Cabin-Pressure Control System: Effectivity:All

TM
AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
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CABIN-PRESSURE CONTROL SYSTEM
Phenom 100 - SDS 2432 Page 1 of 24

21-31-00 Rev 14 - Dec 10/10
Copyright © 2010 by Embraer - Empresa Brasileira de Aeronáutica S.A. All rights reserved.
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AIRCRAFT
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Introduction
The aircraft operates at altitudes where the oxygen density is not

sufficient to sustain life. The pressurization control keeps the aircraft
cabin interior at a safe pressure altitude. This protects the passengers
and crew from the effects of hypoxia (oxygen starvation). The CPCS
(Cabin Pressure Control-System) makes sure that the cabin pressure is
safe and comfortable for the passengers and crew.
For the CPCS:
• The maximum certified altitude is 41,000 ft;
• Cabin altitude at the maximum aircraft ceiling (41,000 ft) is

approximately 8,000 ft.
The figure CABIN-PRESSURE CONTROL SYSTEM - ECS
(Environmental Control System) - SYNOPTIC PAGE provides further
data on the preceding text.

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
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EFFECTIVITY:ON EMBRAER 500 ACFT WITH AVIONICS SOFTWARE LOAD 17 OR 25.30 OR PRE-MOD SB 500-31-0003
ECS SYNOPTIC PAGE
PUSH PUSH
108.30 110.30 0KT 03:11 TRK 021 136 NM 121.500 126.775 COM1
VOL ID VOL SQ
NAV1 GS ETE DIS
NAV2 110.30 113.00 SYSTEM - ECS 131.525 121.575 COM2
NORTH UP EMERG
NAV COM
TFR
NO DATA
42.0 N1% 92.9 TEMPERATURE
PUSH PUSH
CKPT CABIN CKPT
1−2 GALHEIROS 1−2
22 C SET 22 C
72 F 72 F
N
3 EVAP BARO
35 C 35 C
713 ITT C
713 6 7.5 NM 95 F
ACTUAL
95 F
142.8 N2% 142.8 33 CABIN
137 OIL PRESS PSI 137
95 OIL TEMP C 95 E FCV FCV PUSH
STD
FUEL 30 OFV
225 FF KPH 499
330 330 OPEN
12 RAM INTERMEDIATE
MFD 660 AIR
A TEMP 0 C
ELEC CABIN
W
CLOSED
RANGE
BATT1 28 V
BATT2 28 V
ALT 7200 FT 15 25 HX 25 − +
RATE 0 FPM 24 PSI PSI
SPDBRK DELTA-P 5.0 PSI 80 C 80 C
S
21
LFE 5200 FT
_ _ _ _ 176 F 176 F PUSH
OXY 1450 PSI PRSOV PRSOV PAN
LG FLAPS
UP
D MENU
UP UP 1
GCF VCS
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
30 NM
DFLT MAP
ENG SET LFE STATUS ECS ELEC FUEL ICEPROT ENG MNT BACK
FMS
EM500ENSDS310114D.DGN
PUSH CRSR
SOFTKEYS (REF.)
CABIN-PRESSURE CONTROL SYSTEM - ECS (Environmental Control System) - SYNOPTIC PAGE – Sheet 1

21-31-00 Rev 14 - Dec 10/10
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EFFECTIVITY:ON EMBRAER 500 ACFT WITH AVIONICS SOFTWARE LOAD 36 AND ON OR POST-MOD SB 500-31-0003
THIS PAGE INTENTIONALLY LEFT BLANK

