AIR CONDITIONING 21-00 PASSENGER CABIN CONDITIONED AIR DISTRIBUTION 21-23

5 INTRODUCTION 84 INTRODUCTION
6 GENERAL DESCRIPTION 85 OVERHEAD DUCT
10 CONTROL PANELS
15 COMPONENT LOCATION RECIRCULATION SYSTEM 21-25
20 CONTROLS AND INDICATIONS 87 INTRODUCTION
21 FUNCTIONAL DESCRIPTION 90 RECIRCULATION FAN
93 RIGHT FAN - FUNCTIONAL DESCRIPTION
COOLING 21-50 98 LEFT FAN - FUNCTIONAL DESCRIPTION
28 INTRODUCTION 103 RECIRCULATION FAN OPERATION
29 GENERAL DESCRIPTION
34 COMPONENT LOCATION TEMPERATURE CONTROL 21-60
37 FUNCTIONAL DESCRIPTION 105 INTRODUCTION
43 AIR CONDITIONING ACCESSORY UNITS 106 GENERAL DESCRIPTION
47 FLOW CONTROL AND SHUTOFF VALVE 109 OPERATION
50 FLOW SENSOR 112 CABIN TEMPERATURE SENSOR ASSEMBLY
51 PACK INLET PRESSURE SENSOR 115 DUCT TEMPERATURE SENSOR
FLOW CONTROL AND SHUTOFF VALVE - MECHANICAL 116 INTEGRATED AIR SYSTEMS CONTROLLER
52
FUNCTIONAL 119 TRIM AIR PRSOV
FLOW CONTROL AND SHUTOFF VALVE - ELECT FUNCT 121 ZONE TRIM AIR MODULATING VALVE
58
DESCRIPTION
62 SMART RAM AIR DOOR ACTUATORS AIR CONDITIONING 21-00
66 RAM AIR SYSTEM - FUNCTIONAL DESCRIPTION 124 INTEGRATED AIR SYSTEMS CONTROLLER - BITE
73 PACK TEMPERATURE SENSOR
75 MIX MANIFOLD TEMPERATURE SENSOR
76 TEMPERATURE CONTROL VALVE
79 PACK OVERHEAT SWITCHES
81 PACK PROTECTION
EQUIPMENT COOLING SYSTEM 21-27
127 INTRODUCTION
128 GENERAL DESCRIPTION
130 COMPONENT LOCATION
132 OPERATION
134 SUPPLY AND EXHAUST FANS
136 FUNCTIONAL DESCRIPTION - SUPPLY FAN
141 FUNCTIONAL DESCRIPTION - EXHAUST FAN
145 OVERBOARD EXHAUST VALVE
147 FUNCTIONAL DESCRIPTION - OEV
INTRODUCTION

PURPOSE

The air conditioning system controls the interior

environment of the airplane for flight crew,
passengers, and equipment.

AIR CONDITIONING SUB-SYSTEMS

These are the air conditioning sub-systems:

• Cooling

• Distribution

• Temperature control

• Equipment cooling

• Heating.
GENERAL DESCRIPTION

GENERAL

These flight compartment panels let you control the

air conditioning system:

• Air conditioning/bleed air controls panel, P5-10

• Cabin temperature panel, P5-17

• Equipment cooling panel, P5

• Cabin pressure control panel, P5-6.

These components in the EE compartment control

the functions of the air conditioning system:

• Two integrated air systems controllers (IASCs)

• Two air conditioning accessory units (ACAUs).

• Cabin pressure controllers (CPC).

The panels send control signals to the IASCs and the

ACAUs.
GENERAL DESCRIPTION

The IASCs compare the control signals with air

temperature data inputs. The IASCs then send
control signals through the ACAUs to the air
conditioning packs. The packs send operational
feedback signals to the ACAUs and the IASCs. The
ACAUs and the IASCs send indication signals to the
panels. The equipment cooling panel lets you control
the equipment cooling system. The system sends
operational feedback signals to the panel for
indication.

INTEGRATED AIR SYSTEMS CONTROLLERS

The integrated air systems controllers control these

functions of the air conditioning system:

• Pack cooling temperature

• Trim air temperature

• BITE initiation to the inlet smart ram air door

actuator (SRADA)

• Zone temperature.
GENERAL DESCRIPTION

AIR CONDITIONING ACCESSORY UNITS

The air conditioning accessory units are the interface

for the airplane operational logic and the air system.

CABIN PRESSURE CONTROLLER

The cabin pressure controllers control the cabin

pressure function of the air conditioning system.
AIR CONDITIONING
C O N T R O L PA N E L S

GENERAL AIR CONDITIONING/BLEED AIR CONTROLS PANEL

These flight compartment panels on the P5 forward overhead panel let These controls and indications are on the air conditioning/bleed air
you control the air conditioning subsystems: controls panel:

• Temperature controls panel • L RECIRC FAN and R RECIRC FAN (recirculation) switches

• Air conditioning/bleed air controls panel • L PACK and R PACK switches

• Equipment cooling panel. • PACK lights

TEMPERATURE CONTROL PANEL • TRIP RESET button.

These controls and indications are on the temperature control panel: The amber PACK light comes on for a pack overheat condition or for fault
conditions.
• CONT CAB (control cabin) temperature control
EQUIPMENT COOLING PANEL
• FWD CAB and AFT CAB (forward and aft cabin) temperature controls
These controls and indications are on the equipment cooling panel:
• TRIM AIR switch
• SUPPLY and EXHAUST fans switches
• AIR TEMP (temperature) indication and selection
• OFF lights
• ZONE TEMP lights.
• EQUIP (equipment) SMOKE light.
The amber ZONE TEMP light comes on when the duct temperature
reaches 190F (88C) or for fault conditions. The amber OFF light comes on when low airflow is detected, or the two
fans do not operate. The light can also come on if the low flow detector
fails its startup BITE test. The amber SMOKE light comes on when smoke
is detected in the equipment cooling supply or exhaust ducts.
C O N T R O L PA N E L S

CABIN PRESSURE CONTROL PANEL

These controls and indication are on the cabin

pressure control panel:

• Landing altitude selector

• Flight altitude selector

• Mode selector

• Outflow valve position indicator

• Manual control toggle switch.

CABIN ALTITUDE PANEL

These controls and indications are on the cabin

altitude panel:

• Cabin altitude

• Cabin differential pressure

• Rate of change of cabin altitude

• Altitude horn cutout switch.

T E M P E R AT U R E C O N T R O L PA N E L
E Q U I P M E N T C O O L I N G PA N E L
A I R C O N D I T I O N I N G / B L E E D A I R C O N T R O L S PA N E L
C O M P O N E N T L O C AT I O N

COOLING SYSTEM TEMPERATURE CONTROL

The two air conditioning packs are in the air The temperature control system has components in these areas of the airplane:
conditioning compartments. The air conditioning
• Passenger distribution ducting
compartments are on the left and right sides of the
keel beam in the wing-to-body area. Access is from • EE compartment
the bottom of the airplane fuselage.
• Flight compartment.
The ozone converters are in the air conditioning
EQUIPMENT COOLING
compartments (optional).
The equipment cooling system has components in these areas:
DISTRIBUTION
• EE compartment
The distribution system components are in the main
distribution compartment. The distribution • Forward equipment compartment
compartment is aft of the forward cargo
compartment. These are the components: • Flight compartment.

• Main mix manifold

• Recirculation fans (not shown)

• Ground conditioned air connection (not shown).

The equipment cooling system has components in

the EE compartment, the forward equipment
compartment, and the flight compartment.
C O M P O N E N T L O C AT I O N
I N T E G R AT E D A I R S Y S T E M C O N T R O L L E R

PURPOSE GENERAL DESCRIPTION

The pack/flow temperature controller (PFTC) function in the integrated air The integrated air systems controllers are identical and interchangeable.
systems controllers (IASC) does these functions: Their pin interface with the rack identifies them to the airplane systems
and supplies pin-configured pack flow rates to IASC.
• Control their air conditioning pack temperature and flow
Each integrated air systems controller has these control channels:
• Give automatic standby control to the opposite air conditioning pack
for temperature and flow • Flight compartment zone temperature control channel

• Control two zone trim air control channels • Passenger cabin zone temperature control channel

• Get fault data from the smart ram air door actuator (SRADA) systems • Auto pack temperature control channel

• Interface with the onboard maintenance function for BITE. • Standby pack temperature control channel

The IASC also manages its respective bleed air system. • Send BITE initializing commands to the inlet SRADA.

LOCATION NOTE: THE INLET SRADA SENDS FAULT DATA TO THE IASC FOR BOTH THE INLET
AND EXIT SRADAS.
The integrated air systems controllers are in the EE compartment on the
E3-3 rack. TRAINING INFORMATION POINT

The integrated air systems controllers are electrostatic discharge

sensitive (ESDS) devices. Use ESDS safe handling techniques.
I N T E G R AT E D A I R S Y S T E M C O N T R O L L E R
I N T E G R AT E D A I R S Y S T E M C O N T R O L L E R
C O N T R O L S A N D I N D I C AT I O N S

GENERAL

The MAINT DATA PGS show indication of air

conditioning system data.
FUNCTIONAL DESCRIPTION

GENERAL

The primary parts of the air conditioning (A/C)

system have an effect on the supply of fresh air. They
also effect the recirculation of conditioned air:

• Pack flow control

• Pack cooling system

• Zone temperature control

• Recirculation

• Air distribution.

The primary parts of the A/C system have these

functions:

• Control fresh air flow for airplane pressurization

and ventilation

• Control the flight compartment and passenger

compartment temperature

• Recirculate cabin air for ventilation.

FUNCTIONAL DESCRIPTION

PACK FLOW CONTROL

The pack flow control and shutoff valves control the

quantity of fresh air that flows into the airplane.

The quantity of fresh air necessary for ventilation is

more than for pressurization. The ventilation
quantity is based on a fixed value for the crew,
allowable leakage, and the number of passenger
seats.

Normally, the left and right flow control systems

provide the same quantity of fresh air. Fresh air flow
changes when airplane conditions change.

RECIRCULATION

The recirculation system recycles approximately 50

percent of the cabin air for ventilation purposes. This
reduces the quantity of fresh air needed from the
pneumatic system for ventilation. The left and right
recirculation fans and filters are the primary
components.
FUNCTIONAL DESCRIPTION

PACK COOLING SYSTEM

The pack cooling system removes moisture and

controls the temperature of the fresh air before it
flows into the air distribution system. The primary
components are the left and right air conditioning
packs.

Both packs will normally give the same output

temperature. The output temperature is controlled
by the integrated air systems controllers (IASCs). The
airplane has three temperature zones:

• Flight compartment

• Forward passenger compartment

• Aft passenger compartment.

The pack outlet temperature is usually set for the

zone with the coldest required temperature.
FUNCTIONAL DESCRIPTION

ZONE TEMPERATURE CONTROL

The zone temperature control system increases the

temperature of the conditioned air that flows into
the airplane. It also gives pressure regulation and
on/off control for the trim air system. These are the
primary components:

• Trim air pressure regulating and shutoff valve

(PRSOV)

• Zone trim air modulating valves (ZTAMVs)

• Temperature sensors.

The TRIM AIR switch on the temperature controls

panel controls the trim air PRSOV. The PRSOV opens
when the switch is in ON position and closes when
the switch is in the OFF position. The PRSOV supplies
a set air pressure to the zone trim air modulating
valves. The temperature controls panel has three
temperature selectors. There is one selector for each
of the airplane temperature control zones. The IASCs
use the position of each temperature selector to
calculate the heating required for each temperature
control zone.
FUNCTIONAL DESCRIPTION

The ZTAMVs control the heat added to the

conditioned air for each zone. The temperature
sensors and the overheat switches give temperature
control and overheat protection. Temperature bulbs
supply temperature indication to the indicator on the
cabin temperature panel.

AIR DISTRIBUTION

The air distribution system supplies conditioned air

to the temperature control zones. These are the
primary components:

• Ground A/C connector

• Main mix manifold

• Distribution ducts/risers.

