Bombardier-Challenger_01-Air_Cond_and_Press
OPERATING MANUAL
PSP 601A-6
SECTION 2
AIR CQNPITIONING/PRESSURIZATION
TABLE OF CONTENTS
1. AIR CONDITIONING
Page
A. General 1
B. Bleed Air Control System 1
C. Air Conditioning Units (ACU) 1
D. Distribution Ducting 3
E. Temperature Control Systems 3
F. Footwarmer and Demister System (Aircraft 5001 to 5134) 4
G. Footwarmer and Demister System (Aircraft 5135 and subsequent) 4
H. Ram Air Ventilation System 5
PRESSURIZATION 5
A. General 5
B. Cabin Pressurization Controller 5
C. Outflow Valves 5
(1) Primary Outflow Valve 5
(2) Secondary Outflow Valve 5
(3) Positive Differential Pressure Control 6
(4) Negative Differential Pressure Control 6
(5) Cabin Altitude Limiter 6
D. Emergency Depressurization System 6
E. Emergency Pressurization System (Aircraft 5001 to 5134) 6
F. Cabin Pressurization Control Panel 6
(1) Automatic Mode 6
(2) Manual Mode 8
(3) Emergency Depressurization 8
(4) Emergency Pressurization (Aircraft 5001 to 5134) 8
LIST OF ILLUSTRATIONS
Figure Title Page
Number
1 Air Conditioning System - Schematic (2 Sheets) 9/10
2 Air Conditioning Unit (ACU) - Schematic 13/14
3 Air Conditioning and Footwarmer/Demister Controls (2 Sheets) 15
2 - CONTENTS
Page 1
Apr 10/95
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OPERATING MANUAL
PSP 601A-6
Figure Title
Number
4 Temperature Control Panel (2 Sheets)
5 Pressurization System - Schematic
6 Cabin Pressurization Control Panel (2 Sheets)
7 Cabin Altitude, Rate and Differential Pressure Indicator
8 Cockpit Heater
2 - CONTENTS
Page 2
Apr 10/95
Page
17
19
20
22
23
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OPERATING MANUAL
PSP 601A-6
SECTION 2
AIR CONDITIONING/PRESSURIZATION
1. AIR CONDITIONING (Figures 1 and 2)
A. General
The air conditioning/pressurization system uses conditioned air from two
identical air conditioning units (ACU) to provide complete environmental
control for the cabin and flight compartment. The system also provides air
for instrument cooling, windshield demister and flight compartment
footwarmers. Flight compartment exhaust air is routed to the underfloor
area for avionics cooling.
The ACUs are normally supplied by 10th stage bleed air from the engines,
but can also be supplied by bleed air from the auxiliary power unit (APU)
or from a high pressure ground air source (refer to Section 17),
The cabin and flight compartment temperatures are controlled either
automatically or manually and may be selected from 16 to 32°C (60 to 90°F).
A ram air ventilation system is also available should both ACUs fail.
B. Bleed Air Control System (Figures 1 and 2)
The 10th stage bleed air manifold supplies the ACUs via left and right
pressure regulating/shutoff valves. Each valve delivers bleed air to the
associated ACU at a regulated pressure of either 39.5 or 24.0 psi. The
higher pressure improves ACU cooling on the ground and ensures an adequate
air supply during single ACU operation. The lower pressure reduces bleed
air requirements and conserves fuel. The high or low pressure operation is
a function of the weight-on-wheels signal (WOW system) and of whether one
or two ACUs are being used. (For complete description of the bleed air
system, refer to Section 17.)
C. Air Conditioning Units (ACU) (Figures 2 and 3)
The left and right air conditioning units (ACU) are located in the rear
equipment bay. Each ACU includes a precooler, primary and secondary heat
exchangers, and a cold air unit. A ram air intake, located in the base of
the vertical stabilizer leading edge, directs ram air into each ACU heat
exchanger and precooler. The expended ram air is ducted overboard.
SECTION 2
Page 1
Apr 02/87
OPERATING MANUAL
PSP 601A-6
The following describes the left ACU only (right ACU identical):
10th stage bleed air is fed to the ACU and is passed through the
precooler. The precooled air is split into two paths. One path feeds a
temperature control valve which regulates the temperature of the cold air
to provide conditioned air. The other path is passed to the primary heat
exchanger for further cooling.
