02 MTM 425 - 21

B1 & B2 Course
ATR 42- 500

ATR 72 212A
AIR CONDITIONING
SIM- Aéroport de Dinard

BP 10342
35803 DINARD Cedex
France
Tel : +33 299 827 236
Simdnr@aol.com
ONLY FOR TRAINING PURPOSES

Maintenance Training Manual ATR 42- 500/ 72 212A
Air Conditioning
B1 & B2 Course
I. GENERAL .................................................................................................................................4
A. Function ..............................................................................................................................4
B. Generation ..........................................................................................................................4
C. Circulation...........................................................................................................................4
D. Safety..................................................................................................................................4
E. Controls and Indicating .......................................................................................................4
II. Light Description........................................................................................................................4
A. Generation ..........................................................................................................................4
B. Air Conditioning ..................................................................................................................5
C. Distribution (Ref.section 21-20-00) .....................................................................................5
D. Cabin Pressure Control (Ref.section 21-30-00) ..................................................................5
E. Temperature Control (Ref.section 21-60-00) ......................................................................5
III. Section 21-10 : COMPRESSION ...........................................................................................7
A. General ...............................................................................................................................7
B. Component Description ......................................................................................................7
C. Controls and Indicating .......................................................................................................7
D. Alert ....................................................................................................................................8
IV. Section 21-20 : DISTRIBUTION.............................................................................................8
A. General ...............................................................................................................................8
B. Component Description ......................................................................................................8
V. Section 21-22 : CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION.......................9
A. General ...............................................................................................................................9
B. Description..........................................................................................................................9
C. Distribution..........................................................................................................................9
D. Recirculation System ..........................................................................................................9
E. Component Description/Operation......................................................................................9
VI. Section 21-23 : ELECTRONICS RACKS AND CABIN AIR EXTRACTION..........................10
A. General .............................................................................................................................10
B. Component Description ....................................................................................................11
C. Control and Indicating .......................................................................................................13
VII. Section 21-24 : BATTERIES VENTILATION........................................................................13
A. General .............................................................................................................................13
B. System Description and Operation ...................................................................................14
VIII. Section 21-26 : INDIVIDUAL AIR DISTRIBUTION...............................................................14
A. General .............................................................................................................................14
B. System Description ...........................................................................................................14
C. Component Description ....................................................................................................14
IX. Section 21-27 : LAVATORY VENTILATION.........................................................................15
A. Description........................................................................................................................15
X. Section 21-30 : PRESSURIZATION CONTROL ..................................................................15
A. General .............................................................................................................................15
XI. Section 21-31 : CABIN PRESSURE CONTROL AND MONITORING .................................15
A. General .............................................................................................................................15
B. System Description ...........................................................................................................15
C. Components Description...................................................................................................16
D. Operation ..........................................................................................................................18
E. Alert ..................................................................................................................................20
XII. Section 21-35 : EMERGENCY CABIN DEPRESSURIZATION............................................21
A. General .............................................................................................................................21
B. Description........................................................................................................................21
EFFECTIVITY LEFRANCOIS 21 Page 2 of 29
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XIII. Section 21-50 : COOLING ...................................................................................................21
A. General .............................................................................................................................21
B. Description........................................................................................................................21
C. Component Description ....................................................................................................22
D. Operation ..........................................................................................................................24
E. 5. Alert ..............................................................................................................................24
XIV. Section 21-60 : TEMPERATURE CONTROL ...................................................................25
A. General .............................................................................................................................25
XV. Section 21-61 : FLIGHT COMPARTMENT AND CABIN TEMPERATURE CONTROL .......25
A. General .............................................................................................................................25
C. Temperature Sensor Ventilation Fan 22HH ......................................................................27
D. Operation ..........................................................................................................................27
XVI. Section 21-63 : FLIGHT COMPARTMENT AND CABIN TEMPERATURE INDICATING .28
A. 1. General .........................................................................................................................28
C. Alert ..................................................................................................................................28

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GLOSSARY
ABBREVIATION SIGNIFICATION
ACM Air Cycle Machine
ADC Air Data Computer
CAP Crew Alerting Panel
CCAS Centralized Crew Alerting System
CPCS Cabin Pressure Control System
CRC Continuous Repetitive Chime
ECU Environmental Control Unit
MFC Multi Function Computer
I. GENERAL
A. Function
The air conditioning system is provided to keep the environment in passenger compartment and
flight compartment to pressure, temperature, humidity and cleanliness required for comfort of
passenger and crew on the ground as well as in flight.
This air also ventilates:
- Components located in the avionics compartment
- The lavatory
B. Generation
The conditioning air is bled from :
- The aircraft air conditioning packs supplied with air from engine compressors (on ground
or in flight).
- The air ground supply unit.
C. Circulation
The air, controlled in temperature and pressure, is distributed to the
pressurized compartments. It is then discharged overboard; the air flows continuously through the
cabin.
D. Safety
Pressure and pressure variations are automatically kept within limits compatible with passenger
comfort.
E. Controls and Indicating
II. Light Description
A. Generation
1. By Engine Compressors
The air bled from engine compressors is controlled in pressure by a pack valve, before entering
the air conditioning unit. It is then pre-cooled by an air heat exchanger and routed to the air
conditioning pack.
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2. By Ground Connector
The air supplied by a ground air conditioning unit enters the distribution system through a ground
connector.
The air does not need to be conditioned by air conditioning packs.
B. Air Conditioning
The function of both air conditioning packs is :
- to limit the airflow to the pressurized compartments taking into account the pressurization
system performances.
- to cool the bleed air down to the selected temperatures.
- to remove condensed water in order to maintain a humidity compatible with the comfort of
passengers and crew.
The required cooling energy is provided by air to air heat exchange and expansion of compressed
air.
C. Distribution (Ref.section 21-20-00)

Conditioned air is bled on hot air and cold air manifolds by air conditioning packs.
This air is distributed in flight compartment and cabin. After ventilating of flight compartment, the
air flows to ventilate electric and electronics components. The air is then discharged overboard by
means of the cabin pressure control system.
D. Cabin Pressure Control (Ref.section 21-30-00)

The cabin and flight compartment are pressurized in order to provide a pressure corresponding to
an altitude compatible with crew and passenger comfort. Pressurization is achieved by limiting
conditioning air discharge overboard.
1. Automatic Cabin Pressure Control (Ref.section 21-31-00)

Cabin pressure or altitude and altitude/pressure variations are limited to values compatible with
the comfort of passengers and with safety.
This automatic function is provided by two identical and independent systems (either one
operates).
2. Emergency Depressurization (Ref.section 21-35-00)

In the event of emergency depressurization an automatic and a manual emergency cabin
depressurization system is provided to enable the crew to depressurize quickly the aircraft.
E. Temperature Control (Ref.section 21-60-00)

The purpose of the temperature control system is:
- To regulate and limit the air temperature at the air conditioning pack outlet.
- To regulate and limit the temperature of the air ducted into the pressurized compartments.
1. Flight Compartment and Cabin Temperature Control

These compartments are divided in two independent temperature controlled zones.
Conditioned air to these compartments is bled from:
- A cold source located at the outlet of each air refrigeration unit.
- A hot source (hot air branch upstream of each refrigeration unit supplying a hot air
manifold connected to outlet of air refrigeration unit).

