Dornier 328Jet - Pneumatic

Transcription

1 ECS Control Panel Page 1

2 MESSAGE (SYNOPTIC) WARN INHIBIT CONDITION Location (COLOR) TONE APU BLEED LEAK CAS Field (AMBER) X X LEAK (APU BLEED) Bleed air leak in APU bleed air duct. ECS Page (AMBER) APU Page (AMBER) BLEED SOV FAIL CAS Field (AMBER) FAIL (HP RSOV LH/RH) ECS Page (AMBER) LH/RH HP PRSOV, LH/RH MD PRSOV or APU SOV failed. X X LH/RH HP RSOV selected closed but after 3 seconds still open. FAIL (MAIN DUCT PRSOV) ECS Page (AMBER) LH/RH HP RSOV not in selected position after 3 seconds. FAIL (MAIN DUCT PRSOV) ECS Page (AMBER) FAIL (APU SOV) ECS Page (AMBER) APU Page (AMBER) APU BLEED switched ON (APU load control valve selected open). APU load control valve not in selected position after 15 seconds. FAIL (APU SOV) ECS Page (AMBER) APU Page (AMBER) APU BLEED switched OFF (APU load control valve selected closed). APU load control valve not in selected position after 15 seconds. EXT AIR OVPRSS CAS Field (AMBER) Overpressure condition in LH/RH ATS valve (pressure greater than 62 psi) L or R BLEED LEAK CAS Field (AMBER) LEAK (LH/RH BLEED) Bleed air leak in LH/RH main bleed air duct. X X ECS Page (AMBER) L or R HP OVERHEAT SYS MAIN Page (AMBER) Bleed air upstream of the LH/RH MD PRSOV is more than C (LH/RH HP PRSOV closed automatically). Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section Takeoff phase 3. Landing phase CAS Field and System Messages (Sheet 1 of 2) Page 2

3 START Primary Page (BLUE) Primary Page (AMBER) FAIL (LH/RH Starter Valve) ECS Page (AMBER) Starter valve open and selected open. Starter valve not in selected position after 2 seconds. X BLEED FAIL CAS Field (AMBER) FAIL (X BLEED valve) ECS Page (AMBER) FAIL (X BLEED valve) ECS Page (AMBER) LH/RH HP PRSOV, LH/RH MD PRSOV or APU SOV failed. X X X BLEED button switched on (X BLEED valve selected open). LH/RH HP PRSOV not in selected position after 10 seconds. X BLEED button switched off (X BLEED valve selected close). LH/RH HP PRSOV not in selected position after 10 seconds. Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section Takeoff phase 3. Landing phase CAS Field and System Messages (Sheet 2 of 2) Page 3

4 Cas Field Messages on EICAS Display Page 4

5 Indications/Messages on ECS Page (Sheet 1 of 3) Page 5

6 Indications/Messages on ECS Page (Sheet 2 of 3) Page 6

7 Indications/Messages on ECS Page (Sheet 3 of 3) Page 7

8 Indications/Messages on APU Page Page 8

9 Messages on SYS MAINT Page Page 9

10 BLEED AIR GENERAL Bleed air is generated by the engines or the APU or can be supplied from an external source via the ground connector. The following aircraft consumers use the following bleed sources: Environmental Control System (ECS) (refer to Section AIR CONDITIONING) Uses engine and APU bleed supplies. Airfoil de ice and engine nacelle anti ice system (refer to Section ICE & RAIN PROTECTION) Uses engine bleed supply. Starting system (refer to Section ENGINE) Uses engine, APU and ground connector bleed supplies. Bleed air for the pneumatic system is tapped from bleed ports on each engine or the APU through flight crew controlled shutoff valves. It can be also supplied via the ground connector that connects to the APU bleed line downstream of the APU. A crossbleed duct equipped with a crossbleed valve connects the bleed air outlet ducts from each engine. The valve is normally closed but can be opened electrically at the discretion of the flight crew using the X BLEED button on the ECS control panel. This allows both engine bleed air systems to be supplied from a single bleed source. The APU line is connected to the crossbleed line such that it normally supplies the RH engine pneumatic system if the crossbleed valve is closed. Individual ducts supply the LH and RH ECS packs from the crossbleed duct through individual flow control and shut off valves (refer to section AIR CONDITIONING). The Ice protection system is supplied by ducts tapped off immediately downstream of the engine HP bleed ports. The engine starting system is supplied by ducts tapped off from the bleed air outlet ducts downstream of the engine main duct non return valves. During normal operation the bleed air supply from both engines is used. However the bleed air supply from a single engine is still sufficient to supply both ECS packs and the Ice protection system. The APU is capable of supplying both ECS packs up to an altitude of ft and can be used for engine starts up to an altitude of ft. Protection circuits independently shut off the bleed air supply from each engine in the event of a bleed air supply over temperature or over pressure condition. The pneumatic system also provides indication of a bleed air leak overheat condition. Bleed air system operation is monitored. The relevant information is presented to the flight crew on the EICAS display, on the ECS page, and on the ECS control panel as well as on the APU page (refer to Subsection ). Page 10

