0006-P180 PTG Sec 6

Environmental Control Piaggio Avanti SimsAir
PRESSURIZATION SYSTEM
The cabin pressure control system (CPCS) is an electro pneumatic system normally operated by
a digital-electronic controller: a completely independent manual control is also provided.
The air necessary to pressurize the cabin is supplied by the environmental control system (ECS)
or by the emergency pressurization system. Two valves control the cabin pressure, regulating
the discharge of the air from the cabin to the outside.
The emergency circuit consisting of a shutoff valve and a bulkhead check valve is fed by bleed
air supplied by the engine through a check valve and a flow limiting venturi.
The bleed air is collected into a pressure manifold that provides air also for the CPCS ejector for
the pressurization of the hydraulic tank, operation of the main wing and engine ice protection
systems and for the door sealing.
The door sealing consists of two separate chambers, one inside the other, independently fed by
a pressure regulated air supply. Two pressure switches, one for each seal tube, control the
DOOR SEAL amber caution light located on the annunciator panel. When the entrance door is
secured and the seal is properly inflated the caution light goes off. If just one or both the seal
tubes are not inflated the caution light remains on.
Rev 1 For Training Purposes Only 6-1

Copyright © 2006, Donald W. Sims, All rights reserved
SimsAir Piaggio Avanti Environmental Control
When the emergency bleed air is required, the emergency poppet type solenoid driven shut-off
valve is open and the airflows directly to the cabin through the bulkhead check valve. This valve
prevents reverse flow from the cabin in case of a rupture of the emergency pipe downstream the
shut-off valve.
The CPCS consists of a controller, a selector, a differential pressure switch, a manual controller,
a vacuum regulator, two outflow control valves and an ejector, which furnishes a low pressure
level to the primary safety/outflow valve.
The cabin pressure controller contains the electronic circuits and components to obtain an
automatic pressure control, including continuous: self test functions and normal positive pressure
control.
The controller generates the electrical signal to operate the primary outflow valve, to sense the
differential pressure two ports are provided, one open in the cabin and the other connected to the
airplane static source.
On the pressure selector panel it is possible to set the cabin rate of climb, the barometric
correction and the cabin altitude. A fault indication lamp is also provided.
6-2 For Training Purposes Only Rev 1

The cabin Differential Pressure switch senses the difference between the cabin and the ambient
pressure.
The primary outflow/safety valve has a normal operating setting at 9.0-±0.1 psid and a maximum
at 9.3-±0.1 psid for the primary and at 9.6-±0.1 psid for the safety value.
Both primary and secondary safety/outflow valves are equipped with an altitude limit control set
to 13000 ± 500 ft, a negative pressure relief and independent static ports connected to the
ambient in a position that does not allow any ice accretion.
When the cabin altitude is higher than 9500 ft or the differential pressure exceeds 9.4 psid, the
CAB PRESS red warning light illuminates on the annunciator display.
The secondary safety/outflow valve is connected to the manual controller, which allows the
control of the cabin altitude and rate of climb when the manual mode is selected.
The system is provided with a cabin pressure dump device. The pressure shall rapidly decrease
down to the altitude limiter set of 13000 ± 500 ft.
The cabin pressurization system control switches and gauges are grouped in the CABIN PRESS
panel located in the lower right portion of the instrument panel.

The system can be operated in automatic mode (switch to AUTO) or, as a back up, in manual
mode (switch to MAN).
When the AUTO mode is selected, two additional modes of operation are possible: one is a fully
automated control (AUTO SCHED), which utilizes a line-programmed relationship between cabin
and aircraft altitudes; the other is a crew selection dependent control (CAB SEL). The two modes
can be accomplished at any time, either on the ground or during flight.
The actions required to the crew when operating in AUTO SCHED are:
• Select the pressure altitude of the destination airport using the knob A
• Select proper barometric correction before landing using the knob B
• Verify on the cabin altitude gauge, that cabin is depressurized before landing.
When operating in CAB SEL mode the required operations are:
• Select the cruise altitude as desired with the knob A.

• Set the barometric correction with knob B to 29.92 in Hg.
• Set the cabin rate of climb with knob R.
• Re-select cruise altitude for flight plan variation;
• Verify on the cabin altitude gauge that cabin is depressurized before landing.
At the discretion of the airplane operator or if an electrical failure has occurred to the automatic
controller, the cabin pressure control can be attained with the manual controller. In this case the
required actions by the crew are:
• Place the mode switch to MAN.

• Set the toggle switch to the detent UP or DN position to obtain respectively an increment
or a reduction of cabin altitude as required to control the cabin pressure.
• Regulate the rate of cabin climb with the knob as desired (rates from 50 to 3000 fpm are
possible).
Electrical power for operating the system is delivered from the right dual feed bus through the
CABIN PRESS 3-ampere circuit breaker on the copilot circuit breaker panel.



