Air Conditioning System

 It is up to the Environmental Control System (ECS) to not only make the cabin habitable,
but comfortable as well.
 To do that, the air conditioning system injects comfortable air into the cabin and the
pressurization system to let it out in a controlled manner. All this happens automatically in
this airplane.
 What follows is the air conditioning system (air in). But of course that is only half the battle.
For the other half see: G450 Pressurization System.
You can go your entire G450 career without ever touching the ECS except during
preflight and post-flight, it does everything for you and is very reliable. but you really
should understand how the air conditioning system works.
Everything here is from the references shown below, with a few comments in an
alternate color.
Air Conditioning
Pack Inlet Valve
Ram Air
Heat Exchangers
Air Distribution
Air Temperature Control
 Figure: ECS Big Picture, (Eddie's notes)

Environmental Control System (ECS) Overview

 The air conditioning system has main functions
 Provide pressurized air
 Temperature controlled airflow to maintain a comfortable environment for the
occupants of the airplane
 Provides a source for equipment cooling.

 Hot pressurized air from the compressor sections of the engines or the Auxiliary
Power Unit (APU) is cooled through a series of processes by the Environmental
Control System (ECS) Air Conditioning Packs (ACPs)

 The air remixed with some of high temperature bleed air to achieve the desired
temperature, and then delivered throughout the airplane.

 Distribution ducts provide air to the cockpit, passenger cabin, and baggage
compartment.

 The higher pressure of this airflow allows regulation of the ambient pressure within
the airplane to maintain an air density comfortable for breathing even though the
airplane may be at the highest operating altitude limit of forty-five thousand (45,000)
feet.

 Air density within the airplane is controlled by regulating how much of the
pressurized conditioned air remains within the airplane.

 The airflow leaving the airplane is regulated by a Thrust Recovery Outflow Valve
(TROV) that opens and closes in response to automatic or manual commands to
maintain the desired air density level.

 It is said that the air in the G450 is completely replaced every two minutes during
normal operations. I don't have that in writing.
Air Flow Into the Pressure Vessel
 EBA, Engine bleed air supplied to the ACPs (Air Cond Packs) is taken from the lower
temperature and pressure seventh (7th) stage.
(Under most operating conditions, seventh (7th) stage bleed air pressure and
temperature is adequate for airplane systems operation)
OR
 Higher temperature and pressure twelfth (12th) stage of the engine compressor.

 At low power settings, twelfth (12th) stage air may be required to meet minimum
pressure and/or temperature needs.
 When the pressure of the 12th twelfth stage air exceeds that of the 7th seventh stage,
a check valve closes to prevent twelfth stage bleed air from entering the engine
compressor through the seventh stage.

 Temperature of the air is regulated by selective switching between compressor

stages for a source of supply air and by passing the supply air through a precooler
heat exchanger that uses ambient air drawn into the engine at the fan intake stage of
the compressor.

 Pressure is controlled through regulator and shutoff valves that vary the size of the
valve orifice in the manifold.

 The air leaving the engine bleed air ducts has not been combusted in any way, it is
just compressed. That compression heats the air over 500°F, typically. The
temperature is then lowered by the pylon precooler, which uses air from the engine
fan intake.

 The bleed air in the supply manifold is controlled and regulated to forty (40) psi and
four hundred degrees Fahrenheit (400°F ±10), or five hundred degrees Fahrenheit
(500°F ±10) when only one engine is available for bleed air and wing anti-ice is
selected ON.

 Engine bleed air entering the ACPs is regulated by pack inlet valves PIVs to at least
fifteen (15) psi (if both engines are supplying bleed air).

 If only one engine is available as a bleed air source, the twelfth (12th) stage air set
point of the remaining engine (other engine) opens to allow at least twenty-six (26)
psi.

 Once the air gets to the bleed air supply manifold, it has been temperature and
pressure controlled. The 40 psi and 400°F targets are only realized at high power
settings, normally you will see between 15 and 40 psi and something less than
400°F.
More about this: G450 Pneumatics.
Air Conditioning
Figure: G450 ECS ACP, (G450 Maintenance Manual, §21-52-00, figure 1)

