Bombardier CRJ 200-Environmental Control System PDF

Canadair Regional Jet 100/200 - Environmental Control System
1. INTRODUCTION
The environmental control system (ECS) provides temperature and pressure regulated air
for heating, ventilating and pressurizing the flight and passenger compartments. Exhaust
air, from the compartments, is used to ventilate the avionics and cargo compartments,
before being dumped overboard through two outflow valves.
For ground operations, pneumatic air to operate the ECS can be obtained from:
: A ground air supply cart connected to the aircraft
: The auxiliary power unit (APU)
: Either or both engines.
During flight, the engines normally supply bleed air for operating the air-conditioning,
pressurization, and avionics cooling systems.
ECS warnings and cautions are displayed on the engine indication and crew alerting system
(EICAS) primary page. ECS advisory and status messages are displayed on the EICAS
status page. Views of the aircraft ECS temperature, pressure, valve positions and system
status indications are displayed on the EICAS ECS synoptic page.
Page 1
AFT PRESSURE RAM AIR

FLIGHT PASSENGER CABIN BULKHEAD INLET
COMPARTMENT
GASPER
SYSTEM
OUTFLOW
VALVES (2)
DUAL
POSITION LEGEND
VALVE Pressurized and
conditioned by air
conditioning
system.
Pressurized by air
SOV DISTRIBUTION MANIFOLD exhausted from
RAM cockpit/cabin
AIR no temperature
LP GROUND control.
LEFT CONDITIONED RIGHT Heated by exhaust
PACK AIR PACK air from
CONNECTION electronics
chassis.
PACK
PRSOV’s Unpressurized
10 TH 10 TH
STAGE STAGE
L/H ISOL R/H
SOV SOV
AUXILIARY GROUND
POWER POWER
UNIT UNIT
(HIGH PRESSURE
PNEUMATIC SUPPLY)
6LPSOLILHG %ORFN 'LDJUDP

)LJXUH
Page 2
1. AIR--CONDITIONING SYSTEM
There are two air-conditioning systems, which can be operated separately or in parallel, to
supply conditioned air to the flight and passenger compartments. Each system consists of
an air-conditioning unit or package (PACK), a temperature controller and ducting. Ram air is
provided for pack cooling and ventilation. The temperature controllers also control the
engine 10th stage bleed air supply to the system (see Chapter 19).
Page 3
$LU &RQGLWLRQLQJ 6\VWHP

)LJXUH 6KHHW
Page 4
$LU &RQGLWLRQLQJ 6\VWHP

)LJXUH 6KHHW
Page 5
A. Packs
The packs are located in the aft equipment compartment. They provide cooling of the
engine or APU bleed air supplies for distribution to the flight and passenger
compartments. 10th stage bleed air to each pack is regulated to a constant 30 psi by
respective pressure regulator and shutoff valves (PRSOV). For single pack operation,
the PRSOV will regulate the pressure to 41 psi. Each pack consists of an air cycle
machine and heat exchanger which are used to decrease the temperature and water
content of the bleed air used in the conditioning process. Normally, the right pack
supplies the passenger compartment and the left pack supplies the flight compartment.
If a pack fails, the remaining pack can supply conditioned air to both compartments.
Page 6
$LU &RQGLWLRQLQJ 3DFN

)LJXUH
Page 7
Left and Right PACK RAM AIR Ventilation

Switch/Lights Switch/Light
Used to control operation of air conditioning (Guarded)
packs. Used when both packs fail. Provides ambient air to
When pressed in, associated pack left conditioned air (cockpit) supply duct.
pressure regulating/shut--off valve opens, When pressed in, ram air vent valve opens and
permitting airflow into pack. OFF (white) supplies air into cockpit supply duct. OPEN (white)
light goes out. light comes on. EICAS displays RAM AIR OPEN
When pressed out, associated pack status message and ECS page indicates valve
pressure regulating/shut--off valve closes, position.
shutting down airflow into pack. OFF (white) When pressed out, ram air valve closes and
light comes on and EICAS displays L/R OPEN light goes out. EICAS ECS page indicates
PACK OFF status message. valve at closed position.
Amber FAULT light comes on:
When overpressure occurs between
primary heat exchanger and compressor
section of pack.
<0013>
<0034>
<0074>
<0043>
<0053>
<0059> Manual Mode -- Temperature
Control Switch/Light
Used to select manual
mode temperature control.
When pressed in, selects
Air--Conditioning Panel manual control and light
Overhead Panel comes on green and
EICAS indicates CKPT/
CABIN TEMP MAN.
When pressed out, selects
automatic control and light
goes out.
$LU &RQGLWLRQLQJ 6\VWHP &RQWUROV <MST>

)LJXUH
Page 8
<0039>
PACK HI PRESS L/R

caution (amber)
Comes on when a high pressure
(51 psi) is sensed in respective
air conditioning pack’s outlet duct.
Corresponds to PACK L/R switch/lights
indicating FAULT (amber).
<0006>
Primary Page
PACK OFF L/R

status (white)
Comes on to indicate that respective <0039>
air conditioning pack has been shut
down. Corresponds to PACK L/R
switch/lights indicating OFF (white).
<0039>
RAM AIR OPEN
status (white)
Comes on to indicate that ram air
valve has been selected open.
Corresponds to RAM AIR switch/light
indicating OPEN (white).
Status Page
$LU &RQGLWLRQLQJ (,&$6 0HVVDJHV <MST>