The cooled air from the primary heat exchanger is passed to the cold air
unit compressor to be compressed and heated. Compression heat is removed
by the secondary heat exchanger. The air is then passed to the cold air
unit turbine where it expands and cools as it drives the turbine. Before
entering the distribution ducting, the air is routed to a water separator
to remove condensation produced in the turbine. The removed condensation
is sprayed across the secondary heat exchanger to improve system cooling.
To prevent ice build-up in the water separator and to provide for maximum
system cooling, the temperature of the air discharged from the cold air
unit is maintained at 2*C {35*F) by a low-limit temperature control
system. The system allows bleed air from the ACU precooler to enter the
cold air unit turbine to maintain the cold air at the desired
temperature.
An ejector in the ram air duct induces a cooling air flow across the heat
exchangers. The ejector operates whenever the ACU is selected on and the
aircraft is on the ground or when an overheat anticipator switch, located
between the cold air unit and the secondary heat exchanger, senses a near
overheat condition, i.e., high transient temperatures associated with
single ACU operation at high engine power settings (high engine bleed
temperatures).
An overpressure switch and an overtemperature switch protect the ACU
against excessive pressure and temperature. Excessive pressure puts on
an ACU FAIL light and closes the ACU pressure regulating/shutoff valve,
the associated 10th stage bleed air shutoff valve and (if open) the 10th
stage bleed air isolator valve. The system must be electrically
de-energized before attempting to open the affected valves and reselect
the ACU on. Excessive temperature puts on the ACU FAIL light and closes
the ACU pressure regulating/shutoff valve. The 10th stage bleed air
shutoff valve and the 10th stage bleed air isolator valve are not
affected. Pressure is maintained in the 10th stage bleed air manifold
and the ACU can be reselected on after the ACU FAIL light goes out.
A thermal switch downstream of the cold air unit also puts on the ACU
FAIL light if bleed air continues to enter the ACU (ACU pressure
regulating/shutoff valve fails open) when the ACU is selected off.
Controls and indicators for the ACUs are located on the BLEED AIR control
panel.
On aircraft 5135 thru 5299 with Canadair Service Bulletin 601-0437, the
ACUs normally require AC power to operate, however if both IDGs have
failed, the left-hand ACU is operable through the 28VDC ESS BUS.
SECTION 2
Page 2
Apr 10/95
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OPERATING MANUAL
PSP 601A-6
D. Distribution Ducting (Figure 1)
The distribution ducting consists of two conditioned air ducts and two
cold air ducts. The conditioned air ducts supply the overall air
conditioning while the cold air ducts supply the individual eyeball-type
air vents (gaspers), both in the flight compartment and in the cabin.
The left conditioned and cold air ducts are supplied by the left ACU.
The right conditioned and cold air ducts are supplied by the right ACU.
During normal operation, approximately 60% of the left conditioned air
duct output is directed to the flight compartment while the remaining
output is directed to the cabin. All of the right conditioned air duct
output is directed to the cabin.
Crossover ducts between the left ducts and the right ducts cater to
possible asymmetric supplies, while balancing valves in the conditioned
air ducts ensure even distribution of conditioned air.
E. Temperature Control Systems (Figures 2 and 4)
The flight compartment and the cabin have identical but independently
operated temperature control systems. The flight compartment system
monitors and controls the left ACU, and the cabin system monitors and
controls the right ACU.
NOTE: The following describes the flight compartment (COCKPIT) system
only. The CABIN system is identical.
The temperature of the conditioned air is regulated by mixing the cold
and the warm air outputs of the ACU. This is accomplished by varying the
position of a temperature control valve to regulate the amount of the ACU
warm air output introduced into the ACU cold air output, before delivery
into the conditioned air supply duct.
The conditioned air supply duct is protected against excessive
temperatures by a temperature limiter. Should the duct temperature
exceed 88#C (190#F), the temperature limiter pneumatically signals the
temperature control valve to close. When the duct temperature drops
below 88*C (190#F), the system returns to normal operation.
