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FCOM System Description > 2. Air Systems > Flashcards

2. Air Systems Flashcards

1
Q

WING-BODY OVERHEAT Light

A
  • Not resettable,
  • Indicates overheat from bleed air duct leak,
  • Monitors Engine Struts, Inboard Wing Leading Edges, Air Conditioning Bays,
  • For L side also, Keel Beam or APU Bleed Air Duct
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2
Q

BLEED TRIP OFF Light

A

Indicates excessive Engine Bleed Air Temperature or Pressure

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3
Q

TRIP RESET Switch

A

Resets:
- BLEED TRIP OFF,
- PACK,
- ZONE TEMP lights

Related Bleed Air Valve / Pack Valve / Trim Air Modulating Valve opens

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4
Q

ZONE TEMP Lights

A

CONT CAB:
- Indicates duct overheat or failure of the both flight deck temperature controls,
- During RECALL indicates failure of primary or standby flight deck temperature contol
- Extinguishes when Master Caution is reset

FWD / AFT CAB:
- Indicates duct overheat,
- During RECALL indicates failure of the associated zone temperature control
- Extinguishes when Master Caution is reset

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5
Q

PACK Switches

A

AUTO:
- With both Packs operating, each Pack regulates to low flow,
- With one Pack operating, it regulates to high flow in flight with Flaps UP,
- When operating one Pack from APU (both BLEED switches OFF) regulates to high flow

HIGH:
- Provides maximum flow rate on the ground with APU BLEED ON

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6
Q

RECIRC FAN Switches

A

AUTO inflight:
- L operates if both Packs operating unless either PACK Switch is in HIGH,
- R operates if both Packs operating unless both PACK Switch is in HIGH,

AUTO on the ground:
- L operates unless both PACK Switch is in HIGH
- R operates even if both PACK Switch is in HIGH

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7
Q

PACK Light

A
  • Indicates Pack Trip Off or failure of both primary and standby Pack Controls,
  • During RECALL indicates failure of either primary or standby Pack Control,
  • Extinguishes when Master Caution is reset
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8
Q

Systems Relying on Bleed Air

A
  • Air conditioning/pressurization,
  • Thermal Anti-icing,
  • Engine Starting,
  • Hydraulic reservoir pressurization,
  • Water tank pressurization,
  • Nitrogen Generation System
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9
Q

Engine Bleed System Supply

A
  • Obtained from 5th and 9th stages of compressor section,
  • When 5th stage low pressure is insufficient high stage valve modulates open
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10
Q

Engine and APU Bleed Air Valves

A
  • Engines valves are Pressure Regulator and Shut-off Valves (PRSOV),
  • All valves DC activated and pressure operated
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11
Q

Duct Pressure Transmitters

A
  • Indicator is AC operated,
  • As long as there is sufficient air for cabin pressurization, differences between L/R considered normal
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12
Q

Isaloation Valve

A
  • AC operated,
  • AUTO: If any Engine Bleed or Pack Switch is OFF, valve is open. Otherwise it’s closed
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13
Q

Airconditioning Distribution

A
  • Left PACK: Flows directly to Flight Deck, excess air flows to Mix Manifold,
  • Right PACK: Flows directly to Mix Manifold,
  • Recirculation System: Flows directly to Mix Manifold,
  • Preconditioned Ground Air: Flows directly to Mix Manifold
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14
Q

PACK Supply

A
  • APU is capable to supply 2 Packs on the ground and single Pack in flight,
  • Do not operate more than one Pack from one Engine,
  • Most External Air Carts are capable of supplying both Packs
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15
Q

Single Pack Operation

A

In High Flow, capable of maintaining pressurization and acceptable temperatures up to maximum certified ceiling

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16
Q

Automatic PACK High Flow Switch

A

For Engine Bleeds:
- Inflight with Flaps UP,
- Both PACK switches AUTO,
- Both Engine Bleed switches ON,
- If one Pack fails or selected OFF

For APU Bleed:
- When both Engine Bleed switches are OFF,
- Both PACK switches AUTO,
- Switches to High Flow regardless of air/gnd or Flap position

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17
Q

Ram Air System

A
  • Provides cooling air for heat exchangers,
  • Automatically controlled by Packs,
  • On the ground or during slow flight with Flaps extended doors are full open,
  • In normal cruies modulates between open and closed,
  • Deflector doors extend electrically by air-ground safety sensor prior liftoff and after touchdown to prevent slush ingestion
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18
Q

Cooling Cycle

A
  • Bleed Air passing through a heat exchanger for cooling,
  • Then air flows to an air cycle machine for refrigeration,
  • Processed cold air combined with hot air which bypassed air cycle machine,
  • Mixed air passes through a high pressure water seperator which removes moisture
19
Q

Pack Temperature Controls

A
  • Electronic controllers command the Pack Temperature Control Valve toward open or closed,
  • If primary Pack Control fails, the affected Pack is controlled by the Standby Pack Control in the opposite Controller,
  • If both Controls fails for the same Pack, Pack will continue to operate until excessive temperatures cause a Pack to trip off
20
Q

Zone Temperature Selector Range

A

18-30 degrees

21
Q

Zone Temperature Control Basics

A
  • Packs produce an air temperature that satisfies the zone which requires the most cooling,
  • Zone temperature is controlled by introducing the proper amount of trim air to the zone ducts,
  • Quantity of trim air is regulated by individual trim air modulating valves
22
Q

Single Pack Operation and Trim Air

A
  • If TRIM AIR switch is ON, it’s same as during 2 Packs operation,
  • If TRIM AIR switch is OFF, Pack attempts to produce an air temperature to satisfy the average temperature demands of all 3 zones
23
Q

