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757_Air_Conditioning_and_Pressurization.docx

757_Air_Conditioning_and_Pressurization.docx - flow B-757...

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Unformatted text preview: flow B -757 332;; AND PRHLHEATIDH System Description Location of Air Conditioning Components Introduction There are a numborofmporlol'lts associated wifl'ltho airmflifioning system. This diagram ilhstratosfl'lo boafion offlio maju'oorrpononts ma 621W"! @ua AIR OOH DITIDHIHG.‘ 3-757 33:: All I} PRHLHEATID H Air Conditioning Components Packs P's-ck Tempe nturo lControl High Flow High Fio'rrlrrI Inhibit Aircraft a'r condition'ng is achieved bvttvc identical packs, a left anda right. Each is conti'oled lava F'ackGontIolSelector located on the overhead panel. "Mlen the Pack Control Selector is positioned to AUTO or STBY, the pad: valve is signaledtoopen. MEIIH EAIJ PANEL G21W1W The pack valve isa flow control valve that requires a'r pressure to open. Whencpen, time value l'rnits air flow tca schedule rate based uponthe aircraft’s altitude. Pack temperature control is automatic when AUTO is selected on the Pack Cm‘lIDi Selector. In STBY mode, N setsti'le packto produce a constant moderate temperature. Gsets the pack to fullcold operation. W sets the packto fuI vial-moperation. lIiiier'ta'n operat'ngconditions requ're tile pacifisito provide higher titan nonTala'rflotv tbradequate air unziiticning and pressurization. This isaccorrplished bva pack high a'rfimvsvstemThesvstemisautorraticandarmedfcrcperationataltimes.Thepack high flow system signalsthe pack valvets}to open to a secorlzl schedule to provide more a'rfimv: I forgroundoperationstvhenevertile AF‘Uorground source issupplv'ng airfora'r condition'ng {both parks increase} I ifone pack or recircukltion fan is imperative "Mlen a pack is operating in highfimv, ti'ledispklyed EF'Rforti'Ie associated engine is automatically reduced. "Mlen one eng'ne is imperative, high flow to the opposite pack is inhibited to prevent excessive bleed air flow from the operating engine. @ua MR OOH IITIDIIHG.‘ 3-757 :3: AND PRHLHEATIDH Air Conditioning Components [Continued] Recirculation FII'IB fiesperhir The purpose ofreoi'ouhmg cabin air leto ma'ntainfl'ledea'red level ofpaaamgeroabln venfihfiorl whie minin'l'z'ng fl'le Lleeofbleed air. The reo'roulatlon fans. are oorlt'olled by L and R RECIR FAN switches. looated on file overhead panel. HECIHC FAN L Fl CVE RH EAD PANEL mum The left fan draws air exhausted fromthe forward EJ'E racks-through fitereand retuma it tothe n'l'x manifold. The right fan draws exhauata'r from file aftoab'n and returns-it through filterato file mix man'rlbld. The exhaust air is nixed withoorldifioneda'rfrom ‘lZl'Ifl paolua and is distributed againto the oabln. Gaapera'riaoorlzl'rlioned airftxirflhrflualpaaamgeroomfort Gaapera'r iad'at'ibuted through overhead gasper air ducts-to ead'l paeaengeraewioe unitand is auaiable flrl'fllll'l'lfl ‘lZl'IBi'fl iea'rfbw for air oorlditlonirg. @ua AIR OOH DITIOHIHG.