)LJXUH
Page 9
MANUAL message
(white)
Comes on to indicate
that the respective
CKPT/CABIN MAN
switch/light is selected.
<0039>
Overtemperature
Caution message (amber)
Indicates high temperature
sensed in respective air
Overpressure conditioning pack’s outlet
Caution message (amber) corresponds to
Indicates high pressure PACK HI TEMP L, R caution
sensed in respective on primary page, and PACK
packs outlet, corresponds switch/light indicating FAULT.
to PACK HI PRESS L, R
caution on primary page
and PACK switch/light
indicating FAULT.
10th Stage Bleed
Pressure (white)
Environmental Control
System Page
$LU &RQGLWLRQLQJ 6\VWHP 6\QRSWLF 3DJH ,QGLFDWLRQV <MST>

)LJXUH
Page 10
B. Temperature Control
The flight compartment and the passenger compartments have identical but
independently-operated temperature control systems. Each controller subsystem is
dedicated to an air-conditioning pack. Temperature control, in automatic mode, is
provided by CKPT and CABIN selector knobs on the air conditioning panel. Control in
manual mode is provided by left and right pack MAN switchlights and HOT/COLD
switches on the same panel. The individual packs can be manually turned OFF by
selecting the respective L or R PACK switchlight on the air conditioning panel.
AUTOMATIC MODE -- Operating Range MANUAL MODE -- Operating Range
14.5EC to 28EC (58EF to 82EF) 1.7EC to 71EC (35EF to 160EF)
NOTE
Manual mode temperature below 3EC (37EF) may

result in icing of the pack water separator and
subsequent cycling of the pack output.
C. Ram Air Ventilation
The cooling air for the left and right heat exchangers is supplied from a ram air intake,
located on the upper aft fuselage. During normal operation, the ram air is exhausted
through an exhaust duct in the lower aft fuselage, after passing over the heat
exchangers. The ram air intake duct also provides cooling air to the hydraulic systems
heat exchanger to cool the hydraulic fluid. (Refer to Chapter 14).
Ram air ventilation is used only when the air conditioning packs fail (unpressurized).
Operating the (guarded) RAM AIR, switchlight on the air--conditioning panel, opens the
normally closed ram air valve. Ram air then enters the left (flight compartment) supply
system. Ram air also flows through the distribution manifold to the passenger
compartment.
D. Conditioned Air Distribution
Conditioned air, from the left and right air-conditioning packs, is routed through
separate ducting systems through a distribution manifold to the flight compartment and
the passenger compartments.
Conditioned air, to the passenger compartment, is distributed from ducts along each
side of the aircraft. Passenger compartment exhaust air is routed underfloor to the
outflow valves on the aft pressure bulkhead.
Conditioned air, to the flight compartment, is distributed to the side console panels,
gaspers and vents, and avionics units within the instrument panel. Dedicated fans and
ducts direct conditioned air over the flight compartment display units. Flight
compartment exhaust air is routed underfloor through the avionics compartment to the
outflow valve at the aft pressure bulkhead.
Page 11
E. Low Pressure Ground Air Connection <0007>
An external ground air connector, located on the right aft fuselage, is provided for
ground air-conditioning. Low pressure compressed air from a ground air conditioning
cart can be supplied directly into flight and passenger compartment distribution
systems.
F. System Circuit Breakers
SYSTEM SUB--SYSTEM CB NAME BUS BAR CB CB NOTES

PANEL LOCATION
L AIR COND
Left Pack J1
UNIT
CKPT
J2
Air TEMP/CONT DC BUS 1
C diti i
Conditioning Cockpit
C k it 1
CKPT
-- Flight Temperature TEMP/CONT J3
Compartment Control MAN
CKPT FAN AC BUS 1 C8
Ram Air RAM AIR SOV DC BAT P5
R AIR COND
Right Pack J1
UNIT
CABIN
J2
TEMP/CONT DC BUS 2
Air 2
Conditioning Cabin CABIN
-- Cabin Temperature TEMP/CONT J3
Control MAN
GALLEY FAN C5
AC BUS 2
CABIN FAN C8
Page 12
1. AVIONICS COOLING SYSTEM
The electronic flight instruments in the flight compartment instrument panel, control panels
and display units in the center pedestal, and electronic units in the left and right portions of
the underfloor avionics bay are cooled during on-ground and flight operations.
The cockpit displays are cooled with air from two display fans located under the flight
compartment floor. Fan control is provided by a DSPLY FAN selector knob on the avionics
cooling panel. Normally, only one fan operates at a time (controlled by WOW). In flight, only
fan 1 is powered and on the ground, only fan 2 is powered. When powered, the respective
fan draws in recirculated air from the flight compartment and mixes it with conditioned air
then supplies the air to the backs of each display. In the event of a fan failure, the alternate
fan can be powered by selecting the FLT ALTN or GND ALTN position. If both fans fail,
selecting STDBY permits conditioned air to ventilate the displays. A low flow sensor
monitors the air flow to ensure adequate cooling. Check valves prevent loss of cooling air or
reverse flow.
Two ARINC cooling fans are installed under the flight compartment floor. The fans are used
to provide recirculated cabin air to the left and right avionics equipment racks. Fan control is
provided by an ARINC FAN selector knob on the avionics cooling panel. In the NORM
position, only one fan operates at a time (controlled by WOW). In flight, only fan 1 is
powered and on the ground, only fan 2 is powered. In the event of a fan failure, the
alternate fan can be powered by selecting the FLT ALTN or GND ALTN position.
The avionics exhaust system consists of an exhaust fan, an inboard exhaust valve and an
outboard exhaust valve. The exhaust fan is installed in the avionics compartment and
operates whenever AC BUS 1 is powered. The fan is used to remove warm air from the
CRT displays, pedestal panels and the left and right avionics equipment racks, then direct it
to the exhaust valves. When either the passenger door or service door is open, the inboard
valve is closed and the outboard valve is open to exhaust the air to the wing root area.
When the passenger and service doors are closed, the outboard valve is closed and the
inboard valve is open to exhaust the air to the rear lower fuselage where it is dumped
overboard through the outflow valves.
Page 13
COCKPIT
GASPERS INLET FROM FLIGHT
COMPARTMENT
CRT FROM
DISPLAYS ACU
NO.1
6 WAY DUCT (REF)

