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Ensure your oxygen is on.
I checked it several times, the oxygen was on, I got off the plane before the flight, checked if everything was closed. But I still got this message. Either I'm stupid or it's a bug
But noted, after this patch, C208 flights, make sure I turn on oxygen in career mode. Which is nearly every flight I make.
desired, and delivers it to the cabin air distribution system for pressurization and
ventilation. The air cycle system cools a portion of the bleed air and then mixes it with hot
bleed air to provide the correct temperature. A firewall shutoff valve can be closed to
prevent contaminated air from entering the cabin in the event of an engine compartment
fire.
During engine start (ECS switches in AUTO position) the Primary Shutoff Valve (PSOV)
is automatically kept closed (no bleed air) and the auxiliary heaters and VCCS are
inhibited. When the engine Ng reaches 62% the PSOV opens and bleed air becomes
available.
Air is drawn from the P2.5 and P3 compressor bleed ports on the engine casing. This
consists of a single port in the case of the P2.5 connection and two diametrically opposed
ports for the P3 connections. The bleed air will be taken exclusively from the P2.5 port
during normal operation. However, when the engine is at idle there is insufficient pressure
to maintain cabin pressurization. When the P2.5 bleed air pressure falls below a specific
value, a pressure sensor in the bleed air ducting opens the high pressure shutoff valve.
This creates a back pressure on the non-return valve at the P2.5 port and closes the
valve to shut off the P2.5 bleed. The bleed air then passes through the Primary Shutoff
Valve and the Flow control venturi, which is sized to regulate the bleed air flow rate and
pressure.
The air then passes on to the Temperature Control Valve (TCV). At the TCV the bleed air
splits where variable amounts are either supplied to the Heat Exchanger or to a mix point
downstream of the Cooling Turbine.
The heat exchanger is cooled by ambient air drawn from a NACA intake in the airplane
skin. Cooling airflow is provided by the Heat Exchanger Cooling Fan located downstream
of the heat exchanger.
From the heat exchanger, the bleed air is passed to the Cooling Turbine. As the bleed air
passes through the Cooling Turbine, its pressure is reduced to delivery pressure and its
temperature is, in many cases, close to 0°C. The energy extracted from the bleed air is
used to power the Heat Exchanger Coolant Fan which is mechanically linked to the
turbine by a shaft
The duct downstream of the turbine is the mixing duct where the now-cooled turbine
exhaust air is mixed with un-cooled bleed air directed from the other port of the TCV. The
mixing proportions are controlled by the TCV. The TCV is an electrically operated three
port valve with one inlet and two outlet ports. Depending on the selected temperature the
TCV modulates to either pass air through or bypass the Heat Exchanger and Cooling
Turbine. The TCV operation is controlled by the ECS Controller. The TCV will move to
allow more bleed air to bypass the Cooling Turbine if the cabin temperature is less than
desired. Conversely it will move to pass more air through the Heat Exchanger and
Cooling Turbine if the temperature is greater than desired.
The temperature of the duct downstream is monitored by a temperature sensor and will
limit the movement of the TCV as required to keep the duct temperature within the
maximum and minimum temperature limits.
From the mixing duct the conditioned air passes through a water separator. Moisture is
removed from the conditioned air and drawn to the heat exchanger and sprayed into the
heat exchanger intake. The conditioned air passes through the Firewall Shutoff Valve and
the non-return valves to the cabin for distribution. The non-return valves prevent sudden
depressurization in the event of a loss of cabin air supply.
The air enters a small plenum where it is distributed to the cabin and through the Flow
Control Valve (FCV) controlled by the ECS Controller to the cockpit. Cockpit air is
directed to outlets at the crews feet and adjustable outlets adjacent to the instrument
panel. Air to the cabin is introduced through fixed outlets placed at floor level along both
sides of the cabin.
The integrated ECS Controller adjusts the position of the TCV and FCV to give the
warm/cold air mix for the system default temperature of 21° C, or that set by the pilot, for
the cockpit and cabin.
For a takeoff at limited power (hot and high) the ACS BLEED AIR switch can be set to
INHIBIT and after takeoff the ACS BLEED AIR switch can then be set to AUTO.
The ACS will automatically shut down when the engine Ng is less than 62%.
Refer to ECS Operation for further information on the operation and for the control of the
ACS.
