Section - III Systems Description

Pro Line 21
Section - III
SYSTEMS DESCRIPTION
Sub-section 10
ENVIRONMENTAL
Table of Contents
Page
GENERAL .................................................................................................. 10-3

BLEED AIR SYSTEM................................................................................. 10-3
ENGINE AIR BLEED ............................................................................... 10-3
MIXING VALVE ........................................................................................ 10-3
MAIN AIR VALVE..................................................................................... 10-3
PRESSURE REGULATOR and SHUT-OFF VALVE................................. 10-4
AIR CYCLE MACHINE............................................................................... 10-4
Figure 1 - Air Supply and Distribution .................................................. 10-5
OVERSPEED PROTECTION .................................................................. 10-7
COLD AIR UNIT (CAU)............................................................................ 10-7
LOW LIMIT TEMPERATURE CONTROL SYSTEM ................................ 10-8
DUCT TEMPERATURE ............................................................................. 10-8
CABIN TEMPERATURE CONTROL SYSTEM ......................................... 10-9
AUTO MODE ........................................................................................... 10-9
MANUAL MODE ...................................................................................... 10-9
FLOOD AIR CONTROL ........................................................................... 10-10
AUXILIARY HEATING SYSTEM ............................................................. 10-11
RAM AIR .................................................................................................. 10-11
REAR EQUIPMENT BAY VENTILATION .............................................. 10-12
CABIN RECIRCULATED AIR SUPPLY.................................................. 10-12
PRESSURIZATION CONTROL SYSTEM ............................................... 10-13
INDICATOR............................................................................................ 10-13
AUTOMATIC CONTROL........................................................................ 10-14
Pneumatic Relay ............................................................................. 10-15
Absolute Pressure Regulators ........................................................ 10-15
MANUAL CONTROL ............................................................................. 10-15
GROUND AIR CONDITIONING ............................................................... 10-15
CABIN DEPRESSURIZATION WARNING .............................................. 10-16
DUMP VALVE ........................................................................................ 10-16
Figure 2 - Pressurization System ...................................................... 10-17
Pilot’s Operating Manual Page 10-1

Original Issue: Feb, 2002
Hawker 800XP Pro Line 21
Section III - SYSTEMS DESCRIPTION
Intentionally left blank
Page 10-2 Sub-section 10 Pilot’s Operating Manual

ENVIRONMENTAL Original Issue: Feb, 2002
GENERAL
Bleed air is tapped from both engines and conditioned to acceptable temperature levels by an air
conditioning pack incorporating a three-wheel air cycle machine. Conditioned air is ducted to the flight
compartment and passenger cabin to provide ventilation, heating and pressurization. Temperature
levels, set manually, are automatically controlled.
Pneumatic controls automatically maintain required pressurization (cabin altitude) while manual
controls provide emergency selections of air conditioning and pressurization. On the ground,
conditioned air is supplied by the APU (if installed) and the air cycle machine when the main engines
are not running.
BLEED AIR SYSTEM
ENGINE AIR BLEED

Bleed air from each engine enters the rear equipment bay via two ducts in each pylon. Low Pressure
(LP) air is ducted from a flow limiting venturi to a mixing valve. When both Main Air Valves (MAV) are
selected open, High Pressure (HP) air is ducted from a flow limiting venturi to a solenoid-operated shut-
off valve then to the mixing valve.
MIXING VALVE
The mixing valve regulates HP air (when it is demanded by LP air low pressure) and mixes the HP and
LP air supplies to maintain at the outlet of the valve a minimum pressure of 20 psi and limits the
temperature to approximately 270° C.
The amount of HP air used is dependent on the LP air pressure available. When the LP air pressure
falls to 30 psi, the HP valve is opened but the mixing valve does not mix any HP air into the system until
the LP air pressure falls to 22 psi and below.
MAIN AIR VALVE

Air from each mixing valve is fed through an electrically actuated main air valve (MAV) and a non return
valve (NRV) into a common supply duct. The MAV and HP valve selections are made by means of two
switches, MAIN AIR VLV 1 and MAIN AIR VLV 2, on the overhead roof panel.
The switch selections of CLOSE, LP and OPEN affect the system as follows:
• CLOSE - MAV and HP valve are both selected closed.
• LP ON - MAV selected open and HP valve selected closed.
• OPEN - MAV selected open.