There are two air conditioning packs, one normally dedicated to the bleed air from its
onside engine since the bleed air manifold is normally divided by an isolation valve.
The packs are purely mechanical, using the pressure of the bleed air itself to operate
all its moving parts. The pack inlet valve is electrically closed and fails open. There
are multiple temperature sensors but failing all electrical power, the pack will
operate.
Pack Inlet Valve
Figure: Pack inlet valves, (G450 Maintenance Manual, §21-21-01, figure 401.
[G450 Maintenance Manual, §2A-21-00, ¶3.A.] The pack inlet valve is a 2.5 inch
diameter, spring-loaded-open, variable-schedule, venturi flow control and shut-off
valve. Index marks indicating OPEN and CLOSED positions are provided adjacent to
the actuating arm on the bracket assembly. The valve consists of a control pressure
regulator, delta-P servo, servo pressure relief valve, shutoff solenoid, torque motor
and actuator assembly. The shutoff solenoid responds to cockpit L/R PACK selector
switch. The torque motor control valve responds to a milliampere current schedule
from its respective Air Conditioning Controller (ACC). The valve schedules are as
follows:
Normal Flow coincides with all normal operations with both packs operating. The
ACC varies torque motor current from 85 milliamperes at sea level to 38
milliamperes at 45,000 feet. This provides equal mass flow at all altitudes.
Maximum flow is generated whenever one air conditioning pack is selected off. ACC
removes all current from torque motor to provide adequate airflow from a single
pack.
Minimum Flow: If an Air Cycle Machine (ACM) compressor outlet temp sensor
senses 425°F (ACM max speed), the respective ACC schedules more than 90
milliamperes, positioning valve to provide 25 pounds per minute minimum airflow to
maintain pressurization.
[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] Indirect control of the ACPs is
provided by the switches on the ENGINE START panel. If the APU is supplying
bleed air for the operation of the ACPs prior to engine start, selecting the MASTER
CRANK or MASTER START switch ON will shut down the right ACP. Selecting the
START L ENG or START R ENG switch to ON will shut down the left ACP. The OFF
legend in each pack switch will illuminate while the ACPs are not operating. The
ACPs are shut down by the ACC closing the inlet valve of each ACP. When the first
engine start is complete, the left ACP inlet valve will open and the left pack will return
to normal operation. When the MASTER START switch is selected OFF, the right
ACP will return to normal operation. This ACP automatic switching function for
engine starts is confined to ground operations by the Weight-On-Wheels (WOW)
switch position to preclude loss of pressurization during inflight engine starts.
The pack inlet valve requires electrical power to close so activating the cockpit
switch to OFF energizes the valve closed. If all power is lost, the valve opens. In
summary, the pack inlet valves will be energized closed:
If the associated pack switch is turned off.
If the RAM AIR switch is activated, both pack inlet valves close.
If the MASTER CRANK or MASTER start switches are placed ON with weight on
wheels, the right pack inlet valve will close.
If the START L or START R switches are pressed with weight on wheels, the left
pack inlet valve will close until the associated engine start has been completed.
Ram Air

Figure: Ram air exhaust louvers, (Eddie's aircraft)

[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] Scrubbed bleed air enters the
ACP, first passing over the primary stage of an air to air heat exchanger. The heat
exchanger uses ambient air drawn into a ram air scoop in the dorsal fin as a cool air
source to initially reduce bleed air temperature. On the ground, ambient air is drawn
into the air scoop by a fan powered by the rotation of the ACP turbine (described in
the following section). In flight, with high ram air pressure available from increased
airspeed, most of the ram air in the inlet bypasses the fan. The ambient cooling air is
exhausted through louvers in the lower tail section of the airplane.
The primary purpose of ram air is not to pressurize the cabin, it is to cool the ACP
heat exchangers and it is always working whenever the pack is in operation. On the
ground air is drawn into the ram air scoops on the top of the fuselage because the
ACM fan is spinning. In the air, while the fan continues to spin, most of the air
bypasses the fan since the aircraft's speed through the air is enough to cool the heat
exchangers.
Heat Exchangers