ECS OPERATION
The normal operation of the ECS is with all the switches in the AUTO position and with
the adjustable air outlets open at the overhead and side positions. The ECS Controller
then automatically controls the cockpit and cabin air temperatures as set by the pilot on
the systems MFD ENVIRONMENT status window. The cockpit and cabin temperatures
can be set with Multi Function Controller or by the bezel buttons. If the Multi Function
Controller is used, press the arrow keys on the controller to bring the window into focus,
then use the joystick to position the cursor on the CKPT or CAB temperature slider bar.
Turn the Multi joystick knob to move the slider bar left to a colder or right to a warmer
position. The other method of temperature adjustment is by pressing the bezel button
adjacent to the CKPT TEMP or CAB TEMP soft key which then displays the up/down
arrow legends. Press the adjacent up or down bezel button to move the slider bar left to a
colder or right to a warmer position. Due to the system design only a temperature
difference of up to a maximum of 5°C between the cabin and cockpit can be set. After
more than 5°C movement of one slider bar the other slider bar will also move in the same
direction. Temperature selection can be from full heating (both slider bars fully right) (ACS
air to maximum allowable temperature and auxiliary heater on, VCCS and fans off) to full
cooling (both slider bars fully left) (ACS air to minimum allowable temperature and
auxiliary heater off, VCCS and fans on). The actual cockpit, cabin and underfloor
(optional) temperature readings are displayed at the bottom left of ENVIRONMENT status
window.
After temperature adjustments have been made with the temperature slider bar, allow the
system to stabilize for a few minutes and adopt the new setting. During descent, the
system has a tendency to overheat the cockpit slowly, therefore the recirculation fans
should be allowed to blow fresh air out of the overhead outlets into the cockpit. If the
system is unable to reach the preselected temperature values, the aircraft could be
operating in high ISA deviation temperatures outside the system performance capabilities
or one of the system components may have failed.
The ECS Controller receives data signals from the:
• ACS TCV and FCV position, duct temperature conditions
• auxiliary heater power supplies and thermal safety switch position
• VCCS compressor motor and the vent and flood fan positions
• temperature sensors in the cockpit, cabin and underfloor
The ECS Controller sends and receives status signals to and from the Modular Avionics
Unit (MAU) for the control switches and systems MFD ENVIRONMENT status and Crew
Alert System (CAS) windows. It will also send a caution signal to the CAS window in the
event of an ACS fault.
In the auto mode the ECS Controller adjusts the position of the ACS TCV and FCV to
give the warm/cold air mix for the cockpit/cabin temperatures set on the ENVIRONMENT
status window. If additional heating is required the cabin auxiliary heater and fan will be
automatically selected on. If additional cooling is required the VCCS and fans will be
automatically selected on.
The ECS Controller monitors the cabin underfloor temperature and will automatically
select the underfloor heater on and off as necessary.
The VENT FANS can be selected from AUTO to LOW at any time with the ELECTRICAL
HEAT/COOL in the AUTO mode. THE ACS BLEED AIR, ELECTRICAL HEAT/COOL and
FLOOD FAN can be selected off by setting the switches to INHIBIT.
The auxiliary heaters and VCCS can be operated in an ECS Ground Mode for preheating
or cooling the aircraft before engine start. With the aircraft on ground and the
engine not running, and with a 28 VDC external power supply connected and powered on
the ECS Ground Mode can be entered by changing the CKPT or CAB TEMP selection
with the Multi Function Controller or by pressing the bezel buttons adjacent to the soft
keys on the ENVIRONMENT status window.
INDICATION/WARNING
Cockpit, cabin and underfloor (with optional cold weather kit) air temperatures are
displayed in the ENVIRONMENT window of the systems MFD.
The CAS window on the systems MFD displays the following Cautions for the ECS:
“ACS Low Inflow” caution will illuminate when:
• The ACS is automatically shutdown. Overpressure and overtemperature
switches are installed to monitor the ACS system. If pressures greater than 40
psi are sensed in the bleed air line downstream of the flow control venturi,
temperatures greater than 290°C in the bleed line upstream of the Primary
Shutoff Valve, temperatures greater than 105°C are sensed in the air line
downstream of the water separator, or if the Firewall Shutoff Valve is closed,
the ACS will automatically shutdown.
