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AIR CONDITIONING
2A-21-10: General
The air conditioning system provides pressurized and temperature controlled airflow to
maintain a comfortable environment for the occupants of the aircraft and provides a
source of equipment cooling.
Hot pressurized air from the compressor sections of the engines or the auxiliary power
unit is cooled through a series of processes by the Environmental Control System (ECS)
Air Conditioning Packs (ACPs), remixed with some of high temperature bleed air to
achieve the desired temperature, and then delivered throughout the airplane. Distribution
ducts provide air to the cockpit, passenger cabin, and baggage compartment.
The higher pressure of this airflow allows regulation of the ambient pressure within the
airplane to maintain an air density comfortable for breathing even though the airplane
may be at the highest operating altitude limit of fifty-one thousand (51,000) feet. Air
density within the airplane is controlled by regulating how much of the pressurized
conditioned air remains within the aircraft. The airflow leaving the aircraft is regulated by
a Thrust Recovery Outflow Valve (TROV) that opens and closes in response to
automatic or manual commands to maintain the desired air density level.
The air conditioning system is divided into the following operational subsystems:
2A-21-20: Airflow and Temperature Control
2A-21-30: Pressurization Control

2A-21-20: Airflow and Temperature Control

1. General Description:
The airflow and temperature control uses Air Conditioning Packs (ACPs) to
produce a pressurized and temperature controlled air source to maintain a
comfortable atmosphere within the aircraft. (See Figure 1.) The ACPs modify high
temperature and high pressure bleed air drawn from the aircraft engines or APU.
Either or both engines or the APU may supply the bleed air to the ACPs. Normally
the APU is used as a bleed air source on the ground until engines are started;
after engine start each engine supplies bleed air to the corresponding side ACP
(left engine to left ACP, etc.). The G550 APU is capable of supporting bleed air to
the ACPs for takeoff up to fifteen hundred (1,500) feet. This allows full engine
power to be used for takeoffs at high-altitude airports or in circumstances of
limited runway length, since bleeding air from the engines marginally reduces
available takeoff thrust.
Engine bleed air supplied to the ACPs is taken from the lower temperature and
pressure fifth (5th) stage and/or higher temperature and pressure eighth (8th)
stage of the engine compressor. Under most operating conditions, fifth (5th) stage
bleed air pressure and temperature is adequate for aircraft systems operation. At
low power settings, eighth (8th) stage air may be required to meet minimum
pressure and/or temperature needs. When the pressure of the eighth stage air
exceeds that of the fifth stage, a check valve closes to prevent eighth stage bleed
air from entering the engine compressor through the fifth stage bleed valve. The
bleed air in the supply manifold is controlled and regulated to forty (40) psi and
four hundred degrees Fahrenheit (400F 10), or five hundred degrees
Fahrenheit (500F 10) when only one engine is available for bleed air. Engine
bleed air entering the ACPs is regulated by pack inlet valves to a lesser pressure
of thirty-five (35) psi. if both engines are supplying bleed air. If only one engine is

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available as a bleed air source, the pack inlet valve of the remaining engine opens
to allow maximum possible inlet air (within the ACP compressor discharge
temperature limit of 425F).
Immediately prior to entering the ACP, engine bleed air is scrubbed by a chemical
reaction within the linings of ozone converters mounted downstream of the pack
inlet valves. The ozone converters break down atmospheric ozone into oxygen.
Scrubbed bleed air enters the ACP, first passing over the primary stage of an air
to air heat exchanger. The heat exchanger uses ambient air drawn into a ram air
scoop in the dorsal fin as a cool air source to initially reduce bleed air
temperature. On the ground, ambient air is drawn into the air scoop by a fan
powered by the rotation of the ACP turbine (described in the following section). In
flight, with high ram air pressure available from increased airspeed, most of the
ram air in the inlet bypasses the fan. The ambient cooling air is exhausted through
louvers in the lower tail section of the aircraft.
After initial cooling the bleed air is routed to the compressor side of the ACP.
Compressor rotation is powered by the turbine side of the ACP. Both the
compressor and the inlet duct fan share a common shaft with the turbine section.
The spinning motion of the compressor approximately doubles the pressure of the
incoming air (in order to drive the turbine side of the ACP) and also warms the air.
Some of this warm air (compressor outlet air is limited to 425F) is ducted to the
turbine side of the ACP to prevent icing in the water extraction operation of the
condenser and also is used to maintain a minimum air temperature at the inlet to
the ACP turbine. Most of the warmer, pressurized air is ducted through a
secondary heat exchanger in the ram air duct for recooling.
The cooler pressurized air is routed for additional temperature loss and water
extraction. Moisture is removed by passing the air through vanes in the condenser
where the air is centrifugally spun, forcing heavier water molecules to the outside
of the condenser duct where the water is separated and drained from the ACP.
The air is then passed through a heat exchanger where it is warmed to vaporize
any remaining moisture.
The air then is directed to impinge on the blades of the turbine section of the ACP,
spinning the turbine blades and powering both the compressor side and the inlet
duct fan. The energy dissipated in rotating the ACP turbine results in further
cooling of the pressurized air. To maintain the turbine discharge air at a
temperature sufficient to prevent ice formation, a low-limit valve adds some hot
engine bleed air to the exhaust side of the turbine. The temperature moderated
cold air is passed through the condenser where the reduced temperature is used
to enable the initial water extraction process, and is finally moderated by
incorporation of warmer compressor side air from a turbine bypass valve input to
produce the final ACP discharge air.
The turbine bypass valve provides an additional function at high altitudes. Above
thirty-five thousand (35,000) feet, cabin heating requirements are greater than
cabin cooling, and additional airflow is needed to maintain cabin pressurization.
For these reasons the turbine bypass valve opens to allow a more direct path for
much of the engine bleed air in the final ACP output rather than routing all of the
air through the turbine expansion cooling process. A corollary function occurs at
thirty-five thousand (35,000) feet - with overall cabin air supply temperatures
warmer, additional cooling airflow from the cold air manifold is available for routing
to the left and right electronics equipment racks to maintain optimal component
operating temperatures.

