ml-b-390-MM-Chapter 21 Air Conditioning PDF

Model 390 Premier Maintenance Manual (Rev B2)
21-00-00 (Rev B1)
AIR CONDITIONING - GENERAL

1. Introduction
This section provides general information on the air conditioning system and the components that distribute, pressurize, heat, cool,
control moisture, filter, and treat the air used to ventilate the areas of the fuselage within the pressure seals.
2. Description
The air conditioning system consists of an air distribution system, pressurization control system, heating system, cooling system, and
a temperature control system. The air distribution system consists of blowers, ducting and air outlets that control the air distribution to
the cockpit and cabin zones. The cabin pressurization control system monitors cabin pressure by regulating the outflow of air from
the cabin. Heat is provided to the cockpit and cabin by engine bleed air through the bleed air inflow system. The bleed air inflow
system is part of the temperature control system and provides a source of pressurized, conditioned air for cabin pressurization and
heating. Cooling is provided by a vapor cycle system driven by an electric motor/compressor module installed in the aft fuselage. The
environmental temperature control panel controls the distribution blowers and the heating and cooling systems. Heating of the aft
baggage compartment is provided by the baggage heat system (optional equipment) installed in the aft fuselage. Refer to Figure 1.
The air conditioning system consists of the following sub-systems:
• Distribution (21-20-00)
• Pressurization control (21-30-00)
• Baggage Heating (21-40-00)
• Cooling (21-50-00)
• Temperature control (21-60-00)
3. Operation
The air conditioning system is operated by the controls on the ENVIRONMENTAL panel on the right inboard subpanel. The system
can be operated in the automatic or manual mode by the AUTO/MAN temperature control switches. The system is divided into two
zones, cockpit and cabin, which have separate distribution, cooling and temperature control systems. The temperature controls are
located throughout the distribution system to monitor and control the bleed air inflow system and vapor cycle cooling system. A bleed
air source select switch controls the bleed air inflow from the engines that is used for pressurizing and heating the pressure vessel.
The bleed air ducting is wrapped in insulation, secured with aluminum pressure tape, and sections have red fire retardant guideline
tape installed.
The pressurization system is operated from the PRESSURIZATION control panel in the center instrument panel. The pressurization
control system provides a comfortable cabin pressure by regulating the outflow of air through the outflow valves. The pressurization
controller can be operated in a pre-programmed automatic mode or manual mode.
The optional baggage heat system operates when the bleed air source select switch is in any position except OFF and the
temperature in the baggage compartment is below 40° F. The baggage heat system uses bleed air circulated across heating tube
elements to warm the air in the aft baggage compartment.
4. Components (Subsystems)
A. Distribution
The aft fuselage contains the plumbing and components which connect the bleed air inflow system to the cockpit and cabin
distribution systems. The cockpit alternate air valve connects the right (cabin) inflow system to the left (cockpit) inflow system.
Refer to Figure 2.
The valve allows bleed air inflow from the right engine to be diverted to the cockpit when bleed air is not available from the left
engine. The cabin bleed air flapper check valve is installed in the outlet port of the cockpit alternate air valve. The cockpit bleed
air flapper check valve is located in the left inflow line aft of the cockpit alternate air valve to keep bleed air from flowing back
into the left inflow system when the left engine is shutdown. The temperature control relays are located on the forward relay panel
on the forward pressure bulkhead. The bleed air source select switch is located on the environmental control subpanel below
the cabin altitude and differential pressure indicator.
The cockpit air distribution system consists of air outlet valves on either side of the instrument panel, two overhead air outlet,
and air vents located at the end of the pilot's and copilot's side console. The windshield defrost, foot warmer outlets, and side
console air vents may be heated when needed. The instrument panel air outlet and overhead air outlets distribute recirculated
air.
The cabin air distribution system utilizes two source ducts for air outlets: sidewall and overhead. The sidewall duct is installed
along both sidewalls. Most of the air exits along the top portion which discharges air along the upper sidewalls and ceiling
areas, with a portion of air left for the lower cabin air conditioning. The overhead duct supplies air to the overhead air outlets
which may be directed and regulated from the full open to the closed position by the passengers. The sidewall air supply may
be heated when needed, while the overhead air supply is recirculating only. The return air flows through an area below the floor
Copyright © Textron Aviation Inc. Page 1 of 12

Retain printed data for historical reference only. For future maintenance, use only current data. Print Date: Fri Mar 31 17:38:36 CDT 2023
21-00-00 (Rev B1)
along the length of the right keel at aisle level, which forms the return duct. The cabin airflow directs more air to the left side of
the cabin to accommodate the air loss when the passenger door is open.
B. Pressurization Control
The pressurization system provides a comfortable cabin air pressure from ground level to an altitude of 41,000 feet. The system
functions by regulating the outflow of air from the cabin through the outflow valves. The system is designed to maintain safe
structural pressure limits, while requiring minimal attention from the flight crew. Refer to Figure 3.
The inflow system provides a continuous source of bleed air to pressurize the pressure vessel. The pressurization system
regulates the outflow of air from the pressure vessel to maintain cockpit and cabin pressurization. The cabin pressurization
controller operates the outflow valves by providing a control signal that modulates the position of the outflow valves.
C. Baggage Compartment Heating
The optional baggage compartment heating system uses heat from the bleed air lines to warm the compartment. The system
replaces segments of the bleed air inflow tubes with finned tube heat exchangers and a plenum. Air is drawn from the baggage
compartment and circulated through the plenum, across the heat exchangers, and returned to a distribution duct along the top of
the baggage compartment. Refer to Figure 4.
D. Heating
The cockpit and cabin are heated using bleed air that is cooled. Each zone, cabin and cockpit, operates independently of the
other. The cockpit is heated by bleed air from the left engine and the cabin is heated by bleed air from the right engine. Bleed
air is cooled by the inflow system located in the upper aft fuselage. The inflow system temperature modulating valves control the
mix of bleed air from the engine and cooled bleed air from the heat exchanger. After the bleed air is mixed to the proper
temperature, the warm air is ducted into the air distribution system. The distribution system routes the air to the cockpit and
cabin downstream of each zone blower. In the cabin, bleed air for heating and pressurization is only distributed to the left and
right sidewall ducts. Warm air is emitted upward through long narrow slots between the sidewall and armrest.
Warm air is also emitted downward towards the floor for foot warming and from the left sidewall towards the passenger door.
In the cockpit, warm air outlets are provided at the aft end of the pilot's and copilot's circuit breaker sidewall consoles. The air
from these outlets sweeps upward and forward along the cockpit side windshields. Warm air is also ducted to the front
windshields for defrosting and to the foot warmer outlets forward of the rudder pedals. The temperature control system controls
the inflow system. Refer to Temperature Control, in Chapter 21-60-00, for information regarding the inflow system and heat
system temperature control. Refer to the Distribution System, in Chapter 21-20-00, for information regarding the cockpit, cabin,
and aft fuselage distribution ducts.
E. Cooling
The compressor motor module is located in the aft avionics bay. The module consists of a variable displacement compressor, a
28 VDC motor, a drive belt, compressor and motor pulleys, an hour meter, and various mounting brackets and hardware. The
28 VDC motor allows the compressor to operate on auxiliary power prior to engine start for cooling on the ground. An
evaporator and blower are located in the cockpit and aft cabin to provide zone cooling. Each zone has its own solenoid
operated shutoff valve to control the flow of refrigerant. Air filters are installed in the recirculation air return. All air outlets in the
system emit cold air. Eyeball outlets are provided in the overhead panel at all seat locations and the cockpit. Two additional
outlets are located in the instrument panel. Refer to Figure 5.
F. Temperature Control
The temperature control system uses bleed air to heat the cockpit and cabin. Bleed air is also used for pressurization, air
ventilation, engine inlet and wing anti-icing, and windshield defrost. The temperature control switches, CKPT and CABIN
AUTO/MAN TEMP, provide a selectable temperature range of approximately 65° F to 85° F for all normal operational in-flight
temperatures. Refer to Figure 6.
5. Components
A. Distribution
The distribution system consists of the components used to duct and distribute air to the cockpit and cabin environmental
systems including the heating, cooling, and pressurization systems. Refer to Figure 2. The distribution system includes the
following components:
• Bleed Air Source Select Switch
• Control Relays
• Cockpit Bleed Air Flapper Check Valve
• Cockpit Alternate Air Valve
• Air Outlet
• Cabin Bleed Air Flapper Check Valve

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B. Pressurization Control
The pressurization control system maintains cabin air pressure at a comfortable level regardless of outside altitude. This is
achieved by feeding a constant supply of bleed air from the engines and regulating the amount of air that is permitted to escape
through the outflow valves. A pressurization controller regulates the outflow of air from the primary and secondary outflow valves.
Refer to Figure 3.
The pressurization control system consists of the components used to control the pressure within the fuselage including the
following:
• Cabin Pressurization Controller
• Secondary Outflow Valve
• Pressurization Mode Switch
• Cabin Pressure Annunciators
• Primary Outflow Valve
• Cabin Altitude High Switch
• Ambient Static Pressure Ports
• Cabin Altitude and Pressure Differential Indicator
C. Heating
The cockpit and cabin are heated using bleed air that is cooled in the aft fuselage inflow system. The bleed air is ducted into the
cabin and cockpit distribution system. The temperature control system controls the inflow system and senses the cabin and
cockpit temperatures. Refer to Chapter 21-60-00, TEMPERATURE CONTROL, for information regarding the cockpit and cabin
heat. Refer to Figure 6.
D. Baggage Compartment Heating
The optional baggage compartment heating system consists of the components which supply heated air to the baggage
compartment (Refer to Figure 4) .including the following:
• Aft Baggage Heating Tube Elements
• Baggage Heat Switch
• Baggage Heat Blower
• Baggage Blower Controller
• Aft Baggage Heat Relay
E. Cooling
The cooling system is a vapor cycle refrigerant type. An electric motor/compressor module and a condenser are installed in the
aft fuselage. The motor/compressor module supplies refrigerant to separate cockpit and cabin evaporators. The two zones
(cockpit and cabin) have separate blowers, controls, and sensors. Refer to Figure 5.
The cooling system consists of the following components:
• Compressor Motor Module
• Load Shed Controller
• Condenser Blower
• High Pressure Cutout Switch
• Low OAT Temperature Cutout Switch
• Service Ports
• Cockpit Evaporator
• Expansion Valves (Cockpit /Cabin)
• Solenoid Operated Shutoff Valves (Cockpit/Cabin)
• Cockpit Blower
• Soft Start Module
• Condenser
• Receiver Dryer
• Low Pressure Cutout Switch
• A/C Over Pressure Reset Switch
• A/C Under Pressure Reset Switch
• Cabin Evaporator
• Evaporator Filters (Cockpit/Cabin)
• Cockpit/Cabin Blower Switch
• Cabin Blower

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F. Temperature Control
The temperature control system consists of the components which are used to maintain the cockpit and cabin air temperature.
The temperature control system controls the flow of bleed air heat from the inflow modulating valves and cooled air from the
vapor cycle system. The temperature control system can be operated in the auto or manual mode. The airplane is divided into
two zones, cockpit and cabin, for temperature control. Each zone operates independently with separate controls, sensors, and
equipment. Refer to Figure 6.
The temperature control system consists of the following components:
• Heat Exchanger Blower
• Cockpit Ram Air Heat Exchanger
• Auto/Manual Temperature Switches (CKPT/CABIN)
• Inflow System Temperature Modulating Valves
• Cockpit Zone Temperature Sensor
• Vent Duct Temperature Sensors (Cockpit/Cabin)
• Vent Duct Overtemperature Thermal Switches (Cockpit/Cabin)
• Temperature Controllers (Cockpit/Cabin)
• Cabin Ram Air Heat Exchanger
• Cabin Temperature Control (Armrest)
• Temperature Control Cockpit/Cabin Switch
• Bleed Air Duct Temperature Sensors (Cockpit/Cabin)
• Cabin Zone Temperature Sensor
• Bleed Air Duct Overtemperature Thermal Switches (Cockpit/Cabin)

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Figure 1 : Sheet 1 : Air Conditioning System Block Diagram

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Figure 2 : Sheet 1 : Distribution System Component Locations

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Figure 3 : Sheet 1 : Pressurization System Component Locations

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Figure 4 : Sheet 1 : Baggage Compartment Heating System Component Locations

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Figure 5 : Sheet 1 : Cooling System Component Locations

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Figure 6 : Sheet 1 : Temperature Control System Component Locations

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21-20-00 (Rev B1)
DISTRIBUTION - DESCRIPTION AND OPERATION

1. Introduction
The air conditioning distribution system includes the aft fuselage, cockpit, and cabin distribution systems. The aft fuselage
distribution system includes the control valves, ducting, and plumbing used to supply heated air to the cockpit and cabin distribution
system. The cockpit and cabin distribution systems include the ducting and outlets used to deliver conditioned air to the crew and
passengers. Refer to Chapter 21-50-00 for information regarding the COOLING system. Refer to Chapter 21-60-00 for information
regarding the TEMPERATURE CONTROL system. Refer to Figure 1.
2. Description
A. Aft Fuselage Distribution System
The aft fuselage air distribution system consists of the valves, plumbing and ducting which connect the engine bleed air inflow
system to the cockpit and cabin distribution systems. The system includes the bleed air source select switch, the left and right
bi-level flow control valves, the cockpit alternate air valve, and their associated relays. The bleed air source select switch
controls both bi-level flow control valves and the cockpit alternate air valve through various relays. The rotary switch energizes
relays that change the valve positions. The bleed air source select switch is located in the ENVIRONMENTAL section of the
right inboard subpanel.
The bi-level flow control valves are located in the pylons between the engine and the firewall. The control valves provide bleed
air inflow regulation at normal and high flow rates. The bi-level flow control valves provide bleed air to the heat exchangers and
the inflow modulating valves.
The cockpit alternate air valve connects the right (cabin) bleed air inflow lines to the left (cockpit) bleed air inflow lines. The valve
allows bleed air from the right engine to be supplied to the cockpit air distribution system if bleed air is not available from the left
engine. The valve is controlled by the bleed air source select switch.
The bleed air control relays are located on the forward side of the cockpit pedestal. The bleed air control relays are energized
by the bleed air source select switch. The relays control the operation of the left and right bi-level flow control valves and the
cockpit alternate air valve.
The cabin bleed air flapper check valve is installed in the outlet of the cabin thermal isolator forward of the aft pressure
bulkhead. The cabin bleed air flapper check valve helps retain bleed air in the cabin and keeps bleed air from flowing back
through the aft pressure bulkhead and cockpit alternate air valve when bleed air is not available from the right engine.
The cockpit bleed air flapper check valve is located aft of the cockpit alternate air valve in the cockpit inflow line. The flapper
check valve prevents bleed air from flowing back through the cockpit inflow system when bleed air is not available from the left
engine. A second cockpit bleed air flapper check valve is located in the bleed air line downstream of the cockpit bleed air line
fuselage penetration. This cockpit check valve helps retain cabin pressurization in the event of a bleed air line leak. Refer to
Figure 2.
B. Cockpit Distribution System
The cockpit distribution system includes the ducting and plumbing used to supply heated and cooled air to the cockpit. The
cockpit distribution system consists of a front windshield defrost duct, a pilot's and copilot's foot warmer outlet, air outlets on
both sides of the instrument panel, two overhead air outlets, and air outlets located at the end of the pilot's and copilot's side
console. A blower, evaporator and air filter are located under the cockpit floorboards. For airplanes RB-260 and After, the
cockpit ducting is narrower and taller than previous airplanes but there is no change in cross sectional area or airflow. Refer to
Figure 3 and Figure 7.
C. Cabin Distribution System
The cabin distribution system includes the ducting and plumbing used to supply heated and cooled air to the cabin. The cabin
distribution system consists of two sidewall and two overhead source ducts supplying the air outlets. The sidewall ducts are
located along the lower sidewalls with upper and lower outlet slots that direct air to the passengers. The overhead source duct is
located above the cabin and lavatory headliners. The return air is through the area below the floor along the length of the right
keel at aisle level, which forms the return duct. Refer to Figure 4 and Figure 6.
3. Operation
A. Aft Fuselage Distribution System
The aft fuselage distribution system contains the plumbing and components which connect the engine bleed air inflow system to
the cockpit and cabin distribution system. The system includes the bleed air source select switch, the left and right bi-level flow
control valves, the cockpit alternate air valve, and their associated relays.
The bleed air source select switch controls both bi-level flow control valves and the cockpit alternate air valve through various
relays. The rotary switch energizes relays that change the valve positions. The bi-level flow control valves are a normally open
valve that provides bleed air inflow regulation at normal and high flow rates. The bi-level flow control valves must be energized

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closed. The valves supply bleed air to the inflow modulating valves and heat exchangers. The cockpit alternate air valve
connects the right (cabin) bleed air inflow lines to the left (cockpit) bleed air inflow lines. The cockpit alternate air valve allows
bleed air inflow from the right engine to be diverted to the cockpit distribution system.
The bleed air control relays are located on the forward side of the cockpit pedestal. The bleed air control relays are energized
by the bleed air source select switch. The relays control the operation of the left and right bi-level flow control valves and the
cockpit alternate air valve.
The cabin bleed air flapper check valve is installed in the outlet port of the cabin thermal isolator in the cabin inflow line. The
cockpit bleed air flapper check valve is located aft of the cockpit alternate air valve in the cockpit inflow line. The flapper check
valves prevent bleed air from flowing back through the cabin and cockpit inflow systems. A second cockpit bleed air flapper
check valve is located in the bleed air line downstream of the cockpit bleed air line fuselage penetration. This cockpit check
valve helps retain cabin pressurization in the event of a bleed air line leak. Refer to Figure 2.
B. Cockpit Distribution System
The cockpit distribution system provides cooled conditioned air, recirculated air, and bleed air heat to the cockpit. Inlet air to the
blower is drawn thru a grill located at the step between the cabin and cockpit. The cockpit blower draws air through the
evaporator and discharges into the fan outlet duct which splits into left and right ducts. During cooling system operation, the
recirculated air is cooled by the evaporator and discharged through the left and right ducts to all the cockpit air outlets, the foot
warmers, and the windshield defrost duct. During heating system operation, bleed air is supplied to the left duct providing
heated air for the windshield defrost ducts, cockpit foot warmers, and side console air outlets. The right duct will supply
recirculated air to the instrument panel and the overhead ducts. Refer to Figure 3.
C. Cabin Distribution System
The cabin distribution system provides cooled conditioned air, recirculated air, and bleed air heat to the cabin. The cabin
distribution system consists of two sidewall and two overhead source ducts supplying the air outlets. The sidewall ducts emit air
downward to the lower sidewalls for foot warming and upward along the upper sidewalls through slots between the sidewall
panel and armrest. The left sidewall duct also provides warm air directed across the cabin door. The overhead source duct
supplies air to the overhead air outlets which may be directed and regulated from the full open to closed position by the
passengers. The sidewall air supply can be cooled and heated as necessary, while the overhead supply ducts provide
cooled/recirculated air only. The return air is through the area below the floor along the length of the right keel at aisle level,
which forms the return duct. During heating system operation, bleed air is plumbed into the trifurcate duct from the empennage
and distributed to the sidewall ducts to provide heated air to the lower cabin. During cooling system operation, the return air is
cooled by the evaporator and discharged into the overhead source duct. Refer to Figure 4.
4. Components
A. The distribution system consists of the components used to distribute air for the cockpit and cabin heating, cooling, and
pressurization systems including the following:
• Bleed Air Source Select Switch
• Cockpit Bleed Air Flapper Check Valve
• Bleed Air Control Relays
• Bi-Level Flow Control Valve
• Cabin Bleed Air Flapper Check Valve
• Air Outlets
• Cockpit Alternate Air Valve
B. Bleed Air Source Selection Switch
The bleed air source select switch is a six-position, rotary switch with three banks that controls both bi-level flow control valves
and the cockpit alternate air valve. The bleed air source select switch is located in the ENVIRONMENTAL section of the right
inboard subpanel. The bleed air source select switch allows the crew to select the source and amount of the bleed air. The
switch has the following positions: OFF, L, NORM, R, HIGH, CKPT ALTN. In the NORM position, bleed air from the right engine
is provided to the cabin and bleed air from the left engine is provided to the cockpit. The bleed air flows through the normally
open bi-level flow control valves to the modulating valves at the low flow rate.
When the switch is in the HIGH position, bleed air flows through the bi-level flow control valves at the high flow rate to provide
maximum heating. In the L ENG position, the left bi-level flow control valve opens to the HIGH flow stage and the right bi-level
flow control valve is closed. In the R ENG position, the right bi-level flow control valve opens to the HIGH flow stage and the left
bi-level flow control valve is closed. When the switch is in the CKPT ALTN position, the cockpit alternate air valve diverts right
engine bleed air at the high flow rate to the cockpit and shuts off the left bi-level flow control valve. Refer to Figure 5 and Figure
8.

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C. Cabin Bleed Air Flapper Check Valve

There are two types of flapper check valves used on the airplane. One type of valve has hinged rubber flaps attached to a center
post. A second type of valve has metal flaps with a center hinge pin that secures both flaps and a center spring that closes the
flaps when there is no bleed air flow from the engine. Each type of flapper valve has a unique inspection interval and criteria.
The cabin bleed air flapper check valve is located in the right aft cabin in the outlet of the cabin thermal isolator. The flapper
valve is directionally sensitive within the duct and sensitive to the orientation of the center axis. The flapper valve must be
installed with the center axis oriented vertically in the duct.
The flapper check valve allows bleed air to flow one way through the thermal isolator into the cabin distribution system. The
flapper valve helps retain bleed air in the pressure vessel and keep bleed air from flowing back through the cabin bleed air
ducting when bleed air is not available from the right engine. Refer to Figure 2.
D. Cockpit Bleed Air Flapper Check Valve
There are two types of flapper check valves used on the airplane. One type of valve has hinged rubber flaps attached to a center
post. A second type of valve has metal flaps with a center hinge pin that secures both flaps and a center spring that closes the
flaps when there is no bleed air flow from the engine. Each type of flapper valve has a unique inspection interval and criteria.
There are two cockpit bleed air flapper check valves in the system. The flapper valves are directionally sensitive within the duct
and sensitive to the orientation of the center axis. The flapper valves must be installed with the center axis oriented vertically in
the duct. One cockpit bleed air check valve is installed between the cockpit inflow modulating valve and the cockpit alternate air
valve to keep the right engine bleed air from flowing back into the left engine when the cockpit alternate air mode is selected. A
second check valve is installed in the bleed air line down stream of the cockpit bleed air line/fuselage penetration. This cockpit
bleed air check valve keeps the cabin from depressurizing in the event of a bleed air line leak. Refer to Figure 2.
E. Air Outlets
The air outlets located in the cockpit overhead panel, instrument panel air outlets, and cabin overhead panel are used to
distribute cooled air to the cockpit and cabin. The air outlets may be directed and regulated from the full open to closed position
by the crew and passengers. Refer to Figure 3 and Figure 4.
F. Bleed Air Control Relays
The bleed air control relays are located on the forward side of the cockpit pedestal. There are five relays which are controlled by
the bleed air source select switch: L BLEED AIR VALVE CONTROL RELAY (OFF) (21K1), L BLEED AIR VALVE CONTROL
RELAY (HIGH) (21K2), R BLEED AIR VALVE CONTROL RELAY (OFF) (21K4), R BLEED AIR CONTROL RELAY (HIGH)
(21K5), COCKPIT ALTERNATE AIR VALVE RELAY (21K3). The L BLEED AIR CONTROL RELAYS and COCKPIT
ALTERNATE AIR VALVE RELAY receive power from the L BL AIR VALVE circuit breaker. The R BLEED AIR CONTROL
RELAYS receive power from the R BL AIR VALVE circuit breaker. The L and R BLEED AIR CONTROL RELAYS control the
operation of the left and right bi-level flow control valves low and high stages. The COCKPIT ALTERNATE AIR VALVE RELAY
controls the operation of the cockpit alternate air valve. Refer to Figure 8 and Figure 9.
G. Cockpit Alternate Air Valve
The cockpit alternate air valve is located in the aft fuselage compartment attached to the aft avionics rack forward brace. The
cockpit alternate air valve connects the right bleed air inflow to the left bleed air inflow ducting. The valve allows bleed air inflow
from the right engine to be diverted to the cockpit when bleed air is not available from left engine. The valve is controlled by the
BLEED AIR source select switch on the environmental control panel. When the BLEED AIR source select switch is in the NORM
position, bleed air from the right engine is provided to the cabin for pressurization and heating. When the BLEED AIR source
select switch is in the ALT position, the valve diverts ALL right engine bleed air at the high flow rate to the cockpit. Refer to
Figure 2.
H. Bi-level Flow Control Valve
The bi-level flow control valves (21VL3, Left; 21VL2, Right) are located in the pylon between the engine and the firewall. The
valves have a dual-pressure air regulator combined with a fixed area sonic nozzle. The bi-level flow control valve is a normally
open valve that provides bleed air inflow regulation at normal and high flow rates. The valves supply bleed air to the inflow
modulating valves and heat exchangers. The bleed air inflow is used to pressurize the cabin and provide heated air for the
cockpit and cabin. Refer to Figure 2 and Figure 8.
The left valve receives 28 VDC from the essential bus through the L BL AIR VALVE circuit breaker (21CB9). The right valve
receives 28 VDC from the essential bus through the R BL AIR VALVE circuit breaker (21CB8). Both valves are controlled by
the bleed air source select switch (21S21) located on the environmental section of the right inboard subpanel (90A6). When the
bleed air source select switch is in the NORM position, 28 VDC is removed from the valve and a normal flow of bleed air is
supplied to the cabin and cockpit. The normally open valves must be energized to the closed and high flow positions.
In the event of a left or right engine shutdown, the opposite engine may be selected by the bleed air source select switch. This
will provide a source of bleed air at an increased rate by energizing the high flow solenoid on the selected bi-level flow control

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valve. When the source select switch is rotated to either the left (L) or right (R) engine position, 28 VDC energizes the L or R
BLEED AIR CONTROL VALVE HI RELAY (21K2, Left; 21K5, Right). The relay is closed and provides 28 VDC to the high flow
solenoid on the selected bi-level flow control valve. The opposite bi-level control valve receives 28 VDC through the L or R
BLEED AIR CONTROL OFF RELAY (21K1, Left; 21K4, Right) to energize the valve closed.

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Figure 1 : Sheet 1 : Air Distribution System Block Diagram

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Figure 2 : Sheet 1 : Aft Fuselage Air Distribution System Component Locations

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Figure 3 : Sheet 1 : Cockpit Air Distribution System Component Locations

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Figure 3 : Sheet 2 : Cockpit Air Distribution System Component Locations

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Figure 4 : Sheet 1 : Cabin Air Distribution System Component Locations

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Figure 5 : Sheet 1 : Air Inflow System Functional Diagram

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Figure 6 : Sheet 1 : Cabin Air Distribution System Functional Diagram

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Figure 7 : Sheet 1 : Cockpit Air Distribution System Functional Diagram

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Figure 8 : Sheet 1 : Bleed Air Inflow System Schematic

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Figure 9 : Sheet 1 : Bleed Air Inflow System Relay Location

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DISTRIBUTION - ADJUSTMENT/TEST
1. Bleed Air System Operational Check
A. Test Setup Procedures
(1) Perform the ENGINE GROUND OPERATING PROCEDURES (Ref. 71-00-00, 601).
B. Operational Check
Table 501. Adjustment/Test (Procedure 0T or Procedure 0NT)
ACTION RESULT
1. Set the battery switch to BAT.
2. Open the following circuit breakers on the Aft
Circuit Breaker Panel:
• CAB BLWR (21CB17)
• CKPT BLWR (21CB20)
3. Operate both engines at 75% N1 power.

4. Turn the CKPT and CABIN AUTO TEMP knobs to Cabin and cockpit inflow remains OFF.
the AUTO-MID position.
5. Make sure the cockpit/cabin TEMP CONTROL
toggle switch on the ENVIRONMENTAL panel is
selected to COCKPIT.
6. Set the BLEED AIR switch to the L position. High bleed air inflow is expelled at cockpit ducting.
Bleed air inflow is not expelled at cabin ducting.
7. Turn the BLEED AIR switch to the R position. High bleed air inflow is expelled at cabin ducting.
Cockpit ducting inflow ceases.
8. Turn the BLEED AIR switch to the NORM position. Low bleed air inflow is expelled at cabin ducting.
Low bleed air inflow is expelled at cockpit ducting.
9. Turn the BLEED AIR switch to the HI position. High bleed air inflow expelled at cabin ducting increases.
High bleed air inflow expelled at cockpit ducting increases.
10. Turn the BLEED AIR switch to the CKPT ALTN Bleed air inflow is expelled at cockpit ducting.
position. Cabin ducting inflow ceases.
11. At the pilots circuit breaker panel, open the R Low bleed air inflow is expelled at cabin ducting while circuit
BLEED VALVE circuit breaker. breaker is open.
Cockpit ducting inflow ceases while circuit breaker is open.
12. At the pilots circuit breaker panel, close the R
BLEED VALVE circuit breaker.
13. Set the BLEED AIR switch to OFF. Bleed air inflow expelled at cabin and cockpit ducting ceases.
14. Operate both engines at IDLE power.

15. Set the CKPT BLOWER switch to HI. Airflow at the cockpit air outlets should increase.
16. Turn CKPT temperature switch to INC to initiate Monitor air outlets in the cockpit. Make sure airflow at the
bleed air circulation to the cockpit distribution windshield defrost outlet and side consoles remains ambient.
system.
17. Open the pilot and copilot foot warmer outlets. Monitor the foot warmer outlets. Make sure airflow at the foot
warmer outlets remains ambient.
18. Set the CABIN BLOWER switch to HI. Airflow at the cabin air outlets should increase.

21-20-00 (Rev B0)
19. Turn the CABIN temperature switch to INC to Monitor the lower air outlets in the cabin. Make sure airflow at
initiate warm air circulation to the cabin. the outlets remains ambient. (Does not warm).
20. Set the BLEED AIR switch to L.

21. Monitor air outlets in the cockpit. Make sure air temperature at the windshield defrost outlet and
side consoles begins to warm.
22. Monitor the pilot and copilot foot warmer outlets. Make sure air temperature at the foot warmer outlets remains
begins to warm.
23. Monitor the lower air outlets in the cabin. Make sure air temperature at the lower cabin outlets remains
ambient (does not warm).
24. Set the BLEED AIR switch to CKPT ALTN.
side consoles remains warm.
warm.
27. Make sure air temperature at the foot warmer Make sure air temperature at the lower cabin outlets remains
outlets remains warm. ambient (does not warm).
28. Set the BLEED AIR switch to R.

side consoles does not warm and returns to ambient.
30. Monitor the pilot and copilot foot warmer outlets. Make sure air temperature at the foot warmer outlets does not
warm and returns to ambient.
31. Monitor the lower air outlets in the cabin. Make sure air temperature at the lower cabin ducts begins to
warm.
32. Set the BLEED AIR switch to NORM.
33. Check the interior bleed air plumbing connections
where maintenance has been performed for
leakage.
side consoles begins to warm.
35. Monitor the pilot and copilot foot warmer outlets. Make sure air temperature at the foot warmer outlets begins to
warm.
36. Monitor the lower air outlets in the cabin. Make sure air temperature at the lower cabin ducts remains
warm.
37. Set the BLEED AIR switch to HI.
side consoles remains warm.
warm.
40. Monitor the lower air outlets in the cabin. Make sure air temperature at the lower cabin ducts remains
warm.
41. Set the BLEED AIR switch to NORM.
42. Turn CKPT temperature switch to DEC to reduce Monitor air outlets in the cockpit. Make sure airflow at the
the bleed air temperature to the cockpit distribution windshield defrost outlet and side consoles returns to ambient.
system.

21-20-00 (Rev B0)
NOTE:
If the air conditioning compressor begins to operate, turn the CKPT temperature switch to INC until the
compressor shuts down.
43. Monitor the pilot and copilot foot warmer outlets. Make sure air temperature at the foot warmer outlets does not
warm and returns to ambient.
44. Turn the CABIN temperature switch to DEC to Monitor the lower air outlets in the cabin. Make sure airflow at
reduce the bleed air temperature to the cabin. the outlets does not warm and returns ambient.
NOTE:
If the air conditioning compressor begins to operate, turn the CABIN temperature switch to INC until the
compressor shuts down.
45. Close the following circuit breakers on the Aft
Circuit Breaker panel:
• CAB BLWR (21CB17)
• CKPT BLWR (21CB20)
C. Follow On Procedures
(1) Perform the ENGINE SHUTDOWN procedure (Ref. 71-00-00, 601).

21-20-01 (Rev B0)
BLEED AIR SOURCE SELECT SWITCH - REMOVAL/INSTALLATION

1. Bleed Air Source Select Switch
A. Removal
The bleed air source select switch is located on the right inboard subpanel (ENVIRONMENTAL) below the cabin altitude and
differentail pressure indicator (Ref. Figure 401).
(1) Ensure BAT switch is set to the OFF position and tag switch with a caution tag indicating "DO NOT APPLY POWER".
(2) Disconnect main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301) and tag connector with a caution tag
indicating "DO NOT RECONNECT".
(3) Perform the RIGHT INBOARD SUBPANEL - ELECTROLUMINESCENT PANEL REMOVAL procedure (Ref. 33-10-07,
401).
(4) Separate the right inboard subpanel (5) from the instrument panel and disconnect the electrical connector (90P28) from
the wire harness. Remove the right inboard subpanel (5) from the airplane (Ref. Figure 401).
(5) Remove the nut (3), washer (4), and bleed air source select switch (9) from right inboard subpanel (5).
(6) Indentify, tag, and desolder electrical wires (10) from bleed air source select switch (9) (Ref. SOLDERING procedures, 20-
20-00, 201).
B. Installation
The bleed air source select switch is located on the right inboard subpanel (ENVIRONMENTAL) below the cabin altitude and
differential pressure indicator (Ref. Figure 401).
(1) Solder electrical wires (10) to the bleed air source select switch (9) (Ref. SOLDERING procedures, 20-20-00, 201).
(2) Install nut (7) and lock ring (6) on shaft (8) (Ref. Figure 401).
(3) Align the bleed air source select switch (9) and lock ring (6) with the panel (5), and secure with washer (4) and nut (3).
(4) Connect electrical connector (90P28) to the wiring harness and align the right inboard subpanel with the instrument panel.
(5) Perform the RIGHT INBOARD SUBPANEL - ELECTROLUMINESCENT PANEL INSTALLATION procedure (Ref. 33-10-
07, 401).
(6) Remove caution tag and reconnect main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).
(7) Perform BLEED AIR SYSTEM OPERATIONAL CHECK procedure (Ref. 21-20-00, 501).