HP valve ‘armed’ but the valve position is controlled by the LP duct pressure switch.
Pilot’s Operating Manual Sub-section 10 Page 10-3

Revision A1: Nov, 2002 ENVIRONMENTAL
MAIN AIR VLV

Overhead Roof Panel
1 OPEN 2
LP
ON
CLOSE
Time delay units are incorporated in the open circuit of the MAVs to prevent an initial surge of air to the
cabin. The No. 1 MAV has a staggered open/delay logic control, and takes approximately 20 seconds
to reach the fully open position. The No. 2 MAV is fast acting but is delayed by 30 seconds before
running fully open in approximately one second.
PRESSURE REGULATOR and SHUT-OFF VALVE

From each main air valve the air is ducted via a non-return valve, and then via a common duct to a
pressure regulator and shut-off valve unit, (PRSOV) and a pressure reducing and flow restricting venturi
to an air cycle machine.
AIR CYCLE MACHINE
The air cycle machine (ACM) consists of a three-wheel cold air unit (CAU), and primary and secondary
heat exchangers which are cooled by ram air. Excess water is removed by a water separator at the exit
from the ACM. To enhance the cooling performance this water is ejected back into the ram air flow
above the primary heat exchanger.
Pressure
Switch
Ram Air Inlet Water (Overspeed
injection protection)
Low Limit Temperature

Control Valve from
Primary PRSOV
Duct Heat Exchanger
Low Limit Compressor
Temperature
Sensor
water
to Cabin separator
Fan
Turbine
Secondary
Heat Exchanger

ENVIRONMENTAL Original Issue: Feb, 2002
Figure 1
Air Supply and Distrubution


Revision A2: Nov, 2004
ENVIRONMENTAL
OVERSPEED PROTECTION
A pressure switch downstream of the PRSOV, protects the ACM from overspeed should the PRSOV
fail. The pressure switch operates on a rising pressure of 40 psi to signal the No. 2 MAV to close.
The No. 1 MAV remains open and the maximum flow to the CAU is restricted by the venturi in the
No. 1 LP bleed duct.
Closure of the No. 2 MAV will be indicated by the MWS panel annunciator, MAIN AIR VLV 2 illumination.
NOTE: The illuminated MAIN AIR VLV 2 annunciator indicates that the position of the main air valve
No. 2 does not agree with the selection made on the MAIN AIR VLV 2 switch.
The closure of No. 2 MAV results in a decrease in system pressure. To avoid cycling of the valve, a latch
circuit maintains the closed signal. The system can be reset by selecting the MAIN AIR VLV 2 switch
to CLOSE, this action causes the MAIN AIR VLV 2 annunciator to extinguish. If the system pressure
has fallen, No. 2 MAV will subsequently open when the switch is selected OPEN.
COLD AIR UNIT (CAU)

The CAU consists of a fan, a compressor and a turbine mounted on a common shaft. Bleed Air from
the venturi enters the ACM via the primary heat exchanger, which cools the air to an acceptable level
for the CAU.
The primary exchanger is cooled by ram air from an intake at the base of the fin. The cooled air from
the primary heat exchanger enters the CAU compressor, which raises its pressure and temperature
before it is cooled by the secondary heat exchanger. The secondary heat exchanger uses ram air as
the cooling medium.
From the secondary heat exchanger, the air is expanded and cooled through the turbine. The energy
extracted in this process is used to drive the compressor and the fan. The fan is used to draw cooling
air through the ram air system.
At the exit from the turbine, the air temperature is below dewpoint and water is condensed out in the
form of fog. To prevent the formation of ice, the temperature of the air before entry into the water
separator is controlled by the low limit temperature control system. The water separator extracts
approximately 2/3 of the water from the airflow.
The drained water is injected back into the heat exchanger cooling air to enhance the cooling capacity.
The temperature of the air down stream of the water separator is controlled by the cabin temperature
control valve.

