation of the exhaust shutoff valves is monitored by the EICAS.
CARGO BAY AIR CONDITIONING

The cargo bay air conditioning system controls temperature in the
cargo bay. The cargo compartment receives conditioned and recircu-
lated air from the passenger compartment (Figure 2-3). The air is
pulled into the cargo compartment by the fan and check valve
assembly. An electric heater in the supply duct supplements heating
as necessary.
2-6 Revision 2June 2004

AIR-CONDITIONING
FAULT FAULT
OFF OFF OPEN
L PACK R
RAM-AIR
M
HOT MAN A MAN HOT
N
COLD COLD
CKPT CARGO CABIN
OFF
FAN
COND
COLD HOT AIR COLD HOT
LEGEND
RECIRCULATED AIR
COLD AIR
TO OUTFLOW
FROM VALVES
UNDER
FLOOR
EXHAUST EXHAUST
AIR SOV
CABIN AIR OVERTEMP
RECIRCULATION DISTRIBUTION SWITCH
FAN/CHECK MANIFOLD
TEMP
VALVE/SPEED SENSOR
SENSOR
CONDITIONED
AIR SOV
RECIRCULATED 700 WATT

AIR SOV HEATER
FROM HEATER TEMP LIMIT SWITCH
UNDER
FLOOR
EXHAUST
Figure 2-3 Cargo Compartment Air System Diagram

GROUND AIR CONNECTION
High Pressure
An external high pressure ground power cart can be used to supply
the pneumatic system with a high pressure (HP) compressed source
for engine starting.
Compressed air at the HIGH PRESSURE AIR GROUND CON-
NECTION panel (Figure 2-4), feeds through the 10th-stage
manifold and duct system. Flight compartment indications of
ground air pressure are at the left/right 10th-stage manifold pressure
readouts on the ECS page. There is no pressure readout on the ECS
page when the airplane is operating with DC power only.
Figure 2-4 High Pressure Ground Air Connection Panel
Low Pressure
An external low pressure ground power cart can be used for air
conditioning.
Low pressure (LP) compressed air at the LOW PRESSURE AIR

GROUND CONNECTION panel feeds directly into the cabin distri-
bution system.

LOW PRESSURE AIR GROUND

CONNECTION
MAIXIMUM PRESSURE: 1.5 PSIG (10.3KPA)
MAIXIMUM AIR FLOW: 70 LB./MIN. (31.8KG/MIN)
MINIMUM TEMPERATURE: 35F (2C) WARNING
MAXIMUM TEMPERATURE: 160F (71C) WHEN THE LOW PRESSURE
AIR GROUND CONNECTION
IS USED THE MAIN CABIN
DOOR OR AVIONICS BAY
DOOR MUST BE OPEN
Figure 2-5 Low Pressure Ground Air Connection Panel
PRESSURIZATION SYSTEM
The pressurization system controls the escape of conditioned air
from the occupied areas. Cabin altitude is normally limited to 8.6
psid maximum. At maximum differential, cabin altitude is approxi-
mately 8,000 while at FL 410. Cabin altitude rate of change is
limited to 500 fpm while ascending and 300 fpm while descending.
Pressurization is normally controlled automatically by two pressur-
ization controllers which regulate the opening of two outflow valves
on the rear pressure bulkhead. All pressurization controls and indi-
cations are located on the CABIN PRESS panel and EICAS,
respectively (Figure 2-6).
The pressurization system includes two identical controllers. Only

one controller is active at any time. In case of controller failure, the
standby controller automatically assumes pressurization control. In
case of failure of both controllers, pressurization may be manually
controlled.
The pressurization system includes a cabin pressure acquisition

module (CPAM) which generates cabin altitude and rate of change,
and differential pressure for indication on the EICAS. The CPAM
also triggers automatic deployment of the passenger oxygen masks
when cabin altitude reaches 14,000 feet and illumination of the seat
belt and no smoking signs when cabin altitude reaches 10,000 feet,

with auto mode selected for the signs. In case of CPAM failure, the
standby pressurization controller generates the above indications. In
such case, the oxygen masks do not automatically deploy and the
signs do not automatically illuminate.
During automatic mode, pressurization is controlled in accordance

with four phases of operation (flight):

Ground phase. Both outflow valves are full open to prevent
any cabin pressurization.

Takeoff phase. When the thrust levers are advanced to take-
off, the cabin pressurizes to 150 feet below airport elevation.

If the thrust levers are subsequently retarded (aborted take-
off), the cabin depressurizes at 500 fpm for 20 seconds.
Thereafter, the outflow valves remain full open.

If the airplane maintains an altitude of 6,000 feet or less
above the takeoff airport elevation, and then begins
descent at 1,000 fpm or more, the system assumes the
landing elevation is the departure airport elevation. This
prevents the crew from having to reset the landing eleva-
tion during an emergency return.