Figure: Air conditioning pack heat exchangers, right pack shown, (Eddie's aircraft)
[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] After initial cooling the bleed air is
routed to the compressor side of the ACP. Compressor rotation is powered by the
turbine side of the ACP. Both the compressor and the inlet duct fan share a common
shaft with the turbine section. The spinning motion of the compressor approximately
doubles the pressure of the incoming air (in order to drive the turbine side of the
ACP) and also warms the air. Some of this warm air (compressor outlet air is limited
to 450°F) is ducted to the turbine side of the ACP to prevent icing in the water
extraction operation of the condenser and also is used to maintain a minimum air
temperature at the inlet to the ACP turbine. Most of the warmer, pressurized air is
ducted through a secondary heat exchanger in the ram air duct for recooling.
Each pack has two heat exchangers, which are nothing more than large radiators
which take the compressed bleed air heat to be exhausted overboard. The
compressed air is then expanded, further dropping its temperature.
Water Extractors
[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] The cooler pressurized air is
routed for additional temperature loss and water extraction. Moisture is removed by
passing the air through vanes in the condenser where the air is centrifugally spun,
forcing heavier water molecules to the outside of the condenser duct where the
water is separated and drained from the ACP. The air is then passed through a heat
exchanger where it is warmed to vaporize any remaining moisture.
Unlike previous air conditioning packs, there is no "sock" to catch ice and under
humid conditions you may hear ice shooting through the air conditioning ducts. The
water extractor simply puts a spin on the air in hopes the water will swirl to the
outside of the extractor where it is shot into the ram air duct. On an especially humid
day, running off the APU on the ground, you can hear ice being shot through the
ducts.
Air Distribution
Cold Air Manifold
Figure: Cold air manifold, (G450 Maintenance Manual, §21-21-05, figure 302)
[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] The modulated ACP airflow of
both packs enters into a common cold air manifold for distribution to the airplane
interior. The cold air manifold is paired with a hot air manifold to provide sources of
supply for mixing air of different temperatures to achieve a desired comfort level in
the cabin and cockpit.
The cold air manifold takes the conditioned air from both packs, shown on the top of
the diagram, and sends it to the gaspers and to the three supply ducts.
Hot Air Manifold / Trim Air Valves
Figure: Hot air manifold, (G450 Maintenance Manual, §21-61-05, figure 402)
[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] The hot air manifold is supplied by
two ducts that are connected to each of the ACP bleed air inlets downstream of the
ozone scrubbers. The ducts supply air at a nominal temperature of four hundred
degrees Fahrenheit (400°F) to the hot air manifold for blending with conditioned air in
the cold air manifold.
The hot air manifold is connected between the ozone scrubbers and the air
conditioning packs to obtain air that has not been through heat exchangers and is
quite hot. The air from both sides is connected and then sent to the supply ducts in a
volume determined by the trim air valves.
Supply Ducts
Figure: Airflow and temperature control block diagram, (G450 Aircraft Operating
Manual, §2A-21-00, figure 2.

