dornier 328 jet - air conditioning - smartcockpit ecs pack compressor discharge air exceeds 220°c...

ECS Control Panel (Sheet 1 of 2)

Dornier 328 Jet - Air Conditioning

ECS Control Panel (Sheet 2 of 2)


Pressurization Control Panel


Flight Attendant Control Panel


MESSAGE (SYNOPTIC) WARN CONDITIONINHIBIT

Location (COLOR) TONE CONDITION1 2 3

AIR COND ON Bleed air supplied to LH/RH ECS PACK under following conditions:LH/RH main duct PRSOV open and LH/RH PACK button set to on and X X X

CAS Field (BLUE)LH/RH main duct PRSOV open and LH/RH PACK button set to on andpositive WOW–signal (Off in the air).

X X X

ALT (DIGITAL) Indicates cabin altitude in auto mode only. Shows dashes in manualRMU Page 1 (WHITE)

Indicates cabin altitude in auto mode only. Shows dashes in manualmode.

AUTO (CTRL MODE)Auto mode selected on pressurization control panel

CPCS Page (BLUE)Auto mode selected on pressurization control panel.

AVIONIC FAN FAILAVIONIC cooling fan failed X X

CAS Field (AMBER)AVIONIC cooling fan failed. X X

CAB ALT Cabin altitude exceeds 9 500 ft (± 200 ft).X

RED WARNING PANEL

( )

Note: TRIPLE CHIME is inhibited during takeoff.X

CAB ALT (DIGITAL)Indicates cabin altitude in auto/manual mode

EICAS PageIndicates cabin altitude in auto/manual mode.

CABIN ALTITUDE(ANALOG / DIGITAL) Indicates cabin altitude in auto/manual mode.

CPCS Page (WHITE)

CAB DIFF PRSSDELTA–P exceeds +7.6 psi or –0.2�psi airborne or +0.725 psi on

X XCAS Field (AMBER)

p p pground. X X

DIFF PRSS (ANALOG / DIGITAL) Indicates cabin delta–p in auto/manual mode.

CPCS Page (AMBER)

p

DP (DIGITAL) Indicates cabin delta–p in auto mode only. Shows dashes in manualRMU Page 1 (WHITE)

Indicates cabin delta p in auto mode only. Shows dashes in manualmode.

COCKPIT (DIGITAL)

ECS Page (WHITE) Indicates flight compartment/cabin temperature in °C (auto mode only).Display shows dashes if below 12 °C or above 35°C and when

CABIN (DIGITAL)Display shows dashes if below 12 °C or above 35°C and whenoperating in manual mode.

ECS Page (WHITE)

p g

CPCS AUTO FAILX

CAS Field (AMBER) Auto mode failed

X

RMU Page (AMBER) orFault detected by power–up test or continuous monitoring facility

AUTO CTRL FAILFault detected by power–up test or continuous monitoring facility.

CPCS Page (AMBER)

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–042. Takeoff phase3. Landing phase

CAS Field and System Messages (Sheet 1 of 3)




CPCS CTRL MODE MANX

CAS Field (BLUE)Manual mode selected on pressurization control panel

X

MAN (CTRL MODE)Manual mode selected on pressurization control panel.

CPCS Page (BLUE)

CPCS MISCOMPARECabin pressurization rate of change signals (main and backup) differ by X X X

CAS Field (AMBER)

Cabin pressurization rate of change signals (main and backup) differ bymore than 600 ft/min for more than 20 secondsorCabin altitude signals (main and backup) differ by more than 600 ft for

X X X

MISCOMPARECabin altitude signals (main and backup) differ by more than 600 ft formore than 20 seconds.

CPCS Page (AMBER)

EFIS FAN FAILEFIS cooling fan failed X X X

CAS Field (AMBER)EFIS cooling fan failed X X X

HIGHHIGH flow mode selected

ECS Page (BLUE)HIGH flow mode selected.

ECONOMYECONOMY flow mode (normal mode) selected

ECS Page (BLUE)ECONOMY flow mode (normal mode) selected.

HX FAN FAILX X

CAS Field (AMBER)LH/RH ground cooling fan (heat exchanger) failed.