Climb/Cruise phase. Cabin pressurization is maintained in
accordance with the cabin altitude vs. airplane altitude sched-
ule programmed in the automatic controllers. During descent,
cabin altitude decreases at 300 fpm to either landing elevation
or maximum differential, whichever is higher. When the land-
ing elevation exceeds 8,000 feet, cabin altitude is maintained at
maximum differential until the airplane descends at which time
the cabin altitude increases to the set landing elevation.
Landing phase. The cabin altitude decreases below field ele-
vation, then increases at 500 fpm for 60 seconds. Thereafter,
the outflows are maintained full open.

ATMOSPHERE
CABIN VACUUM
REGULATOR
REGULATED VACUUM (MANUAL CONTROL)
MANUAL SENSE PORT

CONTROLLER (CABIN AIR)
MANUAL CONTROL (PNEUMATIC)
SECONDARY
SENSE PORT OUTFLOW VALVE
(CABIN AIR) (ELECTRO PNEUMATIC)
Revision 1January 2003

CABIN
PRESSURE
CONTROLLER 2
AMBIENT
PRESSURE EJECTOR
A A AMBIENT JET PUMP
TO EICAS D1 D2 TO EICAS PRESSURE
Northwest Airlink
C C
CABIN PRIMARY
PRESSURE OUTFLOW VALVE
CONTROLLER 1 SENSE PORT (ELECTRO PNEUMATIC)
CABIN PRESSURE (AMBIENT PRESS)
ACQUISITION
SENSE PORT SENSE PORT

(CABIN AIR) MODULE (CPAM)
(CABIN PRESS)
CABIN
PRESSURE
TEST LINE
PROXIMITY SENSOR
ELECTRONICS CABIN PRESS
UNIT
UP
MAN
DECR INCR ALT
DN
LEGEND LDG ELEV
CONDITIONED REFERENCE CABIN AIR EMER
DEPRESS PRESS MAN RATE
CABIN AIR PRESSURE PRESSURE
CONT
AMBIENT HIGH PRESSURE VACUUM
PRESSURE BLEED AIR FAULT DECR INCR
ON
MAN
Figure 2-6 Pressurization System Schematic

Pinnacle Airlines
2-11
Manual pressurization is accomplished via the MAN ALT and MAN

RATE controls on the CABIN PRESS panel. Transition to manual
mode is controlled by the PRESS CONTROL switch. In this mode,
cabin altitude is controlled by the MAN ALT lever which operates a
3-way valve. The valve ports pressure or vacuum to the outflow
valves which causes them to close and open, respectively. Cabin
altitude and rate of change are shown on the EICAS.
The outflow valves are electrically controlled (by signals from the
pressurization controller) and pneumatically operated. In automatic
operation, the left outflow valve is the master and the right outflow
is slaved. In manual operation, the right outflow is the primary and
the left is secondary. Open and close signals from the controller
cause opening of the pressure or vacuum metering valve inside each
outflow valve. Pressure from the pneumatic system causes the out-
flow valves to close while vacuum opens the valves. Vacuum is
developed by porting pneumatic pressure through a jet pump.
Each outflow valve independently limits cabin pressure to 8.6 psid

via an integral positive pressure limiting valve. Negative pressure is
limited by a integral negative pressure relief valve to .5 psid. Each
outflow valve also incorporates a maximum altitude limiter which
limits cabin altitude to approximately 14,250 750 independent of
the controller signals. The altitude limiters also limit cabin altitude
to approximately 14,250 750 feet after emergency depressurization
has been selected on the EMER DEPRESS switchlight.

CONTROLS AND INDICATIONS

PNEUMATIC SYSTEM
BLEED AIR Control Panel

The BLEED AIR control panel on the overhead panel provides
pneumatic system monitoring and control (Figure 2-7).
10TH STAGE Bleed-Air Switchlights

These switchlights control the respective bleed-air shutoff valves.
NOTE:
THE 10TH STAGE BLEED-AIR SHUTOFF VALVES
AND THE BLEED-AIR ISOLATION VALVE, ARE
SPRING-LOADED CLOSED, SOLENOID OPERATED,
PNEUMATIC SHUTOFF VALVES.
Figure 2-7 BLEED AIR Control Panel

Pressed inThe bleed-air shutoff valve opens, and the white

CLOSED light extinguishes.
Released out The bleed-air valve closes and the white CLOSED
light illuminates.
DUCT FAIL red lightIlluminates if a bleed leak is detected in the

associated duct section. The light automatically extinguishes when
the duct temperature cools sufficiently. The light also illuminates
during testing.
APU Load Control Valve Switchlight

The APU LCV switchlight monitors and controls the APU load con-
trol valve.
Pressed in The valve opens and the white OPEN light illuminates.
Released out The valve closes and the white OPEN light
extinguishes.
FAIL amber lightIllumination indicates the valve position does

not agree with the selected position.
ISOL Switchlights
The 10th- and 14th-stage ISOL switchlights control the isolation
valve that interconnects the respective left and right bleed air
sources.
Pressed inThe bleed-air isolation valve opens and the white

OPEN light illuminates.
Released outThe bleed-air isolation valve closes and the OPEN

light extinguishes.