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The air from hot source is regulated by means of the modulating valve, which is controlled by a
controller according to the temperature selected by the crew, and the add heat valve which is
controlled pneumatically by means of the modulating valve.

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III. Section 21-10 : COMPRESSION
A. General
The pressurized air to operate the air conditioning system is bled from either low and/or high bleed
port of each engine and ducted to two identical independent air cooling units (packs) installed
respectively in the left and right landing gear fairings. Each engine feeds the unit on its respective
side through a pressure regulating and shut-off valve (pack-valve) and through a service pressure
regulator which transmits a pressure to the modulating valve. The ducts connecting the engines to
the respective air cooling units are interconnected by a cross-feed valve cooling units are
interconnected by a cross-feed valve .
B. Component Description
1. Pack Valve
a) Description
This valve pneumatically actuated and of butterfly type is located in the forward landing gear
fairing. The valve either shuts off or regulates, at two predetermined levels, the engine air flow to
ECU by means of two solenoid controls.
b) Operation
With shutoff solenoid de-energized the valve is closed.
With both shutoff and high pressure solenoids energized the valve is open and pressure flow
coming out from the valve is regulated at 2.07 + .03 bar (30 + .5 psi). With only high pressure
solenoid de-energized, the valve is still open but the pressure flow coming out from the valve is
regulated at 1.52 + .03 bar (22 + .5 psi).
(Ref. Fig. 002 )
2. Service Pressure Regulator
a) Description
The service pressure regulator located in the landing gear fairing at STA 11520 is a pneumatically
activated poppet-type differential pressure regulator. It provides a constant source of regulated
supply air to the trim air valve.
b) Operation
As a input pressure, from bleed air duct, is applied to the unit, the poppet modulates in response
to the interaction of output pressure, acting on the diagram through the feed back orifice, and the
calibration spring to deliver a regulated supply pressure of 1.13 bar (16.4 psi) to the trim air valve.
(Ref. Fig. 002 )
C. Controls and Indicating
(Ref. Fig. 003 )

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D. Alert
Whenever FAULT legend comes on a caution signal is received by CCAS, which provides the
following visual and acoustic alerts :
- illumination of AIR light on CAP ;
- illumination of CAUTION light ;
- at the same time the two flight compartment loudspeakers emit a warning in form of a
single chime (gong).
For further information on centralized crew alerting system see chapter 31.
IV. Section 21-20 : DISTRIBUTION
A. General
The conditioning air is bled from :
- the aircraft air conditioning packs supplied with air bled from engines.
- the ground air pre-conditioning unit.
It is distributed to the flight compartment and passenger compartment via ducts.
Then the air is evacuated and ventilates :
- Underfloor area
- Electric and electronic racks and battery
- Lavatory.
This air is channeled to the pressure outflow valves compartment Part of this air is discharged
overboard through the outflow valves or recycled to the cabin and flight compartments (after
mixing with fresh air in the mixing chambers) by recirculation fans and is vented directly overboard
through lavatory ventilation.
(Ref. Fig. 001 )
1. Check Valve
This valve, which is incorporated in the ground connector, is a flapper type valve and prevents air
from escaping overboard when air distribution system is supplied by the air conditioning pack and
also allows entry of air when the system is supplied by the ground air pre-conditioning unit.
2. Check valve
This valve is installed in the duct between the ground connection and the compartment distribution
ducts. It prevents reverse flow of air towards the ground connection sub-system when the aircraft
air conditioning system is operating.
3. Check valve
This valve is installed in the duct between the ground connection sub system and the cooling
system. It prevents a reverse flow of air when the E/E cooling system is operating.

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V. Section 21-22 : CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION
A. General
The conditioned air ventilates the cabin and the flight compartment. Then the air is evacuated and
channeled to the outflow valves compartment; it is then discharged overboard or recycled to the
cabin and flight compartment through recirculation fans.
B. Description
C. Distribution
1. Cabin
The cabin conditioned air distribution system consists of :
- A mixing chamber which receives air from the R pack and relevant recirculation fan.
- A main duct which distributes conditioned air from the mixing chamber to two distribution
ducts.
- Distribution ducts which are routed above the overhead stowage compartments.
- Opening on the lower sidewall panels which allows evacuation of conditioned air to the
underfloor areas.
2. Flight compartment
The flight compartment conditioned air distribution system consists of:
- A mixing chamber which receives air from L pack and relevant recirculation fan.
- A main duct which distributes conditioned air from the mixing chamber to the flight
compartment main duct.
D. Recirculation System
Two recirculation fans, one per pack, recirculate an amount of cabin air and add it to the fresh air
coming from the pack.
E. Component Description/Operation
a) Check Valve
This valve is installed in the duct between the pressurized and unpressurized aircraft zone,
downstream of the pack and prevents air to be discharged through the duct in case of ECU duct
failure. It is of circular flap type. The flap is held closed by means of a spring.
b) Recirculation Fan
Two fans are installed below the cabin floor between STA 10604 and 11132.
Each one of them recycles air from the underfloor area which is mixed with fresh air coming from
the relevant pack. The fan is driven by an electric motor. The fan normal speed is 14500 RPM. It is
equipped with a speed detection electronic system supplying an indicating light and with a system
producing the motion in the event of motor seizing.
A check valve fitted downstream of the fan prevents flow crossover when the fan is stopped.
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c) Thermal switch
This switch is installed on RH side of the cabin between FR 23 and 24.
It is located between the interior paneling and the outer skin of the aircraft at foot level. The
function of this switch is to send a signal to the recirculation fans in order to drive the fan at high
speed, when the foot-level temperature in the cabin falls below 18+1°C.
d) Mixing Chamber
It is located at the end of each recirculation system. It consists of a box which allows mixing of
fresh air coming from ECU and recirculated air.
e) Recirculation Fan Inlet Grid

It is located at the inlet of each recirculation fan and prevents ingestion of objects that can damage
the fan vanes.
VI. Section 21-23 : ELECTRONICS RACKS AND CABIN AIR EXTRACTION
GLOSSARY
ABBREVIATION SIGNIFICATION
AHRS Attitude Heading Reference System
CNTR Contactor
CRT Cathode Ray Tube
GND Ground
MFC Multifunction Computer
OVBD Overboard
P/BSW Pushbutton Switch
PWR Power
RLY Relay
SW Switch
U/F Underfloor
A. General
The electronics racks air extraction system provides ventilation of the electric and electronic
equipment through extraction of ambient air, to limit the internal operating temperature of the
equipment.
Ventilation by extraction is provided for the following equipment :
- L and R electronics racks
- instrument panels
- overhead panel
- circuit breaker panels
- electrical system rack
- electrical center pedestal
- glareshield
- weather radar transceiver
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- CRT display units (EFIS)
- windshield temperature controllers.
In normal operation, extraction of ventilation air is ensured by an air extraction fan.