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The modulated ACP airflow of both packs enters into a common cold air manifold
for distribution to the aircraft interior. The cold air manifold is paired with a hot air
manifold to provide sources of supply for mixing air of different temperatures to
achieve a desired comfort level in the cabin and cockpit. (Both the cold and hot air
manifolds are located beneath the flooring at the aft section of the passenger
cabin - see Figure 2.) The hot air manifold is supplied by two ducts that are
connected to each of the ACP bleed air inlets downstream of the ozone
scrubbers. The ducts supply air at a nominal temperature of four hundred degrees
Fahrenheit (400F) to the hot air manifold for blending with conditioned air in the
cold air manifold.
The aircraft interior is supplied with temperature blended air through three supply
ducts:
Cockpit supply duct
Forward cabin supply duct (zone one)
Aft cabin supply duct (zone two)
All three ducts are connected directly with the cold and hot air manifolds through
trim air valves. The three trim air valves modulate the amount of hot air admitted
into the supply ducts, warming the cold air to achieve the desired temperature at
each supplied location. The addition of hot air by the trim air valves is controlled
by temperature selector switches on the BLEED AIR / TEMP CONTROL panel on
the cockpit overhead.
The forward and aft cabin supply ducts are divided to supply each side of the
cabin with air outlets located in the cabin sidewalls at floor level. The cockpit
supply duct is split to supply the pilot and copilot sides of the cockpit and at foot
level near the rudder pedals. A valve in the cockpit air supply duct allows the flight
crew to select either a normal or low airflow. All three supply ducts are fitted with
baffled silencers to reduce airflow noise.
A separate gasper duct, connected only to the cold manifold, supplies cold air to
the cabin overhead side panel eyeball outlets.
The airflow and temperature control is divided into the following subsystems:
ACP controls
Cabin and cockpit temperature controls
Equipment cooling
2. Description of Subsystems, Units and Components:
A. Air Conditioning Pack (ACP) Controls:
Control switches for the left and right ACPs are located on the BLEED AIR
/ TEMP CONTOL panel on the copilot side of the cockpit overhead labelled
L PACK and R PACK. (See Figure 3). Above the pack switches are the
bleed air source control switches that select options for ACP supply. Bleed
air supply ducting includes an isolation valve that enables the APU to
supply both ACPs, each engine bleed to supply the corresponding ACP
(e.g. L ENG to L PACK) or for one engine to supply both ACPs.
After setting the bleed air supply to the ACPs, selecting the L PACK and/or
R PACK switch on signals the Air Conditioning Controller (ACC) (located
behind a closeout panel in the forward left hand side of the baggage
compartment) for that pack to perform the following:
Open the ACP inlet valve and modulate bleed air intake to meet

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cooling demands
Monitor the ACP outlet temperature
Monitor compressor outlet temperatures, reducing compressor
outlet temperature by positioning the ACP inlet valve to minimum
flow if temperature exceeds 425F
Monitor turbine inlet temperature, warming air entering the turbine
by routing it through the reheater if inlet temperature falls to 75F
Monitor and open the compressor bypass valve if compressor
discharge air pressure is too low
Open the turbine bypass valve above 35,000 feet to increase airflow
to the aircraft interior
Provide maximum air output during single ACP operation
Provide monitoring and fault information to the Monitor and Warning
System (MWS)
The ACCs are linked to the Modular Avionics Units (MAUs) over ARINC429 connections for input and output information (the left ACC to MAU #1,
right ACC to MAU #2). The ACCs obtain altitude, outside air temperature
(OAT) and pack switch information from the Flight Management System
(FMS) through the MAUs for ACP control functions (other information
pertaining to bleed air status is also used). The ACCs communicate ACP
health and status information back to the MAUs to be formatted for
ASCB-D data sharing, including the Monitor and Warning System (MWS).
If ARINC-429 data connection is lost, the ACCs use default settings for
ACP operation to preserve system function. The default mode assumes an
aircraft altitude of fifteen thousand (15,000) feet and an Outside Air
Temperature (OAT) of zero (0C). ACP performance degradation in the
default mode depends upon actual aircraft altitude and OAT - for instance
the turbine bypass valve will not open if the aircraft is above thirty-five
thousand (35,000) feet, nor will additional cooling air to the electronic
equipment racks be available.
Indirect control of the ACPs is provided by the switches on the ENGINE
START panel. (See Figure 4). If the APU is supplying bleed air for the
operation of the ACPs prior to engine start, selecting the MASTER CRANK
or MASTER START switch ON will shut down the right ACP. Selecting the
START L ENG or START R ENG switch to ON will shut down the left ACP.
The OFF legend in each pack switch will illuminate while the ACPs are not
operating. The ACPs are shut down by the ACC closing the inlet valve of
each ACP. When the first engine start is complete, the left ACP inlet valve
will open and the left pack will return to normal operation. When the
MASTER START switch is selected OFF, the right ACP will return to normal
operation. This ACP automatic switching function for engine starts is
confined to ground operations by Weight-On-Wheels (WOW) switch
position to preclude loss of pressurization during inflight engine starts.
Ambient ram air is normally used only for cooling in the ACP heat
exchangers, after which it is exhausted from the aircraft through the
louvers on the aft rear section of the fuselage. Some operational
circumstances may require use of ambient air within the aircraft rather than
conditioned ACP air. In these instances, selecting the RAM AIR switch on
the TEMP CONTROL panel to RAM will direct ambient air into the cold and

