FlightSafety CHAPTER 9 PNEUMATICS CONTENTS Page INTRODUCTION .. Pneumatic Manifold... Protected Manifold.. ENGINE -DRIVEN BLOWER (COMPRESSOR)... APU BLEED AIR... General .. LIMITATIONS .. QUESTIONS 2228 Revision 5—Apsi 1987 FOR TRAINING PURPOSES ONLY 9FlightSafety ILLUSTRATIONS Figure Title O41 Pneumatic System Schematic—SNs 1 through 80 without ASC 102 9-2 Pneumatic System Schematic—SNs 81 and Subsequent, or Airplanes with ASC 102... 9-3 Pneumatic System Pressure and Suction Lines... 9-4 Blower Ram-Air Scoop and Low-Pressure Door ..... 9-5 Pneumatic System Cabin Blower (Compressor) Control .... 9-6 APU Control Panel .. 27 Pneumatic System (APU Air System) DECEMBER 1988 FOR TRAINING PURPOSES ONLY ‘S-lllINTRODUCTION FlightSafety CHAPTER 9 PNEUMATICS ‘This chapter provides a description of the pneumatic system and related subsystems installed in G-I airplanes. Limitations pertaining to these systems are included at the end of this chapter. GENERAL Pneumatics, as applicable to G-I airplanes, con- stitute the sources of air, their distribution, and control. . The pneumatic sources consist of three cate- gories: engine bleed air, engine-driven blower (compressor) air, and APU bleed air. DECEMBER 1996 The subsystems supplied by the pneumatic sources include the wing and empennage deice system, alr condltoning and pressurization, en- and baggage door seals, and the deicer Secor Pneumatics is also involved in the con- trol of the environmental system (air condition- ing and pressurization). FOR TRAINING PURPOSES ONLY 9-1ENGINE BLEED AIR GENERAL An air supply is tapped from the second stage of the left and right engine compressors and routed to a pneumatic manifold usually referred to as the ‘‘deicer manifold.”” The compressed air source is supplied at approximately 70 psi. There are no shutoff valves. The supply is avail- able whenever either engine is operating. The air supply from each engine is dried and cleaned by vapor filters. The filters incorporate drain fittings that bleed a small amount of air overboard. When pressurized, the filter permits condensation to drain overboard. After the air passes through the filter, it is routed to a pressure regulator that reduces its pressure to approximately 18 psi. A safety valve in each engine bleed-air line senses the regulated pressure. If the regulator fails, the safety valve will limit the maximum pressure to approximately 22.5 psi. A check valve in each engine bleed-air line di- rects the supply to the pneumatic manifold as well as prevents any reverse flow to the engine during periods of single-engine operation or dur- ing periods of differential engine power. PNEUMATIC MANIFOLD ‘The pneumatic manifold on airplanes SNs 1 through 80 including 114 is a simple manifold interconnecting the left and right engine bleed- air lines. The manifold serves as the distribu- tion point supplying the following pneumatic subsystems: wing deicer boot distributor valves, main entrance door seal and pressure gage, tail boot distributor valve, low-flow sensor and tur- bine bypass valve control, ram-air valve con- trol (airplanes SNs 1 through 148 and 322 and 323), deicer boot ejector motive flow valve, en- gine blower spill valve, and baggage door seal. Figure 9-1 illustrates the bleed-air supply and distribution system for airplanes SNs I through a2 FOR TRAINING PURPOSES ONLY 80 and 114 without ASC 102. The simplicity of this distribution manifold has a major disadvan- tage. That is, a leak in any distribution line, es- pecially the supply line to the wing deicer boots, may result in total loss of all pneumatic sub” systems, which include door seals, turbine by- pass valve control, ram-air valve control, and engine blower spill valve. To correct this condition, the manufacturer modified the distribution system, effective air- planes SN 81 and subsequent, excluding 114, to include what is normally referred to as a “‘pro- tected manifold.’” ASC 102 is available to all prior airplanes. PROTECTED MANIFOLD Airplanes SN 81 and subsequent, excluding 114, and SNs 1 through 80 and 114 with ASC 103 incorporate a crossover manifold with a mini- mum flow orifice and two additional flapper check valves located downstream of the cross- over manifold junctions. This provides a degree of isolation for the door seals, the blower spill valve, turbine bypass valve, ram-air valve, deicer boot ejector, and tail’ boot distributor valve, At the same time, the crossover manifold permits operation of all subsystems from one en- gine in case of engine shutdown. In addition, if a line to a wing boot distributor valve ruptures, the minimum flow orifice valve will restrict the air leakage to that wing’s deice manifold line from the other wing's deice mani- fold line to a value that will still permit ope tion of the door seals, blower spill control, turbine bypass valve, and ram-air valve control, motive flow ejector valve, and tail boot distrib- utor valve. The wing boots distributor valves are affected only because these subsystems were originally tapped into this section of the manifold. apis 9-2 sabes the SHURE BISA ai fold as installed in SNs 81 and subsequent and i ASC 102 prior airplanes incorpo including silane SNs 114 with ASC 102. Figure 9-3 shows pneumatic pressure and suction lines. DECEMBER 1988FlightSafet y GA TRAINING MANUAL + From ENGINE compRessons —————> | CHECK VALVES. nnd PRESSURE GAGE TO GROUND COOLING FAN APU BLEED AIR, “SNs 1 THROUGH 148 “~ TO AIR-CONDITIONING DUCTS + WING 800T DISTRIBUTION VALVES 2. MAIN.DOOR SEAL AND PRESSURE GAGE LEGEND 3. PRESSURE REGULATOR LOW FLOW SENSOR (11 PS!) ME seep ar TURBINE BYPASS VALVE (11 PSI) mane RAM.AIR VALVE (18 PSI) HB RecuLaTeo AiR 16 Ps) BAGGAGE DOOR SEAL (18 PS) REGULATED AIA (11 PS TALLBOOT DISTRIBUTION vawve (8 psy EA) FF ' PRESSURE REGULATOR (11 PS) BE rusian 4. DEICER BOOT EJECTOR 5, PRESSURE REGULATOR (11 PSI) BLOWER SPILL VALVE BLOWER A P SENSOR Figure 9-1. Pneumatic System Schematic—SNs 1 through 80 without ASC 102 Revision 2—October 1987 FOR TRAINING PURPOSES ONLYFlightSafety TRAINING MANUAL + FFOM ENGINE ComPREssons —————| s vapor Fitt¢a ————___——_> SAFETY VALVE > MINIMUM FLOW ORIFICE CHECK VALVES PROTECTED. MANIFOLD"* PRESSURE GAGE = TO GROUND COOLING FAN “sis 170 148 **SNs 81 AND SUBSEQUENT OR ASC 102 “* TO AIR-CONDITIONING DUCTS 1. WING 8007 DISTRIBUTION vatves 2 MAIN DOOR Stat AND PRESSURE GAGE 3, PRESSURE REGULATOR LEGEND TOW FLOW SENSOR [11 PS) BB enone ateco ain TURBINE BYPASS VALVE (11 PSI) RAM-AIR VALVE (18 PSI" I recutaren ain (1a Ps BAGGAGE DOOR SEAL (18 PS!) a TAIL BOOT DISTRIBUTION VALVE (18 PSI) lal PRESSURE REGULATOR (11 PSI) 4, DEICER BOOT EJECTOR 5. PRESSURE REGULATOR (11 PSI) BLOWER SPILL VALVE BLOWER A P SENSOR APU BLEEO AIR ure 9-2. Pneumatic System Schematic—SNs 81 and Subsequent, or Airplanes with ASC 102 FOR TRAINNG PURPOSES ONLY 9-3FlightSafety erations) ‘TO SUCTION MANIFOLD "AIRPLANES SNs Bt AND SUBSEQUENT AND THOSE AIR 'S MODIFIED BY ASC 102 Seg, DETAIL **AIRPLANES SNs 86 AND SUBSEQUENT AND THOSE AIR: PLANES MODIFIED BY ASC 123 eeneneune 10 1 R NOTE: FOR AIRPLANES NOT MODIFIED BY ASC 123 = 1 eee TO CaaiN PRESEURE ey ee Figure 9-3. Pneumatic System Presai a4 FOR TRAINING PURPOSES ONLYFlightSafety PRESSURE GAGE VACUUM GAGE SOLENOID, SUCTION RELIEF VALVE CHECK VALVE TAIL BOOT INDICATOR SWITCHES. FILTER, SAFETY VALVE (22.5 PSI} REGULATOR (18 PSI) TIMER EJECTOR . CHECK VALVE* |. FLOW LIMITER" ATMA TLNEANS SO LOW FLOW SENSOR ‘TO BAGGAGE DOOR SEAL FOR TRAINNG PURPOSES ONLY DECEMBER 1986FlightSafety U GA TRAINING MANUAL ENGINE-DRIVEN BLOWER (COMPRESSOR) The engine-driven blower is a constant displace- mient compressor driven by the accessory gear- box in the right nacelle. The blower functions 10 supply a constant volume of air to the occupied areas of the ait plane for air conditioning and pressurization. The airweight flow is a function of density. The inlet air to the blower is supplied by a screened ram-air scoop (Figure 9-4) located on the out- board side of the right nacelle, The screen (a wire mesh filter) prevents foreign objects from entering the blower. ASC 161A provides for in stallation of a low-pressure door on the scoop to bypass a clogged inlet Figure 9-4. Blower Ram-Air Scoop and Low-Pressure Door The inlet to outlet differential of the engine- driven blower is a function of resistance to flow (back pressure and air density). This differen- ial is limited to 12.5 psid by a pneumatically controlled spill valve. The pneumatic control pressure is supplied from the previously described engine bleed-air system, initially regulated to approximately 18 psi. This control pressure is then reduced to I psi by a regulator and directed to a differential pressure sensor. The differential pressure sensor senses blower inlet to outlet pressure. At a differential not to exceed 12.5 psid, the sensor valve cracks DECEMBER 1986 and bleeds off pneumatic control pressure, The spill valve will begin modulating, spilling a volume of blower air to the atmosphere and re: ducing the blower delivery to the occupied areas. NOTE The differential pressure sensor modulates open to maintain a dif- ferential pressure. This allows the spill valve to modulate, controlling differential pressure on the differ- ential sensor After leaving the nacelle silencer, air not spilled is ducted along the rear wing beam to the flow limiting and heating venturi ‘The venturi is designed to limit cabin airflow at low altitudes, preventing excessive air noise in the air-conditioning system. Airflow limiting is produced by “choking” in the venturi throat. which also serves to back-pressure the blower. This provides heating during low altitude ope ation when the cabin pressurization is insufi cient to provide the necessary heat Figure 9-5 illustrates the engine-driven supply and blower control system. NOTE For more information on the engine-driven blower, the blower spill valve control, the turbine by- pass and ram-air valve control, see Chapter 11, “Air Conditioning.” APU BLEED AIR GENERAL ‘The auxiliary power unit described in detail in Chapter 6 is capable of supplying a volume of bleed air to the occupied areas for ground heat- ing and cooling, an alternate air supply to the occupied areas during flight to offset engine- driven blower failure or right engine shutdown, and also supply air to the protected section of FOR TRAINING PURPOSES ONLY 9-5FlightSafety GI TRAINING MANUAL lonuod (Kossesdwiod) semojg UIqeD WaIshs JeWINAUd “S-6 aunBI awowuioa7a yt vauy aziunssaue SUNSSIHd TOHINOO a ‘uly 03378 SNIDN3 G3LVINOSY ¢ vaHY Bh aamnouviosi | osaunsesuann (sa 12-39 uivaassauanoo fi MIMO OL GIOsINYN SHNSSatd 430130 aNa937 ISL) SNA ¥O3HO yOLVINDaY 38834 3uNssaua Sunssaid SINEYAN dy FDISIYO ualsvW runny aA ONiuvaH ONY r ONILINA MOT akiva TOHESNOTE aionsi08 009 131NI HIV'Wvul Nid T¥SHOO eecezenesee 9-7 FOR TRAINNG PURPOSES ONLYFlightSafety a CHAPTER 10 ICE AND RAIN PROTECTION CONTENTS INTRODUCTION GENERAL... Heating Elements........ Categories... Power Sources ... ++ 10-7 Control .... ++ 10-7 Indication ... DECEMBER 1986 FOR TRAINING PURPOSES ONLY 1041FlightSafety Teing Limitations.... 10-20 Cockpit Window Failure . +. 10-20 Engine and Propeller Deicing. -- 10-20 QUESTIONS .. +. 10-21 10-11 FOR TRAINING PURPOSES ONLY DECEMBER 1908Figure 10-1 10-2 10-3 10-4 10-5 10-6 10-7 10-8 10-9 10-10 10-11 10-12 10-13 10-14 10-15 10-16 10-17 10-18 10-19 10-20 10-21 10-22 ILLUSTRATIONS Title Page Windshield Heat Control Panel ...s....0..-+- . 10-2 WARN LTS BUS Circuit Breakers. . 10-3 Radio Rack Circuit-Breaker Panel ... - 10-4 Windshield Heat System—Simplified Schematic . 10-4 Windshield Heat—Normal . Windshield Heat—Emergency. Engine Intake and Oil Cooler inlet Heating Elements .......