JEffiaea*¡ Senies rf OO

PILOTSTECHN¡CAL STUDY GUIDE Nor for Ft¡ght OGck

or ma¡nt!n!ñcr u3a.

CITAHTER, 3

ATR CO¡TDI TONTNG A}TD PRESSURIZATTON

PAGE
coMrE!¡lrs NT'UBER

GENERAL 3-2
AIR CONDTTIONING 3-2
jY
SYSTE}I DESCRIPTION 3-2
o
E
TEI'ÍPERATURE COMIROL 3-8
AUTOMATIC CONTROL 3-9
; MANUAL CONTROL 3-11
§ AIR DIS1EIBIITTON 3-11
c- FLIG}IT DECK 3-11
CABIN 3-11_
PRESSTTRIZATION 3-16
OBJECTI\TES 3-16
GENERAL 3-16
SYSTEI'I DESCRIPTION 3-18
INDICATIONS 3-23
CABTN E)(CESS ALTITUDE 3-23
CABIN EX(CESS DTFFERENTIAL PRESST'RE 3-23
EXAI'IPLE OF CABIN PRESSIIRE I¡IDICATIONS 3-2s
FLIGHT MANUAI. E]CTRACTS 3-28

PTSG 1 3-L
JA¡¡ 92
Not lor Flight Deck
JeÉfaeam Senies rlOO
or m!intlnancc u¡c. PILOTS TECHNICAL STUDY GUIDE

CHAETTER 3

ArR colrplTrotrlNc AND PRE§SITRIZATION ATA 21

GENERAL

Air supplied from the engine compressors (p3) is used

to
supply 2 independent air condid;;ñ;-svstems and. pressurize
the cabin. T!. systems are separateiy óontrorred, to meet
flisht deck (from-Ieft enginái-;á-;;¿"!rrg",
right engine) requiremerriá. rn the-event of cabin
a
(from
single
failure, aircrafi to c/N 719 travá--i ónólsrgED valve which
system 3

be selected by the pirot t.o distiiu"i"-it" air, from the can

remaini-ns svsrem, bérwee" a

!!. fii;ñr-á".i ""á-ó"=="rg.,

cabin. From c/N 7zo rhe cnossreEó
automatically.
".i"á is d.eleted ánd the
ducting énsures an even distribution-irám a singre syste*
ATR CO¡TDITIODTTNG

2. 1 Svstem .Descriptiou
P3 air at higrh pressure.and temperature (120 psi
150 psi and up Lo 35oocl pasiás-tilJ"gh to
a precooler in
the ensrine bav to reducá th;-a;ri.iIt"r-e by approximarely
100"c- rtre piecooled air páss;=-ü;""gh a 2 position,
lSTi::I.i::tí ,i;::ii.^fir"á,ou
air is taken
Bleed
sent to a corunon Hpfrom.l lqpping crose to the ES.V an.
manifora'iióñ urt.r., after pressure
reducrio" !? 18 psi, it i=-"";¡-;-proria" .r-.ii-supply
for hvdraulic taáx iressurir"iioñ-"ñá
From the ESov the breed air passes through
"irir.r"-á!_icins.
valve and a flow a flow control
valve reduces. thelimiting venturi. The flow
qir pressure control_
to 53 psi (up to C/N 695)
or 90 psi (after c/N 6-95). -Á-tfá"-Ie1ector
on the pil0ts l0wer centre p"rár,'"igrr.r" valve locared
the f10w
control valve to provide an-airiíorl="" required,
zero to the maxi¡uum a110wed uv ité"ito* from
limiting venturi.
The purpose of the flow limiting venturi
amount of air taken from tt¡e enóine'-ina is to liJnit the
maxi-mum breed air f low to the control the
-é"rraitioning
The flow contror valve controls
heat exchanger and temperature "íithe ilow of hotsystem.
air to a
contró:. valve and operates
i'n conjunction with iü'associat"a-iro*
The flow serector va:_vá ureeás-cáitiárr"d selector varve.
flow control varve uy -ontrot of itre-varveair from rhe
position.
3-2
PTSG 1
JA¡I 92
 aTU.a.oÁ7r-rrEE

-i.f . ¿ JET-qTñIEAT}/
Senies rlOO
PILOTSTECHN¡CAL STUDY GUIDE Not tor Ftight DJ
ol ñ!inttnrnce ura-

l 20- 160 Psl ENGINE COMPRESSOB

2scP - 3s€Pc T fP3) AIR
Lt fT HAlro sYsIEu sHorvil
?RECOOT€e nrGHf HAr{o sYtf cr¡ o"Posrft
-rodc €xcEPr HP raxrfolo rs
ooMMofl ro loTH sYsrEr.s

TO F Lolr
S€LECIOR

lo ?nc§g¡¡¿¡¡¡9¡,¡
tí sYsl€r¡ JEI ?ur¡?
j
E
!

o
lu l-t'^"¿
c
r-
¡-ro4*o ) vC
OTEC( VALVE
I
so Y, fRol. iH EXolNc

t- AUTOilATIC TEMP COflT¡OL

OIJCTTE¡I'€ RATUñE Sf }ISOñ
I
ovtñllEAI
TEUPEBAIURE SWITC}I
I
FLOw OOr{TiOt
¡fc
I VALVf loñffiI
LIMTTS TO
s: rsr¡7ot ?5t WATEA OñAIil
I

I
TEXP PROIES f]I
I

I
tr lEdil rr"c
WAIE¡
SE?AEA¡Oñ

?R€SS STYIÍCH LANOIÑG

CLOSES GñEAfE8 G€Ai
Tx N 72 P.St. l^Y

tr
Ir¡fA(c oucT
REFNIGERAT]OII HEAÍ EXCXA¡GEB
UNIT @LO AIR UlllT
EXHATJST Ot Cf

OOLO AIR UrlIT TURIIÑÉ

AIR SUPPLY SYSIEI,Í

A/C C/N rrP To 695
(A/C RETROFITTED WITI¡ MOD 7454
C/N's 620, 622, G29, 665, 697 to Iru r
PTSG 1
JAN 92 3-3
 Not for'Flight DGck
JE7§7ñ?EAIW
Senies r¡OO
or m¡intcn¡ncc u¡e. PILOTS TECHNICAL STUDY GUIDE

r20 - 180 PSt ENGINE COMPBESSOR

2se - 3sdc OUTLET (P3} AIR

P8 E COOL€ 8
-lodc
LEFT HAND SYSTEM SHO$/N
RIGHT HAND SYSTEM OPPOSITE
EXCETT HP UANIFOLO rS
@MMON TO BOTH SYSTEMS
TO HYOBAULIC TANK PRESSURE TO FLOW
ANO AIRFRAME DE ICII{G SE LECTOR
I8 PSI ñEGULATOR

TO PRESSURIZÁTIOfl
SYSTEM JET PUMP 10 1

o[L E

It)-'!**\9
xnv
-/ 3

CHECK VALVE 3
fA'¡_iEil :- FROU RH CNGTNE ¡
AUTOMATIC TEIIP CO¡ITROL
r -',1- DUCT TEMPERATURE SENSOñ

sHur OFF 4d1."/P0 ¿ .<c€-0{ OVCBHEAT

v^LvE (Esovl TEMPERATURE STYITCX
/r P¡Xt{r! e@c
ffoñEx;-l
r tow .,.\-
co¡¡Tnol
vALvE .lño" '--w WATEB ORAIH
LtMtTSTo . .\ ,
eoP.sr. Q?ilv
\\ WATER PIPE-