[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] The airplane interior is supplied
with temperature blended air through three supply ducts:
Cockpit supply duct
Forward cabin supply duct (zone one)
Aft cabin supply duct (zone two)
[G450 Aircraft Operating Manual, §2A-21-20, ¶1.] All three ducts are connected
directly with the cold and hot air manifolds through trim air valves. The three trim air
valves modulate the amount of hot air admitted into the supply ducts, warming the
cold air to achieve the desired temperature at each supplied location. The addition of
hot air by the trim air valves is controlled by temperature selector switches on the
BLEED AIR / TEMP CONTROL panel on the cockpit overhead.
Air Temperature Control
Air Conditioning Controllers
[G450 Maintenance Manual, §21-51-00, ¶3.A.] The Air Conditioning Controllers
(ACCs) provide automatic and manual temperature control of the forward and aft
cabin zones and the cockpit zone and control of the left and right air conditioning
packs. The left ACC contains two independent zone control channels. The zone 1
channel is used to control the temperature in the forward cabin zone. The zone 2
channel is used to control the temperature in the AFT cabin zone. The right ACC
contains two independent zone control channels. The zone 1 channel is used to
control the temperature in the cockpit zone. The zone 2 channel is unused.
[G450 Aircraft Operating Manual, §2A-21-20, ¶2.A.] The ACCs obtain altitude,
outside air temperature (OAT) and pack switch information from the Flight
Management System (FMS) through the MAUs for ACP control functions (other
information pertaining to bleed air status is also used). The ACCs communicate ACP
health and status information back to the MAUs to be formatted for ASCB-D data
sharing, including the Monitor and Warning System (MWS).
The Air Conditioning Controllers are the same box as the Bleed Air Controllers, their
function is determined by the connectors.
Auto Temp Control / Desired Temperature Displayed
Photo: Temp Control Panel, Auto Temp Select On, Auto Mode, (Eddie's aircraft)
[G450 Aircraft Operating Manual, §2A-21-20, ¶2.C.]
There is a rotary temperature control selector for each supply duct: COCKPIT, FWD
CABIN and AFT CABIN. The function of each temperature control selector is
controlled by the corresponding AUTO / MAN mode switch above the selector.
In the AUTO mode, the temperature selector range is from sixty (60 ±2°F) degrees at
the COLD setting to ninety (90 ±2°F) at the HOT setting.
LED temperature displays for the cockpit, forward and aft cabin are positioned above
the AUTO / MAN mode select switches on the TEMP CONTROL panel. Each digital
display may be selected to one of three readouts by using push-buttons on the
TEMP CONTROL panel. With the AUTO TEMP SELECT push-button set to ON, the
temperature readouts display the desired temperatures set with the rotary
temperature selectors for each of the three air conditioned areas.
In the example photo, the bottom three AUTO/MAN switches are set to automatically
control the cockpit to 72°F, the forward cabin to 68°F, and the aft cabin to 68°F. The
AUTO TEMP SELECT switch puts the desired temperatures on the LED displays.
Manual Temp Control / Desired Temperature Displayed
Photo: Temp Control Panel, Auto Temp Select On, Manual Mode, (Eddie's aircraft)
[G450 Aircraft Operating Manual, §2A-21-20, ¶2.C.]
There is a rotary temperature control selector for each supply duct: COCKPIT, FWD
CABIN and AFT CABIN. The function of each temperature control selector is
controlled by the corresponding AUTO / MAN mode switch above the selector.
In the MAN mode, the temperature selector directly controls the position of the trim
air valve through the ACC. When selecting temperatures in the MAN mode, the
TEMP DISPLAY switch should be selected to the DUCT position to avoid a supply
duct overheat (at 215 ±15°F) or duct ice formation.
Since you are now controlling the trim air valves directly the system no longer has a
"desired temperature" and the LEDs are blank. You should monitor the duct
temperatures, as shown below.
Manual Temp Control / Zone Temperature Displayed
Photo: Temp Control Panel, Auto Temp Select Off, Temp Display Zone, Manual
Mode, (Eddie's aircraft)
[G450 Aircraft Operating Manual, §2A-21-20, ¶2.C.]
With the AUTO TEMP SELECT push-button set to OFF (illumination extinguished),
the TEMP DISPLAY push-button may be used to set the digital temperature readout
to reflect the actual temperature in the air conditioned areas by depressing the
button to the ZONE position (illuminated blue).
With TEMP DISPLAY in ZONE, you are reading the actual temperatures in each
zone. You can do this with temperature control in AUTO or MANUAL. In the example
photo we are in MANUAL mode and should monitor the DUCT temperatures instead,
as shown below.
Manual Temp Control / Duct Temperature Displayed
Photo: Temp Control Panel, Auto Temp Select Off, Temp Display Duct, Manual
Mode, (Eddie's aircraft)
[G450 Aircraft Operating Manual, §2A-21-20, ¶2.C.]
With the AUTO TEMP SELECT push-button set to OFF and the TEMP DISPLAY
push-button set to DUCT (illuminated green), the digital temperature readouts reflect
the actual temperature in the supply ducts to the air conditioned areas, read from
temperature sensors downstream of the trim air valves. The TEMP DISPLAY push-
button alternates between ZONE and DUCT each time the button is depressed.
With TEMP DISPLAY in DUCT, you are reading the actual temperatures in each
duct. You can do this with temperature control in AUTO or MANUAL. In the example
photo we are in MANUAL mode and this is what you should be monitoring.
If you are experiencing "pressure bumps" during descent it may be that your trim air
valves are being too aggressive and rapidly changing the amount of air coming into
the cabin. Some have reported they were able to smooth these bumps by going to
manual temperature control. This keeps the air input relatively constant, everything
else being equal.
Equipment Cooling

Figure: G450 Equipment Cooling Fans, (G450 AOM, §2A-21-00, figure 5)