The system provides filtered, recirculated air mixed

with fresh air. This is approximately a 50/50 mix. Air
distribution ducts and return air grilles are along
both sides of the length of the cabin. Airflow is
provided from the top of the cabin and exhausted
through the return air grilles where the sidewall
meets the floor. Air flows primarily from the ceiling
to the floor, to minimize net flows along the length of
the cabin.
FUNCTIONAL DESCRIPTION

The total volume of air in the cabin is exchanged

every two to three minutes, and about 20 to 30 times
per hour. Air constantly flows in and out of the cabin,
and continuously exits the airplane through outflow
valves in the forward and aft sections of the airplane.
INTRODUCTION

PURPOSE

These are functions of the cooling system:

• Control the quantity of air from the pneumatic

system to the pack

• Remove heat from the air that enters the pack

• Control the output temperature and moisture of

the pack.
GENERAL DESCRIPTION

GENERAL AIR CONDITIONING/BLEED AIR CONTROLS PANEL

The cooling system uses these components and to The controls panel gives control and indications of the cooling system. These are the controls and
remove heat from the bleed air: indications of the cooling system:

• Air conditioning/bleed air controls panel • L and R PACK switches

• Electronic flow control and shutoff valve (FCSOV) • TRIP RESET push button

• Heat exchanger (2) • Amber PACK lights.

• Air cycle machine (ACM) ELECTRONIC FLOW CONTROL AND SHUTOFF VALVE

• Ram air system Bleed air from the pneumatic system supplies bleed air to the electronic FCSOV. The valve controls
the flow of bleed air into the pack. After the bleed air goes through the valve, the air goes in the
• Temperature control valve
primary heat exchanger.
• Standby temperature control valve
PRIMARY HEAT EXCHANGER
• Reheater
The primary heat exchanger receives bleed air from the electronic FCSOV. As the bleed air goes
• Condenser through the heat exchanger, ram air removes heat. The cooled bleed air goes to the compressor
section of the air cycle machine.
• Water extractors.
AIR CYCLE MACHINE

The air cycle machine is a three-wheel, air-bearing air cycle machine. The cooled bleed air from the
primary heat exchanger goes into the compressor section of the ACM where it is compressed. The
compressed air then goes to a secondary heat exchanger, reheater, condenser, water extractors,
and finally back to the air cycle machine where the bleed air is rapidly expanded to almost freezing.
GENERAL DESCRIPTION

SECONDARY HEAT EXCHANGER REHEATER

The secondary heat exchanger receives compressed air from the air cycle The reheater increases the temperature of the air from the water
machine. As the air goes through the heat exchanger, ram air removes extractors before it goes in the turbine of the air cycle machine.
heat.
CONDENSER
RAM AIR SYSTEM
The condenser decreases the temperature of the air in the air
The ram air system controls the quantity of outer ambient air that flows conditioning pack to below the dew point. This changes water vapor into
through the heat exchangers. Most of the water removed from the air liquid.
conditioning system goes to the ram air system. This improves the
WATER EXTRACTION
evaporative cooling properties of the two heat exchangers. There are two
smart ram air door actuators (SRADAs) that control the airflow through The water extraction collects and removes moisture from the air before it
each air conditioning ram air system. The inlet SRADA controls the airflow goes into the distribution system.
that goes into the ram air system. The exit SRADA controls the airflow
that goes out of the ram air system. The airflow that goes out of the ram
air system gets control from exit louvers.

TEMPERATURE CONTROL VALVE

The temperature control valve is the primary valve that controls the hot
bleed air in the air conditioning pack for pack demand temperature.

STANDBY TEMPERATURE CONTROL VALVE

The standby temperature control valve primary job is to melt ice

formation across the condenser. It is the backup temperature control, for
pack demand, if the primary valve fails.
COOLING
A I R C O N D I T I O N I N G / B L E E D A I R C O N T R O L S PA N E L
A I R C O N D I T I O N I N G / B L E E D A I R C O N T R O L S PA N E L
C O M P O N E N T L O C AT I O N

COMPONENT LOCATIONS DISTRIBUTION COMPARTMENT

The air conditioning cooling system components are The main mix manifold temperature sensors and pack discharge overheat switches are in the main
in these areas of the airplane: distribution compartment.

• Flight compartment AIR CONDITIONING COMPARTMENT AND WING-TO-BODY FAIRING

• EE compartment The air conditioning pack systems are in the air conditioning compartments. The ram air system is
in the wing-to-body fairing. This is the area outboard of the air conditioning compartment.
• Distribution compartment

• Air conditioning compartment and wing-to-body

fairing.

FLIGHT COMPARTMENT

The air conditioning/bleed air controls panel is on

the P5 overhead panel.

EE COMPARTMENT

The air conditioning accessory units (ACAUs) are on

the E4-1 shelf. The integrated air systems controllers
(IASCs) are on the E3-3 shelf.
C O M P O N E N T L O C AT I O N
C O M P O N E N T L O C AT I O N
FUNCTIONAL DESCRIPTION

FUNCTIONAL DESCRIPTION

The electronic flow control and shutoff valve (FCSOV)

gets hot bleed air from the pneumatic manifold. The
FCSOV controls the flow of hot bleed air to the trim
air system, primary heat exchanger and to the two
temperature control valves. A hot air connection
downstream of the FCSOV supplies hot bleed air to
the turbine case. This prevents ice in the turbine
case. The pack inlet pressure sensor and the pack
flow sensor send signals to the integrated air
systems controller (IASC) (not shown). The IASC uses
the signals to control the FCSOV.

The ram air system controls the flow of ram air to

the primary and secondary heat exchangers and to
the nitrogen generation system heat exchanger.
FUNCTIONAL DESCRIPTION

These are the ram air system components:

• Ram air control temperature sensor

• Inlet smart ram air door actuator (SRADA)

• Ram air inlet deflector door

• Ram air inlet modulation panels

• Exit SRADA

• Ram air exhaust louvers

• Impeller fan

• Fan bypass check valve.

NOTE: THE IASC SENDS BITE INITIATION SIGNALS TO THE

INLET SRADA. THE INLET SRADA SENDS FAULT DATA TO
THE NON-VOLATILE MEMORY (NVM) IN THE IASC.

When bleed air goes through the primary heat

exchanger, ram air removes some of the heat. This
partially cool bleed air goes to the compressor
section of the air cycle machine (ACM).
FUNCTIONAL DESCRIPTION

The discharge temperature bulb monitors the

temperature which is displayed on the Air
Conditioning Maintenance Data page. The SRADAs
modulate the inlet panels and exhaust louvers in
flight with the flaps up. The ram air system controls
the ACM compressor discharge temperature. The
SRADAs control the airflow through the heat
exchangers to keep the compressor discharge
temperature at 230F (110C).

FUNCTIONAL DESCRIPTION

The two SRADAs send data to each other through a

digital data bus.

The inlet SRADA sends this data to the exit SRADA:

• ACM compressor discharge temperature

• Trailing edge flap position

• Airplane in air or on ground

• Inlet SRADA faults.

The exit SRADA sends fault data to the forward

SRADA.
FUNCTIONAL DESCRIPTION

The compressor section increases the pressure and

temperature of the partially cool bleed air. This
compressed air goes to the secondary heat
exchanger.

When the compressed air goes through the

secondary heat exchanger, ram air removes some of
the heat. This bleed air goes through the water
extractor duct and into the reheater. Bleed air that
leaves the secondary heat exchanger goes through
the hot side of the reheater. Air that goes through
the reheater the first time is cooled by colder air
from the condenser. The temperature of the bleed
air increases as it goes through the reheater a
second time and into the turbine section of the air
cycle machine. Air that leaves the turbine goes
through the cold side of the condenser. Air flow from
the condenser divides into two paths, each path goes
through a water extractor.
FUNCTIONAL DESCRIPTION

The water extractors remove moisture. This moisture

goes to the water spray nozzle. The water spray
nozzle sprays the water into the ram air duct. Part of
the cold air bypasses through the condenser core to
prevent ice in the condenser. This supplies warm air
through deicing passages in the core and by a mix of
hot bleed air into the turbine muff at the cold air
inlet.

The standby temperature control valve senses

condenser ice conditions and sends hot bleed air to
the turbine muff to remove the ice. The IASC
modulates the temperature control valve (TCV) to
supply hot air which mixes with the cold turbine
discharge air. Using feedback from the pack
temperature sensor, the IASC maintains the correct
pack output temperature to meet pack demand.
FUNCTIONAL DESCRIPTION

OVERHEAT PROTECTION

The pack has overheat protection components that

automatically stop operation of the pack. These are
the overheat protection components:

• Compressor discharge overheat switch 390F

(199C)

• Turbine inlet overheat switch 210F (99C)

• Pack discharge overheat switch 250F (121C).

A pack overheat condition causes the amber PACK

light to turn on and the FCSOV to close. The overheat
condition must cool before the system can be reset.
To reset the system after the overheat condition
cools, push the TRIP RESET switch.
AIR CONDITIONING ACCESSORY UNITS

PURPOSE The ACAU receives signals from these airplane • Overboard exhaust valve
components:
The air conditioning accessory units (ACAUs) are the • Pneumatic system overheat and
interface of the airplane operational logic and the air • Engine start valves overpressure switches
systems.
• Flap control unit • FMC.
LOCATION
• Flap up switch
The ACAUs are in the EE compartment on the E4-1
• Air/gnd relays
shelf.
• Pack electronic flow control and shutoff valves
INTERFACES
• Ram air actuators
The ACAU has an interface with these systems:
• Pack overheat switches
• Flight controls (flaps not up switch)
• Integrated air systems controllers (IASCs)
• Landing gear (air/ground)
• Engine bleed switches
• Engine starting
• Duct overheat switches
• Air conditioning
• Pneumatic system valves
• Pneumatic (bleed air)
• Air conditioning/bleed air controls panel
• Flight management computer (FMC).
• Temperature controls panel

• Pressurization outflow valve

• Recirculation fans
AIR CONDITIONING ACCESSORY UNITS

INTERFACES

The ACAU sends signals to these components:

• Engine start valves

• Equipment cooling fans

• Pack electronic flow control and shutoff valves

• Ram air smart ram air door actuators

• IASCs

• Air conditioning/bleed air controls panel

• Temperature controls panel

• Outflow valve

• Recirculation fans

• FMCs.
AIR CONDITIONING ACCESSORY UNITS
AIR CONDITIONING ACCESSORY UNITS
F L O W C O N T R O L A N D S H U T O F F V A LV E

PURPOSE GENERAL DESCRIPTION

The flow control and shutoff valve (FCSOV) controls the airflow to the The FCSOV is electrically-controlled and pneumatically-actuated. It is
pack. spring-loaded to the closed position. The latching solenoid controls the
valve. The control servo and torque motor control the airflow.
LOCATION
Supply air goes into the supply air probe. The air goes through the filter
The FCSOV is in the air conditioning compartment. It is adjacent to the
and supply air line to the pressure regulator. The regulator sends control
keel beam and air cycle machine.
air to the torque motor and the latching solenoid. When the solenoid is in
PHYSICAL DESCRIPTION the open position, control air goes through the control air line to the
actuator. The actuator moves the butterfly valve open.
The flow control and shutoff valve has these:
Air goes through the downstream sense line to the control servo. The
• Actuator
servo lets control air vent from the actuator when necessary to control
• Visual position indicator the airflow through the FCSOV.

• Control servo When the torque motor operates, control air goes to the control servo.
The servo lets more air vent from the actuator and the airflow through
• Filter the FCSOV decreases.
• Pressure regulator The visual position indicator has a window (fused quartz disk) that lets
• Latching solenoid (open-close) you see the indicator. The indicator aligns with the markings to show the
position of the butterfly valve.
• Torque motor
The latching solenoid has a plunger that lets you manually operate the
• Butterfly valve solenoid.

• Electrical connection (3).

