Vapour Cycle Cooling System Malaysian Aviation Institute

VAPOUR CYCLE
Malaysian Institute COOLING SYSTEM

of Aviation Technology
Malaysian Institute of Aviation Technology
Vapour Cycle Cooling

System
Aircraft Vapour Cycle Cooling System


Vapour Cycle Cooling System

 not commonly used, used to remove heat from
electrical and electronic equipment.
 system relies on the principle of the ability of a
refrigerant to absorb heat when changing from
a liquid to a gas, through the process of
vaporisation or expansion.
 the amount of pressure acting on a liquid
substance will affect its state. reduction in
pressure will cause any liquid to change state
into a vapour or a gas, increase in pressure will
reverse the process
Vapour Cycle Cooling System

Principle of operation.
- Transformed / move one place to another.
- Collect heat, dissipate heat
- Freon - ability of a refrigerant to absorb heat

thru a heat exchanger in the process of
changing from a liquid into a vapour.
# Base on Property of Refrigerant.
- Low boiling point
- Low freezing point
- low boiling point/ low vapour pressure
- e.g. boil at 70 degree F

Vapour Cycle System.
Refrigerant with Special Properties of:

– temperature vapourise at
20 to 80F (-6.6C to 26.6C)
- low side press. Is 28F
- temp. of Refrigerant in evaporator coil is
about 30degree F.
- low boiling point 21.6degree F (-5.7C)
 -Caused frost bite, wear goggles. Low boiling point
volatile liquid (ammonia, sulphur dioxide)
-refer to FREON
 Dichlorodifluoromethane-R-12 (FREON)
- temp. vapour press. 20 – 80 degree F.

- A stable compound
- Do not react with rubber, colourless,odourless.
Vapour Cycle System

Vapour Cycle System

Vapour Cycle System

VAPOR CYCLE COOLING SYSTEM
Major
components :
 Liquid Receiver
 Thermostatic
Expansion valve
 Evaporator
 Compressor
 Condenser
 Condenser Fan
 Refrigerant
14
EASA Ref No 11.4.2

Major components :
Liquid Receiver

 Provide storage
area for liquid
refrigerant into
evaporator
15
EASA Ref No 11.4.2
Major components :
 Receiver Drier
Remove moisture
-prevent icing
-prevent forming of
hydrochloric acid
when reach with
water/corrosion)
Receiver Drier
Receiver Drier
-Sight glass for refigerant
quantity check
Major components :
Thermostatic Expansion
valve-
 Control & metered
liquid refrigerant into
evaporator
- Smaller opening more
tiny droplets of
refrigerant produce
more cooling surface.
18
EASA Ref No 11.4.2
Expansion Valve

Major components :
 Evaporator
 Heat exchanger to
extract heat from main
air supply prior
to distribution into a/c
 Refrigerant temperature
33-35 F(0.5-7C),prevent
icing of Evaporator
25
EASA Ref No 11.4.2

Major components
: Compressor
 Maintain
pressure
differential bet
condenser &
evaporator
26
EASA Ref No 11.4.2

Major components :
Condenser
Heat exchanger,
to extract heat
from vaporised
refrigerant
27
EASA Ref No 11.4.2

Major components
:
Condenser Fan
 In absence of
ram air, cool air
for condenser
28
EASA Ref No 11.4.2
Major components
:
 Refrigerant
 Low boiling
point volatile
liquid
(ammonia,
sulphur dioxide)
-refer to FREON
29
EASA Ref No 11.4.2
Vapour Cycle System

Vapour Cycle System.
 a heat transfer process by absorbing and giving

away.
– uses refrigerant such as Freon (R-12)
to absorb and remove heat.
 Freon-12 is made from a chemical name as

Dichlorodifluoromethane very stable at high
and low temp not harmful to seal or rubber.
Operation of Vapour Cycle.