‘ B 757 Him-4 - Amman? All I} PRHLIHZATID H Air Conditioning Components [Continued] Trin Air Supplemental Heating The tr'rn a'rsystem suppiies bieeda'rto meetterrperature requirements This high temperature trim air isobta'ned downstream ofthe paoit valve. The TRIM AIR switd'l omt'oisfl'le flow oft-in a'rto the oorrparh'nent temperature ooniIoIers. This switch is Iooated on the overhead panei.. TRIM AIR m (121002115 The oompartn'renttemperature oontrois rnoduietestrim airto satisfyoompartrnent temperature requirements. SHOULDER and FOOT heaters switdlesare provided for each piiot. HEATERS SHOULDER I! %;:@J M: 5501-6531 C21D02|E TheSI-IOLILDER heaterswitdlturnsonaneieoh'io heaterthat adds heattooondih'oned a'l' flowing to the side w'ndow. Only low heat isavaihbiedurirq ground operation. The FOOT heaterswitoh turnsonaneieoh'io heater 'n filefioor. Bod-I high and iow heat isauaiabie dur'ngground and flight operations. ggm 3-757 31".: AND PRESBLIIEATIDN Air Conditioning System Operation In'h'uducfion Tile aircraft is chided 'nto H'Iree mpsrhnentsftxtempeletlle minimi: . ti'lfl fiyltdeok . ti'lfl firmrdone-thirdoffl'leoebin . fileefihuo-thirdsoffi'lecflnh Cmpfimrfl temperature irlzlimtus on ti'lfl oontml pmei cispiey ti'lfl ounent tempeleture in each oorr'pil't'nent DLIirlg mn'nele'roorlzlifimhg operefionsfile ConvetnentTerrperetlle Conimis eutcmeficdly regLiete ti'lfl temperature inthe fiveeoorrpa'tnents. Ife mdfumfion occurs, fileeutormfiotemperetureoonh'dsca'l be turned off. This liegem ihstretestempereture Mimi for file filree a'raefioorrpa'tmenm TEMPERATURE CONTROLLER FLTIJK FWD Iii-IF IFI'GIB WIUTEI _,AUTD \_ AUTG {KW (KW GK”)? onwcorrwcocr" LEI-'l' Him-n "H ma non Eamon-Ia “H RACK EDNDI'I'I'JNIHG CONDITIONING HACK COHEN-LEN PACK Mimi:- G": B 7 7 21 . 14.1.6 NR DDHDI'I'IDHIHGI' - 5 Decfl, m All I} PRHLHEATID H Air Conditioning System Operation [Continued] Air Conditioning Says-tun Diagrln Iii‘imn "II'II'I/l @ua MR OOH IITIOIIHG.‘ 3-757 :21: AND PRHLHEATIDH Air Conditioning System Operation [Continued] Source Recirc uhtion Automatic Control Condificrledairt'orfilecabincomesfromeifilerapre-mrldifionedgrourldsourceorfile ai'craft’sa'rcorlzlifionhgsystem. Airfrom file ground source entersfile air conditioning rrsnit'oldsarld is routedthrough tlle n'l'x manifold to file cab'n distrbution ducts. Theaircorldifion'ng system providesterrperature controlled air by processing bleed a'r from file engirlesorAF'U. This temperature controlled air is mixed with reo'rculated cabin a'r in file mix manifold for dist-button to file cab'n. lfgrourld conditioned air is be'ng used, but is rlot perforrrl'ng asdes'red, file packs-can be used wifil anofilera'rsource. When aground aircart is connected, file paclrs can usethisairt'ora'rcondifionhgcr heating. Note: lfagrourldaircart is used for packcperafion filere may be an odorthroughout tlle cabin. lfthe APLI isavaihble, disconnect file ground air [art and Llsethe AF'Uforbetterairquality. Conditioned a'r from file packs t’cws into a mnmon manifold where it mixes with a'r from two recircuhfion fans. The mixed a'r is filen ducted 'ntothe passenger cab'n. Conditioned air, from the left pack duct, upstream offile n'I'x manitbld, is supplied to file fight deck. Compartment Temperature Indicatorson file control panel dis-phyfile current temperature in each oorrpartment. During automaficoperafionthedesiredterrperatureforeadl compartment isseton its respective Compartment Temperature Control. Exist'ngterrperatures