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AIR CONDITIONING AND PRESSURIZATION
Flight Crew Operating Manual REV 51, Aug 14, 2006
CSP 700−6
Volume 2
02−10−40
MODES OF OPERATION (CONT'D)
Automatic Mode (Cont’d)
The PRIMARY mode uses information from the FMS to minimize cabin altitude pressure rate and
maximize cabin comfort. In primary mode the CPC uses time to go, time to top of climb, cruise
flight level and landing information from the FMS to compute the cabin pressurization schedule for
the flight. The CPCS operates in primary mode when FMS information has been programmed and
the landing elevation source is selected on FMS. In all other cases, the system defaults to
secondary mode.
SCHEDULED CRUISE ALTITUDE
AIRPLANE
CABIN CRUISE ALTITUDE
CABIN RATE OF DESCENT
ELEVATION
TIME TO GO
CABIN
TIME TO
TOP OF CLIMB
(TOC)
GF0210_048
ALTITUDE
ALTITUDE
LANDING
In SECONDARY mode the CPC uses the airplane pressure altitude and vertical speed to compute
the pressurization schedule for the flight. The secondary mode requests the landing elevation to
be selected on the cabin pressurization control panel if it has not been entered. The system will
also enter the secondary mode if the LAND ELEV selector was changed to the MAN position.
In either AUTO mode, the CPC controls the cabin pressure through the opening of both electrical
outflow valves.
Only one AUTO system is in operation while the other AUTO system is in active standby. Transfer
from one AUTO system to the other automatically occurs each day (CPC 1 on odd days, CPC 2 on
even days). With FMS information available to the CPC, cabin altitude and cabin altitude rate
control are automatic, during ground and flight sequences.
In case of a failure of the active system, manual transfer from one CPC to the other can be
accomplished by sequencing the AUTO/MAN switch located on the Pressurization control panel,
from AUTO to MAN then back to AUTO.
Transferring to alternate AUTO control when operating around high elevation airfield (with landing
elevation ≥5,670 feet) may cause cabin pressure drifting to max cruise cabin altitude (i.e.
5,670 feet) before returning to normal cabin pressure schedule. This drift is caused by mismatch of
CPC operating sequence between AUTO control due to sensor tolerance.
AIR CONDITIONING AND PRESSURIZATION
REV 51, Aug 14, 2006 Flight Crew Operating Manual
CSP 700−6
Volume 2
02−10−41
MODES OF OPERATION (CONT'D)
Automatic Mode (Cont’d)
Effectivity:
• Airplanes 9002 thru 9158 not incorporating Service Bulletin:
• SB 700−21−034, Modification − Pressurization Control − Cabin Altitude Reduction During
Flight for Improved Passenger Comfort.
Transferring to alternate AUTO control when operating around high elevation airfield (with landing
elevation ≥7,230 feet) may cause cabin pressure drifting to max cruise cabin altitude (i.e.
7,230 feet) before returning to normal cabin pressure schedule. This drift is caused by mismatch
of CPC operating sequence between AUTO control due to sensor tolerance.
In case of unannounced system malfunction, operate system with manual control.
Automatic Pre-Pressurization Sequence On Ground
The purpose of automatic pre-pressurization is to avoid cabin “bump” at take-off.
When the LGECU indicates an airplane weight on wheels condition and both thrust lever angles
are higher than 20°, the pre-pressurization sequence is initiated.
During this sequence:
• The scheduled cabin pressure is equal to the last measured cabin value (take-off
memorization), before the engine FADEC gives the “take-off power” position.
• The reference cabin pressure moves by computation towards the scheduled cabin pressure
with a pressure rate limit change equal to −300 ft/min.
In case of take-off with air conditioning packs operating, cabin pressurization is controlled with a
pressure rate equal to −300 ft/min limited to a cabin pressure altitude of 300 S. L. feet below
airfield.
ALTITUDE
MIN TAKE−OFF
POWER
CABIN RATE
−300 FT/MIN
TAKE−OFF MEMORIZATION
60 SECONDS
−300 FEET TIME
CABIN ALTITUDE
GF0210_049
In case of take-off without packs, this sequence will close both outflow valves.
AIR CONDITIONING AND PRESSURIZATION
Flight Crew Operating Manual REV 51, Aug 14, 2006
CSP 700−6
Volume 2
02−10−42
MODES OF OPERATION (CONT'D)
Take-Off Sequence
The purpose of this sequence is to avoid the requirement to manually re-select the landing altitude
　
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