X X

HX FAN FAILLH/RH ground cooling fan (heat exchanger) failed.

ECS Page (AMBER)

NO VALID LAND ELEVNo landing elevation selected X

CAS Field (BLUE)No landing elevation selected. X

LAND ELEV (DIGITAL) In auto mode readout shows landing elevation preselected onpressurization control panel

CPCS Page (GREEN)pressurization control panel.

In manual mode readout is blanked (white dashes).

L or R PACK FAIL Illuminates if the following message annunciation occures (refer also toSection 36 – PNEUMATIC: X

CAS Field (AMBER)main bleed OVHT LH/ RH or main bleed OVPRSS LH/ RH orPACK OVHT LH/ RH

X

L or R PACK INOP No bleed air supply to LH/ RH ECS PACK caused by:LH/ RH PACK button is OFF.or X X X

CAS Field (BLUE)

orLH/ RH main duct PRSOV closed and either crossbleed valve closed orcrossbleed valve open and LH/ RH main duct PRSOV closed.

X X X

PACK OVHTLH/RH ECS PACK compressor discharge air exceeds 220°C (428°F) X X

ECS Page (AMBER)

LH/RH ECS PACK compressor discharge air exceeds 220 C (428 F)(presented as long as L or R PACK FAIL is enabled).

X X






REC FAN FAILX X X

CAS Field (AMBER)Fwd and/or aft recirculation fan failed.

X X X

REC FAN FAIL

ECS Page (AMBER)

AUTO CTRL MAINTNon critical fault in pressurization control system

SYS MAINT Page (BLUE)Non–critical fault in pressurization control system.

BACKUP INSTRUMENTSARINC bus from pressurization system digital controller failed

SYS MAINT Page (AMBER)ARINC bus from pressurization system digital controller failed.

V/S ��( DIGITAL)

EICAS PageIndicates cabin altitude rate of change in auto/manual mode

CABIN RATE(ANALOG / DIGITAL)

Indicates cabin altitude rate of change in auto/manual mode.Indicating range –2500 fpm to + 2500 fpm.

CPCS Page (WHITE)




CAS Field Messages and Indications on EICAS Display


Indications/Messages on CPCS Page (Sheet 1 of 2)


Indications/Messages on CPCS Page (Sheet 2 of 2)


Indications/Messages on ECS Page


Messages on SYS MAINT Page


Indications/Messages on RMUs


AIR CONDITIONING/PRESSURIZATION

GENERALThe air conditioning/pressurization system uses engine or APU bleed air to supply conditionedair to the passenger and flight compartments. The conditioned air is controlled to maintain therequired temperature, ventilation rates, and pressure differential.

Bleed air from the engines or the APU is supplied to two identical environmental control system(ECS) packs. The bleed air lines from the LH and RH engine are connected by a crossbleedline equipped with a crossbleed valve. The valve can be opened at the discretion of the flightcrew to supply both ECS packs with bleed air from one engine or the APU. Overtemperatureand overpressure switches located in the bleed air lines from each engine will shut off the bleedair supply from the associated engine in the event of excessive bleed air temperature orpressure (refer to Section 12–36 – PNEUMATIC).

The temperature of the air supplied to the passenger and flight compartments is automaticallycontrolled by the ECS packs.

Conditioned air from an external source can be routed to the passenger and flight compartmentthrough a ground connector. The connector is located on the forward lower section of the RHgear fairing.

The conditioned air is ducted to the floor and ceiling level outlets in the passenger compartment.In addition, each passenger seat position is fitted with an adjustable gasper–type outlet. Usedair is extracted through floor level openings on each side of the passenger compartment. Twoelectric fans recirculate the cabin air to maintain the required level of cabin ventilation.

In the flight compartment, conditioned air is supplied to defogging outlets at the LH/RHwindshields and side windows and to outlets at foot and head level.

An electric fan blows part of the used cabin air to the instrument panel for equipment ventilation.Another electric fan draws warm air from the avionic racks.

The toilet compartment is supplied with conditioned air by an adjustable air gasper type outletthat is part of the individual air outlet line into the RH Passenger Service Unit channel. Used airis extracted from the toilet compartment with a fan and ducted to the underfloor area of thecargo compartment, where it is exhausted overboard via the electro–pneumatic outflow valve(see Pressurization).

