COCKPIT

COCKPIT PNEUMATIC OVERTE MP TO SENSOR COCKPIT - - - - - - - - CABIN DUCT TEMPERATURE SENSOR Figure 11-5. Refrigeration Unit TI PAPERATuRE CONTROL YAWL 1O11O4.11 MOTOR SUPPLY AIR 1-ROM MORI SERVO CONTROL SYSTEM ; TEMPERATURE CONTROL VALVE ANTI-ICE VALVE AN Ii-ICE VALVE SUPPLY All FROM LEI SERVO CONTROL SYSTEM TEMPERATURE CONTROL VALVE TORQUE MOTOR - REAR PRESSURE BULKHEAD OVERBOARD BYPASS DOOR BYPASS CHECK VALVE TO OVERT EMPERMURE BYPASS ION AT 45O°F)- "r DOORS _ PRIMARY HEAT EXCHANGER OVERBOARD LEGEND WARM AIR CONDITIONED AIR ▪ COLD AIR CI PRIMARY HEAT EXCHANGER ▪ MM AIR 0 SECONDARY HEAT EXCHANGER ▪ HOT BLEED AIR INIVEll 1011d 00170/0000MIO AIR CONDITIONING EFTA00590661 g 0 W • -A " REAR PRESSURE BULKHEAD ORFICE CABIN SILENCER CABIN DUCT TEMPERATURE SENSOR CABIN PNEUMATIC OVER TEMP SENSOR CABIN MANUAL TEMPERATURE CONTROL VALVE TEMPERATURE CONTROL VALVE TORQUE MOTOR STA1 PRES • VALVE REAR PRESSURE BULKHEAD BYPASS DOOR RAM-AIR CHECK VALVE ANTI-ICE VALVE 2 11 ...."•%, TEMPERATURE CONTROL VALVE TEMPERATURE CONTROL VALVE TOROur MOTOR Figure 11-2. Air-Conditioning System BYPASS OZONE FILTER CHECK TO OVER TEMPERATURE* VALVE LIGHT (ON AT 450'+SWITCH) PRIMARY HEAT EXCHANGER OZONE FILTER OVERBOARD AIR COND SOV AIR COND SOV AIR CONDITI EFTA00590662 ONINORIGNO3 IIIV owie 4._ SYSTEM DESCRIPTION AND OPERATION GENERAL During normal in-flight operation, hot com- pressed air is supplied from the bed- le air man- ifold (Figure I I-1). This air, which is 11-2 PA:r LEGEND ■ NOT LA ▪ WARN Asa FAN RR APU GIN MR OZONE/ FILTER GPI/ CONNECTOR/ temperature and pressure-controlled, can he obtained from either or both .s provided by air engines at the se - l e c cyclecooling t ionof the crew. equipment Cooling t (Figure I1.2j consisting of a primary heat exchan$er secondary heat exchanger, and an air cycle machine, which are capable of reducing the temperature of the air from the bleed-air man. ifold to values above freezing. Humidity re- duction is accomplished by a mechanical ISOLACC,. SNOTTY,: VALVE NON'S SC PRESSURE REGULATOR Figure 11.1, Bleed-Air Manifold FOR TRAINING PURPOSES ONLY -4 J ISOLATE MU °" I T ENG EFTA00590663 011IONO3 WI eutricoons1400 PILOT TRAINING MANUAL .)--4 • water separator. Temperature control of the occupied areas is accomplished by varying the amounts of hot bleed air which bypasses the cooling equipment. Separate temperature con- trol is provided for the cabin and the cockpit with controls located on the overhead panel in the cockpit. A manual system provides addi- linnal control over the system in the event of conditioning is provided by the Xvouppyft the bleed-air manifold. Ground operation of same as in flight. with the addition of ram-air Row across the heat exchangers induced by the air-conditioning system is essentially the 11.4 Fightketv cooling fans. Provisions are also made for an wind air connection for use with an txterna'i ground source of bleed air for the bleed.4 manifold. Should either or both engines be operating the crew may select either or both engines as a operating, of hot compressed air for the bleed -at manifold and thus the air-co—L.-- Flgure 11-3. ISOLATION Valve Switch FOR TRAINING PURPOSES ONLY Fig e • AIR 0 Bleed-A The bleed- bleed air ft air is avail APU. or an The bleed systems, c tern. The 400°F at a ifold in th The air is shutoff an Yalven) thr EFTA00590664 G1V/G300/G400 PILOT TRAINING MANUAL Figure 11-4. Dorsal Fin Inlet AIR CONTROL COMP • NTS Bleed-Air Manifold The bleed-air manifold is used as the source of bleed air for the air-conditioning system. This air is available from one or both engines, the APU,or an external air supply (ground use only). The bleed-air manifold delivers air to using systems, one being the air-conditioning sys- tem. The air temperature is approximately 400°F at a maximum of approximately 40 psig. The air is delivered to the air-conditioning shutoff and flow-regulating valves (shutoff valves) through