-+-+01sseseceeeeees 10-6 Powerplant Anti-icing—Simplified Schematic... Engine and Propeller Anti-ice .. Pitot Heads .... Stall Waming Lift Transducer Vane and Plate Pitot Heat Switch.... Pitot Heads and Lift Transducer Vane Anti-icing— Not Incorporating ASC 171 ..... - 10-10 Pitot Heads and Lift Transducer Vane Anti-icing— Incorporating ASC 171... to - 10-11 Deicer Boots... 10-12 Deicer Boot Control Switches .....sssesseeesees: 10-13 10-14 10-14 ‘Wing and Tail Deicer Modes ... Wing and Tail Deicer Solenoid Switches (Manual) ‘Wing and Tail Boot Deicer Pressure and Suction Gage - 10-15 Wing and Tail Boot Deicing Pneumatic Schematic .. 10-16 Wing and Tail Boot Deicing Electrical Schematic «10-17 Tail Boots Inflation Indication .. 10-16 DECEMBER 1988 FOR TRAINING PURPOSES ONLY 10-1110-23 Windshield Wiper Controls .. 10-24 = Cabin Window Antifogging System TABLE Table Title Page 10-4 Windshield Limitations .. 10-lv FOR TRAINING PURPOSES ONLY DECEMBER 1986CHAPTER 10 ICE AND RAIN PROTECTION Loc INTRODUCTION “This chapter provides a description of the ice and rain protection systems installed on G-l airplanes. Tce and rain protection is divided into four categories—anti-icing, deicing, rain removal, and antifogging. ‘The description of these systems must not be construed as operating procedures or techniques. System operation and tests must be in strict conformance with the approved Airplane Flight Manual and/or the Maintenance Manual. All imitations applicable to the ice and rain protection systems are included at the end of this chapter. GENERAL (On Gil airplanes, areas susceptible to ice accunm- lation are either anti-iced or deiced, Anti-icing protection is provided to prevent the formation Of ice on critical areas sitch as the windshield, the engine intakes and oil cooler inlets, the propeller blades and hub spinners, the ‘pitot DECEMBER 1988 FOR TRAINING PURPOSES ONLY heads, and stall warning lift transducer vane. De- icing protection is provided to remove ice ac- cumulation from the leading edges of the wings and the leading edges of the horizontal and ver- tical stabilizers. 10-1Rain removal is provided for the main windshield and antifogging for the passenger windows. ‘The anti-ice systems on G-l airplanes are elec- trical thermal systems. The deice system is an electrically controlled, pneumatically inflated boot system. The antifogging system is a desic- cant system WINDSHIELD ANTI-ICING SYSTEM GENERAL ‘The windshield anti-icing or windshield heat sys- tem provides birdproofing, anti-icing, and de- fogging for the pilot’s and copilot’s main windshields and the left and right direct-vision (DY) windows. Side window heat is installed optionally by the factory. The side windows are capable of being, heated; however, the equipment required to pro- duce and control the heat is not part of the stan- dard airplane. Side window glasses do contain the necessary heating elements and sensors. COMPONENTS The major components of the windshield anti-ice system are separate for each heated glass. These components include a transformer-rectifier, a tem- perature control unit, and a thermal sensor for each main windshield and each DV window. POWER SOURCES Heating Power The heating power is divided into normal and ‘emergency sources, ensuring that a single-source failure will not result in loss of main windshield heat. The power is supplied by three-phase alterna- tors (AC generators) driven by the accessory gearbox in the left and right nacelles. Normally , the left alternator supplies 212-volt, three-phase, variable-frequency AC power to a transformer- rectifier for each front windshield. 10-2 FOR TRAINING PURPOSES ONLY FlightSafety G+ TRAINING MANUAL ‘The right alternator normally supplies power for the rectifiers for the left and right DV windows and the left and right side windows, if applica- ble. The alternator output to the associated win- dows is supplied through a transfer relay. In emergency operation, the relays will transfer the output of the right alternator to the front wind- shields by means of a cutout relay. This will result in loss of heat on the left and right DV windows and the side windows (if applicable) Control Power Control power consists of system and bridge cir- cuits sources. System control power is supplied by the main DC bus. Bridge circuit power is sup- plied by the main AC bus. CONTROL Windshield heat is controlled from a panel (Fig- ure 10-1) on the left side of the lower overhead cs ee el Figure 10-1. Windshield Heat Control Panel DECEMBER 1986,panel. The panel contains two switches. The left switch is two-position and controls the mode of operation. It is labeled “NORM” and “EMERG The right switch is three-position and controls the heating mode. It is labeled “DE-ICE” (high heat) and “DEFOG™ (low heat). The center (off) po- sition is unlabeled. Both of these switches are sup plied power from the main DC bus. INDICATION The windshield heat control panel (Figure 10-1) has four green lights. The lights are labeled (from left to righ “L.DIR. VIS-L.FRONT-R. FRONT-R.DIR.VIS,”’ corresponding to the win- dows. These lights are controlled by current re- Jays. When illuminated, they indicate that heating power is being applied to the associated window The lights will pulse on and off at regular inter- vals. They should be monitored because if any light fails to come on while the others are puls- ing or if a particular light remains on while the others are pulsing, malfunctions must be sus pected. Failure of a light to come on may indi- cate loss of heating power to the window and consequently, loss of birdproofing and possible ice accumulation. On the other hand, a continu- ous light may indicate window overheating, The power for the windshield heat lights is sup plied through a circuit breaker (Figure 10-2) la beled “WARN LTS BUS" and is located on the lower side of the