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hot air manifolds completely bypassing the ACPs. When the RAM AIR
switch is activated, the ACPs will shut down and the aircraft will
immediately depressurize (the L PACK and R PACK switches will illuminate
OFF). Circumstances that might dictate use of the RAM AIR switch are:
Overpressurization due to loss of system control
Smoke removal from the aircraft interior
Ditching over water
B. Cabin and Cockpit Temperature Control:
The operation of the trim air valves, mixing hot manifold air with cold
manifold air, controls the temperature of the air entering the cabin and
cockpit. Temperature control selectors on the TEMP CONTROL panel on
the cockpit overhead signal the Air Conditioning Controllers (ACCs) to
adjust the trim air valves to add or reduce hot air input to achieve the
desired temperature. (See Figure 3). There is a rotary temperature control
selector for each supply duct: COCKPIT, FWD CABIN and AFT CABIN.
The function of each temperature control selector is controlled by the
corresponding AUTO / MAN mode switch above the selector. In the AUTO
mode, the temperature selector range is from sixty (60 2F) degrees at
the COLD setting to ninety (90 2F) at the HOT setting. In the MAN mode,
the temperature selector directly controls the position of the trim air valve
through the ACC. When selecting temperatures in the MAN mode, the
TEMP DISPLAY switch (described in the following paragraphs) should be
selected to the DUCT position to avoid a supply duct overheat (at 215
15F) or duct ice formation.
LED temperature displays for the cockpit, forward and aft cabin are
positioned above the AUTO / MAN mode select switches on the TEMP
CONTROL panel. Each digital display may be selected to one of three
readouts by using pushbuttons on the TEMP CONTROL panel:
(1) With the AUTO TEMP SELECT pushbutton set to ON, the
temperature readouts display the desired temperatures set with the
rotary temperature selectors for each of the three air conditioned
areas (e.g. cockpit to 68F, fwd cabin to 70F and aft cabin to 72F).
(2) With the AUTO TEMP SELECT pushbutton set to OFF (illumination
extinguished), the TEMP DISPLAY pushbutton may be used to set
the digital temperature readout to reflect the actual temperature in
the air conditioned areas by depressing the button to the ZONE
position (illuminated blue).
(3) With the AUTO TEMP SELECT pushbutton set to OFF and the
TEMP DISPLAY pushbutton set to DUCT (illuminated green), the
digital temperature readouts reflect the actual temperature in the
supply ducts to the air conditioned areas, read from temperature
sensors downstream of the trim air valves. The TEMP DISPLAY
pushbutton alternates between ZONE and DUCT each time the
button is depressed.
Zone temperature readings are taken from temperature sensors that are
positioned at variable locations within each zone. Location of the sensors is
dependent upon aircraft interior customizing and not fixed in production
aircraft. Each temperature sensor has a dedicated fan to circulate zone air
over the sensor. There are no controls associated with the fans.