h each compartment and desin temperatures sat on Compartment Temperature Controlsare processed intlle Cab'n Terrpuerature Controller. The Cab'n Terrperature Controller signals file pack confiollerto produce corlditiorled a'r which safisfiesthe compartment requ'rirlg file ctr-priest air. lffile two remaining compartments require warmer a'rthan is being produced byfile packs, trim air isadded to 'no'easethe temperature cfthe air flowing 'nto file two rerrte'n 'ng oorrpartments. G.“ B 7 7 21.111111 AIR mumnmw - 5 Apr 1. 199? All Dr PRHLHIZATID H Equipment Cooling Intmdmtion There are two separate equ'ornent ooof'ng syste ms: I a forward I anaft The forward system ooois aurio nios equ 'ornent 'n 1118 fight deck and 1118 forward eieoh'ball'e Ieoh'mbs {EJ' E} oorrparh'nmf. The aft system ooois ‘H'Ifl equ'pment in file aft EJE ooITIparImerlt. There area nurrberofmpulentsassoo'atedw'rfllfile equhrnentuflingsystem. This d'agram ihstrates file Iooafion of the major oorrponents @ua AIR OOH EITIDIIHG.‘ 3-757 3221 AND PRHLHEATIDH Forward Equipment Cooling Introduction Smoke Ghmnol Airaxhausted from the passenger cabin is c'rculated through the forward EJ'E aqu'prrant racksandthefiightdecltauimbs bymaofttuosupplyfans. lIClIInaarlyraircraft ifthe onparat'ngfan fails, the alten1ata fan starts autorrab'caly. 0n htera'rcraft, ‘lZl'lfl alternate fan must be selected by daprassirq the EQUI F' ODDIJ MG switch. During normalflightfl'laaxhaustairisdrawnfrornfl'laEfE aquipmarltarnzlfl'lafiightdedt avionics and blown intothe air cu'lzlitioning rrl'x manifold by the left recirculation fan. Wifl'lacabh pressure differential lassfl'lanflfi F'Sl,the ouerboard exhaust valve opens and a portion offl'la exhaust a'r is discharged werboard. When the left recircublfionfan is imperative, the left pack goes to highflow, the overboard axhaustvahre isautorrab'taly opened so differential pressure can produce adequate airflow for aqu'prnent oool'ng. FLIfl-i'l' BECK IlS‘I'fillllENT EWIF GOGLII’IG D‘II'EFIBDIIIIID Ell-IMHT name When srnolta isdetected 'n tl'fl forward equipment oool'ng system, srnolce daararloe is automatic. “Gags...“ 3-757 3117?: AND: PRHLHEATIDH Aft Equipment Cooling Intmdmtiun msunasjmfisiaxhsustsdfmthHfip-sssargsrcsbh isbbwn fl'lrnughthssfi EI'E rsdc by one ufths two supplyfans Ifths musthgfan fails-.1119 altsmstafsn is suttmsficsl II; switched on. O1 Dfilsrs fl'ls supply fans ham been moved and must of 1118 BE equipment rap-Dsifimad to 1119 forward EI'E mmpsrh'nmt Airfrm fl'ls aft EJ'E aqu'prnsnt rack is ducted 'I1toths lavatcrflgsllsyvsntsystsm. The 1.lllilrl’c systemaxhsustfsnsdischsrgs fl'ls Exhaust 'I1 fl'la Vicinity uffl'la outflow vshurs. 511m date-dim is not providsdfu'fl'la sfi aqu'prnarlt Dining system. DU'I'FLO'III' QEW B-757 3341i: AHDPRHLHEATIDH Cargo Heat Introduction Cargumnparhnmthaathgismnplatahrautormfic Thamara nomnh'olsur 'nzlicatorsintha fiightdack. and] mparhnmt hasacargu Pmtfan: I filat c'l'culatascargn mparhmnt air to aqLIaJiza H13 mrrparh'nmttarrparatura I filat operatasdaparflhguncargu mrrparh‘nmt tm‘lparatura This diagram ibstratascargn mpartrnant hmfing. El F'Ufl'l'l'lullll El CAME! El munmuenrr El mum-1a Supplamanh] SJpphmntalhaafirlgnffinaficargnmnpamnm airisawtmplishad byznalactric Heating heater 'n 1119 duct dams-team Dffl'la fan. The fibrmrdcargn compartment does not raquiraa supplwnantal heater. Q‘s“ 3-757 3311': AND PRWLHEATIOH Air Conditioning System and Pressurizstian In'h'uclucfiun Thislisg'sm ihstrstssfilsdsch'oricsqup'nmtming mdths gslsyflsvvmt system. Itsisn shows psrthls'rmrfl'rfimhg system. G”: B 7 7 21.1111? AIR OOHDTIDIIHG.