pilot’s circuit-breaker panel The warning lights bus is powered through this. circuit breaker from the essential DC bus. OPERATION Normal Normal windshield heat is available when both engines are running (rpm greater than 10,000 and alternators reset), the main DC bus is pow- ered, and the main AC bus is powered (A or B inverter on). When these conditions prevail. se lecting the windshield heat mode switch (Fig- ure 10-1) to DEFOG or DE-ICE permits the left alternator to power the left and right front wind shickis while the right alternator powers the lett and right DV windows and, if applicable, the left and right side windows DECEMBER 1966 FOR TRAINNG FlightSafety G+ TRAINING MANUAL Cones aa ee Co CC (c) ic @ CTC aeee Tre aes CC ame rg Can} Perry (c} x Figure 10-2. WARN LTS BUS Circuit Breakers NOTE If side window heat is incorporated, eft and right glasses are con trolled by one controller through a sensor in the left glass. No indicat ing system is provided on the op tional side window heat Emergency Emergency operation of the windshield heat is required if, for example, the left engine is shut down or if the left alternator fails. ‘The selee- tion is achieved by moving the windshield heat mode switch to This selection will energize the DV cutout relay and the emergency side of a dual coil transfer relay, permitting the right alternator to power the left and right front windshields and simultaneously isolating heat- ing power from the DV windows (and the side windows), if applicable NOTE For more information on alternator power and windshield heat control power sources, see Chapter 2 “Electrical Power Systems.” 2URPO 10-3 ONLYonewayos payliduis—weyshs yee PlelyspulM “p-O1 e4nBiy “YNOILdO $1 1¥3H MOGNIM 301s ane UB4SNVHL HIMOd ala FlightSafety ouaA3 | 1 3 \ z \ 3 | za muon | a Av3H 1 < cuss 5 eaTiowinoo wariouinoo Zz N31 LOW anal 131 3 g é 2 usTIoiNco ATIOUINCO q AG 20. . hts un 3 | 8 308 iow FOR TRAINING PLIRPOSES ONLY 10-4ISOLATION The left and right DV windows and the left and right main windshields may be isolated individu- ally in case of malfunctions affecting a particu- lar window. Isolation is accomplished by pulling the affected circuit breaker (Figure 10-3) located under the radio rack in the entrance area. These circuit breakers control the alternator phase out- put to the associated window ‘The variable frequency AC is a bal- anced, three-phase system. To iso- late any window, the windshield heat must be turned off, Then all three circuit breakers in a vertical row for that particular window must be pulled. Failure to comply will result in a phase unbalance and the alternator will trip when turned on. NOTE Side window heat (when applicable) is supplied from a single, three- phase source. Both windows are protected by the same circuit breakers. The three circuit breakers protecting the side windows are mounted on the inverter relay panel ina single vertical row. Figure 10-4 illustrates the windshield heat sys- tem in simplified schematic format. Figure 10-5 illustrates normal windshield heat operation. When the defog mode is selected, the system will maintain the glass temperature be- tween 92 +2°F and 100 +5° F. The deice FOR TRAINING PURPOSES ONLY FlightSafety G41 TRAINING MANUAL Radio Rack Circuit- Breaker Panel Figure 10-3. mode will maintain a range between 105 +2° F and 113 £5° F, Figure 10-6 illustrates emergency windshield heat operation. The right alternator is supply- ing three-phase power to the front windshields. Even though alternator power is available for DV heat, itis isolated from the glasses because the DV cutout relay is energized when the wind- shield mode switch (Figure 10-1) is at the EMERG position. NOTE ‘The DEFOG position of the heat mode switch is the usual selection If ive begins to accumulate in this mode, the switch should be moved to the DE-ICE position, DECEMBER 1986FlightSafety G4 TRAINING MANUAL leWON—I9q PlelysPUL, anouno FOR TRAINING PURPOSES ONLY Rovision 3—February 1991FlightSafety GI TRAINING MANUAL AouaBiew3—1eeH pleryspulm “9-01 @unBL4 I a MK ME ATS 10-5 FOR TRAINING PURPOSES ONLYPOWERPLANT ANTI-ICING GENERAL The critical areas on the powerplant consist of the engine air intake, the oil cooler air inlet, the leading edge of the propeller blades, and the propeller spinner. CYCLIC HEATED ELEMENTS: FlightSafety GA TRAINING MANUAL HEATING ELEMENTS Three heating elements (Figure 10-7) are used on the engine air intake and the oil cooler air inlet. The elements are embedded in a neoprene skin which forms the intake and oil cooler inlet leading edges and the inner and outer adjacent areas. A narrow strip element surrounds the leading-edge lips; wider elements are positioned on the outer and inner intake and inlet areas. IL COOLER INTAKE AIR INTAKE COWLING CONTINUOUSLY HEATED FORWARD ELEMENT LEGEND IB continuous Heat [Bl ovcteo ear INTAKE INNER SURFACE RUBBER OUTER COVER, Figure 10-7. 10-6 FOR TRAINING PURPOSES ONLY CONNECTOR STAIP ‘OUTER SURFACE CYCLIC HEATED ELEMENTS Engine Intake and Oil Cooler Inlet Heating Elements DECEMBER 1986The leading edge on each propeller blade and the inner surface of the propeller spinner (Fig- ure 10-8) also contain heating elements. CATEGORIES ‘The powerplant anti-icing system is divided into two categories—continuous and cyclic. The ele- ‘ments on the leading edge of the engine intake and oil cooler air inlet are continuously heated once the system is turned on. The outer and in- ner elements on the engine intake and oil cooler air inlet are cyclic heated as are the propeller blade leading edges and the spinner. Prop sPninen Fast stow FlightSafet: TRAINING MANUAL. POWER SOURCES The power sources for powerplant anti-icing consist of control power and heating power. The control power is supplied from the main DC bus. The heating power is three-phase variable AC at 212 volts, supplied only by the associated engine-driven alternator. CONTROL ‘The powerplant anti-icing system is controlled by individual switches (Figure 10-8) on the over- head switch panel. The switches are labeled ‘LIGHTS GO BRIG To wos EAT systeM Figure 10-8. Powerplant Anti-icing—Simplified Schematic DECEMBER 1986, FOR TRAINING PURPOSES ONLY 10-7“ENGINE & PROP DE-ICE.”’ Each switch has three labeled positions—‘‘FAST-OFF- SLOW." These switches require main DC power to control individual power relays and timer motors. Turning an ENGINE & PROP DE-ICE switch to FAST or SLOW position will close the deice relay connecting three-phase variable AC to the continuous strip on the engine intake and oil cooler ait inlet. Heat will be maintained on this clement until the switch is turned off. Simulta- neously, main DC bus voltage is supplied to t associated timer motor. The timer, in turn, will direct heating power scquentially to the propel- ler blades and spinner and the cyclic elements of the engine intake and oil cooler air inlet. Af- ter each application of power to each cyclic ele- ment, there is a dwell (power off) period. The power on and the dwell periods are determined ‘by the FAST or SLOW selection. ‘The fast cycle is a two-minute cycle. The slow eycle is a six-minute cycle. For proper deicing, the ENGINE & PROP DE-ICE switch should be positioned as follows: * Above +10° C OAT—OFF * Below +10°C but above —6°C OAT—FAST * Below —6° C OAT—SLOW The selection of fast or slow cycles is related to OAT. Ice will accumnulate more rapidly at the higher temperatures. When OAT is between +10° C and —6° C, the FAST cycle must be selected. The FAST cycle powers the cyclic ele- ments as follows: Propeller and spinner. Power off. 30 seconds on 5 seconds off Cyclic intake 20 seconds on Power off . - 40 seconds off Cyclic intake 20 seconds on Power off. 5 seconds off Total cycle time. 120 seconds ‘The fast cycle will be repeated every two minutes until turned off. The slow cycle must be selected 10-8 FOR TRAINING PURPOSES ONLY Flight$afet when OAT is below —6° C and icing conditions -are present or suspected, and it will power the cyclic heating elements as follows: Propeller and spinner. 90 seconds ‘on Power off 15 seconds off Cyclic intake 60 seconds on Power off. . 120 seconds off Cyclic intake 60 seconds on Power off 15 seconds off This cycle will be repeated each six minutes until turned off. When OAT is above +10°C, the system must be iurned off. ‘The powerplant anti-ice system should not be used on the ground except for testing. Tests should be limited to 1 or 2 FAST cycles only ata minimum engine rpm of 12,000. Failure to ‘observe this limitation may result in damage to the elements and/or the heated areas. If inadvertent icing is encountered during the flight and the powerplant anti-icing system is off, the procedure outlined in the approved Airplane Flight Manual must be strictly adhered to. Other- wise, engine flameout may occur. INDICATION A green light for each powerplant anti-icing sys- tem is supplied from main DC power through the L/R ENG DEICE circuit breaker. A puls~ ing switch operated by the timer and a sensing yy controlied by alternator field power will provide a ground cirenit and cause the light to cycle bright and dim at a rate corresponding to the cycle selected, When the fast cycle is se- lected, the light will pulse each 2 seconds. When the slow cycle is selected, it will pulse each 6 seconds. When the system is in operation, a green indicator light just above each switch will be |. This light is a positive indication that the timer motor is running. The light must pulse bright and dim or the Revision 9—February 1991system is not operating properly Should the light be on and not puls. ing, it is an indication that the timer is not running, and possible dam ‘© a heating element could result Figure 10-9 illustrates operation of the power plant anti-ice in the fast mode, Continuous heat is applied to the engine intake and oil cooler in let lips. The timer sequences heat application and dwell (power off) periods for the propeller/spinner and the cyclic heaters on the engine intake and oil cooler inlet PITOT HEADS AND STALL VANE ANTI-ICING GENERAL Anti-icing is provided for the pilot's and copi- lot’s pitot heads (Figure 10-10) and for the lift transducer vane located on the leading edge of the left wing (Figure 10-11). Each pitot head and the lift transducer vane and plate incorporate heating elements to prevent ice formation. CONTROL The pitot and stall vane heat system is controlled by a single two-position ON-OFF switch (Fig- | Ai ay Figure 10-10. Pitot Heads DECEMBER 1966, FOR TRAINING PL FlightSafety G4 TRAINING MANUAL ure 10-12) located on the lower left side of the overhead switch panel. The switch is labeled “PITOT HEAT.” When moved to the ON po: sition, power is simultaneously applied to both pitot heads and to the lift transducer vane Figure 10-11. Stall Warning Lift Transducer Vane and Plate Figure 10-12. Pitot Heat Switch APOSES ONLYFlightSafety 2 < ; 2 o é Z ¢ oc F 6 uy 4ejjadoig pue aui6ug “6-01 eunBi4 sor e's sualvsH ‘Omso) SDVINI SOruNY KOU susLvsH SL3AL In, Ov OL Houms YOLOST3S ono40) YANNIS aNY Y3TIadOud EL SuSLv3H AYaY HaMOg (snonNiiNoo) 30/30 LHD SV1NI ov AoNanoal sTevA ll canve fl aNa931 Bava wamos - anais WaisAs Puowwnwariv tH b IoxLNOD = eT =e va siHon S3HOLIMS 1831 NINA WLS¥IN 8 AvIaN 1saL SLHOM SNINUYA aviau ONISNSS LEI! 10-9 FOR TRAINING PURPOSES ONLYFlightSafet pay v G41 TRAINING MANUAL INDICATION ‘Two green lights located below the PITOT HEAT switch (Figure 10-12) are powered through current sensor relays to provide a posi- tive indication that power is being applied to the heating elements of the left and right pitot head. ‘These lights must be on whenever the PITOT HEAT switch is on. There is no indication pro- vided from the lift transducer