Duct Monitor Switch

The DUCT MON switch checks the bleed-air leak detection system.
TESTTests 10th- and 14th-stage loops by grounding the loop to

simulate a duct failure. The following indications are given:

L and R 10TH DUCT warning messages and illumination of
the DUCT FAIL light in the switchlights

L and R 14TH DUCT warning messages and illumination of
the DUCT FAIL in the switchlights

ANTI-ICE DUCT warning message and illumination of the
DUCT FAIL portion of the wing anti-ice test switchlight

Bleed-air duct aural warning
NORMNormal (neutral) switch position. The switch is spring-

loaded to this position.
LOOP ATests loop A of the 10th stage for continuity to ensure

that the loop is not shorted to ground.
LOOP BTests loop B of the 10th stage for continuity to ensure

that the loop is not shorted to ground.
EICAS Indications
See Figure 2-8 for EICAS indications.
Primary DisplayPrimary Page

Warning Messages (Red)
L or R 10TH DUCTIndicates a leak in the respective 10th-stage

manifold (Figure 2-8). The message is accompanied by a Bleed-air
duct aural warning.

L or R 14TH DUCTIndicates a leak in the respective 14th-stage

manifold. The message is accompanied by a Bleed-air duct aural
warning.
ANTI-ICE
WING COWL DET
LH RH
STBY OVHT
OFF DUCT
OFF ICE
NORM FAILED ON
TEST TEST
LH WSHLD RH PROBES
OFF/RESET OFF/RESET LH RH
LOW LOW OFF
HI HI ON
TEST
L 1OTH DUCT
MASTER ANTIICE DUCT
WARNING
93.0 93.0
APR
R 1OTH DUCT
ANTI--ICE DUCT
L 14TH DUCT
ECS DUCT
90.0 R 14TH DUCT
N1
750 750
HOT HOT
L 1OTH DUCT
ITT
R 1OTH DUCT
95.0 95.0
N2
3500 FF (KPH) 3500 DN

GEAR
DN DN
L 10TH DUCT
BLEED AIR
115 OIL TEMP 115
82 OIL PRESS 82 0 0
FLAPS 0
0 0
FUEL QTY (LBS)
0 R 10TH DUCT 14TH STAGE
1.2 1.2 NORM
VIS
4870 4500 3830
TOTAL FUEL 12170 ANTIICE DUCT TEST LOOP A
LOOP B
FAIL
OPEN
OPEN
OPEN
CLOSED
ANTI-ICE L 14TH DUCT L ISOL R
10TH STAGE
R 14TH DUCT DUCT
MON OPEN FAIL
OPEN
OPEN
CLOSED OPEN CLOSED
L APU LCV ISOL R
EICAS PRIMARY L 10TH DUCT

DISPLAY CMD CMD
R 10TH DUCT
PRIMARY PAGE CMD CMD
DUCT TEST OK
PARKING BRAKE ON FT NO.
DUCT TEST OK TRIM
DUCT MON LOOP B AIL STAB
NU
EICAS SECONDARY 10
DUCT MON LOOP A
LWD RWD ND
DISPLAY ANTIICE NL
RUDDER
NR DUCT MON LOOP B
SYNOPTIC PAGE 100
APU
430 OXY
C TEMP
1500
XX C
C ALT XXX
RATE 0
P 0.0
RPM EGT LDG ELEV
BRAKE TEMP
DOOR OPEN 4 01 01 01
ECS
CABIN TEMP
21 C
COCKPIT CABIN
10 C 10 C
RAM
AIR
PACK 1 PACK 2
36 PSI 36 PSI
EICAS SECONDARY 79
PSI
79
PSI
DISPLAY APU
STATUS PAGE C ALT

RATE 100
CPAM
3100
PRESS CONT 1
3100
0
FT
FPM
P 7.7 7.7 PSI
LDG ELEV 120 FT
LEGEND EICAS SECONDARY

Test DISPLAY ECS
Loop A, loop B SYNOPTIC PAGE
Figure 2-8 Pneumatic EICAS Indications

Caution Messages (Amber)
APU LCV FAILThe APU load control valve has failed (either
open or closed).
APU BLEED ONThe APU load control valve is open and aircraft
altitude is greater than 15,000 feet.
BLEED MISCONFIGIlluminates with the selection of flaps >0C

whenever either wing or cowl anti-ice is selected ON and the bleeds
are configured with the 10th stage bleeds ON.
Secondary DisplayStatus Page

Advisory Message (Green)
DUCT TEST OKIndicates that 10th- and 14th-stage bleed leak

detection tests are successful
Status Messages (White)
DUCT MON LOOP AIndicates that the 10th-stage loop A is

under test
DUCT MON LOOP BIndicates that the 10th-stage loop B is

under test
Bleed misconfiguration:

L 10TH ARM OPEN

R 10TH ARM OPEN
L 10TH SOV CLSDIndicates the left 10th-stage bleed-air shutoff

valve is closed. Message is accompanied by illumination of the
white CLOSED light in the left 10th-stage bleed-air switchlight.
R 10TH SOV CLSDIndicates the right 10th-stage bleed-air shut-

off valve is closed. Message is accompanied by illumination of the
white CLOSED light in the right 10th-stage bleed-air switchlight.
Revision 2June 2004 2-17

