SPYDER BLEED AIR

3 Sources of bleed air: (1.5) (p 1-83)

Engines, APUs & External air

7 uses of Bleed Air: (1.5) (p 1-83)

Cabin pressurization

Air-conditioning

Cargo floor heat

Engine starting

Engine anti-icing

Thrust Reversers

ATM operation

The engine bleed air system regulates engine bleed pressures and temperatures produced by the mid (BLANK) stage and high (BLANK) stage of the engine compressor to supply airplane pneumatic system requirements. (1.5.1) (p 1-83)

8th; 14th

Two (BLANK) control the Engine Bleed Air System (EBAS). (1.5.1.1, p 1-83)

AMSCs (Air Management System Controllers)

The AMSC controls which THREE valves to regulate bleed air from an engine? (1.5.1.1, p 1-83)

High Pressure Shut Off Valve (HPSOV)

Pressure Regulator Shut Off Valve (PRSOV)

Fan Air Modulating Valve (FAMV)

The (BLANK) is a valve that regulates airflow from the 14th stage of the engine compressor into the 8th stage connection duct upstream of the PRSOV. (1.5.1.1) (p 1-85)

HPSOV (High Pressure Shut Off Valve)

The (BLANK) regulates airflow from the engine compressor bleed ports. (1.5.1.1) (p 1-86)

PRSOV (Pressure Regulating Shut Off Valve)

The (BLANK) is a solenoid-controlled, spring-loaded-open, pneumatically actuated valve that provides the capability to isolate the engine from the pylon and cross-ship manifold. (1.5.1.1) (p 1-86)

PSOV (Pylon Shut Off Valve)

During normal operation, the FE will close one (BLANK) to limit the maximum bleed air load on any one engine to one air conditioning system and the floor heat. With this reduced load, cooling demands on the precooler will remain within capabilities. (1.5.1.1, p 1-87)

Wing isolation valve

The (BLANK) ensures that an adequate supply of bleed air pressure is available to the operating ATMs when the output pressure of the APUs is marginal. (1.5.2.1, p 1-90)

ATM Priority Valve

The (BLANK) is comprised of a digital control unit and a series of temperature sensors that monitor the bleed air ducting system for leaks. (1.5.3) (p 1-90.1)

BAOWS (Bleed Air Overheat and Warning System)

How many detection/protection zones compose the Bleed Air Overheat Warning System? (1.5.3.1) (p 1-90.1)

Seven. These zones are the left and right wings; engine pylons No. 1, No. 2, No. 3, and No. 4; and the cargo area. Each zone contains two independent sensor loops, with each loop containing a series of independent sensors.

During a left, right, or center duct overheat condition what overrides all valve closing signals generated by the overheat condition? (1.5.3.2) (p 1-90.2)

Engine start sequence

What valves close with L or R DUCT OVHT CWA? (Fig. 1-35 & 1-36) (p 1-96)

7 valves PER side

LEFT

ENG 1 & 2 High Pressure Shut Off Valve (HPSOV)

ENG 1 & 2 Pressure Regulator Shut Off Valve (PRSOV)

ENG 1 & 2 Pylon Shut Off Valve (PSOV)

Left Wing Isolation Valve

RIGHT

ENG 3 & 4 High Pressure Shut Off Valve (HPSOV)

ENG 3 & 4 Pressure Regulator Shut Off Valve (PRSOV)

ENG 3 & 4 Pylon Shut Off Valve (PSOV)

Right Wing Isolation Valve

What valves close with a center bleed air overheat condition? (Figure 1-35 & 1-36) (p 1-96)

8 valves total

APU Bleed Air Shutoff Valves (2)

APU Isolation Valves (2)

Floor heat Valves (2)

Wing Isolation Valves (2)

During normal operation, the (BLANK) AMSC provides air to the flight station, relief crew compartment, and the troop compartment. (1.6.1.1, p 1-97)

Left

During normal operation, the (BLANK) AMSC provides air to the cargo compartment and forward/aft underfloor areas. (1.6.1.1, p 1-97)

Right

A cooling air turbofan provides sufficient airflow at low flight speeds to ensure adequate cooling of the air entering the air cycle machine. This fan induces cooling air across the heat exchangers when sufficient airflow is not available. This fan is activated under which three conditions? (1.6.1.1, p 1-99)

Mach below 0.3

Slats not retracted

Aircraft is on the ground

(BLANK) is unavailable for R AMSC COMM FAIL. (1.6.1.9, p 1-104)

Floor Heat

What must be functioning in order to maintain full pressurization? (1.7, p 1-113)

Both Air Conditioning systems or one AC system and floor heat

Permissible cabin leakage rate for the pressurization system is based on what three criteria? (1.7, p 1-113)

With both AC units operative, maintaining an 8,000-foot cabin altitude at 40,000 feet at cruise power

With one AC unit inoperative and floor heat operative, maintaining a 10,000-foot cabin altitude at 38,000 feet