 Liquid refrigerant passes from liquid receiver
to the thermostatic expansion valve for
controlled release into the matrix of the
evaporator.
 Heated air from the main air supply system
(prior to entry into cabin distribution
system) passes thru the evaporator matrix
and by induction release heat into the liquid
refrigerant.
 NOTE: the main air supply entering the
distribution system is now at a reduced
temperature.
Operation of Vapour Cycle.

 As a consequence, the liquid refrigerant boils
to a vapour.
 The vaporized refrigerant is then drawn into a
compressor, compress to a high pressure and
temperature to enter the condenser.
 The condenser, cooled by ram air, reduces
the temperature of the vaporized refrigerant,
and return vapour back to a liquid form which
then flows back into the liquid receiver to
repeat the cycle.
 Service Valves (Charging valves)

• Schrader valves. – One of the valves is in
high side of the system and the other is in
the low side.
• Compressor isolation service valves –
used to isolate the compressor from the
system for servicing without losing the
refrigerant charge.
Service Equipment.
Manifold Set
Service Equipment.
Manifold Set
VAPOR CYCLE COOLING SYSTEM SERVICING
Service Equipment.
Manifold Set – consist of:
1. Low side gauge (max. 60psi) and
high side gauge (0-600psi).
The manifold.(20psi to 30psi)
2. The charging hoses – high side fitting
located at compressor discharge, the
receiver or on inlet side of thermal
expansion
(red 225psi to 300psi).
Service Equipment.
Manifold Set – consist of
3. Low side fitting at compressor inlet or at
discharge side of thermal expansion valve
(blue).
4. Center hose (yellow) attaches to the
recovery / recycling / vacuum unit for
evacuating the system.
5. When charging after few minutes low gauge
should come out from 0 and at between 20psi
to 30psi.
6. High side should be at 225psi to 300psi.
7. Evaporator temperature 50F.
d. Leak detector
– most simple is a soap solution applied
with a paint brush.
- An electronic leak detector is
recommended because it is safe and
sensitive.
- Torch type leak detector is not
recommended because of its open flame.
Gas leak detector

b. Refrigerant source
– commonly used is Refrigerant-12 (R-12) put
into system in its vapor form after the
system has been evacuated.
- Cold climate heat up with a pale of warm
water with temperature of 50 degree C.
c. Vacuum pump – eliminates water from
the system by pump out all of the air,
refrigerant and water vapor out of the
system.
System Servicing.
a. Test and inspection.
- A visual inspection. – reveal most defects.
- Compressor oil level.
- checks for looseness, misalignment
and indication of leakage.
- Air duct - inspected for indication
of obstruction or deformation.
- Blower motor – should spin freely
without any binding or excessive noise.
System Servicing.
 Evaporator fin – clean and free from dust,

lint or any other obstruction, distorted fin
will block the airflow and prevent being
absorb by the refrigerant may result to
evaporator to ice up.
System Servicing.
 Condenser – check for obstruction and
security of mounting.
 Compressor mounting bracket – check for
looseness and security.
 Hoses and tubing – check for chafing or
interference with structure or any
components.
System Servicing.
 Sight glass on receiver dryer
– inspect while the system is in operation
(bubbles – not enough refrigerant & complete
absence – no refrigerant at all)
• A performance test. – to determine how
well the system functioning.
 Use thermometer while air-conditioning is
running.
 All the line on the high side should be warm
and low side of the system should be cool.
Receiver Drier
b. Purging the system.

 Any time the system to opened for repair
or serviced, the entire refrigerant must
be purged. (CFC-chlorofluorocarbon)
c. Checking compressor oil.
 System should be operated for 15
minute and then evacuated before check
the oil level as per recommended by MM.
d. System evacuation.
 Any time an air-conditioning system has
been opened, it must be evacuated
before it is recharged again.
e. Charging the system.