Pressurization is automatically controlled by a digital cabin pressure control system (CPCS).Back–up control is provided by a manually operated pneumatic system.System operation can be monitored by the flight crew. Relevant information is presented to theflight crew by indicators in the ECS control panel buttons, on the EICAS display, on the ECSpage, and on the CPCS page (refer to Subsection 12–21–01).


Cooling System – Schematic

1 Ram Air Duct2 Flapper Valve3 Ground Cooling Fan with Check Valve4 RH Flow Control and Shutoff Valve5 Solenoid Valve6 LH Flow Control and Shutoff Valve7 Dual Heat Exchanger8 Overtemperature Switch

9 Water Spray Nozzle10 Turbine Inlet Low Limit Control Valve11 Cold Air Unit (Compressor)12 Pneumatic Temperature Sensor13 Cold Air Unit (Turbine)14 Condensator/Water Extractor (HP)15 Temperature Control Valve16 Check Valve (Cabin)

ELECTRICAL WIRING


ECS PACKSThe LH and RH packs are installed in the forward upper fuselage fairing and consist of a coldair unit, a dual heat exchanger, a condenser and various controls and regulators. The heatexchangers are connected to the cold air unit and are cooled by ram air. The ECS packs areprotected against over temperature and over pressure from the incoming bleed air, and againstinternal over temperature of the cold air unit. When triggered the associated flow control andshut–off valve will close and a Caution will be displayed on EICAS. At airspeeds below 120KCAS the cooling air flow is supplemented by electrically driven ground cooling HX–fansproviding high cooling performance during ground and slow flight operations. Either HX–fan isswitched on automatically by a signal from the MADC when the related ECS pack is selected toON.The temperature of the conditioned air is controlled by mixing hot bleed air with the dischargeair from the cold air unit at varying portions.

ECS PACK CONTROLThe RH pack is the main air supplier for the flight compartment. The excess flow from the RHpack supplements the air from the LH pack for the passenger compartment. All controls for theECS packs are located on the ECS control panel. The LH and RH ECS packs are identical indesign. The following description applies to both packs.

Engine bleed air is supplied to the associated ECS pack through a flow control and shut–offvalve which provides:

– Control of the bleed air supply to the associated ECS pack as selected with the PACK button.– Modulation of the bleed airflow to the associated ECS pack via the flow control and shut–off

valve depending on the flow mode selected.

The flow control and shutoff valve is open when bleed air supply is available and the PACKbutton is pressed. An illuminated vertical bar in the button indicates that the valve is selectedOPEN. The valve is closed when the PACK button is released, indicated by an OFF caption inthe button.The flow control mode is selected with the FLOW MODE button. The high mode is selectedwhen the button is out. A HIGH caption in the button front face indicates the selection. Thismode provides maximum cooling and heating performance but is only required for a small partof the operating envelope. When a lower bleed air flow rate is sufficient, the economy mode canbe selected by pressing the button. The HIGH caption in the FLOW MODE button extinguishes.This selection energizes a solenoid valve which receives servo pressure from the RH bleedsupply line. The two flow control and shutoff valves are automatically reducing bleed air flowand engine ITT.

The ECS pack will shut down when the bleed air supply is cut off. The bleed air supply is shutoff automatically under the following conditions:

– overtemperature or overpressure in the bleed air line from the engine(refer to Section 12–36 – PNEUMATIC).

– overtemperature in the compressor discharge side of the cold air unit.


IndicationsSystem operating status is indicated by lights in the ECS control panel buttons and by thefollowing messages and synoptic (refer to Subsection 12–21–01–00):

On primary EICAS page and ECS page:

– HX FAN FAIL caution message (amber).– REC FAN FAIL caution message (amber).

On primary EICAS page only:

– L PACK FAIL caution message (amber).– R PACK FAIL caution message (amber).

– L PACK INOP status message (blue).– R PACK INOP status message (blue).– AIR COND ON status message (blue).

On ECS page only:

– PACK OVHT caution message (amber).