EXHAUST
FROM CRT
TO AVIONICS
EXHAUST FAN
RECIRCULATED
AIR FROM FLIGHT
COMPARTMENT
COCKPIT DISPLAY COOLING
SHUT--OFF VALVE
CONDITIONED AIR
FROM ACU NO.1
CRT--DISPLAY
LOW--FLOW FAN 1
DETECTOR (UPPER)
STANDBY FAN
DISPLAY SUPPLY
FAN AND CHECK
CRT COOLING FAN 2 VALVE
SYSTEM (LOWER)
Avionics Cooling Fan Selector Panel

Center Pedestal
$YLRQLFV &RROLQJ &57 'LVSOD\ 6XSSO\
)LJXUH
Page 14
ARINC CHASSIS (RACK)
ARINC LOW RECIRCULATED

FLOW DETECTOR ARINC CABIN AIR
SUPPLY
FAN 2
(FLT ALTN)
ARINC
SUPPLY
AIR
FILTER
ARINC CHASSIS (RACK)
CHECK
VALVE
ARINC SUPPLY
FAN 1 (GND ALTN)
$YLRQLFV &RROLQJ $5,1& 6XSSO\

)LJXUH
Page 15
AVIONICS
COOLING AVIONICS
DISPLAY FAN 1 COOLING
AC ESS BUS ARINC FAN 1
AC ESS BUS
AVIONICS
COOLING
DISPLAY FAN 2 AVIONICS
AC BUS 1 COOLING
ARINC FAN 2
AVIONICS Avionics Cooling Fan AC BUS 2
COOLING Selector Panel
DISPLAY FAN Center Pedestal
STBY
AC ESS BUS
DISPLAY FAN SELECTOR ARINC FAN SELECTOR

NORM -- Fans in EFIS/EICAS display duct NORM -- Fans in ARINC chassis
operate in automatic mode providing airflow supply duct operate in automatic mode
through flight compartment displays: providing airflow through ARINC chassis:
Fan 1 during flight, and Fan 1 during flight,
Fan 2 during ground operations. Fan 2 during ground operations.
FLT ALTN -- Selects flight alternate (fan 2) as FLT ALTN -- Selects flight alternate (fan 2) as
the reversionary fan. the reversionary fan.
GND ALTN -- Selects ground alternate (fan 1) GND ALTN -- Selects ground alternate (fan 1)
as the reversionary fan. as the reversionary fan.
STBY -- Select standby fan as the Reversionary mode selected when ARINC
reversionary fan. COOL caution (amber) indicated on EICAS.
Reversionary mode selected when DISPLAY
COOL caution (amber) indicated on EICAS.
$YLRQLFV &RROLQJ &RQWUROV

)LJXUH
Page 16
AVIONIC AVIONICS OVERBOARD

EXHAUST EXHAUST EXHAUST
LOW--FLOW FAN VALVE
DETECTOR
ARINC TO WING
ROOT AREA
TO REAR
LOWER
INBOARD FUSELAGE
EXHAUST
VALVE
ARINC
CRT
DISPLAY AVIONICS
EXHAUST EQUIPMENT
RACKS
$YLRQLFV &RROLQJ ([KDXVW 6\VWHP

)LJXUH
Page 17
<0039> <0006>
OVBD COOL caution (amber)
Overboard avionics cooling SOV not closed with
the passenger door and service door closed
(10 secs. time delay).
NOTE
The avionics cooling overboard shut--off valve
(OVBD COOL SOV) is used during ground
operations to flush cool the avionics system and
dump hot air overboard. The valve is normally
open on the ground and closed during flight. The
airplane will not pressurize to normal levels if the
overboard cooling shut--off valve is failed open.
DISPLAY COOL caution (amber)

Low airflow is detected in cockpit display cooling
duct (due to duct disconnection, duct blockage)
or display fan 1 or 2, or standby fan has failed
(10 secs. time delay).
ARINC COOL caution (amber)
Low airflow is detected in ARINC unit cooling
duct (due to duct disconnection, duct blockage)
or avionics cooling fan 1 or 2 has failed (10 secs.
time delay).
Primary Page
OVBD COOL FAIL status (white)

Comes on during ground operations, if
the overboard avionics cooling SOV
has failed closed with passenger door
unlatched (10 secs. time delay).
INBD COOL FAIL status (white)
<0039>
Inboard avionics cooling SOV not open
with the passenger door closed (10 secs.
time delay).
NOTE
The inboard cooling shut--off valve (INBD <0039>
COOL SOV) is used during flight to flush
cool the avionics system equipment. The
valve is normally closed on the ground
and open during flight.
CKPT COOL FAIL status (white)

Avionics cooling SOV not in correct
position (closed on ground or open
during flight).
COOL EXHAUST FAIL status (white)
Exhaust fan failed or low flow from cooling
exhaust (10 secs. time delay). Status Page
$YLRQLFV &RROLQJ (,&$6 ,QGLFDWLRQV <MST>
)LJXUH
Page 18
Display Overtemperature
warning (red)
Indicates an approaching thermal
shutdown of PFD.
Sky and ground raster is
removed (to delay thermal
shutdown).
Primary Flight Display

Pilot’s and Copilot’s Instrument Panels
Display Overtemperature
warning (red)
Indicates an approaching thermal
shutdown of MFD.
Multifunction Display
Pilot’s and Copilot’s Instrument Panels
'LVSOD\ 2YHUWHPSHUDWXUH ,QGLFDWLRQV