21-20-01 (Rev B0)
Figure 401 : Sheet 1 : Bleed Air Source Select Switch Installation

21-20-02 (Rev B0)
COCKPIT ALTERNATE AIR VALVE - REMOVAL/INSTALLATION

1. Information
Refer to Chapter 20-52-00, 201 for information on tools and equipment referenced in the table below. Refer to Chapter 20-53-00,
201 for information on recommended materials referenced in the table below.
Table 401. Tools/Equipment and Recommended Materials
ITEM TOOLS AND EQUIPMENT ITEM RECOMMENDED
MATERIALS
09-038 Aluminum Pressure Tape
09-039 Insulation
2. Cockpit Alternate Air Valve
A. Removal
The cockpit alternate air valve is located in the right aft avionics compartment in the inflow path of the right bleed air outflow tube
assembly (Ref. Figure 401).
(1) Open right aft avionics door (860AR, Figure 201, 06-50-07).
(2) Make sure BAT switch is set to the OFF position and tag switch with a caution tag indicating "DO NOT APPLY POWER".
(4) Disconnect electrical connector (35) to the cockpit alternate air valve (12) (Ref. Figure 401).
(5) Remove nuts (1, 22), washers (2, 4, 23, 25), screws (6, 26) and bonding jumpers (10, 18) from clamps (3, 24).
(6) Disconnect the pneumatic line (36) from the cockpit alternate air valve (12).
(7) Remove tape and insulation from the ducts (28) to gain access to the cockpit alternate air valve (12).
(8) Loosen clamps (8, 11) and disconnect sleeve (9) from the cabin bleed air inlet (7) and the cockpit alternate air valve (12).
(9) Loosen clamps (19, 21) and disconnect sleeve (20) from bleed air duct assembly.
(10) Loosen clamps (29, 31) and disconnect sleeve (30) from left bleed air duct (28).
(11) Remove screws (34) and washers (13, 33) securing bonding jumpers (10, 18) and bracket (16) to mount.
(12) Remove cockpit alternate air valve (12) from airplane.
B. Installation
(1) Align bracket (16) with mount and install bonding jumpers (10, 18), washers (13, 33) and screws (34) securing cockpit
alternate air valve (12) (Ref. Figure 401).
(2) Align bleed air inlet with cockpit alternate air valve inlet (17), secure sleeve (20) with clamps (19, 21) and torque to 18-22
inch-pounds.
(3) Align left bleed air duct (28) with cockpit alternate air valve outlet (32) and secure sleeve (30) and clamps (29, 31). Torque
the clamps to 18-22 inch pounds.
(4) Align cabin bleed air inlet (7) with the cockpit alternate air valve (12) and secure sleeve (9) with clamps (8, 11). Torque the
clamps to 18-22 inch pounds.
(5) Install insulation (09-039, Table 401) on ducts and secure insulation with aluminum pressure tape (09-038, Table 401).
(6) Install screws (6, 26), washers (2, 4, 23, 25), and nuts (1, 22) securing bonding jumpers (10, 18) to clamps (3, 24). Perform
TUBING CLAMP-TO-BONDING JUMPER ELECTRICAL BONDING procedure (Ref. 20-13-00, 201).
(7) Connect the electrical connector (35) to the cockpit alternate air valve (12) (Ref. Figure 401).
(8) Remove caution tag and reconnect main battery (Ref. 24-30-00, 301).
(9) Perform the CONNECTING EXTERNAL ELECTRICAL POWER procedure (Ref. 24-40-00, 301).
(10) Perform the BLEED AIR SYSTEM OPERATIONAL CHECK procedure (Ref. 21-20-00, 501).
(11) Close right aft avionics door (860AR, Figure 201, 06-50-07).

21-20-02 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Alternate Air Valve Installation

21-20-02 (Rev B0)
Figure 201 : Sheet 1 : Doors Access Plates and Panels

21-20-03 (Rev B0)
COCKPIT BLEED AIR FLAPPER CHECK VALVE - REMOVAL/INSTALLATION

1. Cockpit Bleed Air Flapper Check Valve
There are two cockpit bleed air flapper check valves located on the airplane. One valve is located between the cockpit inflow
modulating valve and the cockpit alternate air valve in the right aft avionics compartment. A second valve is installed downstream of
the cockpit bleed air line/fuselage penetration under the cabin floorboard. Only the forward check valve has a jumper installed (Ref.
Figure 401).
A. Removal
(1) Open right aft avionics door (860AR, Figure 201, 06-50-07) to gain access to the aft check valve, or remove the forward
right cabin floor panel (140AR, Figure 201, 06-50-01) to gain access to the forward check valve.
(2) When removing the forward flapper check valve , remove screw (14), washers (9, 13), and nut (10) securing jumper (15), to
clamp (8) (Ref. Figure 401).
(3) Remove nuts (11), washers (2, 12) and bolts (1) from ducts (3, 7).
(4) Separate ducts (3, 7), and remove gaskets (4, 6) and cockpit bleed air flapper check valve (5) from airplane.
B. Installation
CAUTION: The center hinge of the cockpit bleed air flapper check valves must be oriented vertically in the bleed air
duct for the flapper check valves to operate properly and to avoid valve flutter.
CAUTION: The cockpit bleed air flapper check valve is directionally sensitive. make sure that the check valve
flappers open toward the downstream flow of bleed air.
(1) Align cockpit bleed air flapper check valve (5) and gaskets (4, 6) with the ducts (3, 7) and install bolts (1), washers (2, 12),
and nuts (11) (Ref. Figure 401).
(2) When installing the forward flapper check valve , align jumper (15), with clamp (8) and install screw (14), washers (9, 13),
and nut (10). Perform TUBING CLAMP-TO-BONDING JUMPER ELECTRICAL BONDING procedure (Ref. 20-13-00,
201).
(4) Close right aft avionics door (860AR, Figure 201, 06-50-07), or install the forward right cabin floor panel (140AR, Figure
201, 06-50-01).

21-20-03 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Bleed Air Flapper Check Valve Installation

21-20-03 (Rev B0)

21-20-03 (Rev B0)
Figure 201 : Sheet 1 : Radome and Area Below Floorboards Access Plates and Panels

21-20-03 (Rev B0)

21-20-03 (Rev B0)

21-20-03 (Rev B0)

21-20-04 (Rev B0)
CABIN BLEED AIR FLAPPER CHECK VALVE - REMOVAL/INSTALLATION

1. CABIN BLEED AIR FLAPPER CHECK VALVE
A. Removal
The cabin bleed air flapper check valve is located in the right aft cabin behind the cabin evaporator housing. The cabin bleed air
flapper valve is installed in the outlet of the cabin thermal isolator (Ref. Figure 401).
(2) Perform the MAIN BATTERY DISCONNECTING procedure (Ref. 24-30-00, 301) to disconnect the main battery and tag
connector with a caution tag indicating "DO NOT RECONNECT".
(3) Perform the ENVIRONMENTAL CONTROL SYSTEM (ECS) COVER REMOVAL procedure (Ref. 25-40-01, 401).
(4) Remove coupling (3) from the bleed air duct (1) and cabin thermal isolator (4) (Ref. Figure 401).
(5) Separate the bleed air duct (1) from the cabin thermal isolator (4) and remove the cabin bleed air flapper check valve (2).
B. Installation
The cabin bleed air flapper check valve is located in the right aft cabin behind the cabin evaporator housing. The cabin bleed air
flapper valve is installed in the outlet of the cabin thermal isolator (Ref. Figure 401).
CAUTION: The center hinge of the cabin bleed air flapper check valve must be oriented vertically in the bleed air
duct for the flapper check valve to operate properly and to avoid valve flutter.
CAUTION: The cabin bleed air flapper check valve is directionally sensitive. Ensure that the check valve flappers
open toward the downstream flow of bleed air.
(1) Align cabin bleed air flapper check valve (2) between the cabin thermal isolator (4) and the bleed air duct (1) with the valve
opening forward and the hinge oriented vertically in the duct (Ref. Figure 401, Detail B).
(2) Install the coupling (3) securing the cabin bleed air flapper check valve (2) and bleed air duct (1) in position.
(3) Perform the ENVIRONMENTAL CONTROL SYSTEM (ECS) COVER INSTALLATION procedure (Ref. 25-40-01, 401).
(4) Remove caution tags and perform the MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301).

21-20-04 (Rev B0)
Figure 401 : Sheet 1 : Cabin Bleed Air Flapper Check Valve Installation

21-20-06 (Rev B0)
BI-LEVEL FLOW CONTROL VALVE - REMOVAL/INSTALLATION

1. Bi-Level Flow Control Valve
A. Removal
NOTE: Removal procedures for the left and right bi-level flow control valves are typical. Only the procedures
for the left are outlined.
(1) Remove the upper left pylon panel (410AT, left; 420AT, right; Figure 201, 06-50-04).
(2) Disconnect electrical connector (1) from the bi-level flow control valve (10) (Ref. Figure 401).
(3) Disconnect small bleed air line (2) from the bi-level flow control valve (10). Disconnect the small bleed air line (2) from the
swivel elbow (3) only if required.
(4) Loosen coupling (13) securing the bi-level flow control valve (10) to the engine bleed air duct assembly (15).
(5) Loosen coupling (6) securing the bi-level flow control valve (10) to the firewall bleed air duct (4).
(6) Remove bolt (12), two washers (8, 11), and nut (7) from the upper bracket (9).
(7) While pulling the bi-level flow control valve (10) apart from the bleed air ducts (4, 15), remove the sealing elements (5, 14).
B. Installation
NOTE: Installation procedures for the left and right bi-level flow control valves are typical. Only the procedures
for the left are outlined.
To install coupling, position the sealing element against the male flange first. Mate with female flange
and install coupling.
(1) Install the sealing element (5), coupling (6), and bi-level flow control valve (10) onto the firewall bleed air duct (4) (Ref.
Figure 401).
(2) Install bolt (12), two washers (8, 11) and nut (7) securing the bi-level flow control valve (10) to the bracket (9).
(3) Install the sealing element (14), coupling (13), and bi-level flow control valve (10) onto the engine bleed air duct (15).
(4) Tighten couplings (6, 13) securing the bi-level flow control valve (10) to the bleed air ducts (4,15).
(5) Connect small bleed air line (2) onto the bi-level flow control valve (10). Connect the small bleed air line (2) onto the swivel
elbow (3), if previously removed.
(6) Connect electrical connector (1) to the bi-level flow control valve (10).
(7) Perform the BLEED AIR SYSTEM OPERATIONAL CHECK procedure (Ref. 21-20-00, 501).
(8) Install the upper left pylon panel (410AT, left; 420AT, right; Figure 201, 06-50-04).

21-20-06 (Rev B0)
Figure 401 : Sheet 1 : Bi-Level Flow Control Valve Installation

21-20-06 (Rev B0)
Figure 201 : Sheet 1 : Pylon Access Plates and Panels

21-20-06 (Rev B0)
Figure 201 : Sheet 2 : Pylon Access Plates and Panels

21-20-07 (Rev B0)
FOOT WARMER CONTROL CABLE - REMOVAL/INSTALLATION

1. Information
Refer to Chapter 20-52-00, 201 for information on tools and equipment referenced in Table 401. Refer to Chapter 20-53-00, 201 for
information on recommended materials referenced in Table 401.
MATERIALS
02-002 Lubricating Oil
2. Foot Warmer Control Cable
This procedure provides for removal and installation of foot warmer control cable assembly.
A. Removal
NOTE: The procedure for removal of left and right foot warmer control cables are identical. The procedure
listed below is for left side (pilot's) foot warmer control cable.
(1) Make sure the BAT switch is in the OFF position and tagged with a caution tag indicating "DO NOT APPLY POWER".
(2) Perform MAIN BATTERY DISCONNECTING procedure (Ref. 24-30-00, 301) and tag the connector with a caution tag
(3) Perform CREW SEAT REMOVAL procedure and remove pilot's seat (Ref. 25-10-01, 401).
(4) Make sure foot warmer cable (15) is in closed (OFF) position (Ref. Figure 401, Detail E, Sheet 2 of 2).
(5) Use a suitable tool to straighten and unlock foot warmer cable (15) end to ease removal of foot warmer cable (15) from
hole in foot warmer pin (18).
(6) Disconnect foot warmer cable (15) from foot warmer pin (18) by loosening nuts (21) and pulling the cable out of foot
warmer pin (18) (Ref. Figure 401, Detail C, Sheet 1 of 2).
(7) Remove screw (13), washer (14), and clamp (16) from bracket (17).
(8) Depress and hold release button (1) and pull out control knob (3) (Ref. Figure 401, Detail B, Sheet 1 of 2).
(9) Loosen retaining nut (4).
(10) Remove grommet (11) on back side of sub-panel structure assembly (12).
(11) Depress and hold release button (1) while pulling out control knob (3) until ball bearing (6) in control cable shaft (5) is
exposed and remove ball bearing (6) from the slot.
(12) Remove release button (1), spring (2) and retaining nut (4).
(13) Remove foot warmer cable (15) from back side of sub-panel structure assembly (12), then remove lock washer (8) and nut
(9) from cable sheath (10).
(14) Remove control cable shaft (5).
(15) Remove preformed packing (7) from control cable shaft (5).
B. Installation
NOTE: The procedure for installation of left and right foot warmer control cables are identical.The procedure
listed below is for left side (pilot's) foot warmer control cable.
(2) Install grommet (11) in back side of sub - panel structure assembly (12) (Ref. Figure 401, Detail B, Sheet 1 of 2).
(3) Install preformed packing (7) in the groove on control cable shaft (5).
(4) Install grommet (11), nut (9) and lock washer (8) onto cable sheath (10).
(5) Insert cable sheath (10) into back side of sub-panel structure assembly (12).
(6) Install retaining nut (4) on cable sheath (10).
(7) Screw control knob (3) on control cable shaft (5), then pull out control cable shaft (5) until slot is visible.
(8) Assemble release button (1), spring (2), and control knob (3), then insert them into control cable shaft (5).
(9) With release button (1) depressed, place ball bearing (6) into the slot in control cable shaft (5), then insert the cable into
cable sheath (10), and tighten retaining nut (4).

21-20-07 (Rev B0)
(10) Make sure foot warmer cable (15) is in closed (OFF) position (Ref. Figure 401, Detail E, Sheet 2 of 2).
(11) Install foot warmer cable (15) and clamp (16), to bracket (17) with screw (13) and washer (14) (Ref. Figure 401, Detail C,
Sheet 1 of 2).
(12) Install foot warmer cable (15) to link hinge (20) with foot warmer pin (18) using washers (19) and nuts (21), then tighten
(Ref. Figure 401, Detail C, Sheet 1 of 2). Maintain clearances as shown in Figure 401, DetailsE and F, Sheet 2 of 2.
Adjust as required.
(13) Use a suitable tool to bend and lock foot warmer cable (15) end to an angle of 50° upward.
NOTE: If interference is found between foot warmer cable (15) connection and operation of the rudder foot
pedal, remove and re-install connection using alternative method shown in Figure 401, Detail D, Sheet 1
of 2.
(14) Perform a functional test on foot warmer control cable (15). Make sure hardware does not interfere with rudder pedals
when fully extended.
(15) Apply a light coat of lubricating oil (02-002, Table 401) to the foot warmer hinge pin (18).
(16) Perform CREW SEAT INSTALLATION procedure and install pilot's seat (Ref. 25-10-01, 401).
(17) Perform MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301) and remove all caution tags.
(1) Make sure work area is clean and clear of tools and other equipment.

21-20-07 (Rev B0)
Figure 401 : Sheet 1 : Foot Warmer Cable Installation

21-20-07 (Rev B0)
Figure 401 : Sheet 2 : Foot Warmer Cable Installation

21-30-00 (Rev B1)
PRESSURIZATION CONTROL - DESCRIPTION AND OPERATION

1. Introduction
This section provides information on the system and components that control pressurization of the airplane fuselage.
2. Description
The pressurization system maintains cabin air pressure (altitude) at a comfortable level regardless of outside altitude. The
pressurization controller regulates the setpoint of the outflow valves by trimming a regulator in the primary outflow valve. The outflow
valve, in turn, regulates the air that is permitted to escape through the outflow valves to the outside atmosphere. The system can be
operated in an AUTO or MANUAL mode. System status is provided by annunciators located on the annunciator panel. Refer to
Figure 1 and Figure 2 (Sheet 1 of 2).
The primary components in the pressurization system are:
• Cabin pressurization controller
• Pressurization mode switch
• Primary outflow valve and filter
• Secondary outflow valve
• Cabin altitude switch
• Cabin pressure annunciators
The cabin pressurization controller is located on the pressurization control panel in the center instrument panel. It controls the cabin
pressure by providing an electrical control signal to the primary outflow valves in response to barometric pressure and airplane
pressure altitude data from the RH Air Data Computer ARINC 429 data bus. The secondary outflow valve is pneumatically driven by
the primary outflow valve. The cabin altitude, flight level, cabin rate, climb/descent arrow, and mode are displayed on the
pressurization controller.
The primary and secondary outflow valves are mounted on the cabin side of the aft pressure bulkhead. The primary outflow valve is
attached to the right pressure can. The secondary outflow valve is attached to the left pressure can.
There are two cabin pressure annunciators associated with the pressurization system: CABIN ALT HIGH and PRESS CTL FAIL.
Both annunciators are located on the annunciator panel in the middle of the instrument panel. The CABIN ALT HIGH annunciator is
illuminated when the cabin altitude high switch senses a cabin altitude of 10,000 +0/-500 feet. The PRESS CTL FAIL annunciator is
illuminated when the cabin pressurization controller loses the air data input from the databus or detects an internal failure via Built-In-
Test.
3. Operation
The cabin pressurization controller (21A2) receives primary power (28 VDC) from the LEFT MAIN BUS through the CABIN PRESS
circuit breaker (21CB1). This primary power input is also applied to the pressurization mode switch (21S1) to generate a mode
selection command to the controller. A secondary power source (28 VDC) from the ESSENTIAL BUS through the DUMP PRESS
circuit breaker (21CB2) is applied to the pressurization mode switch (21S1) to generate the DUMP or TEST command signals to the
pressurization controller. Refer to Figure 3.
The cabin pressure control system will control the cabin altitude and rate of change automatically by selecting AUTO and entering the
landing field elevation. In the AUTO mode, the pressurization system will initiate a power-up BIT when first powered on. During
system operation, it continuously runs a time BIT. Upon passing the power-up BIT, the system is released to enter the other modes. If
the BIT fails, the system will remain in BIT until the system is turned OFF or the system is reset using the TEST position. If the BIT fails
or the air data is lost, the system automatically changes to the MAN mode and illuminates the PRESS CTL FAIL annunciator. The
cabin pressurization controller maintains and controls the cabin pressure by providing an electrical control signal to the primary
outflow valves that modulates the position of the outflow valve. The electronic auto-schedule controller provides appropriate auto-
schedule cabin climb and descent rates. During normal operation, the controller limits cabin rates to 500 feet/minute climb and 400
feet/minute descent. The controller may also limit cabin rates to as high as 700 feet/minute climb during airplane descent to a high
elevation airport. The pilot input to the controller for normal operation (AUTO mode) is landing field altitude. The isobaric or manual
control mode is also available for pilot selection. In the manual mode, the airplane flight level (FL) is entered and the controller will
display the corresponding cabin altitude and control the rate of change. The MANUAL mode has different rate limits than the AUTO
mode. The controller limits cabin rates to 1000 feet/minute climb and descent rates in the MANUAL mode. The controller will display
the cabin altitude rate of change in all modes (including OFF). Refer to Figure 4.
Air data, barometric pressure and airplane pressure altitude, is supplied to the cabin pressurization controller from the RH Air Data
Computer ARINC 429 data bus for the basis of its computation and control of the cabin pressure. In the event that the air data input is
lost, the system automatically changes to the MANUAL mode and illuminates the PRESS CTL FAIL annunciator. The cabin altitude,
flight level, cabin rate, climb/descent arrow, and mode are displayed on the pressurization controller.
When the airplane is on the ground, a Weight-on-Wheels valid signal (28 VDC) from the L GND SAFETY RELAY No. 1 (32K4) is
applied to the pressurization controller. If the throttles are less than 80% N1, the system automatically enters the On Ground

21-30-00 (Rev B1)
Depressurization mode which positions both outflow valves to the full open position. When the throttles are moved to 80% N1 or
greater, the system enters the Pre-Pressurization mode. In this mode, the cabin is pressurized slightly and the door seal pressurizes
to avoid pressure bumps during takeoff. When the airplane lifts off, the Weight-on-Wheels invalid signal (open) from the L GND
SAFETY RELAY No. 1 (32K4) is applied to the pressurization controller. If the pressurization mode switch (21S2) is in the AUTO
position, the pressurization system will enter the auto schedule mode.
The primary outflow valve is electronically controlled and pneumatically positioned. Pneumatic pressure provided to the valve is
passed through an integral ejector. The ejector provides a vacuum to a servomotor-controlled pressure regulator and to the normally
closed vacuum solenoid valve. The controller will provide a voltage (-12 VDC to 12 VDC DC) to the servo motor which will change
the pressure regulator setting. This regulated pressure is applied to the outflow valve chamber to open or close the valve. If the
regulated pressure is less than the cabin pressure, the valve will open. If the pressure is equal to or higher than the cabin pressure, an
internal spring will close the valve. A potentiometer senses the position of the regulating valve and provides feedback to the
controller. The controller provides voltage to the potentiometer (typically 5 VDC differential between the "top" and "bottom") and it
monitors the return "wiper" voltage (0 to 5 VDC). A removable filter is located under the primary outflow valve cover to filter the small
amount of cabin air that is flowing through the internal pressure regulator.
The primary outflow valve is interconnected pneumatically with the secondary outflow valve to control the valve position and regulate
cabin airflow. Both valves have independent maximum cabin differential pressure protection and cabin altitude limiting devices. The
cabin differential pressure limiting device is set to 8.3 ±0.1 PSID. Ambient air pressure is used by the maximum differential limiters
to open the outflow valves, if required. The altitude limit regulators incorporated into both outflow valves will limit the cabin altitude to
13,500 ± 1,500 feet.
The vacuum solenoid in the primary outflow is normally closed (de-energized) in flight. Vacuum from the ejector will pass through the
valve when it is energized open to pull the outflow valves open. It will be energized when the airplane is on the ground to prevent the
cabin from pressurizing. The solenoid valve is an integral part and is not field serviceable. Power to the vacuum solenoid is
interrupted when any of the following conditions exist:
• Airplane is off the ground.
• Throttle is above 80% N1 (Pre-pressurization)
• Controller Test Mode is selected
• ADC is providing an input of 15,000 feet or higher
The DUMP solenoid valve in the primary outflow valve is normally closed and only energized open when the DUMP mode is selected.
Ambient static air is ported to the dump solenoid valve and used to pull the outflow valve open in an emergency condition. The
solenoid valve is not a field serviceable item.
4. Components
A. Cabin Pressurization Controller
The cabin pressurization controller is located on the pressurization control panel in the center instrument panel below the
annunciator panel. The cabin pressurization controller maintains and controls the cabin pressure by providing an electrical
control signal to the outflow valves which modulates the position of the outflow valves. The pilot input to the cabin pressurization
controller for normal operation (AUTO mode), is landing field altitude. Isobaric or manual control modes are also available for
pilot selection. The cabin altitude, flight level, cabin rate, climb/descent arrow, and mode are displayed on the pressurization
controller. Refer to Figure 2 (Sheet 2 of 2).
B. Pressurization Mode Switch
The pressurization mode switch is located on the pressurization panel to the right of the pressurization controller. The
pressurization mode switch (21S1) is a five-position switch with four sets of contacts. The switch controls the mode of the
pressurization system. The switch positions are: TEST, OFF, AUTO, MAN, and DUMP.
C. Primary Outflow Valve
The primary outflow valve is installed in the right pressure can on the cabin side of the aft pressure bulkhead. The primary
outflow valve regulates the outflow of cabin air to provide a comfortable and safe environment for the crew and passengers. The
primary outflow valve operates in conjunction with the secondary outflow valve. The primary outflow valve receives electrical
signals from the pressurization controller allowing the pressurization system to monitor and adjust the cabin pressure. The
primary outflow valve contains a removable filter which is accessed by removing three screws and a cover located on the face
of the valve.
The primary outflow valve exhaust air flows through the can on the aft side of the aft pressure bulkhead and is routed by a duct to
an exhaust plenum on the bottom of the airplane. This ducts the moist air from the cabin out of the airplane.
The primary outflow valve has the following environmental interfaces:
• Air pressure connection to a regulated bleed air source for ejector operation. This bleed air input is filtered and applied

21-30-00 (Rev B1)
to the vacuum ejector (located within the primary outflow valve) for operation of the primary and secondary outflow valves.
• Ambient static air pressure port connection for maximum differential pressure reference located on the lower aft
fuselage shell at FS 382 and RBL 15.
• Static source air pressure connection for ejector exhaust and condensation drain.
• Air pressure connection to the secondary outflow valve.
D. Secondary Outflow Valve
The secondary outflow valve is installed in the left pressure can on the cabin side of the aft pressure bulkhead. The secondary
outflow valve regulates the outflow of cabin air to provide a comfortable and safe environment for the crew and passengers. The
secondary outflow valve operates in conjunction with the primary outflow valve. The secondary outflow valve receives pneumatic
input from the primary outflow valve.
The secondary outflow valve exhaust air flows through the can on the aft side of the aft pressure bulkhead and is routed by a
duct to an exhaust plenum on the bottom of the airplane. This ducts the moist air from the cabin out of the airplane.
The secondary outflow valve has the following interfaces:
• Ambient static line pressure port connection for maximum differential pressure reference. The static port is located on
the lower aft fuselage at FS 382 and RBL 12.
• Air pressure connection to the primary outflow valve.
E. Cabin Altitude High Switch
The cabin altitude high switch is located on the forward side of the pedestal on the right side of the cockpit. The cabin altitude
high switch (21S4) monitors the cabin pressure during flight. If the cabin altitude exceeds 10,000 +0/-500 feet, the cabin altitude
high switch will activate and supply a ground to the CABIN ALT HI indicator on the annunciator panel (31A4).
F. Cabin Pressure Annunciators
There are two cabin pressure annunciators associated with the pressurization system. The annunciators are located on the
annunciator panel which is located in the middle of the instrument panel just to the right of the centerline.
The CABIN ALT HIGH annunciator is illuminated when the cabin altitude high switch (21S4) provides a ground to the
annunciator panel (31A4). The ground is applied when the cabin altitude high switch senses a cabin altitude of 10,000 +0/-500
feet.
The PRESS CTL FAIL annunciator is illuminated when the pressurization controller loses the air data input from the data bus or
detects an internal failure via the Built-In-Test. The pressure controller receives input from the ARINC 429 data bus for the basis
of its computation and control of cabin pressure. The data received is barometric pressure and airplane pressure altitude. The
pressurization system will initiate a power-up BIT when first powered on. Then runs a time BIT continuously during the system
operation. Upon passing the power-up BIT, the system is released to enter the other modes. If the BIT fails or the air data input
is lost, the system automatically changes to the MAN mode and illuminates the PRESS CTL FAIL annunciator.

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Figure 1 : Sheet 1 : Pressurization Control System Block Diagram

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Figure 2 : Sheet 1 : Pressurization Control System Component Locations

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Figure 2 : Sheet 2 : Pressurization Control System Component Locations

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Figure 3 : Sheet 1 : Pressurization Control System Functional Schematic

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Figure 4 : Sheet 1 : Outflow Valve Functional Schematic Diagram

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PRESSURIZATION CONTROL - ADJUSTMENT/TEST

1. Information
Refer to Chapter 20-52-00, 201, for information on tools and equipment referenced in the table 501. Refer to Chapter 20-53-00, 201
for information on recommended materials referenced in the table 501.
MATERIALS
059 Test Set
099 Altimeter
134 Cabin Door Net
178 Cabin Tester
179 Adapter, Cabin Pressure Test
Kit
180 Inter-Communication
Equipment
2. Pressurization System (Ground Test)
Table 502. Pressurization System Functional Test
ACTION RESULT
1. Open the LDG GR CTRL circuit breaker
2. Make sure the landing gear handle is in the DOWN
position.
3. Make sure that the right squat switch is properly attached to
the strut and in the ON GROUND position.
4. Place the CKPT and CABIN temperature controls to the
MAN position.
5. Place the temperature control toggle switch to the
COCKPIT position.
6. Place the bleed air switch to the OFF position.
7. Place both the blower switches to the MID position.
8. Place the mode switch on the pressurization control panel
to the OFF position.
9. Perform the ENGINE GROUND OPERATING procedure
(Ref. 71-00-00, 601)
10. Set the left and right thrust levers to the IDLE position.
11. Make sure the avionics A & B switches are in the ON
position.
12. Rotate the pressurization mode switch to the AUTO AUTO is displayed on the pressurization controller after
position. approximately 2 seconds and the PRESS CTL FAIL
annunciator should be extinguished.
13. Rotate the bleed air switch to the NORM position. At the copilot's sub-panel the cabin altitude indication on the
CABIN ALT/DIFF PRESS should be approximately field
(ground) altitude.
The cabin altitude indication on the PRESSURIZATION
panel indicator should indicate approximately field (ground)
altitude.

21-30-00 (Rev B0)
14. Rotate the pressurization mode switch to the MAN position. The airplane should remain de-pressurized.
15. Rotate the ALT SEL knob to -1000ft. The pressurization controller should display the selected
altitude and the airplane should remain de-pressurized.
16. Rotate and hold the pressurization mode switch in the TEST The door seal should inflate.
position.
17. Wait at least 15 seconds after switching to the TEST The airplane should pressurize at an initial rate of descent
position then rotate the ALT SEL knob to 0 ft. of no greater than 900 fpm (the cabin pressurization system
will not achieve an exact, unvarying dive rate every time it is
operated).
18. On the pressurization controller select an altitude of +3000 The airplane should de-pressurize at an initial rate of
ft. descent of no greater than 1200 fpm (the cabin
pressurization system will not achieve an exact, unvarying
dive rate every time it is operated).
19. Rotate the pressurization mode switch to the AUTO The pressurization controller should perform a LCD display
position. test after the release of the switch.
The cabin altitude indication on the pressurization panel
indicator should be approximately field (ground) altitude.
The door seal should deflate.
20. Advance the left and right thrust levers to 82 ± 2% N1. The airplane should pressurize at an initial rate of descent
of less than 500 fpm.
The airplane should remain pressurized for a minimum of
10 seconds
The door seal should inflate when the left thrust lever is
greater than 75% N1
21. Confirm the results in step 20 and return the left and right
thrust levers to the IDLE power position.
22. At the co-pilot circuit breaker panel open the #2 ADC circuit The PRESS CTL FAIL annunciator should come on and the
breaker. MASTER CAUTION lights should come on and flash.
23. At the co-pilot circuit breaker panel close the #2 ADC The PRESS CTL FAIL annunciator should go off and the
circuit breaker. MASTER CAUTION lights should go off.
24. Rotate the pressurization mode switch to the TEST position
then rotate it back to the AUTO position.
25. Rotate the pressurization mode switch to the MAN position.
26. Place the left weight on wheels (WOW) switch to the IN AIR The door seal should inflate.
position (vertical).
27. Wait at least 15 seconds after rotating the WOW switch to The airplane should pressurize at an initial rate of descent
the IN AIR position then rotate the ALT SEL knob to -1000 of less than 900 fpm.
ft.
28. Momentarily press the cabin door latch release button. The door seal should deflate while the cabin door latch
release is pushed.
29. Rotate the pressurization mode switch to the MAN position The airplane should de-pressurize at an initial rate of climb
and confirm the altitude selection of +3000 ft. of less than 1200 fpm.
30. Rotate the pressurization mode switch to the DUMP The airplane pressure should dump.
position.
31. Place the left weight on wheels (WOW) switch to the ON The door seal should deflate.
GROUND position.
32. Rotate the bleed air switch to the OFF position.

21-30-00 (Rev B0)
33. Rotate the pressurization mode switch to the AUTO

position.
34. Rotate the CKPT and CABIN temperature knobs to the

MAN-INC position for approximately 20 seconds.
35 Perform the ENGINE GROUND OPERATING procedure
(Ref. 71-00-00, 601) and shut down both engines.
3. Pressurization System Ground Test (Quick Leakage Test)
Table 503. Pressurization System Ground Test (Quick Leakage Check)
ACTION RESULT
1. Open the LDG GR CTRL circuit breaker.
2. Make sure the landing gear handle is in the DOWN
position.
3. Make sure that the right squat switch is properly attached to
the strut and in the ON GROUND position.
4. Place the CKPT and CABIN temperature controls to the
MAN position.
5. Place the temperature control toggle switch to the
COCKPIT position.
6. Place the bleed air switch to the OFF position.
7. Place both blower switches to the MID position.
8. Place the mode switch on the pressurization control panel
to the OFF position.
WARNING:
If leak checking a component on the left side of the airplane, operate the right engine only. If leak checking a
component on the right side of the airplane, operate left engine only.
(Ref. 71-00-00, 601) and start the necessary engine.
10. Set the appropriate thrust lever to the IDLE position.
11. Make sure the avionics A & B switches are in the ON
position.
12. Rotate the pressurization mode switch to the AUTO AUTO is displayed on the pressurization controller after
position. approximately 2 seconds and the PRESS CTL FAIL
annunciator should be extinguished.
13. Rotate the bleed air switch to the NORM position. At the copilots sub-panel the cabin altitude indication on the
CABIN ALT/DIFF PRESS should be approximately field
(ground) altitude.
The cabin altitude indication on the PRESSURIZATION
panel indicator should indicate approximately field (ground)
altitude.
14. Rotate the pressurization mode switch to the MAN position. The airplane should remain de-pressurized.
15. Rotate the ALT SEL knob to -1000 ft. The pressurization controller should display the selected
altitude and the airplane should remain de-pressurized.
16. Rotate and hold the pressurization mode switch in the TEST The door seal should inflate.
position.

21-30-00 (Rev B0)
17. Wait at least 15 seconds after switching to the TEST The airplane should pressurize at an initial rate of descent
position then rotate the ALT SEL knob to 0 ft. of no greater than 900 fpm (the cabin pressurization system
will not achieve an exact, unvarying dive rate every time it is
operated).
18. During the 15 second test, spray 50% water and 50% mild Inspect for bubbles, note area and reseal as required.
soap mixture in the recently resealed area (cabin window,
escape hatch, windshields, main entry door seal).
19. On the pressurization controller select an altitude of +3000 The airplane should de-pressurize at an initial rate of
ft. descent, no greater than 1200 fpm (the cabin pressurization
system will not achieve an exact, unvarying dive rate every
time it is operated).
20 Rotate the pressurization mode switch to the AUTO The pressurization controller should perform a LCD display
position. test after release of the switch.
The cabin altitude indication on the pressurization panel
The door seal should deflate.
21. Rotate the pressurization mode switch to the DUMP The airplane pressure should dump.
position.
22. Rotate the bleed air switch to the OFF position.
23. Rotate the CKPT and CABIN temperature knobs to the
MAN-INC position for approximately 20 seconds.
(Ref. 71-00-00, 601) and shut down both engines.
4. Cabin Pressurization Leak Test
A. Safety Precautions
WARNING: Personnel who are detailed to work under pressurized conditions should be free from known medical
conditions such as obesity, heart conditions, respiratory conditions, or ear infections.
WARNING: The test equipment operator must be proficient in the setup and operation of the pressurization system
test equipment and operation of the airplane pressurization system.
WARNING: An inter-communication system shall be in operation to permit continuous voice contact with the
operator outside the cabin.
All personnel working inside the cabin while it is under pressure or operating the test equipment must be completely familiar
with and understand all of the following safety rules:
(1) The test equipment operator shall remain at the cabin tester (178, Table 501) whenever there is pressure inside the cabin.
(2) Before pressure is applied to the fuselage, the correct restraint must be put in position. Make sure that the cabin door net
(134, Table 501) is correctly installed.
(3) All electrical equipment used inside the cabin during pressurization must be of an approved design.
(4) The cabin tester (178, Table 501) must be turned on and stabilized for a minimum of 5 minutes before use.
(a) If the pressure gage is not reading exactly zero after 5 minute warm up, zero the gage by turning the zero adjustment
on the front cover of the pressure gage. Make sure that there is no pressure on the gage before it is zeroed.
(b) The vertical speed indicator must also be at zero ft/min.
(5) The cabin pressure hose must be free of leaks and the fittings must be tight to make sure that there are no leaks.
(6) Make sure there is a warning sign hanging from the door while there is pressure in the fuselage.
(7) Personnel inside the cabin shall not pull plugs, open outflow valves or do anything to speed up the rate of depressurization.
Too fast a rate could cause injury to occupants. Pushing open the outflow valve may damage the valve and cause
unnecessary rejection.
(8) When the fuselage is pressurized with personnel inside, the pressure shall not be changed at a rate in excess of 1,000 feet
per minute. There must be a least two people in the cabin while pressurized.