vane. FIGHT INDICATOR LIGHT PITOT HEAT SWITCH RIGHT PITOT HEAT STALL WARN HEAT LEFT PITOT LEFT INDICATOR LIGHT HEAT SENSING RELAY POWER SOURCES ‘The power source from the pitot heads and lift transducer vane on airplanes SNs 1 to 148 (un- less modified by optional ASC 171) is from the main DC bus. For airplanes SNs 149 and sub- sequent and prior airplanes modified by optional ASC 171, the pilot’s pitot head is supplied from the essential DC bus. The copilot’s pitot head and the lift transducer vane are powered from the main DC bus SENSING RELAY SENSING RESISTOR RIGHT PITOT HEATER uFT TRANSDUCER, VANE SNs 1 TO 148 INCLUDING 222 AND 323 NOT MODIFIED BY OPTIONAL ASC 171 LEFT ITO HEATER, SENSING RESISTOR Figure 10-13. Pitot Heads and Lift Transducer Vane Anti-icing— Not Incorporating ASC 171 10-10 FOR TRAINING PURPOSES ONLY DECEMBER 1988FlightSafety G GI TRAINING MANUAL, OPERATION Figure 10-14 illustrates operation of the pitot heads and lift transducer vane heating for air- Figure 10-13 illustrates operation of the pitot planes SNs 149 and subsequent and prior air- heads and transducer vane heating for airplanes planes modified to optional ASC 171 SNs I to 148 not incorporating ASC 171. RIGHT INDICATOR LIGHT SENSING REC, SENSING RESISTOR RIGHT PITOT HEATER PIToT HEAT ‘SWITCH RIGHT PITOT HEAT uer TRANSDUCER VANE STALL WARN HEAT ‘SN 149 AND SUBSEQUENT EXCEPT 322, 923, AND 1-148 UNLESS MODIFIED BY ASC 171 LEFT piTOT HEATER LEFT PITOT HEAT SENSING RELAY SENSING RESISTOR LEFT INDICATOR LIGHT itot Heads and Lift Transducer Vane Anti-icing— Figure 10-14. Incorporating ASC 171 DECEMBER 1986 FOR TRAINING PURPOSES ONLY 10-11WING AND EMPENNAGE DEICING SYSTEM GENERAL Conventional pneumatically inflatable deicer boots (Figure 10-15) are used for ice removal on the leading-edge surfaces of the wings and vertical and horizontal stabilizers. Figure 10-15. Deicer Boots Each wing panel has five boot sections cemented directly to the leading-edge skin. The horizontal stabilizer has one se side. The vertical stabilizer has one section for a to- tal of 13 boot sections. The wing boot sections have spanwise manifolds und chordwise breaker tubes. The empennage boot sections have chordwise manifolds and spanwise breaker tubes. PNEUMATIC SOURCES The pneumatic power for boot inflation is sup- plied from second-stage engine compressor bleed air, The bleed-air supply is manifolded to per- mit operation of the surface deicing system dur ing engine-out conditions. ‘A 70-psi bleed-air supply from the second stage of each engine compressor is vapor filtered and 10-12 FOR TRAINING PURPOSES ONLY FlightSafety G-I TRAINING MANUAL directed to a pressure regulator in each engine supply line. The regulator reduces the bleed-air ure to 18 psi. A safety valve downstream 1 regulator will limit pressure to 22.5 psi if the regulator fails. The supply line from each engine to the manifold includes a check valve to prevent reverse flow during periods of dif- ferential engine power or during sin operation. ‘The regulated bleed air is supplied to seven dual solenoid-controlled distributor valves. Six of the distributor valves supply the wing boots, and one valve supplies the empennage boots. The inboard distributor valves for the wing boots control inflation of the inboard boot section. The center valve supplies two boot sections outboard of the engine, and the outboard valve supplies the wo outboard boot sections. One distributor valve in the aft compartment supplies the three empennage boots. A low-pressure (suction) system regulated to ap- proximately 5 to 6 inches of mercury is used to hold the boots flush on the leading edges except during the inflation cycle thus preventing auto inflation. The low pressure is supplied by a jet pump (ejector). The motive flow for the ejector is supplied from the regulated bleed air NOTE For more information on the pneu- matic system (bleed-air supply), see Chapter 9, **Pneumatics.”” DISTRIBUTOR VALVES Each distributor valve has two solenoids desi nated ““A"” and ““B.”* The A solenoid on each wing boot directs regulated bleed air to the A manifold of associated boot sections to inflate the odd number breaker tubes. The B solenoid directs regulated bleed air to the B manifold and inflates the even number breaker tubes DECEMBER 1986‘The empennage distributor valve differs some- what. The A solenoid directs regulated bleed air simultaneously to the A and B manifolds of the right horizontal stabilizer, inflating all breaker tubes. At the same time, it also directs regulated bleed air to the A manifold of the vertical stabi- lizer boot. The B solenoid directs regulated bleed. air to both manifolds of the left horizontal sta- bilizer boot and to the B manifold of the verti- cal stabilizer boot. When the solenoids are deenergized, manifold and breaker tube pressure dissipates through dump valves to the atmosphere. When pressure drops below 0.5 psi, the distributor valve con- nects the boot manifolds and breaker tubes to the low pressure created by the ejector, holding, the boots flush against the leading-edge skin. OPERATION The operation of the boot deicer system is di- vided into automatic and manual Automatic operation is achieved by a two-speed electronic timer. The timer provides for selec- tive heavy and light cycles. The breaker tube in- flation time of five seconds is the same for both cycles. The dwell period varies (20 seconds for the heavy cycle and 200 seconds for the light cycle). NOTE Surface deicing systems (specifi- cally boot deicers) operate most ef- ficiently when ice accumulation reaches between 4 and % inch. The dwell periods provide for this buildup before the next inflation cycle. ‘The electronic timer requires approximately a 20-second tube warmup period following selec~ tion of HEAVY ICE or LIGHT ICE. The cycle sequence will then begin as follows: wing in board boots, mid wing boots, outboard wing boots, tail boots, and dwell period. Following the dwell period, the system will repeat the cy- cle until turned off. If the system is turned off DECEMBER 1986 FOR TRAINING PURPOSES ONLY FlightS: GA TRAINING MANUAL before completion of a cycle, the timer will auto- matically reset itself to the starting position ‘Thus, when turned on, it will start with the A tubes inboard wing group. CONTROL Automatic control is achieved by two switches (Figure 10-16) on the overhead switch panel la- beled “WING & TAIL.” The right (control) switch is two-position labeled “*ON"" and “OFF.”’ The left (mode selector) switch is la~ beled “HEAVY ICE” and “LIGHT ICE.” Both of these switches require main DC power. ‘Turning on the control switch and selecting the mode switch to HEAVY ICE or LIGHT ICE ac- tivates the system, and the selected cycle will be- gin as illustrated in Figure 10-17. Manual control of the wing and tail deicer system is required, for example, if the timer fails or main DC power is not available and icing conditions are present. ‘Manual control is achieved by four three-position switches (Figure 10-18) located on the copilot’s side console. The switch panel is labeled “WING” and “TAIL DEICER SOLENOIDS.” ‘The switches are labeled ““INBD WINGS-MID WINGS-OUTBD WINGS-TAIL.”’ Each switch has three positions—A, B, and an unmarked spring-loaded center off position. Deicer Boot Control Switches Figure 10-16. 10-13FlightSafety G.I TRAINING MANUAL, SEQUENCE TUBES A TUBES 8 SigTAL Pen wing inboard Bees ceo rae wing mis 5 sec 5 see 10 see Wing outboard 5 see ceed 10 sec Tail ste 5 see 10 sec wet perog 20 sec HEAVY ICE CYCLE Total time 60 sec SEQUENCE TUBES A ruses 8 pOTAL PER. Wing inboard an Bevo 10 see wing mis see sa {0's0e Wing outboard ae oa 10 see Tail 5 see sae 10 see wo period 200 sec LIGHT ICE CYCLE Total time: 240 sec Figure 10-17. Wing and Tail Deicer Modes These switches receive power from the essen- tial DC bus. When operating in the manual mode, each switch should be held at the A and B positions for five seconds and then released. ‘The dwell times, as determined by atmospheric conditions, must be observed. Allow ice to accumulate to at least a % inch before initiating automatic ‘or manual operation of the boot deicer system. Failure to comply will result in irregular break off and inefficient operation in either mode. NOTE Selecting manual mode during auto- matic operation does not interfere with the normal cycle. It is, how- ever, possible to cause li “‘burnout”” with the automatic sys- tem, and correct sequencings should be checked. Figure 10-18. Wing and Tail Deicer Solenoid Switches (Manual) 10-14 FOR TRAINING PURPOSES ONLY DECEMBER 1986FlightSafety G G4 TRAINING MANUAL If a normal timing cycle was inter- rupted when the electrical system was placed in emergency, use of the emergency deicing switches may blow a current limiter in the deic- ig timer. The system should there- fore be checked for operation when the electrical system is restored to normal. INDICATION ‘The gages (Figure 10-19) are located on the overhead switch panel. They are labeled “PNEUMATIC — BOOTS-PRESSURE. SUCTION.” The pressure gage indicates regulated or safety valve pressure in psi. The red radial markers in- dicate low and high values usually caused by regulator malfunctions. The normal indication is approximately 18 psi. The suction gage is calibrated in inches of mer- cury (Hg) developed by the ejector in the right nacelle. A regulator limits the suction pressure to approximately 5 to 6 inches of mercury. A green light on the wing and tail boot deicing panel (Figure 10-16) is connected to two pres- Figure 10-19. Wing and Tall Boot Deicer Pressure and Suction Gages DECEMBER 1985 FOR TRAINING PURPOSES ONLY sure switches, one in the A manifold and one in the B manifold supply lines from the tail deicer distributor valve. Inflation pressure in the tail boots closes the pressure switches and turns on the light, providing visual indication to the crew that the tail boots are inflating. No indication is provided for wing boot inflation since these boots are visible to the crew. Figure 10-20 illustrates the pneumatic operation of the wing and tail boot dei Figure 10-21 illustrates electrica the wing and tail deicing system operation of Figure 10-22 illustrates the indicating circuit for tail boot inflation. RAIN REMOVAL SYSTEM GENERAL The rain removal system consists of hydrauli- cally operated, manually controlled windshield wipers for the pilot’s and copilot’s windshields, The wipers are installed at the bottom of the windshield and operated toward and away from each other when selected. The wipers will auto- matically park when turned off Three somewhat different windshield wiper sys- tems are installed on G-I airplanes. NOTE For information about hydraulic op- eration, see Chapter 13, ““Hydrau lic Power Systems.”” DIFFERENCES The windshield wiper differences are mainly as- sociated with control and the parked position of the wiper arms On airplanes SNs 1 through 148 and SNs 3 and 323, the mechanical wipers are controlled by a selector valve that permits selection of the 10-15FlightSafet C Gl TRAINING MANUAL =F eLECTRON: SAFETY VALVE VAPOR FILTER: Tinnauns FLOW onirice L_ ro necuLaron ae oon Fata Yale a LeceNno Low'pow SeNson uname pyPass “TL BOOT NOICATOR PRESSURE SHITCHES HB sucrow Figure 10-20. Schematic TAIL DEICING PAESSURE SWITCH WARNING 7m TAIL DEICING UGHT INDICATOR TEST RELAY UGHT co a F2 11 PSIOR MORE WARN LIGHTS, TEST SWITCHES ——— _ LEGEND 11 PS1 OF Man De BU [) tai ve One IB cssenmiat oc TAIL DEIONG pRESSURE SUCH PNEUMATIC PRESS Figure 10-22. Tail Boots Inflation Indication 10-16 FOR TRAINING PURPOSES ONLY DECEMBER 1986FlightSafety U G41 TRAINING MANUAL LEGEND a Revision 2—October 1987 FOR TRAINING PURPOSES ONLY 10-17lef (pilot's), right (copilot’s), or