Controls for the temperature systems are provided by the TEMPERATURE
CONTROL panel. Three modes of operation are available: NORMAL, STANDBY
and MAN (manual). Depending on the mode selected, the system responds to
all, some or none of the signals supplied by an electronic temperature
control unit, a supply duct temperature sensor and a fan sensor. (The
COCKPIT system fan sensor is located under the copilot's console. The
CABIN system fan sensor is located above the mid-cabin ceiling.)
The NORMAL mode provides a fine temperature control to within ±1.6"C
(±3T) of the desired temperature. The STANDBY mode, in addition to
being a backup mode to the NORMAL mode, provides a coarser and faster
temperature control than the NORMAL mode. The MAN (manual) mode provides
a direct and independent electrical control to the temperature control
valve (backup operation for electrically disabled NORMAL and STANDBY
modes).
SECTION 2
Page 3
Apr 10/95
cSSSKb«r
OPERATING MANUAL
PSP 601A-6
| F. Footwarmer and Demister System (Aircraft 5001 to 5134) (Figures 1 and 3)
The footwarmer and demister system is independent of the normal air
conditioning/pressurization system. It is used to supplement flight
compartment heating and to provide windshield demisting. This system
also provides emergency pressurization (refer to paragraph 2.E.).
The air supply for the foortwarmer and demister system is taken from the
10th stage bleed air manifold through one of the two pressure
regulating/shutoff valves (LH footwarmer/demister valve and RH
footwarmer/demister valve). During normal operation, bleed air is taken
from the RH footwarmer/demister valve. A similar supply is available
from the LH footwarmer/demister valve for standby/emergency use.
A footwarmer/demister heat exchanger cools the bleed air to a temperature
j of 66*C-77*C (150#F-170#F) using ram air as the cooling medium. When the
aircraft is on the ground (sensed by the WOW system), ram air cooling is
assisted by an electric fan which operates whenever the system is
operating.
An overtemperature switch located downstream of the heat exchanger
protects the system against excessive temperature by closing whichever
(RH or LH) footwarmer/demister valve is open. If excessive temperature
i s detected while emergency pressurization is in operation, this
automatic shutdown feature is overridden and the emergency pressurization
i s maintained.
Controls for the footwarmer and demister system are provided by the CKPT
HEAT switch on the BLEED AIR panel and by the FOOTWARMER and DEMIST pull
knobs on the copilot's facia panel.
J 6. Footwarmer and Demister System (Aircraft 5135 and subsequent)
I (Figures 1 and 3)
J The footwarmer and demist system is connected to the conditioned air
I system. The footwarmer and demist system supplements the flight
J compartment heating and provides demisting to the inside surface of the
j windshield. A diverter valve assembly in the flight compartment directs
J the flow of air to the footwarmer and/or the windshield demist outlets.
! The valve is controlled by a push-pull cable connected to selector
located on the co-pilot's fascia panel.
j On aircraft 5142, 5160 and subsequent and aircraft incorporating Canadair
Service Bulletin 601-0419 (Figures 4 and 8),
J air from the flight compartment flows through a fan and a heater to the
diverter valve. The system is operated by a COCKPIT HEAT switch on the
TEMPERATURE CONTROL panel. When the COCKPIT HEAT switch is set to ON
I position, both the fan and the heater come on.
I If an overtemperature condition occurs, the temperature switch, which is
j positioned immediately upstream of the diverter valve, removes power to
the heater. The fan keeps operating to remove the heat in the system .
J When the temperature reaches a safe level, the temperature switch will
I reset and power will be supplied to the heater again. If the fan
J operates below 60% of the correct operating speed, power to the heater
I and the fan will be removed and latched.
SECTION 2
Page 4
Apr 10/95
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OPERATING MANUAL
PSP 601A-6
| H. Ram Air Ventilation System (Figures 1 and 6)
The ram air ventilation system permits entry of ram air into the left
conditioned air duct by opening the normally closed ram air vent shutoff
valve. This system should only be used if both ACUs fail, to provide
ambient air to both the cabin and the flight compartment.