The fan rotation speeds depends on the flight compartment ambient temperature. The fan
comprises a speed variator controlled by the signal from the ambient temperature sensor.
This air is then evacuated :
- either outside of the aircraft via the overboard ventilation valve
- or under the cabin floor and forward cargo compartment via the underfloor ventilation
valve.
In flight, in the event of failure of the extraction fan, ventilation air is evacuated through the
overboard vent valve in ''intermediate'' position (cabin/outside DP).
Ventilation is provided as follows :

- L electronics rack :
. air drawn between equipment
- R electronics rack :
. air drawn between stowed equipment
. ambient air drawn around random stored equipment.
- Instrument panels, overhead panel, radar transceiver, glareshield, AHRS, CRT display
units (EFIS), C/B panel, electrical center pedestal, electrical system rack :
. ambient air drawn around equipment or instruments.
- Windshield temperature controllers :
. air drawn through equipment.
- Regulation of cabin temperature :
. air drawn at level of cabin floor.
The air extraction system is essentially composed of the following components :
1. Air Extraction Fan

- Function : To extract ventilation air
- Description : axial type brushless fan driven by a 28VDC two-speed electric motor;
10,500 rpm : normal speed
12,300 rpm : high speed.
High speed fan operation is obtained by providing continuity between pins A and B of the electrical
connector.
Air extraction fan includes :
- a low speed sensor detecting fan failure or loss of power supply
- an overheat sensor detecting internal overheat due to fan failure or operation with
overboard valve and underfloor vent valve in closed position.
The fan operation is inhibited during engines ignition and for the following 120 seconds.
Furthermore, the fan electrical supply is automatically cutoff (without FAULT EXHAUST MODE
warning) when there is smoke detection in the aft cargo compartment or in lavatory module.
2. Ambient Temperature Sensor

- Function : This sensor transmits to the fan speed control system an electrical signal according to
the flight compartment ambient temperature.

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This sensor is installed in the flight compartment sensor box which comprises also the
temperature control sensors
3. Overboard Ventilation Valve
a) Description
The overboard valve is a flag type, and is supplied with 28VDC.
The valve has three positions : open, closed (valve flush with aircraft skin) and an intermediate
position. These positions are determined by three limit switches.
b) Operation
In normal operation, the valve has two positions :
- on ground : open position (overboard air extraction)
- in flight : closed position (air extraction through underfloor valve).
In flight, when OVBD function is selected (AVIONICS VENT/EXHAUST MODE pushbutton switch
12HR released out), the valve is placed in intermediate position enabling air extraction by
cabin/outside DP.
In the event of failure of the electric motor, the valve opening and closing are controlled manually
from the outside of the aircraft.
4. Underfloor Vent Valve
a) Description :
The underfloor vent valve is a butterfly type valve and is supplied with 28VDC. The valve has two
positions (open or closed) determined by two limit switches.
(2) Operation
In flight, the valve ensures evacuation of ventilation air :
- under cabin floor towards the pressure outflow valves
- towards forward cargo compartment.
b) System Operation
The electronics racks and cabin air extraction system consists of a series of ducts running from
the aircraft nose section to below passenger compartment.
Air is drawn by a fan across or near the equipment (instrument panels, electrics and electronics
racks etc.) and is then evacuated either directly outside of the aircraft or under the cabin floor, then
overboard through the cabin pressure control system.
The system is composed of three zones :
- Extraction
- Ventilation
- Evacuation.
Diaphragms are distributed in the air extraction ducts to provide balance airflow according to the
requirements of the various components.

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c) Extraction
In flight compartment, conditioned air from the distribution circuit is ducted behind the instrument
panels across the equipment where it is drawn by the air extraction system.
The air is ducted under the right side of the flight compartment floor, passes through an anti-
smoke valve and is mixed with air extracted from the electronics and electrics racks.
The anti-smoke valve serves to isolate the flight compartment in the event of smoke. This valve is
actuated by the First Officer through a lever located on maintenance panel 702VU.
The cabin floor air extraction isolation valve enables cabin to be isolated for a better equipment
ventilation in the following cases :
- overheat or smoke detection in the air extraction ducts
- in flight, overboard vent valve in open or intermediate position (fan failure).
d) Ventilation
Hot air from the extraction zone and the AHRS rack is drawn by the fan located under the forward
cabin floor.
Part of the air is bled at the fan outlet to provide ventilation of the batteries located at the bottom of
the electronics rack (Ref. Chapter 21-24).
In flight, in the event of failure of the fan, the overboard vent valve in intermediate position ensures
the ventilation by cabin/outside DP.
e) Evacuation
The air is then evacuated :
- on the ground : directly outside of the aircraft through the overboard vent valve (open
position)
- in flight :
. either under the cabin floor and towards forward cargo compartment through the
underfloor vent valve
. or outside through the overboard vent valve (intermediate position) in the event of
failure of the fan.
A check valve, located on the extraction duct downstream of the underfloor vent valve prevents an
air flow coming from the cabin to the detriment of the electrics racks when the overboard valve is
placed in intermediate position.
(Ref. Fig. 001 )
C. Control and Indicating

The control and indicating components are located on panel 22VU, section ''AVIONICS VENT''.
''AIR'' light (on Crew Alerting Panel), the single chime and the master
''CAUTION'' warn the crew of abnormal system operation.
The MECHANIC CALL system is activated to warn the ground personnel when the overboard
valve is in intermediate position with aircraft on ground (EXHAUST MODE pushbutton switch
released).
VII. Section 21-24 : BATTERIES VENTILATION
A. General
The ventilation system of the two batteries ensures evacuation to outside of the aircraft of gaseous
fumes produced by the battery; the system also serves to cool the battery.
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B. System Description and Operation

Each battery is located in a container placed following version :
- either both in L electronics rack
- or one in L electronics rack and the other under forward cargo floor.
The upper part of the battery is cooled by air bled at the air extraction fan outlet and then
exhausted overboard.
The batteries ventilation system is composed of flexible hoses (which do not ground battery). A
check valve located on the supply ducting, prevents fumes entering the air extraction system. A
venturi, located at the end of the exhaust system serves to limit ventilation airflow in flight.
Ducting upstream of the check valve is manufactured from a light alloy material. Ducting
downstream of the check valve, and the Venturi are manufactured from stainless steel.
VIII. Section 21-26 : INDIVIDUAL AIR DISTRIBUTION
A. General
This system provides individual air distribution for the passenger compartment, cabin attendant
station, entrance area and flight compartment.
B. System Description
The individual air distribution system comprises :
- two ducts routed along the fuselage which serve to distribute the air
- XX air outlets with airflow adjustable in quantity and direction located in the passenger
compartment
- an air outlet installed on the overhead panel of the cabin attendant station
- an air outlet installed on the overhead panel of the entrance area
- two air outlets with airflow adjustable in quantity and direction, located in flight
compartment, for the captain and first officer.
C. Component Description
1. Fan
The fan serves to supply air to the individual air distribution system.
2. Individual Air Supply Module

The left or right distribution system is connected by hoses, to individual air supply modules in
passenger service units, at passenger and cabin attendant disposal.
Each module consists of two swiveling individual air outlets, with adjustable airflow.
The air outlets located on the overhead panel of the cabin attendant station and on the overhead
panel of the entrance area are also connected to the air distribution hoses.
The two individual air outlets located above the left and right windshield panels, in the flight
compartment, are also connected to the distribution system.
3. Check Valve
This equipment is not installed.