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The failure of temperature sensing information, auto temperature control
circuits, trim air valves or a supply duct over-temperature will be sensed by
the ACCs and a Crew Alerting System (CAS) message initiated prompting
the flight crew to attempt manual control of zone temperatures.
C. Equipment Cooling:
Many electronic installations in the aircraft require a specific temperature
range for optimum operation. Heat generated by electronic equipment
must be dispelled to maintain the required temperature range. Cabin and
cockpit conditioned air is used to cool equipment by ducting the airflow in
the desired direction and/or fans mounted in equipment racks or integral to
the equipment unit. See Figure 5. Fans are installed in:
Electronic Equipment Racks (EERs): Left (LEER), Right (REER)
and Baggage Compartment or Aft (AEER)
Passenger Services Unit (PSU)
Display Units (DUs)
The LEER and REER each contain an electrically-powered, two-speed
cooling fan. Below thirty-five thousand (35,000) feet, the fans operate at
high speed. Above 35,000 feet, the ACC shifts the fans to low speed,
provided both ACPs are operating. If only one ACP is available, fan speed
remains high above 35,000 feet. The Left PSU fan pulls air through ducts in
the passenger compartment that are fitted with eyeball outlets for
passenger ventilation. The speed of the PSU fan also changes at 35,000
feet, but in the reverse of the EER fans - the PSU operates at low speed
below 35,000 feet and shifts to high speed above 35,000 feet. The Left
PSU duct exhaust is directed into the top of the LEER to assist equipment
cooling. LEER airflow is routed through the equipment racks and over the
Power Distribution Box (PDB) before exhausting through louvers into the
area beneath the forward cabin floor. The Transformer Rectifier Units
(TRUs) are located in the compartment beneath the forward cabin floor and
are cooled by the exhaust of LEER fan airflow. Airflow is assisted by an
integral fan on each TRU. After passing through the underfloor
compartment, the air is drawn upward into the bottom of the REER by the
action of a cooling fan in the right PDB at the bottom of the REER. The
underfloor air cools the PDB and mixes with the cooling air drawn into the
top of the REER by the REER fan. The combined flow is then exhausted
overboard through the Thrust Recovery Outflow Valve (TROV) that is
located behind the REER.
The TROV, shown in Figure 6, has a variable opening to control the rate at
which the conditioned air exits the aircraft. Aircraft pressurization is
controlled by varying the size of the TROV opening. If the TROV is fully
open, the aircraft is not pressurized since the flow of ACP air is not
restricted. As the aircraft climbs, the size of the TROV opening decreases
to retain more ACP conditioned air within the aircraft, creating a
pressurized atmosphere in the interior controlled with the TROV.
The Baggage Compartment or AEER contains a single-speed cooling fan.
The fan operates whenever the Left Main DC bus is powered and the fan
circuit breaker is closed.
Each Display Unit (DU) has an integral fan that operates whenever the DU
is powered.

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All EER fans are monitored for failure. Temperature sensors in the areas
cooled by the fans provide indications of degraded operation resulting in
equipment overheating. Any detected failure is displayed as a message on
the CAS window.
3. Controls and Indications:
(See Figure 3 through Figure 5.)
Airflow and temperature controls are depicted graphically on the ECS / Press
synoptic 2/3 window display. The synoptic window contains:
Cabin zone actual, selected and duct temperature digital readouts
ACP outlet temperature digital readout
Information on the bleed air system and cabin pressurization control
settings
The ECS / Press system 1/6 window display contains the same digital readout
information without the graphic of system components.
NOTE:
A detailed description of the ECS / Press synoptic
page appears in Section 2B-07-00.
A. Circuit Breakers (CBs):
The following CBs protect the airflow and temperature control:
Circuit Breaker Name:
L PACK CONT
R PACK CONT
FWD CABIN SENSOR FAN
L EER FAN
R EER FAN
CAB AUTO TEMP
CKPT AUTO TEMP
AFT CABIN SENSOR FAN
CAB MAN TEMP
CKPT MAN TEMP
AFT EQ FAN
CKPT AIR-FLOW CONT
VLV
L PSU FAN

CB Panel:
LEER
REER
LEER
LEER
LEER
LEER
REER
LEER
LEER
REER
LEER
REER

Location:
D-10
D-9
D-9
D-8
D-7
E-11
E-8
E-9
F-11
F-8
F-8
F-10

Power Source:
L ESS DC Bus
R MAIN DC Bus
L MAIN DC Bus
L MAIN DC Bus
L MAIN DC Bus
L ESS DC Bus
R ESS DC Bus
R MAIN DC Bus
L MAIN DC Bus
R MAIN DC Bus
L MAIN DC Bus
R ESS DC Bus

LEER

F-7

L MAIN DC Bus

B. Crew Alerting System (CAS) Messages:

The following CAS messages are associated with the airflow and
temperature control system:
Area Monitored:
Aft EER
Aft EER
L / R turbine inlet temperature
(ACC)

CAS Message:
Aft Equipment Hot
Baggage EER Hot

Message Color:
Red
Amber

L-R Cool Turbine Hot

Amber

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Area Monitored:
L / R ACC
L / R ACC
R ACC forward cabin duct
L ACC aft cabin duct
L ACC cockpit duct
DUs
TRUs
TRUs
TRUs
EERs
PDBs
L / R ACC
L / R ACC ARINC link
Aft cabin temp fan speed
Aft EER fan speed
Forward cabin temp fan speed
L PSU fan speed
L / R EER fan speeds

CAS Message:
35K Altitude Trip Fail
L-R ACS Fail
Select Manual
Temperature F
Select Manual
Temperature A
Select Manual
Temperature C
DU 1-2-3-4 Overheat
L-R Main TRU Hot
Aux TRU Hot
L-R Essential TRU Hot
L-R EER Hot
L-R PDB Overheat
L-R ACS Maintenance
L-R ACS Default Mode
Aft Cabin Temp Fan Fail
Aft Equipment Fan Fail
Forward Cabin Temp
Fan Fail
L PSU Fan Fail
L-R EER Fan Fail

Message Color:
Amber
Amber
Amber
Amber
Amber
Amber
Amber
Amber
Amber
Amber
Amber
Blue
Blue
Blue
Blue
Blue
Blue
Blue

4. Limitations:
A. Flight Manual Limitations:
There are no limitations established for airflow and temperature control at
the time of this writing.

