Dornier 328Jet Pneumatic

ECS Control Panel

Dornier 328Jet - Pneumatic

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MESSAGE (SYNOPTIC) WARN INHIBITLocation (COLOR)

WARNTONE CONDITION

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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)LH/RH HP PRSOV, LH/RH MD PRSOV or APU SOV failed. X X

� FAIL (HP RSOV LH/RH) LH/RH HP RSOV selected closed but after 3 seconds still open.ECS Page (AMBER)

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 BLEED switched ON (APU load control valve selected open).APU load control valve not in selected position after 15 seconds.

APU Page (AMBER)

� FAIL (APU SOV) APU BLEED switched OFF (APU load control valve selected

ECS Page (AMBER) closed).

APU Page (AMBER)APU load control valve not in selected position after 15 seconds.

EXT AIR OVPRSS Overpressure condition in LH/RH ATS valve (pressure greater thanCAS Field (AMBER)

Overpressure condition in LH/RH ATS valve (pressure greater than62 psi)

L or R BLEED LEAK

CAS Field (AMBER)X X

LEAK (LH/RH BLEED)Bleed air leak in LH/RH main bleed air duct.

ECS Page (AMBER)

L or R HP OVERHEAT Bleed air upstream of the LH/RH MD PRSOV is more than 3500CSYS MAIN Page (AMBER)

Bleed air upstream of the LH/RH MD PRSOV is more than 350 C(LH/RH HP PRSOV closed automatically).

Message inhibit logic: 1. WOW, Engines off and Electrical Bus Failure refer to section 12–31–17–042. Takeoff phase3. Landing phase

CAS Field and System Messages (Sheet 1 of 2)


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STARTPrimary Page (BLUE)

Starter valve open and selected open.

Primary Page (AMBER)

FAIL (LH/RH Starter Valve) Starter valve not in selected position after 2 seconds.

ECS Page (AMBER)

X–BLEED FAIL

CAS Field (AMBER)LH/RH HP PRSOV, LH/RH MD PRSOV or APU SOV failed. X X

� FAIL (X–BLEED valve) X–BLEED button switched on (X–BLEED valve selected open).

ECS Page (AMBER) LH/RH HP PRSOV not in selected position after 10 seconds.

� FAIL (X–BLEED valve) X–BLEED button switched off (X–BLEED valve selected close).

ECS Page (AMBER) 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 12–31–17–042. Takeoff phase3. Landing phase

CAS Field and System Messages (Sheet 2 of 2)


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Cas Field Messages on EICAS Display


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


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Indications/Messages on APU Page


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Messages on SYS MAINT Page


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BLEED AIR

GENERALBleed air is generated by the engines or the APU or can be supplied from an external source viathe ground connector. The following aircraft consumers use the following bleed sources:

– Environmental Control System (ECS) (refer to Section 12–21–00–00 – AIR CONDITIONING)– Uses engine and APU bleed supplies.

– Airfoil de–ice and engine nacelle anti–ice system (refer to Section 12–30–00–00 – ICE &RAIN PROTECTION) – Uses engine bleed supply.

– Starting system (refer to Section 12–72–00–00 – ENGINE) – Uses engine, APU and groundconnector bleed supplies.

Bleed air for the pneumatic system is tapped from bleed ports on each engine or the APUthrough flight crew controlled shutoff valves. It can be also supplied via the ground connectorthat connects to the APU bleed line downstream of the APU. A crossbleed duct equipped with acrossbleed valve connects the bleed air outlet ducts from each engine. The valve is normallyclosed but can be opened electrically at the discretion of the flight crew using the X–BLEEDbutton on the ECS control panel. This allows both engine bleed air systems to be supplied froma single bleed source. The APU line is connected to the crossbleed line such that it normallysupplies the RH engine pneumatic system if the crossbleed valve is closed. Individual ductssupply the LH and RH ECS packs from the crossbleed duct through individual flow control andshut–off valves (refer to section 12–21–00–00 – AIR CONDITIONING). The Ice protectionsystem 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 ductsdownstream of the engine main duct non–return valves.During normal operation the bleed air supply from both engines is used. However the bleed airsupply from a single engine is still sufficient to supply both ECS packs and the Ice protectionsystem. The APU is capable of supplying both ECS packs up to an altitude of 30.000 ft and canbe used for engine starts up to an altitude of 20.000 ft.Protection circuits independently shut off the bleed air supply from each engine in the event of ableed air supply over temperature or over pressure condition. The pneumatic system alsoprovides indication of a bleed air leak overheat condition.