10TH ISOL OPENIndicates that the 10th-stage isolation valve is

open. Message is accompanied by illumination of the white OPEN
light in the 10th-stage ISOL switchlight.
APU LCV OPENIndicates that the APU load control valve is

open. Message is accompanied by illumination of the white OPEN
in the APU LCV switchlight.
Secondary DisplayECS Synoptic Page

Left 10th-stage manifold pressure readoutIndicates the pneumatic
supply pressure available for operation of the air-conditioning sys-
tem or engine starts (Figure 2-9).
NOTE:
WHEN ECS VALVES ARE SELECTED OPEN, THERE IS A SIGNIFICANT TIME
DELAY BEFORE THE VALVE POSITION INDICATORS ACTUALLY INDICATE OPEN.
THERE ARE FALSE PRESSURE INDICATIONS ON THE ECS PAGE WHEN THE 10TH-STAGE
VALVES ARE CLOSED, PACKS ARE OFF AND APU LCV IS CLOSED. THIS IS A NORMAL
INDICATION CAUSED BY VALVE LEAKAGE.
10TH-STAGE
BLEED-AIR
ISOLATION VALVE ECS
CABIN TEMP
POSITION COCKPIT CABIN
21C
INDICATOR RIGHT 10TH-STAGE
10 C 10C MANIFOLD
LEFT 10TH-STAGE PRESSURE
MANIFOLD RAM READOUT
AIR
PRESSURE
READOUT RIGHT BLEED-AIR
PACK 1 PACK 2 SHUTOFF VALVE
36 PSI 36 PSI
LEFT BLEED-AIR POSITION
SHUTOFF VALVE INDICATOR
POSITION 79 79
PSI PSI
INDICATOR
APU LOAD APU
CONTROL VALVE CPAM PRESS CONT 1 LEGEND

C ALT 3100 3100 FT
POSITION RATE 100 0 FPM OPEN (WHITE)
INDICATOR P 7.7 7.7 PSI
LDG ELEV 120 FT
CLOSED
(WHITE)
FAILED
(AMBER)
INVALID
DATA (HALF-
INTENSITY
MAGENTA)
Figure 2-9 ECS Synoptic PagePneumatic Indications
2-18 Revision 2June 2004

Right 10th-stage manifold pressure readoutIndicates the pneu-

matic supply pressure available for operation of the air-conditioning
system or engine starts.
10th-stage bleed-air isolation valve position indicatorThe valve

symbol indicates whether the valve is open or closed.
Left bleed-air shutoff valve position indicatorThe valve symbol

indicates whether the valve is open or closed. Invalid data is indi-
cated by the symbol turning half-intensity magenta.
Right bleed-air shutoff valve position indicatorThe valve symbol

indicates whether the valve is open or closed. Invalid data is indi-
cated by the symbol turning half-intensity magenta.
APU load control valve position indicatorThe valve symbol indi-

cates whether the valve is open or closed, or has failed (amber).
Invalid data is indicated by the symbol turning half-intensity
magenta.
Duct symbolsDisplayed in green when duct pressure is 5 psi or

greater. The symbols turn red to indicate a duct failure. Pressure
transducers monitor duct pressure on each side of the isolation
valve. When a leak occurs in the respective manifold, the respective
10th-stage flow line on the synoptic page displays red. When a 14th-
stage duct leak occurs, the applicable flow line indicates red on the
ANTI-ICE synoptic page. When the DUCT MON switch is held in
the TEST position, the ECS and ANTI-ICE synoptic pages show all
flow lines in red.
APU duct symbolDisplayed in green when the APU is ready to load

and aircraft altitude below 15,000 feet. The symbol turns amber when
the APU is ready to load and aircraft altitude is above 15,000 feet.
AIR-CONDITIONING SYSTEM
AIR-CONDITIONING Control Panel

The AIR-CONDITIONING panel contains the controls for the air
conditioning system (Figure 2-10).
Revision 2June 2004 2-19

CKPT and CABIN Temperature Control Knobs

The CKPT and CABIN temperature control knobs adjust the tem-
perature setting for the related compartment. Rotate the related knob
to achieve the desired temperature.
CKPT MAN and CABIN MAN Mode Switchlights

Pressing in the CKPT MAN and CABIN MAN switchlights
changes the temperature control mode for the related compartment
to manual mode. The white MAN light illuminates and the associ-
ated CKPT or CABIN TEMP MAN status message appears on the
EICAS display. If the switchlight is pressed again, the system
reverts to automatic mode.
HOTCOLD Switches
During manual temperature control mode, these switches control air
temperature in the applicable compartment. Holding the switch in
the COLD position progressively drives the temperature control
valve toward the cold position. Holding the switch in the HOT posi-
tion progressively drives the temperature control valve toward the
hot position.
PACK Switchlights
The L and R pack switchlights control the related pack valves.
Pushed outThe related pack valve closes and the white OFF light
illuminates.
Pushed inThe related pack valve opens and the white OFF light
extinguishes.
FAULT lightIndicates an overpressure or overtemperature condi-

tion has been detected. The pack valve automatically closes.
RAM-AIR Switchlight
The RAM-AIR switchlight controls the ram-air shutoff valve.