21-31-00 Rev 14 - Dec 10/10
TM
AIRCRAFT
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EFFECTIVITY:ON EMBRAER 500 ACFT WITH AVIONICS SOFTWARE LOAD 36 AND ON OR POST-MOD SB 500-31-0003
ECS SYNOPTIC PAGE
PUSH PUSH
108.30 110.30 0KT 03:11 TRK 021 136 NM 121.500 126.775 COM1
VOL ID VOL SQ
NAV1 GS ETE DIS
NAV2 110.30 113.00 SYSTEM - ECS 131.525 121.575 COM2
NORTH UP EMERG
SET ACTUAL
NAV COM
TFR CKPT 21 C 21 C
NO DATA 70 F 70 F
TEMPERATURE EVAP
42.0 N1% 92.9 21 C 21 C
PUSH CABIN PUSH
1−2 GALHEIROS 70 F 70 F 1−2
RAM
AIR
N
3 BARO
713 ITT C
713 6 7.5 NM
142.8 N2% 142.8 33

FCV FCV
137 OIL PRESS PSI 137 0 0 PUSH
95 OIL TEMP C 95 E PSI PSI STD
MFD A 225
FUEL
FF KGH 499
30
HX
21 C 21 C
330 330 70 F 70 F
12
660
TEMP 0C W RANGE
ELEC CABIN
BATT1 28 V
BATT2 28 V
ALT 7200 FT 15
PRSOV PRSOV
− +
RATE 0 FPM 24
SPOILER DELTA-P 5.0 PSI GCF
S
21
LFE 5200 FT
CLOSED OUTFLOW VALVE PUSH
OXY/50 1450 PSI PAN
VCS OPEN
LG FLAPS
INTERMEDIATE
UP CLOSED
D MENU
UP UP 1
TRIM FPL PROC
ROLL PITCH
CLR ENT
YAW 50
30 NM
DFLT MAP
FMS
EM500ENSDS310181A.DGN
PUSH CRSR
SOFTKEYS (REF.)
A
CABIN-PRESSURE CONTROL SYSTEM - ECS (Environmental Control System) - SYNOPTIC PAGE – Sheet 2

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
General Description • Sensing of the cabin altitude and transmission of the related
The CPCS consists of one ECMU (Electronic Control and Monitoring signal for warning when the high limit is exceeded;
Unit), one butterfly cabin OFV (Outflow Valve), one pneumatic poppet
• Computation and transmission of the signal for indication of “high
valve (PRV (Pressure Relief Valve)) which performs positive and airfield operations”;
negative relief functions (static pressure sense port), and one dual flap
check valve which performs a negative relief function and CFE • Fault detection and handling;
(Customer-furnished Equipment) in order to make interface with the
crew. • Maintenance computer interface for aiding in CPCS fault isolation
and corrective action.
The following functions are provided by CPCS:
The figure CABIN-PRESSURE CONTROL SYSTEM - SCHEMATIC
• Limiting of cabin altitude and prevention of cabin decompression DIAGRAM provides further data on the preceding text.
(due to leakage);
• Positive pressure relief;
• Negative pressure relief;
• Dumping for rapid depressurization of the cabin;
• Automatic control of the cabin pressure, cabin rate of change and

cabin differential pressure;
• Manual control of cabin pressure;
• Ability to switch from automatic to manual control and back;
• Sensing of the cabin differential pressure and transmission of the

related signal for indication;
• Sensing of the actual cabin pressure altitude and transmission of

the related signal for indication;
• Sensing of the actual cabin pressure altitude rate of change and

transmission of the related signal for indication;
• Sensing of the positive differential pressure and transmission of

the related signal for warning when the limit is exceeded;

