AIR CONDITIONING/PRESSURIZATION

CONTROLS AND INDICATIONS

PRESSURIZATION CONTROL PANEL

PRESSURIZATION
MAN RATE
MANUAL
LNDG ALT
ON MAN
FMS 1

DN UP

EMER DEPRESS DITCHING

CFO0204002_ 001
ON ON

MANUAL RATE KNOB

The MAN RATE knob allows the crew to control how fast the cabin pressurization system reaches the desired
cabin altitude. The switch allows adjustments to the manual pressurization rate toward DN or UP positions, as described
below:
- The 12 o’clock position corresponds to 0 SLFPM
- The cabin rate of change demand from -1000 to +1000 SLFPM (sea level feet per minute) is obtained over
approximately two thirds of the potentiometer angle range to allow easy selection by the aircrew
- The cabin rate of change is limited to 2500 SLFPM, which is obtained by setting the potentiometer in the full
counter-clockwise position, full clockwise position, which corresponds to the max DN and UP positions, re-
spectively.
When the desired cabin altitude is approached, rotate the switch to center position, to stabilize the cabin at the
selected altitude.
MANUAL PRESSURIZATION SWITCH
Manual control of the pressurization system is initiated by pressing the MANUAL switch ON.
LNDG ALT KNOB
The LDG ALT knob is used to select landing field elevation during automatic pressurization mode. The LNDG ALT control
consists of two concentric knobs. The outer knob can be selected between MAN and either FMS (for a single installation)
or FMS 1 and FMS 2 (for a dual installation). Selection of one of the FMS settings will allow the pressurization landing
altitude to be set from the applicable FMS destination airport database. Selection of MAN allows the inner knob to control
the pressurization landing altitude
EMER DEPRESS SWITCH
The EMER DEPRESS switch is an alternate-action switch located on the PRESSURIZATION panel. A guard is installed
over the switch to prevent inadvertent actuation. The switch is used to depressurize the cabin for smoke and fume evacua-
tion. The EMER DEPRESS function is available in both automatic and manual modes. In AUTO mode, when EMER DE-
PRESS is selected ON, the cabin will depressurize at 2500 SLFPM up to 14 000 ft ± 100 ft or the aircraft altitude, whichever
is lower. In MANUAL mode, when EMER DEPRESS is selected ON, the cabin will depressurize at 3000 SLFPM up to 14
500 ft ± 500 ft or the aircraft altitude, whichever is lower.
NOTE: In manual mode, the cabin may also be depressurized by selecting MAN RATE to max UP from the
control panel.
DITCHING SWITCH
The DITCHING switch is used to depressurize the cabin, shut off the air conditioning, and then keep the OFV closed in
the event of a water landing. The sequence activates automatically, and is inhibited above 15 000 ft.
NOTE: The ditching function is not available in manual mode. To close the outflow valve, turn the MAN RATE knob
to max down.
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 AIR CONDITIONING/PRESSURIZATION

CONTROLS AND INDICATIONS (Cont)