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4. Manual Shut Off Valve
This equipment is not installed.
IX. Section 21-27 : LAVATORY VENTILATION
A. Description
Lavatory ventilation is ensured through two air outlets supplied by tapings
in the cabin distribution system. The airflow from the upper outlet is adjustable in direction.
Ventilation air is evacuated through the toilet bowl where it is exhausted through a Venturi whose
function is to control the pressure loss due to differential pressure between cabin and outside.
A grille located near the ceiling serves to extract air from the toilet to a smoke detector.
(Ref. Fig. 001 )
X. Section 21-30 : PRESSURIZATION CONTROL
A. General
The cabin pressurization system controls the pressure in the pressurized compartments in order to
ensure maximum comfort of passenger and crew within the limits given by safety considerations.
Pressurization is provided by controlling the amount of conditioned air discharged outboard from
the pressurized compartments. The system ensures pressure control and pressure safety in the
pressurized compartments.
(Ref. Fig. 001 )
XI. Section 21-31 : CABIN PRESSURE CONTROL AND MONITORING
A. General
The cabin pressure is controlled by means of two independent control systems.
- Digital electropneumatic sub-system or AUTO-mode
- Pneumatic sub-system or MAN-mode.
Only one system operates at a time; the remaining one is in standby.
(Ref. Fig. 001 )
B. System Description
When in operation, each system provides to evacuate conditioning air from pressurized
compartments through outflow valves.
The system components are the following :
- A digital controller
- An air jet pump
- An electropneumatic outflow valve
- A pneumatic outflow valve
- An air cabin filter
- Two check valves
- A manual controller.

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When operating in AUTO mode (automatic system) the pressure is adjusted by the digital
controller which operates the electropneumatic outflow valve, which, in its turn, controls the
pneumatic outflow valve. When operating in MAN-mode (manual system) the cabin pressure is
adjusted by the manual controller which operates the pneumatic outflow valve, while the
electropneumatic outflow valve is closed.
C. Components Description
1. A. Digital Controller 8HM

It is located on the upper center instrument panel and is divided in three plug-in modules as
follows :
- One mainly constituted of the electrical supply, power output and subsidiary circuits
- One containing all the input (including the pressure sensor) and output circuits
- One containing the central processor unit.
In AUTO mode the digital controller operates the electropneumatic outflow valve elaborating
information of :
- Aircraft altitude (from ADC)
- Landing elevation (selected by ELV SET Knob)
- Take off elevation (by recording the last landing elevation)
- Cabin pressure altitude (by a pressure transducer, inside the digital controller).
2. Jet Pump 6203 HM

This valve induces a negative pressure, which is ducted to the torque motor of the
electropneumatic outflow valve and to the pneumatic relay box of the pneumatic outflow valve.
The jet pump, fed with air directly tapped from the engines, allows the operation of the
pressurization system on ground and during all flight configurations. The jet pump enables the full
opening of the valves on ground.
3. Electropneumatic Outflow Valve 14HM
a) Description
This valve is installed below cabin floor betweenFR36 and 38 and its function are :
- Control cabin air evacuation
- Limit cabin normal differential pressure
- Provide negative pressure safety.
The valve is directly controlled by the digital control when the system operates in AUTO-mode: in
this case the valve controls also pneumatic outflow valve opening.
The valve incorporates an electrical ditching device which on command, closes the valve prior to
ditching.
b) Operation
(a)Normal pressure control.
The normal pressure control is electro-pneumatically achieved by a torque motor which actuates a
quadrant when a control electrical signal is transmitted from digital controller. If current is low or
null the quadrant blanks off the low pressure port, the cabin pressure port is open and the valve
remain closed. If electrical current increases, the quadrant blanks off the cabin pressure port, the
low pressure port is open and the valve opens, at the same time also the pneumatic outflow valve
opens.

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(b)Constant differential pressure

A manometric capsule detects the cabin differential pressure. When this pressure is too high the
capsule causes the valve to open in order to maintain the differential pressure at 0.44 + 0.01 bar
(6.35 + 1 psi).
(c)Limitation of maximum negative differential pressure.

The exterior pressure, being greater than the cabin pressure, acts on the negative pressure
diaphragm which causes the valve to open in order to control negative differential pressure at a
value lower or equal to -0.03 bar (-0.5 psi).
4. Pneumatic Outflow Valve 13HM
a) Description
This valve is installed below cabin floor betweenFR36 and 38 and its functions are :
- Control cabin air evacuation
- Limit cabin normal differential pressure
- Provide negative pressure safety.
The valve is directly controlled by the manual controller when the system works in MAN-mode.
The valve is controlled by the electropneumatic outflow valve when the system works in AUTO-
mode.
The valve incorporates an electrical ditching device which on command, closes the valve prior to
ditching.
b) Operation
(a)Normal pressure control.
The normal pressure control is pneumatically achieved by means of a pneumatic relay box, that
receives reference pressure from the knob of manual controller.
The pneumatic relay under the command of the manual controller (variation of the reference
pressure), drives the opening of the outflow valve in order to control the cabin pressure.
(b)Constant differential pressure.

A manometric capsule detects the cabin differential pressure. When this pressure is too high the
capsule causes the valve to open in order to maintain the differential pressure at 0.44 + 0.01 bar
(6.35 + 1 psi).
(c)Limitation of maximum negative differential pressure.

The exterior pressure, being greater than the cabin pressure, acts on the negative pressure
diaphragm which causes the valve to open in order to control negative differential pressure at a
value lower or equal to -0.03 bar (-0.5 psi).
5. Filter 6205 HM
This filter is fixed on electropneumatic outflow valve and admits cabin air to diaphragm chamber
removing the nicotin and dust contents from the cabin outlet air.