– HIGH status message (blue).– ECONOMY status message (blue).

– synoptic for RH flow control and shutoff valve (selected position only, not actual status).– synoptic for LH flow control and shutoff valve (selected position only, not actual status).

On CPCS page only:

– AUTO CTRL FAIL caution message (amber).– MISCOMPARE caution message (amber).

– AUTO (CTRL MODE) status message (blue).– MAN (CTRL MODE) status message (blue).

On SYS MAINT page only:

– AUTO CTRL MAINT status message (blue).– BACKUP INSTRUMENTS status message (blue).


TEMPERATURE CONTROLThe temperature of the air supplied by the ECS packs to the passenger and flight compartmentsis automatically controlled to the levels set by the flight crew. Two separate control systems areinstalled; one for the passenger compartment and one for the flight compartment. Both systemsare basically identical. The passenger compartment temperature selected by the flight crew maybe modulated by approximately ± 5 °C (± 9 °F) by the TEMP ADJUST CABIN selector on theflight attendant control panel, provided that the system is operating in the automatic mode.

The output temperature of either ECS pack is achieved by mixing hot bleed air with dischargeair from the cold air unit at varying portions. The temperature is controlled with rotary selectorslabeled COCKPIT and CABIN on the ECS control panel. The temperature control modes are”Automatic” and ”Manual”, the automatic mode being the primary mode. The manual mode isintended as a back–up mode. The control mode is selected by a push button above therespective rotary temperature selector. A MAN light in the button indicates the manual mode,while the button is dark in the automatic mode.

In automatic mode the ECS pack temperature is controlled via the temperature selector. Sensorfeedback from cockpit and cabin is used to keep the selected temperature constant. In manualmode the ECS output temperatures are dependent exclusively on rotary selector position.

The flight attendant’s temperature override knob (TEMP ADJUST CABIN) is located on theflight attendant LIGHTS control panel. It is only active when the passenger compartmenttemperature control system is operating in the automatic mode.

The ECS pack output temperatures are limited to a maximum of 65 °C (149°F) in the automaticmode. A duct temperature limiter restricts the temperature to a maximum of 80 °C (176°F) inboth the automatic and manual mode and acts as a back–up for the automatic mode. A freezingprotection is provided in the automatic mode only, limiting the temperature to a minimum of1.5 °C (35°F). Freezing protection is not available in the manual mode.


IndicationsSystem operating status is indicated by lights in the ECS control panel buttons and by thefollowing synoptics (refer to Subsection 12–21–01–00):

On primary EICAS page :

– digital CABIN temperature display.

On ECS System page:

– digital COCKPIT and CABIN temperature display.

– dashes if below 12 °C or above 35 °C or when in manual mode.


CONDITIONED AIR DISTRIBUTIONConditioned air from the two ECS packs is supplied through independent ducting systems totwo mixing chambers. The mixing chambers are interconnected by a longitudinal plenum withseparate outlets for the flight and passenger compartments.

Two electrically–driven fans recirculate the exhaust cabin air from the underfloor area into themixing chambers. The forward fan is located below the passenger compartment floor near theforward emergency exit. The aftward fan is located below the passenger compartment floorbetween the last seat row. The fans are two speed devices and are controlled simultaneously bymeans of the RECIRC button located on the ECS control panel. The RECIRC fans are normallyselected on (dark). Fan speed is a function of the position of the FLOW MODE button. Whenthe normal flow mode (economy) is selected the fans run at high speed. When the high flowmode is selected the fans run at low speed.

Conditioned Air Distribution – Schematic

12 Aft Recirculation Fan13 To Adjustable Gasper–type Outlets14 To RH and LH Ceiling Outlets15 To LH Floor Outlets16 To RH Floor Outlets17 LH Side Window Outlet18 LH Windshield Outlet19 LH Manually Operated Valve (FEET LEVER)20 RH Manually Operated Valve (FEET LEVER)21 Foot Level Outlets22 Main Plenum

1 RH Windshield Outlet2 RH Side Window Outlet3 Fwd Recirculation Fan4 Fwd Fan Check Valve5 Fwd Mixing Chamber6 Check Valve7 Air Supply from RH ECS Pack8 Air Supply from LH ECS Pack9 Check Valve

10 Aft Mixing Chamber11 Aft Fan Check Valve


Air Distribution in Flight CompartmentThe flight compartment ducting supplies conditioned air to:

– a LH and RH windshield outlet.– a LH and RH side window outlet.– two LH and two RH foot level outlets.– two adjustable outlets on the instrument panel.