AIR-CONDITIONING
FAULT FAULT
OFF OFF OPEN
L PACK R
RAM-AIR
M
HOT MAN A MAN HOT
N
COLD COLD
CKPT CARGO CABIN
OFF
FAN
COND
COLD HOT AIR COLD HOT
Figure 2-10 AIR-CONDITIONING Control Panel

Pushed inThe ram air valve opens and the white OPEN light illu-
minates. The RAM AIR OPEN status message appears on the
EICAS secondary page.
Released outThe valve closes and the OPEN light extinguishes.
EICAS Indications
L or R PACK HI TEMPAn overtemperature condition (85C) has

been detected, and the pack has automatically shut down.
L or R PACK HI PRESSAn overpressure condition (51 psi) has

been detected, and the pack has automatically shut down.

CKPT TEMP MANThe temperature control for the flight com-

partment is in manual mode.
CABIN TEMP MANThe temperature control for the passenger

compartment is in manual mode.
L or R PACK OFFAn overpressure or overtemperature condition

has been detected, and the pack valve has automatically closed.
RAM AIR OPENThe ram-air valve is open.


MANUAL message (white)Indicates that the CKPT or CABIN
MAN switchlight has been selected.
Cabin temperature indicatorDisplays cabin temperature in

degrees Celsius (Figure 2-11).
Cabin supply duct temperature indicatorsDisplay temperature

sensed in cabin and cockpit air-conditioning supply ducts in degrees
Celsius.
HI TEMP caution message (amber)Appears on the related pack

indication box to indicate an overtemperature condition has been
detected and the pack has automatically shut down. Message
appears in conjunction with appropriate PACK HI TEMP message
and FAULT light.
HI PRESS caution message (amber)Appears on the related pack

indication box to indicate an overpressure condition has been
detected and the pack has automatically shut down. Message
appears in conjunction with appropriate PACK HI PRESS message
and FAULT light.
Pack pressure readoutNormal indication is 5 to 46 psi. A reading

of 47 to 51 psi is displayed as a caution indication.
Duct symbolsDisplayed in green when duct pressure is 5 psi or

greater. The symbols turn red to indicate duct failure.
Ram-air valve position indicatorValve symbol changes to indicate

that the valve is open, is closed, or has failed.

ECS
CABIN TEMP
21 C
COCKPIT CABIN
10 C 10 C
RAM
AIR
PACK 1 PACK 2
36 PSI 36 PSI
79 79
PSI PSI
APU
CPAM PRESS CONT 1

C ALT 3100 3100 FT
RATE 100 0 FPM
P 7.7 7.7 PSI
LDG ELEV 120 FT
Figure 2-11 ECS Synoptic PageAir-Conditioning Indications

AVIONICS COOLING SYSTEM
Avionics Cooling Control Panel

The avionics cooling control panel is located on the aft pedestal
(Figure 2-12).
ARINC FAN Switch

NORMA WOW signal automatically activates the appropriate fan
for flight or ground mode. The No. 1 fan is used in flight, while the
No. 2 fan is used on the ground.
FLT ALTN Activates the No. 2 (ground) fan in flight if the normal
fan fails.
GND ALTNActivates the No. 1 (flight) fan on the ground if the

normal fan fails.
NORM NORM
GND FLT GND FLT
ALTN ALTN ALTN ALTN
STDBY
DSPLY FAN ARINC FAN
Figure 2-12 Avionics Cooling Control Panel

DSPLY FAN Switch

NORMA WOW signal automatically activates the appropriate fan
for flight or ground mode. The No. 1 fan is used in flight, while the
No. 2 fan is used on the ground.
FLT ALTN Activates the No. 2 (ground) fan in flight if the normal
fan fails.
GND ALTNActivates the No. 1 (flight) fan on the ground if the

normal fan fails.
STBYThe standby fan is activated.
EICAS Indications
OVBD COOLOverboard exhaust valve is open when passenger

and service doors are closed.
NOTE
The avionics cooling overboard shutoff valve
(OVBD COOL SOV) is used during ground
operations to flush cool the avionics system
and dump hot air overboard. The valve is nor-
mally open on the ground and closed during
flight. The aircraft will not pressurize to nor-
mal levels if the overboard cooing shutoff
valve is failed open.
DISPLAY COOLCRT display No. 1 or No. 2 fan has failed, or

CRT display low cooling flow is sensed.
ARINC COOLARINC No. 1 or No. 2 fan has failed, or ARINC

low cooling flow is sensed.