)LJXUH
Page 19
A. System Circuit Breakers

PANEL LOCATION
DISPLAY
AC ESS 3 C9
FAN 1
DISPLAY
AC BUS 1 1 D2
FAN 2
Display Fans
DISPLAY
AC ESS 3 C6
FAN STBY
EXHAUST
AC BUS 1 1 C5
Avionics FAN
Cooling
g ARINC ARINC FAN 1 AC ESS 3 C12
S t
System Chassis Fans ARINC FAN 2 AC BUS 2 D2
CONT2 L2
2
CKPT SOV DC BUS 2 L3
Controller and I/B SOV L4
Sh ff Valves
Shutoff V l O/B SOV DC BUS 1 1 L4
AVIONICS
DC ESS 4 C4
CONT 1
Page 20
1. CARGO COMPARTMENT AIR SYSTEM
The cargo compartment air system allows the flight crew to control the ventilation air within
the cargo compartment. The system consists of a recirculation air shut--off valve,
recirculation fan and an exhaust air shut--off valve. <0043><0059>
The cargo compartment conditioned air system allows the flight crew to control the
ventilation air and temperature within the cargo compartment. The system consists of a
recirculation air shut--off valve, recirculation fan, heater and an exhaust air shut--off valve.
<0013><0034>
The system is controlled by a 2--position CARGO, OFF/FAN switch on the air-conditioning

panel. In the OFF position, both shut--off valves are closed and the system is disabled. In
the FAN position, both shut--off valves open and the fan is powered to blow recirculated
cabin air into the cargo compartment to maintain the compartment temperature above
freezing. <0043><0059>
The system is controlled by a CARGO, 3--position, OFF/FAN/AIR COND switch on the

air-conditioning panel. In the OFF position, both shut--off valves are closed and the system
is disabled. In the FAN position, both shut--off valves open and the recirculation fan is
powered to blow recirculated cabin air into the cargo compartment to maintain the
compartment temperature above freezing. In the COND AIR position, both shut--off valves
are open, the heater is enabled and the recirculation fan is powered to blow heated air into
the cargo compartment. The heater is controlled by a temperature control switch in the
exhaust duct which will cycle the heater ON and OFF as necessary to maintain the cargo
compartment temperature between 21EC and 27EC (70EF and 80EF). <0013><0034>
An overheat switch in the exhaust duct provides overtemperature protection by removing

power to the heater when the exhaust duct temperature exceeds 49EC (120EF). A signal is
also sent to the EICAS to display a CARGO OVHT caution message. The switch will reset
when the temperature decreases below 29EC (85EF). <0013><0034>
A duct overheat switch is installed in the heater outlet. If the heater discharge temperature
exceeds 49EC (120EF) power is removed from the heater. The switch will reset when the
temperature decreases below 38EC (104EF). <0013><0034>
The system interacts with the cargo bay smoke detectors and fire extinguishing system (See
Chapter 10, Fire Protection). When smoke is detected, the shut-off valves automatically
close to isolate the cargo compartment. <0043><0059>
The system interacts with the cargo bay smoke detectors and fire extinguishing system (See
Chapter 10, Fire Protection). When smoke is detected, the heater power is removed and the
shut-off valves automatically close to isolate the cargo compartment. <0013><0034>
NOTE
For ground operations with the cargo compartment

door open, the CARGO switch may be set to COND
AIR. For ambient temperatures above 30EC (86EF),
this may result in a cargo overheat caution message.
The cargo switch must be reset to the FAN position
after the cargo door has been closed. <0013><0034>
Page 21
TEMPERATURE
CONTROL
CARGO SWITCH
COMPARTMENT
OVERHEAT
EXHAUST
SWITCH
INTAKE
EXHAUST AIR
SHUT--OFF
VALVE
EXHAUST AIR
TO AFT ECS
COMPARTMENT
RECIRCULATED
CABIN AIR
RECIRCULATED--AIR
SHUT--OFF VALVE
RECIRCULATION FAN
HEATER
ASSEMBLY
CONDITIONED
AIR
DUCT CARGO
DISTRIBUTION CONDITIONED--AIR OVERHEAT COMPARTMENT
MANIFOLD SHUT--OFF VALVE SWITCH SUPPLY
&DUJR &RPSDUWPHQW $LU 6\VWHP ZLWK $LU &RQGLWLRQLQJ 6FKHPDWLF <0013><0034>
)LJXUH
Page 22
EXHAUST
INTAKE
EXHAUST AIR
SHUT--OFF
VALVE
EXHAUST AIR
TO AFT ECS
COMPARTMENT
RECIRCULATED
CABIN AIR
RECIRCULATED--AIR
SHUT--OFF VALVE
RECIRCULATION FAN
CARGO
COMPARTMENT
SUPPLY
&DUJR &RPSDUWPHQW 9HQWLODWLRQ6\VWHP 6FKHPDWLF <0043><0059>

)LJXUH
Page 23
BAGG Cargo Bay Air Conditioning

COMPT Switch <0013><0034><0074>
CONT Used to select to system mode.
DC BUS 1 COND AIR -- Temperature
controlled airflow provided
BAGG to cargo bay area.
COMPT FAN -- Recirculated cabin
FAN exhaust air provided to cargo
AC BUS 1 bay area.
BAGG OFF -- Shuts off airflow to the
COMPT cargo bay area.
SOV <0043>
DC ESS <0053>
Cargo Bay Mode Switch <0059>
Air--Conditioning Panel Used to select to system mode.
Overhead Panel FAN -- Recirculated cabin
<0013> <0043>
<0034> <0053>
exhaust air provided to cargo
<0074> <0059> bay area.
OFF -- Shuts off airflow to the
cargo bay area.
CARGO FAN FAIL status (white)
Comes on to indicate low air flow at cargo
bay recirculation fan.
CARGO SOV FAIL status (white)
Comes on to indicate that air supply shut--off
valve has failed (either open or closed).
<0039> <0006>
<0039>
<0039>
Status Page
<0013><0034><0074>
Primary Page
&DUJR &RPSDUWPHQW $LUYHQWLODWLRQ 6\VWHP <MST>
)LJXUH
Page 24