‘ - 5 Apr 1, 1m AND PRHLHEATIDH Location of Pressurizetion Components Intmdmtion Tile pressurization system oontrois cabin attitude by regulat'ng the discharge of oondih'oned airfrom the cabin. There are two separate rnodesofoperafim: I autorrafio I manual There are a number ofoomponents associated wifl'lthe pressurization system. These d'agrarrs iIustrate the location ofthe maju'oorrponents Oufllow Velv- The mfl’ow vahre is a dual-door type. Pressure Relief Positive and negative pressure miiefvaives are also prmrided to protest the aircraft Valves aga'nst axoessiue pressure diFFerentJ'ais I The positive pressure reiiefvahres Iin'l'tfl'le maximum differential pressure. I The negative pressure reiiafdoors prevent ambient pressurefromexoeedhg tab-in pressure. HTML ENE FURTH- ssm "“9 mm POSITIVE PRESSURE BEIJEF VALUES @ua B 7 7 21.11113 an BONDITIOHIHG.‘ - 5 Apr 1,199: A.“ D PRESENT“ H Pressurizatian System Operation Intmductiun This ilustrstas fl'ls cab'n slfituds mniml system. CABIN ALTITUDE l|.'3II'.'I'II'nITI:IOL SCHEHhTIO EIBDHEI'HIZALL‘I' GDRREG’TED ALnrunE AUTO ..— AIHI'GFIOUHD SIGNAL —- CABIN ALT. cAaIH ALT. CONTROLLER i— TI'IHUST LEVER PDSI'I'IDH —I- CONTROLLER 1 «It— CAE-Il PRESSURE —II- a. III A: ML IILITO Hl'l'l % i MD“ IILIOT MTG? —— mm . mm 02100353 @wa AIR OOH EITIDIIHGI 3-757 1:: AND PREfiSLflEATIDH Pressurizetion System Operation [Continued] llit-1min lprontlolllrs Automatic: lllodl Ilhnual lllodl Tale-off Inautorratic two identical but independent svatemsare providedforcab'n altitude control. One system isselected and the other isprepared to accept control. InAutc Mode each system uses a separate AC bus for power and a separate AC rrctor to conti'olthe outflow vatve. The manualconti'ol mode uses DC pcwllilrfromtheSTB‘rI DC busford'rect positioning cfthe outflow 1naive using aseparate DC motor. Automaticcab'n altitude control requi'esselectioncfAUTO 1 orAUTOE ontheGab'n Altitude Mode Selector. The auto cab'n attitude contrcler receives 'I1putsof cabin pressureI airrground logic, barometricalv corrected attitude, andthrust letter pcsition. The desired imit for rate cfcabin pressure change must be set on tile lIiiabin Altitude Auto Rate lI23crltrc| anda hnd'ng attitude must be entered using the Land'ng Altitude Selector. During automatic pressurizationthe cabin d'rnbsata rate proportional tothe aircraft rate cfcl'rnb. The cab'n descends at no more than time ratesetcnti'le Auto Rate control urlti the selected landing altitude cr BE F'Sl different'al pressure is reached. If BE F'Si is reached before the landing altitude, BE is held unti the cabin isat hnd'ng attitude. Theselected altitude auto rate, in sea level feet per m'I1ute, determ'nescab'n cl'rnb and descent rate lin'l'ts. An INDEX MARKon the control indicatesa setting fcrfiflfl FF'M cl'rnb and 300 FF'Mdescent I'rnit. These in'l'ts can be decreased or 'ncreased by rotat'ng ti'le