OVBD COOL FAILOverboard exhaust valve is closed when pas-

senger and service doors are not locked.
INBD COOL FAILInboard exhaust valve is closed when passen-

ger and service doors are locked.
NOTE
The inboard cooling shutoff valve (INBD
COOL SOV) is used during flight to flush cool
the avionics system equipment. The valve is
normally closed on the ground and open dur-
ing flight.
CKPT COOL FAILThe avionics cooling air valve is closed on the

ground or open in flight.
COOL EXHAUST FAILExhaust fan has failed, or exhaust low

cooling flow is sensed.
PFD/MFD Overtemperature Indication

DISPLAY TEMPDisplay overtemperature warning message (red)
appears on the PFD or MFD to indicate an approaching thermal
shutdown (Figure 2-13). The sky and ground raster is removed to
delay the shutdown.
CARGO BAY AIR CONDITIONING
CARGO Switch
The CARGO switch on the overhead panel controls cargo bay air
conditioning (See Figure 2-10).
COND AIRConditioned and recirculated cabin air flows to the

cargo bay.

M.45 8100
200
180
100
160
000
140
2 900 DISPLAY
120 DISPLAY TEMP
OVERTEMPERATURE
800 WARNING (RED)
30.15IN
33 N 1 24
30
3
W
1.0
24
12
4
PRIMARY FLIGHT DISPLAY (PFD)
DISPLAY
OVERTEMPERATURE
DISPLAY TEMP
WARNING (RED)
MULTIFUNCTION DISPLAY (MFD)
Figure 2-13 PFD/MFD Overtemperature Indication

FANOnly cabin recirculated air flows to the cargo compartment.
OFFAir flow is shutoff to the cargo bay.
NOTE
The cargo air-conditioning system has a lim-
ited temperature pull-down capability.
For ground operations with the cargo bay door

open, the cargo air-conditioning switch may
be set to COND AIR. For ambient tempera-
tures above 30C (86F) this may result in a
cargo overheat caution message. The cargo
switch must be reset to FAN after the cargo
bay door has been closed.
If live cargo is being transported at high ambi-

ent temperatures, the cargo switch should only
be set to COND AIR after takeoff.
EICAS Indications
CARGO OVHTCargo compartment temperature has increased to
more than 35C. Message also appears if the air temperature in the
supply duct increases to more than 49C.

CARGO FAN FAILFan speed is less than 60% of its normal speed.
CARGO SOV FAILOne of the three valves regulating air flow to
the cargo bay has failed.

PRESSURIZATION SYSTEM
CABIN PRESS Control Panel

The CABIN PRESS control panel is located on the overhead panel
(Figure 2-14).
Landing Elevation Selector

The LDG ELEV selector sets the elevation of the destination airport.
The selector is rotated clockwise to increase (INCR) or counterclock-
wise to decrease (DECR) the elevation readout.
CABIN PRESS
UP MAN
ALT
- +
DECR INCR DN
EMER LDG ELEV PRESS
DEPRESS CONTROL MAN RATE
ON
FAULT
MAN
- +
DECR INCR
Figure 2-14 CABIN PRESS Control Panel

Manual Altitude Switch

The MAN ALT switch controls cabin altitude during manual
pressurization.
UPOpens the outflow valves to increase cabin altitude
DNCloses the outflow valves to decrease cabin altitude
CenterNeutral positionNo change of cabin altitude
Manual Rate Selector

The MAN RATE selector controls the rate of climb or descent of
cabin altitude during manual pressurization control. The selector is
rotated clockwise to increase (INCR) or counterclockwise to
decrease (DECR) the rate of change.
PRESS CONTROL Switchlight

Pushed onceChanges the system from automatic to manual mode
of operationThe MAN light (white) on the switchlight
illuminates.
Pushed twiceActivates the standby controller
FAULT light (amber)Illuminates if both cabin pressure control-

lers fail
EMER DEPRESS Switchlight

The guarded EMER DEPRESS switchlight controls emergency cabin
depressurization. When pushed, both outflow valves open fully.
EICAS Indications
Pressurization readouts (manual mode) appear when the PRESS
CONTROL switchlight is selected to MAN (Figure 2-15):


C ALTIndicates current cabin altitude

RATEIndicates rate of change in feet per minute (incre-
ments of 100 fpm) and direction via arrow symbol

PIndicates cabin differential pressure
The landing elevation readout is not displayed. The readouts are
removed from the primary page when automatic mode is selected.
Warning Messages (Red)
CABIN ALTCabin altitude exceeds 10,000 feet. Message is

accompanied by a Cabin pressure aural warning and illumination
of the NO SMOKING and FASTEN SEAT BELT signs. Also, the
NO SMOKING and SEAT BELTS status messages appear on the
secondary display when the NO SMKG and SEAT BLTS switches
on the PASS SIGNS panel are in the AUTO position.
93.0 93.0 EICAS WARNING

DISPLAY COOL AND CAUTION
N1
90.0
MESSAGES
750 750
ITT
95.0 95.0
N2
C ALT RATE P
3500 FF (PPH) 3500 3100 100 7.7
GEAR
115 OIL TEMP 115 DN DN DN
82 OIL PRESS 82 FLAPS 20
F
0.2 A 0.2 FUEL QTY (LBS)
N
4870 2340 4890
VIB TOTAL FUEL 12100
Figure 2-15 Pressurization EICAS IndicationsPrimary Page

DIFF PRESSThe cabin differential pressure has exceeded 8.5 psi.

