PNEUMATICS

CH 36

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ATA 36 PNEUMATIC SUPPLY TABLE OF CONTENTS

GENERAL. ..............4
COMPONENT LOCATION ..............6
CONTROL AND INDICATION............... .8
AIR SUPPLY DISTRIBUTION SYSTEM...............10
ENGINE AIR SUPPLY SYSTEM...................12
ENGINE AIR SUPPLY LOCATIONS ..................................14
AIR SUPPLY PRESSURE SWITCHES.................16
ENGINE AIR SUPPLY SYSTEM................18
HIGH PRESSURE SYSTEM................20
ENGINE BLEED CONTROL LOGIC..................22
ENGINE MANIFOLD PRESSURE CONTROL.......................................... 24
HPSOV AND PRV.................... 26
BLEED LIGHT AND MESSAGES...................28
INTERMEDIATE PRESSURE CHECK VALVE................30
FAN AIR SYSTEM................32
AIR SUPPLY PRECOOLER............... 34
PRESSURE REGULATING AND SHUTOFF VALVE.................36
APU SHUTOFF VALVE CONTROL.................................................................38
APU SHUTOFF VALVE CONTROL..................................................................40
ISOLATION AND ISOLATION CHECK VALVES..............................................42
ISOLATION VALVE CONTROL........................................................................44
AIR SUPPLY INDICATION...............................................................................46
AIR SUPPLY DUCT PRESSURE INDICATION...............................................48
DUCT PRESSURE TRANSMITTERS...............................................................50
OPERATIONAL CHECKS.................................................................................52
GROUND CHECKS..........................................................................................54

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PNEUMATIC SYSTEM - GENERAL

Purpose
The pneumatic system provides air to the following users:

Air Conditioning
Cargo Heating
Wing Anti-ice
Engine Nose Cowl Anti-ice
Engine Starting
Hydraulic Reservoir Pressurization
Total Air Temp Probe
Air Driven Hydraulic Pump (ADP)

System Description
The system is a supply and distribution system. It consists of three different
types of air sources; engine, APU and ground air that are interconnected to the
user systems by a distribution system.
This course will cover the pneumatic system in general, then in five basic
sections: Engine Air Supply, APU Air Supply, Ground Air Supply, Air Supply
Distribution and Air Supply Indication.

PNEUMATIC SYSTEM - GENERAL

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PNEUMATIC SYSTEM - COMPONENT LOCATION

Location
The components of the pneumatic system are located throughout the airplane.
The control, monitoring and indication parts of the system are located in the
flight compartment and main equipment center. The four basic sections of the
pneumatic system are located as follows:
Engine air supply system is situated in three areas: on the engine, between the
engine and strut and within the engine strut.
APU air supply system is situated between the APU firewall and aft pressure
bulkhead.
Ground air supply system is situated forward of the left air conditioning pack
which is forward of the left main wheel well.
Air supply distribution system extends from engine to engine and to the APU
firewall.

PNEUMATIC SYSTEM - COMPONENT LOCATION

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PNEUMATIC SYSTEM - CONTROL AND INDICATION

Description
The system incorporates an electronic monitoring/testing system (air supply bite
module, E-3) and an electronic control circuit (bleed air control cards, P50) for
the engine air supply system. One control panel is provided in the flight
compartment on the P5 overhead for the pneumatic system. The control panel
incorporates control switches, annunciator lights and a duct pressure gauge.
EICAS provides messages on its upper display (CRT) that are associated with
the annunciators on the control panel.
EICAS also provides duct pressure information on the ECS/MSG page, and as
an option, temperature information on the engine bleed air just before it enters
the air supply distribution system (precooler out).
Interfaces
The pneumatic system interfaces with EICAS. The system provides and/or
receives information from the air conditioning and the nose cowl TAI systems.

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PNEUMATIC SYSTEM - AIR SUPPLY DISTRIBUTION SYSTEM

General Operation
The pneumatic system requires minimum crew inputs to operate the system.
The engine air supply section is enabled by placing the engine bleed air
switchlight to the OPEN position (flow bar displayed). The system is then
controlled automatically, providing temperature and pressure regulated air to
the various user systems as shown on the graphic.
The APU air supply section is also automatically controlled, if it is enabled by
placing the APU bleed air switchlight to the OPEN position (flow bar displayed).
Once enabled, the APU air supply system will automatically supply air when
required to the distribution system.
Operation of the ground air supply system requires a ground air cart(s) to be
connected to the connector(s). The air flow and temperature is controlled
externally at the ground cart(s).
The operation of the distribution system consists of selecting the position of the
three isolation valves: left, right and center. For normal operation, the left and
right valves are selected CLOSED and the center valve is selected OPEN. In
this configuration, air from the engines would be available at all times to the
center part of the distribution system through the bypass check valves.
The distribution system provides air to several user systems but the most
important is the air driven hydraulic pump. Additional information on operation
will be provided for each of the four basic sections of the pneumatic system,
engine air supply, APU air supply, ground air supply and the air supply
distribution system, in the following sections of this training manual.

TAT PROBE

14TH
STAGE
BLEED

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PNEUMATIC SUPPLY - ENGINE AIR SUPPLY SYSTEM

Purpose
The engine air supply system selects engine bleed air from the High Pressure
or Intermediate stage. Air from the engine is temperature and pressure
regulated and is ducted to the air supply distribution system as the pneumatic
source.
System Description
Two independent and identical systems are provided, one for each engine.
Each system consists of pneumatically controlled valves, electrically enabled
pneumatically operated controllers, sensors and pressure and temperature
switches. These components function automatically to control the source,
pressure and temperature of the engine bleed air. The system is divided into
operating functions. These functions are Bleed source control, temperature
control, reverse flow control, pressure control and overheat/over-pressure
protection. The components that are incorporated into each of the basic
functions are as follows:
Bleed Source Control
The source control components are the high pressure shutoff valve (HPSOV),
which is pneumatically controlled by the high pressure shutoff valve controller
(HPSOVC).
Temperature Control
There are three components to control the bleed air temperature. These are the
precooler, fan air valve and the fan air sensor. The pressure regulating and
Shutoff Valve (PRSOV) as a secondary function will regulate temperature.
Reverse Flow Control
The 8th stage check valve provides reverse flow control for the 8th stage. The
PRSOV provides reverse flow control for the distribution system.