 With the system still under evacuation
process, both valves closed on the
manifold set and the refrigerant source is
connected to the center hose.
 The high side is opened and low side
should be observed.
 As refrigerant flow, the low side should
come out of vacuum indicating the
system is cleared of any blockage.
THE END
 EXERCISE
 1) What are the safety precaution that must be observed
during oxygen servicing?
 2) When replacing oxygen tubes and fittings, the thread
should be lubricated by using?
 3) Why is it necessary that only dedicated tools should be
used during oxygen servicing?
 4) Purging of an empty liquid oxygen system is necessary if
the system has been left for some time, the purging should
be done by using?
 5) How to determine that the liquid oxygen bottle is full
during servicing?
 6) Why is it necessary to fully open and then close slightly

the liquid oxygen cart valve during filling up?
 7) Why is it necessary to purge the oxygen line before
filling up the oxygen bottle?
 8) In the continuous flow oxygen system, the purging is
done by plugging in the masks to the outlets with the
supply valve on, how the process being carried out in the
diluter demand and pressure demand system?
 9) The charging chart is being used during filling up the
system with reference to the__________?
 10) The term oxygen servicing is referring to various
processes.List down these processes?
 11) Chemical oxygen system is using a chemical reaction to

produce oxygen, state what are the content s of the
chemical oxygen generator?
 12) Chemical oxygen generator is used during emergency
to produce _______?
 13) How to activate the chemical oxygen generator?
 14) Where are the location of the chemical oxygen
generator?
 15) The chemical oxygen generator s are hidden during
normal flight, what make them exposed?
 16) What do you understand by term cabin emergency?
 17) What are other names for chemical oxygen generator?
 18) How do you test the chemical oxygen generator?

 19) What are the advantages of chemical oxygen system?
 20) How to stop the chemical reaction process, once the
chemical oxygen generator is being activated?
 21) Why the liquid oxygen system is not being use on
civilian registered aircraft?
 22) In the liquid oxygen system, how to convert the liquid
into the oxygen gas?
 23) How many types of gaseous oxygen system normally
installed on an aircraft?
 24) Where is the application of the continuous flow oxygen
system?
 25) The continuous flow oxygen system let the oxygen
flows out regardless the user is inhaling or exhaling, does
it has any advantages?
 26) For the pressurized aircraft, the diluter demand and

pressure demand system s are used for?
 27) Normally the pressure demand system is used for the
flight crews, when this demand system should be available
to the passengers?
 28) If a rebreather type mask drop from the overhead
compartment, what type of gaseous oxygen flowing in?
 29) If the pilot forgot to readjust the flow rate of the
manual continuous flow regulator as the altitude changes,
what will happen to the oxygen supply?
 30) What is the concept of demand type?
 31) What is the concept of continuous flow system?
 32) What type of air that being diluted inside the diluter
demand regulator?
 33) At low altitude when the oxygen selector lever is in

normal selection, what supply goes to the user?
 34) The green blow out disk ruptured is an indication
of_____?
 35) On a hot day, what are the consequences that may
occur to the gaseous oxygen system?
 36) If the thermal discharged occurred, should you released
the aircraft for flight?
 37) What you must do to release the aircraft after the
oxygen disk blown out?
 38) How to identify the aviation oxygen bottle?
 39) How to reduce the bottle supply pressure down?
 40) If passenger s still felt high pressure oxygen being
supplied to the masks, what would be the fault?
 1) Aircraft and servicing cart – grounded.Vehicle parked –

safe distance. No smoking/open flame. Ensure cleanliness.
Do in well ventilated area.
 2) Thread lubrication : oxygen compatible thread lube/
teflon tape for male thread.
 3) To ensure cleanliness, to prevent dirt/grease/oil.
 4) Purge a few hours with dry air/ nitrogen.
 5) A steady stream of liquid flowing out of the vent valve.
 6) To prevent liquid oxygen freezing in the open position
and difficult to close.
 7) Purge – to remove air from the line.
 8) Diluter demand and pressure demand system – placing
regulator in emergency position, allow oxygen to flow for
10 minutes.
 9) Ambient temperature.
 10) Servicing – leak testing, draining,purging and filling up.
 11) Sodium chlorate.
 12) Oxygen.
 13) Pull the lanyard, thus release the lock pin, striker
mechanism hits the igniter and chemical reaction begin.
 14) Overhead racks/ seat backs/ bulkhead panels.
 15) Exposed during cabin depressurization by electrical
actuation (by the flight crew) or automatic actuation of
aneroid valve.
 16) Cabin depressurization/ cabin loss of pressure/ loss of
cabin altitude.
 17) Solid oxygen generator/ candle.
 18) Chemical oxygen generator, no test required.It only