LANDING SEQUENCES AT FIELD ELEVATION GREATER THAN 7850 FT
This sequence does not require additional crew action, if the actual landing field elevation was selected prior to takeoff.
The scheduled cabin pressure altitude is normally limited to 7850 ft during flight and then automatically reset to the landing
field pressure altitude.
The CABIN ALTITUDE (C) CAS message is normally set for 8500 ft and the CABIN ALTITUDE (W) CAS message and
aural “CABIN ALTITUDE” voice warning is set for 9400 ft. When the aircraft descends below 41 000 ft, the caution and
warning thresholds start to increase as a function of the aircraft altitude and aircraft rate of descent.
The CABIN ALT WARN HIGH (A) CAS message is displayed, informing the crew that the warning and caution limits
have been reset to higher than normal values.
The CABIN ALTITUDE (C) message increases up to 650 ft above landing field pressure altitude and the
CABIN ALTITUDE (W) message increases up to 1550 ft above the landing field pressure altitude. Both thresholds are lim-
ited to 14 300 ft pressure altitude.
LEVELING OFF DURING DESCENT
If a leveling off occurs above 41 000 ft during descent:
- The cabin altitude remains at 7850 ft
- The CABIN ALTITUDE caution and warning remain at 8500 ft and 9400 ft respectively
If leveling off between 41 000 and 25 000:
- The cabin altitude as well as caution and warning thresholds will level also as a function of aircraft altitude
- If the leveling off lasts for more than 3 minutes, the cabin altitude will descend at a rate of -300 sea level fpm back-
wards towards 7850 ft. The caution and warning thresholds will also descend at a rate of -300 fpm until aircraft
descent is initiated
If leveling off occurs at or below 25 000 ft during descent:
- The cabin will reach and remain at targeted landing field pressure altitude minus 300 ft
- The CABIN ALTITUDE caution and warning thresholds will reach and remain at landing field pressure altitude
+650 ft and + 1550 ft respectively with both limited to 14 300 ft
If a short climb followed by a level off is performed below 25 000 ft, cabin altitude will descend at a rate of -300 sea level
fpm back towards 7850 ft. A subsequent aircraft descent will automatically initiate the return to the landing field pressure
altitude and decrease the caution and warning thresholds.
TAKEOFF AND RETURN TO BASE SEQUENCE AT FIELD ELEVATION GREATER THAN 7850 FT
Similar to the takeoff at lower field elevations, as the aircraft leaves the ground, the takeoff sequence is initiated. The system
will maintain the pre pressurization cabin altitude of 300 ft below takeoff pressure altitude until the aircraft reaches 6000
ft AGL or 10 minutes has elapsed. If a return to base is initiated the aircraft will land slightly pressurized at the pre pres-
surization value to avoid cabin bumps and the landing field elevation does not have to be reset. During this sequence, the
caution and warning thresholds will be maintained at the takeoff pressure altitude.
CLIMB MODE WITH SELECTED LANDING FIELD ELEVATION GREATER THAN 7850 FT
When the aircraft is in climb following a takeoff from an airfield above 7850 ft, the cabin altitude will decrease at a rate of
-500 sea level fpm towards the maximum normal limit of 7850 ft. The caution and warning thresholds decrease as a func-
tion of the aircraft altitude and the aircraft rate of climb, but at a minimum rate of -500 sea level fpm in order for the caution
threshold to reach 8500 ft and the warning threshold to reach 9400 ft before the aircraft reaches 41 000 ft.
CRUISE MODE WITH SELECTED LANDING FIELD ELEVATION GREATER THAN 7850 FT
When the aircraft is in cruise following a takeoff and climb from an airfield above 7850 ft, the cabin altitude will continue
to decrease at a rate of -300 sea level fpm until the maximum normal cabin altitude limit for 7850 is reached.
The warning and caution thresholds will continue to decrease at a rate of -300 fpm until the caution threshold of 8500 ft
and the warning threshold reaches 9400 ft.

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02-04-06 CSP 100-6 REV 1
 AIR CONDITIONING/PRESSURIZATION

CONTROLS AND INDICATIONS (Cont)

TAKEOFF FROM AIRFIELD ABOVE 7850 FT AND LANDING FIELD ELEVATION ABOVE 7850 FT

ALTITUDE
AIRCRAFT ALTITUDE
MAX 45 000 ft
B
IM
THROTTLES CL DESCENT >
FT - ft/MIN
ADVANCED
RA FOR > 10 SEC
RC
AI

TIME

TAKEOFF
ELEVATION LANDING
10 000 ft ELEVATION
9000 ft

CFO0204002_007
DESCENT RATE 7850 ft CABIN ASCENT RATE
300 fpm 300 fpm

TAKEOFF FROM AIRFIELD LESS THAN 7850 FT AND LANDING FIELD ELEVATION ABOVE 7850 FT
ALTITUDE

AIRCRAFT ALTITUDE
MAX 45,000 ft
B
M

THROTTLES
LI
C

ADVANCED
T
AF
CR
R
AI

LANDING
ELEVATION
7850 ft MAX > 7850 ft
-
CABIN ALTITUDE
TIME
CABIN CLIMB RATE
TAKEOFF
ACCORDING TO
CFO0204002_005

ELEVATION
< CLIMB SCHEDULE
- 7850 ft

CABIN
PREPRESSURIZED

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 AIR CONDITIONING/PRESSURIZATION

CONTROLS AND INDICATIONS (Cont)