Pressure Control
Pressure control is provided by the Pressure Regulating Valve (PRV) for the
engine manifold area. The PRSOV controls engine bleed pressure for the air
supply distribution system.
Overheat and Overpressure Protection
A pressure switch and a temperature switch provide protection. The switches, if
activated, will affect operational functions.

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PNEUMATIC SUPPLY - ENGINE AIR SUPPLY LOCATIONS

Each engine air supply system consists of the following components:

Pneumatic Ducts
Intermediate Pressure Check Valve
High Pressure Shut-Off Valve (HPSOV)
High Pressure Controller
Pressure Regulator Valve (PRV)
PRV Controller
Air Supply Precooler
Air Modulating Valve
Fan Air Temperature Sensor
Overheat Temperature Switch
Pressure Regulating And Shut-Off Valve (PRSOV)

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PNEUMATIC SUPPLY - AIR SUPPLY PRESSURE SWITCHES

Description
The Air Supply Over-pressure Switch (114 psi) and PRV Exit Sensor monitor
engine bleed air out of the PRV and is measured down stream of the precooler.
The PRV Exit Sensor provides information for BITE only.
Location
The Air Supply Over-Pressure Switch and The PRV Exit Sensor are located in
the leading edge of the wing inboard of the engines.

PNEUMATIC SUPPLY - AIR SUPPLY PRESSURE SWITCHES

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PNEUMATIC SUPPLY - ENGINE AIR SUPPLY SYSTEM

System Interface
The bleed air control card provides PRSOV position information to the flow
control cards of the air conditioning system. It also provides the same
information to the APU air supply valve control circuit.
The control circuit for the nose cowl TAI system inputs the bleed air control card
to enable the PRV controller if the following is true: there is no strut OVHT (see
fire protection), and the engine is not being started. PRV opening can occur for
cowl anti-ice with an activated overheat switch. The HPSOV will remain closed.
General Operation
The system is enabled by placing the engine bleed switch, on the bleed air
supply control panel (P5) to ON. This enables the PRSOV, PRV controller and
the HPSOV controller. Air is bled from the engine high pressure compressor at
the 14th stage bleed ports or the 8th stage bleed ports. The HPSOV controller
uses a predetermined schedule, which is dependent on High stage pressure
and airplane altitude.
At low power settings, the High stage provides the air, and at high power
settings, 8th stage is selected. The bleed air control card monitors the HPSOV
through the valve's closed limit switch. The card will activate the HPSOV fail
indication if the valve is not closed when commanded because of one of the
following: High stage is greater than 127 psig, the strut OVHT detection system
senses an OVHT (greater than 300 F, 149 C) or the engine bleed air OVHT
switch activates (490 F, 254 C). At low power settings, when air is bled off
High stage, the 8th stage (intermediate pressure) check valve prevents flow
from the High stage into the 8th stage.
The PRV and controller regulates the pressure in the engine manifold so that it
does not exceed 97+5/-12 psig. Engine bleed air, after flowing through the PRV,
flows through the precooler which is part of the primary temperature control
section of the engine bleed air system.
The precooler has the engine bleed air flowing towards the PRSOV, and cooling
engine fan air flowing from the fan air (modulating) valve, through the precooler
then overboard. Engine bleed air and cooling fan air are separated by cooling
fins. The amount of fan air (cooling air) that flows through the precooler is

controlled by the fan air valve whose position is controlled by the fan air
temperature sensor. The sensor is set to control the bleed air temperature to
400 F +/- 30 F.
The PRSOV regulates the pressure of the air entering the distribution system to
40 +/- 10 psig. The valve also has reverse flow control that will close the valve if
engine manifold pressure is less than the distribution system pressure. The
valve incorporates a temperature control circuit that will regulate flow if the
temperature of the bleed air exceeds 450 F (232 C).
Overpressure and overheat switches monitor engine bleed air at the outlet of
the precooler.
A pressure of 114 psig or greater in the engine manifold will activate the engine
air supply overpressure switch which will activate the BLEED indication circuit
(BLEED light and EICAS message ("L(R) ENG PRV") if the PRV is not closed.
If bleed air temperature exceeds 490 F +10/ -5 F, the engine air supply
overheat switch will activate and provide a signal to the bleed air control
card.The card will output an OVHT signal for indication and another signal to
command the PRV and HPSOV controllers to OFF. The circuit may be reset by
cycling the engine bleed switch. The BLEED indication circuit will also be activated anytime the PRV or HPSOV are commanded closed and are not closed
after a short delay. The air supply bite module monitors the engine air supply
system but does NOT provide any inputs for the operation or control of the
system.

114
PSI

PRV OR HPSOV OPEN WHEN COMMANDED

CLOSED
PRECOOLER OUT TEMP >490

BLEED
AIR
CARD

CF6-80C2

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PNEUMATIC SUPPLY - HIGH PRESSURE SYSTEM

Description
The high pressure controller opens and closes the high pressure shutoff valve.
The controller is remotely located to avoid harmful temperatures and vibration.
The controller is located on the upper left hand side of the engine just aft of the
fan cowl.
The high pressure controller consists of a cast aluminum body, altitude biased
pneumatic switch, internal sensing diaphragm, and a latching shutoff solenoid.
Four pressure switches provide BITE LOGIC which will monitor operation of the
high pressure controller.
Operation
The solenoid is commanded to the AUTO or OFF position by signals from the
bleed air control card. In AUTO, the HPSOV controller allows the high pressure
shutoff valve to operate depending upon high stage pressure. At low altitudes
the switchover pressure is 105 psi. Below 105 psi the pneumatic system
operates on high stage pressure and above105 psi on intermediate stage
pressure. An aneroid changes the switchover pressure linearly from 105 psi at
27,000 feet to 77 psi at 41,000 feet.
In the event of electrical power loss, the solenoid remains in the last
commanded position.
BITE Switches
The air supply BITE module monitors the operation of the controller and the
valve with BITE pressure switches and position switches. The switches do not
have an effect on the operation of the controller or valve. The switches are for
indication only.
Physical Description
The high pressure shutoff valve operates in response to pneumatic servo
pressure from the high pressure controller. The HPSOV is located on the right
side of the engine and the Controller is on the upper left side of the engine. The
valve is spring loaded to close.

The high pressure shutoff valve is a 5.5" disk valve. A half-area pneumatic
actuator positions the valve. A piston-type crank drives the disk through a link
and crank.
The valve shaft extension is hex shaped to allow manual positioning of the
valve. A lock pin, normally stored in the actuator cap, must be used to dump
actuator servo pressure and lock the valve in the closed position. Failure to use
the dedicated lock pin can result in damage to the shutoff valve diaphragm.