21-30-00 (Rev B0)
(9) When personnel are detailed to work inside the cabin while under pressure, the cabin pressure must not be more than 4.0
psi.
(10) Never put or use flammable substances inside the airplane while it is pressurized.
(11) All personnel involved with cabin pressurization shall understand and obey all safety rules as prescribed by any local or
company safety authority.
B. Cabin Tester Connection
(1) Make sure that the emergency exit hatch is secure. Perform the EMERGENCY EXIT HATCH INSTALLATION procedure
(Ref. 52-20-01, 401).
(2) Set the cabin tester (178, Table 501) into position.
(a) Connect the large grey hose to the cabin pressure service port in the aft maintenance bay with the adapter from the
adapter kit (179, Table 501).
CAUTION: The unused AN4 test port that is used to sense cabin pressure is never to be capped on the inside
of the airplane. If there is a cap installed on the inside, remove the cap before the sense line from
the cabin tester is connected. Never install a cap on the inside. When the test is complete cap the
open fitting on the outside with the correct cap.
NOTE: To check for an internal cap from outside the airplane, gently insert a length of safety wire into the
fitting.
(b) Connect the cabin sensing hose to the unused AN4 test port (Ref. Figure 504) on the aft pressure bulkhead.
(c) Tape the atmospheric vents for the left and right outflow valves closed.
(3) Connect the door seal hose to the pneumatic pressure service port in the aft maintenance bay. Cap the outflow valve
vacuum exhaust port on the right dump valve aft of the aft pressure bulkhead with the cap removed from the pneumatic
pressure service port.
(4) Connect the supply air hose from the cabin tester to the shop air supply. Connect the power cord, turn on the cabin tester
and let it warm up for 5 minutes before use.
(5) If necessary, load all equipment and personnel into the cabin. Make any necessary electrical and air connections and test
the intercom system.
C. Airplane Preparation
(1) Set the throttles to the NORM TAKEOFF position.
(2) Perform the CONNECTING AND APPLYING EXTERNAL ELECTRICAL POWER procedure (Ref. 24-40-00, 301).
(3) If a hydraulic power unit is connected to the airplane, perform the DISCONNECTING EXTERNAL HYDRAULIC POWER
procedure (Ref. 29-00-00, 301) and make sure that both hoses are disconnected from the airplane service ports before
any pressure is applied.
(4) Perform the CABIN ALTITUDE HIGH SWITCH REMOVAL procedure (Ref. 21-30-04, 401).
(5) Perform the OXYGEN BAROMETRIC PRESSURE SWITCH REMOVAL procedure (Ref. 35-20-05, 401).
D. Passenger Door Closing
CAUTION: If the door mechanism requires more force to latch the door from the outside than is required to latch it
from the inside, open the door and correct the problem. Never use too much force to close the cabin
door.
CAUTION: To make sure that the cabin door is correctly closed and latched for cabin pressure checks, the
following precautions must be taken.
(1) The passenger door rigging must be correctly adjusted. If necessary, perform the PASSENGER DOOR ADJUSTMENT
procedures (Ref. 52-10-01, 501).
(2) When personnel are present inside the cabin during pressurization, they must visually inspect all latching mechanisms to
make sure that the door is securely closed.
(3) If no personnel are present inside the cabin during pressurization, a door latch inspection is to be done through the right
flight deck window or cabin window to make sure that the door is latched correctly after the door has been closed from the
outside.
(4) After the door is closed, install the cabin door net (134, Table 501) into position over the door and tightly fasten the
buckles.

21-30-00 (Rev B0)
(5) Put the warning sign in position on the cabin door and turn on the red light on the pressure test cart.
CAUTION: Do not inflate the door seal while the door is open or unlatched.
(6) Close the DOOR SEAL circuit breaker (21CB3) on the aft relay panel. Apply 20 ± 2 psi to the pneumatic service port
plumbing by use of the DOOR SEAL switch and regulator.
NOTE: Make sure that the door seal is depressurized before the cabin door is opened after pressurization.
Open the DOOR SEAL circuit breaker (21CB3) on the aft relay panel to do this. Always unlatch the
cabin door before the safety net is unbuckled.
E. Cabin Leak Sealing
WARNING: Do not exceed 4.0 PSI with personnel inside cabin.
NOTE: Any necessary repairs to cabin sealing may be done during this test procedure.
(1) After the 5 minute warm up, make sure that the cabin pressure indicated on the main display and the cabin pressure
indicated on the electronic controller labeled CABIN PRESSURE are within 0.05 psi of each other. If within 0.05 psi, open
the air supply valve on the cabin tester. If not, the cabin tester will require servicing or repair.
(2) Locate the button labeled SCREENS below the main display.
(a) Press the SCREENS button. A list of pressure options should display.
(b) Rotate the thumb wheel (round button) located to the right of the screens display to move the highlight box up and
down.
(c) Put the highlight box on the pressure from 1.0 to 1.5 PSI option.
(d) Press the thumb wheel to select the pressure.
NOTE: After a selection is made, the tester will pressurize the cabin to that pressure if possible. It will
also control the rate of change. As the leaks are located and sealed, the cabin pressure will
begin to rise and flow will decrease. If the airplane leakage is too great to allow the tester to
reach the selected pressure, reselect a pressure lower than the existing pressure and allow
time for the tester to stabilize.
(e) Maintain flow and blower pressure as low as possible when sealing to reduce the wet sealer blow-out.
(3) Locate leakage and apply sealant in accordance with the appropriate SEALING procedures (Ref. 20-22-00, 201).
(4) Make sure that any work required in the airplane cabin has been completed.
(5) Set the tester SCREENS menu to 0 psi. to allow the cabin to depressurize.
NOTE:If at any time, the operator of the cabin tester decides that the tester is not operating correctly, the
operator is to first select 0 psi from the SCREENS menu. If the pressure does not begin to reduce in
a few seconds, the E-Stop button should be pressed in. This will disconnect the electrical power
from the air control system in the tester. The rate back to 0 psi will not be controlled. If in a rare
instance, the E-Stop has no effect, close the air supply valve on the side of the tester. Never leave
the tester unattended for more than a few seconds until it has reached a test pressure setting and
stabilized at that setting.
CAUTION: Never assume that the pressure in the cabin has returned to zero without looking at the cabin pressure
gauge on the tester. Always unlatch the door before removing the safety net.
(6) Make sure that the cabin pressure has returned to zero.
(7) Open the DOOR SEAL circuit breaker (21CB3) on the aft relay panel to depressurize the door seal.
(8) Remove the warning notice and unlatch the cabin door before the safety net is removed.
(9) Remove the safety net and open the cabin door to allow the personnel and equipment to be off loaded.
NOTE: Make sure that any applied sealer has cured before further pressure is applied to the cabin.
(10) Perform the rest of the FOLLOW ON MAINTENANCE procedures (this section, paragraph 4.I.) or perform the other tests
as required.
F. Leak Rate Tests
(1) Make sure that paragraphs 4.A. thru 4.D. have been completed.
(2) After the 5 minute warm up, make sure that the cabin pressure indicated on the main display and the cabin pressure
indicated on the electronic controller labeled CABIN PRESSURE are within 0.05 psi of each other. If within 0.05 PSI, open

21-30-00 (Rev B0)
the air supply valve on the cabin tester. If not, the cabin tester will require servicing or repair.
(3) LEAK RATE TEST AT 3.0 ± 0.1 PSIG
(a) Locate the button labeled SCREENS below the main display.
(b) Press the SCREENS button. A list of pressure options should display.
(c) Rotate the thumb wheel (round button) located to the right of the screens display to move the highlight box up and
down.
(d) Put the highlight box on the pressure 3.0 ± 0.1 PSI option.
(e) Press the thumb wheel to select the pressure.
NOTE: After a selection is made the tester will pressurize the cabin to that pressure if possible. It will
also control the rate of change. If the airplane leakage is too great to allow the tester to reach
the selected pressure, reselect a pressure lower than the existing pressure and allow time for
the tester to stabilize.
(f) When 3.0 ± 0.1 PSIG pressure can be achieved, let the cabin pressure stabilize for three minutes. View the
flowmeter. Read the flow from the level on the float. Make sure that the leakage at this pressure is 56 SCFM.
(g) Make sure that the acceptable leak rate of 56 CFM is not exceeded.
NOTE: If the leak rate cannot be obtained, perform the CABIN LEAK SEALING procedure in this
section to repair the leaks.
(h) Proceed to the next LEAK RATE TEST AT 8.0 ± 0.1 PSIG or Step (5).
(4) LEAK RATE TEST AT 8.0 ± 0.1 PSIG
(a) Locate the button labeled SCREENS below the main display.
(b) Press the SCREENS button. A list of pressure options should display.
(c) Rotate the thumb wheel (round button) located to the right of the screens display to move the highlight box up and
down.
(d) Put the highlight box on the pressure 8.0 ± 0.1 PSI option.
(e) Press the thumb wheel to select the pressure.
NOTE: After a selection is made the tester will pressurize the cabin to that pressure if possible. It will
also control the rate of change. If the airplane leakage is too great to allow the tester to reach
the selected pressure, reselect a pressure lower than the existing pressure and allow time for
the tester to stabilize.
(f) When 8.0 ± 0.1 PSIG pressure can be achieved, let the cabin pressure stabilize for three minutes. View the
flowmeter. Read the flow from the level on the float. Make sure that the leakage at this pressure is 56 SCFM.
(g) Make sure that the acceptable leak rate of 56 CFM is not exceeded.
NOTE: If the leak rate cannot be obtained, perform the CABIN LEAK SEALING procedure in this
section to repair the leaks.
(5) When the leak test is complete select 0 PSI on the from the SCREENS menu and the tester will reduce the pressure to 0
PSI.
NOTE: The tester will record the results and they can be printed for QA or record purposes.
G. Leak Rate Correction
Air density effects the accuracy of the flowmeter in the cabin tester, therefore a correction must be made to the indicated leak
rate to determine if the cabin leakage is below the allowable rate. To correct the flowmeter reading, record the indicated flow
(CFM), air temperature and the inlet pressure while the cabin is at 8.0 ± 0.1 PSI. After recording, refer to the correction chart
(Ref. Figure 503) and plot the corrected flow. The acceptable leakage should be on, or less than 56 SCFM at 8.0 ± 0.1 PSI and
56 SCFM at 3.0 ± 0.1 PSI. If leakage is unacceptable, continue to search for and repair excessive leakage.
H. Dump Valve Test
(1) After reaching and recording an acceptable leak rate, set the pressure to 7.8 ± 0.1 PSI.
(2) Remove the tape from the left outflow valve atmospheric vent. Increase the flow by 30 CFM. observe the rate of climb
gage. The outflow valve should open between 8.2 and 8.4 PSI indicated by a return to zero on the rate of climb gage.
(3) Re-tape the left outflow valve atmospheric vent.

21-30-00 (Rev B0)
(4) Repeat steps (1) thru (3) for the right outflow valve.
I. Follow On Maintenance
CAUTION: Never assume that the pressure in the cabin has returned to zero without looking at the cabin pressure
gauge on the tester. Always unlatch the door before removing the safety net.
(1) Make sure that the cabin pressure has returned to zero.
(2) Open the DOOR SEAL circuit breaker (21CB3) on the aft relay panel to depressurize the door seal.
(3) Remove the warning notice and unlatch the cabin door before the cabin door net (134, Table 501) is removed.
(4) Remove the cabin door net and open the cabin door.
(5) Return the throttles to CUT OFF.
(6) Perform the CABIN ALTITUDE HIGH SWITCH INSTALLATION procedure (Ref. 21-30-04, 401).
(7) Perform the OXYGEN BAROMETRIC PRESSURE SWITCH INSTALLATION procedure (Ref. 35-20-05, 401).
(8) Perform the DISCONNECTING EXTERNAL ELECTRICAL POWER procedure (Ref. 24-40-00, 301).
(9) Disconnect the cabin tester power cord and the shop air supply.
(10) Disconnect the door seal hose from the pneumatic pressure service port in the maintenance bay. Remove the cap from the
outflow valve vacuum exhaust port on the right dump valve and install the cap to the pneumatic pressure service port.
(11) Remove the tape from the atmospheric vents for the left and right outflow valves.
(12) Disconnect the cabin sensing hose from the unused AN4 test port on the aft pressure bulkhead (Ref. Figure 504). Install a
cap to the open fitting on the outside of the aft pressure bulkhead.
(13) Disconnect the cabin tester large grey hose from the adapter kit and disconnect the adapter from the service port. Install
the correct blank to the cabin pressure service port.
5. Cabin Altitude High Switch Functional Test
NOTE: The Cabin Altitude High Switch Functional Test may performed using either the GROUND TEST or FLIGHT
TEST METHOD to meet the test requirements. Both procedures are presented as alternate methods for
functionally testing the switch, it is not necessary to perform both tests to prove the switch.
A. Functional Test (Ground Test Method)
The cabin altitude high switch can be tested using a fabricated vacuum chamber.
(1) Fabricate a vacuum chamber from 3-inch schedule 40 PVC plumbing pipe or suitable equivalent, 4 to 8 inches long with
two end caps. One end cap is permanently attached to the plumbing pipe with PVC cement then drilled and tapped for an
AN816-4D fitting. The other end cap is a removable closure. Material required for the vacuum chamber may be obtained
locally. Refer to Figure 502 for an example of a fabricated vacuum chamber.
(2) Remove the left pedestal side panel upholstery to gain access to the cabin altitude high switch.
(3) Remove screws (4) and washers (3) securing the cabin altitude high switch (1) to the bracket (2). Do not disconnect the
electrical connector from the cabin altitude high switch (1). Cut the tie wraps from the wire harness to allow adequate length
to place the cabin altitude high switch (1) in the vacuum chamber (Ref. Figure 501).
(4) Suspend the vacuum chamber from the airplane structure to eliminate strain on the cabin altitude high switch (1) wires.
Place the switch inside the vacuum chamber with the wires exiting the chamber from the locations referenced in Figure
502. Install the end cap then apply plumbers putty or equivalent around the wires to seal the chamber.
(5) Perform the CONNECTING AND APPLYING EXTERNAL ELECTRICAL POWER procedure (Ref. 24-40-00, 301)
(6) Connect an altimeter test unit (099, Table 501) or similar device with a certified altimeter to the fitting on vacuum chamber.
Set the altimeter to 29.92 inches of Hg.
(7) Slowly increase the vacuum in the chamber and check for leaks. Make adjustments to the end cap and apply plumbers
putty as required to reduce leak rate to a manageable amount. Total sealing may not be possible.
(8) Slowly increase the vacuum in the chamber and note the altitude at which the CABIN ALT HI annunciator illuminates. The
annunciator shall illuminate at 9,500 to 10,000 feet (20.96 to 20.58 inches of Hg).
(9) Slowly decrease the vacuum in the chamber and note the altitude on the test unit at which the CABIN ALT HI annunciator
light extinguishes. The annunciator light shall extinguish at a decreasing minimum altitude of 8,500 feet (21.80 inches of
Hg). Allow the vacuum chamber to return to atmospheric pressure.
(10) The switch must be replaced if it does not meet these specifications.

21-30-00 (Rev B0)
(11) Disconnect the test unit from the fitting on the vacuum chamber
(13) Remove the cabin altitude high switch (1) from the vacuum chamber (Ref. Figure 501). Do not disconnect the electrical
connector from the cabin altitude high switch
(14) Secure the cabin altitude high switch (1) with screws (4) and washers (3) and secure wire harness with tie wraps.
(15) Install the left pedestal side panel upholstery.
B. Functional Test (Flight Test Method)
The cabin altitude high switch can be tested during flight.
WARNING: During the following functional test, the pilot shall wear his oxygen mask in the normal mode. During
the flight, the pilot will utilize a calibrated hand-held altimeter set to 29.92 inches Hg.
(1) Fly the airplane at an altitude between 13,000 to 15,000 feet.
(2) The pilot should select MAN on the cabin pressurization switch and select 11,000 feet altitude.
(3) As cabin altitude rises, the pilot will note the cabin altitude at which the CABIN ALT HI annunciator illuminates from the
hand-held altimeter (099, Table 501). The annunciator shall illuminate at 9,500 to 10,000 feet cabin altitude.
(4) The pilot shall then select AUTO and landing altitude on the cabin pressurization switch.
(5) As the cabin pressurizes, the pilot will note the cabin altitude at which the CABIN ALT HI annunciator extinguishes. The
annunciator shall extinguish by 8,500 feet altitude upon descent.

21-30-00 (Rev B0)
Figure 501 : Sheet 1 : Cabin Altitude High Switch

21-30-00 (Rev B0)
Figure 502 : Sheet 1 : Vacuum Chamber Fabrication and Cabin Altitude High Switch Test Setup

21-30-00 (Rev B0)
Figure 503 : Sheet 1 : Cabin Pressure Correction Chart

21-30-00 (Rev B0)
Figure 504 : Sheet 1 : Aft Pressure Bulkhead AN4 Port Installation

21-30-01 (Rev B0)
CABIN PRESSURIZATION CONTROLLER - REMOVAL/INSTALLATION

1. Cabin Pressurization Controller
A. Removal
The cabin pressurization controller is connected to the pressurization control panel on the center instrument panel below the
annunciator panel (Ref. Figure 401).
(3) Perform the PRESSURIZATION CONTROL PANEL - ELECTROLUMINESCENT PANEL REMOVAL procedure (Ref. 33-
10-12, 401).
(4) Remove screws (2) securing the pressurization control panel (6) to the instrument panel (3).
(5) Disconnect electrical connectors (4) from the cabin pressurization controller (5).
(6) Remove screws (1) securing cabin pressurization controller (5) to pressurization control panel (6).
(7) Remove cabin pressurization controller (5) from the airplane.
B. Installation
The cabin pressurization controller is connected to the pressurization control panel in the center instrument panel below the
(1) Align the cabin pressurization controller (5) with the pressurization control panel (6) and install screws (1).
(2) Connect the electrical connectors (4) to the cabin pressurization controller (5).
(3) Align the pressurization control panel (6) with the instrument panel (3) and install screws (2).
(4) Perform the PRESSURIZATION CONTROL PANEL - ELECTROLUMINESCENT PANEL INSTALLATION procedure (Ref.
33-10-12, 401).
(6) Perform PRESSURIZATION SYSTEM GROUND FUNCTIONAL TEST procedure (Ref. 21-30-00, 501).

21-30-01 (Rev B0)
Figure 401 : Sheet 1 : Cabin Pressurization Controller Installation

21-30-02 (Rev B0)
PRIMARY OUTFLOW VALVE - TROUBLESHOOTING

1. Primary Outflow Valve, Pressurization Bump Test
This troubleshooting procedure will assist in identifying the serviceability of the primary outflow valve while investigating
pressurization "bumps" greater than 500 feet per minute that occur during take off.
A. Preparation
(2) Position the Avionics A and B switches ON.
(3) Position the Cabin Pressure Control System (CPCS) mode switch to AUTO.
(4) Select CPCS mode switch to TEST position and hold.
(5) Turn the CPCS controller altitude selector knob clockwise and increase the selected altitude by 3000 feet.
(6) Continue to hold the CPCS mode switch in the TEST position for three minutes after dialling in the new altitude (step 5).
(7) Select the CPCS mode switch to the OFF position.
B. Ground Run
(1) Perform the ENGINE GROUND OPERATING procedure (Ref. 71-00-00, 601) while leaving the CPCS mode selector in
the OFF position.
(2) Perform the Pressurization (Ground) test procedure with the CPCS mode selector in the OFF position.
NOTE: If the high cabin descent rate (pre-pressure bump) does not occur, the primary outflow valve is at
fault.
(3) Place both throttle levers in the IDLE position.
(4) Select the CPCS mode switch to the TEST position and hold.
NOTE: Within three minutes a controlled cabin descent rate between -600 and -1000 feet per minute
should develop. If this occurs, the primary outflow valve should be considered to be at fault.
C. Follow On Maintenance
(1) Release the CPCS Mode switch and place the switch in the OFF position.
(2) Position the Avionics A and B switches in the OFF position.
(3) Shut down the engines using the ENGINE SHUTDOWN procedure (Ref. 71-00-00, 601).

21-30-02 (Rev B2)
PRIMARY OUTFLOW VALVE - REMOVAL/INSTALLATION

1. Information
MATERIALS
05-016 Adhesive Sealant
06-001 Isopropyl Alcohol
09-035 Masking Tape
2. Primary Outflow Valve
A. Removal
The primary outflow valve (1) is located in the right pressure can on the forward side of the aft pressure bulkhead (Ref. Figure
401).
(2) Perform the MAIN BATTERY DISCONNECTING procedure (Ref. 24-30-00, 301) and disconnect the main battery and tag
the connector with a caution tag indicating "DO NOT RECONNECT".
(3) Open the right aft avionics door (860AR, Figure 201, 06-50-07).
(4) Perform the AFT COMPARTMENT UPHOLSTERY PANEL REMOVAL procedure (Ref. 25-40-02, 401) and remove the
aft lavatory upholstery to gain access to the primary outflow valve (1) (Ref. Figure 401).
(5) Disconnect the electrical connector from the primary outflow valve (1).
(6) Loosen the fitting and disconnect the pressure source hose (14) from the primary outflow valve (1).
(7) Loosen the fitting and disconnect the exhaust hose (12) from the primary outflow valve (1).
(8) Loosen the fitting and disconnect the interconnect tube (2) from the primary outflow valve.
(9) Loosen the fitting and disconnect the ambient static pressure tube (3) from the primary outflow valve (1).
(10) Remove nuts (11), washers (10), backup ring (9), flange (8) and gasket (7) from the left aft side of the can.
(11) Remove primary outflow valve (1) and gasket (4) from the forward side of the can (5).
B. Installation
The primary outflow valve (1) is located in the right pressure can on the forward side of the aft pressure bulkhead (Ref. Figure
401).
(1) Install the gasket (4) on the primary outflow valve (1).
(2) Install the primary outflow valve (1) in the forward side of the can (5).
(3) Install the gasket (7), flange (8) and backup ring (9) on studs (13) and secure with washers (10) and nuts (11).
(4) Connect the electrical connector to the primary outflow valve (1).
(5) Connect the ambient static pressure tube (3) to the primary outflow valve (1) and tighten the fitting.
(6) Connect the interconnect tube (2) to the primary outflow valve (1) and tighten the fitting.
NOTE: When connecting the interconnect tube (2), make sure that the interconnect tube is assembled in
an upward position to avoid contact with the upholstery panel when installed.
(7) Connect the exhaust hose (12) to the primary outflow valve (1) and tighten the fitting.
(8) Connect the pressure source hose (14) to the primary outflow valve (1) and tighten the fitting.
(9) Remove the caution tag and perform the BATTERY CONNECTING procedure (Ref. 24-30-00, 301).
(10) Perform the PRIMARY OUTFLOW VALVE FUNCTIONAL TEST procedure (Ref. 21-30-02, 501).
(11) Perform the AFT COMPARTMENT UPHOLSTERY PANEL INSTALLATION procedure (Ref. 25-40-02, 401) and install the
aft lavatory upholstery.
(12) Close the right aft avionics door (860AR, Figure 201, 06-50-07).
3. Primary Outflow Valve Filter (Effectivity: Airplanes Prior to RB-302 without 390-384024-0009 Valve Installed)

21-30-02 (Rev B2)
A. Replacement
The primary outflow valve filter (3) is located inside the faceplate of the primary outflow valve (Ref. Figure 402).
(3) Remove the screws (5), washers (4) and faceplate (1) from the primary outflow valve (2).
CAUTION: Do not use a sawing motion when cutting through the sealant as this will introduce sealant particles
into the valve.
When prying the cover from the valve body, do not use metal tools or implements that will scratch the
anodized aluminum surface.
(4) Insert a razor blade or exacto knife between the faceplate (1) and the valve (2) body to cut through the sealant. Slide the
blade through the sealant to separate the faceplate (1) from the primary outflow valve (2). Use a plastic putty knife to gently
pry the faceplate (1) loose.
(5) Cover the exposed opening of the valve using masking tape (09-035, Table 401). Do not cover the residual sealant
adhering to the bottom cover if sealant is present.
(6) Gently rub the sealant from the bottom cover, if sealant is present.
(7) Remove the masking tape and clean the flat portion of the bottom cover and any residual sealant from the faceplate with
isopropyl alcohol (06-001, Table 401).
(8) Allow the cover and valve to dry completely.
(9) Remove filter (3) from the sheet metal rails (6).
(10) Install a new filter (3) in the sheet metal rails (6) with the smooth side facing outwards.
(11) Apply a bead of sealant (05-016, Table 401) around the perimeter of the filter (3). Make sure all gaps are sealed.
(12) Apply a bead of adhesive sealant (05-016, Table 401) around the perimeter of the faceplate (1) and at the recess of the
screw holes.
(13) Align the faceplate (1) with the primary outflow valve (2) and install the screws (5) and washers (4). Wipe off any excess
adhesive from the faceplate.
CAUTION: Allow a minimum of four hours for the sealant to cure before operating the pressurization system.
4. Primary Outflow Valve Filter (Effectivity: Airplanes prior to RB-302 With 390-384024-0009 Valve Installed; RB-302 and
After)
A. Replacement
The primary outflow valve filter (3) is located inside the faceplate cover (2) of the primary outflow valve (Ref. Figure 403).
(3) Remove the screws (1) from the faceplate cover (2) of the primary outflow valve (4).
CAUTION: When prying the cover from the valve body, do not use metal tools or implements that will scratch the
anodized aluminum surface.
(4) Use a plastic putty knife to gently separate the faceplate cover (2) loose.
(5) Carefully remove the filter (3) and discard.
(6) Align the new filter (3) flange flush against the faceplate cover (2).
(7) Align the "C" on the faceplate cover (2) over the connector (5) on the valve (4).
(8) Apply a thin bead of adhesive sealant (05-016, Table 401) under the screw heads and secure the faceplate cover (2) and

21-30-02 (Rev B2)
filter (3) to the valve (4) with the three screws. Tighten the screws and make sure the perimeter of the cover is sealed.
CAUTION: Allow a minimum of four hours for the sealant to cure before operating the pressurization system.

21-30-02 (Rev B2)
Figure 401 : Sheet 1 : Primary Outflow Valve Installation

21-30-02 (Rev B2)
Figure 402 : Sheet 1 : Primary Outflow Valve Filter Replacement (Effectivity: Airplanes prior to RB-302 without 390-384024-0009 Valve
Installed)

21-30-02 (Rev B2)
Figure 403 : Sheet 1 : Primary Outflow Valve Filter Replacement (Effectivity: Airplanes prior to RB-302 with 390-384024-0009 Valve
Installed; RB-302 and After)

21-30-02 (Rev B2)

21-30-02 (Rev B2)
PRIMARY OUTFLOW VALVE - ADJUSTMENT/TEST

1. Information
MATERIALS
99 Hand Held Altimeter
119 Pressure Tester
2. Primary Outflow Valve Functional Test
(1) On airplanes prior to RB-100 without Kit 390-8103 Installed, rotate the left squat switch to the "on ground" position
(Ref. 32-00-00, 201). On airplanes prior to RB-100 with Kit 390-8103 Installed, and RB-100 and After,verify the
squat switch plunger is fully extended to the "on ground" position.
(2) Perform AFT COMPARTMENT UPHOLSTERY PANEL REMOVAL procedure (Ref. 25-40-02, 401) to gain access to the
primary and secondary outflow valves.
(3) Remove forward left cabin floorpanel (140AL, Figure 201, 06-50-01) to gain access to the door 3-way solenoid valve (1)
(Ref. Figure 501).
CAUTION: Do not connect an air supply to the tester installed to the door seal control valve.
(4) Disconnect the inflatable door seal tube (2) at the 3-way solenoid valve (1). Connect a pressure tester (119, Table 501) to
the 3-way solenoid valve (1) and set the tester to read pressure (Ref. Figure 501).
(5) Open the aft baggage ceiling panel (310BZ, Figure 201, 06-50-03).
(6) Disconnect pneumatic line (3) from the pneumatic pressure regulator (1) (Ref. Figure 502).
(7) Connect an air supply to the inlet port (2) of the pressure regulator (1) and apply a pressure of 90 PSIG. Make sure the
door seal pressure does not rise.
B. Functional Test
ACTION RESULT
1. Set thrust levers to IDLE. Make sure both outflow valves are closed and the door seal
pressure at the pressure tester does not increase.
2. Perform the CONNECTING AND APPLYING Make sure both outflow valves are open.
EXTERNAL ELECTRICAL POWER procedure
(Ref. 24-40-00, 301).
3. Set pressurization mode switch to the MAN
(manual mode). Allow 5 minutes for the system to
stabilize.
4. Select an altitude of -1,000 ft. Allow several Make sure both outflow valves remain open.
minutes, then confirm result.
5. Set pressurization mode switch to TEST. Make sure both outflow valves close in approximately 30
seconds.
6. While maintaining the TEST position, select an Make sure both outflow valves open within several minutes.
altitude of + 3,000 ft.
7. Set pressurization mode switch to MAN. Door seal shall de-pressurize.
8. Select an altitude of -1000ft. Make sure both outflow valves remain open.

21-30-02 (Rev B2)
9. Advance thrust levers to full power. Make sure both outflow valves partially close and the pressure
tester connected to the 3-way solenoid valve (1) should read
20 ± 5 PSIG (Ref. Figure 501).
10. Return thrust levers to IDLE. Make sure both outflow valves open and the door seal tester
depressurizes to 0 PSIG.
11. On airplanes prior to RB-100 without Kit 390- Make sure both outflow valves close.
8103 Installed, rotate the left squat switch to the "in The pressure tester connected to the 3-way solenoid valve (1)
air" position (Ref. 32-00-00, 201). On airplanes should read 20 ± 5 PSIG.
prior to RB-100 with Kit 390-8103 Installed, and
RB-100 and After, depress and hold the squat
switch plunger to the "in air" position (Ref. 32-00-
00, 201).
12. Momentarily press the cabin door latch release Make sure pressure tester connected to the 3-way solenoid
button. valve (1) reads 0 PSIG while the button is pressed.
13. Set the pressurization mode switch to DUMP Make sure there is an audible sound (clunk) from the primary
(PULL). outflow valve.
14. On airplanes prior to RB-100 without Kit 390-

8103 Installed, rotate the left squat switch to the
"on ground" position (Ref. 32-00-00, 201). On
airplanes prior to RB-100 with Kit 390-8103
Installed, and RB-100 and After, release the
squat switch plunger and allow to go to the "on
ground" mode (Ref. 32-00-00, 201).
(2) Open passenger door latch.
(3) Set the pressurization mode switch to OFF.
(4) Return the thrust levers to CUTOFF.
(5) Disconnect the pressure tester (119, Table 501) and connect the inflatable door seal tube (2) to the 3-way solenoid valve
(1) (Ref. Figure 501).
(6) Disconnect the air supply and pressure tester (119, Table 501) from the fitting and connect pneumatic line (3) to the
pressure regulator (1) (Ref. Figure 502).
(7) Perform AFT COMPARTMENT UPHOLSTERY PANEL INSTALLATION procedure (Ref. 25-40-02, 401).
(8) Close the aft baggage ceiling panel (310BZ, Figure 201, 06-50-03).
(9) Install the forward left cabin floorpanel (140AL, Figure 201, 06-50-01).
3. Primary Outflow Valve Functional Test (ALTERNATE ENGINE RUN METHOD)
A. Test Setup Procedure
(1) Perform the ENGINE GROUND OPERATING procedure (Ref. 71-00-00, 601).
B. Functional Test
ACTION RESULT
1. Set the LEFT and RIGHT thrust levers to IDLE.
2. Make sure the AVIONICS A & B switches are in the
ON position.
3. Rotate the PRESSURIZATION MODE switch to the After approximately two seconds, AUTO is displayed on the
AUTO position. pressurization controller.
PRESS CTL FAIL annunciator is OFF.

21-30-02 (Rev B2)
4. Rotate the BLEED AIR switch to NORM. At the copilot sub-panel, the cabin altitude indication on the
CABIN ALT/DIFF PRESS indicator should be approximately
field (ground) altitude.
The cabin altitude indicated on the PRESSURIZATION panel
5. Rotate the PRESSURIZATION MODE switch to the Airplane should remain de-pressurized.
MANUAL position.
6. Rotate the ALT SEL knob to -1000 feet. Selected altitude should be displayed on the pressurization
controller and the airplane should remain de-pressurized.
7. Rotate the PRESSURIZATION MODE switch to the The door seal should inflate.
The airplane should pressurize at an initial rate of descent of
TEST position and hold. Wait at least 15 seconds
900 fpm.
after switching to TEST, then rotate the ALT SEL
knob to 0 feet. The cabin altitude indication on the hand held altimeter (099,
Table 501) should stabilize at 0 ± 300 feet.
8. Rotate the ALT SEL knob to +3000 feet. The airplane should de-pressurize at an initial rate of climb of
1200 fpm.
9. Return the PRESSURIZATION MODE switch to the Door seal should deflate.
AUTO position. The pressurization controller display should perform a LCD
display test.
The cabin altitude indicated on the PRESSURIZATION panel
10. Advance the LEFT and RIGHT thrust levers to 82 ± The door seal should inflate when the left throttle lever is
2% N1 greater than 75% N1 (approximately).
The airplane should pressurize at an initial rate of descent of
less than 500 fpm and should remain pressurized for at least
ten seconds.
11. Confirm the results obtained in step (10) and return
the LEFT and RIGHT thrust levers to the IDLE
position.
12. At the copilots circuit breaker panel, OPEN the #2 The PRESS CTL FAIL annunciator illuminates and the
ADC circuit breaker. MASTER CAUTION lights illuminate and flash continuously.
13. At the copilots circuit breaker panel, CLOSE the #2 The PRESS CTL FAIL annunciator should turn OFF and the
ADC circuit breaker. MASTER CAUTION lights should turn OFF.
Rotate the PRESSURIZATION MODE switch to the
TEST position and then return it to the AUTO
position.
14. Rotate the PRESSURIZATION MODE switch to the
MANUAL position.
15. On airplanes prior to RB-100 without Kit 390- The door seal should inflate.
8103 Installed, rotate the left squat switch to the "in
air" position (vertical) (Ref. 32-00-00, 201). On
Installed, and RB-100 and After, depress and
hold the squat switch plunger to the "in air" position
(Ref. 32-00-00, 201).
16. Wait at least 15 seconds after switching the squat The airplane should pressurize at an initial rate of descent of
switch to the "in air" position, then rotate the ALT less than 900 fpm.
SEL knob to -1000 feet.

21-30-02 (Rev B2)
17. Momentarily push the CABIN DOOR LATCH The door seal should deflate while the CABIN DOOR LATCH
RELEASE button. RELEASE button is pushed.
18. With the PRESSURIZATION MODE switch set to The airplane should depressurize at an initial rate of climb of
the MAN position, rotate the ALT SEL knob to less than 1200 fpm.
+3000 feet.
19. Rotate the PRESSURIZATION MODE switch to the Airplane pressure should dump.
DUMP position.
20. On airplanes prior to RB-100 without Kit 390- Door seal should deflate.
8103 Installed, rotate the left squat switch to the
"on ground" position (Ref. 32-00-00, 201). On
Installed, and RB-100 and After, release the
squat switch plunger and allow to go to the "on
ground" mode (Ref. 32-00-00, 201)
21. Rotate the BLEED AIR switch to the OFF position.
22. Rotate the PRESSURIZATION MODE switch to the
AUTO position.
23. Rotate the COCKPIT TEMPERATURE knob and
the CABIN TEMPERATURE knob to the MANUAL-
INC position for approximately 20 seconds.