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6. Check Valve 6201 HM (6202 HM)
Check valves are located on jet pump air ducts. The check valve is fitted on pneumatic system
and ensures that the fluid flow is limited to one direction.
7. Manual Controller 6204 HM

This controller is installed on the upper center instrument panel and its control knob is used to
select any cabin rate of change from -1500 ft/min to 2500 ft/min.
The manual controller function positions are not graduated and the pilot, while watching the cabin
altitude rate of change, must rotate the manual controller knob until the desired rate value is
obtained.
The manual controller delivers a reference pressure for the operation of the pneumatic outflow
valve. This reference pressure is generated by the combination of the cabin pressure and vacuum
from the jet pump, through a knob. An orange point marked on the manual controller normally
covered by the knob during AUTO-mode operation, advises the pilot of the normal controller is not
in normal position.
(Ref. Fig. 005 )
D. Operation
1. On the ground.
(1) Aircraft configuration and switches on the cabin pressure control panel in normal operation
position :
- L and R engines stopped
- Electrical supply off
- Outflow valves closed
- AUTO-MAN pushbutton switch in AUTO position
- Manual controller knob in NORM position
- PACK VALVE pushbutton switch released (pack valves closed)
- Landing gear and associated relays in ground position.
(2) Energization of aircraft network.

Energization of aircraft network supplies with 28VDC the digital controller. Since the pack valve
are closed also the outflow valves remain closed.
2. Normal Operation.
(1) With the system in normal mode (Auto-mode) the cabin pressure is controlled by the digital
controller. The landing altitude is selected on the pressure cabin controller by the crew members.
(2) In flight.
The required cabin pressure level is adjusted by the digital controller which drives the outflow
valves according to the flight profile. The absolute cabin pressure altitude is detected by a
pressure sensor which sends an electrical signal to the digital controller which compares it with the
reference cabin altitude signal.
The controller adjusts the cabin altitude in such a way to be or tend towards the reference cabin
altitude. The reference cabin altitude is equal to the departure runway elevation until the aircraft
altitude remains lower than the departure runway elevation plus 1050m (3500ft).
When the aircraft altitude is higher than 1050m (3500ft) the departure runway elevation is
cancelled and the reference cabin altitude is the highest of this two values:

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- theoretical cabin altitude calculated in relation to the aircraft altitude; the aircraft altitude
detection is furnished to the digital controller by air data computer (ADC);
- landing elevation of the selected destination runway.
As a result, the digital controller drives the electropneumatic and pneumatic outflow valves, which
control the cabin outlet airflow, reducing crew workload.
(3) Controlled Depressurization at landing.

To prevent cabin bump at landing the AUTO-mode always controls, for landing a cabin altitude
equal to the selected landing elevation -90m (-300ft).
(4) Depressurization after landing.

As the landing gear shock absorbers are compressed the automatic depressurization system
initiate damping of the aircraft at a rate of +550 ft/min up to the full opening of outflow valves.
(5) Fast depressurization.

The aircraft may be quickly depressurized by pressing DUMP pushbutton switch, thus opening
simultaneously both outflow valves.
(6) Negative pressure and Overpressure safeties.

These two safeties are automatically provided by relief valves and manometric capsules fitted on
both the electropneumatic outflow valve and the pneumatic outflow valve.
(7) Test.
It is possible to test the system by pressing the TEST button on the digital controller. If the system
operates correctly, the digits displayed on the front face of digital controller show alternatively
18800 and -8800.
The test functions are the following:

- Electropneumatic control valve: the digital controller checks the torque motor of the valve.
- Landing gear relays and pack valve microswitches:
the digital controller checks their function that must be:
a. Air/Ground function of MFC in Ground position
b. Pack valve in OFF position.
- Barometric correction
- Digital controller electronic unit.
3. MAN-Mode Operation.
(1) When the system operates in MAN-mode the electropneumatic outflow valve is closed and
the position of the control knob determines a reference pressure which controls the opening of the
pneumatic outflow valve.
Once the desired rate of change is reached, the control is maintained without any further
adjustment of the controller knob, whatever changes there may be in flow or differential pressure;
the normal controller does not enable pre-selection of cabin pressure.
(2) A fast depressurization in manual mode is performed by setting the knob of the manual
controller to the clockwise limit position thus opening the pneumatic outflow valve and
depressurizing the aircraft at 760 m/min (2500 ft/min) max.
a) Cabin Pressure Controls and Indicating

(Ref. Fig. 006 )
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b) Pressure Indicator 10HM
This indicator is provided with three dials and relevant pointers and monitors :
- cabin altitude ;
- cabin altitude rate of change ;
- differential pressure.
It incorporates a microswitch which, in case of excess cabin altitude, sends an electrical signal to
CCAS, and two mechanical stops so that when the cabin altitude exceeds the extreme values of
the scale, the indicator needle goes out of the scale and is placed against a white point
representing the minimum and maximum stops.
(Ref. Fig. 007 )
4. Digital Pressure Controller

This panel controls, in AUTO-mode, the CPCS by means of the digital controller which elaborates
information of:
- Aircraft altitude
- Landing elevation
- Take off elevation
- Cabin pressure altitude.
(Ref. Fig. 008 )
5. Man Pressure Controls

Cabin pressure/mode selector pushbutton switch 3HM allows selection of AUTO-Mode or MAN-
mode. The manual controlled knob controls the CPCS in MAN mode.
(Ref. Fig. 009 )
E. Alert
1. Excess Altitude
When the cabin altitude is greater than 3050 m (10000 ft) a warning signal is received by the
CCAS, which provides the following visual and acoustic alerts :
- illumination of EXCESS ALT light on the CAP ;
- illumination of WARNING light ;
- at the same time the two flight compartment loudspeakers emit a warning in form of a
CRC.
For further information on the centralized crew alerting system see chapter 31.
2. Digital Controller Failure or Power Loss

In case of digital controller failure or power loss the system provides a signal for the CCAS and
illuminates the FAULT light an the AUTO-MAN switch.