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AIRCRAFT
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ATMOSPHERE
PRESSURE
PRESSURE
PRESSURIZATION
CABIN
MODE BLEED
BOTH
AUTO 1 2
MAN OFF
VENT AUTO / MAN
FMS
CABIN ALT DUMP
SDS 34−61 UP
DN
LANDING WOW PRESSURE
LANDING GEAR
SYSTEM RELIEF
FIELD VALVE (PRV)
ELEVATION (LFE)
DATA
CONCENTRATOR
UNIT
ACFT ALTITUDE,
SDS 31−41 BARO CORRECTION, LFE,
RATE LIMIT OR CABIN
ALTITUDE (Pc) TARGET OFV MAN &
ALT LIMIT
ACFT CONTROL; OR OUTFLOW
ALTITUDE VALVE (OFV)
OFV AUTO &
BARO CORR
PRESSURE
RELIEF
AIR DATA TAKEOFF POWER CONTROL
COMPUTERS
SDS 34−15 ELECTRONIC CONTROL
AND MONITORING UNIT
(ECMU)
EM500ENSDS210001C.DGN
CAB ALT
DOORS
CAB RATE
NEGATIVE
CAB P PRESSURE RELIEF
LFE VALVE (NPRV)
CAS MESSAGES
MFD
CABIN-PRESSURE CONTROL SYSTEM - SCHEMATIC DIAGRAM

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
Components Each channel on the actuator is driven by a brushed DC (Direct

ELECTRONIC CONTROL AND MONITORING UNIT Current) motor. The actuator accepts inputs from the controller and the
manual control switches.
The ECMU has two independent channels, one to control the cabin
pressure automatically and the other to monitor the cabin pressure and PRESSURE RELIEF VALVE
also provide manual cabin pressure control through the control panel. The PRV is not actuated during normal operation. The PRV is a
The manual channel has also a pressure altitude limit function to mechanically actuated valve that stays closed during normal operation
guarantee that both automatic and manual speed commands do not and only opens if the differential pressure limits are reached in order to
drive the cabin pressure to unsafe conditions. Each channel has one prevent over and under pressurization of the fuselage. The PRV is
analog pressure sensor that respectively controls and monitors/limits mounted on the aft pressure bulkhead.
the cabin altitude.
The PRV senses true atmosphere pressure via a tubing routed from the
NEGATIVE PRESSURE RELIEF VALVE true atmosphere sense port to the static port installed in the rear
The NPRV (Negative Pressure Relief Valve) is not actuated during fuselage. The true atmosphere pressure acts on the metering section
normal operation. The NPRV is a mechanically actuated dual flapper diaphragm.
check valve that stays closed during normal operation. This valve is
The PRV is designed to prevent overpressurization of the fuselage due
located in the aircraft fuselage to allow ambient air to go from the
to either an increase in cabin pressure or a decrease in ambient
atmosphere into the fuselage.
pressure. During normal operation, the PRV does not operate but
The NPRV only opens if the differential pressure limits are reached, in monitors the positive pressure differential across the fuselage with its
order to prevent over and under pressurization of the fuselage. When positive differential pressure metering section.
the air on the atmosphere side of the NPRV exceeds the cabin ELECTRONIC CONTROL AND MONITORING UNIT
pressure by a given threshold amount, the force on each flapper
The ECMU is a microprocessor-based pressure transducer and
overcomes the torsion spring and opens the valve. When the valve is
controller with separate analog monitoring pressure transducer in a
open, atmosphere air can enter into the cabin to limit the buildup of
single case. The controller/monitor unit is mounted in the pressurized
negative differential pressure.
cabin and consists of two channels:
OUTFLOW VALVE
The outflow valve consists of a valve body assembly and a rotary • Automatic control channel
electromechanical actuator. The actuator is a motor and gearbox • Manual and monitoring channel
assembly that drives the butterfly plate within the flow body.
The channels are independent, except that the monitor channel can
The outflow valve is mounted on the aft pressure bulkhead to allow
disable the automatic control channel during altitude limit operation.
cabin air to exit the pressurized cabin environment as controlled by the
controller or flight crew manual control. The auto control channel contains a pressure transducer for measuring
the actual cabin pressure. The monitor channel also includes a
pressure transducer that transmits an analog signal to the avionics for
use as a dissimilar means for indications and warnings. This pressure