21-30-02 (Rev B2)
Figure 501 : Sheet 1 : Primary Outflow Valve Functional Test

21-30-02 (Rev B2)
Figure 502 : Sheet 1 : Pneumatic Pressure Regulator

21-30-02 (Rev B2)

21-30-02 (Rev B2)

21-30-02 (Rev B2)

21-30-02 (Rev B2)

21-30-02 (Rev B2)
Figure 201 : Sheet 1 : Empennage Access Plates and Panels

21-30-02 (Rev B2)

21-30-02 (Rev B2)

21-30-02 (Rev B0)
PRIMARY OUTFLOW VALVE - INSPECTION/CHECK

1. Information
MATERIALS
09-018 Lint-free cloth
2. Primary Outflow Valve
A. Inspection
The primary outflow valve (2) is located in the right pressure can on the forward (cabin) side of the aft pressure bulkhead (Ref.
Figure 601).
(4) Remove aft lavatory upholstery to gain access to primary outflow valve (2) located on the upper right aft pressure bulkhead
(Ref. Figure 601).
(5) If necessary, disconnect the cabin air exhaust ducting in the aft fuselage compartment to visually inspect the primary
outflow valve (2).
(6) Visually inspect the primary outflow valve (2) for accumulations of dirt, lint, and tobacco nicotine tar.
(7) If the primary outflow valve (2) needs to be cleaned, perform the PRIMARY OUTFLOW VALVE REMOVAL procedure (Ref.
21-30-02, 401).
(8) Perform the PRIMARY OUTFLOW VALVE FILTER REPLACEMENT procedure (Ref. 21-30-02, 401).
CAUTION: Extreme care must be exercised to prevent isopropyl alcohol from entering the internal cavities of
the primary outflow valve (2). During cleaning of an assembled primary outflow valve, protect all
sensing ports from ingesting isopropyl alcohol.
(9) Clean the primary outflow valve (2) by lightly brushing the main piston, diaphragms, and housing with isopropyl alcohol (06-
001, Table 601) (Ref. Figure 601).
CAUTION: Do not use compressed air to dry the primary outflow valve (2) as the blast can damage the
diaphragms.
(10) Remove residual isopropyl alcohol (06-001, Table 601) with a clean lint-free cloth (09-018, Table 601).
(11) Perform the PRIMARY OUTFLOW VALVE INSTALLATION procedure (Ref. 21-30-02, 401).
(12) Loosen fitting and remove the primary outflow valve pneumatic air filter (3) from the tube assembly (Ref. Figure 601).
(13) Inspect the primary outflow valve pneumatic air filter (3) for dirt and clogging.
(14) If the primary outflow valve pneumatic air filter (3) is found to be clogged or dirty, replace the primary outflow valve
pneumatic air filter (3).
(15) Install the primary outflow valve pneumatic air filter (3) in tube assembly and tighten the fitting.
(16) Install the cabin air exhaust ducting in the aft fuselage compartment.
(17) Install aft lavatory upholstery.

21-30-02 (Rev B0)
Figure 601 : Sheet 1 : Primary Outflow Valve Inspection

21-30-02 (Rev B0)

21-30-03 (Rev B0)
SECONDARY OUTFLOW VALVE - REMOVAL/INSTALLATION

1. Secondary Outflow Valve
A. Removal
The secondary outflow valve is located in the left pressure can on the forward (cabin) side of the aft pressure bulkhead (Ref.
Figure 401).
aft lavatory upholstery to gain access to the secondary outflow valve (6) (Ref. Figure 401).
(5) Loosen fitting and disconnect the interconnect tube (5) from the secondary outflow valve (6).
(6) Loosen fitting and disconnect the ambient static pressure tube (4) from the secondary outflow valve (6).
(7) Remove nuts (11), washers (10), flange (1), gasket (2), and backup ring (9) from the aft side of the can (3).
(8) Remove secondary outflow valve (6) and gasket (8) from the forward side of the can (3).
B. Installation
The secondary outflow valve is located in the left pressure can on the forward (cabin) side of the aft pressure bulkhead (Ref.
Figure 401).
(1) Install the gasket (8) on the secondary outflow valve (6).
(2) Install the secondary outflow valve (6) in the forward side of the can (3).
(3) Install gasket (2), backup ring (9) and flange (1) on studs (7) and secure with washers (10) and nuts (11) on the aft side of
the can (3).
(4) Connect ambient static pressure tube (4) to secondary outflow valve (6) and tighten fitting.
(5) Connect interconnect tube (5) to the secondary outflow valve (6) and tighten fitting.
NOTE: When connecting the interconnect tube (5), make sure that the interconnect tube is assembled in
an upward position to avoid contact with the upholstery panel when installed.
(7) Perform PRIMARY OUTFLOW VALVE FUNCTIONAL TEST procedure (Ref. 21-30-02, 501).

21-30-03 (Rev B0)
Figure 401 : Sheet 1 : Secondary Outflow Valve Installation

21-30-03 (Rev B0)

21-30-04 (Rev B0)
CABIN ALTITUDE HIGH SWITCH - REMOVAL/INSTALLATION

1. Cabin Altitude High Switch
A. Removal
The cabin altitude high switch is located on the upper forward side of the cockpit pedestal (Ref. Figure 401).
(3) Remove pedestal side panel upholstery to gain access to the cabin altitude high switch (2) on the pedestal (Ref. Figure
401).
(4) Identify, tag, and disconnect the electrical connector (3) from the cabin high altitude switch (2).
(5) Remove the screws (4) and washers (5) and cabin altitude high switch (2).
B. Installation
The cabin altitude high switch is located on the upper forward side of the cockpit pedestal (Ref. Figure 401).
(1) Connect the electrical connector (3).
NOTE: Upon successful competition of the CABIN ALTITUDE HIGH SWITCH FUNCTIONAL TEST
procedure, do not disconnect the pressure switch electrical connector (3) from the airplane
connector.
(2) Perform the CABIN ALTITUDE HIGH SWITCH FUNCTIONAL TEST procedure (Ref. 21-30-00, 501).
(3) Align the cabin altitude high switch (2) with the bracket (1) and install the washers (5) and screws (4).
(4) Install pedestal side panel upholstery.
(5) Remove caution tag and reconnect battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).

21-30-04 (Rev B0)
Figure 401 : Sheet 1 : Cabin Altitude High Switch Installation

21-30-05 (Rev B0)
PRESSURIZATION MODE SWITCH - REMOVAL/INSTALLATION

1. Pressurization Mode Switch
A. Removal
The pressurization mode switch is connected to the pressurization control panel on the center instrument panel below the
(3) Remove screws securing the pressurization control panel (1) to the instrument panel (Ref. Figure 401).
(4) Disconnect electrical connector (3) from the pressurization mode switch (2).
(5) Remove nut (6), locking ring (4), and lockwasher (5) securing pressurization mode switch (2) to the pressurization control
panel (1).
B. Installation
The pressurization mode switch is connected to the pressurization control panel in the center instrument panel below the
(1) Install locking ring (4) on the pressurization mode switch (2), align switch (2) in pressurization control panel (1) and install
the lockwasher (5) and nut (6).
(2) Connect the electrical connector (3) to the pressurization mode switch (2).
(3) Install screws securing the pressurization control panel (1) to the instrument panel.
(5) Perform PRESSURIZATION SYSTEM FUNCTIONAL CHECK procedure (Ref. 21-30-00, 501).

21-30-05 (Rev B0)
Figure 401 : Sheet 1 : Pressurization Mode Switch Installation

21-30-06 (Rev B0)
CABIN ALTITUDE AND DIFFERENTIAL PRESSURE INDICATOR - REMOVAL/INSTALLATION

1. Cabin Altitude and Differential Pressure Indicator
A. Removal
The cabin altitude and differential pressure indicator is located on the environmental panel in the right inboard subpanel (Ref.
Figure 401).
401).
(4) Remove screws (2) securing the cabin altitude and differential pressure indicator (4) to the right inboard subpanel (3) (Ref.
Figure 401).
(5) Disconnect electrical connector (5) from the cabin altitude and differential pressurize indicator (4).
(6) Disconnect static pressure line from the static pressure port fitting (7).
(7) Disconnect cabin pressure line from the cabin pressure port fitting (6).
NOTE: If the indicator is being replaced, remove and retain the nuts (8) and fittings (6, 7) from the back of
the indicator.
(8) Remove cabin altitude and differential pressure indicator (4) from the airplane.
B. Installation
NOTE: If the cabin altitude and differential pressure indicator (4) is being replaced, install the nuts (8) and
fittings (6, 7) in the new indicator (Ref. Figure 401).
(1) Connect the static pressure line to the static pressure port fitting (7) (Ref. Figure 401).
(2) Connect the cabin pressure line to the cabin pressure port fitting (6).
(3) Connect the electrical connector (5) to the cabin altitude and differential pressure indicator (4).
(4) Align the cabin altitude and differential pressure indicator (4) with the right inboard subpanel (3) and install screws (2).
07, 401).
(7) Perform the PITOT/STATIC SYSTEM LEAK TEST procedure (Ref. 34-12-00, 501).

21-30-06 (Rev B0)
Figure 401 : Sheet 1 : Cabin Altitude and Differential Pressure Indicator Installation

21-40-00 (Rev B1)
HEATING - DESCRIPTION AND OPERATION

1. Introduction
The heating system includes the part of the air conditioning system used to provide heated air within the fuselage. The heating
system is furnished with bleed air from the engines that is cooled in the aft fuselage bleed air inflow system and ducted into the
cockpit and cabin air distribution systems. For information regarding the inflow system, refer to Chapter 21-60-00, TEMPERATURE
CONTROL. The heating system includes the aft baggage compartment heat system in the aft fuselage.
2. Description
A. Aft Baggage Compartment Heat System. Refer to Figure 2.
The aft baggage compartment heat system includes the components used to supply heated air to the aft baggage
compartment. The system uses bleed air heat from heating tube elements installed in the bleed air inflow lines. The baggage
compartment is heated by circulating air from the baggage compartment into a plenum where radiant heat from the cockpit and
cabin inflow bleed air tubing warms the air. The aft baggage compartment heat system consists of the following components:
• Aft Baggage Heat Blower
• Aft Baggage Thermostat
• Aft Baggage Blower Control
• Baggage Heating Tube Element
3. Operation
A. Aft Baggage Compartment Heat System
The baggage compartment is heated by circulating air from the compartment into a plenum where radiant heat from the cockpit
and cabin inflow bleed air tubing warms the air. The heated air is recirculated to the baggage compartment through a
distribution duct on the top of the baggage compartment. The baggage compartment heat operates when the airplane is in flight
and the ambient temperature in the baggage compartment is below 40 ± 5° F. A thermostat in the baggage compartment
closes on decrease at 40 ± 5° F and opens on increase over 70 ± 5° F. Refer to Figure 1 and Figure 2.
4. Components
A. Aft Baggage Heat Blower
The aft baggage heat blower (21B1) is an axial fan located in the right aft avionics compartment above the aft fuselage
equipment rack. The blower is installed on the intake of the aft baggage heat plenum. The blower is a brushless D.C. motor
controlled by the aft baggage blower control. The blower circulates air from the aft baggage compartment into the aft baggage
heat plenum where the air is heated by the bleed air in the baggage heating tube elements. The heated air is returned to the
baggage compartment by a distribution duct located on the top of the baggage compartment. The aft baggage heat blower
operates when the ambient temperature inside the baggage compartment is below 40 ± 5° F. A thermostat in the aft upper
baggage compartment opens the ground circuit to the bleed air on relay (21K6) when temperature increases over 70 ± 5° F.
Refer to Figure 2 and Figure 3.
B. Aft Baggage Blower Control
The aft baggage blower control (21A24) is located in the right aft avionics compartment on the center baggage wall below the
heat blower. The aft baggage blower control is powered by the AFT BAGGAGE HEAT circuit breaker (21CB10). The aft
baggage blower control is grounded by the aft baggage thermostat (21S7) through the bleed air on relay (21K6). Refer to
C. Aft Baggage Thermostat
The aft baggage thermostat (21S7) is located in the baggage compartment upper center access door (310BZ, Figure 201, 06-
50-03) of the baggage compartment. The aft baggage thermostat closes at 40 ± 5° F and opens at 70 ± 5° F. The aft baggage
thermostat provides a ground circuit to the BLEED AIR ON relay (21K6). The BLEED AIR ON relay is powered by the RIGHT
BL AIR VALVE circuit breaker (21CB8) through the AIR SOURCE SELECT switch (21S21). The relay is energized when the
AIR SOURCE SELECT switch is set to any position (L ENG, NORM, R ENG, HI, CKPT ALTN) except OFF. When the BLEED
AIR ON relay is energized, a ground circuit is provided to the aft baggage blower control (21A24) and the aft baggage heat
blower. Refer to Figure 2 and Figure 3.
D. Baggage Heating Tube Element
The baggage heating tube elements are located in the baggage heat plenum in the right aft fuselage compartment. There are
two aluminum finned tubes which replace the tubing segments when the baggage heat system is installed. The tube elements
are heat exchangers which radiate heat from the bleed air to the tube and fins. Air from the baggage compartment is drawn into
the plenum, circulated across the fins and heated, and then recirculated to the baggage compartment. The tube elements are
secured at each end with sleeves and clamps. Refer to Figure 2.

21-40-00 (Rev B1)
Figure 1 : Sheet 1 : Baggage Heating System Block Diagram

21-40-00 (Rev B1)
Figure 2 : Sheet 1 : Heating System Component Locations

21-40-00 (Rev B1)
Figure 3 : Sheet 1 : Aft Baggage Compartment Heat Schematic

21-40-00 (Rev B0)
HEATING - ADJUSTMENT/TEST
1. Baggage Heat System Functional Test
B. Functional Test
ACTION RESULT
(1) Position the BAT switch to ON.
(2) Ensure the R BL AIR VALVE circuit breaker located on
the pilot's circuit breaker panel is closed.
(3) Ensure the BLEED AIR source select switch is in the
OFF position.
(4) Locate the aft baggage thermostat switch connector, and The aft baggage blower remains off.
jumper pins 1 and 2.
(5) Set the BLEED AIR source select switch to any position The aft baggage blower turns on and airflow is noted in
except OFF. the baggage duct. (The baggage heat distribution duct is
located along the roof of the baggage compartment.)
(6) Open the AFT BAGGAGE HEAT circuit breaker on the The aft baggage blower turns off.
aft relay panel.
(7) Close the AFT BAGGAGE HEAT circuit breaker on the The aft baggage blower turns on.
aft relay panel.
(8) Open the R BL AIR VALVE circuit breaker on the pilot's The aft baggage blower turns off.
circuit breaker panel.
(9) Close the R BL AIR VALVE circuit breaker on the pilot's The aft baggage blower turns on.
circuit breaker panel.
(10) Remove the jumper wire from the aft baggage thermostat The aft baggage blower turns off.
switch connector.
(1) Set the BLEED AIR source select switch (21S21) to OFF.
(2) Set the BAT switch to OFF.

21-40-01 (Rev B0)
BAGGAGE HEAT BLOWER - REMOVAL/INSTALLATION

1. Baggage Heat Blower
A. Removal
The baggage heat blower (8) is located in the right aft avionics compartment (Ref. Figure 401).
(4) Disconnect electric connector (15) from baggage heat controller (Ref. Figure 401).
(5) Remove screws (2), washers (3) and gasket (4) securing baggage heat blower (8) to duct (1).
(6) Remove screws (11) washers (10) and gasket (9) securing baggage heat blower (8) to plenum (12).
(7) Remove screws (13), washer (5, 14), spacer (6), and clamp (7) securing baggage heat blower (8) to baggage wall (16).
(8) Remove baggage heat blower (8) from airplane.
B. Installation
The baggage heat blower (8) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Align baggage heat blower (8) to baggage wall (16) and install screws (13), washers (5, 14), spacer (6), and clamp (7).
(2) Align baggage heat blower (8) with gasket (4) and duct (1). Install screws (2) and washers (3).
(3) Align baggage heat blower (8) with gasket (9) and plenum (12). Install screws (11) and washers (10).
(4) Connect electrical connector (15) to baggage heat controller.
(5) Remove caution tag and reconnect main battery. (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).
(7) Perform BAGGAGE HEAT SYSTEM FUNCTIONAL TEST procedure (Ref. 21-40-00, 501).

21-40-01 (Rev B0)
Figure 401 : Sheet 1 : Baggage Heat Blower Installation

21-40-01 (Rev B0)

21-40-02 (Rev B0)
BAGGAGE HEAT CONTROLLER - REMOVAL/INSTALLATION

1. Baggage Heat Controller
A. Removal
The baggage heat controller (3) is located in the right aft avionics compartment (Ref. Figure 401).
(2) Ensure the BAT switch is set to the OFF position and tag switch with a caution tag indicating "DO NOT APPLY POWER".
(4) Disconnect electric connectors (4) from baggage heat controller (3) (Ref. Figure 401).
(5) Remove screws (1) and washers (2) securing baggage heat controller (3) to baggage wall (5).
(6) Remove baggage heat controller (3) from airplane.
B. Installation
The baggage heat controller (3) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Align baggage heat controller (3) with baggage wall (5) and install screws (1), and washers (2).
(2) Connect electrical connectors (4) to baggage heat controller (3).
(3) Remove caution tag and reconnect main battery. (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).

21-40-02 (Rev B0)
Figure 401 : Sheet 1 : Baggage Heat Controller Installation

21-40-02 (Rev B0)

21-40-03 (Rev B0)
BAGGAGE HEAT SWITCH - REMOVAL/INSTALLATION

1. Information
MATERIALS
05-001 Loctite
2. Baggage Heat Switch
A. Removal
The baggage heat switch (6) is located above the right aft avionics compartment (Refer to Figure 401).
(3) Open left aft baggage door (850AL, Figure 201, 06-50-07).
(4) Open upper center baggage compartment access panel (310BZ, Figure 201, 06-50-03).
(5) Disconnect electric connector (4) from baggage heat switch (6) (Ref. Figure 401).
(6) Remove screws (3) securing baggage heat switch (6) to bracket (2).
(7) Remove baggage heat switch (6) and gasket (5) from airplane.
B. Installation
(1) Apply loctite (05-001, Table 401) to screws (3) (Ref. Figure 401).
(2) Align baggage heat switch (6) and gasket (5) with bracket (2), and install screws (3).
(3) Connect electrical connector (4) to baggage heat switch (6).
(7) Close upper center baggage compartment access panel (310BZ, Figure 201, 06-50-03).
(8) Close left aft avionics door (850AL, Figure 201, 06-50-07).

21-40-03 (Rev B0)
Figure 401 : Sheet 1 : Baggage Heat Switch Installation

21-40-03 (Rev B0)

21-40-03 (Rev B0)

21-40-03 (Rev B0)

21-40-03 (Rev B0)

21-50-00 (Rev B1)
COOLING - DESCRIPTION AND OPERATION

1. Introduction
This section provides information on the system and components that supply cooled air. Vapor cycle cooling is provided by an
electric motor/compressor module which supplies refrigerant to separate cockpit and cabin evaporators. The evaporators provide
cooled air to the cockpit and cabin distribution systems. The temperature control system monitors the cockpit and cabin temperature.
2. Description
The cooling system is vapor cycle refrigerant type. An electric motor/compressor module and a condenser are installed in the aft
fuselage. A load shed controller qualifies the operation of the electric motor to control current load on the electrical system. The
electric motor drives a variable displacement compressor using a cogged pulley and belt drive. The compressor varies its
displacement as the air conditioning load changes to minimize the power consumption of the electric motor. The system uses
approximately 7.0 lbs of R-134a refrigerant with PAG (poly alkaline glycol) oil for lubrication. The cooling system is divided into two
zones: cockpit and cabin. Each zone consists of an evaporator, expansion valve, refrigerant solenoid valve, and evaporator blower.
The temperature control system monitors and controls each zone based on the environmental control panel settings in the cockpit
and the temperature within the cockpit and cabin zones. Refer to Figure 1.
The cooling system consists of the following components which are used to provide cooled air to the cockpit and cabin:
• Compressor Motor Module
• Soft Start Module
• Load Shed Controller
• Condenser
• Condenser Blower
• Receiver Dryer
• High Pressure Cutout Switch
• Low Pressure Cutout Switch
• Low OAT Temperature Cutout Switch
• Service ports
• Over Air Conditioning Lock Out (Reset) Switch
• Under Air Conditioning Lock Out (Reset) Switch
• Cockpit Evaporator
• Cabin Evaporator
• Pressure Cutout Relays
• Refrigerant Solenoid Shutoff Valves (Cockpit/Cabin)
• Expansion Valves (Cockpit/Cabin)
• Evaporator Filters (Cockpit/Cabin)
• Evaporator Blowers (Cockpit/Cabin)
3. Operation
The air conditioning system is enabled by qualifying inputs to the load shed controller. The load shed controller will not enable the
system when the windshield anti-ice (HI) mode, horizontal stabilizer de-ice system, or engine starting system is operating. Once the
qualifying circuitry enables the load shed controller, the control signal from the load shed controller to the soft start module is output
but can be interrupted by the low pressure cutout switch (UNDER A/C LOCK OUT switch), high pressure cutout switch (OVER A/C
LOCK OUT switch), or the low outside air temperature switch. When all the qualifications are met, the output of the load shed
controller is applied to the soft start module to start the air conditioning motor module and compressor. Refer to Figure 2 and Figure
3.
When the auto/manual temperature switches are in the AUTO mode, the air conditioning system is controlled by the temperature
controllers. In the AUTO mode, rotating the auto/manual temperature switch in a clockwise direction increases the requested
temperature input to the temperature controllers. The temperature controllers compare the temperature sensor inputs to the
requested temperature input and determine if a temperature change is required. If the inflow modulating valves cannot provide
ambient air that is cool enough, the temperature controllers will enable the vapor cycle cooling system to operate. The temperature
controllers will output an air conditioning command when either of the following conditions exist:
• When the zone temperature is more than 4.4° F above the set point.
• When the zone temperature is more the 2.6° F above the set point for more than 60 seconds, the controller signals air
conditioning ON and pulses the modulating valve hot for 3.5 seconds.
The temperature controllers will cease commanding the air conditioning output when either of the following conditions exist:
• When the zone temperature is more than 3.5° F below the respective set point, the air conditioning shuts off and pulse

21-50-00 (Rev B1)
modulating valve will cool for 3 seconds.

• When the zone temperature is more than 2.6° F below the respective set point and the bleed air duct temperature is below
300° F, the air conditioning shuts off and pulse modulating valve will cool for 3 seconds.
When the auto/manual temperature switches are in the manual mode, the air conditioning system is activated by the cockpit or cabin
inflow modulating valve. A sensing switch on the modulating valve provides an electrical signal indicating when the heat exchanger
inlet butterfly valve is full open to initiate air conditioner operation for added cooling. This electrical signal ends when the heat
exchanger inlet butterfly valve moves 30° toward the closed position. The normally open refrigerant solenoid valves are used to shut
off refrigerant flow to either evaporator for zonal temperature control. When the temperature requested for both zones (cockpit and
cabin) is high (heat requested), the inflow system modulating valves for both zones will remove the A/C compressor, condenser
blower, and refrigerant solenoid valve enable signals. If only one zone calls for heat, the other zone will keep the A/C compressor and
condenser blower operational. This allows air conditioning to one zone while refrigerant is restricted by the closed refrigerant
solenoid valve in the other zone. The air conditioning system is disabled by the load shed controller whenever it receives a signal
from the horizontal stabilizer de-ice system, the windshield anti-ice (HI mode), or during engine start.
The cooling compressor varies its displacement as the air conditioning load changes. The variable displacement compressor allows
the electric motor to reduce power consumption as the air conditioning load is reduced. The system is protected by a low pressure
cutout switch, high pressure cutout switch, and an overpressure relief valve. The low pressure cutout switch will shutdown the
compressor when the refrigerant pressure falls below 6 ± 0.5 PSIG. The high pressure cutout switch will shutdown the compressor
when the refrigerant pressure exceeds 350 ± 10 PSIG in the high pressure refrigerant line. If the high pressure cutout switch does not
operate, the overpressure relief valve will vent refrigerant if the pressure in the high pressure line exceeds 440 PSIG. The
overpressure relief valve is integral to the compressor module.
The air conditioning compressor and motor module compresses low pressure, gaseous refrigerant into high pressure, super-heated
gas. This gaseous refrigerant is circulated through a series of finned coils in the condenser where the heat is transferred to the fins
causing the refrigerant to condense into a liquid. Air is blown through the fins of the condenser and discharged overboard.
The high pressure, liquid refrigerant is routed to the cockpit and cabin expansion valves which control the release of refrigerant to the
evaporator coils at a rate that prevents the coils from freezing up. Once the refrigerant passes into the evaporator, it is allowed to
expand while passing through a series of finned coils to produce a cooling effect. Ambient air is drawn through the coils by the
evaporator blowers and routed to the cockpit and cabin distribution ducts. The evaporator blowers are controlled by separate blower
switches located on the environmental control panel. The low pressure refrigerant is recirculated to the compressor and motor
module where the process is repeated. There are drain pans below the evaporators which collect condensation and route it
overboard. The evaporator drain assemblies have housings with an internal ball float which seals the overboard drain from cabin
pressure leakage. When the airplane is depressurized and the water level in the housing rises enough to unseat the ball float, the
water will drain overboard.
4. Components
A. Compressor Motor Module
The compressor motor module is located on the right side of the empennage at FS 385 and RBL 22. The module consists of a
variable displacement compressor, an electric motor, drive belt, belt guard, compressor and motor pulleys, an hour meter, and
mounting hardware. The compressor receives low pressure refrigerant from the evaporators, compresses it into super-heated
gas, and transfers it to the condenser.
The compressor is enabled by qualifying circuitry of the load shed controller. The circuitry consists of the inflow modulating
valves, the load shed controller, the outside air temperature switch, low pressure cutout switch, the high pressure cutout switch.
When the qualifications are met, the output of the qualifying circuitry is applied to the soft start module which starts the
compressor and motor module.
The cooling compressor varies its displacement as the air conditioning load changes. This feature allows the electric motor to
reduce power consumption as the air conditioning load is reduced. The system is protected by a low pressure cutout switch, a
high pressure cutout switch, and an overpressure relief valve. The low pressure cutout switch will shut down the compressor if
the refrigerant pressure falls below 6 ± 0.5 PSIG. The high pressure cutout switch will shut down the compressor if the
refrigerant pressure exceeds 350 ± 10 PSIG. If the high pressure cutout switch does not operate, the over pressure relief valve
in the compressor will vent refrigerant if the pressure exceeds 440 PSIG. Refer to Figure 4 (Sheet 1 of 3), Figure 4 (Sheet 3 of
3) and Figure 5 (Sheet 1 of 2).
B. Soft Start Module
The soft start module (21A5) is located below the aft avionics equipment rack behind the battery. The module receives control
voltage from the load shed controller through the outside air temperature switch (21S12), the low pressure cutout relay (21K15)
and high pressure cutout relay (21K14). Once the soft start module receives control voltage and the module applies a reduced
voltage to the motor module across the B+ and M- terminals. The voltage is increased over a 3 second period, while limiting the

21-50-00 (Rev B1)
inrush current to a maximum of 400 amps. One second after full voltage has been applied to the motor, the bypass contacts.
Refer to Figure 4 (Sheet 3 of 3) and Figure 5 (Sheet 1 of 2).
C. Load Shed Controller
The load shed controller (21A20) is located on the aft fuselage avionics rack inboard of the anti-skid controller. The load shed
controller is part of the qualifying circuitry for the compressor. The controller receives 28 VDC from the NON-ESSENTIAL BUS
by the LOAD SHED CNTRL circuit breaker (21CB19). The controller is enabled by the cockpit or cabin modulating valves and
monitors inputs from the windshield heat (HI mode only), horizontal stabilizer de-ice, and engine start systems prior to
energizing the air conditioning system. The load shed controller will disable/interrupt the operation of the air conditioning system
and condenser blower when any of the following systems are operating: L WINDSHIELD HEAT (HI mode), R WINDSHIELD
HEAT (HI mode), HORIZONTAL STAB DE-ICE, L or R ENGINE START. When the controller is enabled by the cockpit or cabin
modulating valve, the load shed controller furnishes an output control signal to the condenser blower relay (21K9) and the soft
start module via the low outside air temperature switch (21S12), the low pressure cutout relay (21K15), and the high pressure
cutout relay(21K14). Refer to Figure 4 (Sheet 3 of 3) and Figure 5 (Sheet 1 of 2).
D. Condenser
The condenser is located along the center baggage wall in the right aft empennage compartment between FS 429 and FS 448.
The condenser transfers heat from the refrigerant to the atmosphere. The gaseous refrigerant is passed through a series of
finned coils transferring heat to the fins and condensing the refrigerant into a liquid. The air is blown overboard by the condenser
blower. Refer to Figure 4 (Sheet 3 of 3).
E. Condenser Blower
The condenser blower (21B5) is located in the right aft empennage at FS 439 and WL 95. The condenser blower draws air
from the left aft fuselage, through the condenser, and discharges the air through an overboard grill. The aft fuselage receives
ventilation air from an inlet on the left aft fuselage. The blower pulls ambient air through the condenser to cool the gaseous
refrigerant entering the condenser. As the refrigerant cools, the gaseous refrigerant condenses to a liquid which is circulated
through the receiver/dryer to the evaporators. The blower is powered from the NON-ESSENTIAL BUS by the CONDENSER
BLOWER circuit breaker (21CB16). The blower is controlled by the condenser blower relay (21K9) which is energized by the
load shed controller and its qualifying circuitry. Refer to Figure 4 (Sheet 1 of 3) and Figure 5 (Sheet 1 of 2).
F. Receiver Dryer
The receiver dryer is located in the right aft avionics compartment below the avionics rack, behind the battery. The receiver
dryer removes moisture and contaminants from the liquid refrigerant. The receiver/dryer has a sight glass located on the top to
monitor the refrigerant charge in the air conditioning system. The sight glass is used to view the flow of high pressure liquid
refrigerant. The presence of bubbles in the sight glass indicates low refrigerant charge or air in the system. Refer to Figure 4
(Sheet 3 of 3).
G. High Pressure Cutout Switch
The high pressure cutout switch (21S13) is located aft of the air conditioning service panel in the right aft avionics compartment.
The high pressure cutout switch tees off the high pressure refrigerant line between the receiver/dryer and evaporator. The cutout
switch protects the compressor from damage due to high system pressure. The cutout switch monitors the high pressure
refrigerant line and closes above 350 ± 10 PSIG. When the cutout switch closes, the high pressure cutout relay (21K14) is
grounded. The high pressure relay opens to cut off power to the soft start module and interrupts the operation of the compressor
motor. The high pressure cutout relay also energizes and illuminates the yellow OVER AIR CONDITIONING LOCK OUT (reset)
switch on the air conditioning service panel. Refer to Figure 4 (Sheet 2 of 3) and Figure 5 (Sheet 1 of 2).
H. Low Pressure Cutout Switch
The low pressure cutout switch (21S14) is located in the right aft avionics compartment inboard of the air conditioning service
panel. The low pressure cutout switch tees off the low pressure refrigerant return line between the evaporators and compressor.
The cutout switch protects the compressor from damage due to insufficient pressure. The cutout switch monitors the low
pressure refrigerant line and closes when the pressure falls below 6 ± 0.5 PSIG. When the cutout switch closes, the low
pressure cutout relay (21K15) is grounded. The low pressure cutout relay opens to cut off power to the soft start module and
interrupts the operation of the compressor motor. The low pressure cutout relay also energizes and illuminates the yellow
UNDER AIR CONDITIONING LOCK OUT (reset) switch on the air conditioning service panel. Refer to Figure 4 (Sheet 2 of 3)
and Figure 5 (Sheet 1 of 2).
I. Low OAT Temperature Switch
The low OAT temperature switch (21S12) is located on the center of the upper aft baggage wall at FS439 and LBL10. The low
OAT temperature switch prevents the compressor from operating when the air temperature is below 30 ± 5° F. The switch
opens to cutoff power from the load shed controller to the soft start module. The switch will reset at 50 ± 5° F. Refer to Figure 4
(Sheet 3 of 3) and Figure 5 (Sheet 1 of 2).