TEMP PROBES (3}

VENfURI TUEE
tr @l rrsoc WATER
SEPARATOR

L
rr{JEcToñ
PRESS SWITCH
CLOSES GREATER IINDING
THAN 1G P.S.I. GEAR
BAY

TEUPERATURE
CONTROL
VALVE
INTAKE DUCT E-:.-=-x
E:.-----,
REFRIGERATION HEAT EXCHANGER
c:: _----r_a
UNIT COLD AIR UNIT s__--_J

EXHAI.'ST DUCT

COLO AIR UNIT TUREIN€

AIR SUPPT,Y SYSrH{ - POST MOD 7454

3-4
(RErRoFrrrED o,o Artl32§/lr3:'riyBll-.rr, 6E7 ro 6es )
PTSG ].
JAN 92
 Gffia
PrLorsrEcHNrcAL F#ffir, 61 Nor for Ftighr Oocf-
á;¡ ENGINE COMPRESSOR
or m!intanlncr utc
í. ¡sdc ,, OUTLET (P3I AIR W
1
PRECOOLER

S¡¿r¿A (
sput ofF -todc

CuA¡rpo &OS(*Afioa LEFT HANO SYSÍEM SHOWN

RIGHT HAND SYSTEM OPPQ5¡¡E
A(t¡./o L l I
TO HYORAULTC TANK PRESSURE
EXCEPT HP UANIFOLD IS
COMMOT¡ TO EOTH SYSTEMS
I TO FLOW
ANO ATRFRAME oE tCtNG
I¡ SELECTOR
tSpSt REGULATOR

i\ HPI TO PRESSURIZATION t,'$

r\+
ol uar'rrrolo I
SYSTEM JET PUMP

i.: *ruer, {
ARM \
3l
cl
it CHECK VALVE

L . FROM RH ENGINE

r--- AUTOMATIC TEMP CONTROL

OUCT TEMPERATURE SENSOR

SHUT OFF OVE R HEAT

VALVE (ESOV' TEMPERATUR€ SWITCH
e@c

FLOW CONTROL
VALVE
r.bii
WATER ORAIN
PRESS. SWITCH
CLOSES LESS
'Hilil"/oa ?s r IVATER PIPE
THAN P.s.t. tf^r.far\r >r
'
VENTURI TUBE
fTenl. TEMP PROEES (3I

louc¡f ^
(Aoc;-, WATER
SEPARATOR
itfun'r
INJECTOR

PRtss.sw.
LANOING
cLOSES
GEAR
BAY
cnelre¡ rxet'
a P.§t.
lArR @I{TAMI
,F WHETH
S€LECTEO TEMP€RATURE
.ARM" CONTROL
li:-is ct'¡'XÜQr INTAKE DUCT
É-----=j
VALVE

IGERATION
: /t¿r'rü AE F R
UNIT
H€AT E
COLD AIR
EXHAUST
,\rOT rce
REEN'
f¡¿f ¡?c
A'¡¡ c"¡¡¡tqA

(5h {p7l2a¡ Do
4r)a 5..r [o, ,., Lr r¿ brit Cso"o.) ArB uNrr ruRBrNE
< xJ t á'-'.1tntfs.c L .

ATRcRAFT wrrH,giih'üil1ír3I'3"Tr* + ¡¿v

(c/N 6eB ro 818 taz-Ájlil MoD 7 454
PTSG 1
JAI.I 92 3-5
 JETSTÁ?EAIW
Nor lor Fl¡ghl Deck Senies rlOO
or mr¡ ñtcnlncc uta. PILOTS TECHNICAL STUOY GUIDE

Downs:ream of the venturi, a pressure switch senses

excessive pressure build up and limits the maximum
pressure to 72 psi (up to C/N 695) or 108 psi (post C/N
596). If the maximum permissible pressure is exceeded, a
pressure switch closes the ESOV and illuminates an amber
cAP I^* *".| caption. The ESov can be re-opened by
rotating the flow selector to OFF and tripping and
resetting the relevant circuit breaker, for the driIl see
paragraph 5.5. ( ñ.%"-;*/ /dú,il_
)
On aircraft fitted with a vrater methanol power reserve
system, the ESOV is closed when the water meth arming
swj-tch is selected to ARM. A pressure switch, between
the venturi and the heat exchanger, will illuminate an
amber CAP AIR ColtltAt't caption if there is air flow
in the pipe, greater than 4 psi, vrith the water meth
switch set to ARM. Ehis indicates the possibi-lity of
water meth contamination in the air conditioning system.
The air supply, from the venturi, is fed to a junction in
the ducting. One branch sends hot air to a refrigeration
unit comprising an air to air heat exchanger and á cold
aj-r unit (cAU). This air supply is then expanded across
the CAU turbine to further reduce the air temperature.
Air fed into the other branch blpasses the heat exchanger
and joins the CAU turbine outlet via a temperature
control valve (TgV).
The cooled air from the heat exchanger/cAU is temperature
controlled, by the TCV, in response to automatic or
manual selections f rom the TEIIIPERATT RE switches on the
lower centre paneI, before leaving the CAU turbine
outlet.
The power output of the CAU turbine is absorbed by a fan
which draws cooling air, via a ram air intake, through
the heat exchanger and discharges it to atmosphere via an
exhaust duct. A suck-in door in the ram air intake
ensures that airflow through the heat exchanger eontinues
if the i.ntake is blocked.
Conditioned air, from the CAU turbine outlet, passes
through an ice screen into a water separator. The ice
screen serves as an ice detector. Any water which
freezes on the screen creates back pressure at the cAU
turbine outlet, which reduces the efficiency of the

3-5 PTSG 1
JAN 92
 ñ7aaW-
JETSTñ?EAIW
Senies rlOO
PILOTSTECHNICAL STUDY GUIDE Nor lor Ft¡ght D.c-f
or m!¡ntrn!ño? utt.
ESSENTIAL SUSBM

EGC BCY
ati of a
cor¡ t i oL

ttrvO All lOt:.

cA¡r,l tifst rt co.tTioL
xYorauLtc f A¡( ?icssrr¡e
r.¡fi-lctra6'
^riatar€
tálrt
tio.r

v
j
o
AIT
§v'Pr
E'?LY

t¡ticclatlrüt.{rt
))
VT,fTUiT Tu'C LIIÍT¡
E vatvt aryxrff €rf ali ta(an
Ficf ti6lie
[email protected]!YALVI
atlo Lrrrts o¡JtLft
E 2i€ss¡rta - cft ,{ofr, ovEi ¡iEssrria
c }.ORUAL OPERATION \ frtCff
c-
tr--l

¡O?f;-
-ttt§r¡Ga
taoa{f - tIñ @afttol vaLvt Urtts at § ?¡r.
ttt S
¡atol¡ v^lvt -Ovti ?it§{rtt Etrci tfr tO ,t t¡t.
lJu.ra^o c:o
ct ttot -xlrr{ro r.3.