Control for this system is provided by the RAM AIR VENT switch/light on
the CABIN PRESSURIZATION control panel.
2. PRESSURIZATION (Figures 1, 5, 6 and 7)
A. General
The pressurized area of the aircraft extends from the pressure bulkhead
immediately forward of the windshield to the pressure bulkhead at the
rear of the cabin, and includes the underfloor area. The pressurized
area of the aircraft is automatically maintained to a maximum cabin
altitude of 8000 feet, and the cabin differential pressure is maintained
between +9.5 ±0.1 and -0.5 psi. A manual backup control is provided.
An emergency depressurization system provides a means of rapidly
| depressurizing the cabin. On aircraft 5001 to 5134, an emergency
pressurization system is also available should both air conditioning
units (ACU) fail.
B. Cabin Pressurization Controller
The cabin pressurization controller receives signals from the CABIN
PRESSURIZATION control panel, cabin and ambient pressure sensors and the
WOW system. The controller converts those signals into commands to open
or close the outflow valves in accordance with instructions in the memory
of the controller.
C. Outflow Valves
Two outflow valves, designated primary and secondary outflow valves, are
located in the rear pressure bulkhead. The valves are pneumatically
interconnected to operate together. Their purpose is to maintain the
cabin pressure by governing the rate of outflow of cabin air exhausted to
atmosphere.
(1) Primary Outflow Valve
This valve is an electro-pneumatic valve. It responds to electrical
signals from the cabin pressurization controller and pneumatically
modulates to increase or decrease cabin pressure. This valve can
also operate using only pneumatic inputs from the secondary outflow
valve.
(2) Secondary Outflow Valve
This valve is a pneumatic valve only. It operates in a similar
manner to the primary outflow valve except it uses pneumatic inputs
only, either from the primary outflow valve or the manual regulator
on the cabin pressurization control panel.
SECTION 2
Page 5
Apr 10/95
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OPERATING MANUAL
PSP 601A-6
(3) Positive Differential Pressure Control
A pneumatic circuit within each outflow valve opens the outflow valve
to vent excessive cabin pressure. The primary and secondary outflow
valves are preset to open at a differential pressure of 9.1 ±0.10 and
9.3 ±0.10 psi respectively.
(4) Negative Differential Pressure Control
A diaphragm assembly within each outflow valve opens the outflow
valve sufficiently to prevent negative differential pressure from
exceeding -0.5 psi.
(5) Cabin Altitude Limiter
A bellow-operated assembly within each outflow valve closes the
outflow valve to prevent the cabin altitude from being exceeded.
This limiter overrides any valve or controller selections or
malfunctions that could cause this cabin altitude limit to be
exceeded.
D. Emergency Depressurization System
The emergency depressurization system provides a separate circuit to open
both outflow valves while using the cabin altitude limiter to prevent the
cabin altitude from being exceeded.
E. Emergency Pressurization System (Aircraft 5001 to 5134)
The emergency pressurization system uses the footwarmer/demister ducting
as an alternate path for 10th stage bleed air to provide a pressure and
temperature regulated air supply for pressurization. When activated, the
emergency pressurization system ensures 10th stage bleed air is available
to the footwarmer/demister ducting and the conditioned air ducting by
opening the LH footwarmer/demister valve and the emergency pressurization
shutoff valve.
F. Cabin Pressurization Control Panel (Figure 6)
The CABIN PRESSURIZATION control panel has two modes of operation. It
also provides controls for emergency depressurization and on aircraft
5001 to 5134, emergency pressurization.
(1) Automatic Mode
In this mode, the cabin pressurization controller provides automatic
pressurization control as dictated by the phase of flight. An
example follows:
(a) Ground Sub-Mode
When electrical power is supplied to the system, the outflow
valves are commanded fully open to ensure minimum differential
pressure.
SECTION 2
Page 6
Jan 16/04
OPERATING MANUAL
PSP 601A-6
(b) Take-Off Sub-Mode
When the throttle levers are advanced, the outflow valves are
commanded closed until the cabin altitude is 200 feet below the
existing airport altitude. This provides sufficient cabin
pressure to eliminate pressure surges at lift off.