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XII. Section 21-35 : EMERGENCY CABIN DEPRESSURIZATION
A. General
The emergency cabin depressurization system is intended to give the crew a means of
depressurizing quickly the cabin either in AUTO-mode or in MAN-mode.
B. Description
1. AUTO-Mode.
When the AUTO-mode is operating, a cabin depressurization is achieved by pressing DUMP
pushbutton switch (Ref. section 21-31-00). In this way the torque motor of the electropneumatic
valve is supplied and its quadrant blanks off the cabin nozzle, the diaphragm chambers of the
electropneumatic and pneumatic valves are connected to vacuum through the vacuum nozzle and
the outflow valves open in order to quickly depressurize the cabin.
2. MAN-Mode
When the MAN-mode operates, a cabin depressurization is achieved by rotating fully clockwise
MAN controller knob. It this position, the reference circuit allows, through pneumatic relay
(Ref.section 21-31-00), the opening of the pneumatic outflow valve.
XIII. Section 21-50 : COOLING
A. General
The cooling system provides flow regulation and cooling air from the pneumatic system by means
of an air conditioning pack in order to supply the pressurized zones of the aircraft with cool and
conditioned air (Ref. section 21-51-00). The air cooling system consists of two identical air
conditioning packs, each one comprising an airflow regulation, a refrigeration unit and a water
separator. Cooling air for refrigeration unit is provided by ram-air in flight, and by a cooling turbo-
fan on ground or in flight when the aircraft speed is lower than 150 KTS and landing gear is down.
The temperature of air supplying the pressurized zones of the aircraft with conditioned air is
regulated by the temperature control system
The air cooling system consists of two identical and independent air conditioning packs. This
packs enable airflow temperature and humidity to be controlled. Air is supplied by the right engine
to the passenger compartment and by the left engine to the flight compartment and for 32% to the
passenger compartment. Air cooling is controlled by the pack temperature control system
B. Description
The air cooling system basically consists of two air conditioning packs, each one comprising:
- A system controlling the air flowing into the pressurized compartments, taking into account
the requirements of the pressurization system.
- Two air refrigeration units, to cool the air to a level compatible with the selected cabin
temperature, each one incorporating a water separator assembly to maintain a suitable
relative humidity for passenger and crew comfort.
Bleed air flows into air conditioning pack to a pack valve. In each pack the air is cooled by :
- An air cycle machine comprising a compressor and a turbine.
- A primary and a secondary heat exchangers.
A cooling air generation assembly consisting of :

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- A cooling inlet (ram air).
- A ground cooling turbo-fan circulating the air in the heat exchangers.
Water separation is achieved by the water separator assembly and spray nozzle which sprays
water from the separator into the secondary heat exchanger inlet.
C. Component Description
1. Air Conditioning Pack

The pack allows bleed air to be cooled for conditioning the flight and passenger compartment.
The pack consists of :
- A dual heat exchanger
- An air cycle machine (ACM)
- An overtemperature switch
- A condenser
- A water extractor
- A water spray nozzle
- A turbine inlet control valve.
2. Heat exchanger 6135HB (6138HB)

The dual heat exchanger consists of a primary and secondary heat exchanger. The primary heat
exchanger cools the engine bleed air, while the secondary one removes the heat of compression
of the ACM. Both of them are of the normal air to air type.
3. Air cycle machine 6131HB (6134HB)

The ACM consists of:
- A compressor
- An expansion turbine.
The compressor and the turbine, forming the rotating assembly, are mounted on the same shaft
supported by air bearings.
(Ref. Fig. 002 )
4. Thermal switch 17HB (18HB)

It is installed downstream of ACM compressor. If the temperature of the air leaving the compressor
reaches 204.4 + 5.6° (400 + 10°F) the switch operat es sending a warning signal to the CCAS.
5. Condenser 6133HB (6136HB)

It is single-pass, crossflow, plate-fin condenser that uses refrigerated turbine discharge air to cool
incoming bleed air to a temperature low enough for moisture condensation to occur. If metal
temperatures within the core matrix fall below 0°C (32°F), the ice particles in the turbine discharge
stream will stick to the surface and cause blocking of the flow passages and affect the heat
exchanger performance.
6. Water extractor 6129HB (6132HB)

The water extractor removes the water from the moisture produced by the condenser.
The water extractor is an in-line, integral duct type device that incorporates four helix blades,
brazed to the central hub and to the duct inner valve, and a downstream water collector.
The downstream water collector assembly, which consists of:
- A formed perforated collector ring
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- An outer muff
- A water sump
- A flow baffle
- Plates
- Water drain port
- Scavenge air port
Is separately welded and brazed into a subassembly and finally welded to the duct-helix assembly.
The water extracted is sprayed by a spray nozzle in the secondary of the heat exchanger.
(Ref. Fig. 003 )
7. Water spray nozzle 6121 HB (6122 HB)

It is located at the secondary heat exchanger inlet and sprays on it water drained from the water
extractor in order to increase the cooling capacity of heat exchanger.
8. Additional De-Icing Pressure Switch 87HB (86HB)

This pressure switch is installed in the forward landing gear fairing.
It is a differential pressure switch connected to compressor outlet duct and water separator outlet
duct.
The additional de-icing pressure switch operates when a delta pressure more than 9 PSI is
detected at level of condensor (downstream versus upstream).
To be noted that when this delta pressure logic is activated, the E.C.S. automatic and manual logic
(through air temperature sensors) is fully by-passed.
9. Turbine Inlet Control Valve 6005HB (6006HB)

This valve is installed near the ACM. This unit is a thermally operated temperature control valve.
The air flow from the water extractor passes over the temperature sensing element. The valve
controls the specific turbine inlet temperature to a preset value.
The temperature control is done by a poppet valve opened by a power element (wax eutectic)
allowing hot air from the compressor outlet to mix with the cold air from the water extractor.
(Ref. Fig. 004 )
10. Ground Cooling Turbo-Fan 6001HB (6002HB)

The turbo-fan allows the air cooling operation, on ground or in flight when the aircraft speed is
lower than 125 KTS and landing gear is down.
This fan is activated by bleed air. It consists of an axial fan with an axial flow turbine mounted at
the fan periphery. The bleed air is supplied to the turbine through eight nozzles and the turbine exit
air is discharged into the fan impeller exit where it mixes with the airflow from the fan outlet.
11. Ram Air Check Valve 6353HB (6354HB)

The check valve installed in ram air inlet duct, prevents reverse flow during ground cooling turbo-
fan operative condition. It consists of aluminum petals kept in closure position by springs.
12. Turbo-fan Pressure Switch 81HB (80HB)

This pressure switch is installed on duct downstream of the turbo-fan shut-off valve. It sends a
closing signal to pack valve in flight if the turbo-fan shut-off valve is open. It is utilized by MFC
logic to close the pack valve in flight if the turbo-fan shut-off valve is open when:
- aircraft speed is higher than 150 KTS
- aircraft speed is below 150 KTS and landing gear is up from at least 10 MIN.

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This prevents the accidental use of the turbo-fan.
13. Turbo-fan Check Valve 6355HB (6356HB)

This valve is installed downstream of the turbo-fan. Its purpose is to prevent reverse flow during
flight whilst the heat exchangers are being cooled by ram air.
14. Turbo-fan Shut-off Valve 67HB (66HB)