*..-.-w -tld coafaoL YAtYt

-ov:i ¡ictslJit H?C¡r
¡!:tEra Dt^ri Fot
lnltt ¡rr totLl.
¡f ? to tc ?.¡ L

artci.rFt írHout ratEt ¡€rx nol

ttdtat ¡croi

¡cÍrcY
ari of F
coa.lioL

¡tlvP Att tot!

caari ?tt§r,lt @.attoL
íYOtAlrLtc f^r{x ?ics3ut€
arrti^¡ac t¡t¡{oic

¡¡t?LY
^ri
YtxTuic tutc trrm
¡stctiñgt l4t valvt A¡OU|ÍTOT AII TAÍE'I
atd cracl'aE.
ttd @.fftoL val\tr
a¡so Lrrll¡oullEf oYfi ritsSrrit
?rc¡suit - Bfc ¡oTfr *rlcx
OVER PBESSURE
COND¡TIOI{
\
ro col-9 Ati uf{tf _
I(rlt;-
-tit{@ raa
¡to.ff - ,Lñ OOfliOL VALYT Lll¡lTS Af l, ?5,1
ttEls - ovct titswit ErrcH stf ro ,2 r.¡,t.
¡ULXXEAO
':'.3::JÍl...Y' -ñ§f{@ rata

PTSG 1
*-.-.w - tLos @.¡fiOL valv€ LtrrTS Ái oor.sl
- ovci ?iEsqrit $vtrcx s€T To t6 ?-!t.
s}:ftr¡ oi^n FoR
alicnaFf ÍiHoruI taf t i r€ rxaoL
¡LOr t€Lcgfor
JA¡I 92 3-7
 JETSTÁIEAT}f
Not lor Flight Dcck Senies rIOO
or mriñtcnlncc ut€. PILOTS TECHNICAL STUDY GUIOE

turbine, causing the delivered.air

the ice melts and air flow again temperature to rise
screen. ".ó"ii-ttr""érr-arr"-iEá
A water separator removes moisture (501 to gOt) from
airflow- This moisture corrects in the the
ói in.
=*p injector.
separator-and su-bsequentry flows to the watlr
on aircraft before c/N 698, the water from the-sáparator
is venred overboard. on aircrafr afte.-óiN-áésl-tu"
warer is injected. on to the heat exchang.i .iliíx face,
under heat exchanger outret air pres-suré, thus increasing
the cooring
capacirv of the air-iond:_iiáái"g-=vii"*.
The water separator has a blarrket mounted. over a swirl
support and a spring Lo3$e{ blpass in the inIet. A
c-onical, perf orated sherl f oriri iñ. valve
rr"t.r corrector at
the outlet. A water sump and. d.rain port are situated. at
the bottom of rhe ourtel-housing.- aiter iáá"iñg-ttu
water exrracror the cond.i.tioned air
llpe -i" pipée-;i; a flap
check varve inro the cabin or tligñ[-á..i--
distriburion d-ucring. ttre ¿,H-ánéi"é supplies air ro rhe
flight deck, rhe RH engine suppÍíéi-air to the cabin. on
ai-rcraft up to c/N 719*a manuáiry óperated cRossFEED
valve located und.er the fligut áÉci'fIoo. a1Iows either
engine to suppry both flighI, aeci-ana cabin. on
aircrafr c/N 720 onward.s the ái;rriüution of air from a
single system is automatic.
To detect fracr-ured ducting, 3 thermistor probe sensors
are provided in each L¡I-aná-nn sysiem wheré ttr" áucting
passes through each landing gear-bay ana wing--iirr"t.
Hot air spillins from a_trácÉuiéa-áüct is láñ""a-uv
of the probe señsors and, "rrv
"té"-it"-i"rp"rature exceed,s
135"C, the sensor illuminates an amber CAp
caption - @
when the l**l
lt caption 5.s irruminated, rhe
associated FLow controls must be set to oFF and the
abnormal drj.lls consulted tsáe-paiáirapt¡ 5.3).
2.2 Te¡uperatr¡¡e Control
The temperature of the
separately controrred inflight deck and. cabin are
automatic or manual mod,es by
independent systems. 2

The fligrht deck and cabin temperature contror

each comprise a temperature cóntrolier, an systems
automatic
temperarure serectoi, d 4 p""itiá"-ómia¡¡ro7iñó/oec mode

3-8
PTSG 1
JA¡I 92
 JETSTREAI}f
rIOO Senies
PILOTSTECHNICAL STUDY GUIDE Nor for Ftighr Drck
o¡ m¿i nten¡nc¿ u¡e.

temperature contror switch, a flight deck or cabin

temperature sensor, a duct temperáture
electrically driven temperature controlsensorr &!l
valve'tiCV) and
an overheat temperature switch. These components control
the temperature of the conditi.oned air supply.
The systems are normalry controrled in the automatic
mode, _t|g manual mode must onry be used. if the aütoñatic
mode fails.
L
QAutomaric conrror
selecting the cabi.n or fright deck temperature control
t
switch to Alrro energises the respectivé temperaiure
controller. with the TEI{PERATURE selector iet wittrin the
range DEc-rNC (+18oc to +27oc) a corápari.son is mad.e of
compartment temperature and selected temperature.
rf a temperature d,ifference is d.etected,, the controrrer
conunands the temperature controrler relay to opán- or
close the TCr/ and either increase or d,eciease-i.i" +2oc
max r64oc) hot air frow via the associated warm áir
blpass to mix with cord air at the.cAU tur¡iné outr.t to
the ducting.
--)to saf egruard the distribution ducting f rom d,amage,
resulting from overheating, if the temperatr¡re reaches
90o t 5oc, an overheat tenr¡erature switch .r""."-t"
illuminate an amber CAp caption and move the
--=> TCV toward close. When the system cools to below 9O"C
the light remains illuminated and, rc:ne Xel (fr,_r - L¿l
seconds, then AtITo/oFF/INc/DEc sh,itch '
stops. Wait V"A¿ f
5

should be set to oFF. If the t"/-r*l caprion soes our,

reselect AUTO monitor CAp.

Ifthe@captionremainson,thesystemshou1dbe
operated in !,IANUAL and DEC selected. for 5 seconds to
reduce the temperature by manual control of the TCV
towards the closed position.