PANEL LOCATION
%$** &2037
&RQWUROOHU '& %86 /
&217
<0013>
&DUJR %D\ %$** &2037
+HDWHU $& %86 1 B8 <0034>
&RQGLWLRQHG +($7(5
<0074>
$LU 6\VWHP
%$** &2037
Fan AC BUS 1 D5
)$1
%$** &2037
Shutoff Valve DC ESS 4 A12
629
Page 25
Effectivity:
: Aircraft 7002, 7050 and subsequent.
: Aircraft 7003 to 7010, 7015,7016, 7019 to 7021, 7023 to 7025, 7032, 7033, 7036, 7039,
7040 incorporating SB 601R--25--012.
1. GALLEY HEATING SYSTEM
The galley is heated with two 500 watt heaters to provide supplementary heat to the galley and
service door area. One heater uses the air from the right exhaust riser duct and the second
heater warms conditioned air from the right gasper supply duct. The heaters are controlled by
switchlights on the Flight Attendants panel. There is no EICAS display for the galley heating
system.
Each heater incorporates an internal overtemperature switch that removes power to the heater
when the heater outlet temperature becomes excessive. The heater also incorporates an
internal, overheat protection switch which disables the heater when the internal temperature
exceeds a preset limit. Heater #1 has a fan which can be used in conjunction with or separate
from the heaters.
System test is accomplished using the SYSTEM 1 & 2 TEST switchlight on the Flight
Attendants panel as follows:
Latch the FAN and HTR 1 and 2 switchlights and check that:
: The FAN and HRT 1 and 2 lights illuminate green.
Press the TEST switchlight and hold; check that:
: The FAN FAIL and HTR 1 and 2 INOP lights illuminate (amber), and
: The FAN and HRT 1 and 2 green lights go out.
Release the TEST switchlight and check that:
: The HTR 2 INOP light goes out, and
: The FAN FAIL and HTR 1 INOP lights remain ON.
Unlatch the FAN and HTR 1 and 2 switchlights and check that:
: All galley heating panel lights are off.
Page 26
FLIGHT
COMPT
BULKHEAD
HEATER
GALLEY AIR No. 2 RIGHT GASPER
OUTLET
DUCT
RH
GALLEY RH FWD
CEILING GALLEY WINDSCREEN CABIN
GALLEY EXHAUST WARM EXHAUST
GASPER INLET DUCT
AIR OUTLET
SERVICE IN
DOOR SIDEWALL
Page 27
)LJXUH
FWD CABIN AIR
*DOOH\ +HDWLQJ 6\VWHP

OUTLET (AISLE) CABIN
FLOOR
LINE
GALLEY EXHAUST FAN
GALLEY GALLEY
HEATER HEATING
No. 1 FAN
HTR 2 (green)
HTR 1 (green) INOP (amber)
INOP (amber) Activates the bin
Activates the underfloor heater.
heater and fan. (RH PACK on)
Forward Attendant’s Panel

FAN (green) TEST
FAIL (amber) Tests HTR 1 and
Activates the fan only. HTR 2 systems.
*DOOH\ +HDWLQJ 6\VWHP &RQWURO 6ZLWFKHV

)LJXUH
Page 28

PANEL LOCATION
+HDWHU
*DOOH\
+HDWHU DQG *$//(< +756 $& %86 %
+HDWLQJ
)DQ
Page 29
1. PRESSURIZATION SYSTEM
The aircraft is pressurized by bleed air supplied by the air-conditioning system. Cabin
pressure is normally controlled by regulating cabin air overboard through two outflow valves
located on the rear pressure bulkhead. The outflow valves are automatically controlled by
either of two independent cabin pressure controllers. The pressurization is almost totally
automatic, the crew only has to set the landing field elevation, on the CABIN PRESS control
panel, to program the system for flight. If the normal automatic mode fails, the outflow
valves can be controlled manually by controls on the CABIN PRESS control panel. Both
valves also operate as safety valves to provide overpressure and negative pressure relief. If
cabin altitude exceeds 14,000 feet, a signal is sent to the passenger oxygen system to
deploy the oxygen masks. A cabin pressure acquisition module (CPAM) is used in the
system to supply signals to the EICAS.
Page 30
3UHVVXUL]DWLRQ &RQWURO 6\VWHP 6FKHPDWLF

)LJXUH
Page 31
Pressurization Control Switch/Light

Selects either manual or automatic control of pressurization system.
When pressed in, manual mode selected. Removes electrical supply
from both outflow valves, locks them in their existing position and
permits their manual (pneumatic) operation. MAN (white) light comes
on and EICAS displays pressurization system data on EICAS primary
display.
When pressed out, automatic mode is selected and MAN light goes
out. Automatic mode pressurization data is displayed on EICAS
secondary display.
When pressed twice, the redundant controller gains control.
FAULT (amber) light comes on when system detects failure of both
cabin pressure controllers. EICAS displays AUTO PRESS caution
message.
Manual Cabin
Altitude Regulators
Used to control
pressurization system
in manual (pneumatic)
mode.
MAN ALT selector is
used to change cabin
altitude manually:
Cabin Pressurization UP -- causes outflow
Selector Panel valves to open and
Overhead Panel increases cabin
altitude. When selected
cabin altitude is
RATE Control (Needle acquired, select
Valve) (Manual Mode) middle/centre position.
Pneumatically adjusts DOWN -- causes
outflow valve rate outflow valves to close
during manual mode. and decreases cabin
Ascent from 50 fpm altitude. When selected
cabin altitude is
Descent from 50 acquired, select
middle/centre position.
fpm. Middle/Centre
Ascent and descent position--Disables all
rates indicated on ECS previous manual
page of EICAS. selections.
3UHVVXUL]DWLRQ &RQWURO 3DQHO