ENVIRONMENTAL CONTROL SYSTEM
The environmental control system (ECS) utilizes engine bleed air for heating, cooling and
pressurizing the cabin: one engine is capable to sustain the operation of the whole system.
The control of the environmental condition in the cabin is accomplished by the cabin pressure
control system and by an air cycle machine.
The air flowing from the engine first enters a pre-cooler, which reduces the temperature to an
adequate level, then through a shut-off valve, a check valve and a pressure regulator before
reaching the cooling unit.
AIR TO AIR HEAT EXCHANGER
Temperature sensors, fitted to the air ducts detect a possible overheat or a rupture of the line
and send an electrical signal to the L/R BLEED TEMP red warning; lights on the annunciator
display.
The environmental control system consists of a bootstrap three-wheel air cycle refrigeration
system, complete with water separator, warm air by-pass valve and temperature controls.
The airflow enters the primary section of the ram air heat exchanger and is partially cooled. Then
the turbine-driven compressor boosts up the bleed air pressure and temperature. A second heat
release is obtained when high-pressure airflow passes through the secondary air heat exchanger
and through the turbine.

AIR CYCLE MACHINE
Turbine-powered ram air fan provides airflow through the ram circuit. The conditioned airflow
enters first the water separator and then is ducted to the cabin. Depending upon the cabin
temperature setting, warm air may by-pass the heat exchangers and the turbine, to mix with the
cold air leaving the turbine.
The warm air by-pass valve is positioned by the temperature controller, which receives inputs
from the cabin temperature selector and the cabin temperature sensor. The by-pass valve also
deices the water separator upon signal from the pack discharge temperature sensor, which
prevents also the cabin supply air temperature from exceeding a preset maximum value.
A temperature sensor is fitted to the cabin air supply duct to switch on the DUCT TEMP red
warning light if an overheat is detected.
The cabin temperature control is an electronic unit which drives the by-pass valve to maintain the
selected air temperature in the cabin, comparing sensed cabin temperature, rate of change of
duct temperature and selected cabin temperature.
The environmental control unit and switches are located in the lower right side of the instrument
panel, close to the pressurization panel.

The system can operate in automatic or in manual mode. When the selector switch is set to
AUTO, the cabin temperature is automatically maintained to the value selected by the rotating
variable control knob.
When the switch is set to MAN position, the temperature control is achieved by a three position
momentarily switch: the by-pass valve opens or closes respectively when the HEAT or COOL
position are selected and stops when the switch is released in neutral position.
The air in the passenger area is distributed through overhead and floor diffusers: in the cockpit
through adjustable outlets, lateral diffusers and floor diffusers.
A fan, operated by the CKPT BLOWER switch, allows to increase the airflow in the cockpit, the
FLOOR AIR switch opens the shut-off valves of the cabin floor diffusers.

COCKPIT BLOWER
Electrical power for operating the left, the right and the emergency bleed air valves is supplied by
the left and right dual feed busses through the L BLEED AIR and the R BLEED AIR 3-ampere
circuit breakers respectively on the pilot and the copilot circuit breaker panels.
Electrical power for shutting off the flapper of the pressure regulating valve is delivered from
either the right single feed bus through the AIR COND 3-ampere circuit breaker on the copilot
circuit breaker panel in the event of over-temperature, or the left and right dual feed busses
through the L WING HEAT and R WING HEAT 3-ampere circuit breakers on the pilot and the
copilot circuit breaker panels when the main wing anti-icing system is activated.
The floor air diffuser valves are powered from the left single feed valve through the FLOOR DIFF
VALVE E 3-ampere circuit breaker on the pilot circuit breaker panel.
The individual adjustable air outlets are controlled through the AIR membrane momentary
switches located on the seats armrests, which allow continuous adjustment of the airflow. The
power is delivered from the interiors bus through the CAB AIR 5-ampere circuit breaker.



0006-P180 PTG Sec 6

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0006-P180 PTG Sec 6

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Environmental Control Piaggio Avanti SimsAir

Rev 1 For Training Purposes Only 6-1

6-2 For Training Purposes Only Rev 1

Rev 1 For Training Purposes Only 6-3

When operating in CAB SEL mode the required operations are:

• Select the cruise altitude as desired with the knob A.

• Place the mode switch to MAN.

6-4 For Training Purposes Only Rev 1

Rev 1 For Training Purposes Only 6-5

6-6 For Training Purposes Only Rev 1

ENVIRONMENTAL CONTROL SYSTEM

AIR TO AIR HEAT EXCHANGER

Rev 1 For Training Purposes Only 6-7

AIR CYCLE MACHINE

6-8 For Training Purposes Only Rev 1

Rev 1 For Training Purposes Only 6-9

6-10 For Training Purposes Only Rev 1

Rev 1 For Training Purposes Only 6-11

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