21-50-00 (Rev B1)
J. Air Conditioning Lock Out (Reset) Switches

The yellow AIR CONDITIONING LOCK OUT (reset) switches (21A25) labeled OVER AIR CONDITIONING LOCK OUT SWITCH
and UNDER AIR CONDITIONING LOCK OUT SWITCH are located on the air conditioning service panel in the right aft avionics
bay. The switches are powered by the LOAD SHED CNTRL circuit breaker and illuminate whenever the high pressure cutout
relay or low pressure cutout relay is tripped. The relays are tripped when the high pressure cutout switch or low pressure cutout
switch closes. Pressing the lock out (reset) switches toggles the tripped cutout relay to its original position, extinguishes the A/C
LOCK OUT (reset) switch light, and closes the power circuit to the soft start module. Refer to Figure 4 (Sheet 2 of 3) and Figure
5 (Sheet 1 of 2).
K. Service Port
The service ports are located on the A/C service panel. The service ports are used to charge and discharge the air conditioning
system. The low pressure service port is located on the top of the panel. It is connected to the refrigerant plumbing between the
evaporator and compressor. The low pressure port is used to charge the system. The high pressure service port is located aft
of the low pressure service port. This port is connected between the receiver/dryer and the evaporator. The high pressure
service port and low pressure service port allow the system to be evacuated. Refer to Figure 4 (Sheet 2 of 3).
L. Cockpit Evaporator
The cockpit evaporator is located below the center floorboard (130AC) at FS 179 and BL 0. The evaporator receives low
pressure, atomized refrigerant from the expansion valve. The refrigerant is allowed to further expand in the evaporator
producing a cooling effect. Ambient air is drawn through the evaporator by the cockpit blower, cooling the ambient air, and
exhausting the air into the cockpit distribution duct system. Once the refrigerant has expanded through the evaporator, the low
pressure vapor refrigerant is routed to the compressor. Refer to Figure 4 (Sheet 2 of 3).
M. Cabin Evaporator
The cabin evaporator is located inside the fan box housing assembly on the right side of the lavatory at FS 328 and RBL 15.
The unit receives low pressure, liquid refrigerant from the expansion valve. The refrigerant is allowed to pass through the
evaporator producing a cooling effect. Ambient air is drawn through the evaporator by the cabin blower, cooling the ambient air,
and exhausting the air into the cabin distribution duct system. Once the refrigerant has expanded through the evaporator, the low
pressure refrigerant is routed to the compressor. Refer to Figure 4 (Sheet 2 of 3).
N. Expansion Valves
The expansion valves are located in the inlet refrigerant lines supplying the cockpit and cabin evaporators. The expansion
valves have a thermal bulb which senses the outlet temperature of the evaporators. The thermal bulbs are clamped to the upper
half of the evaporator outlet tube. The cockpit expansion valve is located in cockpit fan box on the right side of the evaporator.
The cabin expansion valve is located on the right aft side of the cabin fan box assembly.
The expansion valves meter refrigerant flow to the evaporators, so that all the refrigerant is changed from a liquid to a gas.
Pressure and temperature control whether the refrigerant is in a liquid or gas state. The expansion valve senses temperature
with the thermal bulb at the evaporator outlet and pressure at the inlet to the evaporator in order to meter the refrigerant flow. The
expansion valves try to maintain an eight degree refrigerant superheat to the evaporator. Refer to Figure 4 (Sheet 2 of 3).
O. Pressure Cutout Relays
The low (21K15) and high (21K14) pressure cutout relays are located under the air conditioning service panel in the aft
fuselage. The relays are tripped when the high pressure cutout switch closes or the low pressure cutout switch closes. The
relays light the A/C LOCK OUT (reset) switches (21A25) on the air conditioning service panel and interrupt the power circuit to
the soft start module. When the A/C LOCK OUT switches are pushed, the pressure cutout relay is reset to restore the power
circuit to the soft start module and cut power to the A/C LOCK OUT switch lights. Refer to Figure 5 (Sheet 1 of 2).
P. Refrigerant Solenoid Operated Shutoff Valves
The refrigerant solenoid operated shutoff valves are located in the inlet refrigerant lines to the cockpit and cabin evaporators.
The cockpit refrigerant solenoid valve is located in cockpit fan box directly aft of the cockpit blower. The cabin refrigerant
solenoid valve is located on the right aft side of the cabin fan box assembly.
The normally open refrigerant solenoid shutoff valves are used to shutoff refrigerant flow to either evaporator for zonal
temperature control of the air conditioning. When the selected temperature is greater than the actual temperature requested
from both of the temperature controllers, the system will remove the air conditioning compressor, condenser blower, and
refrigerant solenoid valve enable signals. If only one zone calls for heat, the other zone will keep the air conditioning compressor
and condenser blower operational while refrigerant is restricted to the other zone by the shutoff valve. Refer to Figure 4 (Sheet 2
of 3) and Figure 5 (Sheet 2 of 2).
Q. Evaporator Filters
The evaporator filters are located on the intake of the cockpit and cabin evaporators. The evaporator filters remove airborne

21-50-00 (Rev B1)
contaminants from the cockpit and cabin air prior to entering the evaporators and distribution ducts. Refer to Figure 4 (Sheet 2
of 3).
R. Evaporator Blower
There is an evaporator blower installed in each zone of the airplane to circulate air from the cabin into the distribution ducting.
Each blower is a centrifugal blower with a D.C. motor and integral three speed controller. The blowers are mounted to isolated
support brackets with saddle clamps to minimize vibration.
The cockpit evaporator blower (21A6) is located below the center floorboard (130AC) at FS 175 and BL 0. The cockpit blower
draws air from the cockpit intake vent on the floorboard through the evaporator filter and evaporator, then discharges the air into
the cockpit distribution ducting (Ref. 21-20-00). The cockpit blower receives power from the LEFT MAIN BUS by the COCKPIT
BLOWER circuit breaker on the AFT RELAY PANEL. Whenever there is power on the bus, the cockpit blower will operate. The
blower speed (LO, MED, HI) is controlled by the CKPT BLOWER switch located on the environmental control panel. The CKPT
BLOWER switch receives power through the COCKPIT BLOWER CONTROL circuit breaker on the pilot's circuit breaker panel.
The cabin evaporator blower (21A7) is located inside the fan box housing assembly on the right side of the lavatory at FS 335
and RBL 15. The evaporator blower draws air from the cabin through the evaporator filter, and evaporator, and discharges the
air into the cabin distribution ducting (Ref. 21-20-00). The cabin blower receives power from the NON-ESSENTIAL BUS by the
CABIN BLOWER circuit breaker on the AFT RELAY PANEL. Whenever there is power on the bus, the cabin blower will
operate. The blower speed (LO, MED, HI) is controlled by the CABIN BLOWER switch located on the environmental control
panel. The CABIN BLOWER switch receives power through the CABIN BLOWER CONTROL circuit breaker on the pilot's
circuit breaker panel. Refer to Figure 4 (Sheet 1 of 3) and Figure 6.

21-50-00 (Rev B1)
Figure 1 : Sheet 1 : Cooling System Block Diagram

21-50-00 (Rev B1)
Figure 2 : Sheet 1 : Vapor Cycle System Block Diagram

21-50-00 (Rev B1)
Figure 3 : Sheet 1 : Air Conditioning Block Diagram

21-50-00 (Rev B1)

21-50-00 (Rev B1)

21-50-00 (Rev B1)

21-50-00 (Rev B1)
Figure 5 : Sheet 1 : Cooling System Schematic

21-50-00 (Rev B1)
Figure 5 : Sheet 2 : Cooling System Schematic

21-50-00 (Rev B1)
Figure 6 : Sheet 1 : Evaporator Blower System Schematic

21-50-00 (Rev B0)
COOLING - MAINTENANCE PRACTICES

1. Information
MATERIALS
064 High Pressure Nitrogen Cart 02-011 PAG (Poly Alkaline Glycol) Oil
102 Pressure Gage 06-001 Isopropyl Alcohol
135 Refrigerant Leak Detector 09-002 Leak Detector Fluid
The following procedures should be followed when performing maintenance on the airplane air conditioning system.
2. Procedures
A. Air Conditioning Servicing
Refer to Chapter 12-10-01, 301 for Air Conditioning Servicing procedures.
Check the condition of any seals, gaskets, and packings that may be exposed during maintenance and servicing procedures.
Replace any components which exhibit signs of cracking, breaking, or any other type of deterioration. To prevent damaging
seals, gaskets, and packings during installation, lubricate them with PAG oil (02-011, Table 201).
B. Air Conditioning System Safety Precautions
Personnel working on the air conditioning system should be aware of the dangers to people and equipment created by the
refrigerant, high pressure lines, and rotating equipment. Prior to performing maintenance that requires opening of refrigeration
lines or compressor fittings, maintenance personnel must be familiar with all safety precautions. These precautions must be
followed carefully to insure that maintenance personnel are not injured and the system is not contaminated or damaged.
All replacement components for the air conditioning system are sealed and dehydrated. They must remain sealed until
immediately prior to installation. Refrigerant lines and other components should be at room temperature before uncapping to
prevent the condensation of moisture from entering the system. If a connection is not made immediately after uncapping a
component, reseal the connections. If moisture is allowed to enter refrigerant lines, ice can form in the lines and hydrofluoric
acid can form, causing damage to system components. Contamination of the system with dirt can cause blockage and damage
in the compressor.
All fittings and connections should be handled carefully to prevent damage. Minute damage to connections can cause
refrigerant leaks. Any fittings contaminated with grease or dirt must be cleaned with a cloth dampened with alcohol (06-001,
Table 201). Do not use chlorinated solvents such as trichloroethylene as a cleaning agent because it adds contaminants. If dirt,
grease, or moisture cannot be removed, the lines or component must be replaced.
WARNING: Due to air quality control regulations enacted in the united states, you are not permitted to vent
refrigerant R-134a into the atmosphere. When performing maintenance on the air conditioning system
where refrigerant can escape from the system, evacuate the system with a recovery or recycle servicing
unit that will salvage the refrigerant. The air conditioning system is a high pressure system. before
disconnecting a refrigerant line, the system must be discharged with a recovery servicing unit, purge
the system to a 125-micron level.
WARNING: A face shield must be worn when performing maintenance on refrigerant lines. Refrigerant which
comes into contact with the eyes can cause loss of sight.
WARNING: Do not smoke when servicing the refrigerant system; the refrigerant converts into highly toxic gas
when exposed to an open flame.
WARNING: Keep hands clear of moving components (blowers, motors, belts, etc.) while operating the system.
Ensure that other personnel working in the area are kept clear of moving equipment, intakes, and
exhaust ducts.
WARNING: Do not inhale high concentrations of R-134a refrigerant.
CAUTION: All personnel performing this procedure MUST be familiar with the operation and maintenance of R134a
refrigeration systems.
CAUTION: When connecting aluminum fittings in the system, torque all 5/8-inch fittings to 18 to 20 foot-pounds
and all 1/2-inch fittings to 11 to 13 foot-pounds. Insufficient torque can result in loose joints and
excessive torque can result in deformed connecting parts. either condition can result in refrigerant

21-50-00 (Rev B0)
leakage.
CAUTION: Ensure there is nothing obstructing the airflow through the condenser and condenser blower. All
shrouds that control airflow through the condenser and must be installed before operating the system.
C. Air Conditioning System Refrigerant Leak Check (Partial Charge)
A reduction of cooling ability or the continual presence of bubbles in the refrigerant may indicate a partial loss of refrigerant. The
sight glass should be checked during system operation at maximum ambient and cabin temperatures. The sight glass is
located on the receiver dryer in the right aft fuselage. Streams of bubbles or foam in the glass indicate the refrigerant quantity is
low.
If a loss of refrigerant is suspected, the system plumbing or components should be inspected to determine the source of the
leak. Large leaks can be located by the appearance of oily spots where oil has been carried out by escaping refrigerant.
Smaller leaks can be detected by applying leak detector fluid (09-002, Table 201) or by using a refrigerant leak detector (135,
Table 201). The system must contain a partial charge in order to detect leaks. A solution test is accomplished by applying leak
detector fluid (09-002, Table 201) to an area suspected of leaking. Bubbles form if leaks are present. The electronic refrigerant
leak detector, (135, Table 201) includes a probe that is moved along plumbing to detect escaping refrigerant. The probe should
be held below the plumbing line because refrigerant is heavier than air. The probe should be capable of detecting leaks equal
to 1/2 ounce per year and will emit a flashing light or high-pitched sound when refrigerant is detected.
NOTE: Perform this procedure when a leak is suspected or a test of the system`s integrity is desired due to a
reduction in the cooling ability of the system.
(1) Use a refrigerant leak detector (135, Table 201) around the air conditioning system tubing connections to check for
refrigerant leakage.
(2) Tighten or replace any fittings which are determined to be leaking. Replace any components that are determined to be
leaking.
(3) Perform the AIR CONDITIONING SYSTEM REFRIGERANT CHARGING procedure (Ref. 12-10-01, 301).
(4) Use the refrigerant leak detector (135, Table 201) to verify the system is not losing refrigerant.
D. Air Conditioning System Refrigerant Leak Check (No Charge)
NOTE: Perform this procedure when there is no refrigerant charge due to leakage or component replacement.
(1) Connect a high pressure nitrogen cart (064, Table 201) to the high pressure service port (discharge) of the air conditioning
system.
(2) Connect a pressure gage (102, Table 201) to the low pressure service port (suction) on the air conditioning service panel.
(3) Apply a leak detector fluid (09-002, Table 201) to areas where leaks are suspected.
(4) Pressurize the system with a partial nitrogen charge to 150 PSIG and check the system for leaks.
(5) Tighten or replace any fittings which are determined to be leaking. Replace any components which are determined to be
leaking.
(6) Repeat this procedure until no leakage is detected and the system can maintain the nitrogen charge.
(7) Disconnect the pressure gage (102, Table 201) from the low pressure service port and disconnect the high pressure
nitrogen cart (064, Table 201) from the high pressure service port.

21-50-00 (Rev B0)
COOLING - ADJUSTMENT/TEST
1. Information
MATERIALS
023 Air Conditioning Recovery Unit
024 Multimeter
027 Air Conditioning Service Gages
2. Air Conditioning System Functional Test
(2) Connect the air conditioning recovery unit (023, Table 501) to the airplane in accordance with the manufacturer's operating
manual.
(3) Connect the air conditioning service gages (027, Table 501) to the air conditioner service ports in accordance with the
manufacturer's operating manual.
(4) Perform the AIR CONDITIONING SERVICING procedure (Ref. 12-10-01, 301), and confirm the system is fully charged and
operating properly.
B. Functional Test
ACTION RESULT
WARNING:
Do not smoke while performing maintenance on R134a refrigeration systems.
WARNING:
Keep hands clear of moving components (blowers, motors, belts, etc.) while operating the system. Ensure that
other personnel working in the area are kept clear of moving equipment, intakes, and exhaust ducts.
CAUTION:
All personnel performing this procedure MUST be familiar with the operation and maintenance of R134a
refrigeration systems.
CAUTION:
Ensure there is nothing obstructing the airflow through the condenser and condenser blower. All shrouds that
control airflow through the condenser must be installed before operating the system.
1. Position the CKPT and CABIN auto temp control
switches to MANUAL.
2. Turn and hold the CKPT and CABIN auto temp switches The compressor shall begin to operate.
to DEC for 20 seconds.
3. Set the CKPT and CABIN BLOWER switches to HI. Ensure cooled air discharges from the cabin and cockpit
air outlets, after a few minutes.
4. Observe the service gages. 1. The discharge (high) side pressure increases.
2. The suction (low) side pressure decreases.
3. The system should be producing conditioned air within
five minutes run time.
CAUTION:
When observing R134a refrigerant in the sight glass, the milky appearance of R134a must not be mistaken for
bubbles or low refrigerant charge. Personnel MUST be familiar with R134a systems to distinguish correct
refrigerant charge.

21-50-00 (Rev B0)
5. Observe the airplane sight glass. There shall be no vapor bubbles (foam) visible.
6. Turn the air conditioning system off. Turn and hold CKPT The compressor shall shut off.
and CABIN AUTO TEMP switches to INC until the
compressor shuts off.
7. Set the BAT switch to OFF.
(1) Disconnect the air conditioner service gages from the air conditioning service ports in accordance with the Manufacturer's
Operating Instructions for service equipment.
(2) Disconnect the air conditioning recovery unit from the airplane in accordance with the Manufacturer's Operating
Instructions for service equipment.
3. Air Conditioning Load Shed System Functional Test
(1) Perform the AIR CONDITIONING SERVICING procedure (Ref. 12-10-01, 301), and confirm the system is fully charged and
operating properly. Confirm the condenser blower and heat exchanger blower are operational.
B. Compressor Drive Electrical Wiring Connection Functional Test
ACTION RESULT
WARNING:
Keep hands clear of moving components (blowers, motors, belts, etc.) while operating the system. Ensure that
other personnel working in the area are kept clear of moving equipment, intakes, and exhaust ducts.
CAUTION:
All personnel performing this procedure MUST be familiar with the operation and maintenance of R134a refrigerant
systems.
CAUTION:
Ensure there is nothing obstructing the airflow through the condenser and condenser blower. All shrouds that
control airflow through the condenser must be installed before operating the system.
1. Verify the BLEED AIR switch on the ENVIRONMENTAL
panel is OFF.
2. Verify the positions of the following switches on the ICE
PROTECTION PANEL:
L WSHLD...........OFF
R WSHLD...........OFF
WSHLD...............NORM
STAB..................OFF
3. Perform the CONNECTING AND APPLYING
EXTERNAL ELECTRICAL POWER procedure (Ref. 24-
40-00, 301).
NOTE:
If the air conditioner compressor begins operating when external power is applied, rotate and hold the CKPT and
CABIN auto temp control knobs to the MAN INC position for a minimum of ten seconds until the air conditioner
compressor stops operating.
4. On the ENVIRONMENTAL panel, rotate and hold the The air conditioning system and condenser blower start
CKPT auto temp control knob to the MAN DEC position operating.
for a minimum of ten seconds.
5. On the ice protection section of the subpanel, set the L The air conditioning system and condenser blower
WSHLD switch to the LO position. remain operating.

21-50-00 (Rev B0)
6. On the ice protection section of the subpanel, set the L The air conditioning system and condenser blower stop
WSHLD switch to the HI position. operating.
7. On the ice protection section of the subpanel, set the L The air conditioning system and condenser blower start
WSHLD switch to the LO position. operating.
WSHLD switch to the OFF position. remain operating.
9. On the ice protection section of the subpanel, set the R The air conditioning system and condenser blower
10. On the ice protection section of the subpanel, set the R The air conditioning system and condenser blower stop
WSHLD switch to the HI position. operating.
11. On the ice protection section of the subpanel, set the R The air conditioning system and condenser blower start
WSHLD switch to the LO position. operating.
12. On the ice protection section of the subpanel, set the R The air conditioning system and condenser blower
WSHLD switch to the OFF position. remain operating.
14. On the ice protection panel, set the WSHLD switch to The air conditioning system and condenser blower stop
STBY. operating.
15. On the ice protection panel, set the L WSHLD switch to The air conditioning system and condenser blower start
the OFF position. operating.
16. On the ice protection panel, set the WSHLD switch to The air conditioning system and condenser blower
NORM. remain operating.
17. On the ice protection panel, set the STAB switch to the The air conditioning system and condenser blower stop
MAN position. operating.
18. On the ice protection panel, set the STAB switch to the The air conditioning system and condenser blower start
OFF position. operating.
19. On the ENVIRONMENTAL panel, rotate and hold the The air conditioning system and condenser blower stop
CKPT auto temp control knob to the MAN INC position operating.
20. On the ENVIRONMENTAL panel, rotate and hold the The air conditioning system and condenser blower start
CABIN auto temp control knob to the MAN DEC position operating.
21. On the aft relay panel, open the CPRSR LSR circuit The air conditioning system and condenser blower stop
breaker (21CB19). operating.
22. On the aft relay panel, close the CPRSR LSR circuit The air conditioning system and condenser blower start
breaker (21CB19). operating.
23. On the ENVIRONMENTAL panel, rotate and hold the The air conditioning system and condenser blower stop
CABIN auto temp control knob to the MAN INC position operating.

21-50-02 (Rev B0)
COMPRESSOR MOTOR MODULE - REMOVAL/INSTALLATION

1. Information
MATERIALS
120 Spring Scale
2. Compressor Motor Belt
The compressor motor assembly is located in the right aft avionics compartment (Ref. Figure 401).
A. Removal
(3) Disconnect the main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301) and tag connector with a caution tag
(4) Remove screws (5), washers (6) and cover (4) from the compressor motor module (12) (Ref. Figure 401).
(5) Loosen nut (7) and washer (8) on belt tensioner (10).
(6) Loosen nut (9) on belt tensioner (10) and remove belt (3) from compressor pulley (2) and motor pulley (1).
B. Installation
(1) Install the belt (3) on the compressor pulley (2) and motor pulley (1) (Ref. Figure 401).
CAUTION: Do not over tighten the compressor belt.
(2) Use a spring scale (120, Table 401) to apply a load of 1.5 to 2.0 lbs. to the belt (3) midspan between pulleys (1, 2), and
tighten the nut (9) on the belt tensioner (10) until a deflection of 0.10 inch is obtained midway on belt (3).
(3) Tighten the nut (7) and washer (8) securing the belt tensioner (10).
(4) Install screws (5), washers (6), and cover (4) on the compressor motor module (12).
(7) Set the CABIN and CKPT AUTO TEMP switches to MAN.
(8) Turn and hold the CABIN and CKPT AUTO TEMP switches to DEC until the compressor begins to operate.
(9) Allow the system to operate and make sure that cooled air discharges from the air outlets in the cockpit and overhead
outlets in the cabin.
(10) Turn and hold the CABIN and CKPT AUTO TEMP switches to INC until the compressor shuts off.
3. COMPRESSOR MOTOR MODULE (Effectivity: RB-2 thru RB-129)
A. Removal
The compressor motor module is located in the right aft avionics compartment (Ref. Figure 402, Sheets 1 and 2).
(4) Remove screws (2) and washers (1) securing the cover (3) to the top of the motor (4) (Ref. Figure 402).
(5) Remove screws (30) and cover (31) from the electrical box on the motor (4).
(6) Remove nuts (26), lockwashers (27), washers (28), and electrical cables (29) from the positive terminal (33) and negative
terminal (32).
(7) Loosen clamp (9) and disconnect flexible air duct (10) from motor intake (7).

21-50-02 (Rev B0)
(8) Remove screws (23), washers (24), and cover (22) from compressor motor module (34).
(9) Loosen nut (41) and washer (40) on belt tensioner (38). Loosen nut (39) on belt tensioner (38) and remove belt (21) from
compressor motor module (34).
(10) Remove nut (41) and washer (40) from belt tensioner (38).
(11) Remove bolts (37) and washers (36) securing the compressor mount (35) to the compressor motor module (34).
(12) Remove bolts (5), washers (6), compressor motor module (34), and isolator (15) from the mount (14).
B. Installation
NOTE: Align reference notch in isolator pad to the forward side of the mount.
(1) Align compressor motor module (34) and isolator (15) with mount (14), and install bolts (5) and washers (6) securing motor
module (34) to mount (14).
(2) Align compressor mount (35) and belt tensioner (38) with motor module (34) and install bolts (37) and washers (36).
(3) Loosely install the nut (41) and washer (40) on the belt tensioner (38).
(4) Position clamp (9) on flexible air duct (10), align flexible air duct (10) with motor intake (7) and tighten clamp (9).
NOTE: When securing electrical cables (29) to positive and negative terminals (33, 32) on the motor (4), install
lockwasher (27) under nut (26) and torque nuts (26) to 140 to 160 inch-lbs.
(5) Connect electrical cables (29) to the terminals (32, 33) and install washers (28), lockwashers (27), and nuts (26). Torque
nuts (26) to 140 to 160 inch-lbs.
(6) Install cover (31) and secure with screws (30).
(7) Perform the COMPRESSOR MOTOR BELT INSTALLATION procedure (Ref. Step 2.B).
NOTE: Install washers (1) on the studs (19) on both sides of the cover (3).
(8) Position cover (3) on the top of the motor (4) and install screws (2) and washers (1).
4. Compressor Motor Module (Effectivity: RB-130 and After)
A. Removal
(4) Remove screws (2) and washers (1) securing the cover (3) to the top of the motor (4) (Ref. Figure 403).
(5) Remove screws (40) and cover (41) from the electrical box on the motor (4).
(6) Remove nuts (36), lockwashers (37), washers (38), and electrical cables (39) from the positive terminal (43) and negative
terminal (42).
(7) Loosen clamp (7) and disconnect flexible air duct (8) from motor intake (5).
(8) Remove screws (26), washers (27), and cover (31) from compressor motor module (44).
(9) Loosen nut (51) and washer (50) on belt tensioner (48). Loosen nut (49) on belt tensioner (48) and remove belt (30) from
compressor motor module (24).

21-50-02 (Rev B0)
(11) Remove bolts (47) and washers (46) securing the compressor mount (45) to the compressor motor module (44).
NOTE: The screw (32) used to secure the jumper (14) is longer than the other three screws (32) used to secure
the compressor motor module (44).
(12) Remove screw (32), lock washer (33), washer (34), washer (35) and separate jumper (14) from compressor motor module
(44).
(13) Remove screws (32), lock washers (33), washers (34), compressor motor module (44) from the shock mounts (17).
B. Installation
NOTE: Bolts (20) and washers (19) securing shock mounts (17) can be loosened to properly align the shock
mounts (17) and compressor motor module (44).
(1) Align compressor motor module (44) with the shock mounts (17). Align jumper (14) with compressor motor module (44)
and secure with the longest screw (32), lock washer (33), washer (34) and washer (35). Install screws (32), lock washers
(33) and washers (34) securing motor module (44).
(4) Position clamp (7) on flexible air duct (8), align flexible air duct (8) with motor intake (5) and tighten clamp (7).
NOTE: When securing electrical cables (39) to positive (43) and negative terminals (42) on the motor (4), install
lockwasher (37) under nut (36) and torque nuts (36) to 140 to 160 inch-lbs.
(5) Connect electrical cables (39) to the terminals (42, 43) and install washers (38), lockwashers (37), and nuts (36). Torque
nuts (36) to 140 to 160 inch-lbs.
(6) Install cover (41) and secure with screws (40).
(7) Perform the COMPRESSOR MOTOR BELT INSTALLATION procedure (Ref. Step 2.B).
NOTE: Install washers (1) on the studs (25) on both sides of the cover (3).
(8) Position cover (3) on the top of the motor (4) and install screws (2) and washers (1).

21-50-02 (Rev B0)
Figure 401 : Sheet 1 : Air Conditioning Compressor Belt Installation

21-50-02 (Rev B0)
Figure 402 : Sheet 1 : Air Conditioning Compressor/Motor Installation (Effectivity: RB-2 thru RB-129)

21-50-02 (Rev B0)
Figure 402 : Sheet 2 : Air Conditioning Compressor/Motor Installation (Effectivity: RB-2 thru RB-129)

21-50-02 (Rev B0)
Figure 403 : Sheet 1 : Air Conditioning Compressor/Motor Installation (Effectivity: RB-130 and After)

21-50-02 (Rev B0)
Figure 403 : Sheet 2 : Air Conditioning Compressor/Motor Installation (Effectivity: RB-130 and After)

21-50-02 (Rev B0)

21-50-03 (Rev B0)
COMPRESSOR - REMOVAL/INSTALLATION
1. Information
MATERIALS
02-011 Poly Alkaline Glycol (PAG) Oil
2. Compressor
A. Removal
The compressor (5) is located in the right aft avionics compartment (Ref. Figure 401).
CAUTION: When performing the AIR CONDITIONING SYSTEM REFRIGERANT RECOVERY procedure, note the
amount of Poly Alkaline Glycol (PAG) oil recovered from the system. During installation, the same
amount of oil must be added to the system.
(4) Perform the AIR CONDITIONING SYSTEM REFRIGERANT RECOVERY procedure (Ref. 12-10-01, 301).
(5) Remove screws (1), washers (2), and cover (4) from compressor (5) (Ref. Figure 401).
(6) Loosen nut (17) and washer (16) on belt tensioner (14). Loosen nut (15) on belt tensioner and remove belt (3) from
compressor (5).
CAUTION: R134A refrigerant and PAG oil are hydrascopic. To prevent contamination of the vapor-cycle cooling
system, it is essential that plugs and caps be installed on all components and refrigerant lines as soon
as the lines are disconnected to prevent moisture from entering the system.
(8) Loosen fitting (6) and disconnect tube from the suction port (9) of the compressor (5). Install caps and plugs on the open
fitting and suction port to prevent contamination of the system.
(9) Loosen fitting (7) and disconnect tube from the discharge port (8) of the compressor (5). Install caps and plugs on the open
fitting and discharge port to prevent contamination of the system.
(10) Remove bolts (12) and washers (13) securing the compressor mount (11) to the motor module (10).
CAUTION: If the compressor is being replaced, note the amount of PAG oil recovered from the compressor. During
installation, the same amount of new oil must be added to the system.
NOTE: When draining PAG oil from the compressor, allow approximately 30 minutes to drain the oil from the
compressor.
(11) If the compressor is being replaced, remove compressor (5) from the airplane and drain any PAG oil from the compressor.
Add the amount of oil recovered from the compressor to the amount recovered from the system during refrigerant recovery.
If the compressor will be reinstalled, DO NOT drain the PAG oil from the compressor.
B. Installation
The compressor (5) is located in the right aft avionics compartment (Ref. Figure 401).
CAUTION: If the compressor has experienced a catastrophic failure or the system has particulate contamination,
system flushing will be required prior to installation of a new compressor.
(1) If required, perform AIR CONDITIONING SYSTEM FLUSHING procedure (Ref. 12-10-01, 301).
(4) Remove the cap and plug from the fitting (7) and discharge port (8).
(5) For airplanes RB-2 thru RB-274; align tube with discharge port (8) of the compressor (5) and tighten fitting (7).
For airplanes RB-275 and After; lubricate the threads of the discharge port (8) and the contact surfaces of the fitting (7)

21-50-03 (Rev B0)
with PAG oil (02-011, Table 401). Align tube with discharge port (8) of the compressor (5) and torque tighten the fitting (7)
to between 180 to 240 in-lbs.
(6) Remove the cap and plug from the fitting (6) and suction port (9).
(7) For airplanes RB-2 thru RB-274; align tube with suction port (9) of the compressor (5) and tighten fitting (6).
For airplanes RB-275 and After; lubricate the threads of the suction port (9) and the contact surfaces of the fitting (6) with
PAG oil (02-011, Table 401). Align tube with suction port (9) of the compressor (5) and torque tighten the fitting (6) to
between 336 to 396 in-lbs.
(8) Perform the COMPRESSOR MOTOR BELT INSTALLATION procedure (Ref. 21-50-02, 401).
(9) Remove caution tag and perform the MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301).
CAUTION: During the AIR CONDITIONING SYSTEM REFRIGERANT RECHARGING procedure, charge the
refrigerant system with the same amount of PAG oil (02-011, Table 401) that was recovered from the
system during removal.
PAG oil is hydrascopic. Do not use PAG oil that has been drained from the system.
(10) Perform AIR CONDITIONING SYSTEM REFRIGERANT CHARGING procedure (Ref. 12-10-01, 301).

21-50-03 (Rev B0)
Figure 401 : Sheet 1 : Air Conditioning Compressor Installation

21-50-03 (Rev B0)

21-50-04 (Rev B0)
SOFT START MODULE - REMOVAL/INSTALLATION

1. Soft Start Module
A. Removal
The soft start module (1) is located in the right aft avionics compartment (Ref. Figure 401).
(4) Disconnect electrical connector (2) from the soft start module (1) (Ref. Figure 401).
(5) Remove screws (3), washers (4) and cover (13) from the soft start module (1).
(6) Remove nut (12), washer (11), bolt (7) and cable terminals (8, 9, 10) from the soft start module (1).
(7) Remove soft start module (1) from airplane.
B. Installation
The soft start module (1) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Align the soft start module (1) with bracket (6) and secure with screws (3) and washers (4).
(2) Align cable terminals (8, 9, 10) with lugs (5) and secure with bolt (7), washer (11), and nut (12).
(3) Align the cover (13) with soft start module (1) and bracket (6), and secure with screws (3) and washers (4).
(4) Connect electrical connector (2) to the soft start module (1).
(7) Position the CKPT or CABIN auto temp control switch to MAN (manual mode).
(8) Turn and hold the CKPT or CABIN auto temp switch to DEC until the compressor/motor begins to operate.
(9) Turn and hold the CKPT or CABIN auto temp switch to INC until the compressor shuts off.

21-50-04 (Rev B0)
Figure 401 : Sheet 1 : Soft Start Module Installation

21-50-04 (Rev B0)

21-50-05 (Rev B0)
LOAD SHED CONTROLLER - REMOVAL/INSTALLATION

1. Load Shed Controller
A. Removal
The load shed controller (4) is located in the right aft fuselage equipment rack inboard of the anti-skid controller (Ref. Figure
401).
indicating " DO NOT RECONNECT".
(4) Disconnect electrical connector (1) from load shed controller (4) (Ref. Figure 401).
(5) Remove screws (3) and washers (2) securing load shed controller (4) to aft fuselage equipment rack (5).
(6) Remove load shed controller (4) from airplane.
B. Installation
The load shed controller (4) is located in the right aft fuselage equipment rack inboard of the anti-skid controller (Ref. Figure
401).
(1) Align load shed controller (4) with equipment rack (5) and secure with screws (3) and washers (2).
(2) Connect electrical connector (1) to the load shed controller (4).
(7) Allow the system to operate and ensure that cooled air discharges from the air outlets in the cockpit and overhead outlets
in the cabin.

21-50-05 (Rev B0)
Figure 401 : Sheet 1 : Load Shed Controller Installation

21-50-05 (Rev B0)

21-50-06 (Rev B0)
CONDENSER - REMOVAL/INSTALLATION
1. Information
MATERIALS
04-034 Sealant
2. Condenser
A. Removal
The condenser (1) is located in the right aft avionics compartment (Ref. Figure 401).
(6) Perform the CONDENSER BLOWER REMOVAL procedure (Ref. 21-50-07, 401).
(7) Remove screws (15), washers (13, 16), and nuts (12) securing jumpers (18, 19) across air conditioning line adapters (10,
20).
CAUTION: R134a refrigerant and PAG oil are hydrascopic. To prevent contamination of the vapor-cycle
cooling system, it is essential that plugs and caps be installed on all components and refrigerant
lines as soon as the lines are disconnected to prevent moisture from entering the system.
(8) Loosen fittings and disconnect the condenser outlet fitting (9) from adapter (10). Install caps and plugs on the line (9) and
adapter (10).
(9) Loosen fittings and disconnect the condenser inlet fitting (21) from adapter (20). Install caps and plugs on the line (21) and
adapter (20).
(10) Remove screws (23) and washers (22) securing condenser plenum (24) to condenser (1).
(11) Break the seal and remove condenser plenum (24) from airplane.
(12) Remove screws (7), washers (6), and condenser plenum shear panel (8) from the upper baggage wall (5).
(13) Support the condenser (1), and remove screws (4), washers (3) securing the condenser (1) to the center baggage wall
frame (2). Remove the condenser (1) from the airplane.
B. Installation
The condenser (1) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Remove sealant from condenser plenum (24) and prepare the surface according to SURFACE PREPARATION
procedure (Ref. 20-22-00, 201).
(2) Align condenser (1) with center baggage wall frame (2) and secure with screws (4) and washers (3) (Ref. Figure 401).
(3) Install screws (7), washers (6) and condenser plenum shear panel (8) to the upper baggage wall (5).
(4) Apply sealant (04-034, Table 401) to caulk and seal gap between the condenser (1) and condenser plenum (24) (Ref. 20-
22-00, 201).
(5) Align condenser plenum (24) with condenser (1) and secure with screws (23) and washers (22).
(6) Remove the cap and plug from the condenser outlet fitting (9) and adapter (10). Lubricate the threads of the fitting and the
contact surfaces of the adapter with PAG oil (02-011, Table 401).
(7) Connect the condenser outlet fitting (9) to adapter (10) and torque tighten the fitting to between 230 to 260 in.-lbs.
(8) If the torque between the compressor pressure line (11) and adapter (10) was loosened during removal of condenser (1),
lubricate the threads of the fitting and the contact surfaces of the adapter with PAG oil (02-011, Table 401) and torque

21-50-06 (Rev B0)
tighten the fitting to between 266 to 294 in.-lbs.

(9) Remove the cap and plug from the condenser inlet fitting (21) and adapter (20). Lubricate the threads of the fitting and the
(10) Connect the condenser inlet fitting (21) to adapter (20) and torque tighten the fittings to between 342 to 378 in.-lbs.
(11) If the torque between the receiver dryer pressure line (17) and adapter (20) was loosened during removal of condenser (1),
(12) Install jumpers (18, 19) across air conditioning line adapters (10, 20) and secure with screws (15), washers (13, 16) and
nuts (12).
(13) Perform the CONDENSER BLOWER INSTALLATION procedure (Ref. 21-50-07, 401).
(14) Remove caution tag and reconnect main battery (Ref. DC GENERATION SYSTEMS, (Ref. 24-30-00, 301).
in the cabin.
(22) Close left aft baggage door (850AL, Figure 201, 06-50-07).

21-50-06 (Rev B0)
Figure 401 : Sheet 1 : Condenser Installation

21-50-06 (Rev B0)

21-50-07 (Rev B0)
CONDENSER BLOWER - REMOVAL/INSTALLATION

1. Condenser Blower
A. Removal
The condenser blower (10) is located in the right aft avionics compartment (Ref. Figure 401).
(4) Remove nuts (6), lock washers (7, and washers (8) securing electrical connectors (9) to condenser blower terminals (15)
(Ref. Figure 401).
(5) Remove clamps (2, 4), and disconnect duct (3) and exhaust louver (1), from condenser blower coupler (5).
(6) Remove screws (16) and washers (17) securing condenser blower (10) to bracket (19), and remove condenser blower
(10) from condenser plenum (11) and bracket (19).
(7) Remove screws (21) and washers (20) securing coupler (5) to bracket (18) and condenser blower (10).
(8) Remove screws (12) and washers (13) securing mounting lug (14) to bracket (18). Separate condenser blower (10) from
bracket (18).
B. Installation
The condenser blower (10) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Align condenser blower (10) with bracket (18) and install screws (12) and washers (13).
(2) Align mounting bracket (18) and coupler (5) with condenser blower (10), and install screws (21) and washers (20).
(3) Align condenser blower (10) with plenum (11) and bracket (18), and secure with screws (12) and washers (13).
(4) Align duct (3) with coupler (5) and exhaust louver (1), and install clamps (2, 4).
(5) Connect electrical connectors (9) to terminals (15) and install washers (8), lock washers (7) and nuts (6).
in the cabin.
(11) Make sure air discharges overboard from the round condenser blower discharge vent on the right side of the airplane at
FS 442 and WL 95.