F L O W C O N T R O L A N D S H U T O F F V A LV E
F L O W C O N T R O L A N D S H U T O F F V A LV E
FLOW SENSOR

PURPOSE The result of the mass flow signal includes empirically-determined compensation for the pressure
and temperature of the bleed air. During normal flow control, the bleed air temperature signal and
The flow sensor gives flow data to the integrated air
the pressure signal from the pack inlet pressure sensor are used to give the volumetric flow rate of
systems controller (IASC).
air into the pack.
LOCATION

There is a flow sensor for each air conditioning pack.

The sensors attach to a boss on the duct
downstream of the FCSOV. They are opposite the
primary heat exchangers.

PHYSICAL DESCRIPTION

The flow sensor is a hot wire anemometer type with

a hermeticallysealed housing. It has two elements,
one heated and one unheated. The unheated
element measures the temperature of the bleed air
in the duct.

FUNCTIONAL DESCRIPTION

The IASC gives current to the heated element to keep

a temperature difference of 45F (7.2C) between the
heated and unheated elements. The IASC uses the
necessary current to keep this temperature
differential to set the mass flow rate of air into the
pack.
PA C K I N L E T P R E S S U R E S E N S O R

PURPOSE FUNCTIONAL DESCRIPTION

The pack inlet pressure sensors give inlet pressure Air pressure gives a force on the pressure sensing diaphragm. The strain gauge senses the
signals to the integrated air systems controllers diaphragm movement and sends an electrical signal through the integrated circuit to the IASC. The
(IASCs). sensor gives a linear output of 4 to 20 mA which relates to a pressure range of 0 to 100 psig.

LOCATION

There is a sensor for each pack. The sensors in the

keelbeam. They attach to the forward bulkhead of
the air conditioning compartments.

PHYSICAL DESCRIPTION

The sensor has pressure-sensitive elements

hermetically-sealed in a housing. Internally, the
sensor has a silicon strain gauge on a pressure
sensing diaphragm with an integrated circuit for
error correction. The sensor has a pressure sense
line connector and an electrical connector. Vent
holes in the housing let small water droplets drain.
The holes also let air circulate.
FCSOV - MECHANICAL FUNCTIONAL

GENERAL

The flow control and shutoff valve (FCSOV) is

electrically-controlled and pneumatically-actuated. It
is spring-loaded to the closed position. The valve
operates by an actuator which moves a butterfly
valve. When the PACK switch is in the OFF position,
28v dc energizes the latching solenoid valve to the
closed position. The solenoid valve ball stops air
pressure to the actuator. It also vents the actuator
open pressure.

FUNCTIONAL DESCRIPTION

Pressurized air from the pneumatic manifold goes in

the inlet of the valve. The closed butterfly valve
prevents airflow through the valve. The pressurized
air goes into the supply air probe. The supply air
pressure goes through a filter to the inlet of the
pressure regulator. Air flows through the inlet of the
regulator, around the poppet, and to the outlet of
the regulator.
FCSOV - MECHANICAL FUNCTIONAL

When the close force is more than the open force,

the poppet moves in the closed position direction.
This decreases the flow through the regulator. The
force balance between the close force and the open
force senses a change in pressure downstream of
the regulator. The change causes the poppet to
move in the direction to make the force balance
normal. This causes pressure downstream of the
pressure regulator to be constant. Control pressure
from the regulator goes:

• To a vent orifice - Through a control orifice to the

inlet of the solenoid valve

• Through the torque motor supply nozzle to the

control servo reset chamber.

Air also flows into the sensing chamber where it

gives a force on the diaphragm. The diaphragm
moves the poppet in the closed position direction.
The close force is opposite to the spring force that
opens the poppet.
FCSOV - MECHANICAL FUNCTIONAL

PRESSURE CONTROL

To open the valve, the open coil of the solenoid

energizes. The torque motor stays de-energized. The
latching solenoid valve ball moves from the supply
seat to the vent seat. With the ball against the vent
seat, the ambient vent in the solenoid is blocked.
FCSOV - MECHANICAL FUNCTIONAL

Control pressure goes to the actuator opening

chamber and the control servo actuator feedback
chamber. Control pressure gives an open force to
the actuator. This force is more than the close force
of the actuator spring and the butterfly valve opens.
Inlet air flows downstream.

The downstream sense probe lets air pressure go

through the downstream sense line to the
downstream feedback chamber of the control servo.
The feedback diaphragm balances the pressure in
the actuator feedback chamber and the downstream
feedback chamber. The feedback diaphragm moves
the poppet to control the air to the vent. This gives a
pressure drop across the control orifice and
decreases the control pressure in the actuator
opening chamber. When the force balance in the
control servo senses a change in downstream
pressure, the poppet moves to make the force
balance normal. This lets the valve control
downstream pressure.

When the valve operates in the pneumatic control

mode (zero torque motor current), the valve controls
airflow to 42-70 psig with inlet pressures of 50-194
psig.
FCSOV - MECHANICAL FUNCTIONAL

TORQUE MOTOR CONTROL

To control downstream pressure to a lower value,

operation is the same as described in pressure
control except current goes to the torque motor.
When the current to the torque motor increases, the
flapper moves away from the vent nozzle to the
supply nozzle. This decreases the pressure in the
reset chamber of the control servo. When the
pressure on the reset diaphragm decreases, the
force decreases the open force balance set point in
the control servo. This lets more actuator open
pressure out of the vent. The pressure downstream
of the butterfly valve decreases. This causes the
valve downstream pressure to be a function of how
much electrical current goes to the torque motor.

CLOSE THE VALVE

To close the valve, the solenoid close coil energizes.

The solenoid ball moves to the supply seat. This
stops the control air to the actuator and vents the
open pressure in the actuator. The actuator spring
moves the valve to the closed position.
FCSOV - MECHANICAL FUNCTIONAL

TRAINING INFORMATION POINT

A plunger on the latching solenoid valve lets you

manually latch the solenoid in the closed position.
This lets you manually close the FCSOV and give a
pneumatic lockout.

The valve has a valve position switch for valve closed

or not closed signals to airplane systems.

During normal valve operation, if the pressure

regulator fails in the open position, the control
pressure is higher than normal. The higher pressure
in the control servo reset chamber causes the
poppet to block some of the actuator open pressure
to the vent. This makes the valve operation go to
pressure control.
FCSOV – ELECTRICAL FUNCTIONAL

GENERAL

The PACK switch controls the flow control and

shutoff valve (FCSOV). The engine and APU BLEED
switches affect operation of the FCSOV. The pack
inlet pressure sensor and the pack flow sensor send
signals to the integrated air systems controller (IASC).
The IASC uses the signals to control the airflow
through the FCSOV.

PACK SWITCH OFF

When the PACK switch is in the OFF position, 28v dc

energizes the solenoid close coil. When the close coil
energizes, the FCSOV closes. Also, the IASC sends a
close signal to the torque motor.

PACK SWITCH AUTO

When the PACK switch is in the AUTO position, 28v

dc goes through the K8 pack overheat relay and
energizes the solenoid open coil. When the open coil
energizes, the FCSOV opens (when there is
pneumatic manifold pressure).
FCSOV – ELECTRICAL FUNCTIONAL

This also moves the valve position switch to the not

closed position. The position switch gives a discrete
signal to these:

• Integrated air systems controller

• Recirculation system

• Temperature control system

• Supplemental heating system

• Pressurization system

• Nitrogen generation system (NGS) (left FCSOV

only)

• Flight management computer system (FMCS)

• MAX display system (MDS).

The K18 flow mode relay normally is de-energized. A

low flow mode signal goes through a PACK switch
contact to the IASC. The IASC controls the torque
motor for the FCSOV to give a low flow output. When
K18 energizes, the IASC controls the FCSOV to give a
high flow output.
FCSOV – ELECTRICAL FUNCTIONAL

PACK SWITCH AUTO

The K18 relay energizes for one of these conditions:

• The two engine bleed switches in the OFF position.

• R1184 energizes because of smoke detection in

the equipment cooling system. When R1184
energizes, the K18 relay in the right ACAU for the
right pack also energizes.

Also, when R1184 energizes, these occur:

• The K18 relay in the right ACAU for the right pack
also energizes

• When the R644 recirculation fan switch bypass

relay is in the normal position (pressurized flight),
the K16 relays energize.

K18 also energizes when all these conditions occur:

• Flaps up (the K19 flap not up relay in up position)

• Airplane in the air (the K10 pack air/ground relay

in the air position)

• The other FCSOV closes.

FCSOV – ELECTRICAL FUNCTIONAL

PACK SWITCH HIGH

When the PACK switch is in the HIGH position, the

low flow mode signal to the IASC stops. The IASC
controls the FCSOV to give a high flow output.

The ISAC controls the FCSOV to give an APU high flow

output when all of these occur:

• APU electronic control unit gives 28v dc when APU

operates >95% (ready-to-load)

• Airplane is on the ground (R595 ground sense

relay in the gnd position)

• PACK switch is in the HIGH position

• APU BLEED switch is in the ON position.

OVERHEAT CONDITION

When an overheat condition occurs, the K8 pack

overheat relay energizes. Power goes to the solenoid
close coil and the valve closes. The K8 relay sends
open and close power to the open and close coils of
the solenoid. The power also goes to the IASC. The
IASC uses the power as signals to operate the torque
motor.
S M A R T R A M A I R D O O R A C T U AT O R S

PURPOSE The motor and control circuits that operate the SRADA are inside the
actuator.
SRADAs control the flow of air through the ram air system. There are two
SRADAs, an inlet SRADA and an exit SRADA. The inlet SRADA moves the The SRADA is an electro-static discharge sensitive (ESDS) device.
ram air inlet deflector door and the ram air inlet modulation panels. The
INTERFACES
exit SRADA moves the exit modulation louvers.
The inlet SRADA gets air/ground signals and flap position signals. The
LOCATION
inlet SRADA also gets temperature from the air cycle machine (ACM)
The inlet SRADA is in the wing-to-body fairing forward of the air compressor discharge air. This temperature data comes from the ram air
conditioning compartments. It attaches to the ram air inlet support sensor.
assembly. You get access to the actuator from the bottom of the
The inlet SRADA sends this data to the exit SRADA:
fuselage, through an access panel. There is an actuator for the left and
the right ram air systems. • Air/ground data

PHYSICAL DESCRIPTION • Flap position data

The SRADA is a 28v dc motor-operated linear actuator. It has these items: • ACM compressor discharge temperature data.

• Motor The inlet SRADA sends fault data to the integrated air supply controller
(IASC). This fault data goes to the IASC when the IASC sends a
• Control circuits
BITEinitializing signal to the inlet SRADA. Exit actuator fault.
• Indicator lights

• Jackscrew

• Electrical connections.
S M A R T R A M A I R D O O R A C T U AT O R S

The inlet SRADA sends this fault data to the IASC: FUNCTIONAL DESCRIPTION

• Ram air sensor fault The inlet SRADA controls the inlet deflector door and modulation panels in these three control
modes:
• Inlet actuator fault
• Control mode 1 - airplane on ground
The inlet SRADA can send fault data from the exit
SRADA to the IASC. • Control mode 2 - airplane in flight, flaps not up

The inlet SRADA sends a power sense signal to the • Control mode 3 - airplane in flight, flaps up.
IASC at initial power-up only.
With the airplane on ground the inlet SRADA extends the deflector door. The actuator also moves
INDICATOR LIGHTS the modulation panels to the full-open position of 100%.

The power sense signal and fault data show on the With the airplane in the air and flaps not up, the inlet SRADA retracts the deflector door. The
indicator lights. These are the four lights, and their actuator also closes the modulation panels to 82% of full open. With the airplane in the air with the
colors: flaps up, the inlet SRADA closes the modulation panels from 82% to 40% of full open. The inlet
SRADA controls the air flow into the ram air system to control the ACM compressor discharge air
• NO LRU FAULT - green
temperature to 230F (110C).
• RAM AIR SENSOR FAULT - red

• INLET ACTUATOR FAULT - red

• EXIT ACTUATOR FAULT - red.