11 Bleed Air System Schematic Page 11

12 BLEED AIR FOR ENVIRONMENTAL CONTROL SYSTEM (ECS) Bleed air for the ECS can be supplied from a single engine, both engines and / or the APU. Normally the APU feeds the RH ECS PACK, but when the crossbleed valve is open both packs can be supplied from the APU. The APU can provide bleed air for the two ECS systems up to an altitude of ft. The LH and RH engine systems are identical. The following description applies to the LH side. Depending on the engine power setting, bleed air is tapped from either the high stage (HP) or low stage (LP) port. The changeover from the HP to the LP port and back again is automatic and depends on HP bleed air temperature and LP bleed air pressure. The ducts from the LP and HP ports merge into a single main duct. The duct from the HP port and the main duct are each equipped with a pressure reducing and shut off valve. the shut off valves regulate the bleed air presuure downstream of the valves to between 29 and 35 psi. they are controlled manually by a BLEED button on the ECS control panel and automatically by overtemperature and overpressure protection circuits. With the LH engine running and the LH BLEED button pressed in, bleed air is available at the flow control and shutoff valve of the LH ECS pack (refer to Section AIR CONDITIONING). The main duct from the LH engine is connected to the main duct of the RH engine by a crossbleed duct equipped with a crossbleed valve. Under normal condition the crossbleed valve is closed, the main bleed air ducts from the LH and RH engines are isolated from each other and each engine supplies its associated ECS pack. The crossbleed valve can be opened via the X BLEED switch on the ECS control panel to allow both ECS packs to be supplied from a single bleed air source under the following circumstances: During single engine or APU operation on the ground During single engine operation in flight following an engine failure During APU operation of the two ECS systems. or Following failure of one engine bleed air supply. CAUTION: DO NOT OPERATE X BLEED IF BOTH ENGINES ARE RUNNING WITH BOTH BLEED AIR SOURCES ACTIVATED. DO NOT ACTIVATE APU BLEEDAIR IF RH ENGINE BLEDDAIR IS ACTIVATED. DO NOT ACTIVATE APU BLEEDAIR IF LH ENGINE BLEEDAIR IS ACTIVATED AND X BLEED OPEN. Page 12

13 SYSTEM PROTECTION Two overtemperature switches and one overpressure switch are installed in the pneumatic system bleed air ducts from each engine. In the event of excessive bleed air temperatures or pressures these switches shut off the bleed supply from the affected engine. An additional overtemperature sensor controls the HP pressure reducing and shut off valve. The ice protection system is unaffected if the bleed air supplies from the engines are shut off. Sensing elements are installed in the vicinity of the engine and the APU bleed air ducts which are installed outside the designated fire zones to provide indication to the flight crew of an overheat condition due to a bleed air leak. In the event of an engine fire the pressure reducing and shut off valves in the engine nacelle will close automatically when the engine fire extinguishing system is armed. BLEED AIR FOR ICE PROTECTION SYSTEM The ice protection system is operated by bleed air tapped from the HP bleed ducts on each engine. Bleed air for the Ice protection system is available whenever one engine is running and unaffected if the engine bleed supply to the pneumatic system is shut off. BLEED AIR FOR MAIN ENGINE STARTING SYSTEM The primary bleed source for the pneumatic engine starting system is either the APU or HP ground connector. The APU can be used for engine starts up to an altitude of ft. A crossbleed pneumatic supply from the other operating engine can also be used via the crossbleed valve with the operating engine bleed system selected ON. Operation of the crossbleed valve is automatically controlled by the respective engine FADEC during a crossbleed engine start. Bleed air for the engine starting system is tapped off the main duct downstream of the engine main duct non return valve. The ATS control valve will shut off the flow of bleed air to the ATS after the engine has started and reached a sustainable speed. The control valve and the subsequent supply of bleed air to the ATS is electronically controlled by the switching logic contained in the respective engine FADEC. APU BLEED AIR AND HP GROUND CONNECTION The APU is controlled from the APU panel and the supply of APU bleed air is controlled from the ECS panel. The APU supplies sufficient bleed air to operate both ECS packs or for engine start. The HP ground connection enables the connection of an external HP bleed air source from ground service equipment. It provides an alternative bleed air source for engine start if APU bleed air is not available. Page 13

14 INDICATIONS System operating status is indicated by lights in the ECS control panel buttons and by the following messages and synoptics: On EICAS display only: APU BLEED LEAK caution message (amber) EXT AIR OVPRSS caution message (amber) BLEED SOV FAIL caution message (amber) X BLEED FAIL caution message (amber) L BLEED LEAK caution message (amber) R BLEED LEAK caution message (amber) START caution message (amber) L START status message (blue) On ECS page only: OVPRSS caution messages (amber) FAIL caution messages (amber) OVHT caution messages (amber) LEAK caution messages (amber) synoptic for LH/RH Main Duct pressure reducing and shutoff valve synoptic for LH/RH HP pressure reducing and shutoff valve synoptic for crossbleed shutoff valve synoptic for APU load control valve synoptic for LH/RH air start valve On APU page only: FAIL caution messages (amber) LEAK caution messages (amber) synoptic for APU load control valve On SYS MAIN page only: L or R HP OVERHEAT caution messages (amber) Page 14