LOW LIMIT TEMPERATURE CONTROL SYSTEM
The air temperature at the inlet to the water separator is limited by a control circuit to a minimum
temperature of about 2°C to prevent freezing and subsequent blockage of the water separator. Warm
air is routed from the primary heat exchanger outlet via the Low Limit Temperature Control Valve
(LLTCV) to the inlet of the water separator.
NOTE: In extremely cold conditions the temperature at the inlet may drop as low as -8°C when cabin
temp is set to max cool (auto or manual).
In the unlikely event that freezing would occur at the water separator due to high humidity at
these cold temperatures, the bypass valve in the water separator would open and allow
continued flow.
The operation of the LLTCV is controlled by a low limit control sensor in the duct downstream of the
water separator. The low limit temperature control system operates independently of any other system
and can override cold selections made by the flight crew.
DUCT TEMPERATURE
A DUCT TEMP indicator is connected to a temperature sensor located in the duct downstream of the
silencer. This temperature may be considered as the cabin air inlet temperature.
Should the temperature be exceeded, a duct over temperature sensor, set at 115°C, will cause a DUCT
OVHT amber repeater annunciator to illuminate on the MWS panel, which draws attention to the DUCT
TEMP indicator located on the overhead roof panel.
The over temperature signal will also cause the cabin temperature control valve to be motored fully
closed. When the temperature in the duct falls, normal automatic control is restored and the DUCT
OVHT repeater annunciator extinguishes.
Overhead Roof Panel
DUCT TEMP
+50
0
100
DUCT MWS Annunciator Panel
°C OVHT
DUCT

ENVIRONMENTAL Revision A2: Nov, 2004
CABIN TEMPERATURE CONTROL SYSTEM
Temperature of the air delivered to the cabin may be varied by the flight crew via selections on the
CABIN TEMP AUTO-MANUAL/COOL-HOT temperature selector. AUTO or MANUAL are the two
modes of operation for the cabin temperature system.
AUTO MODE
In the AUTO mode, the required temperature in the cabin is selected by positioning the selector be-
tween COOL and HOT. Temperature is not indicated on the temperature selector, however a full COOL
selection corresponds to 18.32° C (65° F), and a full HOT selection corresponds to 31.1° C (88° F).
A temperature controller using signals from the selector switch, a duct temperature sensor, and a cabin
temperature sensor unit, determines whether an increase or decrease of temperature is required.
Resulting signals from the controller cause the cabin temperature control valve to open or close
accordingly. A CABIN TEMP indicator, on the overhead roof panel, is connected to a temperature bulb
at the right forward cabin bulkhead position. An electrically operated fan draws air through a grill in the
cabin and across the temperature bulb and the cabin temperature sensor. The duct over temperature
limiting sensor and the low limit control system both remain operative in the MANUAL mode.
Overhead Roof Panel
CABIN TEMP
AUTO
20 30
10 40
0 50
°C
COOL HOT
CABIN MANUAL
MANUAL MODE
The MANUAL mode is selected by moving the CABIN TEMP selector through a detent to the MANUAL
spring-loaded center-off position. Holding the selector to either COOL or HOT (as required) directly
controls the position of the cabin temperature control valve. Releasing the CABIN TEMP selector to the
center-off position, stops the cabin temperature control valve in the attained position. The duct over
temperature limiting sensor and the low limit control system both remain operative in the MANUAL
mode.

CAUTION: THE FAN FOR THE TEMPERATURE INDICATOR BULB AND THE CABIN
TEMPERATURE SENSOR IS INOPERATIVE WHEN MANUAL IS SELECTED.
THE DUCT TEMPERATURE SHOULD BE MONITORED TO CHECK THE CABIN AIR

INLET TEMPERATURE IS NOT ALLOWED TO EXCEED FLIGHT CREW AND
PASSENGER COMFORT LEVELS, NOR SHOULD HOT SELECTIONS ACTIVATE
DUCT OVERTEMP LIMITS.
NOTE: In extremely cold conditions the temperature at the inlet may drop as low as -8 C when cabin
temp is set to max cool (auto or manual).
In the unlikely event that freezing would occur at the water separator due to high humidity at
these cold temperatures, the bypass valve in the water separator would open and allow
continued flow.
FLOOD AIR CONTROL
Temperature controlled air enters the pressure cabin through a silencer, a non return valve and an
electrically operated two-way flood open/close valve, which is controlled by a CABIN FLOOD switch on
the overhead roof panel.
Overhead Roof Panel
CABIN
FLOOD
OPEN
CLOSE
With FLOOD OPEN selected, all the conditioned air is supplied to a cabin flood flow outlet, at roof level
at the right rear of the passenger cabin.
With FLOOD CLOSE selected, the air supply to the cabin flood flow outlet is cut-off and temperature
controlled air is supplied to the cabin high level outlets and the flight compartment duct.