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Air Conditioning Pack

Simplified Block Diagram
Figure 1

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Airflow and Temperature

Control Simplified Block
Diagram
Figure 2

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Temperature Control Panel

Figure 3

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Engine Start Control Panel

Figure 4

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Equipment Cooling Fans

Figure 5

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Thrust Recovery Outflow Valve

Figure 6

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2A-21-30: Pressurization Control

1. General Description:
The atmosphere within the pressurized section of the aircraft fuselage is regulated
to maintain a density range sufficient for breathing without supplemental oxygen,
approximating conditions of the ground environment. The air within the aircraft
cabin and cockpit can be controlled to the equivalent of sea level atmospheric
pressure up to an aircraft altitude of approximately thirty-one thousand (31,000)
feet at a differential pressure limit of 10.28 psi on the pressurized cabin structure.
In normal operations, the air within the cabin and cockpit is maintained at a
pressure equivalent of six thousand (6,000) feet above sea level at cruising
altitudes up to fifty-one thousand (51,000) feet.
Pressurization is controlled by regulating the escape of conditioned air produced
by the Air Conditioning Packs (ACPs). Conditioned air is released from the aircraft
through the Thrust Recovery Outflow Valve (TROV). The TROV, shown in Figure
6, changes the size of the opening available for release of conditioned air, thereby
maintaining the desired pressure level within the aircraft.
The TROV is electrically operated in response to commands from the Cabin
Pressure Controller (CPC) that has three modes of operation: automatic (AUTO),
semi-automatic (SEMI) and MANUAL. The modes of operation are selected with
switchbuttons on the CABIN PRESSURE CONTROL panel on the cockpit
overhead (see Figure 8). System performance can be monitored on the CABIN
PRESSURE SELECTOR PANEL, mounted in the cockpit center console to the
right of MCDU #3 (see Figure 9). The selector panel has digital readouts of aircraft
altitude, cabin altitude, landing field elevation, barometer setting and cabin altitude
rate of change (climb or descent). With the CPC in the AUTO mode, the digital
readouts passively monitor system operation. If the CPC mode defaults to SEMI
mode or is selected to MANUAL mode, rotary selector knobs corresponding to the
digital readouts become active to provide command inputs to control
pressurization.
Because the correct operation of the pressurization system is critical to passenger
and crew safety, system components are highly redundant. The TROV may be
operated by any of three electrical actuators (motors), two powered by 115V AC
current and the other by 28V DC current. The CPC, in addition to the three
operational modes, has two control channels available for AUTO and SEMI mode
operation. Data for the control channels can be provided by Air Data Modules
(ADMs) #1, #2 or #3. In MANUAL mode, cabin altitude data is obtained directly
from the separate Cabin Pressure Acquisition Module (CPAM) that shares static
pressure inputs with the standby instruments. If all control of pressurization is lost,
a Cabin Pressure Relief Valve (CPRV) will open to relieve overpressure to prevent
structural damage to the fuselage, windows and doors. The CPRV also opens to
prevent negative pressure within the aircraft, both to prevent damage and to
facilitate opening normal exit doors or emergency exit windows.
Although the baggage compartment is pressurized during flight to allow
passengers access to personal luggage, a smoke removal valve above the door
between the cabin and baggage compartment can depressurize the baggage
compartment in flight to aid in evacuating noxious fumes or smoke from the cabin.
The components of the pressurization system are:
Trust Recovery Outflow Valve (TROV)
Cabin Pressure Controller (CPC)

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CABIN PRESSURE CONTROL panel
CABIN PRESSURE SELECTOR panel
Cabin pressure indications
Cabin Pressure Acquisition Module (CPAM)
Baggage compartment shutoff and smoke removal valves
Cabin Pressure Relief Valve (CPRV)
2. Description of Subsystems, Units and Components:
A. Thrust Recovery Outflow Valve (TROV):
The TROV is a new design for the G550. Previous aircraft incorporated a
round opening with a butterfly-type valve to exhaust pressurized air from
the fuselage. Although this type of outflow valve performed well, the
structure of the opening and valve created measurable drag on the aircraft,
resulting in additional thrust requirements from the aircraft engines to
maintain selected airspeed. The design of the TROV eliminates much of
the drag of previous designs, thus recovering the additional thrust required
by the older type valves.
The aerodynamic shape of the TROV has two opposable shutters mounted
vertically within a square frame. The forward shutter pivots outward and the
aft shutter pivots inward to provide an opening to exhaust pressurized air.
The size of the opening created by shutter movement controls aircraft
pressurization.
The shutters are positioned by one of three electrical drive motors (two AC
and one DC). Linkages between the shutters ensure symmetrically
opposite movement. The operating drive motor rotates a gear mechanism
that moves the shutters. The design of the gears is such that positive motor
input is required to move the shutters in either direction. This prevents
shutter movement and loss of pressurization control in the event of
electrical system malfunctions or failure.
When the CPC is operating in AUTO or SEMI mode either of the 115V AC
motors is available to move the TROV shutters. Each motor is associated
with one of the two CPC control channels (#1 and #2). To preserve the
longevity of the pressurization system components, the active channel
switches with every flight (CPC logic requires that the aircraft be on the
ground with weight on wheels, be fully depressurized for one minute with
the TROV fully open before control channels swap - the logic avoids
repetitive changes during touch and go landings). If the AC motor normally
associated with the active control channel malfunctions, the CPC will
automatically switch to the remaining AC drive motor. If a malfunction or
failure of the 115V AC power system renders both motors inoperative, the
CPC will signal the failure to the flight crew, prompting selection of
MANUAL mode. In manual mode the DC motor positions the TROV
shutters using switch commands directly from the cabin pressure control
panel, bypassing the CPC.
Failure of a single CPC channel is annunciated on the Crew Alerting
System (CAS) display window as a blue CPCS Channel (1 or 2) Fail
advisory. Failure of both channels prompts an amber CPCS Fail - Select
Manual caution CAS message and illuminates the FAULT section of the
FAULT / MANUAL pushbutton on the cabin pressure control panel. If the
TROV malfunctions (independent of the operating control system) a blue