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL

21-31-00 Rev 14 - Dec 10/10
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EFFECTIVITY:ALL
transducer contains an altitude limit detection circuit, which disables the The CPCS will not initiate a BIT unless the airplane is on the ground,
automatic control channel and drives the manual motor closed until the the doors are open, and the system is selected to automatic control
high cabin altitude condition no longer exists. mode. Successful completion of the BIT will result in the clearing of all
The ECMU software uses mode detection logic to determine the aircraft the CPCS CAS (Crew Alerting System) faults.
operating condition, if the aircraft is parked on the ground, in the takeoff The figure CABIN-PRESSURE CONTROL SYSTEM - MAINTENANCE
roll, climbing, cruising, descending, landing, or taxiing. CONTROL PANEL provides further data on the preceding text.
CPCS CONTROL PANEL
The pressurization manual control panel is located on the main panel.
The ECS control panel has the following control functions:
• Pressurization
• Air conditioning
• Bleed rotary switch to control bleed functions

The pressurization panel is directly connected to the CPCS Controller
and has the following function switches:
• MODE: Toggle switch to select AUTO or MANUAL mode of CPCS
operation;
• UP/DN (CABIN ALT): Toggle switch with momentary positions to

climb or descend the cabin pressure altitude by actuating directly
on the OFV operation;
• DUMP: Push button switches with guard to activate the DUMP

function when in automatic mode.
MAINTENANCE CONTROL PANEL
The cabin pressure control and monitoring system interfaces with the
flight crew via the TEST switch to perform the operator initiated built-in
test. The maintenance control panel also includes a pressurization
TEST switch, in order to send to ECMU a discrete signal to drive the
BIT (Built-in Test) function. For more details, see AMM SDS
31-42-00/1.

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
ZONES
241
242
315
A C
D
B
OFV E
PRV NPRV ECMU
D C E
CABIN-PRESSURE CONTROL SYSTEM - COMPONENTS

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL

21-31-00 Rev 14 - Dec 10/10
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MAINTENANCE MANUAL
EFFECTIVITY:ALL
ECMU AUTO CHANNEL ANALOG

SENSOR
HI CABIN ALTITUDE
DETECTION LOGIC
AUTO CONTROL CPU

AX (MODE LOGIC, CONTROL
MOTOR
LAWS, MOTOR SPEED
AX COMMAND) DRIVER
MOTOR
TX
DISC IN OPTO
SHUTOFF
COUPLER
DISC OUT
GEAR
OFV
BOX
ECMU MAN/MONITOR CHANNEL
MAN/AUTO
MANUAL
CLIM/MDUMP MAN MOTOR MOTOR
OVERRIDE PWM DRIVER
DESCENT CIRCUIT MOTOR
PC OUT
SENSOR AMPLIFIER
AND BUFFER CIRCUIT
ALTITUDE
ANALOG LIMIT
SENSOR DETECTOR
LEGEND:
SIGNALS
POWER 28 Vdc
CABIN-PRESSURE CONTROL SYSTEM - ECMU SCHEMATIC DIAGRAM

21-31-00 Rev 14 - Dec 10/10
TM
AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
A
PRESSURIZATION AIR CONDITIONING
BLEED
MODE BOTH CKPT FAN CABIN FAN MODE
AUTO 1 2 HI MAN
MED AUTO
MAN LO OFF
OFF
VENT
CABIN ALT DUMP CKPT TEMP CABIN TEMP TEMP
UP H
DN
C H C H C
CABIN
A
CABIN-PRESSURE CONTROL SYSTEM - ECS CONTROL PANEL

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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL

21-31-00 Rev 14 - Dec 10/10
TM
AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
B
A
ZONE
232
A C
TEMP C
MAINTENANCE CKPT CABIN
FWD EVAP AFT EVAP
AVIONICS 22 SET 22
HSDB DATA 22 ACT 22