PNEUMATIC SUPPLY - HIGH PRESSURE SYSTEM

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PNEUMATIC SUPPLY - HIGH PRESSURE CONTROL

Operation/Control Sequence
The high pressure controller and the PRV controller are activated to Auto (ON)
by the engine bleed air supply switch, or the engine nose cowl TAI system. The
controllers will be inhibited and latched off if an overheat occurs in the engine
strut or in the engine bleed air manifold. There is one exception; the PRV
controller will not be affected by an OVHT in the engine bleed air manifold
when commanded to AUTO by the activation of the engine nose cowl TAI
system.
Reset of the latching circuits may be accomplished after the overheat condition
no longer exists by cycling the engine bleed air switch OFF then to ON.
The PRV controller is commanded OFF during the engine start sequence for
both engines if the airplane is on the ground and the APU is providing the air.
Otherwise only the controller for the engine being started will be commanded
OFF.
The high pressure shutoff valve's controller (HPSOVC) will be automatically
commanded to Auto (ON) during engine start. This will provide pneumatic
pressure to the Pressure Regulating Valve (PRV) to ensure positive closure.
Backup Operation
If a failure occurs in the high pressure control system an indication will be
provided. Depending on the faulty component(s), the air supply bite module will
record which component is faulty. Also, depending on the fault, the control
circuit (bleed air control card) will take action automatically to protect the engine
air supply system. The action can be in the form of activating a message on
EICAS that requires crew action, or by commanding the PRV, HPSOV, &
PRSOV to OFF. The following describes the engine bleed air protection circuit
by listing the possible messages and annunciator lights.
BLEED Light
The BLEED light will illuminate if either the HPSOV or the PRV is open when
commanded closed.

ENG PRV message, BLEED light

The level "B" message, "L ENG PRV" will be activated if the PRV is commanded
closed and does not close within five seconds, or if engine manifold pressure
exceeds 114 PSI and the PRV is open.
ENG HPSOV message, BLEED light
A level "B" EICAS message L ENG HPSOV" is associated with the High
Pressure Shutoff Valve (HPSOV). The message and "Bleed" light are activated
by the bleed air control card.
The EICAS message and the "Bleed" light will be activated for the following:
HPSOV open and High stage pressure greater than 127 PSIG (PPH switch
in the HPSOV controller).
HPSOV commanded to close and does not close.
The Air Supply Bite Module will indicate if the HPSOV or the HPSOV
controller is faulty.
STRUT DCT LEAK message, DUCT LEAK light
The "L STRUT DCT LEAK" level "B" EICAS message and the DUCT LEAK
light are activated and latched by the bleed air control card to indicate a strut
leak (overheat). The bleed air control card also commands the HPSOV and
PRV to OFF for this condition. Reset after cool down, by cycling the ENG
BLEED switch. The air supply bite module does not monitor the strut duct leak
circuit.
L ENG BLD OVHT Message, OVHT Light
The L ENG BLD OVHT level "C" message and the OVHT light are activated and
latched by the bleed air control card when the air supply OVHT switch activates.
In addition the card will command the PRSOV to OFF,HPSOV controller to OFF
under all conditions unless Thrust Reversers are selected upon landing and a
Strut Overheat condition does not exist. The PRV controller will be commanded
to OFF if it is not commanded to AUTO by the ENGINE COWL TAI system.
closed. The air supply bite module, if interrogated, will indicate the faulty
components.

LEFT BLEED AIR CONTROL CARD

L PRV NOT CLOSED AT 114

PSI
L HPSOV NOT CLOSED AT
127 PSI
114
>114
PSI
PSI

OFF
AUTO
14TH
> 127

> 490 F

CF6-80C2

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PNEUMATIC SUPPLY - ENGINE MANIFOLD PRESSURE CONTROL

Purpose
The pressure regulating valve (PRV) in conjunction with the PRV controller
regulates downstream (engine pneumatic manifold) pressure to a level
compatible with downstream components and ducting.
Location
The PRV is just upstream of the precooler on the upper right hand side of the
engine. The PRV controller is mounted on the top left side of the engine just aft
of the HPC.
PRV
The PRV is a 5.5 inch butterfly valve and is spring loaded closed when air
pressure is removed. The PRV operates in response to control pressure from
the PRVC. The HP Valve and the PRV are interchangeable.
PRV Controller
The PRV controller is a solenoid activated (latching type) pneumatic controller.
It includes all the pneumatic-mechanical and electrical-mechanical control
functions for the PRV.
Operation
The PRV and PRV controller operate together to control the engine manifold
pressure to 97 +5/-12psig.

ACTUATOR
SERVO
PRESSURE
REGULATED

ELECTRICAL

PRESSURE PORT

CONNECTOR

(DOWNSTREAM OF PRV)

SOLENOID

GE CF6 - 80C2 - 11 O'CLOCK HPC CASE

FILTER

SUPPLY
PRESSURE PORT

ACTUATOR

(UPSTREAM OF PRV)

PRESSURE PORT
(TO PRV)

PRV AND PRVC

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PNEUMATIC SUPPLY - HPSOV AND PRV

Ground Handling
The High Pressure Shutoff Valve (HPSOV) and the Pressure Regulating Valve
are identical and interchangeable. Thus the deactivation procedures for each
valve is exactly the same. The airplane operating procedures (crew
procedures) are different for each valve. For details see the recommended
MEL.
The valves may be deactivated to the locked CLOSE position only. The right
thrust reverser must be opened to gain access to either valve. The valves may
be deactivated (locked close) by removing the locking pin from its stowed
position in the actuator.
Insure the valve is fully closed (position indicator). If it is not closed, rotate the
manual override hex nut until the position indication aligns with the CLOSE
mark on the valve. Install the locking pin through the locking crank and into the
valve.
CAUTION:

IT IS NECESSARY TO LOCK THE THRUST REVERSER IN THE

FORWARD THRUST POSITION IF EITHER THE PRV OR THE
HPSOV IS DEACTIVATED. REFER TO THE MEL.

To activate, reverse the above procedures. It is very important to insure the

locking pin is properly reinstalled in the stowed position. If it is not installed
completely, the valve will not operate correctly because the actuator pressure
will be vented to ambient around the pin.