can be activated/ used.
 19) Unlimited shelf life, do not require any special storage
condition, inexpensive and lightweight.
 20) It cannot be stopped until fully depleted/ exhausted.
 21) Difficulty in handling – more maintenance needed. LOX
is not available to the fixed base operators.
 22) By using supply evaporator coil that absorb heat thus
transforming liquid into gas.
 23) It is either : continuous flow type/ diluter demand type/
pressure demand type.
 24) Continuous flow : single engine aircraft/ emergency
system for large jet transport aircraft.
 25) Simplicity and low cost.

 26) Pressure demand and diluter demand – for flight crew.
Continuous flow – for passengers.
 27) For aircraft operating above 40,000 feet.
 28) Rebreather mask – continuous flow.
 29) Incorrect amount of oxygen being supplied. If aircraft
altitude increased, less oxygen being supplied.
 30) User/ pilot get oxygen when inhaling, no oxygen supply
without inhaling.
 31) Oxygen being supply with/ without inhaling.
 32) Cabin air and pure oxygen gas.
 33) Cabin air.
 34) Thermal discharged.

 35) As temperature increased, bottle pressure increased.
Thermal relief system activated and vent the excess
pressure. If the thermal relief system failed, the thermal
discharge occurred and green disk ruptured.
 36) NO.
 37) Replace discharge mechanism, replace disk and service
the system to the correct pressure.
 38) Green bottle with white lettering AVIATOR’S
BREATHING OXYGEN.
 39) Pressure reducing valve ( 300-400 psi ).
 40) Pressure relief valve is failed.
THE END
AIRCONDITIONING
 AIRCONDITIONING :
 To maintain selected temperature
condition within flight crews,
passengers and other compartment.
 Comprise of 5 sections : air supply,
heating, cooling, temperature control
and distribution.
AIRCONDITIONING
 In a pressurised aircraft,
airconditioning and pressurisation
are linked.
 It is a controlled discharged of
pressurised and conditioned air,
which maintain the selected cabin
altitude.
AIR SUPPLIES
 Air Supplies :
 The sources are depend on the type
of aircraft and airconditioning system
employed.
AIR SUPPLIES
 Air Supplies :
 1) Ram air system.
 Use on small type aircraft.
 Applicable to unpressurised aircraft.
 It is either using combustion heating
or engine exhaust heat exchanger
system.
 The location are, for example on the
nose of aircraft, dorsal fairing and
AIR SUPPLIES
 1) Ram air system.

 The air, after circulating through the
cabin, is discharged to atmosphere
via spill vent.
AIR SUPPLIES
 2) Engine bleed air system.

 Use in turbojet aircraft.
 Hot air is being tapped from engine
compressors and supplied to the
cabin.
 Air have to pass through control
valves and temperature control
system to reduce its pressure and
temperature.
 A typical example is a BOOTSTRAP
AIR SUPPLIES
 3) Auxiliary power unit.