Zone Temperature Control Modes

A
  • Left Electronic Controller controls Aft Cabin Zone and provides backup for Flight Deck,
  • Right Electronic Controller controls the FWD Cabin Zone and provides primary control for Flight Deck
24
Q

FWD or AFT Cabin Temperature Control Failure

A
  • Associated Trim Air Modulating Valve closes,
  • Temperature Selectors operate normally but 2 cabin zone selections will be averaged
25
Q

Unbalanced Pack Temperature Control Mode

A
  • Any failure affecting supply of Trim Air will cause the Temperature Control System to control both Packs independently,
  • If Flight Deck Trim Air is lost: L Pack provides the selected temperature to Flight Deck and R Pack will satisfy the Cabin Zone which requires most cooling,
  • If a Cabin Zone or all Trim Air is lost: FWD and AFT temperature demands averaged for control of R Pack
26
Q

Standby Pack Average Temperature

A
  • When all Zone Controls and Primary Pack Controls fail,
  • Standby Pack Controls command the Packs:
  • To produce air temperatures for an average temperature demand of 2 Cabin Zones,
  • Trim Air Modulating Valves close,
  • Flight Deck Temperature Selector will no affect on the Standby Pack Controls
27
Q

Fixed Cabin Temperature

A
  • If all Temperature Selectors OFF,
  • L Pack maintains 24 degrees,
  • R Pack maintains 18 degrees,
  • Measured at the Pack Temperature Sensor
28
Q

Passenger Cabin Air Distribution

A
  • Sidewall Risers and,
  • Overhead Distribution Duct
29
Q

Recirculation Fans

A
  • Driven by AC motors,
  • Reduces Pack Load and Engine Bleed Air demand,
  • Air from Cabin and Electrical Equipment Compartment drawn to FWD Cargo Hold,
  • There it is filtered and recirculated to the Mix Manifold
30
Q

Equipment Cooling

A
  • Consists of Supply and Exhaust ducts,
  • Each duct has a normal and an alternate Fan

Exhaust duct collects warm air from:
- Flight Deck Displays,
- Overhead and Aft Electronic Panels,
- CB Panels,
- E&E compartment

31
Q

Equipment Cooling Alternate Fan Selection

A

Should restore airflow and extinguish OFF light within 5s

32
Q

Equipment Overtemperature On The Ground

A

Call horn heard in the Nose Wheel Well

33
Q

FWD Cargo Smoke Penetration Prevention

A
  • When RECIRC FAN switches OFF and PACK switches HIGH,
  • Smoke Control Relay will shut off Equipment Cooling Supply Fan for 5 minutes,
  • Smoke Control Relay will inhibit the EQUIPMENT COOLING OFF light for 5 minutes,
  • After 5 minutes fans and light will return to normal operation,
  • Equipment Cooling Exhaust Fan will be shut off for the remainder of the flight,
  • If any RECIRC FAN or PACK switches moved out of these positions, Cooling Fans begin to operate again
34
Q

FWD Cargo Heating

A
  • Recirculation Fan System circulates air from cabin and E/E Cooling System into the FWD Cargo,
  • As Overboard Exhaust Valve closes to increase differential pressure, exhaust from E/E Cooling is also diffused into the FWD Cargo
35
Q

Pressurization Controlled By

A

2 identical Automatic Controllers (AUTO or ALTN) and a Manual Mode (MAN) regulating:
- Mainly by Outflow valve and,
- Overboard Exhaust Valve

36
Q

Pressure Relief Valves

A
  • 2 valves limiting differential pressure to a maximum 9.1psi,
  • 1 negative relief valve prevents external pressure from exceeding internal pressure
37
Q

Cabin Pressure Controller Motor Types

A

All uses DC motor

38
Q

Cabin Pressure Controller Inputs

A
  • Throttle position from SMYD computers,
  • Air/Ground sensors,

Also from ADIRU:
- Static Pressure,
- Baro Corrected Altitude (from CPT and F/Os EFIS),
- Non-corrected Altitude,
- CAS,

39
Q

Overboard Exhaust Valve Operation

A
  • On the ground and in flight with low differential presuure, it is open,
  • In flight at higher cabin differential pressures, it is normally closed,
  • Will open when either Pack switch is in HIGH and R RECIRC FAN OFF
40
Q

Pressurization Auto Mode Operation

A
  • Consist 2 identical controllers which alternately sequenced as a primary for each flight,
  • On the ground at lower power settings, cabin is depressurized by opening Outflow Valve to full open,
  • The cabin begins to pressurize at higher power settings on the ground,
  • This slight pressurization make transition more gradual for humans and gives better response to ground effect pressure change,
  • In the air increases altitude at a rate proportional to the airplane climb rate
41
Q

Auto Mode Cruise/Descent Mode Activation

A
  • Cruise: When airplane climbs within 0.25psi of the selected FLT ALT,
  • Descent: When airplane descends 0.25psi below the selected FLT ALT
42
Q

Differential Pressure Limits

A
  • Above 37000FT: 8.35psid,
  • 28000-37000FT: 7.80psid,
  • At or below 28000: 7.45psid
43
Q

AUTOFAIL Illumination Reasons

A
  • Loss of DC power,
  • Controller Fault,
  • Outflow Control Fault,
  • Excessive differential pressure (> 8.75psid),
  • Excessive rate of cabin pressure change (+/- 2000FPM),
  • High cabin altitude (> 15800FT)
44
Q

Pressurization MAN Mode

A
  • Uses a seperate DC motor, powered by DC Standby system,
  • Drives outflow valve at a faster rate than AUTO and ALTN modes,
  • Full range motion takes 20s

FCOM System Description (10 decks)

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