21-50-07 (Rev B0)
Figure 401 : Sheet 1 : Condenser Blower Installation

21-50-07 (Rev B0)

21-50-08 (Rev B0)
RECEIVER DRYER - REMOVAL/INSTALLATION

1. Information
MATERIALS
2. Receiver Dryer
A. Removal
The receiver dryer (4) is located in the right aft avionics compartment (Ref. Figure 401).
(2) Perform AIR CONDITIONING SYSTEM REFRIGERANT RECOVERY procedure (Ref. 12-10-01, 301).
(4) Perform the MAIN BATTERY DISCONNECTING procedure (Ref. 24-30-00, 301) and tag connector with a caution tag
(5) Remove screw (18), washers (19, 21), nut (22), and bonding jumper (14) from clamp (20). Remove bonding jumper across
receiver dryer (4) (Ref. Figure 401).
CAUTION: R134a refrigerant, PAG oil, and the receiver dryer are hydrascopic. To prevent contamination of the
vapor-cycle cooling system, plugs and caps must be installed on all components and refrigerant lines
as soon as the lines are disconnected to prevent moisture from entering the system.
(6) Loosen fitting (1) and disconnect tube assembly from adapter (2). Install plug in fitting and cap on adapter.
(7) Loosen fitting (8) and disconnect tube assembly from adapter (7). Install plug in fitting and cap on adapter.
(8) Remove screws (15) and washers (16) securing brackets (17) to brackets (5).
(9) Remove receiver dryer (4) from airplane.
(10) Remove adapters (2, 7) from receiver dryer (4) and discard preformed packings (3, 6). Install caps on adapters.
B. Installation
The receiver dryer (4) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Remove all caps from adapters (2, 7).
(2) Apply a thin film of Poly Alkaline Glycol (PAG) oil (02-011, Table 401) to preformed packings (3, 6). Install preformed
packings on adapters (2, 7) and install adapters in receiver dryer (4).
(3) Align brackets (17) with brackets (5) and secure with screws (15) and washers (16).
(4) Remove plug from the fitting (8). Lubricate the threads of the fitting and the contact surfaces of the adapter (7) with PAG oil
(02-011, Table 401).
(5) Align tube assembly with adapter (7) and torque tighten the fitting (8) to between 266 to 294 in-lbs.
(6) Remove plug from the fitting (1). Lubricate the threads of the fitting and the contact surfaces of the adapter (2) with PAG oil
(02-011, Table 401).
(7) Align tube assembly with adapter (2) and torque tighten the fitting (1) to between 266 to 294 in-lbs.
(8) Install screw (18), washers (19, 21) and nut (22) securing bonding jumper (14) across receiver dryer (4). Perform TUBING
CLAMP-TO-BONDING JUMPER ELECTRICAL BONDING procedure(Ref. 20-13-00, 201).
(9) Perform the MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301).
(11) Perform AIR CONDITIONING SYSTEM FUNCTIONAL TEST procedure (Ref. 21-50-00, 501).

21-50-08 (Rev B0)
Figure 401 : Sheet 1 : Receiver Dryer Installation

21-50-08 (Rev B0)

21-50-09 (Rev B0)
HIGH PRESSURE CUTOUT SWITCH - REMOVAL/INSTALLATION

1. Information
MATERIALS
044 Removal/Insertion Tool 02-011 Poly Alkaline Glycol Oil
2. High Pressure Cutout Switch
A. Removal
The high pressure cutout switch (6) is located in the right aft avionics compartment (Ref. to Figure 401).
(5) Insert the removal/insertion tool (044, Table 401) into the splice (3), and remove the electrical pins (2) from splice (3).
CAUTION: R134a refrigerant, and PAG oil are hydrascopic. To prevent contamination of the vapor-cycle
cooling system, plugs and caps must be installed on all components and refrigerant lines as soon
(6) Remove high pressure cutout switch (6) from tube assembly (4). Install plug in tube assembly (4).
(7) Remove high pressure cutout switch (6) from airplane.
B. Installation
(1) Apply a thin film a Poly Alkaline Glycol (PAG) oil (02-011, Table 401) to the preformed packing (5). Install preformed
packing (5) on high pressure cutout switch (6) (Ref. Figure 401).
(2) Install high pressure cutout switch (6) in tube assembly (4).
(3) Install pins (2) on switch wires (1). Install the electrical pins (2) in the splice (3) using the removal/insertion tool (044, Table
401).
(4) Remove caution tags and reconnect main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).
in the cabin.

21-50-09 (Rev B0)
Figure 401 : Sheet 1 : High Pressure Cutout Switch Installation

21-50-09 (Rev B0)

21-50-10 (Rev B0)
LOW PRESSURE CUTOUT SWITCH - REMOVAL/INSTALLATION

1. Information
MATERIALS
044 Removal/Insertion Tool 02-011 Poly Alkaline Glycol Oil
2. Low Pressure Cutout Switch
A. Removal
The low pressure cutout switch (5) is located in the right aft avionics compartment (Ref. Figure 401).
(5) Insert removal/insertion tool (044, Table 401) into splice (2), and remove electrical pins (3) from splice (2) (Ref. Figure
401).
(6) Remove low pressure cutout switch (5) from tube assembly (1). Install plug in tube assembly (1).
(7) Remove low pressure cutout switch (5) from airplane.
B. Installation
The low pressure cutout switch (5) is located in the right aft avionics compartment (Ref. Figure 401).
(1) Apply a thin film a Poly Alkaline Glycol (PAG) oil (02-011, Table 401) to the preformed packing (6). Install preformed
packing (6) on low pressure cutout switch (5) (Ref. Figure 401).
(2) Install low pressure cutout switch (5) in tube assembly (1)
(3) Install pins (3) on switch wires (4). Install the electrical pins (3) in the splice (2) using the removal/insertion tool (044, Table
401).
(4) Remove caution tag and reconnect main battery. (Ref DC GENERATION SYSTEMS, 24-30-00, 301).
(5) Perform AIR CONDITIONING SYSTEM REFRIGERANT CHARGING procedure (Ref. 12-10-01, 301)
in the cabin.

21-50-10 (Rev B0)
Figure 401 : Sheet 1 : Low Pressure Cutout Switch Installation

21-50-10 (Rev B0)

21-50-11 (Rev B0)
LOW OUTSIDE TEMPERATURE CUTOUT SWITCH - REMOVAL/INSTALLATION

1. Low Outside Air Temperature Cutout Switch
A. Removal
The low outside air temperature (OAT) cutout switch (3) is located just inside of the lower aft right louvre (1) (Ref. Figure 401).
(2) Remove the air conditioning condenser plenum shear panel (310FZ, Figure 201, 06-50-03).
(5) Disconnect the electrical connector (7) from the low OAT cutout switch (3) (Ref. Figure 401).
(6) Remove the 2 screws (4), 2 nuts (5) and 4 washers (6) securing the low OAT cutout switch (3) to the bracket (2).
(7) Remove low OAT cutout switch (3) from the airplane.
B. Installation
The low outside air temperature (OAT) cutout switch (3) is located just inside of the lower aftright louvre (1) (Ref. Figure 401).
(1) Align the low OAT cutout switch (3) with the bracket (2) and install 2 screws (4), 4 washers (6) and 2 nuts (5).
(2) Connect electrical connector (7) to the low OAT cutout switch (3).
(3) Remove the caution tag and reconnect the main battery (Ref. 24-30-00, 301).
(4) Install the air conditioning condenser plenum shear panel (310FZ, Figure 201, 06-50-03).

21-50-11 (Rev B0)
Figure 401 : Sheet 1 : Low Outside Air Temperature Cutout Switch Installation

21-50-11 (Rev B0)

21-50-11 (Rev B0)

21-50-11 (Rev B0)

21-50-11 (Rev B0)

21-50-12 (Rev B0)
AIR CONDITIONER RESET SWITCHES - REMOVAL/INSTALLATION

1. Air Conditioner Reset Switches
A. Removal
The air conditioner (A/C) reset switches (9, 10) are located in right aft avionics compartment on the air conditioning service
panel (Ref. Figure 401).
(4) Loosen and unscrew lens (4). Remove lens (4) and bulb (5) from boot (3) on the A/C Under Pressure Reset switch (10)
and A/C over pressure reset switch (9) (Ref. Figure 401).
(5) Loosen and unscrew boots (3). Remove washers (12), lock washers (11), and boots (3) from the reset switches (9, 10).
(6) Disconnect electrical connector (8) from the A/C reset switches (9, 10). If necessary, remove the screws (2) and washers
(1) securing the air conditioning service panel plate (6).
(7) Remove A/C reset switches (9, 10) from the air conditioner service panel plate (6).
B. Installation
The air conditioner (A/C) reset switches (9, 10) are located in right aft avionics compartment on the air conditioning service
panel (Ref. Figure 401).
(1) Connect electrical connector (8) to the A/C reset switches (9, 10).
(2) Align the A/C reset switches (9, 10) in the air conditioner service panel plate (6).
(3) Align lock washer (11), and washer (12) with A/C reset switch (9, 10), and install boot (3) securing A/C reset switch (9, 10)
to plate (6).
(4) Install bulb (5) and lens (4) in boot (3).
(5) If removed, align the air conditioning service panel plate (6) with the bracket (7) and install screws (2) and washers (1).
in the cabin.

21-50-12 (Rev B0)
Figure 401 : Sheet 1 : Air Conditioner Reset Switches Installation

21-50-12 (Rev B0)

21-50-13 (Rev B0)
CABIN EVAPORATOR - REMOVAL/INSTALLATION

1. Information
MATERIALS
2. Cabin Evaporator
A. Removal
The cabin evaporator (3) is located inside the ECS Box Cover in right lower sidewall of the lavatory (Ref. Figure 401).
(4) Perform the ECS BOX COVER REMOVAL procedure (Ref. 25-40-01, 401).
(5) Perform the CABIN EVAPORATOR FILTER REMOVAL procedure (Ref. 21-50-18, 401).
(6) Remove the screws (14) and washers (15) securing the fan housing cover (1) (Ref. Figure 401).
(7) Loosen outlet fitting (12) and disconnect tube assembly from adapter (13). Install cap and plug on the adapter (13) and
fitting (12).
(8) Perform the CABIN THERMAL EXPANSION VALVE REMOVAL procedure (Ref. 21-50-15, 401).
(9) Remove screws (11) and washers (10) securing cabin evaporator (3) to fan housing (Ref. Figure 401).
(10) Remove bolts (4) and washers (5) securing the cabin evaporator (3) to the fan housing.
(11) Lift cabin evaporator (3) from fan housing and remove from airplane.
B. Installation
The cabin evaporator (3) is located inside the ECS Box Cover in right lower sidewall of the lavatory (Ref. Figure 401).
(1) Align cabin evaporator (3) with fan housing and secure with bolts (4) and washers (5).
(2) Align cabin evaporator (3) with right side of fan housing and secure with screws (11) and washers (10).
(3) Remove cap and plug from cabin evaporator outlet fitting (12) and adapter (13). Lubricate the threads of the fitting and the
(4) Connect the cabin evaporator outlet fitting (12) to adapter (13) and torque tighten outlet fitting to between 460 to 500 in.-
lbs.
(5) If the torque between the suction tube fitting (16) and adapter (13) was loosened during removal of cabin evaporator (3),
(6) Perform the CABIN THERMAL EXPANSION VALVE INSTALLATION procedure (Ref. 21-50-15, 401).
(7) Align the thermal bulb (8) with the outlet tube and clamp (9). Secure the thermal bulb (8) to the outlet tube (Ref. Figure 401).
(8) Install screws (14) and washers (15) securing fan housing cover (1).
(9) Perform the CABIN EVAPORATOR FILTER INSTALLATION procedure (Ref. 21-50-18, 401).
(10) Perform the ECS BOX COVER INSTALLATION procedure (Ref. 25-40-01, 401).
(11) Perform AIR CONDITIONING REFRIGERANT CHARGING procedure (Ref. 12-10-01, 301).

21-50-13 (Rev B0)
(14) Rotate the CABIN auto temp control switch to MAN (manual mode).
(15) Turn and hold the CABIN auto temp control switch to DEC until the compressor/motor starts operating.
(16) Verify the upper cabin air outlets begin to emit cool air.
(17) Turn and hold the CABIN auto temp control switch to INC until the compressor/motor shuts off.

21-50-13 (Rev B0)
Figure 401 : Sheet 1 : Cabin Evaporator Installation

21-50-14 (Rev B0)
CABIN EVAPORATOR BLOWER - REMOVAL/INSTALLATION

1. Cabin Evaporator Blower
A. Removal
The cabin evaporator blower (5) is located inside the ECS box cover in right lower sidewall of the lavatory (Ref. Figure 401).
(4) Remove the screws and washers securing the top fan housing cover (1) (Ref. Figure 401).
(5) Disconnect connector (10) from the cabin evaporator blower (5).
(6) Remove screw (8) and washer (9) securing saddle clamp (6) to the fan support bracket (11).
(7) Remove screw (12) and washer (13) securing bonding jumper (14) to fan support bracket (11) and blower housing (3).
(8) Lift and rotate cabin evaporator blower (5) and blower housing (3), separate blower housing (3) from side panel seal (2),
and remove cabin evaporator blower (5).
(9) Remove saddle clamp (6) from cabin evaporator blower (5).
B. Installation
The cabin evaporator blower (5) is located inside the ECS box cover in right lower sidewall of the lavatory (Ref. Figure 401).
(1) Install saddle clamp (6) on cabin evaporator blower (5).
(2) Align blower housing (3) with the side panel seal (2), and cabin evaporator blower (5) with fan support bracket (11).
(3) Align saddle clamp (6) with fan support bracket (11) and install screw (8) and washer (9).
(4) Align blower housing (3) with fan support bracket (11) and install screw (12), washer (13) and bonding jumper (11).
(5) Connect connector (10) to evaporator blower (5).
(6) Install screws and washers securing the fan housing cover (1).
(10) Set the BAT switch to ON.
(11) Set the CABIN BLOWER switch to the LO position. Ensure the cabin evaporator blower operates and air discharges from
the cabin air outlets.
(12) Set the CABIN BLOWER switch to the medium (center) position. Ensure the cabin evaporator blower operates at a faster
speed and air continues to discharge from the cabin air outlets.
(13) Set the CABIN BLOWER switch to the HI position. Ensure the cabin evaporator blower operates at a faster speed and air
continues to discharge from the cabin air outlets.
(14) Set the BAT switch OFF position.

21-50-14 (Rev B0)
Figure 401 : Sheet 1 : Cabin Evaporator Blower Installation

21-50-15 (Rev B0)
THERMAL EXPANSION VALVE - REMOVAL/INSTALLATION

1. Information
MATERIALS
09-044 Insulation
09-045 Tape
2. Cockpit Thermal Expansion Valve
A. Removal
The cockpit thermal expansion valve (3) is located below the flight deck floorboard (130AC) at FS 179 and BL 0 (Ref. Figure
401).
(1) Perform CENTER FLOORBOARDS REMOVAL procedure (Ref. 53-30-04, 401) and remove center floorboard 130AC.
(3) Remove insulation covering the thermal bulb (5) and tube assembly (7) (Ref. Figure 401).
(4) Loosen clamp (6) and remove thermal bulb (5) from tube assembly (7).
CAUTION: R134a refrigerant, and PAG oil are hydrascopic. To prevent contamination of the vapor-cycle cooling
system, plugs and caps must be installed on all components and refrigerant lines as soon as the lines
are disconnected to prevent moisture from entering the system.
(5) Loosen fitting (4) and disconnect tube assembly from thermal expansion valve (3). Install cap and plug on tube assembly
and thermal expansion valve.
(6) Loosen fitting (2) and disconnect tube assembly (1) from thermal expansion valve (3). Install cap and plug on tube
assembly and thermal expansion valve.
(7) Remove thermal expansion valve (3) from airplane.
B. Installation
The cockpit thermal expansion valve (3) is located below the flight deck floorboard (130AC) at FS 179 and BL 0 (Ref. Figure
401).
(1) Remove the cap and plug from the thermal expansion valve (3) and tube assembly (1).
(2) Lubricate the threads of the fitting (2) and the contact surfaces of the thermal expansion valve (3) with Poly Alkaline Glycol
(PAG) oil (02-011, Table 401).
(3) Align thermal expansion valve (3) with tube assembly (1) and torque tighten the fitting (2) to between 230 to 260 in-lbs.
(4) Remove the cap and plug from the thermal expansion valve (3) and tube assembly.
(5) Lubricate the threads of the fitting (4) and the contact surfaces of the thermal expansion valve (3) with PAG oil (02-011,
Table 401).
(6) Align tube assembly with thermal expansion valve (3) and torque tighten the fitting (4) to between 110 to 130 in-lbs.
CAUTION: Thermal bulb must be firmly attached to the upper half (between 9 and 3 o'clock) of the evaporator
suction tube assembly in order to properly sense the temperature of the suction tube.
(7) Align thermal bulb (5) on the upper half of the evaporator tube assembly (7) and tighten clamp (6).
CAUTION: The thermal bulb must be properly insulated for the expansion valve to sense the temperature of the
tube assembly.
(8) Install insulation (09-044, Table 401) over the thermal bulb (5) and tube assembly (7) and secure and cover insulation with
two wraps of tape (09-045, Table 401).
(9) Perform LEAK TEST
(10) Perform CENTER FLOORBOARDS INSTALLATION procedure (Ref. 53-30-04, 401) and install center floorboard 130AC.

21-50-15 (Rev B0)
(13) Set the CKPT AUTO TEMP switches to MAN.
(14) Turn and hold the CKPT AUTO TEMP switches to DEC until the compressor begins to operate.
(15) Allow the system to operate and make sure that cooled air discharges from the air outlets in the cockpit.
(16) Turn and hold the CKPT AUTO TEMP switches to INC until the compressor shuts off.
3. Cabin Thermal Expansion Valve
A. Removal
The cabin thermal expansion valve (3) is located inside the ECS box cover located in the lower right sidewall of the lavatory
(Ref. Figure 402).
(3) Remove insulation covering the thermal bulb (6) and tube assembly (Ref. Figure 402).
(4) Loosen clamp (7) and remove thermal bulb (6) from the evaporator suction tube assembly.
CAUTION: R134a refrigerant, and PAG oil are hydrascopic. To prevent contamination of the vapor-cycle cooling
system, plugs and caps must be installed on all components and refrigerant lines as soon as the lines
are disconnected to prevent moisture from entering the system.
(5) Loosen fitting (2) and disconnect tube assembly (1) from cabin thermal expansion valve (3). Install cap and plug on the
cabin thermal expansion valve and tube assembly.
(6) Loosen fitting (4) and disconnect cabin thermal expansion valve (3) from cabin evaporator inlet tube (5). Install cap and
plug on the cabin thermal expansion valve and fitting.
(7) Remove cabin thermal expansion valve (3) from airplane.
B. Installation
The cabin thermal expansion valve (3) is located inside the ECS box cover located in the lower right sidewall of the lavatory
(Ref. Figure 402).
(1) Remove the cap and plug from the cabin thermal expansion valve (3) and cabin evaporator inlet tube (5).
(2) Lubricate the threads of the fitting (4) and the contact surfaces of the cabin thermal expansion valve (3) with Poly Alkaline
Glycol (PAG) oil (02-011, Table 401).
(3) Align cabin evaporator inlet tube (5) with cabin thermal expansion valve (3) and torque tighten the fitting (4) to between 230
to 260 in-lbs.
(4) Remove the cap and plug from the cabin thermal expansion valve (3) and tube assembly (1).
(5) Lubricate the threads of the fitting (2) and the contact surfaces of the cabin thermal expansion valve (3) with PAG oil (02-
011, Table 401).
(6) Align cabin thermal expansion valve (3) with tube assembly (1) and torque tighten the fitting (2) to between 110 to 130 in-
lbs.
CAUTION: Thermal bulb must be firmly attached to the upper half (between 9 and 3 o'clock) of the evaporator
suction tube assembly in order to properly sense the temperature of the suction tube.
(7) Align thermal bulb (6) on the upper half of the evaporator suction tube assembly and tighten clamp (7).
CAUTION: The thermal bulb must be properly insulated for the expansion valve to sense the temperature of the
tube assembly.
(8) Install insulation (09-044, Table 401) over the thermal bulb (5) and suction tube assembly and secure and cover insulation
with two wraps of tape (09-045, Table 401).
(12) Set the CABIN AUTO TEMP switches to MAN.
(13) Turn and hold the CABIN AUTO TEMP switches to DEC until the compressor begins to operate.

21-50-15 (Rev B0)
(14) Allow the system to operate and make sure that cooled air discharges from the overhead air outlets in the cabin.
(15) Turn and hold the CABIN AUTO TEMP switches to INC until the compressor shuts off.

21-50-15 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Thermal Expansion Valve Installation

21-50-15 (Rev B0)
Figure 402 : Sheet 1 : Cabin Thermal Expansion Valve Installation

21-50-15 (Rev B0)

21-50-15 (Rev B0)

21-50-15 (Rev B0)

21-50-15 (Rev B0)

21-50-16 (Rev B0)
EVAPORATOR DRAIN VALVE - REMOVAL/INSTALLATION

1. Information
MATERIALS
04-034 Sealant
05-007 Epoxy Adhesive Type I Class I
2. Cockpit Evaporator Drain Valve
A. Removal
The cockpit evaporator drain valve (7) is located below the cockpit floorboard (130AC) at FS 179 and BL 0 (Ref. Figure 401).
(2) Remove screws (1) and washers (2), and remove drain plate (3) from cockpit evaporator plenum (4) (Ref. Figure 401).
(3) Lift cockpit evaporator drain valve (7) from cockpit evaporator plenum (4), loosen clamp (6) and disconnect drain tube (5).
(4) Remove cockpit evaporator drain valve (7) from airplane.
B. Installation
The cockpit evaporator drain valve (7) is located below the cockpit floorboard (130AC) at FS 179 and BL 0 (Ref. Figure 401).
(1) Connect drain tube (5) to evaporator drain valve (7) and secure with clamp (6).
(2) Align cockpit evaporator drain valve (7) in the cockpit evaporator plenum (4).
(3) Insert the drain tube (8) in the drain plate (3).
(4) Align the drain plate (3) and drain tube (8) with the cockpit evaporator drain valve (7) and install screws (1) and washers
(2).
(5) Apply sealant (04-034, Table 401) to drain plate (3) to form a fillet seal.
3. Cabin Evaporator Drain Valve
A. Removal
The cabin evaporator drain valve (5) is located in the ECS box cover located in the lower right sidewall of the lavatory (Ref.
Figure 402).
(1) Remove right forward overwing fairing (230BR, Figure 201, 06-50-02).
(3) Remove tie strap (3) and disconnect drain tube (2) from elbow (4) (Ref. Figure 402).
(4) Remove the cabin drain valve (5) from the fuselage.
(5) Remove clamp (7) and drain tube (6) from cabin evaporator drain valve (5).
(6) Remove elbow (4) from cabin evaporator drain valve (5).
(7) Remove cabin evaporator drain valve (5) from airplane.
B. Installation
The cabin evaporator drain valve is located in the ECS box cover located in the right sidewall of the lavatory (Ref. Figure 402).
(1) Install elbow (4) in cabin evaporator drain valve (5).
(2) Connect drain tube (6) to cabin evaporator drain valve (5) and tighten clamp (7).
(3) Apply epoxy adhesive (05-007, Table 401) to the inside perimeter of the fuselage hole and the lower flange of the cabin
drain valve (5). Bond the lower flange of the cabin evaporator drain valve (5) in the fuselage opening.
NOTE: Orient elbow on the drain valve toward the aft of the airplane to allow the drain tube (2) to connect
to the elbow (4).
(4) Connect drain tube (2) to elbow (4) and secure with tie strap (3).

21-50-16 (Rev B0)
(6) Install right forward overwing fairing (230BR, Figure 201, 06-50-02).

21-50-16 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Evaporator Drain Valve Installation

21-50-16 (Rev B0)
Figure 402 : Sheet 1 : Cabin Evaporator Drain Valve Installation

21-50-16 (Rev B0)

21-50-16 (Rev B0)

21-50-16 (Rev B0)

21-50-16 (Rev B0)

21-50-16 (Rev B0)
Figure 201 : Sheet 1 : Fuselage Access Plates and Panels

21-50-16 (Rev B0)

21-50-16 (Rev B0)

21-50-16 (Rev B0)

21-50-17 (Rev B0)
COCKPIT/CABIN REFRIGERANT SOLENOID VALVE - REMOVAL/INSTALLATION

1. Information
MATERIALS
2. Cockpit Refrigerant Solenoid Valve
A. Removal
The cockpit refrigerant solenoid valve (6) is located below the cockpit floorboard (130AC) at FS 179 and BL 0 (Ref. Figure
401).
(5) Disconnect electrical connector (4) from cockpit refrigerant solenoid valve (6) (Ref. Figure 401).
(6) Remove screw (13), washer (2), nut (3) and bonding jumper (14) from clamp (1).
(7) Loosen fitting (12) and disconnect tube assembly (15) from solenoid valve (6). Install cap and plug on the fitting (12) and
cockpit refrigerant solenoid valve (6).
(8) Loosen fitting (7) and disconnect tube assembly (8) from solenoid valve (6). Install cap and plug on fitting (7) and cockpit
refrigerant solenoid valve (6).
(9) Remove nut (11), washer (10), and clamp (5) securing cockpit refrigerant solenoid valve (6) to stud (9).
(10) Remove cockpit refrigerant solenoid valve (6) from airplane.
B. Installation
The cockpit refrigerant solenoid valve (6) is located below the cockpit floorboard (130AC) at FS 179 and BL 0 (Ref. Figure
401).
(1) Install clamp (5) on cockpit refrigerant solenoid valve (6).
(2) Align clamp (5) with stud (9) and install washer (10) and nut (11).
(3) Remove the cap and plug from the cockpit refrigerant solenoid valve (6) and fitting (12). Lubricate the threads of the fitting
and the contact surfaces of the adapter with PAG oil (02-011, Table 401).
(4) Connect fitting (12) to the cockpit refrigerant solenoid valve (6) adapter port and torque tighten the fitting to between 266 to
294 in.-lbs.
(5) Remove the cap and plug from the cockpit refrigerant solenoid valve (6) and fitting (7). Lubricate the threads of the fitting
(6) Connect fitting (7) to the cockpit refrigerant solenoid valve (6) adapter port and torque tighten the fitting to between 162 to
179 in.-lbs.
(7) If the torque between the expansion valve tube fitting (8) and the expansion valve adapter was loosened during removal of
the refrigerant solenoid valve (6), lubricate the threads of the fitting and the contact surfaces of the adapter with PAG oil
(02-011, Table 401) and torque tighten the fitting to between 110 to 130 in.-lbs.
(8) Install screw (13), washer (2) and nut (3) securing bonding jumper (14) across cockpit refrigerant solenoid valve (6).
(9) Connect electrical connector (4) to the cockpit refrigerant solenoid valve (6) (Ref. Figure 401).

21-50-17 (Rev B0)
(14) Rotate the CKPT auto temp control switch to MAN (manual mode).
(15) Turn and hold the CKPT auto temp control switch to DEC until the compressor/motor starts operating.
(16) Verify the upper cockpit air outlets begin to emit cool air.
(17) Turn and hold the CKPT auto temp control switch to INC until the compressor/motor shuts off.
3. Cabin Refrigerant Solenoid Valve
A. Removal
The cabin refrigerant solenoid valve (12) is located in the aft lavatory adjacent to the cabin evaporator (Ref. Figure 402).
(5) Disconnect electrical connector (5) from cabin refrigerant solenoid valve (12) (Ref. Figure 402).
(6) Remove screw (1), washers (2), nut (4), and bonding jumper (6) from clamp (3).
CAUTION: R134a refrigerant, and pag oil are hydrascopic. To prevent contamination of the vapor-cycle
(7) Loosen fitting (13) and disconnect tube assembly (14) from cabin refrigerant solenoid valve (12). Install cap and plug on
the fitting (13) and solenoid valve (12).
(8) Loosen fitting (8) and disconnect tube assembly (7) from cabin refrigerant solenoid valve (12). Install cap and plug on the
fitting (8) and solenoid valve (12).
(9) Remove screw, washer (9), and clamp (11) securing cabin refrigerant solenoid valve (12) to the aft environmental box (10).
(10) Remove cabin refrigerant solenoid valve (12) from airplane.
B. Installation
The cabin refrigerant solenoid valve (12) is located in the right aft lavatory adjacent to the cabin evaporator (Ref. Figure 402).
(1) Install clamp (11) on cabin refrigerant solenoid valve (12).
(2) Align clamp (11) with aft environmental box (10) and install washer (9) and screw.
(3) Remove the cap and plug from the cabin refrigerant solenoid valve (12) and fitting (8). Lubricate the threads of the fitting
(4) Connect fitting (8) to the cabin refrigerant solenoid valve (12) adapter port and torque tighten the fitting to between 266 to
294 in.-lbs.
(5) Remove the cap and plug from the cabin refrigerant solenoid valve (12) and fitting (13). Lubricate the threads of the fitting
(6) Connect fitting (13) to the cabin refrigerant solenoid valve (12) adapter port and torque tighten the fitting to between 162 to
179 in.-lbs.
(7) If the torque between the expansion valve pressure tube fitting (14) and the expansion valve adapter was loosened during
removal of the refrigerant solenoid valve (12), lubricate the threads of the fitting and the contact surfaces of the adapter with
PAG oil (02-011, Table 401) and torque tighten the fitting to between 110 to 130 in.-lbs.
(8) Install screw (1), washers (2) and nut (4) securing bonding jumper (6) to clamp (3).
(9) Connect electrical connector (5) to cabin refrigerant solenoid valve (12) (Ref. Figure 402).

21-50-17 (Rev B0)
(14) Rotate the CABIN auto temp control switch to MAN (manual mode).
(15) Turn and hold the CABIN auto temp control switch to DEC until the compressor/motor starts operating.
(16) Verify the upper cabin air outlets begin to emit cool air.
(17) Turn and hold the CABIN auto temp control switch to INC until the compressor/motor shuts off.

21-50-17 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Refrigerant Solenoid Valve Installation

21-50-17 (Rev B0)
Figure 402 : Sheet 1 : Cabin Refrigerant Solenoid Valve Installation

21-50-17 (Rev B0)

21-50-17 (Rev B0)

21-50-17 (Rev B0)

21-50-17 (Rev B0)

21-50-18 (Rev B0)
EVAPORATOR FILTERS - REMOVAL/INSTALLATION

1. Cockpit Evaporator Filter
NOTE: The cockpit evaporator filter (6) is located below the cockpit floorboard (130AC, Figure 201, 06-50-01 ) at FS
186 and BL 0 (Ref. Figure 401).
A. Removal
(2) Remove screws (1), washers (2, 3, 4), screen (5), and cockpit evaporator filter (6) from the support bracket (7) (Ref. Figure
401).
(3) Remove cockpit evaporator filter (6) from airplane.
B. Installation
NOTE: Filter is installed next to evaporator fins.
(1) Align cockpit evaporator filter (6) with velcro and press firmly to mate.
(2) Install screen (5) with support bracket (7) and install screws (1) and washers (2, 3, 4).
2. Cabin Evaporator Filter
NOTE: The cabin evaporator filter (1) is located below the ECS box assembly in right lower sidewall of the lavatory
(Ref. Figure 402).
A. Removal
(2) Separate cabin evaporator filter (1) from Velcro fastener (2) and remove cabin evaporator filter (1) from evaporator coil (3)
(Ref. Figure 402).
B. Installation
NOTE: Filter is installed over screen (4).
(1) Align cabin evaporator filter (1) with evaporator coil (3) and press firmly to mate with velcro fasteners (2).

21-50-18 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Evaporator Filter Installation

21-50-18 (Rev B0)
Figure 402 : Sheet 1 : Cabin Evaporator Filter Installation

21-50-18 (Rev B0)

21-50-18 (Rev B0)

21-50-18 (Rev B0)

21-50-18 (Rev B0)

21-50-19 (Rev B0)
COCKPIT EVAPORATOR - REMOVAL/INSTALLATION

1. Information
MATERIALS
2. Cockpit Evaporator
A. Removal
The cockpit evaporator (7) is located below the cockpit floorboard (130AC) at FS 179 and BL 0 (Ref. Figure 401).
(4) Perform the MAIN BATTERY DISCONNECTION procedure (Ref. 24-30-00, 301) and tag connector with a caution tag
(5) Perform the THERMAL EXPANSION VALVE REMOVAL procedure (Ref. 21-50-15, 401).
(6) Loosen fitting (4) and disconnect tube assembly (5) from union (3). Install cap and plug on fitting (4) and union (3) (Ref.
Figure 401).
(7) Remove screws (12), washers (11, 10, 9) and screen (13), then remove cockpit evaporator (7) from airplane.
B. Installation
The cockpit evaporator (7) is located below the cockpit floorboard (130AC) at FS 179 and BL 0 (Ref. Figure 401).
(1) Align cockpit evaporator (7) with bracket (8) and screen (13), and install washers (9, 10, 11) and screws (12).
(2) Remove the cap and plug from fitting (4) and union (3). Lubricate the threads and contact surfaces of the fitting and union
with PAG oil (02-011, Table 401).
(3) Align union (3) with tube assembly (5) and torque tighten the fitting (4) from 460 to 500 in-lbs.
(4) Perform the THERMAL EXPANSION VALVE INSTALLATION procedure (Ref. 21-50-15, 401).
(6) Perform the MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301).
(9) Rotate the CKPT auto temp control switch to MAN (manual mode).
(10) Turn and hold the CKPT auto temp control switch to DEC until the compressor/motor starts operating.
(11) Verify the upper cockpit air outlets begin to emit cool air.
(12) Turn and hold the CKPT auto temp control switch to INC until the compressor/motor shuts off.

21-50-19 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Evaporator Installation

21-50-19 (Rev B0)

21-50-19 (Rev B0)

21-50-19 (Rev B0)

21-50-19 (Rev B0)

21-50-20 (Rev B0)
COCKPIT EVAPORATOR BLOWER - REMOVAL/INSTALLATION

1. Information
The cockpit evaporator blower (1) is located below the cockpit floorboard (130AC, Figure 201, 06-50-01) at FS 179 and BL 0 (Ref.
Figure 401).
2. Cockpit Evaporator Blower
A. Removal
(1) Ensure the BAT switch is set to the OFF position and tag the switch with a caution tag indicating "DO NOT APPLY
POWER".
(4) Disconnect electrical connector (2) from cockpit evaporator blower (1) (Ref. Figure 401).
(5) Remove bolts (11), washers (10) and support bracket (9) securing cockpit evaporator blower (1).
(6) Remove nuts (14), washers (13) and remove the cockpit evaporator blower (1) from the vibration isolation mountings (12).
NOTE: To remove or change a vibration isolation mounting (12) remove the panel from the housing base.
(7) Remove screws (3), washers (4) and saddle clamp (5) from cockpit evaporator blower (1).
(8) Remove bolts (7) and washers (8) securing fan support bracket (6).
(9) Remove cockpit evaporator blower (1) from airplane.
B. Installation
(1) Install washers (8) and bolts (7) securing fan support bracket (6) to cockpit evaporator blower (1).
(2) Install saddle clamp (5) on cockpit evaporator blower (1).
(3) Install washers (4) and screws (3) securing saddle clamp (5) to fan support bracket (6).
(4) Align cockpit evaporator blower (1) with the discharge support and secure the support bracket (6) to the vibration isolation
mounting (12) with washer (13) and nuts (14). Torque tighten the nuts (14) to 53 in-lbs
(5) Install washers (10), bolts (11), securing the support bracket (9) and blower discharge.
(6) Connect electrical connector (2) to cockpit evaporator blower (1).
(10) Rotate the CKPT BLOWER switch to HI.
CAUTION: Note any vibration or noise when the cockpit evaporator is operating which would indicate imbalance,
misalignment, or improper installation. Verify correct operation at all blower speeds - HI, MED, LO.
(11) Verify the cockpit air outlets emit air.
(12) Rotate the CKPT BLOWER switch to MED.
(13) Verify the reduction in the volume of air emitted from cockpit air outlets.
(14) Rotate the CKPT BLOWER switch to LO.