selectortoward MIN or MAlI-‘L The Landing Altitude Selector controlsti'le numerical indication ofti'le Land'ng Attitude Indicator. Landing altitude setting from -1,DDIDfeetto14,IDDD feet mayr be rrade. Landing altitude inputs to tile cab'n attitude contrclers are used todetenTI'ne cab'n cruise attitude and to estabish the proper pressurization for landing. During auto operation, the cabin descendsto an altitude slightiv belowthe set landing attitude sothe cabin is pressurized EltDLBllilDWl'l. Inmanual rrcde,a|autorratic functionscftile cabin pressure control system are locked out. TheCab'n Altitude Manual Gcnti'olcperatesa DC motor tocpen and close the outflow vatve.Rtotathgti1e rranual control between lIiiilJl'iEcr DESCEND, signals ti'lecutflow valve to move toward closed orcpen. The Outflow Valve F'csition Indicator shows relative valve position and can be used to detern'l'ne movementdurirq rranual control. When the eng'nesare mnning and boti'l ti'lrctties are advanced,ti1ecab'l1 attitude descends slightiv below the takeoff airport elevation. [1qu time taliecff,ti1e cabin attitude is controled to achieve pressure transitionfrcm ground to flight. @ua AIR OOH DITIDHIHG.‘ B-757 flit: All I} PRHLHIZATID H Pressurization System Operation [Continued] AUTO 11A “To 2 13th Had- CHIise Hod- DI-sclnt Hod- Sys'tlln Self-Test AI._ITO 1 and AUTO? have inclependentoonti'ot pati'ls. Each usesa separate AC bus and motorforoutiicsv valve operation. Positioning tiIeCabinAItitLde Mode Setectorto AI._ITO 1 orAUTOE seIectsthe desired ccmtrolerfor pr'rnarv control ofti'le outflow valve. The system responctsto faihreofthe selected auto mode bvautomaticel‘;r switch'ngto tile altemate auto mode. Failure ofeiti'IerNJTO 1 orAUTOE resultsinan assoo'ated EIGAS status message lISABIM ALT AUTO 1 or lCABIN ALT AUTO 2. The pressure controller is progran'ITIed witi'l acebin attitude ‘sdledule‘ based on tile a'roraft flight altitude. For each a'roraft altitude there is a oon'esponding cab'n altitude. Therefore, dur'ng cI'rnb, cab'n altitude inoreasesat a rate proportional to ti'lea'roraft rate ofd'rnb unti tile rraximum mnTaIdifthrential pressure ofBfi PSI is readied at approxi'natetvflfiflflfl feet The cab'n then fiotlows a cl'rnb "schedule‘ based on the 315 PSI differential until reaching fi'ght altitude. The pressurization cruise mode is establisin whenthe aircraft attitude remains oonstantforone n'l'rlute. At that t'rne,ti1ecab'n attitude oontroleroorrparesthe selected and'ng attitude with tile "sc'heduled‘cabin altitude and selectsti'le higher of the two fortile ceb'n. Ifacl'rnb is required, the cabin cl'rnbs at halftile selected auto rate. Ifadesoent is requiredti'lecabhdesoendsatti'leauto rate settirgAfterti'Ie cmise mode isestabished the cruise attitude does not changeforairoraft variations Iesstian EDD feet Ifthe aircraft cl'rnbs more than EDS feet the cab'n altitude follows tile normal d'rnb schedule. "MIen ti'lea'rcraft desoends more titan 5013 feet {1,1300 feet fora'rcraft 5535 +1: h the cruise mode, tile cab'n entersa descent mode. lIIIab'n altitude beg'nsto descend ata rate no morethan the “outset on tile llilabin Altitlete Auto FtateControI to tile preselected landing altitude or a differential pressure ofBfi PSI, whichever