)LJXUH
Page 32
CABIN ALT warning (red)

Comes on when cabin altitude CABIN
is greater than 10,000 feet. PRESSURE
Accompanied by aural warning:
DIFF PRESS warning (red)

Comes on when differential CABIN
pressure is greater than 8.6 psi. PRESSURE
Accompanied by aural warning:
NOTE
<0039> <0006> There may be an EICAS time
delay/ instrument lag between
the display of a red P readout
and a subsequent DIFF PRESS
warning message and CABIN
PRESSURE aural coming on.
AUTO PRESS caution (amber)

Comes on at a failure of both automatic pressurization
controllers.
CABIN ALT caution (amber)
Comes on when cabin altitude is greater than
8,500 feet but not greater than 10,000 feet.
EMER DEPRESS caution (amber)
C ALT RATE P
Comes on when EMER DEPR switch/light has been
500 500 4.0 selected on.
Pressurization Readouts (manual mode)
Comes on when PRESS CONTROL switch/light
operated to MAN:
C ALT -- Indicates current cabin altitude.
RATE -- Indicates rate of change in feet per minute
(increments of 100 fpm) and direction via arrow
symbol.
P -- Indicates cabin and cockpit to ambient
differential pressure.
Landing Elevation readout is not displayed.
NOTE
Primary Page Readouts removed from primary
page when automatic mode selected.
3UHVVXUL]DWLRQ (,&$6 0HVVDJHV <MST>

)LJXUH 6KHHW
Page 33
AUTO PRESS 1, 2 FAIL status (white)

Comes on to indicate failure of respective
automatic pressurization controller module.
<0039>
CABIN PRESS MAN status (white)
Comes on to indicate that PRESS CONTROL
switch/light is operated to MAN.
CPAM FAIL status (white)

Comes on to indicate failure of cabin pressure
acquisition module (CPAM).
-- Oxygen system will not auto--deploy at 14,000 feet.
-- Seatbelt / No smoking signs will not automatically
come on when cabin altitude exceeds 10,000 feet.
<0039>
Pressurization Readouts (automatic mode)

Comes on when pressurization system is operated
in automatic mode; PRESS CONTROL switch/light
pressed out.
C ALT -- Indicates current cabin altitude. Readout
will turn to amber, if cabin altitude is greater than
8,500 feet but less than 10,000 feet. Readout will
turn to red when cabin altitude is 10,000 feet or
above.
RATE -- Indicates rate of change in feet per minute
(increments of 100 fpm) and direction via arrow
symbol.
P -- Indicates cabin to ambient differential
pressure. Readout will turn red when Status Page
differential pressure exceeds 8.65 psid.
LANDING FIELD ELEVATION readout

Displays elevation (20 foot increments) as set at LDG
ELEV selector.
-- Amber dashes are displayed if input value is invalid or
greater than 14,000 ft or less than --1,000 ft.
-- Elevation readout not displayed on status page when
manual mode selected.
3UHVVXUL]DWLRQ (,&$6 0HVVDJHV <MST>

)LJXUH 6KHHW
Page 34
EMER DEPRESS Environmental Control System Page

caution (amber)
Comes on when EMER
DEPRESS switch/light operated. AUTO PRESS 1, 2
CPAM FAIL status FAIL status (white)
(white) Comes on to indicate
Comes on to indicate failure of respective
failure of cabin pressure controller.
acquisition module (CPAM). Corresponds to AUTO
Corresponds to CPAM FAIL PRESS 1, 2 message
message on status page. on status page.
Cabin/Cockpit
Altitude Readout SOURCE INDICATOR --
Displays current cabin/ ACTIVE CONTROLLER
cockpit altitude (in automatic Comes on (white) to
or manual mode). indicate pressurization
controller:
Cabin/Cockpit Rate of PRESS CONT 1, or
Change Readout PRESS CONT 2, or
Displays rate of change in PRESS MAN
feet per minute and direction
via arrow symbol.
Delta Pressure Readout
Displays cabin and cockpit to
ambient differential pressure. Active Controller’s Data
Excursions above 8.65 psi Displayed on ECS
SOURCE INDICATOR -- page only.
indicated on EICAS as DIFF Monitoring / Reference
PRESS warning and CABIN Comes on (white) to
PRESSURE warning is heard. indicate monitoring source: Monitored Data
CPAM, or Displayed on EICAS
Landing Field Elevation Readout PRESS CONT 1, or Primary page (MAN)
Displays elevation (in feet) as set PRESS CONT 2 Status page (AUTO)
at LDG ELEV selector. Scale set in If all sources failed, comes
20--foot increments. on as dashes (amber).
MONITORED DATA (LH) ACTIVE DATA (RH)
ITEM GREEN AMBER RED AMBER WHITE AMBER