21-50-20 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Evaporator Blower Installation

21-50-20 (Rev B0)

21-50-20 (Rev B0)

21-50-20 (Rev B0)

21-50-20 (Rev B0)

21-50-21 (Rev B0)
COCKPIT/CABIN BLOWER SWITCH - REMOVAL/INSTALLATION

1. Cockpit/Cabin Blower Switch
A. Removal
The cockpit/cabin blower switch (9) is located on the right inboard subpanel (Ref. Figure 401).
NOTE: The removal procedures for the two CKPT/CABIN blower switches are typical.
401).
(4) Separate the right inboard subpanel (6) from the instrument panel and disconnect the electrical connector (11) from wire
harness. Remove the right inboard subpanel (6) from the airplane.
(5) Remove the nut (4) and lockwasher (5) securing the cockpit/cabin blower switch (9) to the right inboard subpanel (6).
(6) Remove cockpit/cabin blower switch (9) from right inboard subpanel (6).
(7) Identify, tag, and desolder the electrical wires (10) from the cockpit/cabin blower switch (9). (Ref. SOLDERING
procedures, 20-20-00, 201).
B. Installation
The cockpit/cabin blower switch (9) is located on the right inboard subpanel (Ref. Figure 401).
NOTE: The installation procedures for the two CKPT/CABIN blower switches are typical.
(1) Solder electrical wires (10) to the cockpit/cabin blower switch (9). Perform SOLDERING procedures (Ref. 20-20-00, 201).
(2) Install nut (8) and locking ring (7) on the cockpit/cabin blower switch (9) (Ref. Figure 401).
(3) Align cockpit/cabin blower switch (9) and locking ring (7) with right inboard subpanel (6) and install lockwasher (5) and nut
(4).
(4) Connect electrical connector (11) to the wire harness.
07, 401).
(8) Rotate the CKPT or CABIN BLOWER switch to LO.
(9) Verify the cockpit or cabin air outlets emit air.
(10) Rotate the CKPT or CABIN BLOWER switch to MED and verify airflow at the outlets increases.
(11) Rotate the CKPT or CABIN BLOWER switch to HI and verify airflow at the outlets increases. The blower must operate at all
(LO, MED, HI) switch positions.

21-50-21 (Rev B0)
Figure 401 : Sheet 1 : Cockpit/Cabin Blower Switch Installation

21-60-00 (Rev B1)
TEMPERATURE CONTROL - DESCRIPTION AND OPERATION

1. Introduction
This section provides information on the temperature control portion of the air conditioning system. The system maintains the cockpit
and cabin air temperature by controlling the flow of bleed air heat from the inflow modulating valves and cooled air from the air
conditioning system.
2. Description
The temperature control system is divided into two independent temperature zones, the cockpit zone and the cabin zone. The air
temperature in the cockpit and cabin distribution ducts and the bleed air inflow ducts is monitored with temperature sensors located
throughout the systems. (Refer to the component description for the location of each sensor). CKPT and CABIN auto/manual
temperature switches located on the environmental control panel provide input to each temperature controller and the respective
inflow modulating valve. Separate temperature controllers provide the interface between the zone temperature sensors, the
auto/manual temperature switches, and the heating and cooling systems. Refer to Figure 1.
Engine bleed air is used to heat the airplane. Bleed air heat is provided to the cockpit zone from the left engine. The right engine
provides bleed air heat to the cabin zone. A vapor cycle cooling system provides cooling to cockpit and cabin zones. The
temperature control system provides inputs to the cooling system which enable the compressor/motor module to operate. (Refer to
Chapter 21-50-00 for information regarding the vapor cycle system).
The temperature control system includes the following components:
• Temperature Controllers
• Cabin Bleed Air Heat Exchanger
• Cabin Temperature Control (Armrest)
• Temperature Control Cockpit/Cabin Switch
• Bleed Air Duct Temperature Sensors (Cockpit/Cabin)
• Cabin Zone Temperature Sensor
• Bleed Air Duct Overtemperature Thermal Switches (Cockpit/Cabin)
• Heat Exchanger Blower
• Cockpit Bleed Air Heat Exchanger
• Auto/Manual Temperature Switches
• Inflow System Modulating Valves
• Cockpit Zone Temperature Sensor
• Vent Duct Temperature Sensors (Cockpit/Cabin)
• Vent Duct Overtemperature Thermal Switches (Cockpit/Cabin)
3. Operation
The temperature control system provides two independent temperature control zones for the cabin and cockpit. The system
maintains zone temperature by varying the input to the inflow modulating valves in the bleed air heat system and enabling the air
conditioning system for cooling. Each zone has a temperature controller which receives requested temperature input from the
auto/manual temperature switches. The temperature controllers compare the requested temperature to the actual temperature
sensor inputs. The temperature sensors are located throughout the distribution system and include: the cockpit and cabin
temperature sensors, the bleed air duct temperature sensors (cockpit/cabin), the vent duct temperature sensors (cockpit/cabin),
cabin temperature control (armrest).
When the auto/manual temperature switches are in the AUTO mode, the inflow modulating valves are controlled by the temperature
controllers. In the AUTO mode, rotating the auto/manual temperature switch in a clockwise direction increases the requested
temperature input to the temperature controllers. The temperature controllers compare the temperature sensor inputs to the
requested temperature input and determine if a temperature change is required. The controllers output a signal to the inflow
modulating valves to vary the mixing of bleed air from the engine with bleed air from the heat exchanger to maintain the requested
temperature. If the inflow system modulating valves cannot provide air that is cool enough, they signal the load shed controller to
enable the vapor cycle cooling system to operate and reduce the air temperature, if the outside air temperature is above 50° F. In the
AUTO mode, the cabin temperature controller receives input from the TEMP CONTROL COCKPIT/CABIN switch. This switch
changes control of the cabin temperature between the cabin auto/manual temperature switch (COCKPIT position) and the cabin
temperature control (armrest) (CABIN position).
When the auto/manual temperature switches are in the manual (MAN) mode, the inflow modulating valves are controlled directly by
the auto/manual temperature switches. Rotating the switches slightly to INC or DEC will drive the modulating valves to incrementally
increase or decrease the inflow air temperature. Rotating and holding the auto/manual temperature switch to the DEC position will
cause the heat exchanger inlet butterfly valve in the inflow modulating valve to rotate to the fully open position. At the fully open
position, a sensing switch on the butterfly valve provides an electric signal to the load shed controller that initiates operation of the

21-60-00 (Rev B1)
vapor cycle compressor/motor module if the outside air temperature is above 50° F. The electrical signal is interrupted when the heat
exchanger inlet butterfly moves 30 degrees toward the closed position.
Bleed air heat is provided to the cockpit zone from the left engine. The right engine provides bleed air heat to the cabin zone. Bleed
air inflow from each engine is controlled by the bi-level flow control valve. One inlet of the inflow system modulating valve receives
high temperature air directly from the bi-level flow control valve and the other inlet receives air cooled to approximately 20° F above
ambient after being passed through the bleed air heat exchanger. The inflow system modulating valves control the mix of bleed air
from the engine and cooled bleed air from the heat exchanger. The modulating valves receive inputs from the cockpit and cabin
temperature controllers which change the position of the two butterfly valves to provide the appropriate outlet air temperature.
Vapor cycle cooling is provided by a compressor/motor module and separate cockpit and cabin evaporators. The temperature
control system signals the load shed controller to enable operation of the compressor/motor module when the auto/manual
temperature switches call for decreased zone temperatures if the outside air temperature is above 50° F. Refer to AIR
CONDITIONING, COOLING in Chapter 21-50-00 for information regarding the vapor cycle cooling system. Refer to Figure 1 and
Figure 4.
4. Components
A. Temperature Controller (Cockpit/Cabin)
The cockpit and cabin temperature controllers are located below the cockpit floorboard (130AL) under the pilot's seat between
FS 175 and FS 182, and between LBL 10 and LBL 20. The temperature controllers receive power from the CKPT and CABIN
TEMP CTRL circuit breakers. The controllers receive input signals from the temperature sensors in the bleed air inflow system
and distribution ducts which sense zone temperature. The AUTO/MANUAL TEMP switches provide a requested temperature
input to the temperature controllers. Refer to Figure 1, Figure 2, Figure 3 and Figure 7.
The temperature controllers compare the requested temperature to the actual zone temperature sensor inputs. The temperature
controller output signals drive the inflow system modulating valves. The modulating valves vary the mixing of bleed air from the
engine with cooled bleed air from the heat exchanger to maintain the requested input temperature. If the modulating valves
cannot provide air that is cool enough, the controllers will signal the load shed controller to enable the air conditioning system to
operate to further reduce the temperature if the outside air temperature is above 50° F.
B. Heat Exchanger Blower
The heat exchanger blower (21B4) is located in the upper center aft fuselage aft of the baggage/avionics compartment. The
blower intake is attached to the aft side of the cockpit and cabin heat exchangers and the exhaust is connected to the exhaust
ducting. The heat exchanger blower receives 28 VDC from the HX BLOWER (21CB40) circuit breaker through the LEFT MAIN
BUS. The heat exchanger blower is energized by the HX BLOWER RELAY (21K1). The HX BLOWER RELAY is activated
when the BLEED AIR source select switch (21S21) is in any position (L ENG, NORM, R ENG, HIGH, CKPT ALTN) except OFF
and the airplane is on the ground (L LDG GND SAFETY RELAY No. 3 (21K3) is closed). The heat exchanger blower is an axial
blower which pulls air through the dorsal intake ducts on each side of the vertical stabilizer and through the aft fuselage
compartment via check valves located in the lower dorsal intake ducts. This intake air is drawn through the heat exchangers and
blower, then exhausted through the exhaust on the left side of the aft fuselage. The heat exchanger blower has spring-loaded
check valves on each side of the blower which open to protect the blower from overspeed windmilling in flight. Refer to Figure 6
and Figure 7.
C. Cabin Bleed Air Heat Exchanger
The cabin bleed air heat exchanger is a stainless steel unit mounted by flanges in the upper empennage below the dorsal inlet
on the right side. The inlet port receives regulated bleed air from the bi-level control valve. The outlet port is connected to the
inflow system modulating valve. The heat exchanger receives bleed air from the right engine at a temperature of approximately
850° F and cools it to approximately 20° F above ambient. The bleed air is circulated through the heat exchanger while ambient
air is introduced across the heat exchanger.
The cooling air ducting from the dorsal ram air inlets is connected to the forward side of the heat exchanger. The aft side is
connected to the blower/plenum assembly. Check valves located on the inlet ducts open during heat exchanger blower
operation to provide additional inlet air for the heat exchanger. During flight, ram air is inducted through dorsal fairing across the
heat exchanger. On the ground, the heat exchanger blower pulls air through the heat exchanger by way of the dorsal fairing
opening and inlet duct check valve. Refer to Figure 7.
D. Cockpit Bleed Air Heat Exchanger
The cockpit bleed air heat exchanger is a stainless steel unit mounted by flanges in the empennage on the left side. The inlet
port receives regulated bleed air from the bi-level control valve. The outlet port is connected to the inflow system modulating
valve. The heat exchanger receives bleed air from the left engine at a temperature of approximately 850° F and cools it to
approximately 20° F above ambient. The bleed air is circulated through the heat exchanger while ambient air is introduced
across the heat exchanger. Refer to Figure 7.

21-60-00 (Rev B1)
The cooling air ducting from the dorsal ram air inlets is connected to the forward side of the heat exchanger. The aft side is
connected to the blower/plenum assembly. Check valves located on the inlet ducts open during heat exchanger blower
operation to provide additional inlet air for the heat exchanger. During flight, ram air is ducted through the dorsal fairing and
across the heat exchanger. On the ground, the heat exchanger blower pulls air through the dorsal fairing and heat exchanger by
way of the dorsal fairing opening and inlet duct check valve.
E. Cabin Temperature Control (Armrest)
The CABIN TEMP CONTROL potentiometer (21A23) is located in the right sidewall armrest to allow passengers to adjust the
cabin temperature. The potentiometer is activated by setting the TEMP CONTROL COCKPIT/CABIN switch to the CABIN
position. The CABIN TEMP CONTROL bezel illuminates green when the switch is operational. The potentiometer and bezel
light are powered by the CABIN TEMP CONTROL circuit breaker. Refer to Figure 3 and Figure 7.
F. Auto/Manual Temperature Switches
The CKPT (21S9) and CABIN (21S8) AUTO/MAN TEMP switches are located on the environmental control panel. The switches
are multifunctional rotary switch/potentiometers with an automatic and manual operating range. The AUTO/MAN TEMP
switches provide input to the temperature controllers to set and adjust the cockpit or cabin temperature either manually or
automatically. When the switches are in the MAN (manual) detent and rotated slightly to the left or right, the temperature
controller drives the modulating valve to increase or decrease the inflow temperature. Vapor cycle cooling is actuated by the
modulating valves in the manual mode. A sensing switch on the modulating valve provides an electrical signal indicating when
the heat exchanger inlet butterfly valve is full open to signal the load shed controller and initiate vapor cycle operation for added
cooling, if the outside air temperature is above 50° F. The signal ends when the heat exchanger inlet butterfly moves 30
degrees toward the closed position.
Rotating the controls out of the MAN detent and past the INC or DEC legends places the system in the AUTO (automatic) mode.
In the AUTO mode, the temperature controllers will automatically maintain the temperature between 60× F and 80× F. The DEC
position represents 60× F and the INC position 80× F. In the AUTO mode, rotating the control in a clockwise direction increases
the temperature input to the temperature controllers. The output of the CKPT AUTO/MAN TEMP control is input to the cockpit
temperature controller. The output of the CABIN AUTO/MAN TEMP control is provided as an input to the TEMP CONTROL
COCKPIT/CABIN switch. When the TEMP CONTROL COCKPIT/CABIN switch is in the COCKPIT position, the output of the
CABIN AUTO/MAN TEMP control is input to the cockpit temperature controller. Refer to Figure 2, Figure 3 and Figure 7.
G. Temperature Control Cockpit/Cabin Switch
The TEMP CONTROL COCKPIT/CABIN switch (21S10) is located on the environmental control panel. The switch allows
selection of either the CABIN AUTO/MAN TEMP switch in the cockpit or the CABIN TEMP CONTROL potentiometer in the
cabin armrest as the input to the cabin temperature controller. When the TEMP CONTROL COCKPIT/CABIN switch is in the
CABIN position, the bezel of the CABIN TEMP CONTROL potentiometer illuminates in the cabin to indicate switch is
operational. Refer to Figure 3 and Figure 7.
H. Inflow System Modulating Valves (Cockpit/Cabin)
There are two inflow system modulating valves located in the aft fuselage compartment above the left aft baggage compartment
at FS 343. The cockpit modulating valve (21VL7) is located on the left side of the upper aft fuselage compartment and the cabin
modulating valve (21VL6) is located on the right side of the upper aft fuselage compartment. The inflow system modulating valve
receives bleed air from the bi-level flow control valve. One inlet receives high temperature air directly from the bi-level flow
control valve and the other inlet receives air cooled to within 20° F of ambient after being passed through the bleed air heat
exchanger. The inflow system modulating valves control the mix of bleed air from the engine and cooled bleed air from the heat
exchanger. The modulating valves receive inputs from the cockpit and cabin temperature controllers which change the position
of the two butterfly valves to provide the appropriate outlet air temperature. When the temperature controllers are in the manual
mode and the modulating valves reach the full open position, (the valves cannot provide enough cool air for the temperature
controller) the modulating valves will signal the load shed controller to enable the vapor cycle system to operate to satisfy the
demand for cooler air, if the outside air temperature is above 50° F. The inflow system modulating valves receive input power
for the air conditioning system enable circuit from the CKPT or CABIN TEMP CNTL circuit breaker. Refer to Figure 2, Figure 3
and Figure 7.
I. Bleed Air Duct Temperature Sensors (Cockpit/Cabin)
The cabin (21A16) and cockpit (21A21) bleed air duct temperature sensors are located forward of the modulating valves in the
bleed air outflow tube assemblies. The temperature sensors are installed in a square mounting flange in the bleed air tube. The
bleed air duct temperature sensors provide input temperature to the cockpit or cabin temperature controllers. Refer to Figure 2,
J. Cockpit Zone Temperature Sensor (Effectivity: RB-2 thru RB-101, RB-103 thru RB-134)
The cockpit zone temperature sensor (21A18) is located in the bottom compartment of the pilot's JEPP manual cabinet. The

21-60-00 (Rev B1)
cockpit zone temperature sensor has an internal fan which pulls ambient air across a sensor. The zone temperature sensor
receives 28 VDC from the CKPT TEMP CTRL circuit breaker to operate the sensor fan. The cockpit zone temperature sensor
provides input to the cockpit temperature controller. Refer to Figure 1 and Figure 2.
K. Cockpit Zone Temperature Sensor (Effectivity: RB-102, RB-135 and After)
The cockpit zone temperature sensor (21A18) is located in the outboard center of the refreshment cabinet forward bulkhead.
The cockpit zone temperature sensor has an internal fan which pulls ambient air across a sensor. The zone temperature sensor
receives 28 VDC from the CKPT TEMP CTRL circuit breaker to operate the sensor fan. The cockpit zone temperature sensor
provides input to the cockpit temperature controller. Refer to Figure 1 and Figure 2.
L. Cabin Zone Temperature Sensor
The cabin zone temperature sensor (21A14) is located below the right cabin floorboard (140BR, Figure 201, 06-50-01) at FS
258. The cabin zone temperature sensor is installed on the right mid-fuselage wire tray outboard of the inlet vent on the right
side of the center aisle. The cabin zone temperature sensor provides input to the cabin temperature controller. Refer to Figure
3.
M. Vent Duct Temperature Sensor (Cockpit/Cabin)
The cockpit vent duct temperature sensor (21A19) is located in the center cockpit distribution duct forward of the instrument
panel at FS 129. The vent duct temperature sensor is installed next to the vent duct overtemperature switch in a round mounting
plate. The vent duct temperature sensor is a thermistor which provides input to the cockpit temperature controller.
The cabin vent duct temperature sensor (21A15) is located in the right lower cabin sidewall duct at FS 322. The sensor is
installed next to the cabin vent duct overtemperature switch in a plate assembly on the underside of the vent duct. The vent duct
temperature sensor provides input to the cabin temperature controller. Refer to Figure 2, Figure 3 and Figure 7.
N. Bleed Air Duct Over temperature Thermal Switches (Cockpit/Cabin)
The cockpit (21S20) and cabin (21S18) bleed air duct overtemperature thermal switches are located forward of the inflow
system modulating valves in the bleed air outflow tube assemblies. The bleed air overtemperature thermal switches are
installed in a round port in the bleed air tube. The overtemperature thermal switches are thermocouples that close at 420± 10°F
and illuminate the R or L BLEED OVHT annunciator. Refer to Figure 5 and Figure 7.
O. Vent Duct Over temperature Thermal Switches (Cockpit/Cabin)
The vent duct overtemperature thermal switches activate at 210 ± 6 ×F and illuminate the R or L BLEED OVHT annunciator.
The switches reset at 170± 5×F. The cockpit vent duct overtemperature thermal switch (21S17) is located in the center cockpit
distribution duct forward of instrument panel at FS 129. The cockpit vent duct overtemperature thermal switch is installed next to
the cockpit vent duct temperature sensor in a round mounting plate. The cabin vent duct overtemperature thermal switch
(21S19) is installed next to the vent duct overtemperature sensor in the underside of the right lower cabin sidewall duct at FS
322. Refer to Figure 5 and Figure 7.

21-60-00 (Rev B1)
Figure 1 : Sheet 1 : Temperature Control System Mechanical Schematic

21-60-00 (Rev B1)

21-60-00 (Rev B1)

21-60-00 (Rev B1)
Figure 2 : Sheet 1 : Cockpit Temperature Control System Schematic

21-60-00 (Rev B1)
Figure 3 : Sheet 1 : Cabin Temperature Control System Schematic

21-60-00 (Rev B1)
Figure 4 : Sheet 1 : Evaporator Blower Schematic

21-60-00 (Rev B1)
Figure 5 : Sheet 1 : Bleed Air Inflow Annunciator System Schematic

21-60-00 (Rev B1)
Figure 6 : Sheet 1 : Heat Exchanger Blower System Schematic

21-60-00 (Rev B1)

21-60-00 (Rev B1)

21-60-00 (Rev B1)

21-60-00 (Rev B1)

21-60-00 (Rev B2)
TEMPERATURE CONTROL - ADJUSTMENT/TEST

1. Information
MATERIALS
011 Digital Thermometer
022 Digital Multimeter
148 Laptop Computer
205 Enviro-Systems Breakout Box
206 Diagnostic Software
2. Bleed Air Overheat System Functional Test
A. Preparation
B. Functional Test
ACTION RESULT
1. Set BAT switch to ON.
2. Disconnect plug from the Cockpit Bleed Air The L BLEED OVHT annunciator illuminates and the
Overtemperature Thermal Switch (420° F) and jumper MASTER WARNING lights illuminate.
pins B and C. (Bleed air duct in aft fuselage.) (Ref. Figure
501)
3. Remove the jumper wire and connect plug on the Cockpit The L BLEED OVHT annunciator extinguishes and the
Bleed Air Overtemperature Thermal Switch (420° F) MASTER WARNING lights extinguishes.
(Bleed air duct in aft fuselage).
4. Disconnect plug from the Cockpit Vent Duct The L BLEED OVHT annunciator illuminates and the
Overtemperature Thermal Switch (180° F) and jumper MASTER WARNING lights illuminate.
pins 1 and 2. (Vent duct forward of cockpit pedestal.)
5. Remove the jumper wire and connect plug on the Cockpit The L BLEED OVHT annunciator extinguishes and the
Vent Duct Overtemperature Thermal Switch (180° F). MASTER WARNING lights extinguishes.
(Vent duct forward of cockpit pedestal.)
6. Disconnect plug from the Cabin Bleed Air The R BLEED OVHT annunciator illuminates and the
Overtemperature Thermal Switch (420° F) and jumper MASTER WARNING lights illuminate and flash.
pins B and C. (Bleed air duct in aft fuselage.)
7. Remove the jumper wire and connect plug on the Cabin The R BLEED OVHT annunciator illuminates and the
Bleed Air Overtemperature Thermal Switch (420° F) MASTER WARNING lights extinguish.
(Bleed air duct in aft fuselage.)
8. Disconnect plug from the Cabin Vent Duct The R BLEED OVHT annunciator illuminates and the
Overtemperature Thermal Switch (180° F) and jumper MASTER WARNING lights illuminate and flash.
pins 1 and 2. (Right aft cabin sidewall duct.)
9. Remove the jumper wire and connect plug on the Cabin The R BLEED OVHT annunciator extinguish and the
Vent Duct Overtemperature Thermal switch (180° F). MASTER WARNING lights extinguish.
(Right aft cabin sidewall duct.)
10. Set BAT switch to OFF.
C. Follow On Maintenance

21-60-00 (Rev B2)
3. Heat Exchanger functional Test
A. Preparation
Table 502. Bleed Air Sensor/Heat Exchanger Temperature Data Table
Test Temperature Test Point Deg F
Ambient Temperature
Vent Duct
Bleed Air Sensor Cockpit Temperature Sensor
Cabin Bleed Duct
Cabin Temperature Sensor
Ambient Temperature
Heat Exchanger Cockpit Bleed Duct
Cabin Bleed Duct
(1) Gain access to the bleed air heat exchangers and for exchangers (P/N 390-385033-0001) check the heat exchanger data
plates (located on the right side of each exchanger). If the serial number suffix on both exchangers ends in either "T" or
"R2T" then no further action is required otherwise proceed to Step 2.
(2) Connect the Enviro-Systems Breakout Box (205, Table 501) to the airplane as follows:
(a) Perform the CONNECTING AND APPLYING EXTERNAL ELECTRICAL POWER procedure (Ref. 24-40-00, 301)
but do not set the BAT switch to the ON position.
(b) Make sure the BAT switch is set to the OFF position.
(c) Perform the CREW SEAT REMOVAL procedure (Ref. 25-10-01, 401).
(d) Remove the left, aft cockpit floorboard (130BL, Figure 201, 06-50-01, 201).
(e) Disconnect cabin temperature controller connector (21J13) and cockpit temperature controller (21J14) and connect
the Enviro-Systems Breakout Box (205, Table 501) between the airplane harness and either temperature controller.
(3) Connect a Laptop (148, Table 501) with Diagnostic Software (206, Table 501) loaded to the Enviro-Systems test box
(205, Table 501).
(4) Make sure no residual heat from previous engine running is present (approximately 2 hours from the last run).
B. Bleed Air Temperature Sensor Test
ACTION RESULT
NOTE:
The following test should be done in the hangar prior to engine running outside.
1. Suspend a Digital Thermometer (022, Table 501) through
the airplane door and at least four feet from the floor.
2. Read the ambient air temperature of the hangar. Record the Ambient Temperature of the outside air on
the Bleed Air Sensor Temperature Data Table (Ref.
Table 502).
3. Make sure that the CABIN TEMP CTRL circuit breaker
and the CKPT TEMP CTRL circuit breaker on the Pilots
Circuit Breaker Panel are closed.
4. Set BAT switch to the ON position.

21-60-00 (Rev B2)
Allow a five minute warm up period to elapse. Cockpit and cabin temperature sensors should read the
same temperature (± 5° F) compared to each other and
within 10° F of the vent duct sensor. Record the
temperature results on the Temperature Data Table (Ref.
Table 502).
6. Place the BAT switch to the OFF position.
7. Perform the DISCONNECTING EXTERNAL
ELECTRICAL POWER procedure (Ref. 24-40-00, 301).
C. Heat Exchanger Test
ACTION RESULT
1. Tow the airplane (Ref. 09-10-01, 201) to a position
suitable for running the airplane engines at high power
settings.
2. Position the temperature probe outside the main entry Record the Heat Exchanger Ambient Temperature of the
door, but out of the sunlight and as high as possible outside air on the Heat Exchanger Temperature Data
above the parking surface. Table (Ref. Table 502).
3. Wait five minutes and perform the CONNECTING AND
APPLYING EXTERNAL ELECTRICAL POWER (Ref. 24-
40-00, 301).
NOTE:
The ambient air temperature reading must not be more than 15 minutes old when the bleed air temperature
readings are taken.
4. Start the engines using ENGINE GROUND OPERATING
PROCEDURE (Ref. 71-00-00, 601).
5. Place the COCKPIT AUTOTEMP switch and the CABIN
AUTOTEMP switch to the MANUAL (MAN) position.
6. Place and hold both switches to the fully cold position for
15 seconds.
7. With the engines at idle, place the BLEED AIR switch to
the NORM position.
8. Increase both engines to 80% N 1 (± 3%).
9. After five minutes at 80% N1, record the Cabin Bleed
Duct sensor temperature on the Temperature Data Table
(Ref. Table 502)
10. Decrease both engine power levels to idle.
11. OPEN the CABIN TEMP CTRL circuit breaker and the
CKPT TEMP CTRL circuit breaker.
12. Swap connectors (21J13) and (21J14) over and CLOSE
the CABIN TEMP CTRL circuit breaker and the CKPT
TEMP CTRL circuit breaker.
13. Record the temperature reading for the Cockpit Bleed The recorded bleed air temperatures should be no more
Duct temperature sensor on the Temperature Data Table than 32° F above the ambient temperature recorded in
(Ref. Table 502). Step 2. If the temperatures recorded are within
acceptable limits, go to Step 17. If the bleed air
temperatures are too high, make sure engine power is
stable at 80% N1 (± 3%).

21-60-00 (Rev B2)
14. If the engine power settings are stable and within limits Repeat Steps 8 thru 12. Verify the recorded
(80% N1 ± 3%), reduce engine power to idle. Place the temperatures are within the acceptable limits. If they are
COCKPIT AUTOTEMP switch and the CABIN not, then shut down the engines and repeat Steps 2 and
AUTOTEMP switch to the MANUAL (MAN) position and 3. Check to see if the temperatures are now within
then place and hold both switches to the fully cold position acceptable limits, if so, go to Step 18.
for 15 seconds.
15. If bleed air temperatures are still too high, shut down the
engines using ENGINE GROUND OPERATING
PROCEDURE (Ref. 71-00-00, 601) and allow the bleed
air system to cool.
16. Make sure that the temperature modulating valve on the If this brings the temperatures to within acceptable limits,
side with the highest bleed air temperature is in the fully then replace the unserviceable modulating valve. If not
cold position. Perform the INFLOW SYSTEM install the valves back to their original positions and go to
MODULATING VALVE REMOVAL/INSTALLATION Step 17.
procedure (Ref. 21-60-03, 401), swap over the cockpit
and cabin inflow temperature modulating valves, and
repeat Steps 2 thru 13.
17. Perform the BI-LEVEL FLOW CONTROL If the bleed air temperatures are still too high, perform the
REMOVAL/INSTALLATION procedure (Ref. 21-20-06, CABIN HEAT EXCHANGER REMOVAL/INSTALLATION
401) and replace the valve. Repeat Steps 2 thru 13. procedure (Ref. 21-60-12, 401) and the COCKPIT HEAT
EXCHANGER REMOVAL/INSTALLATION procedure
(Ref. 21-60-13, 401) to replace the bleed air heat
exchangers.
18. Shut down the engines using ENGINE GROUND
OPERATING PROCEDURE (Ref. 71-00-00, 601).
D. Follow On Maintenance
(2) Make sure the BAT switch is in the OFF position and OPEN the CABIN TEMP CTRL circuit breaker and the CKPT TEMP
CTRL circuit breaker.
(3) Disconnect the Laptop and Enviro-System Breakout box.
(4) Connect the cabin temperature controller connector (21J13) and cockpit temperature controller (21J14) electrical
harnesses.
(5) CLOSE the CABIN TEMP CTRL circuit breaker and the CKPT TEMP CTRL circuit breaker.

21-60-00 (Rev B2)
Figure 501 : Sheet 1 : Bleed Air Overheat System

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-00 (Rev B2)

21-60-01 (Rev B0)
COCKPIT/CABIN TEMPERATURE CONTROLLER - REMOVAL/INSTALLATION

1. Cockpit/Cabin Temperature Controllers
A. Removal
The temperature controllers (1) are located below the cockpit floorboard (130BL) between FS 175 and FS 182, and between
LBL 10 and LBL 20. The cockpit temperature controller is located on the inboard side and the cabin temperature controller is
located on the outboard side (Ref. Figure 401).
NOTE: Removal procedures for the cockpit and cabin temperature controllers are typical.
(3) Perform the CREW SEAT REMOVAL procedure and remove the pilot's seat (Ref. 25-10-01, 401).
(4) Remove left aft cockpit floorboard (130BL, Figure 201, 06-50-01).
(5) Disconnect the electrical connector (2) from the temperature controller (1) (Ref. Figure 401).
(6) Remove the screws (3) and washers (4) securing the temperature controller (1) to the temperature controller bracket (5).
(7) Remove temperature controller (1) from airplane.
B. Installation
The temperature controllers (1) are located below the cockpit floorboard (130BL) between FS 175 and FS 182, and between
LBL 10 and LBL 20. The cockpit temperature controller is located on the inboard side and the cabin temperature controller is
located on the outboard side (Ref. Figure 401).
NOTE: Installation procedures for the cockpit and cabin temperature controllers are typical.
(1) Align temperature controller (1) with temperature controller bracket (5) and install washers (4) and screws (3).
(2) Connect electrical connector (2) to the temperature controller (1).
(3) Install cockpit floorboard (130BL, Figure 201, 06-50-01).
(4) Perform the CREW SEAT INSTALLATION procedure and install the pilot's seat (Ref. 25-10-01, 401).
(6) Perform the ENGINE GROUND OPERATING PROCEDURE (Ref. 71-00-00, 601).
(7) Rotate the CABIN or CKPT auto temp control switch to MAN (manual mode).
(8) Turn and hold the CABIN or CKPT auto temp control switch to DEC until the compressor/motor starts operating.
(9) Verify the upper cabin or cockpit air outlets begin to emit cool air.
(10) Turn and hold the CABIN or CKPT auto temp control switch to INC until the compressor/motor shuts off and warm air
discharges from the lower air outlets in the cockpit or cabin.
(11) Verify the cockpit or cabin upper air outlets emit warm air.

21-60-01 (Rev B0)
Figure 401 : Sheet 1 : Temperature Controller Installation

21-60-01 (Rev B0)

21-60-01 (Rev B0)

21-60-01 (Rev B0)

21-60-01 (Rev B0)

21-60-02 (Rev B0)
AUTO/MANUAL TEMPERATURE SWITCH - REMOVAL/INSTALLATION

1. Auto/manual Temperature Switch
A. Removal
The auto/manual temperature switches (7) are located on the right inboard subpanel (Ref. Figure 401).
NOTE: Removal procedures for the cockpit and cabin auto/manual temperature switches are typical.
401).
(4) Disconnect the electrical wires (8) from the auto/manual temperature switch (7) (Ref. Figure 401).
(5) Remove the screws (4) securing the temperature switch (7) to the right inboard subpanel (5).
(6) Remove auto/manual temperature switch (7) from subpanel (5).
B. Installation
NOTE: Installation procedures for the cockpit and cabin auto/manual temperature switches are typical.
(1) Align auto/manual temperature switch (7) with right inboard subpanel (5) and install screws (4) (Ref. Figure 401).
(2) Connect electrical wires (8) to the auto/manual temperature switch (7).
07, 401).
(8) Verify the upper cabin or cockpit air outlets begin to emit cool air.
(10) Verify the cockpit or cabin upper air outlets emit warm air.

21-60-02 (Rev B0)
Figure 401 : Sheet 1 : Auto/Manual Temperature Switch Installation

21-60-03 (Rev B2)
INFLOW SYSTEM MODULATING VALVE - REMOVAL/INSTALLATION

1. Information
MATERIALS
09-038 Aluminum Pressure Sensitive
Tape
09-039 Insulation
09-115 Insulation
2. Inflow System Modulating Valve
A. Removal
The inflow system modulating valves (4, 20) are located above the left aft baggage compartment (Ref. Figure 401).
NOTE: Removal procedures for the cockpit and cabin inflow system modulating valves are typical.
(4) Open the upper center baggage compartment access door (310BZ, Figure 201, 06-50-03).
(5) Remove aluminum pressure tape and insulation from tube assemblies (1, 8, 17, 18, 25, 34), ducts and clamps to gain
access to the modulating valve (4, 21) (Ref. Figure 401).
(6) Disconnect electrical connector (5, 22) from modulating valve (4, 21).
(7) Remove nuts, washers, and screws securing bonding jumpers (6, 7, 23, 24) across modulating valves (4, 21).
(8) Loosen clamp (10, 27) and remove sleeve (9, 26) from tube assembly (8, 25) and modulating valve outlet.
(9) Loosen clamp (16, 33) and remove sleeve (15, 32) from tube assembly and heat exchanger inlet of the modulating valve
(4, 21).
(10) Loosen clamp (3, 20) and remove sealing element (2, 19) from engine bleed air inlet of the modulating valve (4, 21).
(a) For airplanes RB-2 thru RB-249, remove screws (13b, 31b), and washers (14, 30) from modulating valve (4, 21).
(b) For airplanes RB-250 and After, remove bolts (13a, 31a), and washers (14, 30) from modulating valve (4, 21).
(11) Remove modulating valve (4, 21) from airplane.
B. Installation
NOTE: Installation procedures for the cockpit and cabin inflow system modulating valves are typical.
Do not tighten the screws securing the modulating valve until the tube assemblies and clamps are
aligned and secured.
(1) For airplane series RB-2 thru RB-249, align modulating valve (4, 21) with bracket (12, 29) and loosely install screws (13b,
31b) and washers (14, 30) (Ref. Figure 401).
(2) For airplanes RB-250 and After, align modulating valve (4, 21) with bracket (12, 29) and loosely install bolts (13a, 31a) and
washers (14, 30).
(3) Align tube assembly (8, 25) with the modulating valve (4, 21), install sleeve (9, 26), secure with clamp (10, 27) and torque
to 18-22 inch-pounds.
(4) Align tube assembly (1, 18) with the modulating valve (4, 21) and install sealing element (2, 19) and clamp (3, 20).
(5) Align tube assembly with the sleeve (15, 32), secure with clamp (16, 33) and torque to 18-22 inch-pounds.
(6) Install bonding jumpers (6, 7, 23, 24) and secure with screws, washers, and nuts.
(7) Tighten the bolts (13, 31) and washers (14, 30) securing the modulating valve (4, 21) on the bracket (12, 29).
(8) Connect electrical connector (21P22, cockpit; 21P23, cabin) (5, 22) to inflow system modulating valve (4, cockpit; 21,
cabin).