AUXILIARY HEATING SYSTEM
The auxiliary heating system supplies the flight compartment with a variable supply of hot air via a heat
augmentor in the main supply system. Control of the auxiliary system valve is by the F/DK VLV switch
on the overhead roof panel.
Overhead Roof Panel
F/DK VLV
OPEN
CLOSE
The supply is tapped from upstream of the main air valve of No. 2 engine via a non return valve. If, while
the flight compartment auxiliary heating valve is open, an overheat of 115° C is detected in the outlet
duct, then the flight compartment auxiliary heating valve is closed, and remains closed until selected
manually open.
RAM AIR
Ram air from the dorsal air intake is used primarily as a cooling medium for the heat exchanger but it
can also be introduced into an unpressurized cabin for ventilation purposes. The cabin supply is ducted
from the ram air intake and fed into the cabin through an electrically operated ram air valve and a non
return valve, and into the flood flow duct.
The ram air valve is controlled by a micro-switch which operates when the DUMP VALVE lever is
selected fully OPEN.
The ram air passes through the CAU heat exchanger assisted by a fan driven by the CAU turbine, and
is ducted to atmosphere through a grille in the airplane skin. If the intake becomes obstructed, a spring
loaded door in the intake duct opens inwards to permit air from the rear equipment bay to enter the
intake and supply the CAU heat exchanger.

REAR EQUIPMENT BAY VENTILATION
A tapping is taken from the dorsal fin air intake to provide an air supply for rear equipment bay
ventilation. There are no controls or indications for this supply.
CABIN RECIRCULATED AIR SUPPLY

An electrically operated fan draws air from the rear of the cabin and recirculates it via individual
controllable outlets on each passenger service unit (one outlet per passenger seat position).
The recirculated air is also supplied to two further outlets in the flight compartment. The fan is controlled
from a CABIN FAN switch in the ENVIRONMENTAL section of the flight compartment overhead roof
panel.
Overhead Roof Panel
CABIN
FAN
ON
OFF

PRESSURIZATION CONTROL SYSTEM
INDICATOR
A triple pointer CABIN pressure indicator is located on the copilot’s instrument panel at the lower right
of the PFD. The three pointers are:
• An "A" pointer which displays cabin altitude.
• A plain white pointer which indicates cabin altitude rate of change.
• A pointer with red and white diagonal hash marks which displays cabin differential pressure.
Pilot Instrument Panel Copilot Instrument Panel
PFD MFD MFD PFD
Center Instrument
Panel

AUTOMATIC CONTROL
Cabin pressure is controlled by two outflow/safety valves on the rear pressure bulkhead. During normal
operation both valves are automatically controlled, but in the event of system malfunction, manual
control of one outflow/safety valve is available.
Each outflow valve is operated by the differential between the cabin pressure and a reference pressure,
sensed from a CABIN CONTROLLER via a pneumatic relay.
Pilot Instrument Panel Copilot Instrument Panel
PFD MFD MFD PFD
Center Instrument
Panel
2 1
3
S ALT
26 24
N
28
C A BI
x 10 0 0
AC F T
FT
MIN
CABIN I
CONTROLLER
MAX
RATE
The CABIN CONTROLLER is located on the copilot’s instrument panel, right of the PFD. The controller
has two rotary selector knobs, one at the center and one offset at the bottom left.
The center knob controls the rotation of a dial with an outer and an inner scale. Both scales show
ALTitude graduated in FT x 1000. The outer displays the selected CABIN altitude. With a CABIN altitude
set, the inner scale shows the associated airplane altitude at a nominal cabin differential pressure of
8.55 psi. This will provide a 7500 feet cabin altitude at an airplane altitude of 41,000 feet.
The offset knob labelled RATE and marked with an arrow, is used to adjust cabin altitude rate of change.
The range is from approximately 2000 ft/min, with the knob set at MAX, to 50 ft/min with the knob set
at MIN. Setting the arrow vertically provides a rate of change of approximately 500 ft/min.
During automatic operation, cabin air passes through a filter into the pressure controller. The controller
is connected to ambient via two pneumatic relays and a venturi.