 Another independent source of
pressurised air.
 It is subjected to certain operating
limitation, for example, it is limited
up to altitude of 10,000 feet only.
AIR SUPPLIES
 4) Compressors or Blowers.
 It is being utilised in some types of
turbojet, turbopropeller and piston
engine aircraft.
 The compressor or blower is being
driven by the engines via accessory
drive gearboxes or bleed air.
AIR SUPPLIES
 4) Compressor or Blower.
 Air is drawn through a ram air
located in wing leading edge or
engine nacelle fairing.
 A filter unit may be fitted at the
intake of the blower rotors.
 A silencer is fitted in order to reduce
noise in the main supply ducting.
HEATING
 Heating :
 It depends on the type of air supply
system.
 1) Combustion heating.
 It is associated with a direct type of
ram air ventilating system.
 The combustion of fuel and air
mixture within a cylindrical
combustion chamber.
HEATING
 The air for combustion is obtained
from a blower and the fuel is
metered from the aircraft fuel
system by a solenoid-operated
control valve.
 The fuel and air mixture is ignited by
a spark plug, the burning gases
travelled through the combustion
chamber.
HEATING
 The mixture is then passing through
transfer passages to an exhaust
outlet.
 The ventilating air from the ram air
intake passes through the heater and
is heated by contact with the outer
surfaces of the combustion chamber.
HEATING
 The regulation of the cabin
temperature is carried out by the
manual setting of a mechanically
controlled switch installed in the
ducting downstream of the heater.
HEATING
 2) Engine exhaust heating.

 It is also associated with ram air
ventilating system.
 The heating process is in a more
simpler or direct manner.
 The ram air enters through an intake
connected to a heater muff which
surrounds the exhaust pipe .
HEATING
 2) Engine exhaust heating.

 A typical example is a piston engine
aircraft’s, exhaust heating.
 After heating, the air flowing into the
cabin.
HEATING
 3) Compression heating.
 The principle of operation is based
upon the air temperature being
increased by compression.
 This compression heating is
employed in air supply systems
utilising engine driven compressors
or bleed air.
COOLING
 Cooling :
 1) Ram air cooling.
 It is the simplest type of cooling.
 The cold air can be directly admitted
to the cabin.
COOLING
 2) Air cycle cooling.

 The principle is to dissipate heat by
converting its energy into work.
 The components are consist of
primary heat exchanger, secondary
heat exchanger, cold air unit and
water separator ( bootstrap
arrangement ).
 The heated air is directed into a
matrix.
COOLING

 The first matrix assembly is the
primary heat exchanger.
 The air is precooled by ram air
intake.
 The precooled air is then enters cold
air unit via the axial inlet of the
compressor.
 Air being compressed by the
compressor impeller and diffuser
COOLING

 The compressed air then leaves the
compressor outlet to a matrix
assembly of secondary heat
exchanger.
 From the secondary heat exchanger,
the air enters the turbine of cold air
unit.
 The air expands through the turbine,
and the turbine turning.
COOLING

 Then the turbine will drive the
compressor.
 At this stage the heat energy is
being used to do work.
 A further drop of pressure across the
turbine is achieved.This cause a
further cooling of the air.
COOLING
 3) Vapour cycle cooling.

 The principle of operation is by the
ability of a refrigerant to absorb heat
through a heat exchanger in the
process of changing from a liquid
into a vapour.
 The components are mounted
together to form a refrigeration pack.

COOLING

 It comprises of the following :
 Liquid receiver – the storage area for
the refrigerant.
 Thermostatic expansion valve – to
control the refrigerant into the
evaporator.
 Evaporator – to extract heat from
the main air supply.
COOLING

 Compressor – to provide a motive
force for refrigerant recirculation.
 It works in conjunction with the
thermostatic expansion valve to
maintain a pressure different
between condenser and evaporator.
COOLING

 Condenser – acts as a heat
exchanger to extract heat from the
vapourised refrigerant.
 Condenser fan – to provide cooling
air for the condenser.
 Refrigerant – a low boiling point
volatile liquid,e.g ammonia and
sulphur dioxide.
COOLING
 The liquid refrigerant passes from