This valve is located in the forward landing gear fairing. It is a spring loaded normally closed valve,
pneumatically actuated with solenoid control.
The valve allows bleed air to flow to the turbo-fan when the solenoid is energized open in
response to a signal from the flight deck.
D. Operation
1. Normal Operation
The air discharged from the pack valve and flow limiting Venturi enters the primary heat exchanger
where it is cooled. Then the cooled air enters the compressor of ACM where it is compressed. It is
then cooled in the secondary heat exchanger, passes through the high pressure water separation
system condenser and water extractor where condensed water is removed and sprayed into
cooling air inlet duct upstream of the secondary heat exchanger through water spray nozzle. Then
expands in the turbine.
The hot airflow passing through the heat exchangers is cooled by cold ram air from a cooling air
inlet. The cooling air then exhausts overboard through the cooling air outlet. With aircraft on
ground or in flight when the aircraft speed is lower than 125 KTS and landing gear is down this
action is accomplished by means of ground cooling turbo-fan; it take cold air from air inlet. The air
then passes through the condenser, the check valve and enters the mixing chamber where it
mixes with recirculated cabin air and is delivered to the crew and passenger compartments.
2. Overheat Protection
Overheat protection of ACM is provided by a thermal switch located at compressor discharge. In
fact if the air temperature downstream of the compressor reaches 204 + 6°C (400 + 10°F) the
switch closes the pack valve with consequently no air flow to the pack and simultaneously sends a
caution signal to MFC. When the temperature reaches normal values, the pack value opens to
supply the air conditioning
3. Operation of Additional De-Icing Device

In order to avoid reduction of cabin air flow due to ice formation on the turbine impeller which can
occur in extreme humid condition or at low altitude, a turbine inlet control valve is installed which
connects the compressor outlet and water extractor to turbine inlet
E. 5. Alert
Whenever MFC receives a caution signal from the overheat switch, it provides:
after two seconds
- An overheat detection recording on non-volatile memory of MFC, and the latching
of magnetic indicator on maintenance panel after ten seconds
- Illumination of AIR legend on CAP
- Illumination of CAUTION light
- At the same time the two flight compartment loudspeakers emit a warning in form of
a single chime (gong).
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XIV. Section 21-60 : TEMPERATURE CONTROL
A. General
The temperature control system allows air temperature to be limited and controlled :
- At the conditioning pack outlet
- Inside the pressurized compartments
The conditioning air temperature is obtained by mixing air from:
- A hot air source upstream of the conditioning pack (air bleed from engines)
- A cold air source at the conditioning pack outlet
The pressurized compartments of the aircraft are divided into zones temperature control is
independent for each of them.
The various zones are the following ones:
- The flight compartment
- The passenger compartment (cabin)
There are two independent packs which are located at each side of landing gear fairing.
XV. Section 21-61 : FLIGHT COMPARTMENT AND CABIN TEMPERATURE

CONTROL
A. General
The temperature control system controls the temperature either manually or automatically, in flight
and passenger compartments. The air from the cold air manifold and hot air manifold is mixed so
as to obtain the required conditioning air. Each compartment is provided with a manual and
automatic independent temperature control system. The ambient temperature varies from 15°C to
32.2°C (60°F to 90°F).
1. Flight compartment and Cabin Temperature Sensor 11HH and 12HH.

The sensor detects the compartments ambient temperature and transmits the corresponding
electrical signal to the temperature controller.
It consists mainly of :
- A glass probe type thermistor embedded in an epoxy resin housing.
- An electrical connector.
The sensing element resistance varies according with temperature in the zone concerned.
2. Duct Temperature Sensor 13HH (14HH)

The sensor, installed in the compartment (flight compartment and cabin supply duct, detects the
air temperature in the supply duct and transmits the corresponding electrical signal to the
temperature controller.
It consists mainly of :
- A glass probe type thermistor embedded in an epoxy resin housing.
- An electrical connector.

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The sensing element resistance varies according to temperature in the zone concerned.
3. Temperature Selector 5HH (6HH)

The selector, installed on COMPT TEMP panel enables the crew to adjust the temperature in the
flight and passenger compartments either in AUTO or MAN mode. It is a dual section wire wound
potentiometer and is electrically connected to the temperature controller.
In AUTO-mode the selector allows for a cabin temperature selection range from 15.5°C (60°F) to
32.3°C (90°F) over the full range of rotation. In M AN-mode the selector directly operates the
temperature control valve in the opening or closing direction depending on whether it is in COLD
or HOT position.
4. Skin Temperature Sensor 15HH (16HH)

This sensor, attached to the inside of the aircraft skin in flight compartment and in the cabin,
transmits the aircraft skin temperature to temperature controller. It employs a thin-film nickel
temperature sensing element deposited on a ceramic substrate. This assembly is then
encapsulated in a high-thermal-conducting epoxy block. Its electrical signal is proportional to skin
temperature.
5. Modulating Valve 17HH (18HH)
a) Description
This valve is installed in the landing gear fairing in the ECU by-pass line between the pack valve
and the duct downstream the cooling turbine.
The valve controls the amount of engine bleed air that is mixed with the cold air to produce
conditioned air at a suitable temperature to meet the demands of the temperature control system.
The valve is normally closed, pneumatically actuated torque-motor-controlled, butterfly modulating
and shutoff valve.
b) Operation
As electrical signal to torque motor is increased through the rotation of the temperature selector,
the flapper moves to increase the supply area and reduce the vent area. This movement causes
pressure to be applied to the opening chamber. The pressure build-up overcomes the closing
spring force. This allows the valve to modulate toward the open position. Thus, valve position is a
direct function of regulated supply pressure and of torque motor input current.
Butterfly plate modulation is caused by a duct temperature limiter that will open or close with
changes in temperature.
A visual position indicator incorporated in the valve indicates valve position.
6. Duct Overtemperature Switch 19HH (20HH)

This switch is a glass probe type thermistor sensor embedded in an epoxy resin housing. It is
installed in the low pressure duct distribution system in underfloor area. If the air temperature
exceed 92 + 4°C (198 + 7°F) the switch closes causi ng illumination of OVHT legend on the
temperature selector switch and sends a caution to CCAS.
7. Duct Temperature Limiter 6125HB (6126HB)

This is a pneumatic unit installed on the duct downstream the ECU in the underfloor pressurized
area and is interlocked with trim air control valve in order to prevent excessive supply air
temperature from ECU. As the supply air temperature exceed 88°C (190°F) the unit opens

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progressively with the increasing of trim air closing the valve. This limits the maximum supply air
temperature to 99°C (210°F).
8. Compartment Temperature Controller 9HH (10HH)

It is an electronic control box supplied at 28 VDC and is controlled by the temperature control
selector associated with the relevant compartment (passenger and flight compartments). It
regulates the temperature control value either in AUTO and MAN mode in order to keep the
relevant compartment at the selected temperature: within + 1.6°C ( + 3°F). It is installed in the
electronic rack in flight deck and its internal circuit consists of:
- Power supply network
- Sensor interface bridge network
- Dynamic compensation circuit
- Sensor signal amplifier circuit
- Auto output torque motor drive circuit
- Manual output torque motor drive circuit.
C. Temperature Sensor Ventilation Fan 22HH

This fan is installed in cabin near the temperature sensors 12HH and 7HK, and is of electrical
type. It is provided to improve the circulation of air across the sensing elements.
1. Add Heat Valve 6231HB(6232HB)
a) Description
This valve is installed in the ECU hot by-pass line, which connects the condenser cold side exit to
the bleed air duct in the unpressurized zone dowstream the pack valve. The valve, slaved to the
modulating valve regulates hot airflow into the cabin/cockpit inlet line. It is normally closed,
pneumatically actuated, spoon-type butterfly regulating and shut off valve.
b) Operation
When the modulating valve opening angle is below a specific value, spring load maintains the
valve butterfly in the closed position, when the modulating valve is fully open, also the add heat
valve is fully open.
Shut off operation is accomplished by moving the valve butterfly to the closed position by the
actuator closing spring. A visual position indicator incorporated in the valve indicates valve
position.
D. Operation
1. General
The flight compartment and cabin are controlled in temperature by the crew members. They select
the temperature demand on the temperature control selectors. A lower or higher temperature is
selected according to the value read on COMPT TEMP indicator for flight compartment, with
COMPT SEL switch in FLT COMPT position, and for cabin, with COMPT SEL switch in CABIN
position. The ambient temperature can be selected between 15.5°C (60°F) and 32.2°C (90°F).
The temperature in the compartments is maintained at the selected value by the temperature
controller in a range of + 1.6°C ( +3°F).