Air distribution between the windshield / side window outlets and the foot level outlets iscontrolled by a lever labeled FEET LEVER located on the LH and RH side between therespective side console and the outboard section of the instrument panel.


Air Distribution in Passenger CompartmentConditioned air enters the passenger compartment through the following outlets:

– floor level outlets (aisle).– ceiling level outlets.– adjustable gasper–type outlets above each passenger seat.

Used air from the pressure cabin is extracted into the underfloor area through openings on thelower LH and RH sidewalls of the flight and passenger compartments. The used air is partiallycollected by the recirculation and avionics fans and the remaining air is discharged overboardthrough the aftward outflow valve.

1 Ceiling Level Outlets2 Floor Level Outlets

3 Adjustable Gasper–type Outlets4 Extracted Air

Air Distribution in Passenger Compartment


For enhanced passenger comfort the air distribution to ceiling and floor level outlets isautomatically modulated depending on the cabin duct temperature. When cooling is required,and the cabin duct temperature is below 25 °C (77°F), an increased portion of air is ducted tothe ceiling level outlets. When heating is required and the duct temperature is above 25 °C(77°F), the majority of air is ducted to the floor level outlets.

IndicationsSystem operating status is indicated by lights in the ECS control panel buttons and by thefollowing messages (refer to Subsection 12–21–01–00):

On primary EICAS page:

– REC FAN FAIL caution message (amber).

On ECS page:

– Fwd REC FAN FAIL caution message (amber).

– Aft REC FAN FAIL caution message (amber).


AVIONIC/EFIS EQUIPMENT VENTILATIONIndependent ducting systems are installed for ventilating the cathode ray display units in theinstrument panel and for the LH and RH avionic racks.

The instrument panel display units are ventilated by filtered air drawn by an electrically–drivenfan installed above the flight compartment floor. The fan is switched on by the EFIS buttonlocated on the ECS control panel. An OFF light in the button indicates when the fan is switchedoff and a FAIL light indicates a fan failure.

A second electric fan installed in the underfloor area draws warm air from the vicinity of theinstrument panel display units and from the top of the LH and RH avionic racks and exhausts itinto the underfloor area. This fan is switched on by the AVIONIC button located on the ECScontrol panel. An OFF light in the button indicates when the fan is switched off and a FAIL lightindicates a fan failure.

Avionic/EFIS Equipment Ventilation – Schematic


IndicationsSystem operating status is indicated by lights in the ECS control panel buttons and by thefollowing messages (refer to Subsection 12–21–01–00):

On primary EICAS page only:

– AVIONIC FAN FAIL caution message (amber).– EFIS FAN FAIL caution message (amber).


PRESSURIZATION CONTROLPressurized air is supplied to the passenger and flight compartment via the ECS packs.Pressurization is automatically controlled by a digital cabin pressure control system with amanual pneumatic control system as a back–up. The digital controller acts via anelectro–pneumatic outflow valve that is installed in the rear pressure bulkhead. The allpneumatic back–up controller is connected to an pneumatic outflow valve located in the forwardpressure bulkhead.All controls for the pressurization system are located on the pressurization control panel. Thepressurization control mode is selected with the AUTO/MAN button. A MAN light in the buttonindicates the selection of the manual mode. Auto mode is indicated by a dark button.

Automatic ModeIn the automatic mode the cabin altitude is governed by the digital controller according to aprogrammed schedule. The cabin altitude increases progressively with flight altitude, reaching8 000 ft at a cruising altitude of 31 000 ft. The differential pressure at 31 000 ft is 6.75 PSI.During climb the digital controller restricts the cabin rate of climb to 550 ft/min (300 ft/min fordescent) however these rates may be exceeded when a steep climb or descent is performed.For proper function of the automatic mode the MAN CAB ALT selector must be in the full downposition.