the receiver to the thermal
expansion valve for controlled
release into the evaporator matrix.
 Heated air from main air supply
system passes through evaporator
matrix and by induction releases
heat into the liquid refrigerant.
COOLING
 Liquid refrigerant boils up into
vapour.
 The vapourised refrigerant drawn
into compressor, compressed the
refrigerant to high pressure and
temperature, before entering into a
condenser.
 The condenser, which being cooled
by the ram air reduce the
temperature of the vapourised
COOLING
 The vapour which transform back
into a liquid form flows into the liquid
receiver to repeat the cycle.
COOLING
 Water Separator :
 In a form of a coalescer bag.
 Installed downstream of the cool air
unit.
 The purpose is to extract a
percentage of free moisture from the
air.
TEMPERATURE CONTROL
 To control the air temperature

conditions in passenger cabin,
cockpit and other compartments.
 It is accomplished by modulating the
valves installed in the ducting.
 The method of control varies
depending upon the aircraft and air
conditioning system employed.
TEMPERATURE CONTROL
 There are 2 principle methods are

adopted, which are mechanical and
electromechanical.
 1) Mechanical method :
 Utilised on an engine exhaust
heating system.
 It consists of valves which can be
manually positioned to regulate the
temperature
TEMPERATURE CONTROL
 1) Mechanical method :
 By varying the proportions of hot and
cold air passing through a mixing
box before delivering to the cabin.
TEMPERATURE CONTROL
 2) Electro-mechanical method :
 It is used in the combustion heating
system, compression heating, air
cycle method and vapour cycle
method.
 In the combustion heating, the
electrical power supply to the
solenoid valve is automatically
controlled by the duct thermostat.
TEMPERATURE CONTROL
 When the temperature of air flowing

from the heater exceeds the
thermostat setting, the thermostat
deenergiseds the solenoid valve to
isolate the fuel supply to the heater.
 As the heater cools down, the
thermostat opens the valve to
restore the fuel flow and combustion
process.
TEMPERATURE CONTROL
 By cycling on and off, the heater

maintain an even temperature in the
cabin.
TEMPERATURE CONTROL
 In the compression heating, air cycle

method and vapour cycle method,
the electromechanical temperature
control system is designed to
automatically modulate actuator
motors which control particular
valves.
 These comprises of duct temperature
sensor, temperature selector, cabin
temperature sensor and automatic
DISTRIBUTION
 For ram air supply and combustion

heating system, the ducting is in 2
distinct sections.
 It provides separate flow of cold and
heated air.
 The outlets for cold air are normally
adjustable louvre type.The location
are below hat racks, cockpit and
cabin sidewall.
DISTRIBUTION
 For the heated air, the outlet grilles

are at floor level, that being
regulated by mechanical valves at
the outlets or cockpit.
DISTRIBUTION
 For a larger aircraft, the distribution

lines run through the underfloor and
hatrack ductings.
 It also have the provision for
supplying warm air to cabin windows
and windshields for demisting
purposes.
 After circulating inside the aircraft,
the air is exhausted overboard to
atmosphere through outflow valve.
materials
 Ducting : Made from light alloys,

plastics, fibreglass reinforced plastics
and stainless steel. Stainless steel is
used on hot section and engine
bleed.
 Joint : it’s made by flanges and ring
clamp of V section by rubber sleeves.
 The joint have to accommodate for
longitudinal movement through
expansion bellows and sliding
Humidity control
 When aircraft is flying for a long

period, at high altitude, the humidity
control will increase the moisture
content of the air to overcome
physical discomfort due to low
relative humidity.
 Humidifier is water and air unit under
pressure inside a tank or galley.
Humidity control
 The water and air supplies controlled

by electromagnetic valves pass
through a jet nozzle system within a
humidifier.
 Water is atomised and enters the
distribution ducting in a form of a
fine spray.
PRACTICAL ASSIGNMENT
 PILOT REPORT SAID THAT WATER

WAS DRIPPING FROM THE CABIN
CEILING DURING FLIGHT, WHAT IS
YOUR ACTION TO RETURN AIRCRAFT
BACK TO SERVICE.
 PILOT REPORT SAID THAT DURING