POSITION
SWITCHES

HEX FOR MANUAL

OPERATION

ELECTRICAL

LOCKING PIN

CONNECTIONS

HOLE
LOCKING
CRANK
VALVE

___________

ACTUATOR

VALVE
INLET

ACTUATOR SERVO
PRESSURE

LOCKING PIN
(STOWED POSITION)

VALVE OUTLET

HPSOV PRV
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PNEUMATIC SUPPLY - HPSOV AND PRV

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PNEUMATIC SUPPLY - BLEED LIGHT AND MESSAGES

Review Pneumatic Supply Bleed Normal Parameters
Engine air supply system controls the pressure, temperature, and flow of bleed
air:
8th stage intermediate air
14th stage for high pressure
When high stage pressure increases to 105PSI (+/-5) the HPC closes the
HPSOV.
The PRV keeps air pressure to 97PSI (+5/-12) before entering the precooler.
The precooler is an air-to-air heat exchanger that uses fan air for cooling.
The Fan Air Temperature Sensor works to keep precooler output temps at 400F
(+/_30F).
The PRSOV contains a temp controller which keeps bleed air temps below
490F. At 442F (+/-7) PRSOV moves toward closed. At 490F PRSOV goes
fully closed. The PRSOV also contains a pressure controller which keeps
downstream pressure at 40PSI (+/-10).
Overpressure switch condition 114 psi.
Abnormal Conditions for Bleed Light and Messages
Conditions illustrated in graphic for Bleed Light. Message will specify which
valve is responsible.

PNEUMATIC SUPPLY - BLEED LIGHT AND MESSAGES

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PNEUMATIC SUPPLY - INTERMEDIATE PRESSURE CHECK

VALVE
Physical Description
The intermediate pressure check valve is an in-line check valve. The valve
consists of an outer shell, inner shell with strut supports, piston guide and a
sliding valve plate/piston assembly.
The duct in which the valve mounts is a 5.5 inch diameter duct. An arrow on the
body of the valve indicates direction of flow.
When the pressure upstream of the intermediate check valve becomes greater
than that downstream, the valve plate and attached piston of the intermediate
pressure valve, slide open. The piston guide in the inner shell guides the plate/
piston assembly when moving. When the pressure upstream of the
intermediate pressure check valve becomes less than that downstream, the
plate/piston assembly slide closed. This prevents reverse flow through the
valve.
The check valve is located on the engine at the 3 o'clock position. Removal of
the check valve requires opening of the right T/R.

VALVE PLATE
SUPPORT STRUT

INNER SHELL

OUTER SHELL
_______________________
_______________

FROM 8TH STAGE

BLEED AIR SOURCE

FROM HIGH STAGE

PISTON GUIDE

BLEED AIR SOURCE

VORTEX
GENERATOR

VALVE PISTON

FLOW

INNER SHELL

VALVE PLATE
(CLOSED)
VALVE

FRONT VEIW

PLATE
(OPEN)

ENGINE MANIFOLD DUCTING

OUTER SHELL

INTERMEDIATE PRESSURE CHECK VALVE

B767-300

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PNEUMATIC SUPPLY - INTERMEDIATE PRESSURE CHECK VALVE

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PNEUMATIC SUPPLY - FAN AIR SYSTEM

Valve Operation

Sensor Description

The fan air modulating valve opens and closes in response to pressure signals
from the fan air temperature sensor.

The fan air temperature sensor mounts in the duct between the precooler and
the PRSOV (pressure regulator and shutoff valve). The sensor body contains a
lever and crank operated by a bimetallic temperature probe. The temperature
probe projects into the duct. A ball poppet regulator valve and air filter are
located in the pressure supply line of the sensor unit. Two pressure switches
and a temperature sensor provide information to the BITE system.
Sensor Operation
The fan air temperature sensor modulates the servo pressure that controls the
fan air valve. The valve is spring loaded open. With the system pressurized the
valve then closes.
Increasing temperature causes the poppet to open, servo pressure then vents
and the fan air modulating valve opens. Below 370 F (188 C), all temperature
bias is removed and the valve remains closed.
At 370 F the valve begins to open and when the temperature reaches 430 F
(221 C) the valve is full open.
Valve Description
The fan air modulating valve is a nine-inch diameter pneumatically actuated
disk valve. The valve mounts at the cooling air inlet to the precooler. The valve
consists of a half-area actuator spring-loaded to the open valve position. The
actuator contains a diaphragm-operated poppet attached to a spring
compensated lever.
A cooling shroud surrounds sensitive valve components. The shroud allows
cooling air to pass over the components to prevent overheating. A locking
crank and pin is mounted on the actuator. The locking pin when installed in the
locking crank manually locks the valve 48 +/- 4 from the valve closed position
and vents supply pressure.

The actuator modulates the disk to maintain a bleed outlet air temperature at
400 +/- 30 F (204 C). The valve begins to open at 370 F (188 C) and fully
opens at 430 F (221 C).
BITE Switches and Sensor
Two BITE pressure switches, a BITE temperature sensor and valve limit
switches are used to monitor the system's integrity. The air supply BITE module
uses the following logic to identify faults in the fan air system:
When bleed air temperature is below 265 F (129 C), the sensed servo
pressure (switch 1) . should be greater then 9.25 psig and the fan air valve
should be closed.
When bleed air temperature is above 445 F (229 C), the servo pressure
(switch 2) should be open and the fan air valve should be open.
The BITE module first tests the fan air sensor. If no faults are found, then it tests
the fan air valve for faults. A fault in the sensor will inhibit a fault indication of
the valve. If no faults are found in either the sensor or the valve the BITE
module, then tests the precooler by monitoring the precooler out temperature
through the fan air sensor.