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Outflow Valve Fault advisory CAS message is displayed.
B. Cabin Pressure Controller (CPC):
The dual channel digital CPC is installed in the Right Electronic Equipment
Rack (REER). The CPC is linked via ARINC-429 bus connections to MAU
#1 and #2, ADM #1, #2 and #3, FMS #1 and #2, and wire connections the
CPAM and the cabin pressure indicator above the cabin pressure control
panel. See Figure 7. The CPC uses the ADM and FMS connections for
required data in the AUTO or SEMI mode and communicates through the
MAUs and integrated Accelerated Graphics Modules (AGMs) for display of
pressurization information on synoptic and system windows on the Display
Units (DUs). Hardwire connections provide commands to the AC powered
TROV motors, feedback of TROV shutter position, inputs from weight-onwheels switches, door position switches, selector switches on the cabin
pressure control panel, and the CPRV.
The CPC operates in AUTO or SEMI mode using one of the two control
channels to position the TROV, regulating cabin pressurization. The active
control channel changes with every complete flight cycle, but there is no
indication of the channel in use unless there is a channel failure CAS
message. During normal operation in the AUTO mode, the CPC derives
information from the active FMS for aircraft airspeed, landing field altitude,
aircraft rate of climb or descent and uses ADM input for aircraft pressure
altitude and barometric correction. CPC channel #1 defaults to ADM #1
with ADM #3 as primary backup, then ADM #2. Channel #2 defaults to
ADM #2 with ADM #3 as primary backup, then ADM #1. The CPC unit has
an integrated cabin altitude sensor that furnishes data to the active control
channel. During CPC AUTO mode, no crew action is required and the
cabin pressure selector panel serves only as a display of pressurization
information.
In typical flight operations with the CPC in AUTO mode, the pressurization
sequence begins with a pre-pressurization phase during takeoff. With the
FLIGHT / LANDING pushbutton on the cabin pressure control panel
selected to FLIGHT, taxi speed nine (9) knots, the power levers to the
takeoff position, and a cabin or baggage door previously opened and
closed, the CPC signals the TROV to a position to pressurize the aircraft to
five hundred (500) feet below field altitude. As the aircraft climbs, software
in the CPC controls cabin altitude, ascending the cabin at a software
programmed rate (up to 500 fpm) to a maximum cabin altitude of six
thousand (6,000) feet. When the aircraft starts a descent, the CPC uses
FMS data for distance to landing airfield, airfield elevation and ground
speed to set up a descent rate (up to 300 fpm) for the cabin such that the
cabin altitude will be slightly below landing airfield elevation at touchdown.
After touchdown, with weight-on-wheels, the TROV opens to depressurize
at a rate of 500 fpm for one minute, 2,000 fpm for the second minute, then
goes to a full open position. The CPC then swaps control channels for the
next flight evolution.
The TROV will also automatically close upon engine shutdown to prevent
the entry of debris or other extraneous matter (birds, insects, etc.) that
might interfere with system operation.
If a malfunction or failure causes the loss of both CPC control channels,
CAS messages alert the crew to select the MANUAL mode with the FAULT