NORM
OFV POSITION
FULL OPEN FCV 1 FCV 2
INTERMEDIATE
FULL CLOSED
REV
PRESN
RAM
AIR
PRSOV 1 PRSOV 2
HX HX
TEST
25 25
GCF VCS
PSI PSI
MAINTENANCE CONTROL PANEL
C B
CABIN-PRESSURE CONTROL SYSTEM - MAINTENANCE CONTROL PANEL

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
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Operation The auto control channel contains a pressure transducer for measuring
NORMAL OPERATION the actual cabin pressure. Ambient pressure is measured via air data
computers. Ambient pressure is transmitted to the ECMU via avionics
The CPCS performs automatic control of the cabin pressure to ensure
computers and redundant ARINC 429 data bus. The ECMU software
fuselage and occupant safety and comfort. The automatic function is
computes the cabin pressure to ambient differential pressure by
performed by the auto control channel of the ECMU and the auto motor
subtracting the ambient pressure from the cabin pressure.
of the OFV.
The ECMU software computes the actual cabin altitude and rate of
During automatic control, cabin air exhaust is controlled during airplane
change (convert to units of slf/min).
ground, takeoff, climb, descent, and taxi operations without dedicated
flight crew inputs. The CPCS transmits the actual LFE by the ECMU and via ARINC 429
to avionics for continuous display on the EICAS. The CPCS provides
The CPCS receives all required information inputs via avionics system.
the LFE (Landing Field Elevation) according to information input by
Flight crew initiated changes to the target cabin altitude are allowed via
crew on FMS (Flight Management System) or MFD (Multi-Function
avionics controls. Automatic cabin pressure control is considered
Display), which is sent to ECMU via ARINC 429. Should no data be
“normal” airplane operation. The automatic control function is
available or the SSM indicate a failure warning on digital signal, the
overridden by the positive pressure relief, negative pressure relief,
CPCS considers 8,000 ft as default LFE and EICAS indicates ” ” in
altitude limit, manual and dump functions whenever required.
amber for LFE information (AMM SDS 31-61-00/1).
Ambient pressure is measured via two air data computers, each ABNORMAL OPERATION
separately powered. Ambient pressure as well as all other avionics
The CPCS manual control function is performed by the electric OFV
inputs are transmitted to the ECMU via GIA (Garmin Integrated
and the ECMU.
Avionics unit) 1 and GIA 2 with redundant ARINC (Aeronautical Radio
Incorporated) 429 data bus. Sensing and Transmission of High Cabin The manual function occurs when the pilot sets the MAN/AUTO switch
Altitude Warning the ECMU computes the high cabin altitude warning. on the control panel to the MAN position. When the MAN/AUTO switch
This signal is output via ARINC 429 data bus to GIA 2 and by a discrete is activated, the ECMU receives either an “open” or “close” command
signal to GEA (Garmin Engine/Airframe unit) 2 avionics boxes. from the up/down switch on the control panel. When the pilot selects
either the UP or DN setting, the OFV will open or close accordingly.
When the aircraft mode of operation is determined by the ECMU
software, the ECMU uses mode control logic to control the OFV as As the OFV opens or closes, the cabin is depressurized or
appropriate. The control laws of the mode control logic provides the repressurized.
pressure and rate that determine the motor command signals.
The manual control function overrides automatic control.
The differential pressure output is transmitted via ARINC 429 data for
If the cabin is depressurized to the altitude-limit set point, the altitude
continuous display on the EICAS (Engine Indication Crew Alert
limit function serves to limit the cabin altitude.
System). Sensing of the differential pressure and its transmission are
performed through the auto control channel of the ECMU, using inputs
from the air data computers.