PTSG ],
JA¡¡ 92 3-9
Not for Fl¡ehr DGck
7E7traE¿g
or mai ntcncnct u¡c.
PILOTS TECHNICAL STUOY
GUIDE

P3

fiOTE: LOCK- ON tS ONLY IN +

CIRCUIT WITH AUTO SEL ECTED
ELECTRICAL POWER: <.T SHUT - OFF
VALVE
AUTo- ilsV Aa--
IYANUAL-28v Dc MA|N
lvlBNtNcridv oc uÁi¡r FLOW
1_ CoNTRoL
VALVE e
ó

TEMP ,s
CONTROL
AUTO
VALVE
oe9¡Nc

JD-. AUTO
CLOSE
lL-

TEMP 1I
'*r"//
OVER TEMP SWITCH
DUCT TEMP SENSOR
COMPART MENT
TEM P

3 -10
PTSG ].
JA¡¡ 92
 e.¿fig.áN,',*e.
JETSTREAT}f
Senies rIOO
P¡LOTSTECHNICAL STUDY GUIDE Not lor Ftight Deck
or mai nten¡nce u¡e

c ?',.1'--

rf the lffil caprion sti11 re¡naj.ns irluminated the

appricabre FLow selector shourd be turned oFF and
other FLOW increased. the
Before c/N 720 select the air cond.itioning cRossFEED
to] cRoSsFEED.
VALVE
2.4 llanual Control
¿
Control of the system in MANUAL
Auro/oFF/¡xc/oec switch ro be requires the
position. wh.l a change in temperature
="i-É"-[ñái;-;;ñi;;a,
".rrt.e oFF
¿ switch is moved to eitñer rNc or oec iór up to 5 second.sthe
and rereased to the spring roaaáa-óñr-plsiti.on.
Time
must be allowed for the néw temperatr-,rl to stabilise
before furrher rNc/DEc sejrectiáii-ii"-ñaa".
3 ATR DISTRTBIIITON
3 .1 4üqht peck
Conditioned
i nto -i-áü" t air supplied fr
Io""teá- ue ná. ¿i"tnPffiffiE*n*. l=
:ff:I..i:,::*p"I::T:_"y1.:h, ey"! t;p!i"t,rr" sensor
check valve. The air ii-áücted "i"". and
ton¡iiá-[J*á=z-I§"á":i:
**F1s:-**:
and the othlr' ;ffi;-ii.;venrs coamins
oó'rai"á.uv
(rocated on ::1":-i"
i?1l3;^;'l: "-iát;;, serecror
the rowér-Eéntr. initrumá;a-i;:ii'ili"rr.a
DEMIST-FooT' the se1e.tóiJá-'iocrr d,irecrs the
.Settins
conditioned air through d,ucts to 2 tooiwarming pipes
behind the rudder peaár=. - settlng ihé selector to DEI,frsr
ducrs the condirioned air ro ¡-áoñi"Il.i
distribure the ai.r over ihe pilotJ-ó""Ii", pip.s
left
which
and right
windshields - se*ing the seie"tái ái"i"v posi.rion
between Foor and distri¡utás-tuá conditioned. air
proportionally roDEI{Ísr
both foorwarminé-a--aemisti"á- pipá=.
3.2 Cabin
Conditioned air from the rioht enai r.ra i c ¡i *^á : _.
duct
ra,"¡"*#triü;ffi
unde:
valve. From the undertrooi-áü;t,;i. §=:i:il;r,;.._
tempe
j-s piped to rhe
lef t and right passengér ventiration d,ucts.

PTSG 1
JAN 92 3-11
 ñrwaW-

Not for Fl¡ghr Dcck

JETSTñ?EAtlf
Ssnies rIOO
or m¡intcn¡ncc u¡c. PILOTS TECHNICAL STUDY GUIDE
z
2
ó
F-
5
o
E
o
E

E
I

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I5
D6
F
¡
<=
(rÉ
2
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-4
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(,F

gó -i

AIR DISTRTBUTTON SYSTE}T

A/ c c/N 601 TO 7OO, 702, 104, lóé,-loa, 710 TO
3-L2 179
PTSG 1
JAlt 92
 túarrÉ'
JETSfñ?EAtlf
-^--
Senies rlOO
PILOTSTECHN¡CAL STUDY Nor lor Flighr Dock-
GUIDE
or mcinttn¡ncr u¡r.

¡LlGxT coltaittarx?
ots?ttauftofi
ali suf?LY tiora
rlGñf .,IGI¡C
ttctict/L^Ttcfr ,!

j
i cxtc( vatvt
l
E roof/D¡¡tt,
cH^rrotovci vaLvf Íi §,?LY
Ic Lffr a.lct,lf
'tor

C-

AIR DNSTRIBUNON
THERMOSTANC VAtvE
SCHEMANC
l.T ,.C
a¡cr{

tr6t Ltval qr?Lfñ

lar laqurgae tar.3* tlrrn

q r*aa.6tatc YAtV(
atato 4-
fl,rc{t oac( - I

crar a.Er o(nurr

Whcn i¡lct lcnrpcr¡turc i¡ ¡bovc

2!.C. thc the rmo¡t¡üc v¡lvr
,no.yc¡ ro rhut oft ¡ir ro G.t ¡n rool
dcl¡y.rcd to th. lloo¡ or¡tl:t¡.
."1iá: il ;ij;;.'.

Wh.ñ iñlct Err¡pcrrturc ir bclow t

S.C-¡ll ¡i¡ h d.liwrcd to
thc <.bin roof. At intcrncd¡¡tc
tcmpcrOcc thr flow i¡ dividcd.

PTSG 1 A/ c c/N 701:'|o3l'IáilTá?) SYSTE¡,I

709, 720 oIIWARDS
JA}T 92 3-13
 Not lor Flight Dcck
frffiR
or mr¡ntamñ6 ura.

TO FLIGHT OECK
P¡Lors rEcHNrcAL ?#ffi,
TO wtNosHt€LOS

TO FOOIWAñMERS

I ---lvy- cñossFCED cocx

I
lt8

r--ra
| - corJünoml5
I -,*

V.l e
t
.. Jo )
..§J¡t-''
) a
¡:.!'\ i,j; \ t5f¡tr{
5'

I
Ar l< a
/^
,rü ,1
F
x
rcfrtc
-i^
íRa.'ivp¡\J\*,

tg¡
bttt(

N/\t V
'-!(J ,.,....
i.1.1
F 1"i,.,

,lf

-l

t-j
ft^GllT
ffcr( JL c¡srfl

FLOW
to co¡¡TROL
,CE ?ROTECTION VALVE
TO
ICE PROTECTION

SHUf-OFF
e r,le nCtrvEV

FFOM LEFT €NGINE

T
FROM ñTGHT ENGINT

ATR BLEED CO¡TTROL AI.ID

3-14 r¡IDTCATTON
PTSG 1
JA¡I 92
 aT-'e-

g JETSTñ?EAT}f
PILOTS TECHNICAL STUDY GT'IDE
Senies rf OO
Not lor Ftight Dock
or mlinttn¡ncr u¡¿.
D

v
)t'3
t .T FAN SWITCH
ON - ¡ecirculates cabin air through
n
6 DEMIST/FOOT ROTARY LECTOR distribution ry¡tGm.
t DEMIST-
SE
\
c direcr ¡ir flow from flighr
clcckrupply to lclt. crntre .nd
right main ¡craln pancts.
FOOT -direcr¡ air ltow from llight
dcck rupply to arca around
*,it$'
pilot¡ lcct.