At idle power, maintaining cabin pressure during descent

How is pressurization maintained using bleed air from the engines? (1.7, 1.7.1) (p 1-113)

Pressure is maintained by providing an inflow through the A/C flow control valves and modulating the outflow through the outflow valve (composed of two mechanically-linked units: the thrust-recovery valve and butterfly valve)

The (BLANK) valve controls the overboard flow of cabin air during all normal flight conditions while the butterfly valve is closed. (1.7.1.1) (p 1-113)

thrust-recovery

The (BLANK) is opened with the thrust recovery valve during ground operations, unpressurized flight and during emergency depressurization. (1.7.1.1) (p 1-113)

butterfly valve

What system is in place to prevent over pressurization? (1.7.1.2) (p 1-113)

Two cabin safety valves open when the pressure gets too high. The valves open at 8.4 PSID to vent excessive differential pressure and limit cabin pressure differential to 8.7 PSID (in case of malfunction or manual controller errors).

What system is in place to prevent negative pressurization? (1.7.1.3) (p 1-113)

Two mechanical negative pressure relief valves in the aft troop. If ambient pressure is equal to or greater than cabin pressure, the negative pressure relief valves open allowing ambient pressure to enter the cabin.

What does the Emergency Depressurization Switch on the Engineer's Panel do? (1.7.1.4 & 1.7.3.5) (p 1-113 & p 1-118)

When placed to EMERG DEPRESS, it causes the outflow valves to open, closes the left and right air conditioning flow control and shutoff valves, and closes both floor heat temperature control valves. This will depressurize the aircraft from approximately 4,000' initial cabin altitude to 30,000 ft airplane altitude (8.3 PSI differential pressure) in 60 seconds.

When does the CABIN PRESS LOW CWA illuminate? (1.7.4.5) (p 1-118)

If the cabin altitude exceeds 10,000 feet

The CAB PRESS DIFF HIGH warning is displayed if the differential pressure exceeds safety valve limits of (BLANK) PSID. (1.7.4.5) (p 1-118)

8

How does the ice detector work? (1.8.2.1) (p 1-122)

The ice detection system has an electrically oscillated probe that protrudes through the fuselage skin into the airstream.

When icing is detected, airplane power is applied to the ice detector probe for deicing, the ICE caution is displayed, and the nacelle anti-ice system is commanded ON if the Nacelle Anti-Ice switches are in the AUTO position.

The ice detector probe is electrically deiced for 5 seconds, and the timer is automatically rearmed.

How are the nacelles heated for anti-icing? (1.8.2.2) (p 1-122)

The nacelle anti-icing system provides hot air (11th stage compressor) to the nacelle inlet to prevent accumulation of ice on the inlet lip.

The system activates when the Nacelle Anti-Ice switch on the nacelle anti-ice panel is ON, or when the Nacelle Anti-Ice switch is selected to AUTO and icing conditions are detected by the ice detector system.

How is Nacelle Anti-Ice system controlled? (1.8.2.2) (p 1-123)

The nacelle anti-ice valve is controlled by the EEC in response to a VIA/AIU provided input signal.

EEC defaults to nacelle anti-icing on when communication between VIA and EEC fails, or when the airplane is operating in backup mode (BIP).

How many Pitot Tubes are installed on the aircraft and how are they protected from icing? (1.8.2.3) (p 1-123)

Four (pilot - upper left, lower right; co-pilot - upper right, lower left), electrically heated

What is the COLD START switch used for with regards to windshield heat? (1.8.2.5) (p 1-124)

Provides manual heat control to the three forward windshields when the temp is below -40C to reduce thermal stress. The switch should be manually cycled 5 seconds on, 10 seconds off until the windshield reached -40C

Avoid entering the environmental compartment after engine start to reduce personnel exposure to (BLANK) ruptures. (-1: 2.13) (p 2-114)

bleed air duct

If either the Left or Right AMSC communication has failed, failure to place both WING ISO and BLEED AIR switches on the unaffected wing to OPEN, will result in: (3.30A, p 3-82.1)

The affected wing thrust reversers not operable on the ground

Engine Bleed Air System (EBAS) manifold overtemperatures may adversely impact: (3.30B, p 3-82.3)

Cabin pressurization

Large and rapid throttle advance may induce engine bleed air pressure spikes. Advance throttles smoothly to avoid damage to (BLANK) (-1: 2.13) (p 2-119)

bleed air ducts

Following Smoke/Fumes in the Airplane checklist, three common causes and checklists that may be considered are: (-1: 3.31, p 3-83)

Bleed Air Smoke Elimination

Electrical Fire

Fuselage/Wheel Well Fire

After accomplishing the Smoke/Fumes in the Airplane checklist, is the smoke or fumes persist, consideration should be given to what two procedures?: (-1: 3.31, p 3-83)

Ventilation With Airplane Pressurized

Ventilation With Airplane Unpressurized

If ventilating with the airplane unpressurized, do not depressurize to a cabin altitude above (BLANK)feet. (-1: 3.31.2, p 3-84)

25,000