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A duct temperature indicator is provided on COMPT TEMP panel to monitor constantly the
temperature in the supply ducts, for flight and passenger compartments according to COMPT SEL
switch position.
2. Automatic Control
The signal generated by temperature control selector for flight compartment or cabin, is
transmitted to the temperature control which according to the signal received from the temperature
control sensors, generates an output signal transmitted to trim air valve which opens or closes.
Moreover this valve drives the hot by-pass valve, pneumatically slaved, which begins to open at
about 50% modulating valve opening.
3. Manual Control
In the event of automatic control failure, the required temperature is maintained in the flight
compartment and in the cabin by directly controlling the temperature control valve and
subsequently the hot by-pass valve with relevant TEMP SEL pushbutton switch to MAN and
rotating the corresponding temperature selector to COLD or HOT as required.
XVI. Section 21-63 : FLIGHT COMPARTMENT AND CABIN TEMPERATURE

INDICATING
A. 1. General
The temperature control indicating system provides monitoring and control of temperature of air
used for conditioning. This is achieved by means of four sensors that detect the air temperature in
flight compartment, in cabin and in the supply ducts. The temperature is monitored by means of a
dual temperature indicator in flight compartment.
1. COMPT/DUCT Temperature Indicator 2HK

This is a dual type indicator and enables the crew to monitor the, temperature in flight
compartment with associated supply duct and/or in cabin with associated supply duct, depending
on COMPT SEL switch position. The indicator is installed on COMPT TEMP control panel in flight
compartment.
2. Cabin and Flight Compartment Temperature Sensors 7HK and 6HK

These sensors are installed in cabin and flight compartment and detect continuously the air
temperature in these compartments. Each sensor gives a signal to COMPT/DUCT temperature
indicator which shows the temperature directly in centigrade degrees.
3. Duct Temperature Sensors 5HK and 4HK

These sensors are installed in the air supply ducts and detect continuously the air temperature in
these ducts.
Each sensor gives a signal to COMPT/DUCT temperature indicator which shows the temperature
directly in centigrade degrees.
C. Alert
The air amber caution light, located on the CAP, will illuminate under the following circumstances:

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- the FAULT segment of the pack valve push-button switch has illuminated (10 secs delay);
- the over-temperature switch in the supply duct has sensed a temperature of 92°C (197°F)
(.2 secs delay);
- the FAULT light on the recirculation fan indicator illuminates due to a fan failure (4 secs
delay).
The pack valve push-button switch FAULT lights up when:
- there is a ''desagree'' between the selected pack valve position and the actual position of
the pack valve;
- the air temperature downstream of the ACM compressor reaches 204 ±6°C (399 ±
10.8°F).
Whenever the AIR amber caution light is illuminated, the master CAUTION in the flight deck also
lights up accompanied by a single chime.

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ATR 42- 500

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ONLY FOR TRAINING PURPOSES

EFFECTIVITY LEFRANCOIS 21 Page 3 of 29

E. Controls and Indicating

II. Light Description

C. Distribution (Ref.section 21-20-00)

D. Cabin Pressure Control (Ref.section 21-30-00)

1. Automatic Cabin Pressure Control (Ref.section 21-31-00)

2. Emergency Depressurization (Ref.section 21-35-00)

E. Temperature Control (Ref.section 21-60-00)

1. Flight Compartment and Cabin Temperature Control

EFFECTIVITY LEFRANCOIS 21 Page 5 of 29

EFFECTIVITY LEFRANCOIS 21 Page 6 of 29

III. Section 21-10 : COMPRESSION

(Ref. Fig. 002 )

2. Service Pressure Regulator

C. Controls and Indicating

(Ref. Fig. 003 )

EFFECTIVITY LEFRANCOIS 21 Page 7 of 29

IV. Section 21-20 : DISTRIBUTION

(Ref. Fig. 001 )

EFFECTIVITY LEFRANCOIS 21 Page 8 of 29

V. Section 21-22 : CABIN AND FLIGHT COMPARTMENT AIR DISTRIBUTION

e) Recirculation Fan Inlet Grid

VI. Section 21-23 : ELECTRONICS RACKS AND CABIN AIR EXTRACTION

In normal operation, extraction of ventilation air is ensured by an air extraction fan.

Ventilation is provided as follows :

1. Air Extraction Fan

2. Ambient Temperature Sensor

EFFECTIVITY LEFRANCOIS 21 Page 11 of 29

3. Overboard Ventilation Valve

4. Underfloor Vent Valve

EFFECTIVITY LEFRANCOIS 21 Page 12 of 29

(Ref. Fig. 001 )

C. Control and Indicating

VII. Section 21-24 : BATTERIES VENTILATION

B. System Description and Operation

VIII. Section 21-26 : INDIVIDUAL AIR DISTRIBUTION

2. Individual Air Supply Module

EFFECTIVITY LEFRANCOIS 21 Page 14 of 29

IX. Section 21-27 : LAVATORY VENTILATION

(Ref. Fig. 001 )

X. Section 21-30 : PRESSURIZATION CONTROL

(Ref. Fig. 001 )

XI. Section 21-31 : CABIN PRESSURE CONTROL AND MONITORING

(Ref. Fig. 001 )

EFFECTIVITY LEFRANCOIS 21 Page 15 of 29

1. A. Digital Controller 8HM

2. Jet Pump 6203 HM

3. Electropneumatic Outflow Valve 14HM

EFFECTIVITY LEFRANCOIS 21 Page 16 of 29

(b)Constant differential pressure

(c)Limitation of maximum negative differential pressure.

4. Pneumatic Outflow Valve 13HM

(b)Constant differential pressure.

(c)Limitation of maximum negative differential pressure.

EFFECTIVITY LEFRANCOIS 21 Page 17 of 29

7. Manual Controller 6204 HM

(Ref. Fig. 005 )

(2) Energization of aircraft network.

EFFECTIVITY LEFRANCOIS 21 Page 18 of 29