The message is accompanied by a cabin pressure aural warning.
AUTO PRESSBoth cabin pressure controllers have failed.

CABIN ALTCabin altitude is between 8,500 and 10,000 feet.
EMER DEPRESSThe EMER DEPRESS switchlight has been
selected on.


Pressurization readouts (automatic mode) appear when the pressur-
ization system is operating in automatic mode (Figure 2-16):

C ALTIndicates current cabin altitudeReadout turns
amber if cabin altitude is between 8,500 and 10,000 feet. The
readout turns red when cabin altitude is 10,000 feet or above.

RATEIndicates rate of change in feet per minute (incre-
ments of 100 fpm) and direction via arrow symbol
EICAS STATUS
MESSAGES
--------------------- FLT. NO CLH 5420

--------------------- AIL TRIM STAB
---------------------
---------------------
--------------------- NU
---------------------
---------------------
--------------------- 6.0
---------------------
---------------------
LWD RWD ND
RUDDER
NL NR
PRESSURIZATION
APU READOUTS
OXY 1500
100 430 C TEMP 0 C
(AUTOMATIC MODE)
C ALT 0
RATE 0
P 0.0
LDG ELEV 100 LANDING FIELD
RPM EGT BRAKE TEMP
ELEVATION
DOOR OPEN 01 01 01 01
READOUT
Figure 2-16 Pressurization EICAS IndicationsStatus Page


PIndicates cabin differential pressureThe readout turns
red when differential pressure exceeds 8.57 psid.

LDG ELEVThe landing field elevation readout displays
elevation (in 20-foot increments), as set with the LDG ELEV
selector. Amber dashes are displayed if the input value is
invalid, greater than 14,000 feet, or less than 1,000 feet. The
elevation readout is removed from the status page when man-
ual mode is selected.
AUTO PRESS 1 or 2 FAILThe No. 1 or No. 2 cabin pressure con-

troller has failed.
CABIN PRESS MANThe PRESS CONTROL switchlight has

been selected to MAN.
CPAM FAIL The cabin pressure acquisition module has failed.


Cabin altitude readoutDisplays current cabin altitude (in auto-
matic or manual mode) (Figure 2-17)
ECS
COCKPIT CABIN TEMP CABIN
21C
10C 10C
RAM
AIR
PACK 1 PACK 2
36 PSI 36 PSI
CABIN/COCKPIT
ALTITUDE 79 79
READOUT PSI PSI
ACTIVE
CABIN/COCKPIT APU
SOURCE
RATE-OF- CPAM PRESS CONT 1 INDICATOR
C ALT 4000 4000 FT
RATE 500 500 FPM
CHANGE P 4.0 4.0 PSI
LDG ELEV 180 180 FT
READOUT
DELTA
PRESSURE
READOUT
MONITORING
SOURCE
LANDING FIELD INDICATOR
ELEVATION
READOUT
Figure 2-17 Pressurization EICAS IndicationsECS Page

Cabin rate-of-change readoutDisplays rate of change in feet per

minute and direction
Delta pressure readoutDisplays cabin differential pressure
Landing field elevation readoutDisplays elevation (in 20-foot

increments) as set with the LDG ELEV selector
Active source indicatorIndicates (in cyan) which pressure control-

ler is active: PRESS CONT 1, PRESS CONT 2, or PRESS
MANThe active controllers data is displayed below the indication.
AUTO PRESS 1 or 2 FAIL status message (white)Indicates fail-

ure of No. 1 or No. 2 cabin pressure controller (corresponds to same
message on status page)
Monitoring source indicatorIndicates (in white) the monitoring

source: CPAM, PRESS CONT 1, or PRESS CONT 2The moni-
tored data is displayed below the indication. If the CPAM fails, the
standby controller becomes the monitoring source. If all sources
fail, amber dashes appear.
CPAM FAIL status message (white)Indicates CPAM failure (cor-

responds to same message on status page)
CIRCUIT BREAKERS
Table 2-1 lists the power supplies and circuit breakers for the pneu-
matic, air-conditioning, and pressurization system components.

Table 2-1 POWER SUPPLY AND CIRCUIT-BREAKER

SUMMARY
SYSTEM SUB- CB NOMEN- BUS CB CB

SYSTEM CLATURE BAR PANEL LOCA-
NO. TION
10TH STAGE
DC
BLEED AIR 1 F11
BUS 1
SOV L
10th- 10TH STAGE

DC
Stage BLEED AIR 2 F11
BUS 2
Bleed Air SOV R
10TH STAGE
Pneu-
BLEED AIR B1
matic
SOV ISOL DC
System 4
ESS
BLEED
B2
LEAK TEST
Bleed
B/LEAK
Leak B1
CONT L
Detection AC
3
ESS
B/LEAK
B2
CONT R
L AIR COND
Left Pack J1
UNIT
CKPT TEMP DC
J2
CONT BUS 1
Cockpit 1
Air Condi-
Temp- CKPT TEMP
tioning J3
erature MAN CONT
(Cockpit)
Control
AC
CKPT FAN C8
BUS 1
RAM AIR DC
Ram Air 2 P5
SOV BAT