S M A R T R A M A I R D O O R A C T U AT O R S
S M A R T R A M A I R D O O R A C T U AT O R S
RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

GENERAL

The ram air system controls the air flow through the
primary and secondary heat exchangers. These are
the ram air control components:

• Inlet smart ram air door actuator (SRADA)

• Integrated air systems controller (IASC)

• Ram air control temperature sensor

• Ram air inlet deflector door

• Ram air inlet modulation panels

• Ram air ducts

• Exit SRADA

• Ram air exit modulation louvers.

The inlet SRADA controls the position of the ram air

inlet deflector door and modulation panels. The inlet
SRADA is the primary controller for the ram air
system.
RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

The exit SRADA is secondary to the inlet SRADA. The

inlet SRADA gets these signals for control of the ram
air system:

• Airplane on ground/not on ground

• Flaps up/not up

• Air cycle machine (ACM) compressor discharge air

temperature from the ram air sensor

• BITE initialization from the IASC.

NOTE: THE LEFT INLET SRADA GETS AIR/GROUND DATA

FROM THE SYSTEM 1 CARD IN THE PROXIMITY SWITCH
ELECTRONIC UNIT (PSEU). THE RIGHT INLET SRADA GETS
AIR/GROUND DATA FROM THE SYSTEM 2 CARD IN THE
PSEU.

NOTE: THE LEFT INLET SRADA GETS FLAP POSITION DATA

FROM THE S1051 SWITCH IN THE FLAP CONTROL UNIT
(FCU). THE RIGHT INLET SRADA GETS FLAP POSITION
DATA FROM THE FLAP SLAT ELECTRONIC UNIT (FSEU).
RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

The inlet SRADA sends this data to the IASC:

• Inlet SRADA fault

• Exit SRADA fault

• Ram air sensor fault

• Power sense.

GENERAL

The inlet SRADA sends this data to the exit SRADA:

• Airplane on ground/not on ground

• Flaps up/not up

• Air cycle machine (ACM) compressor discharge air

temperature from the ram air sensor.

These are the three modes of control for the ram air
system:

• Control Mode 1 - on ground

• Control Mode 2 - flight (flaps not up)

• Control Mode 3 - flight cruise (flaps up).

RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

ON GROUND - CONTROL MODE 1

When the airplane is on the ground, the PSEU

system cards supply a discrete (ground) to the inlet
SRADA. The inlet SRADA moves the ram air inlet
modulation panels to their full open position of
100%. The inlet SRADA also extends the ram air inlet
deflector door. The exit SRADA moves the ram air
exit louvers to their full open position of 100%.

FLIGHT - CONTROL MODE 2 (FLAPS NOT UP)

At takeoff the PSEU system cards remove the

discrete (ground) to the inlet SRADA. The inlet SRADA
retracts the ram air inlet deflector door. The inlet
SRADA moves the ram air inlet modulation panels to
82% of full open. The exit SRADA keeps the ram air
exit louvers open at 100%.

FLIGHT - CONTROL MODE 3 CRUISE (FLAPS UP)

In flight with the flaps in the full up position, the

S1051 removes the discrete (ground) to the left inlet
SRADA (FSEU for the right inlet SRADA). The inlet
SRADA now modulates the ram air inlet panels. The
exit SRADA modulates the exit louvers.
RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

This controls the ram air flow through the heat

exchangers to maintain the ACM compressor
discharge temperature at 230F (110C). The normal
position for the ram air inlet modulation panels and
exit louvers in flight is more closed than open.

This condition happens in cruise flight with the flaps

up. This causes a decrease in drag of the boundary
layer air flow.

The inlet SRADA moves the inlet modulation panels

between 82% to 40% of full open.

The exit SRADA moves the exit louvers between 75%

to 33% of full open.

FAILURE MODE

If the inlet SRADA fails to a fixed position, the exit

SRADA moves the exit louvers to the 100% open
position.

If the exit SRADA fails to a fixed position with the last

position not known; the inlet SRADA moves the inlet
panels to 82% of full open.
RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

These failure modes give maximum ram air flow to

the heat exchangers. This maximum air flow helps to
prevent an overtemperature protective shutdown of
the pack.

BITE

Each SRADA has continuous fault monitoring. On

each SRADA there are four lights. There is one green
no fault light. There are three red fault lights. These
are the labels of the four lights:

NO LRU FAULT - Green

RAM AIR SENSOR FAULT - red

INLET ACTUATOR FAULT - red

EXIT ACTUATOR FAULT - red.

The green light, or one of the red fault lights come

one when the airplane is on the ground. A fault must
be currently active to see that fault light come on. If
there is a ram air sensor fault, then both SRADA RAM
AIR SENSOR FAULT lights come on. If the inlet SRADA
has a fault, then both SRADA INLET ACTUATOR
FAULT lights come on.
RAM AIR SYSTEM – FUNCTIONAL DESCRIPTION

If the exit SRADA has a fault, then both SRADA EXIT

ACTUATOR FAULT lights come on. If the inlet SRADA
does not have power, there are no indication lights
on the inlet SRADA. The exit SRADA INLET ACTUATOR
FAULT light comes on.

If the exit SRADA does not have power, there are no

indication lights on the exit SRADA. The inlet SRADA
EXIT ACTUATOR FAULT light comes on. The two
SRADAs can show a fault of the digital data
communication bus between the two actuators. If
the digital data bus fails, the inlet

SRADA EXIT ACTUATOR FAULT light comes on. The

exit SRADA INLET ACTUATOR FAULT light comes on.
The inlet SRADA can send fault data to the respective
IASC. The SRADA sends fault data to the IASC after
the BITE initialization signal from the IASC. The IASC
can store up to 10 previous faults of both SRADAs in
nonvolatile memory (NVM).
PA C K T E M P E R AT U R E S E N S O R

PURPOSE

The pack temperature sensor senses the

temperature in the air conditioning pack. It gives
feedback to the integrated air systems controllers
(IASCs).

LOCATION

There are two pack temperature sensors, one in

each air conditioning pack. They are on the pack high
pressure water separator assemblies. Access is
through the air conditioning compartment doors.
PA C K T E M P E R AT U R E S E N S O R

FUNCTIONAL DESCRIPTION

The pack temperature sensors are thermistor

devices. Their resistance changes with temperature.
The temperature sensor resistance is the feedback
to the IASC. The IASC uses the feedback to control
the discharge temperature of the air conditioning
system. Each pack temperature sensor has two
sense elements. One element to give feedback to
each of the two IASCs. One element gives pack
temperature feedback to the auto (normal) control of
its related IASC. The other element gives pack
temperature feedback to the standby control of the
opposite IASC.
M I X M A N I F O L D T E M P E R AT U R E S E N S O R

PURPOSE

The mix manifold temperature sensors sense the

temperature in the air conditioning mix manifold.
They give feedback to the integrated air systems
controllers (IASCs).

LOCATION

There are two mix manifold temperature sensors.

They are identical and interchangeable. They are on
the upper forward wall of the mix manifold. Access is
through the center aft bulkhead panel in the forward
cargo compartment.

FUNCTIONAL DESCRIPTION

The mix manifold temperature sensors are

thermistor devices. Their resistance changes with
temperature. The temperature sensor resistance is
the feedback to the IASC.

The IASC uses the feedback to prevent freezing

temperatures in the air conditioning distribution
system.
T E M P E R AT U R E C O N T R O L V A LV E

PURPOSE

The temperature control valve is the primary valve to

control the discharge temperature of the air
conditioning pack.

LOCATION

There are two temperature control valves, one for

each air conditioning pack. They are in the air
conditioning compartments.

PHYSICAL DESCRIPTION

The temperature control valve has these parts:

• Valve flow body

• Electric motor actuator assembly

• Position indicator

• Manual override knob.

Two V-flange clamps support the valve.

T E M P E R AT U R E C O N T R O L V A LV E

FUNCTIONAL DESCRIPTION

The valve is an electric motor-driven single-plate

butterfly valve. A mechanical gear train with a slip
clutch transfers motor motion to the valve. The valve
uses 115v ac power. The valve drive signal comes
through the ACAU from the pack integrated air
systems controller.

TRAINING INFORMATION POINT

There is a position indicator on the temperature

control valve. The valves are normally in the closed
position when the packs are off. You can manually
close the valve with the manual override knob if the
electric motor fails. Turn the knob in the direction
shown on the knob placard.
T E M P E R AT U R E C O N T R O L V A LV E
PA C K O V E R H E AT S W I T C H E S

PURPOSE PHYSICAL DESCRIPTION

These temperature switches monitor the pack for an The overheat switches have these parts:
overheat condition:
• Electrical connector
• Compressor discharge overheat switch
• Switch housing
• Turbine inlet overheat switch
• Probe.
• Pack discharge overheat switch.
FUNCTIONAL DESCRIPTION
LOCATION
The overheat switches look similar. The compressor discharge overheat switch and the turbine inlet
There is a compressor discharge overheat switch and
a turbine inlet overheat switch in each air overheat switch have different operating temperatures.
conditioning compartment. These are the locations: These are the switches and the operating temperatures:
• Compressor discharge overheat switch - in the
• Compressor discharge overheat switch - 390F (199C)
duct between the air cycle machine compressor
section and the secondary heat exchanger • Turbine inlet overheat switch - 210F (99C)

• Turbine inlet overheat switch - in the duct from • Pack discharge overheat switch - 250F (121C).
the reheater to the air cycle machine turbine
section TRAINING INFORMATION POINT

• Pack discharge overheat switch - in the input duct CAUTION: USE TWO WRENCHES WHEN YOU REMOVE/INSTALL THE SWITCH IN/OUT OF THE BOSS. THIS WILL
to the main mix manifold in the main distribution PREVENT DAMAGE TO THE DUCT.
compartment.
PA C K O V E R H E AT S W I T C H E S
PA C K P R O T E C T I O N – F U N C T I O N A L D E S C R I P T I O N

GENERAL

When the PACK switch is in the AUTO or HIGH

position, power goes through the K8 pack overheat
relay to the open coil of the flow control and shutoff
valve (FCSOV) and the valve is open. When an
overheat condition occurs, the valve closes.

FUNCTIONAL DESCRIPTION

Pack overheat protection is a function of these three

switches:

• Compressor discharge overheat switch

• Turbine inlet overheat switch

• Pack discharge overheat switch.

When an overheat condition occurs, the related

overheat switch closes. The K8 relay energizes and
these occur:

• Power goes to the close coil of the FCSOV and the

valve closes PACK and MASTER CAUTION lights,
and AIR COND annunciator come on

• The relay latches through the TRIP RESET switch.

PA C K P R O T E C T I O N – F U N C T I O N A L D E S C R I P T I O N

Also, a circuit that energizes K17 (pack tcv inop relay)

opens. The K17 relay de-energizes and the
temperature control valve closes. To reset the pack
trip off, first the temperature must decrease and the
overheat switch opens. You then push the TRIP
RESET switch. K8 deenergizes and these occur:

• Power goes to the open coil of the FCSOV and the

valve opens

• PACK and MASTER CAUTION lights, and AIR COND

annunciator go off

• The latch circuit opens.

Power from the K8 relay to the open and close coils

also sends signals to the integrated air systems
controller (IASC). The IASC uses the signals to
operate the torque motor on the FCSOV.

TRAINING INFORMATION POINT

If the PACK light comes on and you can reset the

pack, the heat exchangers can be blocked or dirty. If
the PACK light comes on and you can not reset the
pack, do a test of the three overheat switches.
INTRODUCTION

PURPOSE Conditioned air from the overhead distribution ducts goes through flexible hoses to the sidewall
diffuser outlets. The overhead distribution duct connects to flexible hoses to supply air to the
The passenger cabin conditioned air distribution
galleys and the lavatories in the forward and aft cabin areas. The passenger cabin exhaust air goes
system divides the flow of conditioned air to the
through floor grilles to the recirculation system or overboard.
passenger cabin.