is reached frst. Ifti'le preselected landing attitude is reaohedfirst, the cabin follows tile BE PSI differential descent "sohed ute‘ to tile preselected landing altitude. The cabin altitude is oontroled to approxirrateiv 100 feet below the selected landing altitudeso ti'lecab'n is pressurized for ancl'ng. Upon touchdown, the ocmtroler receives asignal to openthe outflow valve to depressurize tile aircraft ata oonti'oled rate for ground operation. The pressurization system autor11atical|voonductsa setfstest ofti'le alternate oonti'oler after each landing. flaw B -757 :2”: AND PRHLIIEATIOH Fressurizaticn Abncn‘nals AUTO IHOP Light lIunTi1aticn cffils AUTO IMOF'I light and 111s EOAS caution msssags CABIN AUTO INOF' indicatss bolt] AUTO 1 andAUTOEcabh ccnlmlsrsars impsrafius. Afaiurs cf bcthautc ccnimllsrscausssths cutFlcw 1«slurs tc frsszs in its lsstccntrcllsd pcsiticn. Thsvalvs rsn1ains in H'Iat pcsih'cn unti manual control issstabishsd. Ths AUTO INOF' light rsnTains iIunTinatsd tc hdicats systsm status. GABIH Acabinaltii'uds cf rncrs than 113.1300 fsstautcrraticaly: *LTWDE L's!“ - ilurninatssitIsOAEilN ALTITUDE lightcnfilscvsihsad pansl - iIurninatssfl'IsOAEilN ALTITUDE light adjscsnttcEIOfiE Wanting - displays ths EICAS warning mass-gs CABIN ALTITUDE - sounds In aural mming Ths ight and rnsssags stay displaysd until 111s cab'n alfituds dsscsnds bslcw 3,5DD fsst. lfitlscabinaitituds cin‘bs abmrs11,DDD fsst 111s cutflcw naivs BaMmaficalhrclussd byan ansrcid switch. Eicitlautcmafic and manual ccnlmls hairs ansrcid switchssfcr this pur'pcss.thncabinaitil'uds dsscsndsbswafiDDfsstfimansrcHsv-fitchsscpsn and 111s cutFlcw valvs manual and autcrrafic drcuitsars rsstcrsd. Nuts: On aicEIB'GE +, 111s ansrcid switch was dsacfivatsd i1 ths manual mods, sc fl'ls cutl’lcw valvswil nctautcrnaficaly clcss iffl'lscabinaih't'uds sxcussds 11,1300 fsst. This alcws 111s crsw full ccnt‘clcfths cutficw valvs i1 tl'lfl manual mcds. {arc 551316534 wil also bs mcdifisd to this configuration.) DscmassdAir Anydscrsass i1 111s cabi1 airinficw causssadsv'aficnfrcmths nDiTnal prsssurizaficn Inflow schsduls and rssults i1 cabi1 alfituds attsrrpfing to dint: highsr than pi'DgFflmEIZI. FBSIJliE-ll'ltl'lBOthfimfl valvs closing. lfitls Hairs dcss nct cpsiats auttmafically, manual control must bus Lissd tc clcss tl'ls uahrs. AND PREfiLflEATIDH @grmm B -757 if: Controls and Indicators Looatlon of Controls and Indloators In'h'o-ducfion Thoroa'oa mmborofmt’dsa'fl hlioatorsassooiatod wifl'lfl'loa'roorlzl'rfimhgarfl proosuimfim system. This dagmrn ihst'atosfl'lo Iooafionoffi'lo major oorrpononts. WW") mama . m. mi... 9:3...“ B-757 ii“: All Dr PRHLHIZATID H Air Conditioning - Compartment Temperature Control Panel Introduction This portion offlle overhead panel is Ltaed to omlml ‘H'Ifl fight deck and eab'n temperature. Irlzlieatoreare pmvidedto fl'le plot to deterrnhetemperature, and when file system isfaulted or hop. fa cums @Ha B 7 7 21 .2111!) AIR DOHDII'IDHIHG.‘ - 5 Apr 'IP 199? All I} PRESSLIHZATID H Pressurizatian - CABIN ALTITUDE CONTROL Panel Intmductiun The CAB! N ALTITUDE CONTRCL panel is located on H13 marl-lead planed. LDG ALT EDLIP COD-LING m FREE I": ' m ”fa-m .12! PH ...
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