If take-off is aborted, as the throttle levers are pulled back,
the cabin is returned at a controlled rate to the ground sub-mode
of operation.
(c) Flight Sub-Mode
In flight, a fixed schedule of cabin altitude verses aircraft
altitude is used to automatically regulate cabin pressure and
maintain the appropriate cabin altitude. With the landing
altitude and the barometric pressure set by the cabin pressure
selector A and B knobs respectively, the set landing altitude and
the automatically scheduled cabin altitude are compared and the
higher of the two altitudes is used as a control altitude. If
the control altitude is higher than the take-off altitude, the
cabin altitude is increased until it equals the control
altitude. If the set landing field altitude and the control
altitude are both lower than the take-off altitude, the cabin
altitude is maintained at the take-off altitude for 60 seconds
after the aircraft has achieved level flight. Following this
delay, the cabin altitude is lowered to the control altitude.
The rate of change of cabin altitude is proportional to the
aircraft vertical speed up to the maximum rate set on the R knob
of the cabin pressure selector.
(d) Landing Sub-Mode
As the aircraft descends, the cabin altitude decreases
proportionately to the aircraft vertical speed (up to the maximum
rate set on the R knob of the cabin pressure selector) until the
cabin altitude equals the set landing altitude. After touch
down, any residual cabin pressure is released at the selected
rate for a maximum of 60 seconds or until the cabin becomes
unpressurized. At the end of the 60-second interval, the system
returns to the ground sub-mode.
SECTION 2
Page 7
Apr 02/87
OPERATING MANUAL
PSP 601A-6
(2) Manual Mode
Loss of electrical power automatically reverts the system to the
manual mode. The manual mode can also be selected with the MODE
switch.
Following an electrical power loss, or a manual mode selection, an
isobaric hold device maintains the existing cabin altitude. The
cabin altitude is thereafter controller manually by setting the
manual regulator UP/DN selector to the appropriate position and by
using the RATE knob (a needle valve type pneumatic control) to
regulate rate of change of cabin altitude.
(3) Emergency Depressurization
When activated, the cabin is depressurized until the maximum cabin
altitude is reached.
(4) Emergency Pressurization (Aircraft 5001 to 5134)
When activated (both ACUs not available), the cabin pressurization is
maintained by the footwarmer/demister system. The CABIN
PRESSURIZATION control panel continues to function in automatic (or
manual) mode. Emergency depressurization is still available.
Opening the footwarmer/demist diverter valve, via the FOOTWARMER and
DEMIST pull knobs, increases airflow and heating in the flight
compartment.
If an overheat condition occurs in the footwarmer/demister system
while emergency pressurization is in operation, the automatic
shutdown feature of the system is overridden and emergency
pressurization is maintained.
SECTION 2
Page 8
Jan 16/04
OPERATING MANUAL
PSP 601A-6
FLIGHT COMPARTMENT REAR
PRESSURE
BULKHEAD
WINDSHI&D
OEM1STSI
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- ^
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LEGEND
10TH STAGE BLEED AIR
WARM (PRECOOLED) AIR
COLD AIR
CONDITIONS* AIR
FOOTWARMBl/DEMISTER AIR
ELECTRICAL SIGNAL
CHECK VALVE
SHUTOFF VALVE
REGULATING/SHUTOFF VALVE
CONDITIONED AIR VBIT
COLD AIR VENT (GAS PER)
EFFECT!VTTY: A/C 5001 TO 5134
W
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Air Conditioning System - Schematic
Figure 1 (Sheet 1) SECTION 2
Page 9/10
Apr 10/95
OPBUT1NG MANUAL
PSP 601A-6
FLIGHT COMPARTMBtfT BULKHEAD CABIN REAR
PRESSURE
BULKHEAD
PRESSURES) | UNPRESSURIZHD
FROM
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OECTRICAL SIGNAL
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EFFECTIVITY: A/C 5135 AND SUBS
•W
Air Conditioning System - Schematic
Figure 1 (Sheet 2) SECTION 2
Page 11/12
Apr 10/95
OPB*ATiNG MANUAL
PSP 601A—6
NOTE
ON A/C 5135 TO 5299 POST SB601-0437
THE LEFT-HAND TEMPERATURE CONTROLLER
IS POWERED BY THE DC ECS BUS.