Bleed air system operation is monitored. The relevant information is presented to the flight crewon the EICAS display, on the ECS page, and on the ECS control panel as well as on the APUpage (refer to Subsection 12–36–01–00).


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Bleed Air System – Schematic


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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 packscan be supplied from the APU. The APU can provide bleed air for the two ECS systems up toan altitude of 30.000 ft. The LH and RH engine systems are identical. The following descriptionapplies to the LH side.

Depending on the engine power setting, bleed air is tapped from either the high stage (HP) orlow stage (LP) port. The changeover from the HP to the LP port and back again is automaticand depends on HP bleed air temperature and LP bleed air pressure. The ducts from the LPand 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 andshut–off valve. the shut–off valves regulate the bleed air presuure downstream of the valves tobetween 29 and 35 psi. they are controlled manually by a BLEED button on the ECS controlpanel 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 theflow control and shutoff valve of the LH ECS pack (refer to Section 12–21–00–00 – AIRCONDITIONING).

The main duct from the LH engine is connected to the main duct of the RH engine by acrossbleed duct equipped with a crossbleed valve. Under normal condition the crossbleed valveis closed, the main bleed air ducts from the LH and RH engines are isolated from each otherand each engine supplies its associated ECS pack. The crossbleed valve can be opened viathe X–BLEED switch on the ECS control panel to allow both ECS packs to be supplied from asingle 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.


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SYSTEM PROTECTIONTwo overtemperature switches and one overpressure switch are installed in the pneumaticsystem bleed air ducts from each engine. In the event of excessive bleed air temperatures orpressures these switches shut off the bleed supply from the affected engine. An additionalovertemperature sensor controls the HP pressure reducing and shut off valve. The iceprotection 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 whichare installed outside the designated fire zones to provide indication to the flight crew of anoverheat condition due to a bleed air leak.In the event of an engine fire the pressure reducing and shut–off valves in the engine nacellewill close automatically when the engine fire extinguishing system is armed.

BLEED AIR FOR ICE PROTECTION SYSTEMThe ice protection system is operated by bleed air tapped from the HP bleed ducts on eachengine. Bleed air for the Ice protection system is available whenever one engine is running andunaffected if the engine bleed supply to the pneumatic system is shut off.

BLEED AIR FOR MAIN ENGINE STARTING SYSTEMThe primary bleed source for the pneumatic engine starting system is either the APU or HPground connector. The APU can be used for engine starts up to an altitude of 20.000 ft.A crossbleed pneumatic supply from the other operating engine can also be used via thecrossbleed valve with the operating engine bleed system selected ON. Operation of thecrossbleed valve is automatically controlled by the respective engine FADEC during acrossbleed engine start.Bleed air for the engine starting system is tapped off the main duct downstream of the enginemain duct non–return valve.The ATS control valve will shut–off the flow of bleed air to the ATS after the engine has startedand reached a sustainable speed. The control valve and the subsequent supply of bleed air tothe ATS is electronically controlled by the switching logic contained in the respective engineFADEC.

APU BLEED AIR AND HP GROUND CONNECTIONThe APU is controlled from the APU panel and the supply of APU bleed air is controlled fromthe ECS panel. The APU supplies sufficient bleed air to operate both ECS packs or for enginestart.

The HP ground connection enables the connection of an external HP bleed air source fromground service equipment. It provides an alternative bleed air source for engine start if APUbleed air is not available.


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INDICATIONSSystem operating status is indicated by lights in the ECS control panel buttons and by thefollowing 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)


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Dornier 328Jet Pneumatic