AIR SUPPLY
BITE MODULE

VALVE CLOSED POSITION SWITCH

POPPET
PRESSURE
REGULATING
CONTROL

TO BITE
MODULE

REGULATED
CONTROL
PRESSURE

NO. 1
BITE

POPPET
AND

PRESS.
SWITCH

NOZZLE

PRESS. 9.25 PSI

TEST PORT

IF

THEN

TEMP

VALVE

<265`
POSITION
SWITCHES

CLOSED

VALVE
CONTROL
LEVER

LOCKING
PIN

AMBIENT

OPEN

SIGNAL
PRESSURE

COOLING AIR

INCREASING
TEMP

TEMP PROBE
(BIMETALLIC)

LOCKING
PIN SLOT

FILTER

TEMPERATURE

FAN
AIR

PR

<2.25PSI
OPEN

PRESS.
SWITCH BALL POPPET
REGULATOR
COMPENSATING
PRESS. 2.25 PSI
SPRINGS

AMBIENT
VALVE
FEEDBACK CONTROL
CAM
LEVER

>445`

NO. 2
BITE

SENSOR
DIAPHRAGM

OPEN

>9.25PSI
CLOSED

BLEED
AIR

BITE
TEMP
SENSOR
INLET

BLEED AIR

TO PRESSURE
REGULATING
& SHUTOFF
VALVE

FROM PRECOOLER

CLOSE
LOCKING
PIN HOLE
OPEN

PRSOV (REF)

POSITION
SIGNAL PRESSURE
LOCKING
FROM PRECOOLER
LOCKING SWITCH
CONNECTIONS CRANK
CRANK
FILTER
ACTUATOR

CONTROL
PRESSURE
ELECTRICAL
CONNECTION

LOCKING
PIN

TEMPERATURE REGULATED
CONTROL PRESSURE FROM
FAN AIR TEMPERATURE
SENSOR

BITE
PRESSURE
SWITCHES

BITE TEMP
SENSOR

BLEED AIR
TEMP PROBE

DISK

UP

ACCESS
DOOR FRAME
FWD

OUTLET PORT
TO PRECOOLER

NOTE: VIEW FROM RIGHT SIDE OF

ENGINE INTO STRUT ACCESS DOOR

FAN_AIR_MODULATING_VALVE

FAN AIR SYSTEM

B767-300
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PNEUMATIC SUPPLY - FAN AIR SYSTEM

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__________________________

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PNEUMATIC SUPPLY - AIR SUPPLY PRECOOLER

Purpose
The precooler is the part of the engine bleed air temperature control system that
transfers the heat from the bleed air to the fan air without mixing the two
together.
Location
The precooler is mounted to the lower engine strut firewall. The precooler is in
the area between the engine and engine strut and is accessible by opening the
thrust reverser and core cowling.
Physical Description/Features
The air supply precooler is an air-to-air heat exchanger of the cross-flow type.
The unit consists of layers of fins separated by parting plates and closure bars.
The bleed air inlet receives pressure regulated bleed air from the PRV. A
pressure sense port on the precooler provides servo pressure to the fan air
valve, which is attached to the fan air inlet.
Operation
The precooler allows heat from engine bleed air to be absorbed by cooler fan
air. Bleed air and fan air flow at approximately right angles to each other,
separated by the fin-plate arrangement. Heat from the bleed air is absorbed by
the fan air via the fins and plates, thereby cooling the bleed air to a nominal 400
+/- 30 F (204 C).

MOUNTING POINTS
2 OF 4
BLEED AIR OUTLET
TO PRSOV

FAN AIR INLET

BLEED AIR INLET

FROM THE PRV

FAN AIR OUTLET

FWD

AIR SUPPLY PRECOOLER

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PNEUMATIC SUPPLY - AIR SUPPLY PRECOOLER

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PNEUMATIC SUPPLY - PRESSURE REGULATING AND SHUTOFF VALVE

Purpose
The Pressure Regulating and Shutoff Valve (PRSOV) provides four basic
functions:
ON/OFF control of the engine bleed air system
Pressure regulation of the engine supplied bleed air
Engine bleed air temperature limiting (protection) and prevents reverse
flow from the pneumatic distribution system into the engine bleed air
system
Location
The PRSOV is mounted to the six inch (15 cm) ducting downstream of the
precooler in the engine strut (pylon).
Physical Description/Features
The multipurpose PRSOV is a pneumatically operated and electrically
controlled valve. The valve incorporates a valve body and disk, an actuator, a
pressure controller, a reverse flow limiter, a temperature probe, limit switches,
pressure switches, a solenoid, and devices for locking the valve closed. The
spring loaded closed valve has a valve shaft extension which is splined to the
valve disk and a locking crank. The locking crank extends on either side of the
valve shaft and one end is used as an actuation arm for the Open/Close limit
switches. The other end has a threaded hole which allows the valve to be
locked closed when a lock pin is installed. The lock pin is stowed on the valve.
The locking crank has a hex for manual operation of the valve.
Electrical control is provided by a latching type solenoid. Pressure switches and
position switches are installed to provide information for the Air Supply BITE
MODULE and the engine bleed air control circuit. The valve serves as a firewall
shutoff valve and constitutes a part of the firewall.

Operation
The solenoid is energized to the AUTO position by a signal from the bleed air
control card. The valve is pneumatically actuated to maintain 40 +/- 10 psi. The
BITE pressure and position switches provide information to the air supply BITE
module.
BITE
The BITE module monitors the valve for faults. It compares the OFF solenoid
signal to the closed position switch (valve should be closed); the 60 psi pressure
switch to the OFF position switch (valve should be closed); and the 20 psi
pressure switch to the OPEN position switch (valve should be open).
Ground Handling
The MEL requires that at least one PRSOV be operational, along with several
exceptions, to dispatch the airplane. The dispatch deviations guide (DDG)
provides the steps required to satisfy the exceptions. One of these exceptions
requires the failed PRSOV to be in the closed position. To insure the valve
stays in the closed position, the locking pin may be installed in the locking pin
hole in the locking crank when the valve is fully closed. If the valve is not fully
closed, use a wrench on the hex, rotating the locking crank until the locking pin
hole aligns with a hole in the valve body. When restoring the PRSOV to normal
operation, insure the LOCKING PIN is installed in its stowed position securely.
If the pin is not installed or not installed completely, the valve will not operate.