GENERAL

The passenger cabin conditioned air distribution

system uses these components:

• Sidewall riser duct (3)

• Overhead distribution ducts

• Flexible hoses

• Sidewall diffuser outlets.

Conditioned air from the mix manifold flows through

sidewall riser ducts. The riser ducts follow the
airplane contour along the left side and the right
sides of the fuselage. The left side has two riser ducts
and the right side has one riser duct. The riser ducts
supply the air to the overhead distribution ducts. The
overhead distribution ducts are along the top center
of the passenger cabin.
OVERHEAD DUCT

PURPOSE TRAINING INFORMATION POINT

The overhead distribution duct divides the supply of You get access to the overhead distribution duct through the ceiling panels in the passenger
conditioned air to outlets along the sidewalls of the compartment. Bracket assemblies attach the overhead distribution duct to the ceiling supports.
passenger compartment. This is for a symmetrical Diffuser/hose connections on the overhead distribution duct connect to the sidewall diffusers.
balance of airflow.

LOCATION

The overhead distribution duct is in the center ceiling

area of the passenger compartment.

PHYSICAL DESCRIPTION

The overhead distribution duct is a cylindrical

composite tube. There are outlets along its length
that attach to riser ducts and flexible sidewall ducts.
The fittings in the area where the sidewall riser ducts
attach permit you to attach temperature sensors.

The sidewall riser ducts attach on the left and right

sides of the overhead distribution duct.
INTRODUCTION

PURPOSE OPERATION

The recirculation system supplies air for ventilation. The use of cabin air During pressurized flight, when the switch is in the OFF position, the fan
for ventilation decreases the use of air from the engine bleed system. is off. When the switch is in the AUTO position, fan operation depends on
pack operation and the EE compartment smoke detection system
LOCATION
operation.
The recirculation components are in the main distribution compartment.
During unpressurized flight, when the switch is in the AUTO position, fan
GENERAL DESCRIPTION operation depends on pack operation and the EE compartment smoke
detection system operation. When the switch is in the OFF position, fan
The recirculation system collects passenger compartment air to use with
operation depends on smoke clearance mode operation and the cargo
pack air in the distribution system. The distribution system supplies air to
compartment fire alarm system.
the passenger compartment area.

The recirculation fans create a low pressure in the collector shroud and
the main distribution compartment.

The passenger compartment air moves through floor grilles (above the
forward cargo compartment and main distribution compartment) and
then through these recirculation components:

• Collector shroud

• Air filter (2)

• Recirculation fan (2)

• Check valve (2).

INTRODUCTION
A I R C O N D I T I O N I N G / B L E E D A I R C O N T R O L S PA N E L
R E C I R C U L AT I O N FA N

PURPOSE FUNCTIONAL DESCRIPTION

The recirculation fans increase air flow to the passenger cabin in the When the right fan operates, it pulls in air from the collector shroud in
main distribution system. the forward cargo compartment. The floor grilles in the passenger
compartment let air flow in the collector shroud. Then the fan pushes the
LOCATION
air into the main mix manifold.
The two recirculation fans are in the distribution compartment. One is on
When the left fan operates, it pulls in air from the distribution
the left side and one is on the right side. Access to the fans is through the
compartment.
bulkhead liners at the aft end of the forward cargo compartment.
Each fan moves 830 cubic feet of air per minute.
PHYSICAL DESCRIPTION
If an overheat condition occurs, the switch opens and the fan stops.
Each fan has these:
When the temperature decreases, the switch closes and the fan
• Housing operates.

• Mounting flanges TRAINING INFORMATION POINT

• Electrical connector When you install a recirculation fan, make sure that the flow arrow on the
fan is in the correct direction. The arrow must point to the main mix
• Flow direction placard.
manifold. The two fans are identical and interchangeable.
In the housing is a 115v ac, 3-phase motor that turns the fan blades. The
motor has an overheat switch in each phase.
R E C I R C U L AT I O N FA N
R E C I R C U L AT I O N FA N
R I G H T FA N - F U N C T I O N A L D E S C R I P T I O N

GENERAL

The recirculation fan operates on 115v ac, 3-phase

power. The R331 right cabin air recirculation fan
relay connects power to the fan. Fan control uses
28v dc. A fan overheat condition causes the fan to
stop.

The fan operation logic is for pressurized and

unpressurized flight. The left and right air
conditioning accessory units (ACAUs) contain relays
that control fan operation.

These conditions affect fan operation:

• Fan switch

• Airplane on the ground or in the air

• Pack valves open/closed

• Pack valves flow command signal

• Smoke clearance mode, manual or automatic

• Cargo compartments smoke alarm.

R I G H T FA N - F U N C T I O N A L D E S C R I P T I O N

FUNCTIONAL DESCRIPTION - PRESSURIZED FLIGHT

Normally, the R RECIRC FAN switch is in the AUTO

position, and the fan overheat switches are closed.
Battery bus power energizes the R644 recirculation
fan switch bypass relay to the normal position.
Control power from the R RECIRC FAN switch goes to
the two K16 E/E cooling smoke relays. When the
airplane is on the ground, the right K10 air/ground
relay energizes and the fan operates. When the
airplane is in the air, one of these causes the fan to
operate:

• Right pack valve closed (K7 pack valve closed relay

energized)

• Left pack valve closed (K7 pack valve closed relay

energized)

• Right pack valve flow command signal to low flow

(auto) (K14 pack auto relay energized)

• Right pack valve flow command signal to high flow

or off (K14 pack auto relay deenergized) and the
left pack valve flow command signal to low flow
(auto) (K14 pack auto relay energized).
R I G H T FA N - F U N C T I O N A L D E S C R I P T I O N

FUNCTIONAL DESCRIPTION - PRESSURIZED FLIGHT

The R1184 equipment cooling smoke reconfiguration

relay energizes when smoke is detected in the
equipment cooling system. When R1184 energizes,
the two K16 relays energize and the fan stops. The
right K16 relay also opens the circuit between the L
RECIRC FAN switch to the left fan operation logic and
the left fan stops. This prevents the recirculation
system pushing smoke into the passenger
compartment.

FUNCTIONAL DESCRIPTION - UNPRESSURIZED

FLIGHT

Normally, the R RECIRC FAN switch is in the AUTO

position, and the fan overheat switches are closed.
Battery bus power energizes the R644 recirculation
fan switch bypass relay to the normal position.
Control power from the R RECIRC FAN switch goes to
the two K16 E/E cooling smoke relays. Unpressurized
flight dispatch preparation includes pulling the air
conditioning overboard exhaust valve
reconfiguration control circuit breaker. This
deenergizes the R644 relay to the bypass position.
When the airplane is on the ground, the right K10
air/ground relay energizes and the fan operates.
R I G H T FA N - F U N C T I O N A L D E S C R I P T I O N

In unpressurized flight, control power for fan

operation is through the R RECIRC FAN switch or the
R644 relay.

From the R RECIRC FAN switch control power goes

through these relays to the fan:

• The right K16 and the right K7 relays

• The left K16 and the left K7 relays.

FUNCTIONAL DESCRIPTION - UNPRESSURIZED

FLIGHT

This configuration gives recirculated airflow to

persons in the airplane. There is no fresh air from
the packs. When smoke is detected in the equipment
cooling system, the smoke clearance mode operates
automatically or manually. Automatically, R1184
energizes and gives a ground to and energizes the
R648 smoke control relay (circuit not shown). Control
power goes from R648 to the fan through the R945
forward fire alarm relay and the R946 aft fire alarm
relay. The fan continues to operate. This pulls air
through the recirculation air filter to remove smoke
particles.
R I G H T FA N - F U N C T I O N A L D E S C R I P T I O N

If there is smoke in the forward or aft cargo

compartment, the related fire alarm relay energizes
and the fan stops.

Manually, smoke clearance mode energizes R648.

This occurs when the pilot does these:

• Moves either PACK switch to the HIGH position

• Moves the R RECIRC FAN switch to the OFF

position.

OVERHEAT

There are three overheat switches, one in each of

the fan field coil phase lines. When the fan is in
operation, if one of the overheat switches opens, the
fan stops. When the temperature decreases, the
switch closes, and the fan operates.

TRAINING INFORMATION POINT

The CAB/UTIL switch on the P5 panel must be in the

ON position for the recirculation fans to receive
power.
L E F T FA N - F U N C T I O N A L D E S C R I P T I O N

GENERAL

The recirculation fan operates on 115v ac, 3-phase

power. The R429 left cabin air recirculation fan relay
connects power to the fan. Fan control uses 28v dc. A
fan overheat condition causes the fan to stop.

The fan operation logic is for pressurized and

unpressurized flight.

The left and right air conditioning accessory units

(ACAUs) contain relays that control fan operation.

These conditions affect fan operation:

• Fan switch

• Airplane on the ground or in the air

• Pack valves open/closed

• Pack valves flow command signal

• Smoke clearance mode, manual.

L E F T FA N - F U N C T I O N A L D E S C R I P T I O N

FUNCTIONAL DESCRIPTION - PRESSURIZED FLIGHT

Normally, the L RECIRC FAN switch is in the AUTO

position, and the fan overheat switches are closed.
Control power from the L RECIRC FAN switch goes to
the two K16 E/E cooling smoke relays. When the
airplane is on the ground, the left K10 air/ground
relay energizes. Then one of these causes the fan to
operate:

• Left pack valve closed (K7 pack valve closed relay

energized)

• Right pack valve closed (K7 pack valve closed relay

energized)

• Left pack valve flow command signal to low flow

(auto) (K14 pack auto relay energized) and the
right pack valve flow command signal to low flow
(auto) (K14 pack auto relay energized)

• Left K14 energized and right pack valve flow

command signal to high flow or off (K14 pack auto
relay deenergized)
L E F T FA N - F U N C T I O N A L D E S C R I P T I O N

• Left pack valve flow command signal to high flow

or off (K14 pack auto relay deenergized) and right
K14 energized.

FUNCTIONAL DESCRIPTION - PRESSURIZED FLIGHT

When the airplane is in the air, one of these causes

the fan to operate:

• Left K7 energized

• Right K7 energized

• Left K14 energized and right K14 energized

The R1184 equipment cooling smoke reconfiguration

relay energizes when smoke is detected in the
equipment cooling system. When R1184 energizes,
the two K16 E/E cooling smoke relays energize and
the fan stops. The right K16 relay also opens the
circuit between the R RECIRC FAN switch to the right
fan operation logic and the right fan stops. This
prevents the recirculation system pushing smoke
into the passenger compartment.
L E F T FA N - F U N C T I O N A L D E S C R I P T I O N

FUNCTIONAL DESCRIPTION - UNPRESSURIZED

FLIGHT

Normally the RECIRC FAN switch is in the AUTO

position and the fan overheat switches are closed.
Also, the R644 recirculation fan switch bypass relay is
deenergized to the bypass position.

In unpressurized flight, control power for fan

operation is through the L RECIRC FAN switch. From
the L RECIRC FAN switch control power goes through
these relays to the fan:

• The left K16 and left K7 relays

• The right K16 and right K7 relays.

This configuration gives recirculated airflow to

persons in the airplane. There is no fresh air from
the packs.
L E F T FA N - F U N C T I O N A L D E S C R I P T I O N

When smoke is detected in the equipment cooling

system, smoke clearance mode operates
automatically and R1184 energizes. The smoke
clearance mode operates manually when the pilot:

• Moves either PACK switch to the HIGH position

• Moves the R RECIRC FAN switch and the L RECIRC

FAN switch to the OFF position.

When the pilot moves the L RECIRC FAN switch to the

OFF position, the fan stops.
R E C I R C U L AT I O N FA N O P E R AT I O N

OPERATION

These conditions control the operation of the

recirculation system fans:

• Recirculation fan switch position (OFF or AUTO)

• Flow control and shutoff valve position (open or

closed)

• Airplane on the ground or in air

• Pack flow (low or high)

• Equipment cooling smoke detection.