T-fittings in the bleed-air man- ifold in the tail compartment. FightSafety 4 Air-Conditioning Shutoff and Flow-Regulating Valves These valves serve two functions in the air- conditioning system: • 4.5.a.sivtInjI-valmfinnik.e.aV-tc.oadi ti ditioning system and ending operation of the system. With a source of air in the bleed-air manifold and the shutoff sole- noid deenergized, the valve butterfly moves toward the open position and air- flow starts again. This valve functions as a flow-regulating device to maintain a maximum of 28 ppm airflow. Electrical shutoff solenoid energizing causes the valve to be pressurized to the fully closed position. There are several ways to energize the solenoid and close the valve: • Place the RAM AIR switch to RAM. • Place the right or left PACK control switch off. • When on the ground, aircraft SNs 1156 and subsequent and those with ASC 135, selecting the START or CRANK MAS- TER switch ON will close the left valve. • On the ground, the discharge side of either ACM compressor has reached 450°F. • When on the ground, depress either en- gine starter switch. FOR TRAINING PURPOSES ONLY 11-5 AIR CONDITIONING EFTA00590665 GIV/G300/G400 PILOT TRAINING MANUAL EllYincitty ONINOIIIONO3 HIV • 0 TEMPERATURE CONTROL SYSTEM It is the position of the temperature control valve (Figure 11-5) which determines compart- ment temperature by mixing hot and refriger- ated air to attain the desired compartment temperature. In order to control the compartment temper- ature, the position of the appropriate temper- ature control valve must be varied accordingly. General The dual selector (see Figure 11-3) is used to automatically or manually set a desired cabin or cockpit temperature. Both are physically and operationally independent from the other and are installed in the cockpit overhead. Operation The selector provides automatic and manual temperature control selection by rotation of the control knob clockwise and counterclockwise from the 9 o'clock OFF position. The control functions are obtained through approximately 330° rotation of the selector shaft. There is a de- tent region of approximately 20 to 30° at the OFF position, within which no signal is applied to the temperature control valve from either the manual selector or the temperature controller. Rotating the shaft out of this detent area in a clockwise direction places the temperature con- trol system in the automatic mode of operation at the minimum selectable temperature (60°F). Further clockwise rotation through 150° of rotation linearly increases the selected temper- ature to the maximum value (80°F). Rotation of the selector knob out of the decent area in the counterclockwise direction places the temperature control system in the manual, although still electric, mode of operation with the temperature control valve fully closed. Further rotation of the knob through 150° in the counterclockwise direction progressively opens the valve to the fully open position, thereby increasing the temperature. Some aircraft have been outfitted with addi- temperature Contrc" Valve The tk. 'are control valve is a two-inch di- ametel vatic modulating butterfly valve. With ,2 matic pressure applied to its di- aph rag I, ',timber, an internal spring mecha. nism maintains the butterfly in the closed position. The valve requires pneumatic pres- sure to open the butterfly and the amount of opening is controlled by varying the pneu- matic pressure applied. The pneumatic control pressure (left servo control system) originates at a T-fitting upstream of the valve. Duct pres• sure is then routed to a servo air pressure reg- ulator and torque motor. Some aircraft have been outfitted with addi- tional manual temperature controls located aft of the baggage door. These pneumatic controls are dependent on a minimum 3 psid cabin pres- sure for opening of the temperature control valves. 11-6 FOR TRAINING PURPOSES ONLY EFTA00590666