W
LEGEND
nam
1QTH STAGE BLEED AIR
WARM (PRECOOLED) AIR
COOL AIR
ZZZZZZZ COLD AIR
/ / / / / / CONOmONS>AIR
WATER DRAIN
* — aECTRICAL SIGNAL
RAM AIR
IN
TO COLD AIR
SUPPLY DUCT
TO CONDITIONED ,
AIR SUPPLY 4 / X / / |
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2*C (3S°F) LOW LIMIT
TEMPS*ATURE CONTROL
oo
PAN
SBISOR
OVERPRESS
CLOSE
10TH STAGE BIFEO AIR SHUTOFF
MANIFOLD AND
10TH STAGE BLEED AIR
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1
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SHUTOFF VALVE
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( L f fT ACU ILLUSTRATH))
A i r Conditioning Unit (ACU) - Schematic
Figure 2 SECTION 2
Page 13/14
Apr 10/95
OPERATING MANUAL
PSP 601A-6
FOOTWARMER AND DEMIST
PULL KNOBS
When putted, associated diverter
valvals) opente) to direct
footwarmer/demist air to tha
appropriate outtetb).
COPILOTS FACIA PANEL
BLEED AIR PRESSURE GAUGE
indicates bleed air pressure in left
and right sides of *Oth stage bleed
air manifold.
OCPT HEAT SWITCH
Three position switch controls supply of engine bleed
air to footwarmer/demist system.
NORM - RH footwarmer valve is open.
STBY - LH footwarmer valve is open.
OFF - Both the RH and the LH footwarmer valves are
SFFECTIVnY: Afc 5001 TO 5134 OVERHEAD PANEL
L AND R ACU SWITCH/LIGHTS
Control operation of the air conditioning units.
When pressed in, associated ACU pressure
regulating/shutoff verve opens and white OFF
light goes out.
When pressed out. associated ACU pressure
regulating/shutoff valve closes and OFF light
comes on.
Amber FAIL light comes on:
When overpressure occurs between
primary heat exchanger and compressor
section of cold air unit.
- When overtemperature occurs in air
supply from cold air unit.
- When switch/tight is pressed out (ACU
off) and ACU pressure regulating/shutoff
varve farts open.
Air Conditioning and
Footwarmer/Demister Controls
Figure 3 (Sheet 1)
SECTION 2
Page 15
Apr 10/95
OPERATING MANUAL
PSP 601A-6
FOOTWARMS* AND DEMIST PULL KNOB
vWtmn pUHQ, aSSUGBBSe Olmwi VWifl;
coon(s) to csreot
v eie apprapnasi WDII(I|.
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rvny out — vnnoKWM * IB onjy.
COPILOTS FACIA PANEL
BJLffD AIR PRESSURE GAUGE
|no*stss bleed air pressumm left
•no nght siaes of 10th stage bleed
* r manifold. ^^
OVERHEAD PANEL
B=FECTIVrrY:A/C 5136 AND SUBS
L AND R ACU SWTTCH/UGHTS
Control operation of the air condfuorung units.
When pnmrl in, sseodstedACU prseaure
rsgulsting/shiJtDff valve opens and white OFF
fight goes out.
When pressed out ssforiiterl ACU pressure
fsgulstsig/ihutoff verve doses and OFF light
comes on.
Amber FAIL fight comes on:
When overpressure <#***«•• M
pnmery heat exchanger and <
section of cold air unit.
When ovarternpOEBtiUw *~*
supply from cold air unit.
- When aefftth/aflht ia pressed put <ACU
off) and ACU pressure tsguaning/shutoff
valve fast open.
Air Conditioning and
Footwarmer/Demister Controls
Figure 3 (Sheet 2)
SECTION 2
Page 16
Apr 10/95
OPERATING MANUAL
PSP 601A-6
COCKPIT AND CABIN TEMPERATURE MODE SELECTOR SWITCHES
Three-position selector switches selects mode of operation of the
temperature control verves.
