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available from two CPCs. The automatic controller performs the following functions:
• Automatic control of cabin altitude, regulation, and rate limitation
• Ditching sequence
• Door open protection
• Generating outputs for the EICAS display and messages
• CAIMS function and interface
AUTO mode is dependent upon the following information:
• Airplane altitude, vertical speed, and barometric correction received from ADCs
and DAUs, or scheduled flight information from FMS when available
• Landing elevation from FMS, or directly selected from the switch on the cabin
pressure control panel
• Rate limit selection from the cabin pressure control panel
• Weight on wheels and door open position from the Landing Gear Electronic
Control Unit (LGECU)
• Engine throttle position from the Electronic Engine Controllers (EEC)
DAU
3
ADC
2
DAU
1
FMS
LGECU
EEC
DAU
2
ADC
2
DAU
4
CONTROL
PANEL
SAFETY
VALVE 1
SAFETY
VALVE 2
OUTFLOW
VALVE
OUTFLOW
VALVE
LIM
AUTO 1
MAN
AUTO 2
LIM
AUTO 1
MAN
AUTO 2
CABIN
PRESSURE
CONTROLLER
CABIN
PRESSURE
CONTROLLER
MANUAL
MANUAL
GX_13_046
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
13-44 For Training Purposes Only
Sept 04
There are two modes of operation while the CPCS is controlled in AUTO, the
PRIMARY and the SECONDARY mode.
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, landing elevation
source is selected to FMS, VNAV is the active vertical mode and the autopilot is on. In
all other cases the system defaults to SECONDARY mode.
In SECONDARY mode the CPC uses the airplane pressure altitude and vertical speed
to compute the pressurization schedule for the flight.
In either AUTO mode the CPC controls the cabin pressure through the opening of both
electrical outflow valves.
Only one CPC is in operation while the other is in active standby. Transfer from one
CPC to the other automatically occurs each day (CPC 1 on odd days, CPC 2 on even
days), and in the case of a failure of the active system.
Cabin
Altitude
Time To Go
Time To
Top of Climb
(TOC)
Landing Elevation
Cabin Rate of Descent
Cabin Cruise Altitude
Scheduled Cruise Altitude
Airplane Altitude
GX_13_047
For Training Purposes Only
Sept 04
13-45
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
AUTOMATIC PRE-PRESSURIZATION SEQUENCE ON GROUND
The purpose of automatic pre-pressurization is to avoid cabin bump at takeoff.
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 (takeoff
memorization) before the engine FADEC gives the “takeoff 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 the case of takeoff with air conditioning packs operating cabin pressurization is
controlled with a pressure rate equal to -300 ft/min limited to a differential pressure of
300 feet at sea level.
In the case of takeoff without packs this sequence will close both outflow valves.
Cabin Rate
-300 ft/min
Takeoff Memorization
-300 Feet
60 Seconds
Time
Cabin Altitude
Min Takeoff
Power
Altitude
GX_13_048
P I LOT T R A I N I N G GU I D E
INTEGRATED AIR MANAGEMENT SYSTEM
13-46 For Training Purposes Only
Sept 04
TAKEOFF SEQUENCE (ABORT CAPABILITY PRIMARY MODE)
The purpose of this sequence is to avoid the requirement to manually reselect the
landing altitude in case of an aborted flight and emergency return to the departure
airport.
When the LGECU indicates the airplane is no longer weight on wheels, the automatic
takeoff sequence is initiated.
During this sequence, in PRIMARY mode:
• When a descent rate > 500 ft/min is detected for more than 10 consecutive seconds
　
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