TEMPERATUR E AUTO/MANUAL
SELECTOR I2I
AUTO- thc tcmpcr.turc control v¡lve i¡
t¡gnallcd through thc
tcmperatura control ¡yíGm to
TEMPEBATURE ROTARY m¡intain lhe ¡llccred flight decl
(cabinl temperaturc.
SELECTOR (2I
MANUAL OEC
cnable¡ rhe flight deck (c¡binl -
l--- tr--l mtnually controls t?mpcrature
lemp€raturc lo bc ¡ct ¡nd maintained
.utom¡tic.lly providing thc t
o cootiol yalve to increase llow
through colcl air unit thcreby
TEMPE RATURE AUTO/MANUAL
thcreasing tcmpeiature ol rii
¡cl?ctor is on AUTO.
Note I bcing supplied to fl¡ght deck
- the selector is variable in its (cabinl
Etting berwc€n DEC ¡nd lNC.
MANUAL INC -
Thc DEC ¡nd INC poririonr.rc gu¡d?t
¡o direcrion in which ¡clector i¡ ¡otated to
change ft¡ght dcck (c¡binl tcmpcreturc.
When making ¡Gmpcrature changes rotate
JL JL c¡su¡ J
manually controlr tempcrature
con¡rol valve to increasc blecd
¡ir flow bypars ol cold ¡ir unit
¡clcctor in ¡mall incrcmcnt¡ ¡nd ¡llow to inqrcase tcmperaturc ol rir
tempcrature change bclore making furthcr being suppliect ro flight óeck
(cabinl
!d,ustment¡.
Notc - the 3€lecror is sprung from DEC
FLUW ROTARY SELECTOR(2I ¡nd INC to ccntrc OFF. Whcn
OFF - shuts oll ¡ir blcccl ro .s¡ociarcd making temperature chenge holr
conc,¡r¡on¡ng group. relector to des¡rcd position lor E
0. l0 - ¡¿tr llow control valye to provide tec3 And allow temperaturc
adequatc vrnt¡lat¡on in ¡el¡tion change before making further
to needs of pa$cngers. rdjustmenrs.
No¡e - routc thc ¡clector slowly opcn
to prarcñt turgc in thc 3y3tcm.

AIR BLEED A}ID TEI'ÍPERATI'RE CO}¡:TROL PANEL

PTSG 1
JA¡Í 92
3 -15
 Not lor Ft¡ghi Dcck
,'ETSTñ?AI?f
Senies rlOO
or m!¡ntan!nce u3¿.
PILOTS TECHNICAL STUDY GUIDE

distribution
1r¡o are installed on the
the cabin aisiál du-cts
rt¡e auát"-ái"t.iurté-'tiu-.ái3ltr:i3;
air rhroughour rhe rengih-ár-iiru cabin. --ón-a:.rcraft "t
c/N 219, ..n,r.Irv_"pÉiit"á iiossreEñ-r"Iru und.er rheto
flighr deck" floor árrór"-ttJ Ilr-.crion
and cabin distriuution á";I;,"i, oi'irisht d.eck
operarins. on aircratt aiieí ózN only 1 system is
valve automarically a".t"-ii; ?2:0,-"-ÉtJ*osratlc
i-"- rhe irooi--áistriburion
duct if the air enÉerinj-tn"-."¡i"-i"-JJie*28"c.
valve ducrs air ro tté iigii-r!".r
a"ét= ii-ttu air The
both froor and is
berow 15oc- Between 15"ó-irrá-iaoc
overhead ducts are suppfieal-
a

Left and. right passenger

of 8 controrla¡re e'!Íeisvent ducts provide for a maxi¡num
i"-tü. retl-áuct-"rr¿ r¿ ourrers
a

in the right duct. These iie-iouted. along the roof of 7

the cabin and pass rearward to a
incorporati,ns i iáciióüiiiloi"tan co¡tunon duct,
pressure burkhead- mounred on the rear
.The r"áii""iitió"'iii
throush a safetv griir-int;-ffi áI.r" cabin air
condirioned air tór ¡:edi"iiiuütionauciingl-'tá-ñi* with the
thróugh the ourlers.
A switch l0cated on _the l0wer centre panel
coNDrrroNrNG FA¡{-óñuóiñ-lollror" and labelred
l#. the recircurarion
3.3 Nose Eqr¡iruent Bav
The nose equipment is ventilated by a small airfl0w
rhroush a nicóti"á !:y
riit.; ;;";hÉ rront-pr.riür" bulkhead,.
This arrangement meanr -tñ.i"";&.
rhe nose or overhearing within
"e,riprnétr-¡ñ .iiio["il smelt on rhe frighr deck
i3:"tffii#:*T"ilt'i comparrmánt riom tr,á -
4 PRESSI'RTZATTON
'h;;;';f"'.
4.1 Objeetlves
The objectives of a pressurization system are to:
- Maintain a selected ca-bin altitude
for passengers/c."* i;lü"Iiü..rou9! _(pressure) suitable
blood stream :-iiáspecu"é-ái-aircraft o:rygen inro their
alriru.e.
- To a1low the aircraft to
operating -irtii"á" best
;3E;iff
rate of change suita¡fJTcomfortable
"üiiI H".:.ii; altitude and
for the human body.
- To stop the. aircraf t maxi_mum inward.
differential prÁ"="i""üái"g exceeded..and outward
3-16
PTSG 1
JAN 92
 ilrr-JatüúrcE
JE75Tñ?EAtlf
SeniesllOO
PILOTS TECHNICAL STUDY GT'IDE Nor for F¡ieht Doci

O§ecttve: To maintain a selected cabin altitude

ms§n§ III|
(pressure) suitable for passengers to
absorb enough oxygen intó theii
bloodstream irrespective of aircraft
altitude
To allow rate_of change of cabin altitude
to be selected independently of air"i"il
rate of change.
i.
o
E
c
Wind.ow shows the altitude at which
maximum differential pressure will be
C)
E reached with the selected cabin altitude t t -roo
A

ALTÍTDE GEEr) PRESSURE (pc¡)

SEI.ECTED CABIN ALTÍTI.'OE SMfI
- l(m 15.8
0 f ¿l.Eg
tG) 14.17
ALT-> 2u) 13.80
3mo r3.r7
¡lU) r2E9
5ü) 1z2
Emo 11.77
7m DF PSESS r l.st
8(m 10.91
gqn 10.50
rm) r0.r0
1lmo s.72
12@O 9.34
13mO 8.98
14mO 8.63 S¡6tem s,lll malntaln I cabln altltude of 80mfl wt¡ile alrcr¡
--> t5m 8.29 op€ratos h lutct¡ecl erea.
tE(m 7.96
7.U
7.«l
2000 - 13.66 PC 7.U
0.75
13(fi) - 8.S Pli
6.17
! 4.68 pd
0.20
{ 5.9{
2{mo 5.69
25m0 5.¡t5

PRESSITRI ZATION SYSTH'I

PTSG 1
JAT.I 92
3-77
 |úE
Noi for Flighr Deck
or mri nlcnrncc ute.
' -r, uíEAlu,
Senies rIOO
PILOTS TECHNICAL STUDY GUIOE