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
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EFFECTIVITY:ALL

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EFFECTIVITY:ALL
When faults are detected and stored in the ECMU and the switch is set
to the MAN position, the ECMU attempts to clear its fault status from
active memory so that AUTO position can be reselected.
In the auto channel, the manual signal is read by software and disables
automatic control. Further, the motor command shutoff logic is
positively disabled so that erroneous software commands cannot
access the motor driver electronics and auto motor.
When the UP/DN switch is set to UP, a 28 V DC signal is placed on the
“open” signal to the manual/monitor channel of the ECMU. In turn,
when the switch is set to DN, a 28 V DC signal is placed on the “close”
signal to the manual/monitor channel of the ECMU. When the switch is
allowed to remain in the center position, the open and closed inputs
remain at an open circuit condition.
The “open” signal causes the manual motor to open the OFV. Likewise,
the “close” signal causes the manual motor to close the OFV (WM
21-30-50).
The figure CABIN-PRESSURE CONTROL SYSTEM - LFE
INFORMATION provides further data on the preceding text.

21-31-00 Rev 14 - Dec 10/10
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AIRCRAFT
MAINTENANCE MANUAL
EFFECTIVITY:ALL
MAINTE
EICAS CONTROL PANEL
CAS PAMEL
CAB ALTITUDE
CAB ALT HI
MAIN CONTROL
CAB RATE CMC FLIGHT
CAB DELTAP FAIL
AUTO/MAIN
CAB DELTAP CREW
PRESN AUTO FAIL
DUMP
LFE
IBIT
PFD & MFD
FMS E BUS
CRFL AND LFE
GIA63#1 429
429 AUTO CHANNEL MAN CHANNEL

GIA63#2
PRESS CONTROL PRESS MONITOR
429
SENSOR OFC SENSOR ALTITUDE
AIR CONTROLLER LIMTER FUNCTION
DATA HI CABIN
GEA71#3
FAULT
GEA71#2 ECMU
CABINALT
AVIONICS DC 2
AMBIENT PRESSURE
DC 1
CABIN PRESSURE
AMBIENT
TO SIGNAL
LEGEND: PRESSURE
DOORS
W OW
SIGNALS
POWER 28Vdc NEGATIVE POSITIVE
ELECTRIC
PRESSURE PRESSURE STSTIC
DISCRETE BUTTERFLY
AIRCRAFT RELIEF RELIEF PORT
ANALOG OFV
VALVE VALVE
429 ARINC 429
CABIN-PRESSURE CONTROL SYSTEM - SCHEMATIC DIAGRAM

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MAINTENANCE MANUAL
EFFECTIVITY:ALL

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EFFECTIVITY:ALL
PUSH PUSH
110.80 108.40 0 KT 03:11 TRK 021 136 NM 120.350 122.800 COM1
VOL ID VOL SQ
NAV1 GS ETE DIS
NAV2 109.90 108.90 SYSTEM - STATUS 122.800 134.150 COM2
120.0 TO 120.0 LAKE AS NORTH UP 12 H 44 EMERG
ATR DELTONA
NAV SAT 10 C COM
TFR TAT 10 C
BARY
NO DATA TAS 0 KT
ENTERPRISE
GW 4290 KG
42.0 N1% 92.9
MFD OSTEEN ELEC HYD PRES OXY EMER BRK
ST
PUSH PUSH
ACCU PRES
.
1−2 BATT1 1−2
JO
LAKE MONROE 28.2
WN
V
S
15 C
RI
SANFORD BARO
VE
KSFB BATT2
EICAS
R
IGN
AB
713 ITT C
713 IGN
AB
+12 28.2 V
15 C
42.8 N2% 42.8
3000 PSI 1400 PSI 3000 PSI
125 OIL PRES PSI 125 LAKE JESSUP
PUSH
95 OIL TEMP C 95 DOORS STD
+12 PASSENGER
FUEL
225 FF KGH 449
WINTER OPRINOO LAKE HA BAGGAGE FWD
330 FQ KG 330
660 3 ODIEDO
TEMP 0 C RANGE
ELEC CABIN
417 CHULUOTA
28 V +50
BATT1
BATT2 28 V
ALT 6500 FT
GOLDENROD
+50 − +
6
RATE -300 FPM
LAKE PICKETT
SPDBRK DELTA-P 2.5 PSI
____
LFE 5200 FT BITHLO PUSH
UNION PARK
OXY 1000 PSI 50 PAN
LG FLAPS 417
408 3
DN
D MENU
DN DN 2
FPL PROC
B
TRIM
ROLL PITCH
12
CLR ENT
20
YAW 528
30NM SYSTEM
DFLT MAP
FMS
PUSH CRSR
CABIN HI FIELD
ALT 6500 FT
A
RATE −300 FPM
DELTA−P 2.5 PSI
LFE 1000 FT
B
CABIN-PRESSURE CONTROL SYSTEM - LFE INFORMATION

