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The automatic controller performs the following functions:
.
Automatic control of cabin altitude, rate regulation and rate limitation.
.
Ditching sequence.
.
Door open protection.
.
Generating outputs for 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 when available, or directly selected from the switch on the cabin pressure control panel.
.
Rate limit selection from cabin pressure control panel.
.
Weight on wheels and door open position from Landing Gear Electronic Control Unit (LGECU).
.
Engine throttle position from Electronic Engine Controllers (EEC).
DAU
SAFETY3
ADC
1
DAU
1
FMS
LGECU
EEC
DAU
2
ADC
2
DAU
4
Rev 12, Aug 14, 2006 Flight Crew Operating Manual Volume 2
AIR CONDITIONING AND PRESSURIZATION
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
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.
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