NORMAL - Temperature control valve is automatically controBed by
electronic temperature control unit with reference to fan sensor, duct
temperature sensor and temperature control switch.
STANDBY - Temperature control verve is automatically controlled by
electronic temperature control unit with reference to duct temperature
sensor and temperature control switch.
MAN * Temperature control valve is manually controlled by temperature
control switch. This mode requires periodic adjustments of TEMP control
switch to maintain desired temperature.
TEMPERATURE V/
COCKPIT
STANDBY
NORMAL - v l y MAN
COLD
CABIN TBAPEBATURE INDICATOR
Indicate* temperature sensed by
a bulb in the cabin.
COCKPIT AND CABIN TEMP CONTROL SWITCHES
Rotary switches used to select desired cabin or flight compartment
temperature.
COPILOTS CONSOLE
EFFECTTVTTY: A/C 5001 TO 5134 AND
A/C 5135 TO 5141,5143
TO 5159 WITHOUT SB 001-0419
Temperature Control Panel
Figure 4 (Sheet 1)
SECTION 2
Page 17
Apr 10/95
OPERATING MANUAL
PSP 601A-6
COCKPIT AND CABIN TEMPERATURE MODE SELECTOR SWITCHES
i modo of opofstxm of ths
NORMAL - Tacnpanuuni control VMVO • auiofnaticatty controiisd by
sJsctrorsc tarnpofstunt control unit with IBPMWIOO to ten sensor, duct
tarnpsratufs asnsor and tsropsratufs control switch.
STANDBY * Tacnpstatufs control WJIVS is autornaiicalry controflad by
sJsctronsc tampuislurs control unit with isfaraiiGa to duct axnparaturs
r snd tsmporatuni control switch.
MAN * Tarnpsratufs control vahw is rninustly controaad by tatnporsturs
control switch. This roods raquifBs psriodc adjsjstnamii of TEMP control
switch to msmtsm t
CABIN TSUPERATURE INDICATOR
by
a bulb in ths cabin.
COCKPIT AND CABIN TEMP CONTROL SWITCHES
Rotary switchss usad to aalact osairad csbm or Hight coropanrnsnt
COPILOTS CONSOLE
BFFECTIVnY: A/C 6142,6160 AND SUBS AND
A/C 8135 TO 5141, 514S TO 6159
WITH8B601-M19
Temperature Control Panel
Figure 4 (Sheet 2)
SECTION 2
Page 18
Apr 10/95
cacnhaadiiaeinr Qer
OPERATING MANUAL
PSP 601A-6
Pressurization System - Schematic
Figure 5
SECTION 2
Page 19
Apr 10/95
cacnhaadnaeinr qer
OPERATING MANUAL
PSP 601A-6
Cabin Pressurization Control Panel SECTION 2
Figure 6 (Sheet 1) Page 20
Jan 16/04
cacnhaadnaeinr qer
OPERATING MANUAL
PSP 601A-6
Cabin Pressurization Control Panel SECTION 2
Figure 6 (Sheet 2) Page 21
Jan 16/04
cacnhaadiiaeinr Qer
OPERATING MANUAL
PSP 601A-6
Cabin Altitude, Rate and
Differential Pressure Indicator
Figure 7
SECTION 2
Page 22
Apr 10/95
OPERATING MANUAL
PSP 601A-6
WINDSHIELD
VENT
4*
FOOTWARMER
TEMPERATURE S *
CONTROLr
SWITCH
>LI r—
• (g^WiB^BlBiaiMS
• *
i
• *
FAN SENSOR
I B I H I B I B i a i B I l if
f
l l f l l l
FAN
O
700W
W-FOOTWARUe*
OUT-WWD8H1ELDVBTT
UiBiaiB
INTAKE
HEATER
COCKPIT HEAT
ON
OFF
!!•!!
LEGEND
FOQTWARMER/DEM1STER AIR
ELECTRICAL SIGNAL
REGULAT1N6/SHUT0FF VALVE
EFFECTTVTTY: A/C 5142,51*0 AND SUBS AND
A/C 5135 TO 5141,5143 TO 5150
WITH SB 601-0419
Cockpit Heater
Figure 8 SECTION 2
Page 23
Apr 10/95
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