• The CPCS is not able to achieve the required cabin pressure (due to ACS
switched to INHIBIT, or insufficient ACS airflow, or excessive cabin air
leakage) the Cabin Pressure Control Unit will detect a “ACS Low Inflow”.
“ECS Fault” caution will illuminate when the ECS Controller has detected a critical fault or
if the ECS Controller has lost data communication with the MAU
system. There is a guarded SYSTEM MODE switch with the positions AUTO and
MANUAL, and a MANUAL CONTROL switch with the positions DESCENT and CLIMB.
There is also a guarded CABIN PRESSURE switch with the positions AUTO and DUMP.
In case of emergency the switch can be selected to DUMP.
When the CPCS SYSTEM MODE switch is in the AUTO position, the ENVIRONMENT
window on the systems Multi Function Display (MFD) will show a digital display for cabin
altitude, differential cabin pressure, cabin altitude rate of change and Landing Field
Elevation (LFE). The LFE can be automatically provided when the destination airport had
been entered in the Flight Management System and the field elevation for the destination
airport is in the data base. The pilot can manually enter the LFE and/or switch to a “low
cabin” fixed cabin pressure sub-mode (Refer to Sect 4. CPCS Low Cab Mode Operation).
When the CPCS SYSTEM MODE switch is selected to MANUAL no information
associated with LFE will be displayed.
If the Landing Field Elevation (LFE) data to the CPCS becomes unavailable or invalid
(e.g. due to an FMS failure or a MAU interface error), the CPCS uses the default LFE of
10000 ft to determine the target cabin altitude. Therefore, the flight crew must manually
re-select the LFE early enough to prevent over or under pressurization. Alternatively, the
CPCS SYSTEM MODE switch may be selected to MANUAL for manual control of the
cabin altitude.
In the event of a CPCS malfunction, warning and caution messages will be shown in the
CAS window of the system Multi Function Display
The CPCS automatically controls the cabin pressure to:
• Depressurize the cabin on the ground to allow for door opening and
crew/passenger entry and exit
• Pre-pressurize the cabin during takeoff and landing to prevent pressure bump
excursions
• Control the cabin altitude and rate of change during flight for passenger comfort
• Prevent the cabin to atmosphere differential pressure limit being exceeded and
the cabin altitude from exceeding 10,000 feet for normal operation
• Close the OFV to provide an automatic altitude limiting function if the cabin
exceeds:
- 14,500 ft (MSN 1001 - 1719), or
- 14,800 ft (MSN 545, 1721 - 1942),
The normal mode of operation is with the switches in the AUTO position. The CPCS
Controller then, using data from the Modular Avionics Unit (MAU), automatically controls
the cabin air exhaust to optimize the cabin pressure comfort.
During climb the cabin pressure is controlled depending on aircraft altitude. During
descent, the cabin pressure is controlled depending on aircraft altitude, rate and LFE.
When flying at 30,000 feet, follow these steps to ensure proper cabin pressurization and oxygen levels:
Switch Setup Before Takeoff
ACS BLEED AIR: Set to AUTO.
CPCS SYSTEM MODE: Set to AUTO.
Ensure ECS switches are in the AUTO position.
Cruise Checklist at 30,000 Feet
Check Cabin Altitude:
Open the ENVIRONMENT page on the MFD.
Verify the cabin altitude (should be well below 10,000 feet).
Confirm the differential pressure is within safe limits (typically under 6.0 psi).
Ensure Oxygen Flow:
The ACS BLEED AIR system automatically uses outside air and regulates temperature and pressure. With switches in AUTO, no manual adjustments are required.
Monitor Oxygen Supply:
While not modeled in detail in MSFS, in real operations oxygen levels are a backup and not typically needed when the cabin is properly pressurized. Just ensure ACS BLEED AIR is active.
Emergency Prevention
Keep Everything in AUTO:
The CPCS (Cabin Pressure Control System) automatically manages pressurization and ensures outside air enters the cabin.
No manual intervention is needed unless a fault occurs (rare in MSFS).
By ensuring the ACS BLEED AIR and CPCS SYSTEM MODE switches are set to AUTO, you’ll maintain safe cabin pressure and oxygen levels throughout your flight. Check the MFD's ENVIRONMENT page periodically to confirm everything is running smoothly.