[G450 AOM, §2A-21-20, ¶2.D.] The LEER and REER each contain an electrically-
powered cooling fan. The Left PSU fan pulls air through ducts in the passenger
compartment that are fitted with eyeball outlets for passenger ventilation. The Left
PSU duct exhaust is directed into the top of the LEER to assist equipment cooling.
LEER airflow is routed through the equipment racks and over the Left Power
Distribution Box (PDB) by a fan before exhausting through louvers into the area
beneath the forward cabin floor. The Transformer Rectifier Units (TRUs) are located
in the compartment beneath the forward cabin floor and are cooled by the exhaust of
LEER fan airflow. Airflow is assisted by an integral fan on each TRU. After passing
through the underfloor compartment, the air is drawn upward into the bottom of the
REER. The underfloor air circulates through the action of a fan in the Right PDB and
mixes with the cooling air drawn into the top of the REER by the REER fan. The
combined flow is then exhausted overboard through the Thrust Recovery Outflow
Valve (TROV) that is located behind the REER.
[G450 Maintenance Manual, §21-25-00, ¶4.A.]
The LEER and REER fans have two speeds which are controlled by applying a
ground to the logic pins. Each fan changes from a fast speed to a slower speed at
35,000 feet altitude. The air conditioning units energize two relays to ground the
required pins to change the speed of the fans.
These relays are energized by the air conditioning control units. Only one air
conditioning control unit has to be operating for the fans to change speed.
The baggage compartment EER cooling fan is powered by the left main 28 Vdc bus.
The single speed fan comes on when the bus is powered and its circuit breaker is
depressed.
The PSU fan is a two speed fan. It runs at a low speed until either of the
environmental control system relays are energized at 35,000 feet and then shifts into
high speed. The PSU fan is powered by the left main 28 Vdc bus and comes on
when power is applied and when the circuit breaker labeled L PSU FAN, located in
the LEER circuit breaker panel, is depressed. This fan also has a Low Speed
Warning Detector (LSWD) attached. The LSWD inputs a discrete GND (ground) to
the CAS when the fan speed drops below a predetermined speed. The CAS then
displays the L-R EER Fan Fail (blue) or L PSU Fan Fail (blue) message.
This can be confusing, especially when you have to explain to a passenger why
there is a hissing sound from the front of the cabin at high altitudes. The fans inside
the LEER and REER are at high speeds at low altitude and the PSU fans are just the
opposite. Why? At low altitude there is plenty of air flow and the LEER and REER
get more than enough cooling air from the fans up front. At high altitude the TROV is
more tightly shut, trying to keep the vessel pressurized. The PSU fans therefore kick
into high speed to draw air from the passenger service units (the "gaspers"). The
hissing noise you hear in the cabin is from the air being sucked in from the forward
gasper duct. The sound can change depending on how many of the gaspers are
open. (If all the gaspers are closed, the PSU doesn't have to work as hard and the
volume of the hiss decreases.)
Zone Temperature Sensors
[G450 Aircraft Operating Manual, §2A-21-20, ¶2.C.]
Zone temperature readings are taken from temperature sensors that are positioned
at variable locations within each zone. Location of the sensors is dependent upon
airplane interior customizing and not fixed in production airplanes. Each temperature
sensor has a dedicated fan to circulate zone air over the sensor. There are no
controls associated with the fans.
The failure of temperature sensing information, auto temperature control circuits, trim
air valves or a supply duct over-temperature will be sensed by the ACCs and a Crew
Alerting System (CAS) message initiated prompting the flight crew to attempt manual
control of zone temperatures.
Zone Temperature Sensor and Fan

Figure: Cabin zone temperature sensors, (G450 Maintenance Manual, §21-62-05,

figure 401.
[G450 Maintenance Manual, §2A-62-00, ¶3.]
The cabin zone temperature sensor consists of the forward cabin zone temperature
sensor and aft cabin zone temperature sensor. These sensors provide a means of
sensing and control of the temperature in their appropriate zones.
The zone temperature sensor fans are provided for the forward cabin zone
temperature sensor and aft cabin zone temperature sensor. These fans are required
to draw ambient air across each zone temperature sensor to provide accurate
reading and control of the temperature of the forward cabin and aft cabin zones.
The cockpit zone temperature sensor consists of the dual cockpit zone temperature
sensor. These sensors provide a means of sensing and control of the temperature in
their appropriate zones.
Why is this important? You need to know where the sensors are to make sure they
aren't blocked or somehow affected by the environment. The cabin sensors have
been greatly improved by using a fan to draw in air, as opposed to the older style
that often became fooled when someone's coat found itself draped over the sensor.
If your aircraft interior was well designed, you shouldn't have to worry about it. Here's
where they are on my aircraft . . .

Photo: Aft cabin temperature sensor, (Eddie's aircraft)

This sensor incorporates a fan so you need only ensure nothing blocks it.
Photo: Forward cabin temperature sensor, (Eddie's aircraft)
This sensor also incorporates a fan so you need only ensure nothing blocks it.

Photo: Aft cockpit temperature sensor, (Eddie's aircraft)

This sensor does not incorporate a fan but seems to operate without outside
interference.

Photo: Forward cockpit temperature sensor, (Eddie's aircraft)

This sensor is next to the pilot's leg and could be affected by the pilot's leg or
clothing.