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valve:
• Selection of the RAM AIR switch to RAM.
• Selection of the L PACK or R PACK switch to OFF.
• ACM compressor discharge temperature reaching 450° F (on
ground).
For aircraft 1000 through 1155 (excluding 1034) having ASC 135,
aircraft 1034, and aircraft 1156 and subsequent, the following
additional functions exist:
• Selection of the MASTER CRANK or MASTER START switch
closes the LEFT ECS PACK valve (on ground). The valve will
automatically reopen when the MASTER CRANK or
MASTER START switch is deselected.
• Selection of the L ENG START or R ENG START switch
closes the RIGHT ECS PACK valve (on ground). The valve
will automatically reopen when the start valve closes.
Exiting the air conditioning shutoff and flow regulating valve, air
flows through an ozone filter that reduces concentration to a
maximum of 0.1 part per million. The air is then delivered to the
temperature control system and split into two paths. One path is
OPERATING MANUAL
2A-21-00 PRODUCTION AIRCRAFT SYSTEMS
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May 30/02
Revision 7
routed to the primary heat exchangers (for primary cooling) and the
other path is routed to the cabin and cockpit temperature control
valves (bypass air).
B. Temperature Control System:
(See Figure 8.)
Air leaving the ozone filter is delivered to the temperature control system
and can take two paths: either through the refrigeration unit or through the
cabin and cockpit temperature control valves. The amount of air that can
pass through the temperature control valves is dependent upon valve
butterfly position. The remaining bleed air is delivered to the refrigeration
unit to be cooled. This now cold air then rejoins the hot bleed air from the
temperature control valves, thereby becoming temperature-controlled
(conditioned) air. The position of the temperature control valve determines
the compartment temperature by mixing the hot and cold air to maintain the
desired temperature. All temperature control devices in this system are
directed toward control of the appropriate temperature control valve.
(1) Cabin/Cockpit TEMP CONTROL Panel:
The Cabin/Cockpit TEMP CONTROL panel, located on the cockpit
overhead panel, is used to automatically or manually set a desired
cabin or cockpit temperature. Each portion of the panel (CABIN and
CKPT) is isolated and independent of the other.
The selector knob provides automatic and manual temperature
control selection based upon knob position. In the OFF position, no
signal is applied to the temperature control valve from either the
manual selector knob or the temperature controller. Clockwise
rotation of the knob from OFF places the system in the automatic
mode of operation (the normal mode of operation), with the
temperature controller providing electrical signals to the temperature
control valve. Range of the automatic mode of operation is COLD
(60° F) to HOT (80° F).
Counterclockwise rotation of the knob from OFF places the system
in the manual mode of operation, with the manual selector knob
providing electrical signals to the temperature control valve. Range
of the manual mode of operation is COLD (temperature control
valve fully closed) to HOT (temperature control valve fully open).
Returning the knob to OFF defaults the system to full cold operation.
NOTE:
Some aircraft are outfitted with additional manual
temperature controls located aft of the baggage
compartment door. These controls, however, are
pneumatic, not electric and are dependent upon a
minimum 3 psid cabin pressure to manipulate the
temperature control valves.
(2) Cabin/Cockpit Temperature Control Valves:
The cabin/cockpit temperature control valve is a pneumatic
modulating butterfly valve. Pneumatic pressure is required to open
the butterfly and the amount of opening is controlled by, and
proportional to, the amount of pneumatic pressure applied to an
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-21-00
Page 21
May 30/02
Revision 7
internal diaphragm chamber. With no pneumatic pressure applied to
the diaphragm chamber, an internal mechanism maintains the
butterfly in the closed position.
The pneumatic opening pressure, referred to as servo pressure,
originates from pressure ducted from upstream of the valve. The
ducted pressure is routed to a servo air pressure regulator and
torque motor.
(3) Servo Air Pressure Regulator and Torque Motors:
The servo air pressure regulator and torque motor controls the
pressure to the temperature control valve using an electrical signal
received from the cabin/cockpit temperature controller. The
　
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