SWITCHING ON THE AIRCOND
SYSTEM, THE HIGH TEMPERATURE
LIGHT ILLUMINATED, WHAT IS YOUR
ACTION TO RETURN AIRCRAFT BACK
TO SERVICE.
 YOU ARE BEING ASSIGNED AS A

FLYING ENGINEER FROM KL TO CAPE
TOWN, SUDDENLY THE MASK ARE
DEPLOYING, HOW WOULD YOU
EXPLAIN THE OPERATION OF THE
CHEMICAL OXYGEN GENERATOR TO
THE PASSENGER NEXT TO YOU.
 YOU AS AN ENGINEER WORKING

WITH A VAPOUR CYCLE COOLING
SYSTEM, A GROUP OF SCHOOL
CHILDREN IS VISITING YOU, HOW
WOULD YOU EXPLAIN TO THEM.
 YOU HAVE BEEN SELECTED AS A

REPRESENTATIVE FOR YOUR
COMPANY IN PURCHASING A NEW
TYPE OF AIRCRAFT, YOU HAVE TO
EXPLAIN THESE TERMINOLOGIES TO
THE BOSS REGARDING THE
IMPORTANCE OF THE GOOD
AIRCONDITIONING.THE
TERMINOLOGIES ARE :
 ISOBARIC PRESSURE MODE, CABIN

ALTITUDE , DIFFERENTIAL
PRESSURE, NEGATIVE DIFFERENTIAL
PRESSURE,RAM AIR,AMBIENT
PRESSURE,AND MAXIMUM
DIFFERENTIAL PRESSURE.

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Vapour Cycle Cooling System Malaysian Aviation Institute

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VAPOUR CYCLE

Malaysian Institute COOLING SYSTEM

Vapour Cycle Cooling

Aircraft Vapour Cycle Cooling System

Vapour Cycle Cooling System

Vapour Cycle Cooling System

- Collect heat, dissipate heat

- Freon - ability of a refrigerant to absorb heat

- Low freezing point

- low boiling point/ low vapour pressure

- e.g. boil at 70 degree F

Refrigerant with Special Properties of:

- temp. vapour press. 20 – 80 degree F.

Vapour Cycle System

Vapour Cycle System

Vapour Cycle System

VAPOR CYCLE COOLING SYSTEM

VAPOR CYCLE COOLING SYSTEM

VAPOR CYCLE COOLING SYSTEM

VAPOR CYCLE COOLING SYSTEM

VAPOR CYCLE COOLING SYSTEM

VAPOR CYCLE COOLING SYSTEM

Vapour Cycle System

 a heat transfer process by absorbing and giving

 Freon-12 is made from a chemical name as

Operation of Vapour Cycle.

Operation of Vapour Cycle.

 Service Valves (Charging valves)

Gas leak detector

 Evaporator fin – clean and free from dust,

b. Purging the system.

e. Charging the system.

 6) Why is it necessary to fully open and then close slightly

 11) Chemical oxygen system is using a chemical reaction to

 18) How do you test the chemical oxygen generator?

 26) For the pressurized aircraft, the diluter demand and

 33) At low altitude when the oxygen selector lever is in

 1) Aircraft and servicing cart – grounded.Vehicle parked –

 18) Chemical oxygen generator, no test required.It only

 25) Simplicity and low cost.

 34) Thermal discharged.

 1) Ram air system.

 2) Engine bleed air system.

 3) Auxiliary power unit.

 2) Engine exhaust heating.

 2) Engine exhaust heating.

 2) Air cycle cooling.

 2) Air cycle cooling.

 2) Air cycle cooling.

 2) Air cycle cooling.

 3) Vapour cycle cooling.

 3) Vapour cycle cooling.

 3) Vapour cycle cooling.

 3) Vapour cycle cooling.

 The liquid refrigerant passes from

 To control the air temperature

 There are 2 principle methods are

 When the temperature of air flowing

 By cycling on and off, the heater

 In the compression heating, air cycle

 For ram air supply and combustion

 For the heated air, the outlet grilles

 For a larger aircraft, the distribution