Pneumatic Relay
Each pneumatic relay senses cabin pressure changes as referenced by the pressure controller. These
pressure changes cause the associated outflow valve to operate via an absolute pressure regulator.
The pneumatic relays are connected to a single air jet pump. This pump, operated by engine bleed air,
ensures that the desired differential between the outflow valve reference pressure and cabin pressure
is maintained.
Absolute Pressure Regulators

The absolute pressure regulators are safety devices, set to maintain cabin altitude at 13,500 ± 1500 feet
in the event of system malfunction. In this condition, the regulators operate to prevent further reduction
of the reference pressures. This causes the outflow valves to shut in an attempt to restore cabin
pressure.
MANUAL CONTROL
Manual control of pressurization is achieved by operation of a shut-off valve and a needle valve. The
shut-off valve, labelled PRESSURIZATION CONTROL has two positions, NORMAL and GROUND
TEST. This valve is connected into the ambient bleed to the pressure controller. With NORMAL
selected, the bleed is open and automatic pressurization control is available.
Selecting GROUND TEST closes the controller ambient bleed; this causes the outflow valves to shut.
Subsequently, cabin pressure can be controlled by the needle valve labelled MANUAL CABIN
ALTITUDE CONTROL. This valve connects one of the outflow valves to ambient via a venturi in the
forward luggage bay.
Rotating the MANUAL CABIN ALTITUDE CONTROL valve between INCREASE and DECREASE,
adjusts the pressure differential required to operate the outflow valve and allows a desired cabin altitude
and rate of change to be attained.
GROUND AIR CONDITIONING
With main engine(s) running and MAIN AIR VALVE(S) OPEN or with APU (if installed) running and APU
AIR OPEN, air conditioning is available on the ground by means of a fan-operated venturi. The fan is
electrically-operated and controlled by a PRESSN OVRD - AUTO switch via the landing gear lever lock
circuit.
With the airplane on the ground and AUTO set, the fan operates so the venturi reduces the reference
pressures and causes the outflow valves to open. Air circulates through the cabin with normal
temperature control available. On takeoff, the venturi fan switches off automatically; pressurization
control then operates from the normal pressure differentials. The OVRD position is used to switch off
the venturi fan in the event of auto mode failure, or to achieve cabin pressurization on the ground for
maintenance purposes.
Each outflow valve incorporates an inward relief facility. At a negative pressure differential of 0.5 psi the
outflow valves open to allow reverse flow, at ambient, to enter the cabin. In this condition, the cabin
altitude changes at airplane altitude rate of change irrespective of control settings. Also incorporated in
each outflow valve is a pressure relief valve.
The relief valve cracks open when cabin differential pressure exceeds 8.6 psi, to exhaust outflow valve
reference pressure. This causes the outflow valve to open and restrict the maximum cabin differential
pressure to 8.8 psi In this condition, normal pressurization control is inoperative.

Original Issue: Feb, 2002 ENVIRONMENTAL
CABIN ALTITUDE
(Roof Panel Test Area)
HORN
HORN
ISOLATE
FLAPS 15°
CABIN
ALTITUDE
Normal Datum
Pressure Switch
9300 ft ± 300 ft
CABIN
HIGH
DATUM
High Datum
Pressure Switch
14,000 ft ± 300 ft
CABIN DEPRESSURIZATION WARNING
A normal datum pressure switch operates and illuminates the CABIN ALTITUDE red annunciator on the
MWS panel. A warning horn sounds when the cabin altitude reaches 9300 ± 300 ft. The horn may be
silenced by pushing a HORN ISOLATE button on the left thrust lever knob. A CABIN ALT button, on the
TEST section of the overhead roof panel, is provided for checking the warning system.
NOTE: With flaps lowered beyond 15 °, the depressurization warning horn is electrically isolated.
A second pressure switch is installed to permit take-off and landing at airfields above 9000 ft elevation.
The high altitude datum pressure switch is controlled by an illuminated push button switch labelled
CABIN HIGH DATUM on the copilot’s instrument panel.
When the button is pushed and illuminated, the high altitude datum pressure switch controls the set-
point of the depressurization warning at 14,000 ± 300 ft.
When the push button is not operated and not illuminated, the normal datum pressure switch 9300
± 300 ft controls the set-point.
DUMP VALVE
A butterfly type dump valve on the right sidewall of the nose gear bay can be set between OPEN and
SHUT, by movement of a DUMP VALVE operating lever. The operating lever is located to the right of
FMS No. 2 display screen.
The dump valve is used in conjunction with the ram air supply, (DUMP VALVE lever fully OPEN), to
provide ventilation when the cabin is unpressurized in flight.
Pressure Cabin Shell