The table shows the operation of the recirculation

system fan operation.
INTRODUCTION

PURPOSE

The temperature control system controls the air

temperature in these locations:

• Flight compartment

• Forward passenger compartment

• Aft passenger compartment.

GENERAL DESCRIPTION

GENERAL DESCRIPTION INTEGRATED AIR SYSTEMS CONTROLLERS

The temperature control system can operate when the air conditioning The integrated air systems controllers (IASCs) monitor system
packs operate. The packs operate when there is pressure in the parameters and control the air conditioning temperatures for the three
pneumatic manifold. zones.

The air conditioning accessory units (ACAUs) monitor the operation logic The IASCs are a part of a redundant control system. When there are
faults, the system changes its configuration to give the necessary
for the pneumatic and air conditioning systems. When the systems
performance.
operate normally, the ACAUs enable the temperature control system.
The controllers use inputs from these:
The integrated air systems controllers (IASCs) receive control signals from
the temperature control module. The cabin temperature sensors and the • Cabin temperature selectors
duct temperature limit sensors send data from the flight compartment
• Cabin temperature sensors
and passenger zones. The IASCs send control and operation signals
through the ACAUs for temperature control. • Duct temperature limit sensors

TEMPERATURE CONTROL MODULE • Pack temperature sensors

The temperature control module is the flight crew interface for system • Mix manifold sensors.
control and indication. The flight crew uses the cabin temperature The controllers control these valves to control temperature
selectors to select the temperatures necessary for the three zones. requirements:

Temperature bulbs (not shown) in the passenger zones and the supply • Temperature control valves
ducts monitor and send temperature data to the temperature control
• Standby temperature control valves
module. The temperature control module shows the air temperatures.
• Zone trim air modulating valves.
GENERAL DESCRIPTION

RAM AIR SYSTEMS TRIM AIR PRESSURE REGULATING AND SHUTOFF VALVE

Each of the two systems has an inlet and an exit smart ram air door The trim air pressure regulating and shutoff valve does these functions:
actuator (SRADA). The ram air control temperature sensor sends a
• Controls airflow to the zone trim air modulating valves
temperature signal to the inlet SRADA. The inlet SRADA sends control
signals to the exit SRADA. The exit SRADA sends faults signals to the inlet • Controls the pressure of the airflow to the zone trim air modulating
SRADA. valves.

When you do BITE on the IASC, the inlet SRADA sends fault signals to the ZONE TRIM AIR MODULATING VALVES
IASC.
The zone trim air modulating valves control the trim air flow to the three
TEMPERATURE CONTROL VALVES AND STANDBY TEMPERATURE zones. Hot trim air goes to the zones that have hotter requirements.
CONTROL VALVES
DUCT OVERHEAT SWITCHES
The temperature control valves normally control the output temperature
of the air conditioning packs. The duct overheat switches give overheat protection for the supply ducts.
When the supply duct temperature increases to a limit, the switch sends
The standby temperature control valves do these functions: a signal to the ACAU and the ZTAMV closes.

• Operate to remove ice in the condenser

• Control pack output temperature if the normal system components

fail.
T E M P E R AT U R E C O N T R O L
T E M P E R AT U R E C O N T R O L O P E R AT I O N

GENERAL ZONE TEMP LIGHT

The temperature controls panel is the air conditioning indication and The three amber ZONE TEMP lights turn on for overtemperature or
control interface for the flight crew. The temperature controls panel has control channel failures.
these features:
TRIM AIR SWITCH
• Temperature selector (3)
The TRIM AIR switch controls the trim air pressure regulating and shutoff
• ZONE TEMP (temperature) light (3) valve. It has these two positions:

• TRIM AIR switch • ON - The trim air pressure regulating and shutoff valve opens. The
zone control channels in integrated air systems controllers are
• Temperature indicator
enabled.
• AIR TEMP (temperature) source selector.
• OFF - The trim air pressure regulating and shutoff valve closes. Zone
TEMPERATURE SELECTORS control channels in the integrated air systems controllers are disabled.

The three temperature selectors give automatic temperature control for

their related zones. The selector has these temperature setpoints:

• C (cool) sets a temperature of 65F (18C)

• W (warm) sets a temperature of 85F (30C)

• Intermediate selector positions set proportionate temperature.

Turn the selector to the OFF position to close the related zone trim air
modulating valve.
T E M P E R AT U R E C O N T R O L O P E R AT I O N

TEMPERATURE INDICATOR AND AIR TEMP SOURCE

SELECTOR

The temperature indicator shows the temperature at

the location selected with the AIR TEMP source
selector. There positions where you can monitor the
temperature. They are in three sections. These are
the sections and the positions you can select:

• SUPPLY DUCT - three positions: AFT, FWD and

CONT CAB. Selects related zone supply duct
temperature

• PASS CAB - two positions: FWD and AFT. Selects

forward or aft passenger cabin temperature

• PACK - two positions: L and R. Selects water

extractor discharge temperature (pack
temperature).
T E M P E R AT U R E C O N T R O L PA N E L
C A B I N T E M P E R AT U R E S E N S O R A S S E M B LY

PURPOSE PHYSICAL DESCRIPTION

The cabin temperature sensor assembly provides a These components are part of the cabin temperature sensor assembly:
flow of filtered air over a cabin temperature sensor
• Cabin temperature sensor
and, in the passenger compartment, a temperature
bulb. The temperature sensor gives compartment • Inlet grille
temperature data to the integrated air systems
• Air filter
controllers.
• Temperature sensor fan.
LOCATION
The cabin temperature sensor has two sensing elements.
The flight compartment cabin temperature sensor
assembly is in the ceiling of the flight compartment. FUNCTIONAL DESCRIPTION

There are two passenger cabin temperature sensor The fan pulls in cabin air through the inlet grille and air filter. The cabin temperature sensor
assemblies in the right side of the passenger elements send the air temperature to the integrated air systems controllers. The integrated air
compartment. They are in spacer panels of the systems controllers use this data to compare with the cabin temperature selectors.
passenger service units. One is near the front of the
passenger compartment and the other is near the TRAINING INFORMATION POINT
back. You must clean the cabin temperature sensor air filter regularly.

Four screw fasteners hold the flight compartment temperature sensor air filter and grill in place.

The two passenger compartment air filter grills snap into place.

All the temperature sensor air filters are a foam rubber type.
C A B I N T E M P E R AT U R E S E N S O R A S S E M B LY
F L I G H T C O M PA R T M E N T C A B I N T E M P E R AT U R E S E N S O R
D U C T T E M P E R AT U R E S E N S O R

PURPOSE

The duct temperature sensor gives duct temperature

feedback to the integrated air systems controllers.

LOCATION

There is a flight compartment duct temperature

sensor and a backup duct temperature sensor. They
are in the EE compartment on the left side adjacent
to the E2 rack. There is a forward and an aft
passenger compartment duct temperature sensor.
The forward compartment duct temperature sensor
is in the overhead duct forward of the left forward
riser. The aft passenger compartment duct
temperature sensor is in the overhead duct aft of the
right riser.

FUNCTIONAL DESCRIPTION

The duct temperature sensor sends the duct

temperature to the integrated air systems
controllers. The integrated air systems controllers
uses this data to compare with a cabin temperature
selector and cabin temperature sensor.
I N T E G R AT E D A I R S Y S T E M S C O N T R O L L E R

PURPOSE GENERAL DESCRIPTION

The pack/flow temperature controller (PFTC) function The IASCs are interchangeable. Their pin interface with the rack identifies them to the airplane
in the integrated air systems controllers (IASC) does systems.
these functions:
The PFTC in each IASC has these control channels:
• Control their air conditioning pack
• Flight compartment zone temperature control channel
• Give automatic standby control to the opposite air
• Passenger cabin zone temperature control channel
conditioning pack
• Auto pack temperature control channel
• Control two zone trim air control channels
• Standby pack temperature control channel
• Get fault data from the smart ram air door
actuator (SRADA) systems • Inlet SRADA BITE and fault data.

• Interface with the onboard maintenance function Each SRADA has internal control and fault monitoring circuits. The IASC does not control the
for BITE. SRADAs. The inlet SRADA gets BITE initialization signals from the IASC. The inlet SRADA can send
this data to the IASC:
LOCATION
• Inlet SRADA fault
The IASCs are in the EE compartment on the E3-3
rack. • Exit SRADA fault

• Ram air temperature sensor fault.

TRAINING INFORMATION POINT

The IASCs are electrostatic discharge sensitive (ESDS) devices. Use ESDS safe handling techniques.
I N T E G R AT E D A I R S Y S T E M S C O N T R O L L E R
I N T E G R AT E D A I R S Y S T E M C O N T R O L L E R
TRIM AIR PRSOV

PURPOSE • Hex and cam

The trim air pressure regulating and shutoff valve controls the flow and • Position indicator.
pressure of air to the zone trim air modulating valves.
FUNCTIONAL DESCRIPTION
LOCATION
The trim air PRSOV is the primary trim air valve. It supplies trim air to the
The trim air pressure regulating and shutoff valve (PRSOV) is in the three zone trim air modulating valves. If the trim air PRSOV is closed, the
forward area of the right air conditioning compartment. three zone trim air systems are off.

PHYSICAL DESCRIPTION The valve is spring-loaded closed. The supply air line sends air through
the manual override valve to the solenoid valve. When the solenoid valve
The trim air PRSOV is a modulating and shutoff butterfly-type valve. The
energizes, supply air pressure goes to the actuator assembly. The
valve is spring-loaded to the closed position. It is electricallycontrolled
pressure in the actuator opens the valve.
and pneumatically-actuated. The valve has these:
The servo regulator moves the actuator to keep pressure downstream of
• Electrical connector
the valve 4.0 psi above airplane cabin pressure. This prevents pressure
• Solenoid valve changes because of different flow requirements of the zone trim air
modulating valves.
• Relief valve
When the solenoid valve de-energizes, the actuator pressure releases.
• Actuator assembly
The trim air PRSOV spring then pushes the valve closed.
• Servo regulator
Move the TRIM AIR switch to the ON position to open the trim air PRSOV.
• Manual override valve This also enables the zone trim air channels in the integrated air systems
controllers (IASCs).
• Cam follower
TRIM AIR PRSOV

FUNCTIONAL DESCRIPTION

Move the TRIM AIR switch to the OFF position to

close the trim air PRSOV. This also disables the zone
trim air channels in the IASCs. The relief valve
prevents downstream overpressure if the servo
regulator fails.

TRAINING INFORMATION POINT

The manual override function lets you lock the valve

in the closed position. The function has these:

• Hex and cam with open and close detents

• Cam follower

• Manual override valve.