Prior to departure, or during any phase of flight, but at the latest prior landing, the landingelevation must be entered using the ELV SET switch on the pressurization control panel. Theselected landing elevation is displayed in the LAND ELEV window and on the CPCS page. Datainput range extends from –1 500 ft to +14 000 ft in increments of 100 ft. The initial change rateis 200 ft/sec. for the first 5 seconds and 1 000 ft/sec. thereafter. A pressure differential build–up is dependent on signals received from the Proximity SwitchElectronic Unit (PSEU). When commencing the takeoff run the cabin is automaticallypre–pressurized for passenger comfort to a cabin altitude of 300 ft below field elevation. Thepre–pressurization is triggered by microswitches indicating that the thrust levers are beingadvanced towards takeoff position, the passenger door, the service door and the baggage doorbeing sensed closed by the PSEU. When the Weight–On–Wheel (WOW) switches signalsairborne mode the digital controller activates the takeoff sequence. At termination of the flight,upon touchdown, the cabin is automatically depressurized, triggered by the Weight–on–Wheel(WOW) switches.


Manual ModeThe manual mode is completely independent from the automatic mode. In this mode the flightcrew has to select a rate of change for the cabin altitude using the MAN CAB ALT selector. Therate of change has to be monitored on the EICAS display and/or on the CPCS page. Themanual mode provides a maximum cabin altitude rate of change of +2 500 ft/min in full UPposition and –1�500 ft/min in full DN position depending on ECS flow mode and differentialpressure.

Overpressure and Negative Pressure ProtectionBoth the automatic and the manual control systems have pneumatic safety and overridedevices. The devices limit the positive and negative pressure differentials (delta–p) and thecabin altitude to the following values:

– positive delta–p: 7.0 ± 0.1 psig– negative delta–p: – 0.3 psig– cabin altitude: 14 500 ft (± 500 ft).

Dump FunctionsThe cabin pressure can be dumped:

– via the flight compartment (using the pneumatic outflow valve) by selecting the MAN CABALT selector full UP.

– via the passenger compartment (using the electro–pneumatic outflow valve) by pushing theCAB DUMP button.

Both dump functions can be activated in the automatic or in the manual mode. In an emergencysituation both outflow valves can be opened simultaneously on pilots discretion.

Pressurization Control UnitWith electrical power available upon selection the automatic mode a power–up test of the digitalcontroller is initiated. When the test is sucessfully completed the code ”88888” is displayed inthe LAND ELEV window for 10 seconds, thereafter dashes are displayed. If a failure is detecteda fault code is displayed accompanied by the CPCS AUTO FAIL caution message on theEICAS.


IndicationsSystem operating status is indicated by lights on the PRESSURIZATION control panel buttonsand by the following messages and synoptics (refer to Subsection 12–21–01–00):

On primary EICAS page:

– CAB DIFF PRSS caution message (amber).– CPCS AUTO FAIL caution message (amber).– CPCS MISCOMPARE caution message (amber).

– NO VALID LAND ELEV status message (blue).– CPCS CTRL MODE MAN status message (blue).

– digital readout of passenger compartment temperature.– digital readout of cabin altitude.– digital readout of cabin altitude rate of change.

On CPCS page:

– MISCOMPARE caution message (amber).– AUTO CTRL FAIL caution message (amber).

– MAN status message (blue).– AUTO status message (blue).

– digital readout and analog bargraph of cabin differential pressure.– digital readout and analog bargraph of cabin altitude.– digital readout and analog bargraph of cabin altitude rate of change.– digital readout of landing elevation.

On SYS MAINT page:

– BACKUP INSTRUMENTS caution message (amber).

– AUTO CTRL MAINT status message (blue).

On the Radio Management Unit (RMU) (only auto mode):

– CPCS AUTO FAIL message (amber).

– digital readout of flight compartment altitude.– digital readout of flight compartment differential pressure.

On RED WARNING PANEL (RWP):

– A red CAB ALT warning light illuminates when the cabin altitude exceeds 9 500 ft.


dornier 328 jet - air conditioning - smartcockpit ecs pack compressor discharge air exceeds 220°c...

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