(------) (------)
More than
Less than More than Invalid Data Increments
C ALT 8,500 but less Invalid Data
8,500 feet of 100 feet
than 10,000 feet 10,000 feet
Positive/ Positive/
RATE negative rates Invalid Data negative rates Invalid Data
at 100 fpm at 100 fpm
Less than More than Increments
P Invalid Data of 0.1 psi Invalid Data
8.65 psi 8.65 psi
Increments
LDG ELEV of 20 feet Invalid Data
(cyan)
Data measured by the monitoring source Data measured by the active
(CPAM, PRESS CONT 1, PRESS CONT 2) controller (PRESS CONT 1,
PRESS CONT 2)
3UHVVXUL]DWLRQ 6\QRSWLF 3DJH ,QGLFDWLRQV
)LJXUH
Page 35
2. 287)/2: 9$/9(6
The dual, redundant, electro--pneumatic outflow valves are installed on the rear pressure
bulkhead, below floor level, and are designated as the primary and secondary valves. Both
valves are slaved together through a pneumatic line and are electrically controlled. The
valves will respond to either electrical signals in automatic mode, or to pneumatic input
signals from the manual regulators on the CABIN PRESS control panel.
3. CABIN PRESSURE CONTROLLERS
The aircraft is equipped with dual, redundant pressure controllers, which operate only in
automatic mode. All controller outputs are sent to the outflow valves. While one controller is
in use, the other updates automatically. The active cabin pressure controller commands the
outflow valve to a nominal differential pressure of 8.33 psid. Inputs to the pressure
controllers are received from air data computer (ADC 1) normally. ADC 2 is the backup to
ADC 1. If a controller fails, the system will automatically switch over to the other controller.
If automatic switch--over fails, select the PRESS CONTROL switch twice. This will enable
the redundant controller. If both pressure controllers fail, both outflow valves will go to an
isobaric hold mode.When the airplane is on the ground for 3 minutes, automatic pressure
controller switch--over will occur.
The pressurization system automatically maintains cabin pressure through all phases of
flight. Typical values used in the cabin/flight altitude schedule during manual mode are as
follows:
CABIN PRESSURE ALTITUDE (feet) AC FLIGHT ALTITUDE

(feet)
DECENT CLIMB
--600 --600 0
--600 0 5,000
--350 575 10,000
740 1,240 15,000
1,260 1,630 17,500
1,770 2,020 20,000
4,270 4,330 30,000
5,990 5,990 35,000
6,880 6,880 37,500
7,990 7,990 41,000
A. Automatic Pressurization Modes
: Ground mode,
Both outflow valves are driven full open.
: Pre-Pressure mode,
When thrust levers are advanced to take-off, the cabin is pressurized to --150 feet at
approximately 300 ft/min.
Page 36
: Take-Off abort mode,

When the thrust levers are retarded to idle, the cabin ascends at approximately 500
ft/min for 20 seconds, then the outflow valves are driven full open.
: Climb mode,
Cabin climb is in accordance with a fixed schedule, cabin altitude vs aircraft altitude
at a rate of approximately 500 ft/min. The controller compares selected landing
elevation to the climb schedule, then selects the highest pressure schedule.
: Flight abort mode,

When the aircraft has maintained 6,000 feet altitude or lower altitude for 10 minutes,
and then has initiated a descent of 1,000 ft/min, the system will then assume the
elevation for the departing airport, regardless of the pre-selected landing elevation.
: The cabin descent schedule occurs when the aircraft altitude is maintained at
0200 feet for 10 minutes. The system pre--sets a decent rate of approximately
300 ft/min.
: The cabin full descent schedule occurs when the aircraft is in descent. Cabin
altitude decreases at approximately 300 ft/min, to either landing elevation, or
maximum differential, whichever is highest. When the landing elevation exceeds
8,000 feet, cabin altitude will be maintained at maximum differential, until the aircraft
descends, then the cabin altitude will rate up to the pre-selected landing elevation.
: Landing mode,
The cabin altitude is driven below field elevation or the aircraft is unpressurized.
When the cabin is below field elevation, then the cabin is rated up at approximately
500 ft/min for 60 seconds, then the outflow valve is driven full open.
: Touch and Go mode,

On aircraft touchdown, the system will assume landing mode; as the thrust levers
are advanced, the system will schedule pre-pressure mode.
B. Manual Pressurization Modes
: UP selection,
Cabin ascends at selected rate of 50 fpm to 3,000 1000 fpm. When the desired
cabin altitude is reached, select MAN ALT to mid position.
: DN selection,
Cabin descends at selected rate of 50 fpm to 3,000 1000 fpm. When the desired
cabin altitude is reached, select MAN ALT to mid position.
: Mid selection,
Disables all previous MAN ALT selections.
Automatic mode schedules the pressurization controllers to automatically regulate the

rate of change of cabin altitude:
: Ascent from 500 75 fpm.
Page 37
: Decent from 300 75 fpm.
Manual mode rate controls are provided to manually regulate the rate of change to
cabin altitude:
: Ascent from 150 150 fpm to 3,000 500 fpm and
: Decent from 100 100 fpm to 2,500 500 fpm..
C. Differential Pressure Control
Each outflow valve has positive and negative pressure relief. The pressure controllers
normally control the cabin--to--outside pressure to 8.33 psid. The valves are preset to
open at a maximum positive differential pressure of 8.6 0.1 psid and at a negative
differential pressure of 0.5 psid.
D. Cabin Altitude Limitation
Altitude limit controllers within each outflow valve, operate to prevent the cabin altitude
from increasing above 14,250 750 feet.
E. Emergency Depressurization
Electrical signals from the EMER DEPRESS switch commands both outflow valves to
open. If the aircraft is at a cruise altitude (above 15,000 feet), the altitude limiters
operate to prevent cabin altitude from exceeding 14,250 750 feet.
F. Cabin Pressure Monitoring
The system uses measurements from the two cabin pressure controllers and the cabin
pressure acquisition module (CPAM) to control and monitor the system. The CPAM
supplies signals to the EICAS to display the following information:
: Cabin altitude (z)
: Cabin altitude rate of change (dz/dt)
: Cabin to ambient differential pressure (delta P)
: CPAM failure -- If a CPAM fails, the redundant controller will assume the function of
the failed CPAM (indications only)
: If the PASS SIGNS switches are selected to AUTO, the CPAM will cause the NO
SMKG and SEAT BLTS signs to come on when the cabin altitude reaches 10,000
feet
: The CPAM will automatically trigger the passenger oxygen auto deploy system
when the cabin altitude reaches 14,000 feet.
Page 38
A “CABIN PRESSURE” voice alert is also provided during the following EICAS
warnings:
: DIFF PRESS warning message
: CABIN ALT warning message (cabin altitude above 10,000 feet).
G. System Circuit Breakers