TAKEOFF AND RETURN TO BASE

WITHIN 10 Min OF LIFTOFF

AIRCRAFT ALTITUDE < - 6000 ft
ALTITUDE +6000 ABOVE T/O FIELD ELEVATION

DESCENT > - 500 ft/MIN

THROTTLES FOR > 10 SEC

B
ADVANCED DESCENT

IM
CL
DETECTED

T
AF
CR
R
AI

CABIN CLIMBS ON
CLIMB SCHEDULE

CABIN ON DESCENT
SCHEDULE TOWARD
STORED TAKEOFF
FIELD ELEVATION
T/O FIELD

CFO0204002_006
CABIN DESCENDS TO
ELEVATION
T/O FIELD ELEVATION

10 Min TIME

TAKEOFF FROM AIRFIELD ABOVE 7850 FT AND LANDING FIELD ELEVATION LESS THAN 7850 FT
During climb and cruise mode, the target for the cabin altitude will be the normal cabin pressure schedule which is below
the maximum normal limit of 7850 ft for aircraft altitudes below 45 000 ft. The warning and caution thresholds will de-
crease until the caution threshold reaches 8500 ft and the warning threshold reaches 9400 ft
ALTITUDE

AIRCRAFT ALTITUDE
45,000 MAX
THROTTLES B DESCENT > - 500 ft MIN
IM
ADVANCED CL FOR > 10 SEC
T
AF
R
RC
AI

TIME
7850 ft MAX
TAKEOFF CABIN ALTITUDE
ELEVATION LANDING
10 000 ft ELEVATION
DESCENT RATE 7000 ft
300 fpm
CFO0204002_008

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02-04-08 CSP 100-6 REV 1
 AIR CONDITIONING/PRESSURIZATION

CONTROLS AND INDICATIONS (Cont)

ECS SYNOPTIC PAGE

85.0 MCT 85.0 MCT TRIM LEFT ENGINE FIRE

PARKING BRAKE
93.0 61.0 STAB
NU
AIL
BRAKE OVERHEAT
N1 REV
MACH GEAR DISAGREE
HOLD 6.6 FUEL IMBALANCE
LWD RWD DISPLAY COOL
VIB VIB RUD
ND MSGS
L R
600 600 GEAR
ITT FLAPS 0
DN
UP
IGN IGN
S S
T 84.7 N2 84.7 T
SPOILERS
A 46 OIL PRESS 46 A
R 115 OIL TEMP 115 R
T 7300 FF PPH 7300 T

APU RPM 300

APU EGT 250
FUEL QTY LBS CAB ALT 7300
TOTAL 12000 CAB RATE 1000
6000 6000

ECS OXY QTY 1200

COCKPIT CABIN CAB ALT 6200
22° C 24° C CAB RATE 1500
CAB AP 9.1
24° C 25° C LNDG ALT 14000
MANUAL
RAM AIR 16° C 28° C

PACK TRIM AIR

XBLEED
45 60
PSI PSI

MFD CONTROL APU

COM1 NAV1 ATC1/TCAS ADF1 HF1 COM3 COM2

118.000 TX 108.00 7777 1799.5 2.0000 AM 118.000 118.000
118.000 108.00 STBY 190.0 2.0000 118.000 118.000
ABV

L R
CAS AUTO PLAN

CKLST SKIP SHLDR SIDE

CFO0305002_010

FRMT TFC TR/WX ENTER SUMRY

A/ICE ECS ELEC FLT FUEL HYD

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 AIR CONDITIONING/PRESSURIZATION

EICAS MESSAGES
The air conditioning/pressurization system CAS messages and voice aurals are listed below. A brief explanation of each
message is provided.

AURAL
MESSAGE INHIBITS MEANING WARNING
The normal cabin altitude warning is at 9400 ft
When a takeoff or landing is conducted above “Cabin
CABIN ALTITUDE TO/LAND
7850 ft, the warning is at the field elevation + Altitude”
1550 ft, but limited to no higher than 14 300 ft

The cabin differential pressure is greater than

CABIN DELTA P TO/LAND
9.2 psid or less than -0.5 psid

L (R) BLEED LEAK A leak has been detected in the bleed air ducting
TO/LAND
downstream of the bleed valve

PACK LEAK TO/LAND A leak has been detected in the pack ducting

A leak has been detected in the bleed air ducting

downstream of the right flow control valve, up to
TRIM AIR LEAK TO/LAND
the precooler crossover and up to the trim air
check valve

L (R) PYLON BLEED A leak has been detected in the engine pylon or
TO/LAND
LEAK tail cone (before shutoff valve)