NO. 1
BITE
PRESS
SWITCH

NO. 2
BITE
PRESS
SWITCH

PRESSURE CONTROL
40 +/ - 10 PSI

LOCKING PIN
HOLE
LOCKING_PIN

FROM STARTER
P < 20 PSI

LOCKING
PIN (STOWED)

TEMPERATURE
CONTROL
450`F - 490`F

VALVE ACTUATOR
(SPRING LOADED
CLOSED)

P > 60 PSI

REVERSE FLOW
CHECK CONTROL
P.18 PSI

AIR SUPPLY
BITE MODULE

AUTO/OFF

CLOSE

SOLENOID CONTROL

AUTO

OFF

LOCKING
CRANK
HEX

OPEN/CLOSE POSITION SWITCHES

TO AIR

FROM

FAN AIR
TEMPERATURE
SENSOR

LEFT_SIDE_VIEW

SUPPLY
DISTRIBUTION

PRECOOLER

LOCKING PIN
(STOWED
POSITION)

INLET PRESSURE
VALVE BODY

SHUTOFF
SOLENOID
MAIN
FILTER
POSITION
SWITCHES

TEMPERATURE
SENSOR

PRESSURE REGULATING AND SHUTOFF VALVE

TEMPERATURE
SENSOR PROBE

DISK

ELECTRICAL
HEX FOR
CONNECTOR
MANUAL OPERATION
(VALVE SHAFT
BITE PRESSURE
EXTENSION)
SWITCHES (NOT SHOWN)

VALVE_ROTATED_FOR_CLARITY

PRESSURE REGULATING AND SHUTOFF VALVE

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PNEUMATIC SUPPLY - APU SHUTOFF AND CHECK VALVES

Description
The APU shutoff valve is a 4.5 inch diameter, duct mounted, disk valve. It is
located in the APU air supply duct just forward of the APU firewall. It opens or
closes to allow supply air from the APU to enter the air supply distribution
system.
A 115 volt ac motor drives the valve.
The valve consists of an electrical actuator, a body and disk assembly, and a
manual override.
The disk assembly opens and closes in response to the electrical actuator or
the manual override. The valve can be locked in either open or closed
positions.
The disk assembly pivots on a shaft within the body. One end of the shaft
engages the output shaft of the actuator. Actuator position determines the
position of the disk.
APU Check Valve
The APU check valve is a 6-inch, duct-mounted, dual flapper-type, check valve.
It mounts in the APU air supply duct forward of the APU shutoff valve.
The valve prevents air flow from the engines or ground air connector from
entering the APU.
The check valve consists of two semi-circular flappers hinged about a pin. The
pin runs through the center of the valve body normal to the valve body axis.
Normal airflow (away from APU) overcomes the helical torsion spring and drives
the check valve flappers open until contact is made with the check valve stop
pin. Reverse airflow aids the helical torsion spring to close the check valve.

PNEUMATIC SUPPLY - APU SHUTOFF AND CHECK VALVES

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PNEUMATIC SUPPLY - APU SHUTOFF VALVE CONTROL

Description
Power requirements for the APU shutoff valve include 115v ac power for valve
operation, 28v dc for relay control and switchlights, and 5v ac for white bar
lights.
Description/Operation
To open the APU AIR SUPPLY valve the following conditions must be met. The
APU start switch moved to the START position, which will cause the APU
START/ON relay to energize. The APU operating above 95%. The APU FIRE
switch in the normal position. The APU AIR SUPPLY switch selected to the ON
position and the APU AIR SUPPLY OVERRIDE relay relaxed. This override
relay will be relaxed if any of the following sets of conditions is satisfied:

Starting either engine

Both engines N2 RPM is below 50%
The center isolation valve is closed
Both left and right PRSOVs are closed

Closing of the APU air supply valve can be done by selecting the APU air supply
to the OFF position. The valve will close automatically whenever all of the
following are met: left or right PRSOV(s) open, the center isolation valve open
an engine is not being started and either engine(s) N2 above 50%. The valve
will also close automatically when the APU is selected off, or the APU fire switch
is in the fire position or the battery switch is placed off. (The battery bus
supplies the power for the APU start/on relay).
Valve Indication
The "VALVE" light will illuminate in the APU air supply valve switchlight if a
disagreement exists between commanded and actual valve position. If the
disagreement lasts longer than six seconds, a level "C" APU BLEED VALVE
message will be displayed by the EICAS.

START

R ENG
STARTING

APU START/ON
RELAY
ENERGIZED

L ENG
STARTING

CENTER
ISOLATION
VALVE CLOSED

APU N2 > 95%

APU FIRE SW
IN NORMAL
(FLT COMPT)

APU AIR
SUPPLY VALVE

BOTH
ENGINES
N2 < 50%

R PRSOV
CLOSED

APU AIR SUPPLY

SWITCH SELECTED
TO ON (P5)

APU AIR SUPPLY

OVERRIDE RELAY
NOT ENERGIZED
COMMAND SIGNAL
DISAGREES WITH
ACTUAL VALVE
POSITION

L PRSOV
CLOSED

"OPEN"

AUX PWR
CONTROL
UNIT

V
A
L
V
E

APU AIR SUPPLY VALVE

COMMAND SIGNAL

VALVE LIGHT (P5)

"C" APU BLEED

EICAS MESSAGE
(6 SECOND DELAY)

APU SHUTOFF VALVE CONTROL

B767-300
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PNEUMATIC SUPPLY - ISOLATION AND ISOLATION BYPASS

CHECK VALVES
Description/Location Isolation Valve
There are three isolation valves in the air supply system. The left and right
isolation valves are located in their corresponding air supply body crossover
ducts. The center isolation valve is in the APU air supply duct just aft of the
crossover duct, on the forward wall of the left wheel well.
All three isolation valves are non-modulating 6-inch diameter disk valves. The
valves are powered by 115 volt ac. A lever normally engaged with the motor
drive disengages to allow manual movement of the disk independent of the
valve motor.
Isolation Bypass Check Valve
Two isolation bypass check valves are mounted directly under the left and right
isolation valves. The check valves are flapper-type valves with a 5-inch
diameter inlet and a 4-1/2 inch-diameter outlet. The check valves consist of two
semi-circular flappers attached to a hinge pin. The hinge pin runs through the
center of the valve body.
Airflow in the direction of the arrow on valve body overcomes a helical torsion
spring and drives the valve flappers open until contact is made with the check
valve stop pin. Reverse airflow aids the helical torsion spring in closing the
valve flappers.
Note:

Clamps with safety latches must be installed on the inboard side of

the left and right isolation valves and bypass check valves and on
the lower side of the center isolation valve.