PANEL LOCATION
)OLJKW
&RPSDUWPHQW &217 31/ $
&RQWURO 3DQHO '& (66
&217 A8
&DELQ &RQWUROOHU
3UHVVXUL]DWLRQ &217 A9
&RQWURO &DELQ
3UHVVXUH
&$%,1 35(66
$FTXLVLWLRQ '& %$7 3
02'
0RGXOH
&3$0
Page 39

Bombardier CRJ 200-Environmental Control System PDF

Uploaded by

Copyright:

Available Formats

Bombardier CRJ 200-Environmental Control System PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Bombardier CRJ 200-Environmental Control System PDF

Uploaded by

Copyright:

Available Formats

Canadair Regional Jet 100/200 - Environmental Control System

: A ground air supply cart connected to the aircraft

: The auxiliary power unit (APU)

: Either or both engines.

AFT PRESSURE RAM AIR

6LPSOLILHG %ORFN 'LDJUDP

$LU &RQGLWLRQLQJ 6\VWHP

$LU &RQGLWLRQLQJ 6\VWHP

$LU &RQGLWLRQLQJ 3DFN

Left and Right PACK RAM AIR Ventilation

$LU &RQGLWLRQLQJ 6\VWHP  &RQWUROV <MST>

PACK HI PRESS L/R

PACK OFF L/R

$LU &RQGLWLRQLQJ  (,&$6 0HVVDJHV <MST>

$LU &RQGLWLRQLQJ 6\VWHP  6\QRSWLF 3DJH ,QGLFDWLRQV <MST>

AUTOMATIC MODE -- Operating Range MANUAL MODE -- Operating Range

14.5EC to 28EC (58EF to 82EF) 1.7EC to 71EC (35EF to 160EF)

Manual mode temperature below 3EC (37EF) may

C. Ram Air Ventilation

D. Conditioned Air Distribution

E. Low Pressure Ground Air Connection <0007>

F. System Circuit Breakers

SYSTEM SUB--SYSTEM CB NAME BUS BAR CB CB NOTES

1. AVIONICS COOLING SYSTEM

6 WAY DUCT (REF)

Avionics Cooling Fan Selector Panel

ARINC CHASSIS (RACK)

ARINC LOW RECIRCULATED

$YLRQLFV &RROLQJ  $5,1& 6XSSO\

DISPLAY FAN SELECTOR ARINC FAN SELECTOR

$YLRQLFV &RROLQJ  &RQWUROV

AVIONIC AVIONICS OVERBOARD

$YLRQLFV &RROLQJ  ([KDXVW 6\VWHP

DISPLAY COOL caution (amber)

OVBD COOL FAIL status (white)

CKPT COOL FAIL status (white)

Primary Flight Display

'LVSOD\ 2YHUWHPSHUDWXUH ,QGLFDWLRQV

A. System Circuit Breakers

SYSTEM SUB--SYSTEM CB NAME BUS BAR CB CB NOTES

1. CARGO COMPARTMENT AIR SYSTEM

The system is controlled by a 2--position CARGO, OFF/FAN switch on the air-conditioning

The system is controlled by a CARGO, 3--position, OFF/FAN/AIR COND switch on the

An overheat switch in the exhaust duct provides overtemperature protection by removing

For ground operations with the cargo compartment

&DUJR &RPSDUWPHQW 9HQWLODWLRQ6\VWHP  6FKHPDWLF <0043><0059>

BAGG Cargo Bay Air Conditioning

A. System Circuit Breakers

SYSTEM SUB--SYSTEM CB NAME BUS BAR CB CB NOTES

: Aircraft 7002, 7050 and subsequent.

1. GALLEY HEATING SYSTEM

: The FAN and HRT 1 and 2 lights illuminate green.

Press the TEST switchlight and hold; check that:

: The FAN and HRT 1 and 2 green lights go out.

Release the TEST switchlight and check that:

: The HTR 2 INOP light goes out, and

: The FAN FAIL and HTR 1 INOP lights remain ON.

: All galley heating panel lights are off.

*DOOH\ +HDWLQJ 6\VWHP

$LU &RQGLWLRQLQJ 6\VWHP &RQWUROV <MST>

$LU &RQGLWLRQLQJ (,&$6 0HVVDJHV <MST>

$LU &RQGLWLRQLQJ 6\VWHP 6\QRSWLF 3DJH ,QGLFDWLRQV <MST>

$YLRQLFV &RROLQJ $5,1& 6XSSO\

$YLRQLFV &RROLQJ &RQWUROV

$YLRQLFV &RROLQJ ([KDXVW 6\VWHP

&DUJR &RPSDUWPHQW 9HQWLODWLRQ6\VWHP 6FKHPDWLF <0043><0059>

*DOOH\ +HDWLQJ 6\VWHP &RQWURO 6ZLWFKHV

3UHVVXUL]DWLRQ &RQWURO 6\VWHP 6FKHPDWLF

3UHVVXUL]DWLRQ (,&$6 0HVVDJHV <MST>

3UHVVXUL]DWLRQ (,&$6 0HVVDJHV <MST>