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/ MANUAL pushbutton on the cabin pressure control panel (the FAULT
indication will be illuminated until MANUAL is selected, then MANUAL will
be illuminated). In the MANUAL mode the crew controls the TROV directly
by using the rotary switch labelled MAN HOLD. The switch is spring-loaded
to the neutral position. Rotating the switch to the left closes the shutters of
the TROV and descends cabin altitude; rotation to the right opens the
shutters and climbs cabin altitude. The opening and closing rate of the
TROV shutters is proportional to the directional displacement of the knob.
Position of the TROV shutters is indicated to the right of the rotary knob.
Whenever the TROV shutters are moving an amber light above the
position indicator will flash at a rate proportional to the speed of shutter
movement.
Positioned directly above the MAN HOLD knob is an indicator panel
containing a digital cabin altitude readout labelled CABIN ALT FT, a digital
indication of cabin differential pressure in psi labelled DFRN PRESS, and
an analog cabin rate of change indicator labelled RC. In MANUAL mode,
the flight crew moves the shutters of the TROV with the MAN HOLD rotary
knob and monitors pressurization parameters with the indicators above the
knob.
Certain CAS messages will be displayed in the event of pressurization
limits are exceeded. If the cabin altitude exceeds eight thousand (8,000)
feet, a red Cabin Pressure Low CAS warning will be displayed. If the
aircraft is in coupled flight (autopilot engaged) at an altitude of forty
thousand feet (40,000 ft) or above when the cabin altitude reaches 8,000,
the aircraft will enter an emergency descent mode, turning left ninety (90)
degrees and beginning a rapid descent to fifteen thousand (15,000) feet.
This feature is incorporated for protection in the case of an incapacitated
flight crew.
NOTE:
The cabin pressure low trip point of 8,000 cabin
altitude will be automatically reset in AUTO mode
when landing at high altitude airports. If the landing
airfield elevation is between 7,500 and 9,400, the
cabin low pressure warning will be reset to trip at a
cabin altitude of 10,000. If landing field elevation is
greater than 9,400, the trip point will be reset to
14,500. If the aircraft is operating in the SEMI
pressurization mode, the flight crew should insure that
the correct landing field elevation is set in the cabin
pressure selector panel.
NOTE:
Automatic deployment of passenger oxygen masks
occurs at 13,000 (500) cabin altitude.
Other CAS messages are displayed in circumstances when the cabin is
over-pressurized and poses a structural hazard to the fuselage, cabin
window seals and door seals. Over-pressurization may occur in extremely
rapid climbs to altitude where the pressurization rate of climb cannot keep
pace with aircraft altitude. An amber caution CAS message is displayed at

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a pressure differential of 10.28 psi, and a red warning CAS message is
displayed at a pressure differential of 10.48 psi. The Cabin Pressure Relief
Valve (CPRV) should begin to open between 10.18 and 10.40 psi
differential to vent the excess cabin pressure.
A Built-In-Test (BIT) function resides in each channel of the CPC. The BIT
provides a cross-check of the measured cabin pressure, ADM inputs, FMS
inputs and discretes. Each channel performs a BIT on the active TROV
shutter motor. Any detected faults or failures are displayed either as CAS
messages and ECS / Press synoptic or system window notation or stored
in the Central Maintenance Computer (CMC) database for later retrieval.
C. CABIN PRESSURE CONTROL Panel:
The CABIN PRESSURE CONTROL panel on the cockpit overhead
provides pushbutton switches and a rotary (spring-loaded neutral) knob for
pressurization mode selection and manual control (see Figure 8). An
indicator of TROV shutter position is also furnished. The pushbutton
switches are illuminated to indicate the active pressurization mode. The
FAULT portion of the FAULT / MANUAL pushbutton also serves as an
indication of AUTO and SEMI mode failure. Selections on the panel enable
the flight crew to perform and control the following functions:
Select the AUTO, SEMI or MANUAL mode of operation.
Select the FLIGHT or LANDING mode of operation.
Manually position TROV shutters to open or close, or to any
intermediate position.
Monitor the rate of TROV shutter movement.
D. CABIN PRESSURE SELECTOR Panel:
The CABIN PRESSURE SELECTOR panel is located on the aft right side
of the cockpit center pedestal (see Figure 9). Panel feature functions are
contingent on the mode of operation of the pressurization system:
With the pressurization system in the AUTO mode, the CABIN
PRESSURE SELECTOR panel digital Liquid Crystal Displays
(LCDs) display FMS and ADM data currently in use by the CPC. The
rotary selector knobs are disabled.
With the pressurization system in the SEMI mode, the rotary
selector knobs are active and are used in conjunction with the LCD
displays to enter aircraft / cabin altitude, barometric correction,
landing field elevation and cabin rate of climb / descent.
E. Cabin Pressure Indications:
The cabin pressure is monitored with the indicator labeled CABIN ALT FT,
located above the CABIN PRESSURE CONTROL panel (see Figure 10).
The indicator has digital displays for cabin altitude and cabin differential
pressure. An analog dial displays cabin rate of change with a conventional
needle pointer.
F. Cabin Pressure Acquisition Module:
The Cabin Pressure Acquisition Module (CPAM) is located in the bottom
section of the Right Electronic Equipment Rack (REER). It is a selfcontained unit with a dedicated connection to the aircraft static pressure
lines and an independent cabin pressure sensor. If a CPC control channel