PNEUMATIC SUPPLY - ISOLATION AND ISOLATION BYPASS CHECK VALVES

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PNEUMATIC SUPPLY - ISOLATION VALVE CONTROL

Operation
Power requirements for the valves include 115 volts ac power for operation, 28
volts dc power for the indication part of the circuit, and 0-5 volts ac power for
white flow bar illumination (panel lights).
There is a separate switchlight to control each valve (left, right, and center). The
CENTER ISOLATION VALVE control switchlight is normally selected to the
OPEN position and is guarded to that position.
The control circuits for the three valves are similar so only the circuit for the left
valve is shown.
When the control switchlight is pressed to OPEN (Flow Bar Displayed), 115
volts ac powers the valve open. When the valve control switchlight is pressed
again (Flow Bar Not Displayed), 115 volts ac powers the valve closed.
28 volts dc provides power to the indication relays which control the amber
disagreement lights and the EICAS indications. The amber VALVE light is on
during valve actuation and off when valve reaches its commanded position.
This is determined by the limit switches on each valve. If the amber light
remains on for greater than six seconds, a disagreement between the valve
position and command is indicated on EICAS as a level C message.
Indication power is provided by the STBY bus. Operating power is provided by
the XFR BUS. Its closed indication relay provides a discrete input to the ENG
EEC.
The Center ISLN VLV CONTROL SWITCH provides a discrete input to the L
ENG EEC. The Center ISLN VLV closed IND relay is part of the control circuit
for the APU AIR SUPPLY VALVE.
Operation - Simplified
There is a separate switchlight to control each isolation valve (left, right, and
center). The CENTER ISOLATION VALVE switchlight is guarded in the valve
open position. When the switchlight is depressed to open, 115 volts ac powers

the valve open. When the valve switchlight is depressed again, 115 volts ac
powers the valve closed.
28 volts dc is provided through relay logic for the amber valve disagreement
light. The amber VALVE light is on during valve actuation and off when valve
reaches its selected position.
This is determined by the limit switches on each valve. If the amber light
remains on, a disagreement between the valve position and selected is
indicated. If the disagreement last longer than 6 seconds the EICAS advisory
message L(C)(R) BLD ISLN VAL Will be displayed.

LEFT
ENGINE AIR

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PRESSURE INDICATION SYSTEM - AIR SUPPLY INDICATION

Purpose
The air supply indication system provides information to the flight crew and
maintenance personnel. The system monitors and displays normal and
abnormal system conditions.
Description
The system consists of engine bleed air control cards, duct pressure indication,
an air supply bite module, overheat and valve operation annunciation.
The duct pressure indicating circuit has transducers in each air conditioning
compartment, and display is provided on EICAS and on the air supply control
panel. The air supply bite module is located in the main equipment center. The
air supply bite module receives information from the left and right bleed air
supply system components, air/ground relays, air driven hydraulic pump
operation, and both bleed air control cards.
The air supply bite module can be interrogated for system faults when the
engines are not operating. The module has memory of up to eight flights.

490 F

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PRESSURE INDICATION SYSTEM - AIR SUPPLY DUCT PRESSURE INDICATION

Description
The right and left air supply duct transmitters are connected to short sensing
lines to monitor air pressure on either side of the distribution system. Output
signals from these transmitters are routed to the duct pressure indicator and to
the two EICAS computers.
Operation
The pressure transmitters are powered by 28 volts dc from the L and R dc
buses. In the pressure transmitters, pressure variations cause a bellows to
move the wiper arm of a potentiometer.
The resultant voltage from the potentiometer is amplified and then routed to an
EICAS computer where it is processed for display on the lower EICAS display
unit. The transmitter voltages are also routed to a dual air supply duct pressure
indicator which is powered by 115 volts ac from the left 115 volt ac bus. The
signal voltages vary from 0.4 to 5.2 volts dc for the pressure range of 0-80 psi.
The signal from each pressure transmitter is processed by a servo amplifier.
The servo amplifier powers a torque motor which in turn rotates the left or right
indicating needle, as appropriate. Whenever the input voltage changes, the
torque motor will rotate the display needle until the servo amplifier's input signal
is nulled out by a voltage from the rebalance potentiometer which is equal in
amplitude, but opposite in polarity.

28V DC
L BUS
C1332
LEFT AIR SUPPLY
DUCT PRESS
28V DC
R BUS
C1342
RIGHT AIR SUPPLY
DUCT PRESS IND
115V AC
L BUS
C4221
AIR SUPPLY DUCT
PRESS IND PWR

POWER
SUPPLY
DC
B

POWER
SUPPLY

L AIR SUPPLY DUCT PRESS

TRANSMITTER

P11 OVERHEAD CIRCUIT BREAKER PANEL

SERVO
AMP

TORQUE
MOTOR

DC

C
CR
O

REBALANCE
POTENTIOMETER

60

20

POWER
SUPPLY

80

T
A
L

SERVO

TORQUE
MOTOR

AMP

ECS/MSG

DC

DUCT
PRESS
PSI

40

LEFT
EICAS
COMPUTER

+
-

+
-

DUCT PRESS

L
45

R
35

EICAS LOWER DISPLAY UNIT (P2)

U
S

R AIR SUPPLY DUCT PRESS

TRANSMITTER

DC

RIGHT
EICAS
COMPUTER

REBALANCE
POTENTIOMETER

DUAL AIR SUPPLY DUCT PRESSURE

INDICATOR(P5)

TO LEFT
COOLING
PACK
B

TO TAT
PROBE HEAT
& RAIN
REPELLENT

TO FWD
CARGO
HEAT

V44 L
AIR SUPPLY
ISLN VLV

V45 R
AIR SUPPLY
ISLN VLV

L ENG
BLEED AIR
PNEUMATIC
GROUND
CONNECTIONS

TO RIGHT
COOLING
PACK
A

R ENG
BLEED AIR

V46 C
AIR SUPPLY
ISLN VLV
APU BLEED AIR

AIR SUPPLY DUCT PRESSURE INDICATION

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PRESSURE INDICATION SYSTEM - DUCT PRESSURE

TRANSMITTERS
Purpose
The pressure transmitters provide a variable signal to the dual duct pressure
gage, (P5) and to the EICAS computers for duct pressure indication.
Location
The transmitters are mounted to support brackets near access doors forward of
the Air Conditioning compartments.
Description
The transmitters consist of a housing with an electrical connector on one end
and an pneumatic connector on the other. There is an amplifier, a
potentiometer, and a bellows assembly contained in the housing.