4.2 General
Cabin pressurization
outflow of air in theiscabi;-iú;;";ñ
achieved by controlling the
. p.,"*atica11y
controlred discharge varve ."*i"á on the rear pressure
bulkhead- A safetl valve in tte-ioiwara pressure
butkhead conrrols Lhe pressurizatiáñ
ii-tñé-áiü[".g"
valve or irs controllei taii.--a-j;i pump
forward of the centrá bel0w and
pressure required ro operate pioíiáes the reference
"on=oredre discharg¿ ;;i;;"i"
normar operation and tire safety
dump valve is open. ""i". when the solenoid
4.3 Svstem DescrLptLon
pressurization contror and ind.ication
located on the lower centre p"n"1.--ó" is by a uni.t
the following compon";i;;-- sr"v-' \ the controrrer are
4.3.1 CABfN ALTitude Selector
The purpose of the cabin altitud,e selector is to
establish a reference pressure
discharge varve uvjnetiTirg-tñ" to control the
breed.
to the. jet pump. Th. ai="iaig! varve canof cabin air
controrled to a*ain be
tt¡e-io1iá"i"g-Áár".iii"
values:
Cabin Altitude -1,000-ft to +1O,OOO ft
Cabin Rate of
Change of AltiÉude 300 to 2,OOO ftlmin
The cABrN Arritud.e should be. set
deparrure airfiera to 1, oo0 f t above
áIiili¿. ¡eióre-t]ie'orr. Afrer
take off, rotate th"-óABiñ ert rrráu ü sive the
aircrafr cruising 1,ooo in tne
ATR.RAFT Arr Ar MAx "itit"áii-plus
ói'i;i1á9;.-,;;;";:
should asain pe.set-
airfield alritude- É- i, óoo -ii -"b;;;"áestination
landins it
relarive ro 1013.2 mb;- Áir-áitimeter reteiánce is
t)i.gz ins) .
CABIN Al,Titude by positioning the need.Ie on
the main scale .:to :..t aás-ireA
the altitude, using the
rotary selector on the Uoiiom right-
controller- The rota.v-iái".tor on corner of the
the reft
corner of rhe conrrollér
cabin alritude. Ful1y -óoüt". iát" tñ"-i;eiü ofbottom change of
sives 300 ftlrn_in,. Fiiy'fiócxwise . ai;i;i=; ( MrN )
2,000 ftlmin ana'trre-;á"i;;, vertical, (Mal()
500 ftlmin, the normaf pásicLon. . position

3-18
PTSG 1
JA}T 92
 Étflr&.taErhosrFa,cz
JETSTñIEAIW
Srnies rIOO
PILOTSTECHNICAL STUDY GUIDE Nor lor Ftighr oeck
or ma¡ ntenance ure.

The RATE rotary valve should be set to MIN before

changing the CABIN ALTitude setting in flight.
The cabin pressure controller is of the pneunatic
tlpe using an isobaric capsule for altitude control
and a diagram for rate control.
Air entering the reference pressure chamber passes
through a filter element rnounted below and forward
-.
of the cabin altitude selector.
u^*" /
o,
E
4.3.2 ischarse
The discharge valve controls the outflow of cabin
¿ air to attai-n and maintain the selected cabin
altitude.
in the discharge valve control it
Separate.valves
*to give a maxi¡num differential pressure of 5.3 to
psid and. inward, relief of 0.3 psid negative
differential.
-45.55 It is located on the forward face of
the rear pressure bulkhead..
4.3.3 Safety Valve
The safety valve provides pressure relief at
5.65 ps5.d to 5.9 psid if the discharge valve or its
controller fails-.,.;f,,!,.also provides inward relief
at 0.3 psi negative differential.
rt is automaticarry opened, to equarise pressure on
the ground, by the nose wheel squat switch and can
be selected open to dump pressure by selection of
the NORI'ÍAL/DUMP switch, mounted on the centre
console, to DUMP. In flight this switch should be
set to NORt'fAt to close the saf ety vaIve. The
safety valve is mounted on the rear face of the
front pressure bulkhead.
4.3.4 Solenoi.d Drrrtrp Valve
The solenoid dump valve opens the safety valve by
connectj.ng it to negative pressure (suction) at the
jet pump. It is controlled by the nose wheel squat
switch or the PRESSIRE NORMAT/DUIIp switch on thé
centre console.
I
4. 3. 5l Absolute Pressu¡e Regulator
Located on the rear pressure bulkhead, adjacent to
the dj.scharge va1ve, the absolute pressure
PTSG ]. 3-19
JA}T 92
Nor for Flighr Deck
JEtrfneau Senirs rIOO
or m¡i nt¿n¡ncc u¡c- PILOTS TECHNÍCAL STUDY GUIDE

regulator contrors the d^ischarge valve to limit

maximum cabin altirud.e to 13,0óo fa. -ri tne the
maximum limit is reached the'aiscñárge ialve is
closed by the regrulator.
4.3. 6 llanual Dlrmp Va1ve

The components described so far a11ow the

pressuri.zation to be controrred automaticalrv bv
the pilor. rf rhe auromatic ",
manual dunp valve arrows manual=v"iá*-i;iñ*ii¿
control ot-tñe
pressurizati,on. rt is operated by a r{ANUAr, coNrROL
rotary serector on the centre console
posj.tion: D]¡q ( fully counter clocl«¿isewith
) ind pREss
(fully clockwise). Éor automatic operation of the
pressurization system the contrói müst ue i"riv-
clockwise to PRESS.
Note: Ful1 operation of this selector involves
several 360o (full) rotations.
To contror the pressurizati.on, manually rotate
contror srowly towards DU¡{p to estabriin th;-- the
desired rate óf.change. when tte iequired. cabin
altitude is achieved] rotate ttá-"árrtror slowry to
give zero rate of chánge.
The valv: i" a need.Ie valve in the
---- piping between
the discharge valve and, statñ.

3-20
PTSG 1
JAt¡ 92
 aür-.aw,
JETSTÁ?EAIYf
SeniesllOO
PILOTS TECHNICAL STI.'DY GUIDE Not fo¡ Fl¡9ht DGck
or mainttn¡nct u¡r.

{/
fc
D¡fi:a5-.l
aO
ot
.¡
l2
t- §; ,.s
F< , -^l
*
ol o2d.
=>-J
)A l, >u
-1
r) zr. -I 4B
-,
z ^ú
4-o l
J o. ? tÍ
l'- /
{i (n
U/
u,
3"a
o
lv
§)
'\k a&
r;
ai D
o
E,

o
-?-.
UJ
.E
c
¡¡.
F
tr §t\
? sz
É o ao
c C'.
t- H
Io :8
6
*4 n
1_ H
¿
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C§)(J ll ¿l
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*c-
:'{J
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,d
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l-E =é
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AA
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o c ¿
G- E
= :
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P3
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o I<
-
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et
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U>
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= s<
=É
ia (,
o a C G E
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F
z 3
o
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2
Á ro
o o
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tr
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z_
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c= C
E F (,
C) ! =
z
UG
¡
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oo
>2 o
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EY g
FE
iP
za)
a)0
ElI J f
üc
o¿ <: E
<U 5p F
C)0
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0
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F ;> 9O
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C o
o ag
r¿
j'ó>- 33

ao' '-^
riq- EE5EE
o I
CABIN PRESSI,IRIZATION SYSTEIU SCHEMATIC
PTSG 1
JA¡¡ 92
3-2L
 Nor for Fl¡ghr Orck
JEÍSnÁ?EAttf
Senies rIOO
or mainlcn¡ncc ur. PILOTS TECHNICAL ST¡.'DY GUIDE
ll¡;'{}tSil
CABIN LTGHT f Rcd)
ON - rñdrc¡l?t cabrn gr?¡iurt
ceu¡tt

-_E
a
c.b¡n ¡ttrtuóe ol to.morl

CAEIN ALT/OIF F.PRۤ.f NOICATOF a

OUTER SCALE - F
tñor¡ actua¡ cabin ¡ltrtuóc x
INI{ER SCALE -
¡lror¡ dillcrmr¿t grr¡¡¡¡c
Nola - thc rcd knc tñdrc¡t.3 nra¡.
C.?millcd <ft11. qf !.§ 9.¡.,.