The manual override valve is spring-loaded to the

open position. The override valve pushes the cam
follower against the cam. Normally, the follower is in
the open detent. Use the MANUAL hex to turn the
cam in the CLOSE direction until the cam follower is
in the close detent. The cam follower pushes the
manual override valve to the close position. This
stops the supply air to the solenoid valve. The
position indicator shows the position of the valve.
Z O N E T R I M A I R M O D U L AT I N G V A LV E

PURPOSE The valves have these parts:

There are three zone trim air modulating valves. • Electric motor assembly
Each zone valve controls the flow of trim air to its
• Position indicator
related air conditioning zone:
• Manual override knob
• Flight compartment zone
• Electrical connector.
• Forward passenger compartment zone
FUNCTIONAL DESCRIPTION
• Aft passenger compartment zone.
The valves use 115v ac. The valve drive signals come from the integrated air systems controllers. A
LOCATION
mechanical gear train with a slip clutch gives motor movement to the valve.
The flight compartment zone trim air modulating
TRAINING INFORMATION POINT
valve is in the left air conditioning compartment.
There is a position indicator on the zone trim air modulating valves. The valves are normally in the
The forward and aft passenger compartment zone
closed position when the TRIM AIR switch is in the OFF position.
trim air modulating valves are in the right air
conditioning compartment. You can manually close the valve with the manual override knob if the electric motor has a failure.
Turn the knob in the direction shown on the knob placard.
PHYSICAL DESCRIPTION

The zone trim air modulating valves operate by an

electric motor. The motor moves single-plate
butterfly valves. They are the same and
interchangeable.
Z O N E T R I M A I R M O D U L AT I N G V A LV E
I N T E G R AT E D A I R S Y S T E M S C O N T R O L L E R – B I T E

GENERAL DESCRIPTION GROUND TESTS

The air conditioning system includes built-in test capabilities to detect, There are four system tests available for the air conditioning system:
validate and isolate faults for all system equipment. When the integrated
• Air Conditioning IBIT - Left
air systems controller (IASC) is powered on, it will go through a power-up
self test sequence which detects any faults within the controller. Then the • Air Conditioning IBIT - Right
IASC transitions to continuous built-in test which will continuously
monitor valves, sensors and the controller. BITE can also be initiated • Air Conditioning IBIT with Flow Sensor Test - Left
from the flight compartment using the onboard maintenance function • Air Conditioning IBIT with Flow Sensor Test - Right.
(OMF). The GROUND TESTS page allows testing of the air conditioning
system. There are four parts for each ground test performed. They are: The Air Conditioning IBIT tests check operation of the air conditioning
valves and ram air door actuators for proper operation.
• Select ATA system
The Air Conditioning IBIT with Flow Sensor tests the air conditioning
• Precondition page valves, ram air door actuators and the flow sensor for proper operation.
• Test The heating and cooling cycles of the flow sensor test make this test take
longer to complete.
• Post condition page.
WARNING: MOVE ALL PERSONS AND EQUIPMENT AWAY FROM THE RAM AIR
The air conditioning GROUND TESTS page is located in the OMF. Press INLET DOOR AND EXIT LOUVERS. WHEN YOU PUSH THE VERIFY SWITCH, THE
the SYS button on the multi-function panel (MFP) to access the OMF RAM AIR COMPONENTS CAN MOVE AND CAUSE INJURY TO PERSONS OR
pages. Then select ONBD MAINT-LINE MAINT-GROUND TESTS. DAMAGE TO EQUIPMENT.
I N T E G R AT E D A I R S Y S T E M S C O N T R O L L E R – B I T E
INTRODUCTION

PURPOSE

The equipment cooling system removes heat from

electronic components in the flight compartment
and the E/E compartment.

GENERAL

The system uses cabin air to remove heat from

equipment. Fans move the air through ducts and
manifolds.
GENERAL DESCRIPTION

GENERAL The overboard exhaust valve lets the exhaust system air go overboard. When the valve is closed,
exhaust system air goes below the forward cargo compartment floor. The check valve prevents
The system uses cabin air to remove heat from
opposite flow when the exhaust fans are not in operation.
equipment. Fans move the air through ducts and
manifolds. The ducts and manifolds connect to SUPPLY SYSTEM
shrouds around the electronic and electrical
The supply system pushes air to these components:
equipment. The equipment cooling system uses
these two systems to remove heat from equipment: • P1 outboard and inboard display units

• Supply system (pushes air) • Equipment racks in the EE compartment.

• Exhaust system (pulls air). EXHAUST SYSTEM

The supply system and the exhaust system use The exhaust system pulls air from these components:
fans/check valves to move air. Each system has a
• P1 outboard and inboard display units
primary fan/check valve and an alternate fan/check
valve. Only one supply and one exhaust fan operate • P3 outboard and inboard display units
at one time. A low flow sensor in each system
monitors the duct for cooling flow conditions. A • P9 left and right FMC control display units
smoke detector in each system monitors the duct for • P8 center aisle stand
smoke conditions.
• P6 panel (circuit breaker panel)

• P5 panel (forward and aft overhead)

• Equipment racks in the EE compartment.

GENERAL DESCRIPTION

The overboard exhaust valve (OEV) lets exhaust air

go overboard when the airplane is on the ground. In
flight, the exhaust air adds to the insulation between
the fuselage skin and the forward cargo
compartment liner. In flight, when the OEV is open,
the check valve prevents the flow of air from around
the cargo compartment liner to the exhaust system.

LOW FLOW SENSORS

The supply and the exhaust systems use low flow

sensors to monitor the cooling quality of air through
the system. When a low flow or not sufficient cooling
condition occurs, the low flow sensor sends an alarm
signal to the flight compartment for an indication.

SMOKE DETECTORS

There are two smoke detectors. One detector

monitors the duct air downstream of the supply
fans. The other detector monitors the duct air
downstream of the exhaust fans. When a smoke
condition occurs, the detector sends an alarm signal
to the flight compartment for an indication.
C O M P O N E N T L O C AT I O N

GENERAL • Air filter.

The equipment cooling system has these two EXHAUST SYSTEM

subsystems:
The exhaust duct is along the right side of the fuselage. It divides to pull air from the equipment
• Supply system racks in the EE compartment and the panels in the flight compartment. The aft lower section of the
EE compartment contains these components:
• Exhaust system.
• Normal and alternate exhaust fan
The two systems have smoke detection.
• Check valve assemblies
The controls and indications for the equipment
cooling system are on the P5 overhead panel in the • Overboard exhaust valve.
flight compartment.
The overboard exhaust valve is below the floor structure at the center of the EE compartment. It is
SUPPLY SYSTEM forward of the crew oxygen cylinder.

The supply duct is along the right side of the LOW FLOW SENSORS
fuselage. It divides to supply air to the equipment
The supply and exhaust low flow sensors are in the forward equipment compartment. They are
racks in the EE compartment and the panels in the
forward of the nose wheel well. You get access through the forward equipment compartment door.
flight compartment.
SMOKE DETECTORS
The right section of the EE compartment contains
these components: The two smoke detectors are in the EE compartment. The supply system smoke detector is
adjacent to the fuselage and forward of the supply fan/check valve assemblies.
• Normal and alternate supply fan
The exhaust system smoke detector is below the floor board that is forward of the P92 panel and
• Check valve assemblies
above the exhaust fan/check valve assemblies.
C O M P O N E N T L O C AT I O N
O P E R AT I O N

GENERAL On the ground, the crew call horn also operates when there is not
sufficient cooling air flow in the supply or exhaust system. This gives you
The controls and indications for the equipment cooling system are on the
a warning that you must remove airplane electrical power to prevent an
EQUIP (equipment) COOLING panel. The panel is on the P5 forward
overheat condition.
overhead panel.
The amber EQUIP SMOKE light comes on when there is an alarm from
OPERATION
the supply system or exhaust system smoke detector. The OVERHEAD
The EQUIP COOLING panel has a SUPPLY switch and an EXHAUST switch. annunciator and MASTER CAUTION lights come on when the OFF or
Each switch has these two positions: EQUIP SMOKE light comes on.

• NORM (normal)

• ALTN (alternate).

Put the switch in one of these positions to operate the normal or the
alternate fan.

INDICATIONS

The amber OFF light comes on when one of these conditions occur:

• Not sufficient cooling air flow

• Power up BITE fault

• Electrical control circuit fault.

E Q U I P M E N T C O O L I N G PA N E L
S U P P LY A N D E X H A U S T FA N S

PURPOSE TRAINING INFORMATION POINT

The supply and exhaust fans move air around The supply and exhaust fans install with V-band clamps. Arrows show the correct direction of flow.
electrical equipment to remove heat. The supply and exhaust fans are interchangeable.

LOCATION GENERAL DESCRIPTION

The supply fans and check valves are in the EE There are two sets of fans (normal and alternate) for the supply and the exhaust systems. One fan
compartment. You get access to the supply fans per system operates at a time.
through the EE compartment.

The exhaust fans and check valves are in the aft

lower section of the EE compartment. You get access
to the exhaust fans through the raised access panel
aft of the equipment access door.

PHYSICAL DESCRIPTION

The fans are single-stage fans with an integral

induction motor. They each have a split-flapper type
check valve and install as a unit. The fans have
thermal switches that protect the fans from overheat
damage.
S U P P LY FA N S A N D C H E C K V A LV E S
F U N C T I O N A L D E S C R I P T I O N - S U P P LY FA N

GENERAL

The supply fan supplies cooling air to the equipment

in the EE compartment and flight compartment.
There are two supply fans, normal and alternate.
One supply fan operates when you apply system
power.

NORMAL SUPPLY FAN OPERATION

The normal supply fan operates for these conditions:

• Thermal switches in the normal supply fan are

closed (no overheat condition)

• Equipment cooling SUPPLY switch is in the NORM

position.

The R347 normal supply fan control relay energizes.

This connects 115v ac, 3-phase transfer bus 2 power
to the fan. The R682 equipment cooling supply
switch disrupt relay gives an alternative ground for
R347 operation. R682 normally energizes through
the SUPPLY switch in the NORM position. If the
circuit through the switch opens, R682
deenergizes and R347 stays energized.
F U N C T I O N A L D E S C R I P T I O N - S U P P LY FA N

ALTERNATE SUPPLY FAN OPERATION

The alternate supply fan operates when the SUPPLY

switch is in the ALTN position with equivalent logic
conditions as the normal supply fan operation. The
R373 alternate supply fan control relay energizes.
This connects 115v ac, 3-phase transfer bus 1 power
to the fan. If the SUPPLY switch is in the ALTN
position and the circuit through the switch opens,
R373 and R682 de-energize. If the normal fan system
is operational, R347 energizes and the normal fan
operates.

OFF LIGHT INDICATION

The OFF light stays on if the detector power-up BITE

test finds a fault. If there is not sufficient cooling, the
supply low flow detector low alarm signal operates.
The system OFF light, and the OVERHEAD
annunciator and the MASTER CAUTION lights come
on. A signal also goes to the ADIRS no cooling
warning circuit for ground crew call horn operation.

When R347 and R373 de-energize, an electrical

circuit closes and the OFF light comes on.
F U N C T I O N A L D E S C R I P T I O N - S U P P LY FA N

SMOKE/INTERRUPT

The R645 supply system control interrupt relay

energizes when all these conditions occur
(pressurized flight):

• R648 smoke control relay energized (smoke

clearance mode circuit energized)

• R644 recirculation fan switch bypass relay

energized (airplane is configured for pressurized
flight)

• R945 forward fire alarm latch relay energized

(forward cargo compartment fire alarm signal), or,
R945 relay and R946 aft fire alarm latch relay de-
energized (no cargo fire alarms).

The R645 relay also energizes when all these

conditions occur (unpressurized flight):

• R648 smoke control relay energized (smoke

clearance mode circuit energized)

• R644 recirculation fan switch bypass relay de-

energized (airplane is configured for
unpressurized flight)
F U N C T I O N A L D E S C R I P T I O N - S U P P LY FA N

• R945 relay and R946 aft fire alarm latch relay de-
energized (no cargo fire alarms).

When the R645 relay energizes, it causes these:

• Removes power to the normal supply fan

• Removes power to the alternate supply fan

• An electrical circuit for the OFF light opens

• An inhibit signal goes to the exhaust low flow

detector to stop the OFF light operation

• Sends power to energize the R1187 equipment

cooling smoke detection purge enable relay.

The smoke clearance mode is automatic or manual.

The R645 relay de-energizes after a 5-minute time
delay. This lets the equipment cooling supply system
operate again. Two relays operate when cargo fire
alarms occur, the R945 forward fire alarm relay and
the R946 aft cargo alarm relay. These relays affect
supply fan operation. The schematic shows the logic
for the relays.
F U N C T I O N A L D E S C R I P T I O N - S U P P LY FA N

PURGE MODE

The R1187 relay is part of a purge function for the

equipment cooling system. When smoke is detected,
these occur:

• The smoke clearance mode operates

• R645 energizes

• The supply fan stops operation

• Smoke particles can stay in the duct (there is no

airflow in the duct)

• After a 5-minute delay, R645 de-energizes

• The supply fan operates and R1187 de-energizes

• R1187 prevents a smoke alarm while the airflow

purges the duct of the remaining smoke particles
that can go to the detector

• R1187 de-energizes after a 10-second delay and

the purge mode stops.
F U N C T I O N A L D E S C R I P T I O N - E X H A U S T FA N

GENERAL

The exhaust fan pulls air from equipment in the EE

compartment and flight compartment. There are two
exhaust fans, normal and alternate. One exhaust fan
operates when you apply system power.

