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• Position of the outflow valve
• Selection of either FLIGHT or LANDING pressurization schedules
• Selection of either AUTO or MANUAL mode of operation
• Selection of either ADC #1 or ADC #2 to supply static pressure
information to the pressurization transducer
The cabin pressure control panel operates on 28V DC from the Essential
DC bus and 115V AC, 400 Hz from the Essential AC bus.
D. Cabin Pressurization Selector Panel:
(See Figure 4.)
Automatic operation of the pressurization system requires crew inputs on
the cabin pressurization selector panel, located on the copilot’s flight panel.
It contains control knobs and indicator tapes for setting the following:
• FLIGHT: flight plan’s maximum aircraft altitude and corresponding
cabin altitude to be maintained
• BARO CORR: barometric pressure correction to local conditions
(28.00 to 31.00 inches of mercury)
• LDG: preprogrammed LFE (-1,000 to +15,000 feet)
• RATE: cabin altitude rate-of-change for climb and descent in FPM
(minimum UP: 50 FPM, minimum DOWN: 30 FPM, maximum UP:
2,000 FPM, maximum DOWN: 2,000 FPM)
Each control knob is connected to a variable resistor and gear train that
drives the indicator tape. Once programmed, the cabin pressurization
selector panel supplies driving signals to the pressurization transducer.
E. Cabin Pressure Safety Valve:
A pressurization safety valve, located below the radio rack, provides safety
pressure relief, vacuum relief and pressurization rate limiting. Because it
operates entirely on cabin and ambient pressure, it is independent of all
other components in the pressurization system and requires no external
power source.
Should the AUTO or MANUAL control mode of the pressurization system
malfunction and cabin pressure builds up to approximately 9.7 ±0.1 psid,
the safety valve will open. It then modulates to limit cabin pressure to the
safety relief pressure of 9.8 psid.
F. Cabin Rate Pressure Switch:
The cabin rate pressure switch functions strictly as a safety device by
sensing the rate at which the cabin altitude is increasing (losing pressure).
If a failure should occur that results in rapidly rising cabin altitude, the rate
switch inhibits automatic (AC) control of the outflow valve and shifts to
manual (DC) control. This would occur at loss rates of approximately 3,000
FPM.
OPERATING MANUAL
2A-21-00 PRODUCTION AIRCRAFT SYSTEMS
Page 4
May 30/02
Revision 7
G. Cabin Pressure Warning Switch:
The cabin pressure warning switch, located on the right side of the
entrance compartment, is an aneroid-operated switch that reacts to cabin
altitude. If cabin altitude exceeds 9,250 ±750 feet, the switch causes a red
CABIN PRESS LOW warning to be displayed on CAS and, if installed, on
the Standby Warning Lights Panel (SWLP).
H. Cabin Differential Pressure / Altimeter / Rate-of-Climb Indicator:
(See Figure 5.)
The cabin differential pressure / altimeter / rate-of-climb indicator is located
on the overhead panel above the CABIN PRESSURE CONTROL panel. It
provides the following indications:
(1) Cabin Differential Pressure: The cabin differential pressure indicator
(labeled DFRN PRESS) is driven by the cabin pressurization
transducer. The display indicates cabin differential pressure to the
nearest 1/100th psid on a four digit display.
If cabin differential pressure reaches 9.6 psid, an amber CABIN
DFRN-9.6 caution message is displayed on CAS and an amber light
above the indicator will illuminate. If differential pressure reaches 9.8
psid, a red CABIN DFRN-9.8 warning message is displayed on CAS
and a red light above the indicator will illuminate.
(2) Cabin Altimeter: The cabin altitude indicator (labeled CABIN ALT) is
located adjacent to the differential pressure indicator. It displays
cabin altitude in feet (FT) on a five digit display.
(3) Cabin Rate-of-Change Indicator: The cabin rate-of-change indicator
(labeled RC) is located beneath the cabin altimeter. It displays cabin
altitude rate-of-change in FPM on a four digit display. A plus or
minus sign precedes the digits to show cabin climb or descent.
3. Modes of Operation:
A. Automatic Operation Mode:
Automatic operation of the cabin pressurization system can best be
understood by using a typical flight scenario shown in Figure 2 as an
example. In this scenario, the crew begins their flight with a standard sea
level field pressure altitude and progresses through closing the doors,
engine start, taxi out, takeoff, climb to cruise, cruise, descent to approach
altitude, executing the approach, landing, engine shut down and opening
　
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