CAEIi¡ RATE OF CHAilGE

rNotc^foR
ülorif cabiñ rate of cl¡mb or clcsnr.

m$g¡ts In , FOINTER
lfil¡qt". cab¡n ¡lrirudc taLctco.

CASIN ALT. ROTARY SELECTOS

CASIN RATE OF CHANGE ROTANY SClGcf¡ caban a¡trfudc
PR€§uRE NORMAL/OUMP-Sw¡Tcx,,
¡rq¡r6l¡r¡ ¡¡
SELECfOP
aalr rate of changc of cabin altrtudc
¡tNORTTAL .f!d rtE MANUAL
MtN. i¡ 3O0 ty'rn¡n.fi, MAx. OUMP/PñESS rot.ry Et.ctor .¡ ¡r
PRESS.
2.0O0 ltlmin.
W¡nd* dio*3 tha altrtudc at *hrch
nr¡¡¡firuftr dallcrrnlrll ¡r6g;s _,¡¡ O"
raachad xifh lña cabrn attrtucrr.
'.lcctad

IIANUAL CONTROT ROTARY

PR ESSURE-NORMAL/OUMP SWITCH s€L€CfOR
t{oñMAL - OUMP -
ralCty valrt Aut. oom, d.fñargc yalrt to ,"lcar
DUMP- ¡¡fs¡y yalrr op.ñ to duñ9 9rc§rr.c.
c.bin _
pra¡¡t rc. ?ñESS
,outañg rhc MANUAL
CONTROL ¡.tcctor t.oñ OUMp
to ?RESS. progre¡trraty ctor.r
tlra drtclurga ratvt rtxraby
@ñtrollni !f,l|trrri¿a¡16
llolc - lo grcvttl arc"¡trrt c¿txn ralc ol
clrarTt aotatc ttx rlcctor ¡lolly
lo aclt ñt O?¡¡rcd c¡brn altrtedr

PRESSURIZATTON CO}ITROL A¡{D

3-22 r}TDICATTON
PTSG 1
JA¡¡ 92
 rer§ing¡gg,
Nor for Ftighl Oeck
PILOTSTECHNICAL STUDY GUIDE
or ma¡ ntenrnce ure.

4.4 Ind.ications
Gauges on the centre console give the following
ind.ications:
4.4.1 Cabln VSI
This gauge shows the rate of change of cabin
altitude from zero to 4,000 ftlmin up and down.
L
4.4 .2 Cabln ALTitude/Dlffereutlal pRESST¡¡e

This gauge has 2 needles and 2 scales. On the

t
inner scale the small need.Ie ind.icates
DIFFerential pRESSure from zero to g psid. This
scale has a red line at 5.5 psid (the normal
maxi¡num controllqd by the,;di.scharge valve ) . The
outer scale shows cABrN ALTitude x 1000 from zero
ro 35,000-ft.
4.4.3 Cabin pressure Coutroller
A pointer, on the scale of the pressure
controrler indicates the selected cabin altitude.
A small wind.ow, at the bottom of the ind.icator,
shows the AIRCRAFT ALTitude AT }tAKimum cabin
DIFFerentiaI pressure of 5.5 psi.
4.5 Cabin. E¡<cess Altitude
If the cabin altitud,e exceeds 10,000 ft, a red. CAp
@ caption is illuminated.

4.6 E:<cess CabinDlfferentlal pressure

rf the cabin differential pressure gauge indicates 6
plid or greater; action must be takén to confirm and.,
if confirmed, reduce this di-fferentiar. The fulr arirr
can be found in the Abnormal Drirls section of the
aircraft check-Iist.

PTSG 1
3-23
JA¡¡ 92
Not for Fl¡ght Dcck
JEffinea*¡
¡lOb Senies
or mcintcn¡ncc u¡¿. PILOTS TECHNICAL STUDY GUIDE

u,
(U

f,
.c
=
-a-f

@ @ /i I
't
I
a

r--§ 3

b, //
(L
o
F
I

I
I

tr,
F
=
F
t!
o
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rO
F
x

d, F
F
I CE z. r'i
t¡- I z,
ó lr,vt
l¡,
5
e-
rrí
E I
o o
É -z.
I
I
a2
ir' I I
o,
:fl I

I
I
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qü
JiL

I rl 3á3
(/t -.f, e-
I ll G¡ G¡
I I I oZ
l¡-
€{.
I I =
L' F =u-E,
+-3
F tJ_
Itr ¡-t
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rrt <§=
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EXAMPLE OF CABTN PRESSURE

3-24 TNDTCATIONS
PTSG 1
JA¡I 92
 ufTE*HaaÉrefr-
rETsTRl#*{"
Nor lor Ftighr Deck
PILOTSTECHNICAL STUOY GUTDE
or ma¡ nlenrnce ure.

4.7 Examole of Cabin pressure Indlcatlons

The following is an example of an aircraft
pressurization indications. The paragraph numbers
refer to the nu¡nbers on the instrument páneIs.
Flight Profile
Take-Off Airfield - Altitude Sea Level, eNH LO13 mb
Cruise at 24,000 ft (FL240)
al
Land.ing Airfield - Altitude 2,OOO ft, eNH 1013 mb
t-

During flight, the air conditioning and, pressurization

I
systems should be continually moniLored.-
(1) Fllght Deck Prep

Cabin A1t/Diff pressure

Gauge ...................... Check
Cabin pressure Controller .... 1,O0Or AAL
Rate Knob ..... .......... Mid position
Pressure Switch Normal
Manual Control press
Demist/Foor selecror . . . . . . . . . j.I"*:{"ií:¿
Fan Swj.tch ..-.. As Required
Temp Auto/Man Selectors ...... Auto
' Flow Selectors ..... ..... Off
When bleed air (p3) availa-ble (engine(s)
running), safety and, outflow valvás wiII be
open.
Runway Checks: Flow Selectors ..... OFF
(2t Take-off
Safety Valve closes (Squat Switch)
Aircraf t and Cabin cli¡nbing at 1,500'./min
Cabin Altitude S00' (approiimateiy), bitt
Pressure Gauge Zero
(3) After Take-Off Checks (After 5OOr AGL)
Flow Selectors Set (slowIy, for new a/c 5-6,
older a/c 7-Bl
Note: Cabin VSI will fluctuate as flows are
selected
PTSG 1 3-25
JAI*I 92
Not fo¡ Flighr Deck
.'ETSTñIEAIW
Seaies rIOO
or mrintcnrnce ute. PILOTS TECHNICAL STUDY GUIDE