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senses invalid cabin pressure data, it first compares the cabin pressure
data with the information formulated by the other inactive control channel. If
the data do not agree, the active control channel compares data with
information from the CPAM to decide information validity.
When operating in MANUAL mode, only CPAM data is available for cabin
pressure altitude and cabin differential pressure. CPAM data in manual
mode is displayed in the digital cabin pressure indicators above the CABIN
PRESSURE CONTROL panel.
G. Baggage Compartment Shutoff and Smoke Removal Valves:
The baggage compartment is pressurized during flight to allow passenger
access to personal belongings. Conditioned air is routed through a
baggage compartment shutoff valve into cooling ducts to flow over the
electronic equipment in the baggage compartment racks. The shutoff valve
will close at a differential of between 1.5 to 3.2 psi if the baggage
compartment becomes depressurized to prevent deterioration of cabin
pressure. A blue advisory CAS message of Baggage Compartment Low
Pressure will be annunciated if a pressure differential reaches four (4) psi
between the cabin and the baggage compartment.
The door separating the passenger compartment and the baggage
compartment is normally closed unless access is required. When closed,
the door acts as a secondary pressurized bulkhead. Since the baggage
compartment is normally pressurized to a slightly higher level than the
passenger compartment to induce air flow, a split flapper vent valve in the
top left of the internal baggage compartment door allows the higher
pressure air to into the cabin. The valve is hinged to allow airflow only into
the cabin, and will close if the baggage compartment becomes
depressurized to prevent loss of cabin air through the baggage
compartment.
The baggage compartment may be deliberately depressurized to remove
smoke from the interior of the aircraft. A manually operated valve, installed
above the baggage compartment access door on the cabin side, provides
smoke removal. (The valve is shown in Figure 11). Rotating the valve
handle from the NORMAL OPS position to the VENT SMOKE position
opens an air vent into the baggage compartment and deflates the seal on
the baggage compartment external access door, depressurizing the
baggage compartment. Contaminated air within the aircraft will then flow
into the baggage compartment and exit the aircraft around the collapsed
external door seal. Once smoke is removed, returning the valve to the
NORMAL OPS position allows repressurizing of the baggage compartment
by re-inflating the external door seal.
H. Cabin Pressure Relief Valve (CPRV):
The CPRV is located under the lower shelf of the REER, adjacent to the
TROV. It prevents excessive positive or negative pressures from damaging
the aircraft fuselage, doors and window and associated seals. The CPRV
provides:
Positive differential pressure relief at 10.18 to 10.40 psi
Negative differential pressure relief at -0.25 psi
Cabin repressurization rate limiting
Additional outflow capability during ground operations

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During ground operations when the TROV is fully open, the cabin pressure
relief valve also opens to ensure a minimal differential cabin pressure with
high ACP output.
3. Controls and Indications:
(See Figure 8 through Figure 10.)
A. Circuit Breakers (CBs):
The following CBs protect the pressurization system:
Circuit Breaker Name:
CAB PRESS CHAN 1
CAB PRESS CHAN 2
CAB PRESS MAN CONT
CAB PRESS RELIEF VLV
CAB PRESS IND

CB Panel:
LEER
REER
LEER
REER
REER

Location:
D-11
D-8
E-8
E-10
E-11

Power Source:
ESS AC Bus
R Main AC Bus
L ESS DC Bus
R Ess DC Bus
R Ess DC Bus

B. Crew Alerting System (CAS) Messages:

The following CAS messages are associated with the pressurization
system:
Area Monitored:
CPC / CPAM
CPC / CPAM
CPC / CPAM
CPC
CPC
CPC
CPC
CPAM
FMS data
CPC
CPC
FMS data
CPC
CPC
TROV position
BAG Compartment
Internal Baggage Compartment
door open position

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CAS Message:
Cabin Differential
10.48
Cabin Pressure Low
Cabin Differential
10.28
Cabin Pressure Manual
CPCS Control Panel
Fail
CPCS Fail Select
Manual
CPCS Low Air Flow
CPAM Fail
Cabin Pressure
Semiauto
CPCS 1-2 Fail
CPCS Channel 1-2 Fail
CPCS Landing
Elevation Fail
CPCS Maintenance
Required
CPCS Select Panel
Fault
Outflow Valve Fault
Baggage Compartment
Low Pressure

Message Color:

Internal Baggage Door

Blue

Red
Red
Amber
Amber
Amber
Amber
Amber
Amber
Blue
Blue
Blue
Blue
Blue
Blue
Blue
Blue

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4. Limitations:
A. Flight Manual Limitations:
(1) Cabin Pressurization Control:
(a) Maximum cabin pressure differential permitted is 10.48 psi.
(b) Maximum cabin pressure differential permitted for taxi,
takeoff or landing is 0.3 psi.
(2) Internal Baggage Door:
(a) General:
The internal baggage door shall remain closed above 40,000
feet. Access to the baggage compartment above 40,000 feet
is permitted, provided the door is closed after exiting the
compartment.
(b) When Above 40,000 Feet:
Time with the internal baggage door open above 40,000 feet
is limited to five (5) minutes. The flight crew is required to
ensure that door is closed and the Internal Baggage
DoorCAS advisory message extinguished within five (5)
minutes when the aircraft is above 40,000 feet.
(c) If Operating on a Single ECS Pack:
If operating on a single ECS pack, access to the baggage
compartment is allowed only at or below 45,000 feet.

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Pressurization System Simplified Block Diagram

Figure 7

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Cabin Pressure Control

Panel
Figure 8

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Cabin Pressure Selector

Panel
Figure 9

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Cabin Pressure Indicator Panel

Figure 10

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Baggage Compartment Smoke Vent Valve

Figure 11

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