SUMMARY (Cont)

NO. TION
Right R AIR COND

J1
Pack UNIT
CABIN
DC J2
TEMP CONT
BUS 2
Air Condi- CABIN
tioning Cabin TEMP CONT 2 J3
(Cabin) Temp- MAN
erature
Control GALLEY &
LAVATORY C5
AC
FAN BUS 2
CABIN FAN C8
Heater 1
Galley GALLEY AC
Heater 2 2 B11
Heating HTRS BUS 2
Fan


SUMMARY (Cont)

NO. TION
DISPLAY AC
3 C9
FAN 1 ESS
DISPLAY AC
1 D2
Display FAN 2 BUS 1
Fans DISPLAY AC
3 C6
FAN STBY ESS
EXHAUST AC
1 C5
FAN BUS 1
ARINC AC
Avionics 3 C12
ARINC FAN 1 ESS
Cooling Chassis
System Fans ARINC AC
2 D2
FAN 2 BUS 2
CONT 2 L2
DC
CKPT SOV 2 L3
BUS 2
Controller I/B SOV L4
and Shut-
off Valves DC
O/B SOV 1 L4
BUS 1
AVIONICS DC
4 C4
CONT 1 ESS


SUMMARY (Cont)

NO. TION
BAGG
DC
Controller COMPT 1 L3
BUS 1
CONT
BAGG
Cargo Bay AC
Heater COMPT 1 B8
Condi- BUS 1
HEATER
tioned Air
System BAGG AC
Fan 1 D5
COMPT FAN BUS 1
Shutoff BAGG DC
4 A12
Valve COMPT SOV ESS
Cargo
CARGO DC
Firex 1 P1
FIREX 1 BAT
Cargo Bay Squib 1
Firex
System Cargo
CARGO DC
Firex 1 G1
FIREX 2 BUS 1
Squib 2
Control
CONT PNL A10
Panel
Controller DC
CONT 1 4 A8
Pressur- 1 ESS
ization
System Controller
CONT 2 A9
2
CABIN DC
CPAM 2 P6
PRESS MOD BAT


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Northwest Airlink Pinnacle Airlines

CANADAIR REGIONAL JET

Revision 1January 2003 2-i

INTENTIONALLY LEFT BLANK

2-ii Revision 1January 2003

Revision 1January 2003 2-iii

INTENTIONALLY LEFT BLANK

2-iv Revision 1January 2003

Revision 1January 2003 2-v

INTENTIONALLY LEFT BLANK

2-vi Revision 1January 2003

The pneumatic, air conditioning, and pressurization controls are

Cockpit and cabin temperature and pressure information are shown

Revision 1January 2003 2-1

CPAM PRESS CONT 1

Figure 2-1 ECS Synoptic Page

2-2 Revision 1January 2003

Pneumatic 10th-stage and 14th-stage bleed air flow is controlled by

Revision 1January 2003 2-3

Figure 2-2 Air-Conditioning Pack Schematic

Revision 1January 2003

Regulation of the output temperature of each pack is accomplished

The cooling efficiency of each air conditioning pack is enhanced by

The flight compartment and the cabin have independent operating

Overtemperature and overpressure conditions in either pack are

Revision 1January 2003 2-5

The conditioned air to the flight compartment is distributed to the

AVIONICS COOLING SYSTEM

When the airplane is on the ground, the heated air is dumped

CARGO BAY AIR CONDITIONING

2-6 Revision 2June 2004

RECIRCULATED 700 WATT

Figure 2-3 Cargo Compartment Air System Diagram

Revision 1January 2003 2-7

GROUND AIR CONNECTION

Figure 2-4 High Pressure Ground Air Connection Panel

Low pressure (LP) compressed air at the LOW PRESSURE AIR

2-8 Revision 1January 2003

LOW PRESSURE AIR GROUND

Figure 2-5 Low Pressure Ground Air Connection Panel

The pressurization system includes two identical controllers. Only

The pressurization system includes a cabin pressure acquisition

Revision 1January 2003 2-9

During automatic mode, pressurization is controlled in accordance

2-10 Revision 1January 2003

MANUAL SENSE PORT

Revision 1January 2003

SENSE PORT SENSE PORT

Figure 2-6 Pressurization System Schematic

Manual pressurization is accomplished via the MAN ALT and MAN

Each outflow valve independently limits cabin pressure to 8.6 psid

2-12 Revision 1January 2003

CONTROLS AND INDICATIONS

BLEED AIR Control Panel

10TH STAGE Bleed-Air Switchlights

Figure 2-7 BLEED AIR Control Panel

Revision 1January 2003 2-13

Pressed inThe bleed-air shutoff valve opens, and the white

DUCT FAIL red lightIlluminates if a bleed leak is detected in the

APU Load Control Valve Switchlight

FAIL amber lightIllumination indicates the valve position does

Pressed inThe bleed-air isolation valve opens and the white

Released outThe bleed-air isolation valve closes and the OPEN