NORMAL EXHAUST FAN OPERATION

The normal exhaust fan operates for these

conditions:

• Thermal switches in the normal exhaust fan are

closed (no overheat condition)

• Equipment cooling EXHAUST switch is in the

NORM position.

The R29 normal exhaust fan control relay energizes.

This connects 115v ac, 3-phase ground service bus 1
power to the fan. The R678 equipment cooling
exhaust switch disrupt relay gives an alternative
ground for R29 operation. R678 normally energizes
through the EXHAUST switch in the NORM position. If
the circuit through the switch opens, R678 de-
energizes and R29 stays energized.
F U N C T I O N A L D E S C R I P T I O N - E X H A U S T FA N

ALTERNATE EXHAUST FAN OPERATION

The alternate exhaust fan operates when the

EXHAUST switch is in the ALTN position with
equivalent logic conditions as the normal exhaust
fan operation.

The R30 alternate exhaust fan control relay

energizes. This connects 115v ac, 3-phase transfer
bus 2 power to the fan.

If the EXHAUST switch is in the ALTN position and the

circuit through the switch opens, R678 and R30 de-
energize. If the normal fan system is operational, R29
energizes and the normal fan operates.

OFF LIGHT INDICATION

The OFF light stays on if the detector power-up BITE

test finds a fault. If there is not sufficient cooling, the
exhaust low flow detector low alarm signal operates.
The system OFF light, and the OVERHEAD
annunciator and the MASTER CAUTION lights come
on. A signal also goes to the ADIRS no cooling
warning circuit for ground crew call horn operation.
When R29 and R30 de-energize, an electrical circuit
closes and the OFF light comes on.
F U N C T I O N A L D E S C R I P T I O N - E X H A U S T FA N

SMOKE/INTERRUPT

The R949 exhaust system control interrupt relay

energizes when all these conditions occur
(pressurized flight):

R648 smoke control relay energized (smoke

clearance mode circuit energized)

• R644 recirculation fan switch bypass relay

energized (airplane is configured for pressurized
flight)

• R945 forward fire alarm latch relay energized

(forward cargo compartment fire alarm signal).

NOTE: R945 LATCHES WHEN IT ENERGIZES AND THE

AIRPLANE IS IN THE AIR.

When R949 energizes, this occurs:

• Both exhaust fans are disabled

• An inhibit signal goes to the exhaust low flow

detector to stop the OFF light operation

• An electrical circuit for the OFF light opens.

F U N C T I O N A L D E S C R I P T I O N - E X H A U S T FA N

During unpressurized flight, R644 is de-energized.

Smoke clearance mode operation (R648 energizes)
or a forward cargo compartment fire alarm (R945
energizes) does not interrupt the exhaust system
operation. The smoke clearance mode is automatic
or manual.

SMOKE/INTERRUPT

When the smoke clearance mode operates, R648

energizes and connects 28v dc to a contact of R644.
O V E R B O A R D E X H A U S T V A LV E

PURPOSE MECHANICAL FUNCTIONAL DESCRIPTION

The overboard exhaust valve has two functions. It The overboard exhaust valve is an aerodynamically-controlled shutoff valve. A 28v dc actuator
controls the quantity of equipment cooling exhaust overrides the aerodynamic control. The actuator has two positions, NORMAL and SMOKE. When the
air that flows overboard and it operates in a smoke actuator is in the NORMAL position, the valve disk can turn from full open to full closed. When the
removal mode. actuator is in the SMOKE position, the valve disk can turn from full open to not fully open (54
degrees). Spring force opens the valve. When the airplane starts to pressurize, airflow through the
LOCATION
valve increases. The valve closes when the airflow through the valve is more than 30 lbs/min (14
The overboard exhaust valve is in the aft center kg/min). When the valve is closed, 1 psi differential pressure keeps the valve closed. When the valve
section of the EE compartment. It is below the raised is open, the equipment cooling exhaust air flows overboard. When the valve is closed, the
platform aft of the electronic equipment access door. equipment cooling exhaust air flows under the forward cargo compartment floor and heats the
forward cargo compartment. The damper puts a limit on the rate of valve disk movement.
PHYSICAL DESCRIPTION
TRAINING INFORMATION POINT
The four-inch diameter overboard exhaust valve has
these physical features: CAUTION: MAKE SURE YOU REMOVE ELECTRICAL POWER FROM THE AIRPLANE. IF YOU SUPPLY ELECTRICAL
POWER TO THE ELECTRICAL/ELECTRONIC EQUIPMENT WHEN THE EQUIPMENT COOLING SYSTEM IS NOT IN
• Valve body OPERATION, THE ELECTRICAL/ ELECTRONIC EQUIPMENT CAN BECOME TOO HOT. THIS CAN CAUSE DAMAGE
• Electromechanical rotary actuator (electric motor, TO THE ELECTRICAL/ ELECTRONIC EQUIPMENT.
gear reduction train) To get access to the overboard exhaust valve, you must remove the crew oxygen bottle. Obey all
• Position indicator (NORMAL and SMOKE positions). precautions when you work around oxygen systems. (AMM PART II 35) When you do a test of the
overboard exhaust valve, you must obey these precautions.
• Valve disk

• Damper housing (silicone oil-filled).

O V E R B O A R D E X H A U S T V A LV E

TRAINING INFORMATION POINT

WARNING: OBEY THE PROCEDURE THAT PUTS THE

AIRPLANE IN THE AIR MODE. IF YOU DO THE PROCEDURE
INCORRECTLY, INJURIES TO PERSONS AND DAMAGE TO
EQUIPMENT CAN OCCUR.

WARNING: MAKE SURE YOU OBEY THE PROPER

PROCEDURES FOR COMPRESSION AND DECOMPRESSION
WHEN YOU USE PERSONS IN A PRESSURIZED AREA.
PRESSURE CHANGES THAT CAUSE PAIN MUST NOT BE
DONE. IF YOU DO NOT OBEY THE PRECAUTIONS, INJURY
TO PERSONS CAN OCCUR.
FUNCTIONAL DESCRIPTION - OEV

GENERAL

When the airplane is on the ground, the R592

ground sensing relay is energized, and the R648
smoke control relay is de-energized. Power goes
through the R650 OEV open enable relay to energize
the overboard exhaust valve (OEV) actuator to the
NORMAL position. When the actuator is in the
NORMAL position, the valve position is a function of
airflow. The valve is open until the airplane
pressurizes.

When the airplane is in the air, R592 de-energizes. In

pressurized flight, the normal position for the
overboard exhaust valve is closed. The pack switch
and recirculation fan switch positions have an effect
on the valve position. A smoke detection system also
has an effect on the valve position. A 28v dc
electromechanical rotary actuator opens the valve in
flight for more airflow or for smoke clearance.

A position switch on the OEV actuator sends a

discrete normal or smoke position signal to the cabin
pressure controllers in the pressurization system.
FUNCTIONAL DESCRIPTION - OEV

The OEV actuator control has these three modes of

operation:

• Normal

• High flow

• Smoke clearance.

NORMAL MODE

These are the switch positions for the normal mode

of operation:

• Left and right PACK switches - AUTO/OFF

• Right recirculation fan switch - AUTO.

When the switches are in these positions, R650 de-

energizes. Power goes through R650 to energize the
OEV actuator to the NORMAL position.
FUNCTIONAL DESCRIPTION - OEV

HIGH FLOW MODE

The high flow mode increases cabin airflow. This

occurs when the valve is open. These are the switch
positions for the high flow mode of operation:

• Left or right PACK switch - HIGH

• Right recirculation fan switch - AUTO.

When the switches are in these positions and the

R649 OEV open control relay is de-energized, R650
energizes to the SMOKE position. The K1 cabin
pressure outflow valve closed relay controls R649.
The cabin pressurization system gives an
open/closed enable signal to K1.

When R649 gets an open enable signal from K1, it

de-energizes and R650 energizes. Power goes
through R650 to energize the actuator to the SMOKE
(open) position. A close enable signal energizes R649
and de-energizes R650. Power goes through R650 to
energize the actuator to the NORMAL position.
FUNCTIONAL DESCRIPTION - OEV

SMOKE CLEARANCE MODE

The smoke clearance mode opens the valve to

remove smoke from the EE compartment and flight
compartment. The smoke clearance mode of
operation is automatic or manual.

The automatic mode operates when the R1184

equipment cooling smoke auto reconfiguration
control relay energizes. R1184 energizes when the
supply or exhaust equipment cooling smoke
detector gives a smoke alarm signal. When R1184
energizes, R648 energizes. During pressurized flight,
the R644 recirculation fan switch bypass relay is
energized. This connects a circuit to the R945
forward fire alarm relay and the R946 aft fire alarm
relay. When R945 and R946 de-energize, power goes
through these relays and energizes R650. Power
then goes through R650 to energize the OEV
actuator to the SMOKE (open) position. Power from
R946 also goes to the R645 equipment cooling
supply system control interrupt relay to stop the
supply fan operation.
FUNCTIONAL DESCRIPTION - OEV

SMOKE CLEARANCE MODE

If there is a forward cargo compartment fire, R945

energizes. When R648 energizes, power goes
through R945 and these occur:

• R650 energizes. Power goes through R650 to

energize the OEV actuator to the SMOKE (open)
position.

• The R949 equipment cooling exhaust system

control interrupt relay energizes to stop the
exhaust fan operation.

• The R645 equipment cooling supply system

control interrupt relay energizes to stop the supply
fan operation.

If there is an aft cargo compartment fire, R946

energizes. When R648 energizes, R946 removes
power to R650. Power through the deenergized R650
relay energizes the OEV actuator to the NORMAL
position.
FUNCTIONAL DESCRIPTION - OEV

The manual mode operates when the plane is in the

air and these switches are in these positions:

• Left or right PACK switch - HIGH

• Right recirculation fan switch - OFF.

When the switches are in these positions, R648

energizes. Then the same operation logic occurs as
when the automatic mode operates.

The R648 relay gives a latch circuit when the plane is

in the air and the switches are in the smoke
clearance mode positions.

R648 stays energized when the plane is on the

ground. It de-energizes when you remove power to
the relay.

The automatic mode operation has a higher

authority than the manual mode operation.
FUNCTIONAL DESCRIPTION - OEV

OPEN/CLOSE ENABLE

The cabin pressurization system controls the open

and close operation of the OEV in the high flow
mode during flight. An open enable signal lets the
high flow mode energize the actuator to the SMOKE
position. A close enable signal keeps the actuator in
the NORMAL position.

An open enable signal sets when the outflow valve is

more than 8.5 degrees open. The open enable signal
stays set until the outflow valve is less than 2
degrees open.

The close enable signal sets when the outflow valve

is less than 2.0 degrees open. This energizes K1 to
the closed position.

R649 energizes and R650 de-energizes. K1 de-

energizes to the open position when it gets an open
enable signal. When K1 de-energizes, a time delay in
R649 starts. After five minutes, R649 de-energizes.
The five-minute time delay lets the cabin pressure
become stable.
FUNCTIONAL DESCRIPTION - OEV

UNPRESSURIZED FLIGHT

For unpressurized flight, you open the C1445 circuit

breaker and R644 de-energizes. This changes the
valve actuator operation logic related to cargo
compartment fire alarms. If there is a forward cargo
compartment fire, R945 energizes. If R648 energizes,
power through R945 is stopped. The OEV actuator
remains is the NORMAL position. The equipment
cooling supply and exhaust systems continue to
operate.

If there is an aft cargo compartment fire, R946

energizes. If R648 energizes, power through R946 is
stopped. The OEV actuator remains is the NORMAL
position. The equipment cooling supply and exhaust
systems continue to operate.