21-60-03 (Rev B2)
(9) Install the insulation (09-039, Table 401) on the tube assemblies (8, 17, 25, 34) and secure with tape (09-038, Table 401).
(10) Install the insulation (09-115, Table 401) on the tube assemblies (1, 18) and secure with tape (09-038, Table 401).
(15) Make sure the upper cabin or cockpit air outlets begin to emit cool air.
(18) Close the upper center baggage compartment access door (310BZ, Figure 201, 06-50-03).

21-60-03 (Rev B2)
Figure 401 : Sheet 1 : Inflow System Modulating Valve Installation

21-60-03 (Rev B2)

21-60-03 (Rev B2)

21-60-03 (Rev B2)

21-60-03 (Rev B2)

21-60-04 (Rev B2)
BLEED AIR OVERTEMPERATURE THERMAL SWITCH - REMOVAL/INSTALLATION

1. Bleed Air Overtemperature Thermal Switch
A. Removal
The bleed air overtemperature thermal switches (21S20, cockpit; 21S18, cabin) (2) are located in the outflow tube assemblies,
above aft baggage compartment (Ref. Figure 401).
NOTE: Removal procedures for the cockpit and cabin bleed air over temperature thermal switches are typical.
(4) Remove lockwire from electrical connector (4) (Ref. Figure 401).
(5) Disconnect electrical connector (4) from the bleed air over temperature thermal switch (3).
(6) Loosen and remove bleed air overtemperature thermal switch (3) and preformed packing (2) from tube assembly (1).
(7) Remove bleed air overtemperature thermal switch (3) from airplane.
B. Installation
NOTE: Installation procedures for the cockpit and cabin bleed air overtemperature thermal switch are typical.
(1) Install preformed packing (2) and bleed air overtemperature thermal switch (3) to the tube assembly (1) and tighten switch
(2) Connect electrical connector (4) to bleed air overtemperature thermal switch (3).
(3) Install lockwire on electrical connector (4) (Ref. 20-18-00, 201.)
(5) Perform BLEED AIR OVERHEAT SYSTEM FUNCTIONAL TEST procedure (Ref. 21-60-00, 501).

21-60-04 (Rev B2)
Figure 401 : Sheet 1 : Bleed Air Over Temperature Thermal Switch Installation

21-60-04 (Rev B2)

21-60-05 (Rev B0)
BLEED AIR TEMPERATURE SENSOR - REMOVAL/INSTALLATION

1. Information
MATERIALS
04-046 Sealant
2. Bleed Air Temperature Sensor
A. Removal
The bleed air temperature sensors (8, 13) are located in the inflow tube assemblies, above aft fuselage baggage compartment
(Ref. Figure 401).
NOTE: Removal procedures for the cockpit and cabin bleed air temperature sensors are typical.
(4) Disconnect electrical connector (7, 16) from the bleed air temperature sensor (8, 13).
(5) Remove screws (6, 15), washers (2, 5, 10, 14), and nuts (1, 9) securing the bleed air temperature sensor (8, 13) to flange
(3, 11).
(6) Separate the bleed air temperature sensor (8, 13) and gasket (4, 12) from the flange (3, 11).
(7) Remove bleed air temperature sensor (8, 13) from airplane.
B. Installation
CAUTION: Ensure the sealant squeeze out does not cover or interfere with the temperature sensor probe.
NOTE: Installation procedures for the cockpit and cabin bleed air temperature sensors are typical.
Apply the sealant bead to the area between the temperature sensor probe and the mounting holes.
(1) Apply a bead of sealant (04-046, Table 401) between the bleed air temperature sensor flange (3, 11) and gasket (4, 12)
(Ref. Figure 401). Install the gasket (4, 12) on the flange (3, 11).
(2) Apply a bead of sealant (04-046, Table 401) between the gasket (4, 12) and the bleed air temperature sensor (8, 13).
(3) Align bleed air temperature sensor (8, 13) with flange (3, 12) and gasket (4, 12), and install screws (6, 15), washers (2, 5,
10, 14), and nuts (1, 9).
(4) Connect electrical connector (7, 16) to bleed air temperature sensor (8, 11).
(5) Remove maintenance tags and reconnect main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).
(6) Perform BLEED AIR OVERHEAT SYSTEM FUNCTIONAL TEST procedure (Ref. 21-60-00, 501).

21-60-05 (Rev B0)
Figure 401 : Sheet 1 : Bleed Air Temperature Sensor Installation

21-60-05 (Rev B0)

21-60-06 (Rev B0)
CABIN ZONE TEMPERATURE SENSOR - REMOVAL/INSTALLATION

1. Cabin Zone Temperature Sensor
A. Removal
The cabin zone temperature sensor (3) is located below the right cabin floorpanel (140CR) on the right wire tray (Ref. Figure
401).
(1) Ensure BAT switch is set to the OFF position, and tag switch with a caution tag indicating "DO NOT APPLY POWER".
(3) Remove the right cabin floorpanel (140CR, Figure 201, 06-50-01).
(4) Disconnect electrical connector (2) from cabin zone temperature sensor (3) (Ref. Figure 401).
(5) Remove screws (1) securing cabin zone temperature sensor (3) to right wire tray (4).
B. Installation
The cabin zone temperature sensor (3) is located below the right cabin floorpanel (140CR, Figure 201, 06-50-01) on the right
wire tray (Ref. Figure 401).
(1) Align cabin zone temperature sensor (3) with right wire tray (4) and install screws (1).
(2) Connect electrical connector (2) to cabin zone temperature sensor (3).
(3) Install the right cabin floorpanel (140CR, Figure 201, 06-50-01).
(5) Perform bleed air overheat SYSTEM FUNCTIONAL TEST procedure (Ref. 21-60-00, 501).

21-60-06 (Rev B0)
Figure 401 : Sheet 1 : Cabin Zone Temperature Sensor Installation

21-60-06 (Rev B0)

21-60-06 (Rev B0)

21-60-06 (Rev B0)

21-60-06 (Rev B0)

21-60-07 (Rev B0)
TEMPERATURE CONTROL COCKPIT/CABIN SWITCH - REMOVAL/INSTALLATION

1. Temperature Control Cockpit/Cabin Switch
A. Removal
The temperature control cockpit/cabin switch (6) is located on the right inboard subpanel (4)(Ref. Figure 401).
401).
(4) Separate the right inboard subpanel (6) from the instrument panel and disconnect the airplane electrical wires from the
terminals (7). Remove the right inboard subpanel (6) from the airplane.
(5) Remove the nut (2) and lockwasher (3) securing the temperature control cockpit/cabin switch (6) to the right inboard
subpanel (4).
(6) Remove temperature control cockpit/cabin switch (6) and locking ring (5) from the right inboard subpanel (4).
B. Installation
The temperature control cockpit/cabin switch (6) is located on the right inboard subpanel (4) (Ref. Figure 401).
(1) Connect airplane electrical wires to the terminals (7).
(2) Install locking ring (5) and temperature control cockpit/cabin switch (6) in the right inboard subpanel (4) and install
lockwasher (3) and nut (2).
07, 401).
(6) Set the CABIN AUTO/MAN TEMP switch to the AUTO mode.
(7) Set the TEMP CONTROL COCKPIT/CABIN switch to the CABIN position.
(8) Verify the armrest temperature control switch illuminates green.
NOTE: Ambient cabin temperature must be above 70° F to verify operation of the air conditioner in the auto
mode. If neccessary, warm the cabin temperature surrounding the cabin temperature zone sensor.
(9) Rotate and hold the armrest temperature control switch to decrease until the air conditioner compressor begins to operate.
(10) Rotate and hold the armrest temperature control switch to increase until the air conditioner compressor stops operating.
(11) Set the TEMP CONTROL COCKPIT/CABIN switch to the CKPT position.

21-60-07 (Rev B0)
Figure 401 : Sheet 1 : Temperature Control Cockpit/Cabin Switch Installation

21-60-08 (Rev B0)
ARMREST TEMPERATURE CONTROL SWITCH - REMOVAL/INSTALLATION

1. Armrest Temperature Control Switch
A. Removal
The armrest temperature control switch (3) is located in the right sidewall table inside the stowage box lid (Ref. Figure 401).
(3) Open the right sidewall table stowage box lid (1) (Ref. Figure 401).
(4) Pull up on the switch bezel (2) and remove the armrest temperature control switch (3) from the stowage box (6).
(5) Disconnect the electrical connector (4) from the wiring harness.
(6) Remove the armrest temperature control switch (3) from the airplane.
B. Installation
(1) Connect the electrical connector (4) to the wiring harness (Ref. Figure 401).
(2) Install armrest temperature control switch (3) in the stowage box (6).
(3) Remove the caution tag and reconnect main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).
(5) Set the CABIN AUTO/MAN TEMP switch to the AUTO mode.
(6) Set the TEMP CONTROL COCKPIT/CABIN switch to the CABIN position.
(7) Verify the armrest temperature control switch (3) illuminates green.
NOTE: Ambient cabin temperature must be above 70° F to verify operation of the air conditioner in the auto
mode. If necessary, warm the cabin temperature surrounding the cabin temperature zone sensor.
(8) Rotate and hold the armrest temperature control switch (3) to decrease until the air conditioner compressor begins to
operate.
(9) Rotate and hold the armrest temperature control switch (3) to increase until the air conditioner compressor stops
operating.
(10) Set the TEMP CONTROL COCKPIT/CABIN switch to the CKPT position.

21-60-08 (Rev B0)
Figure 401 : Sheet 1 : Armrest Temperature Control Switch Installation

21-60-09 (Rev B0)
COCKPIT VENT DUCT OVERTEMPERATURE SWITCH - REMOVAL/INSTALLATION

1. Cockpit Vent Duct Overtemperature Switch
A. Removal
The cockpit vent duct overtemperature switch (3) is located in the center distribution duct forward of the instrument panel (Ref.
Figure 401).
(1) Make sure the BAT switch is set to the OFF position and tag the switch with a caution tag indicating "DO NOT APPLY
POWER".
(2) Disconnect the main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301) and tag the connector with a caution tag
(3) Remove the left pedestal side panel to gain access to the cockpit vent duct overtemperature switch (3).
(4) Disconnect the electrical connector (2) from the cockpit vent duct overtemperature switch (3).
(5) Remove screws (1) securing the cockpit vent duct overtemperature switch (3) to the plate assembly (4).
(6) Remove the cockpit duct overtemperature switch (3) from the airplane.
B. Installation
The cockpit vent duct overtemperature switch (3) is located in the center distribution duct forward of the instrument panel (Ref.
Figure 401).
(1) Align the cockpit vent duct overtemperature switch (3) with plate assembly (4) and install screws (1).
(2) Connect the electrical connector (2) to the cockpit vent duct overtemperature switch (3).
(3) Install the left pedestal side panel.
(4) Remove the caution tags and reconnect the main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).
(5) Perform the BLEED AIR OVERHEAT SYSTEM FUNCTIONAL TEST procedure (Ref. 21-60-00, 501).

21-60-09 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Vent Duct Overtemperature Switch Installation

21-60-10 (Rev B0)
COCKPIT VENT DUCT TEMPERATURE SENSOR - REMOVAL/INSTALLATION

1. Cockpit Vent Duct Temperature Sensor
A. Removal
The cockpit vent duct temperature sensor (3) is located in the center distribution duct, forward of the instrument panel (Ref.
Figure 401).
(1) Make sure the BAT switch is set to the OFF position and tag the switch with a caution tag indicating "DO NOT APPLY
POWER".
(2) Disconnect the main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301) and tag the connector with a caution tag
(3) Remove the left or right pedestal side panel to gain access to the cockpit vent duct temperature sensor (3).
(4) Disconnect the electrical connector (1) from the cockpit vent duct temperature sensor (3).
(5) Remove screws (2) securing the cockpit vent duct temperature sensor (3) to the plate assembly (4).
(6) Remove the cockpit duct temperature sensor (3) from the airplane.
B. Installation
The cockpit vent duct temperature sensor (3) is located in the center distribution duct forward of the instrument panel (Ref.
Figure 401).
(1) Align the cockpit vent duct temperature sensor (3) with plate assembly (4) and install screws (2).
(2) Connect the electrical connector (1) to the cockpit vent duct temperature sensor (3).
(3) Install the left or right pedestal side panel.
(4) Remove the caution tags and reconnect the main battery (Ref. DC GENERATION SYSTEMS, 24-30-00, 301).

21-60-10 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Vent Duct Temperature Sensor Installation

21-60-11 (Rev B2)
HEAT EXCHANGER BLOWER - REMOVAL/INSTALLATION

1. Information
MATERIALS
04-003 Sealer
04-039 Sealant
04-057 Silicone Adhesive Sealant
05-004 Silicone Adhesive
2. HEAT EXCHANGER BLOWER
A. Removal
The heat exchanger blower is located above the left aft baggage compartment (Ref. Figure 401 Sheet 1and Sheet 2).
(3) Open left aft baggage door (860AR, Figure 201, 06-50-07).
(4) Open upper center baggage compartment door (310BZ, Figure 201, 06-50-03).
(5) Remove left empennage louver panel (310AL, Figure 201, 06-50-03).
(6) Lift ram air flex duct assembly (8) to loosen clamp (31) and disconnect drain line tube (34) from ram air flex duct assembly
(7) Remove clamp (7) and disconnect the ram air flex duct assembly (8) from ram air duct (6) outlet.
(8) Remove bolts (9) and washers (10), and remove ram air duct (6) from empennage.
(9) Remove bolts (16) and washers (17) securing heat exchanger housing (15) to heat exchanger plenum (24).
(10) Loosen clamp (31) and disconnect drain line tube (32) from heat exchanger housing (15).
(11) Open left bypass flapper, remove nuts (18) and washers (19), and disconnect electrical terminals (20) from studs (21).
(12) Carefully remove sealant from around electrical harness (14) and remove electrical harness (14) from heat exchanger
housing (15).
(13) Support heat exchanger housing (15), and remove bolts (5), washers (2, 4) and nut (1) securing heat exchanger housing
(15) to brackets (3).
(14) Remove heat exchanger blower housing (15) from airplane.
(15) Remove bolts (12) and washers (13) from heat exchanger housing (15).
(16) Remove bolts (27), washers (28) and heat exchanger blower (22) from heat exchanger housing (15).
(17) Remove the gaskets (11, 23) from the heat exchanger plenum (24), heat exchanger housing (15), and ram air duct (6).
B. Installation
The heat exchanger blower is located above the left aft baggage compartment (Ref. Figure 401 Sheet 1and Sheet 2).
NOTE: When a new clamp (7) is installed on the ram air flex duct assembly (8), it must be preformed to the
shape of the ram air duct (6) prior to installation.
CAUTION: Bonding surfaces must be cleaned with an alcohol-based cleaner to avoid damaging the bonding
surfaces.
(1) Carefully clean the old silicone adhesive sealant from the bonding surface of the heat exchanger housing (15), heat
exchanger plenum (24), and ram air duct (6) using isopropyl alcohol (06-001, Table 401).
(2) Bond the new gaskets (11, or 23) to the plenum (24) or duct (6) with silicone adhesive (05-004, Table 401).
(3) Allow the silicone adhesive to cure before proceeding with the installation.

21-60-11 (Rev B2)
(4) Align heat exchanger blower (22) with the heat exchanger housing (15) and install bolts (27) and washers (28).
(5) Install bolts (12) and washers (13) securing heat exchanger blower (22) to heat exchanger housing (15).
(6) Align heat exchanger housing (15) with heat exchanger plenum (24) and brackets (3), and secure with bolts (5), washers
(2, 4) and nuts (1).
WARNING: Silicone adhesive sealant gives off acetic vapors when curing, adequate ventilation must be provided to
keep vapors from accumulating in the aft fuselage.
WARNING: Keep silicone adhesive sealant away from heat, sparks, and flame.
CAUTION: Make sure all bonding surfaces are clean.
(7) Apply sealant (04-057, Table 401) to the mating surfaces of heat exchanger housing (15) and the heat exchanger plenum
(24).
(8) Assemble heat exchanger plenum (24) and heat exchanger housing (15) and install washers (17) and bolts (16).
(9) Apply sealant (04-057, Table 401) to the mating surfaces of heat exchanger housing (15) and the ram air duct (6).
(10) Align ram air duct (6) with heat exchanger housing (15) and install bolts (9), and washers (10).
(11) Connect electrical terminals (20) to studs (21) and install washers (19) and nuts (18).
(12) Align ram air flex duct assembly (8), and install clamp (7) securing ram air duct (6) to ram air flex duct assembly (8).
(13) Apply sealant (04-057, Table 401) between ram air duct (6) and ram air flex duct assembly (8) and seal around electrical
harness (14) opening in the heat exchanger housing (15).
CAUTION: Do not pinch drain line tubes when installing clamps.
CAUTION: Route and secure drain line tubes to ensure that they do not contact bleed air lines.
CAUTION: Maintain a downhill orientation to the drain line tubes to ensure water does not get trapped in the tubes.
(14) Connect drain line tube (32) to heat exchanger housing (15) and secure with clamp (31).
(15) Connect drain line tube (34) to ram air flex duct assembly (8) and secure with clamp (33).
(16) On Airplanes RB-27 and After, apply sealer (04-003, Table 401) to both the inner surface of the louver (29) and contacting
surface of the fuselage according to the CONTOUR SMOOTHNESS SERVICE JOINT description (Ref. SRM, 51-10-03).
(17) Install left empennage louver (29) panel (310AL, Figure 201, 06-50-03) and secure with screws (30).
(18) On Airplanes Prior to RB-27, fill gap and/or step between louver (29) and fuselage with sealant (04-039, Table 401)
according to the CONTOUR SMOOTHNESS SERVICE JOINT description (Ref. SRM, 51-10-03).
(21) Make sure the airplane has weight on wheels and BAT switch is ON.
(22) Set the BLEED AIR SOURCE SELECT switch to any position except OFF.
(23) Verify the heat exchanger blower operates and air discharges from the left empennage panel (310AL, Figure 201, 06-50-
03).
(24) Set the BLEED AIR SOURCE SELECT switch to OFF.
(26) Close upper center baggage compartment door (310BZ, Figure 201, 06-50-03).

21-60-11 (Rev B2)
Figure 401 : Sheet 1 : Heat Exchanger Blower Installation

21-60-11 (Rev B2)
Figure 401 : Sheet 2 : Heat Exchanger Blower Installation

21-60-11 (Rev B2)

21-60-11 (Rev B2)

21-60-11 (Rev B2)

21-60-11 (Rev B2)

21-60-12 (Rev B2)
CABIN BLEED AIR HEAT EXCHANGER - REMOVAL/INSTALLATION

1. Information
MATERIALS
2. Cabin Bleed Air Heat Exchanger
The cabin bleed air heat exchanger (11) is located above the aft baggage and avionics compartments (Ref. Figure 401).
A. Removal
(2) Perform the MAIN BATTERY DISCONNECTING procedure (Ref. 24-30-00, 301), disconnect main battery, and tag
(4) Open baggage compartment upper center access door (310BZ, Figure 201, 06-50-03).
(5) Loosen clamps (7), remove sleeve (8) and disconnect tube (5) from heat exchanger outlet (10) (Ref. Figure 401).
(6) Remove coupling (2) and sealing element (1) to disconnect tube (4) from heat exchanger inlet (9).
(7) Remove bolts (13) and washers (14) securing cabin bleed air heat exchanger (11) to plenum (18).
(8) Remove bolts (16) and washers (15) securing cabin bleed air heat exchanger (11) and duct (3) to bracket (6).
(9) Remove cabin bleed air heat exchanger (11) from airplane.
(10) Remove the gaskets (12, 17) from the cabin bleed air heat exchanger (11), plenum (18), and duct (3).
B. Installation
surfaces.
(1) Carefully clean old silicone adhesive sealant from the bonding surfaces of the cabin bleed air heat exchanger (11), plenum
(18), and duct (3) using isopropyl alcohol (06-001, Table 401).
(2) Bond the new gaskets (17, 12) to the plenum (18) or duct (3) with silicone adhesive (05-004, Table 401).
(3) Allow the silicone adhesive (05-004, Table 401) to cure before proceeding with the installation.
Keep silicone adhesive sealant away from heat, sparks, and flame.
(4) Apply silicone adhesive sealant (04-057, Table 401) between mating surfaces of cabin bleed air heat exchanger (11) and
plenum (18).
(5) Assemble the cabin bleed air heat exchanger (11) with plenum (18) and install washers (14) and bolts (13).
(6) Apply silicone adhesive sealant (04-057, Table 401) between mating surfaces of bleed air heat exchanger (11) and duct
(3).
(7) Align cabin bleed air heat exchanger (11) and duct (3) with bracket (6) and install washers (15) and bolts (16). Allow
sealant to cure.
(8) Align tube (4) with heat exchanger inlet (9) and install sealing element (1) and coupling (2).

21-60-12 (Rev B2)
(9) Align tube (5) with heat exchanger outlet (10) and install sleeve (8) and clamps (7). Torque tighten the clamps to between
18 to 22 in-lbs.
(10) Perform the MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301), remove caution tags, and reconnect main
battery.
(11) Perform the ENGINE GROUND OPERATING PROCEDURE (Ref. 71-00-00, 601) and check the bleed air tubes for
leakage.
(12) Close baggage compartment upper center access door (310BZ, Figure 201, 06-50-03).

21-60-12 (Rev B2)
Figure 401 : Sheet 1 : Cabin Bleed Air Heat Exchanger Installation

21-60-12 (Rev B2)

21-60-12 (Rev B2)

21-60-12 (Rev B2)

21-60-12 (Rev B2)

21-60-13 (Rev B2)
COCKPIT BLEED AIR HEAT EXCHANGER - REMOVAL/INSTALLATION

1. Information
MATERIALS
2. Cockpit Bleed Air Heat Exchanger
The cockpit bleed air heat exchanger (9) is located above the aft baggage and avionics compartments (Ref. Figure 401).
A. Removal
(2) Perform the MAIN BATTERY DISCONNECTING procedure (Ref. 24-30-00, 301), disconnect battery, and tag connector
with a caution tag indicating "DO NOT RECONNECT".
(4) Open baggage compartment upper center access door (310BZ, Figure 201, 06-50-03).
(5) Loosen clamps (3), remove sleeve (4) and disconnect tube (18) from heat exchanger outlet (14) (Ref. Figure 401).
(6) Remove coupling (16) and sealing element (15) to disconnect tube (17) from heat exchanger inlet (12).
(7) Remove bolts (11) and washers (10) securing cockpit bleed air heat exchanger (9) to plenum (5).
(8) Remove bolts (7) and washers (8) securing cockpit bleed air heat exchanger (9) and duct (1) to bracket (2).
(9) Remove cockpit bleed air heat exchanger (9) from aft fuselage.
(10) Remove the gaskets (6, 13) from the cockpit bleed air heat exchanger (9), plenum (5), and duct (1).
B. Installation
surfaces.
(1) Carefully clean old silicone adhesive sealant from the bonding surfaces of the cockpit bleed air heat exchanger (9), plenum
(5), and duct (1) using isopropyl alcohol (06-001, Table 401).
(2) Bond the new gaskets (6, 13) to the plenum (5) or duct (1) with silicone adhesive (05-004, Table 401).
(3) Allow the silicone adhesive (05-004, Table 401) to cure before proceeding with the installation.
(4) Apply sealant (04-057, Table 401) between mating surfaces of cockpit bleed air heat exchanger (9) and plenum (5).
(5) Assemble cockpit bleed air heat exchanger (9) with plenum (5) and install washers (10) and bolts (11).
(6) Apply silicone adhesive sealant (04-057, Table 401) between mating surfaces of cockpit bleed air heat exchanger (9) and
duct (1).
(7) Align cockpit bleed air heat exchanger (9) and duct (1) with bracket (2) and install washers (8) and bolts (7). Allow sealant
to cure.
(8) Align tube (17) with heat exchanger inlet (12) and install sealing element (15) and coupling (16).

21-60-13 (Rev B2)
(9) Align tube (18) with heat exchanger outlet (14) and install sleeve (4) and clamps (3). Torque tighten the clamps to between
18 to 22 in-lbs.
(10) Perform the MAIN BATTERY CONNECTING procedure (Ref. 24-30-00, 301), remove caution tags, and reconnect main
battery.
(11) Perform the ENGINE GROUND OPERATING PROCEDURE (Ref. 71-00-00, 601) and check the bleed air tubes for
leakage.
(12) Close baggage compartment upper center access door (310BZ, Figure 201, 06-50-03).

21-60-13 (Rev B2)
Figure 401 : Sheet 1 : Cockpit Bleed Air Heat Exchanger Installation

21-60-13 (Rev B2)

21-60-13 (Rev B2)

21-60-13 (Rev B2)

21-60-13 (Rev B2)

21-60-14 (Rev B0)
COCKPIT TEMPERATURE SENSOR - REMOVAL/INSTALLATION

1. Cockpit Temperature Sensor (Effectivity: RB-2 thru RB-101, RB-103 thru RB-134)
The cockpit temperature sensor (6) is located in the left side Jeppesen manual storage unit (1) lower compartment (Ref. Figure 401).
A. Removal
(3) Remove screws (3) securing the screen (2) to the manual storage unit (1) (Ref. Figure 401).
(4) Disconnect connector (7) from the cockpit temperature sensor (6).
(5) Remove screws (4) and washers (5) securing cockpit temperature sensor (6) to manual storage unit (1).
B. Installation
CAUTION: The cockpit temperature sensor relies on airflow to the unit to properly sense the air temperature. The
installation of cockpit temperature sensor is directionally sensitive. The cockpit temperature sensor
must be oriented with the connector outboard. Do not block inlet and outlet ports.
(1) Align cockpit temperature sensor (6) in the manual storage unit (1) and install screws (4) and washers (5) (Ref. Figure
401).
(2) Install connector (7) on the cockpit temperature sensor (6).
(3) Install screws (3) securing the screen (2) to the manual storage unit (1).
2. Cockpit Temperature Sensor (Effectivity: RB-102, RB-135 and After)
The cockpit temperature sensor (10) is located on a shelf along the back (outboard side) of the refreshment cabinet. The sensor is
inside the grill along the upper forward side of the refreshment cabinet behind the copilot's seat. (Ref. Figure 402).
A. Removal
(3) Raise the forward door of the refreshment cabinet to gain access to the hot tank (5) (Ref. Figure 402).
(4) Remove the hot tank closeout panel (1) by gently pushing in on the top of the panel and releasing the upper clips. Lift up the
panel (1) from lower track and tilt the panel to clear the spigot (2).
(5) Remove the hot tank (5) by gently pulling the unit out until the plug (4) disengages from refreshment cabinet connector.
(6) Remove the upper cabinet tray (6) from the refreshment cabinet (8).
(7) Support the back panel (3) and remove the upper and lower screws securing the back panel (3) to the refreshment cabinet
(8) behind the hot tank (5).
NOTE: The cockpit temperature sensor (10) is located on a shelf directly behind the cupholders (7) and below
back panel (3) opening. The sensor is attached to the shelf with velcro.
(8) Reach down inside the refreshment cabinet (8), separate the cockpit temperature sensor (10) from the velcro mount (11),
and lift the sensor (10) out through the front of the cabinet opening.
(9) Disconnect the connector (9) and remove the sensor (10) from the refreshment cabinet (8).
B. Installation
(1) Connect the connector (9) to the cockpit temperature sensor (10) (Ref. Figure 402).
CAUTION: The cockpit temperature sensor relies on airflow to the unit to properly sense the air temperature. The
installation of cockpit temperature sensor is directionally sensitive. The cockpit temperature sensor
must be oriented with the connector toward the aft. Do not block inlet and outlet ports. Make sure the
sensor is securely attached to the velcro mount.
(2) Align cockpit temperature sensor (10) with the velcro mount (11) in the refreshment cabinet (8) and secure the sensor (10)
to the shelf.
(3) Install the upper and lower screws securing the back panel (3) to the refreshment cabinet (8).

21-60-14 (Rev B0)
(4) Install the upper tray (6) in the refreshment cabinet (8).
(5) Insert the hot tank (5) in the refreshment cabinet (8). Gently shift the hot tank (5) in the cabinet compartment until the plugs
(4) are aligned and gently push in on the hot tank (5) until the plugs are fully engaged and seated.
(6) Insert the hot tank closeout panel (1) over the spigot (2) and align the panel in the lower track. Gently push in on the top of
the panel (1) and engage the upper clips.
(7) Lower the forward door of the refreshment cabinet (8).

21-60-14 (Rev B0)
Figure 401 : Sheet 1 : Cockpit Temperature Sensor (Effectivity: RB-2 thru RB-101, RB-103 thru RB-134)

21-60-14 (Rev B0)
Figure 402 : Sheet 1 : Cockpit Temperature Sensor (Effectivity: RB-102, RB-135 and After)

21-60-15 (Rev B0)
CABIN VENT DUCT OVERTEMPERATURE SWITCH - REMOVAL/INSTALLATION

1. Cabin Vent Duct Overtemperature Switch
A. Removal
The cabin vent duct overtemperature switch (2) is located in the lower side of the aft right sidewall duct (Ref. Figure 401).
(3) Perform the PASSENGER SEAT REMOVAL procedure (Ref. 25-20-01, 401) and move aft right passenger seat forward
to gain access to the right sidewall duct.
(4) Perform the ECS COVER REMOVAL procedure (Ref. 25-40-01, 401) to gain access to the switch connector (21P11).
(5) Separate velcro and remove the lavatory sidewall panel above the aft evaporator.
(6) Perform the AFT PARTITION REMOVAL procedure (Ref. 25-20-07, 401) and remove the right side aft partition to gain
access to the switch (21S19).
(7) Remove screws (3) securing the cabin vent duct overtemperature switch (2) to right sidewall duct (1).
(8) Disconnect the cabin vent duct overtemperature switch (2) connector (4) from the wiring harness.
B. Installation
(1) Align cabin vent duct overtemperature switch (2) in the right sidewall duct (1) and install screws (3) (Ref. Figure 401).
(2) Connect cabin vent duct overtemperature switch connector (4) to the wire harness.
(3) Install the lavatory sidewall panel.
(4) Perform the ECS COVER INSTALLATION procedure (Ref. 25-40-01, 401).
(5) Preform the AFT PARTITION INSTALLATION procedure (Ref. 25-20-07, 401)and install the right side aft partition.
(6) Perform the PASSENGER SEAT INSTALLATION procedure (Ref. 25-20-01, 401).

21-60-15 (Rev B0)
Figure 401 : Sheet 1 : Cabin Vent Duct Overtemperature Switch

21-60-16 (Rev B0)
CABIN VENT DUCT TEMPERATURE SENSOR - REMOVAL/INSTALLATION

1. Cabin Vent Duct Temperature Sensor
A. Removal
The cabin vent duct temperature sensor (2) is located in the right sidewall duct (Ref. Figure 401).
(3) Perform the PASSENGER SEAT REMOVAL procedure (Ref. 25-20-01, 401) and move aft right passenger seat forward
to gain access to the right sidewall duct.
(4) Perform the ECS COVER REMOVAL procedure (Ref. 25-40-01, 401).
(5) Separate velcro and remove the lavatory sidewall panel above the aft evaporator to gain access to the switch connector
(21P11).
(6) Perform the AFT PARTITION REMOVAL procedure (Ref. 25-20-07, 401) and remove the right side aft partition to gain
access to the switch (21S19).
(7) Remove screws (3) securing the cabin vent duct temperature sensor (2) to right sidewall duct (1).
(8) Disconnect cabin vent duct temperature sensor (2) connector (4) from the wire harness.
B. Installation
(1) Align cabin vent duct temperature sensor (2) in the right sidewall duct (1) and install screws (3) (Ref. Figure 401).
(2) Connect cabin vent duct temperature sensor connector (4) to the wire harness.
(3) Install the lavatory sidewall panel.
(4) Perform the ECS COVER INSTALLATION procedure (Ref. 25-40-01, 401).
(5) Perform the AFT PARTITION INSTALLATION procedure (Ref. 25-20-07, 401) and install the right side aft partition.
(6) Perform the PASSENGER SEAT INSTALLATION procedure (Ref. 25-20-01, 401).

21-60-16 (Rev B0)
Figure 401 : Sheet 1 : Cabin Vent Duct Temperature Sensor


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Model 390 Premier Maintenance Manual (Rev B2)

21-00-00 (Rev B1)

AIR CONDITIONING - GENERAL

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Figure 1 : Sheet 1 : Air Conditioning System Block Diagram

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Figure 2 : Sheet 1 : Distribution System Component Locations

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Figure 3 : Sheet 1 : Pressurization System Component Locations

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Figure 4 : Sheet 1 : Baggage Compartment Heating System Component Locations

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Figure 5 : Sheet 1 : Cooling System Component Locations

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Figure 5 : Sheet 2 : Cooling System Component Locations

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Figure 6 : Sheet 1 : Temperature Control System Component Locations

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Figure 6 : Sheet 2 : Temperature Control System Component Locations

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DISTRIBUTION - DESCRIPTION AND OPERATION

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C. Cabin Bleed Air Flapper Check Valve

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Figure 1 : Sheet 1 : Air Distribution System Block Diagram

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Figure 2 : Sheet 1 : Aft Fuselage Air Distribution System Component Locations

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Figure 3 : Sheet 1 : Cockpit Air Distribution System Component Locations

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Figure 3 : Sheet 2 : Cockpit Air Distribution System Component Locations

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Figure 4 : Sheet 1 : Cabin Air Distribution System Component Locations

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Figure 5 : Sheet 1 : Air Inflow System Functional Diagram

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Figure 6 : Sheet 1 : Cabin Air Distribution System Functional Diagram

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Figure 7 : Sheet 1 : Cockpit Air Distribution System Functional Diagram

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Figure 8 : Sheet 1 : Bleed Air Inflow System Schematic

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Figure 9 : Sheet 1 : Bleed Air Inflow System Relay Location

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3. Operate both engines at 75% N1 power.

14. Operate both engines at IDLE power.

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20. Set the BLEED AIR switch to L.

28. Set the BLEED AIR switch to R.

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BLEED AIR SOURCE SELECT SWITCH - REMOVAL/INSTALLATION

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Figure 401 : Sheet 1 : Bleed Air Source Select Switch Installation

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COCKPIT ALTERNATE AIR VALVE - REMOVAL/INSTALLATION

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Figure 401 : Sheet 1 : Cockpit Alternate Air Valve Installation