FROM LEFT
ENGINE

SEE

DUCT PRESSURE
TRANSDUCERS

FROM LEFT
ENGINE

DUCT PRESSURE
TRANSDUCERS

LEFT DUCT
PRESSURE
TRANSDUCER

PNEUMATIC
DUCT (REF)

FROM APU
FWD

FROM RIGHT
ENGINE

RIGHT DUCT
PRESSURE
TRANSDUCER

FROMAPU
FROM APU

2
1
1

141 - 999

101 - 139

FWD

1
141 - 999

DUCT PRESSURE TRANSMITTERS

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27 Jul 2012

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TRAINING MANUAL

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PRESSURE INDICATION SYSTEM - DUCT PRESSURE TRANSMITTERS

B767-3S2F
Page - 51

ATA 36-00
5/21/13

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B767-3S2F
Page - 52

ATA 36-00
5/21/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

AIR SUPPLY BITE SYSTEM - OPERATIONAL CHECKS

Description
The air supply bite module uses 115 volt ac power from the left bus. When both
engines are operating, operational logic is provided to the bite module for left
and right system monitoring.
Operation High Pressure Shutoff Valve
The module will fault the shutoff valve for the following:
High stage pressure greater than 127 psi (pressure switch No.1, PHH
open) and the valve disk is open (position switch).
High stage pressure is less than 62 psi (pressure switch No. 2, PHL
closed) and the valve disk is closed (position switch).
High pressure controller solenoid with OFF signal and the valve disk is
open (position switch).
High Pressure Controller
The module will fault the controller for the following:
High stage pressure greater than 127 psi (pressure switch No. 1, PHH)
and control pressure is greater than 14 psi (PC servo pressure switch).
High stage pressure less than 62 psi (HP pressure switch No. 2, PHL) and
control output pressure not within supply pressure by 20 psi (differential
pressure switch, PH-PC).
Controller solenoid OFF signal applied and servo pressure is greater than
14 psi (PC servo pressure switch).
Pressure Regulating Valve and Controller
The module will fault the valve/controller for the following:
Overpressure switch closed and the valve disk open (position switch).
Controller solenoid OFF signal applied and the valve open (position
switch).

Pressure Regulating and Shutoff Valve

The module will fault the pressure regulating and shutoff valve for the
following:
Solenoid OFF signal applied and the valve disk open (position switch).
Downstream pressure is greater than 60 psi (PR pressure switch No. 1)
and the valve disk is open (position switch).
Downstream pressure less than 20 psi (PR pressure switch No. 2) and
valve disk is closed (closed position switch). Inhibits test if temperature is
greater than 420 F (216 C), (fan air bite temperature sensor) or if the high
pressure shutoff valve is closed and high stage pressure is less than 62
psi.
Temperature greater than 550 F (287 C) (fan air bite temperature
sensor).
Fan Air Modulating Valve
The module will fault the valve for the following:
Temperature is greater than 430 F (221 C), as sensed by the fan air bite
temperature sensor, and the valve is not open as sensed by the position
switch. The valve fault is inhibited if the fan air temperature sensor is faulty.
Temperature less than 265 F (129 C) as sensed by the fan air bite
temperature sensor, and the valve is not closed, as sensed by the position
switch. The valve fault is inhibited if the fan air temperature sensor is
faulty.
Fan Air Temperature Sensor
The module will fault the sensor for the following:
Temperature less than 265 F (129 C) as sensed by the fan air bite
temperature sensor and pressure is less than 9.25 psi as sensed by
pressure switch No. 1.
Temperature greater than 445 F (229 C), as sensed by the fan air bite
temperature sensor, and pressure is greater than 2.25 psi, as sensed by
fan air control pressure switch No. 2.
Air Supply Bite Module
The bite module conducts a self-test using temperature sensors and position
switches to test for out-of-range checks, ground position check, and open wire
tests.

AIR SUPPLY BITE SYSTEM - OPERATIONAL CHECKS

B767-3S2F
Page - 53

ATA 36-00
5/21/13

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B767-3S2F
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TRAINING MANUAL
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AIR SUPPLY BITE SYSTEM - GROUND CHECKS

Description/Operation
The air supply BITE system identifies and stores LRU faults that occur within
the engine air supply system. The BITE module continuously checks the
system operation and identifies components faults. The processor stores this
information in a nonvolatile memory for up to eight flights. When power is
applied to the module, the main routine activates a self-test.
The first one is a comprehensive test, it takes less than two seconds. If the
comprehensive test fails, the main routine automatically turns on the BITE
module lamp and stores the fault. All other module functions are inhibited when
this lamp is on. If the lamp stays on you must replace the Air Supply BITE
module. If the lamp goes off, or never came on, the main routine continues.
The main routine then starts periodic testing. This is a shorter test. The module
will return to the comprehensive test if power is interrupted or if a fault is found.
If everything is OK, the main routine will select a mode. It can select from two
modes.
Operational Check Mode
If the airplane is in the air, or there is at least one engine running, the main
routine selects the operational check mode. In the operational check mode the
module continuously checks to make sure all components in the engine bleed
and BITE systems are operating correctly. Any detected faults are stored in
memory. The switches and the LED lamps on the front panel of the module are
inactive in the operational check mode.
Ground Check Mode
When the airplane is on the ground with both engines shutdown, the main
routine selects the ground check mode. In this mode the module continuously
monitors the wiring and BITE components. If they are not in their engine off
position, a fault is stored in memory.The front panel switches and lamps are
enabled. If faults are detected, BITE stores the faults in its memory, no lamps
turn on.

Built-In Test
The air supply BITE module incorporates circuitry to isolate functional failures of
components due to critical wire and connector failures, as distinguished from
component failure, and records intermittent flight failures that may not repeat on
the ground. Identification of failed items is stored in the air supply BITE module.
Actuation of the PRESS TO TEST switch on the BITE panel will test power to
the unit and the function of the panel lights and displays.
Actuation of the BITE switch will cause the light of the failed item to be
illuminated. Fault indicators are stored in previous fault memory for eight flights,
after which they are automatically cleared.
Verification Test
After replacement of failed LRU, actuation of the VERIFY switch will confirm that
the replacement LRU is installed correctly, its basic function is operable and its
interfaces have been re-established.
If the NO FAULT light illuminates during verification, verification is OK and
allows reset of the BITE data store. Failure to pass the verification test is
indicated by illumination of the failed LRU light.
Reset
During reset, all "BITE STEP" faults are cleared from nonvolatile memory.
The "VERIFY" switch must be pressed and the "NO FAULT" light illuminated
before the "RESET" switch is pressed.

AIR SUPPLY BITE SYSTEM - GROUND CHECKS

B767-3S2F
Page - 55

ATA 36-00
5/21/13

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