21-31-00 Rev 14 - Dec 10/10
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MAINTENANCE MANUAL
EFFECTIVITY:ALL

21-31-00 Rev 14 - Dec 10/10

Cabin-Pressure Control System: Effectivity:All

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Phenom 100 - SDS 2432 Page 1 of 24

The aircraft operates at altitudes where the oxygen density is not

• Cabin altitude at the maximum aircraft ceiling (41,000 ft) is

Phenom 100 - SDS 2432 Page 2 of 24

ECS SYNOPTIC PAGE

Phenom 100 - SDS 2432 Page 3 of 24

Phenom 100 - SDS 2432 Page 4 of 24

142.8 N2% 142.8 33

Phenom 100 - SDS 2432 Page 5 of 24

• Positive pressure relief;

• Negative pressure relief;

• Dumping for rapid depressurization of the cabin;

• Automatic control of the cabin pressure, cabin rate of change and

• Manual control of cabin pressure;

• Ability to switch from automatic to manual control and back;

• Sensing of the cabin differential pressure and transmission of the

• Sensing of the actual cabin pressure altitude and transmission of

• Sensing of the actual cabin pressure altitude rate of change and

• Sensing of the positive differential pressure and transmission of

Phenom 100 - SDS 2432 Page 6 of 24

LANDING WOW PRESSURE

Phenom 100 - SDS 2432 Page 7 of 24

Components Each channel on the actuator is driven by a brushed DC (Direct

Phenom 100 - SDS 2432 Page 8 of 24

Phenom 100 - SDS 2432 Page 9 of 24

• Bleed rotary switch to control bleed functions

• UP/DN (CABIN ALT): Toggle switch with momentary positions to

• DUMP: Push button switches with guard to activate the DUMP

Phenom 100 - SDS 2432 Page 10 of 24

CABIN-PRESSURE CONTROL SYSTEM - COMPONENTS

Phenom 100 - SDS 2432 Page 11 of 24

Phenom 100 - SDS 2432 Page 12 of 24

ECMU AUTO CHANNEL ANALOG

AUTO CONTROL CPU

CABIN-PRESSURE CONTROL SYSTEM - ECMU SCHEMATIC DIAGRAM

Phenom 100 - SDS 2432 Page 13 of 24

Phenom 100 - SDS 2432 Page 14 of 24

CABIN ALT DUMP CKPT TEMP CABIN TEMP TEMP

Phenom 100 - SDS 2432 Page 15 of 24

Phenom 100 - SDS 2432 Page 16 of 24

HSDB DATA 22 ACT 22

FULL OPEN FCV 1 FCV 2

Phenom 100 - SDS 2432 Page 17 of 24

Phenom 100 - SDS 2432 Page 18 of 24

Phenom 100 - SDS 2432 Page 19 of 24

Phenom 100 - SDS 2432 Page 20 of 24

429 AUTO CHANNEL MAN CHANNEL

CABIN-PRESSURE CONTROL SYSTEM - SCHEMATIC DIAGRAM

Phenom 100 - SDS 2432 Page 21 of 24

Phenom 100 - SDS 2432 Page 22 of 24

Phenom 100 - SDS 2432 Page 23 of 24

Phenom 100 - SDS 2432 Page 24 of 24

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