Rate Knob Min

Cabin Alt Set-for Cruise (Aircraft
when conrrol i" plus ildoo'l
Rate f'.nob ".f;i:i:E,Altitude
As requi.red. to maintain cabin
of climb ( approxi*"iJi..
iiff
(4) check ln cli¡ub of pressu¡lzatlon (sanple check)
Aircraft FL15O, VSI 15OO'/min. Cabin 5,500,,
500'/min. Aircraft has-t,dOA; tJ c1imb, (FL24ovsI
FL150). cabin has 2,700,'i;-cfiñ¡, (8,200, _ á
5,5000r). cabin has app50ximately one third
aircraft go t;- Ie;-ei, -ttá."tore cabinof
o

should be"IiTb- !o
climbing a! ."p- proiim.iáiv on. third of
C
x
aircraft rate ie 5Oo, Zm-:.ñ-----n$Lv¿
(5) Aircraft in cruise at FI124O, cabin at g,2OO,,
differenrial pru"",ri. lesi-úu* i. sl"iá]"Jjin
-*direa
vsr zero- F1ów selector" to
adequate conditioning and pressürization.
"J maintai_n
(5) Descent Checks
Rate l(nob Min :

Cabin Altitude Selector to 1,000,

AAL
Rate Knob reser as réquiiéa-úá-*aintain
rate of descent. cabin
(7) checkia Descent of pressurization (sarple check)
Aircraf t .FL15O, vSI 2l9O.O,/.ig. Cabin
vsr 500 ' /min. 5,500 , ,
(15,000, Aircráit. t ooó., ro
t". 2,500, tod.escend
(5,s00, --_3199911,-C*irr-t"=-"iiiJiirr"rely
"i--'rá, descent
?,ooo1l,'cati"
fifth of aircraft'aáscent to go, therefore one
cabin rare of desce"i_"üg"ii^ü,.ip.o*irately
400',/min-. .cabin vsi-shows soo;Zmíir,
rate knob (not done in example). ad,jusr
8) Cabin at selected altituqg_(3,O00,),
Aircraft at FL7o, c"¡i. difi;;;;iiár VSI zero.
2 psid ( approxi*átáñl . pressure
Approach Checks: pressurization
. Check
(8A) Aircraft rltg of descenr
approach to:" land
1,5g0',
300,/min.- -yeve.¡ for finar

3-26
PTSG ].
JA¡{ 92
 aüTDH.ta.Or¡to¿-rrea.
JETSTÁIEAtlf
rf Senies OO
P¡LOTSTECHNICAL STUDY GUIDE No¡ for Ftighr D.ci
or m¡inttn¡ncc sra-

(9) Outflow valve open - cabin depressurized, cabin

descending at aj-rcraft rate.
Landing Checks: Diff Pressure Gauge Zero
Flow Selectors Off
( 10 ) Ai-rcraft on crou¡d.
Safety valve open - squat swj-tch
Y
i
Outflow valve open
o
E
NOtC: AI,L FIGTJRESAUOT-ED ARE FOR E]GMPLE ONLY.
OFFICIAL PT'BLICATIONS ARE TO BE USED FOR
E
c FLIGIIT PIANNING ETC.
L

PTSG 1 3-27
JA¡{ 92
Not lor Fl¡ghr DGck
Jeͧrnatw Senies rIO0
or maintcn¡nco u¡¡. PILOTS TECHNICAL STUDY GUIDE

ELIGITT UANUAL EKTRAETS

5. 1 Over:pressurization
rf the cABrN DrFFerentiar pRESSure gauge reads above
6.0 psi (41 kPa) irunediate action must be taken as
follows:
(a ) selector settings unress arread.y at
Reduce ArR f low
low setting. !
(b) Operate AIR flow pressure CONIROL valve to reduce
differential to,below 6.0 ps5- (41 kpa). A
(c) If overpressurization persists, set electrical
PRESSIJRE DIJMP switch to DIIMp. Don orrygen masks and a
g
descent to below 10,000 ft. ¡
5.2 Complete Loss of Pressurlzatlon
(a) warn passengers, serect No sHoKrNG FASTEN SEAT EEI.rs
signs ON.
(b) set Pot{ER levers to FLrGIrr rDLE and RpM revers to
100t
( ) Don o:<ygen masks.
c
(d) commence mucimum rate descent to 10,000 ft or to the
minimum safety altitude whichever
(e) Check both air FLOI{ selectors are is the greater.
fu1I opén
(position 10).
(f ) *check electricar pRESSLTRE DuMp switch at NoRt'fAL.
(g) *Check MANUAI pressure CONIROL valve at pRESS.
*Note: rf either of these contrors is incorrectly
set, the risk of a pressrlre surge can be
reduced by turning the FLOW selectors to a
Iow setting before moving the affected
control to the required setting.
5.3 Dr¡ct Faih¡re
DUCT failure warning 1ight illuminates.
+ 5.3.1 on tbe Gror¡nd.
(a) Shut down engine on affected sid,e.
:) 5.3.2 rn Frlghr
(a) Set associated air FLOW selector to OFF and.
adjust other selector as required to
compensate.
(b) Set the AIR CONDTTIONING CROSSFEED valve to
CROSSFEED.

3 -28 PTSG 1
JA}T 92
 t4dTS¡í.aEPO*-
JETSTñ?EAI}f
Senies rIOO
PILOTSTECHNICAL STUDY GUIDE Nor for Flighl Oeck
or mai nten6n6g g¡¿

(c) rf light remains irluminated after 2 minutes,

reduce power on the associated engine.
(d) rf right remains irluminated aftei 3 minutes at
reduced power, shut down the associated. engine.
5.4 Conta¡uinated Air Supplv
May be accompanied by illumination of the sMoKE caption.
) '--45.4.1 If cabin air supply appears conta¡ninated this may
i be caused by a faulty reci-rculation fan. The fán
must therefore be switched OFF.
5-4.2 rf contamination persists, the air supply must be
suspect:
(a) rsorate each suppry in turn to ascertain which
is contaminated.
(b) set air FLow serector of affected supply to
OFE"
(c) _ Adjust other air FLow serector to compensate.
(d)É Set the AIR COIIDITIONING CROSSFEED valve to
CROSSFEED (if fitted).
(e) rf one air supply is identified as the source,
and the system is shut down, re-instate the
recj.rculation fan as required.
5.5 Automatic Closr¡re of Euerqena, Shut-Off Va1ve
rn thi-s event, ind.icated, by ilrumination of the ArR oFr'l?
caption, one attempt only may be made to regain the
affected system as follows:
"-4 5.5.1 Turn affected system air FLow selector to oFF.
45-5-2 Trip and reset the rerevant EIIERgency ArR-oEF
circuit breaker. (Flight d,eck añA cá¡in supplies
are on the essential busbar).
4 5 - 5.3 s10w1y re-open the affected FLow selector to an
initiar position below that at which the shut-off
occurred.
If the system is again automatically shut d.own:
(a) Turn affected system air FLow selector to oFF.
(b) Set the AIR CO¡ÍDfTIONING CROSSFEED valve to
cRossFEED (if firted).
(c) Adjust the adjacent air supply as required.

PTSG 1
3-29 / 30
JAN 92