The automatic temperature control system has

AIR COND TEMP FAIL TO/LAND
failed

Excessive air temperature has been sensed in

AIR COND TEMP HIGH TO/LAND
the cabin or cockpit air distribution duct

AUTO PRESS FAIL TO/LAND Both automatic pressurization modes have failed

The affected engine bleed air valve has failed or

a temperature or pressure has exceeded limits
L (R) BLEED FAIL or the sensor has failed. Under certain low thrust
TO/LAND
conditions (ground idle at high field elevations or
idle with single bleed on), there may be insuffi-
cient pressure to keep the bleed valve open

L (R) BLEED LOOP

A failure (open or short circuit) has been
FAIL TO/LAND
detected in the bleed leak detection system

Normal cabin altitude caution is 8500 ft During

takeoff or landing above 7850 ft, the caution is
CABIN ALTITUDE TO/LAND
set to field altitude + 650 ft with a maximum limit
of 14 300 ft

Either the pressure sensor has failed or cabin

CABIN PRESS FAULT TO/LAND
altitude limiter function has failed

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 AIR CONDITIONING/PRESSURIZATION

AURAL
MESSAGE INHIBITS MEANING WARNING
The ditching switch has been selected On with
DITCHING NOT AVAIL
the pressurization switch in the manual mode

EQPT RACK TEMP

TO/LAND The temperature in either equipment rack is high
HIGH

PACK FAIL TO/LAND A failure has been detected in the PACK system

Both bleed air leak detection loops in the PACK

PACK LOOP FAIL TO/LAND
have failed during the power up self test

An overheat has been detected in the air condi-

PACK TEMP HIGH TO/LAND
tioning PACK system

L (R) PYLON LOOP Both bleed leak detection loops in the respective
TO/LAND
FAIL pylon have failed during the power up self test

TRIM AIR FAIL TO/LAND A hot air regulating valve has failed

The bleed air leak detection loops around the

TRIM AIR LOOP FAIL TO/LAND
trim air ducting have failed

The crossbleed valve has failed to move to the

XBLEED FAIL TO/LAND
commanded position

A fault has been detected in the air conditioning

AIRCOND FAULT TO/LAND system or there has been a loss of temperature
sensing

A fault has been detected in the bleed leak

BLEED LOOP FAULT TO/LAND
detection loop system and redundancy is lost

The bleed pressure data is invalid, or the

L (R) BLEED FAULT TO/LAND
affected flow control valve is failed closed

A high airport takeoff or landing has been initi-

CABIN ALT WARN
LAND ated and the pressurization system is in the
HIGH
automatic mode

EQPT RACK COOL A fault has been detected in the avionics equip-
TO/LAND
FAULT ment rack cooling system

The manual pressurization mode is not opera-

MANUAL PRESS FAIL TO/LAND
tional

The ram air regulating valve supplying cooling

PACK COOL AIR FAIL TO/LAND
air to the PACK heat exchanger has failed

The RAM AIR ventilation valve has failed to

RAM AIR FAIL TO/LAND
move to the commanded position

AIR COND MAN TEMP The air conditioning temperature control is in

ON manual mode
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REV 4 CSP 100-6 02-04-11
 AIR CONDITIONING/PRESSURIZATION

AURAL
MESSAGE INHIBITS MEANING WARNING
The AIR SOURCE switch is in the OFF position
AIR SOURCE OFF
resulting in no conditioned air entering the cabin

BLEED OFF The L, R, and APU BLEEDs are OFF

The DITCHING switch/indicator has been

selected ON. This closes the flow control valves
and commands the outflow valve open for 100
DITCHING ON
seconds or 10 seconds after cabin differential
pressure decreases below 1595 psid. The
outflow valve then closes

Emergency depressurization has been selected.

Emergency depressurization commands the out-
EMER DEPRESS ON
flow valve open, but will attempt to limit the cabin
altitude to approximately 15 000 ft

The MANUAL PRESSURIZATION mode has

MANUAL PRESS ON
been selected

The AIR SOURCE switch is in the PACK ONLY

PACK ONLY position, resulting in all air conditioning bleed air
being routed through the PACK

The RAM AIR switch has been selected ON,

RAM AIR ON
providing ram air ventilation

XBLEED OPEN The cross bleed valve is open

The AIR SOURCE switch is in the TRIM AIR

ONLY position, resulting in all air conditioning
TRIM AIR ONLY
bleed air being routed through the trim air sys-
tem. The air will be warm

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02-04-12 CSP 100-6 REV 1