PRESSN
OVRD
Cabin Pressure Pressurization
Controller FLT
Low Weight
Air Jet Override
Pressure Pump On
Auxiliary Port Wheels GRD AUTO
Tank Volume Switch
Tank
Vacuum
Valve
Engine Bleed Low
Air Pressure
Fan Venturi Tube Port
Pneumatic Pneumatic
PRESSURIZATION
Relay Relay
CONTROL
MANUAL CABIN NRV NRV
ALTITUDE CONTROL
Absolute Air
Air Filter Pressure
Key
Assembly Regulators Cabin Pressure....................
Cabin Air
Venturi Rate Pressure.......................
Reference Pressure...............
Cabin Air
Inlet Regulated Vacuum.................
Outflow Outflow True Static Atmosphere..........
Low Pressure Safety Valve Safety Valve Control Pressure....................
Port
Atmosphere Atmosphere True Static

Port Bleed Port Atmosphere
Figure 2
Pressurization System


Revision A2: Nov, 2004
ENVIRONMENTAL

Section - III Systems Description

Uploaded by

Copyright:

Available Formats

Section - III Systems Description

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Section - III Systems Description

Uploaded by

Copyright:

Available Formats

Pro Line 21

GENERAL .................................................................................................. 10-3

Pilot’s Operating Manual Page 10-1

Intentionally left blank

Page 10-2 Sub-section 10 Pilot’s Operating Manual

BLEED AIR SYSTEM

ENGINE AIR BLEED

MAIN AIR VALVE

• CLOSE - MAV and HP valve are both selected closed.

• LP ON - MAV selected open and HP valve selected closed.

• OPEN - MAV selected open.

Pilot’s Operating Manual Sub-section 10 Page 10-3

MAIN AIR VLV

PRESSURE REGULATOR and SHUT-OFF VALVE

AIR CYCLE MACHINE

Low Limit Temperature

Page 10-4 Sub-section 10 Pilot’s Operating Manual

Pilot’s Operating Manual Sub-section 10 Page 10-5

Intentionally left blank

Page 10-6 Sub-section 10 Pilot’s Operating Manual

COLD AIR UNIT (CAU)

Pilot’s Operating Manual Sub-section 10 Page 10-7

Page 10-8 Sub-section 10 Pilot’s Operating Manual

Pilot’s Operating Manual Sub-section 10 Page 10-9

THE DUCT TEMPERATURE SHOULD BE MONITORED TO CHECK THE CABIN AIR

FLOOD AIR CONTROL

Overhead Roof Panel

Page 10-10 Sub-section 10 Pilot’s Operating Manual

Overhead Roof Panel

Pilot’s Operating Manual Sub-section 10 Page 10-11

CABIN RECIRCULATED AIR SUPPLY

Overhead Roof Panel

Page 10-12 Sub-section 10 Pilot’s Operating Manual

• An "A" pointer which displays cabin altitude.

• A plain white pointer which indicates cabin altitude rate of change.

Pilot Instrument Panel Copilot Instrument Panel

PFD MFD MFD PFD

Pilot’s Operating Manual Sub-section 10 Page 10-13

Pilot Instrument Panel Copilot Instrument Panel

PFD MFD MFD PFD

Page 10-14 Sub-section 10 Pilot’s Operating Manual

Absolute Pressure Regulators

GROUND AIR CONDITIONING

Pilot’s Operating Manual Sub-section 10 Page 10-15

CABIN DEPRESSURIZATION WARNING

Pressure Cabin Shell

Atmosphere Atmosphere True Static

Pilot’s Operating Manual Sub-section 10 Page 10-17

Intentionally left blank

Page 10-18 Sub-section 10 Pilot’s Operating Manual

You might also like