both windshield wipers. The wiper selector knob for these serial numbers is located on the right forward side of the center pedestal. A rate selector valve con- trolled by a knob on the forward left side of the pedestal (Figure 10-23) is labeled ““WIND- SHIELD WIPER-SPEED MAX." Turning the knob counterclockwise will start wiper opera- tion and inerease the rate. Turning the knob full clockwise will stop and park the wipers. The function of the rate valve is to shut off or meter hydraulic pressure to the windshield wiper con- trol valve. This valve. in turn, directs the me- tered pressure to the wiper arm units. On airplanes SNs 149 and subsequent, the wiper selector valve has been deleted. The system is controlled solely by the speed control valve (Fig- ure 10-23). PARKING The windshield wipers on airplanes SNs 1 through 86, including SN 114, automatically Figure 10-23. 10-18 FOR TAAINING PURPO: FlightSafety park on the inboard side of the pilot’s windshield when the speed control is turned off. On airplanes SNs 87 and subsequent, except SN 114, or prior airplanes incorporating ASC 120A, the wipers automatically park outboard on each windshield and within the heated area of the glass. On airplanes incorporating a wind- shield wiper selector valve, the speed control should be turned off (clockwise) before moving the selector valve from one position to another. POWER SOURCE Hydraulic pressure for windshield wiper con- trol and operation is supplied from the main hy- draulie system at 1,500 psi Windshield Wiper Controls DECEMBER 1985 S ONLYNOTE “‘Hydrauli Power System,” See Chapter 13, of this training manual. CABIN WINDOW DEFOGGING SYSTEM GENERAL Fogging of the cabin windows is prevented by asilica gel desiccator system located beneath the cabin floor: ‘The airspace between the inner and outer glasses of each cabin window is connected to a com- mon manifold. Air entering this manifold passes through the silica gel vial which dries the air, and, consequently, prevents fogging, STA 999 > sp __S_F Safety Gl TRAINING MANUAL, DIFFERENCES ‘The antifogging system installed in a 1 to 178 and 322 and 323 uses ambient airflow through the silica gel vial to prevent cabin win- dow jogging. On airplanes 179 and subsequent, except 322 and 323, the antifogging manifold vents to the cabin through the silica gel vial. Figure 10-24 illustrates the cabin window an- tifogging system including the various venting systems applicable to the G-I airplanes. LIMITATIONS ‘The limitations contained in Section I of the ap- proved Flight Manual affecting ice and rain pro- tection must be complied with regardless of the type of operation. The following are extracts from these limitatio TYPICAL CABIN WINDOW DEFOG TUBING LOCATION [RADOME). VENTS TO PRESSURIZED GUISE AREA AT DESICCATOR$+ GLASS DESICCATOR ‘AND FILTER, (UNDER FLOOR) INSIDE DEFOG TUBING LOCATION GLASS (WING FILLET)" ‘SN 92-178 AND 322 AND 323 we a “SNe 88-97, 1-87, AND 114 WITH ASC 138A +5Ns 1-87 AND 114 18Ns 178 AND SUBSEQUENT, EXCEPT 322 AND 929, LEGEND [Bh vesicoanr CO an Figure 10-24. DECEMBER 1986 FOR TRAINING 10 DESICCATOR Cabin Window Antifogging System PURPOSES ONLY 10-19ICING LIMITATIONS This airplane complies with icing protection of Civil Air Regulation—No. 4b.640. COCKPIT WINDOW FAILURE For compliance with bird penetration and struc- tural requirements at maximum operating speed, the windshield heat must be on and operative for the forward and direct vision (DV) windows. To operate at the maximum cabin pressure differ- ential of 6.55 psi (45.16 kPa), the glass in all of the cockpit windows must be uncracked. If Merson FlightSafety the heat has failed or any of the windows are cracked, the following limitations are listed: NOTE Cockpit side windows are heated at customer option and are not subject, to heat limitations. ENGINE AND PROPELLER DEICING ‘Do not operate engine/propeller deicing system in ambient temperatures above +10° C (50° F), Table 10-1. WINDSHIELD LIMITATIONS WIND. INNER OUTER we SHIELD LAYER OF | LAYER OF DIPSEREATIAL: Notes HEAT GLASS. Glass ee (NOP INTACT INTACT 8.55 psi (45.16 kPa) 12 INoP CRACKED INTACT 4.00 psi (27.58 kPa) 123 oN 1 ‘CRACKED INTACT 4.00 psi (27:58 kPa) 3 ‘ON/NOP INTACT CRACKED 4.00 psi (27:58 kPa) 128 ‘OnaNoP CRACKED CRACKED 4.00 psi (27-58 kPa) 1.28 ‘oNANOP ANY CENTER LAYER OF GLASS CRACKED 4.00 psi (27.58 kPa) 1245 nores, 1. rood iid to 245 KS below 1,000 fa ean a level Maxim alae rat of clme“aescente 2000 FEM. (Not appcabla side ‘rcona} 2 a. lnfight—Flght into keing canaions should be avolad. (Not applicabie fo side windows) '. Takeot—Takaot into known icing condtons is prcnibed. (Net epplcabe Wo side wirows) 3. Win cracks In the cockot windows inner andlor outer layers of glass, one tekeott to a base of mainlanarice Is permited, (Is ecommendes ‘hat both the pst and coplol wear eye protection fed shoulder narmess. 4. Tha cantar layer of gas inthe forward and DV windows, being Kay tered, wil not get iolated crack. cack wil brea nto cubic ‘rogmerta a over, These agmenis may 0o large eneugh [8 ren (16nIm}acios] fr the windshiec co sil be transparent in certain ecu ‘Fancee, However raflctonsctsunl gnc” oer gh Nor the crack eu‘aces may make worse havi were comoletaly coague. is cor ‘mended tat both the pict and copzot wear ay proctor anc shoulder asmess. The oessute erental of 4.00 psi (27 $8 KPa) gern the Chart ine meximue the ight canbe compated ats precaura dare lee than 400 psl 27-59 kPa}, ts recommended that be recuoed ‘8 ow as pracoabi, 45, Tokeo!t ie prhinted except bya ferry pont. 10-20 FOR TRAINING PURPOSES ONLY DECEMBER 1986CHAPTER 11 AIR CONDITIONING CONTENTS INTRODUCTION ........:.20ccsceererscssessersseeenerseesnnasnessesavensnnaensentensepncateraaeges 11-4 SYSTEM COMPONENTS .... Engine-Driven Blower... Silencers... Venturi ... Check Valve.. Shutoff Valve Blower Indicatior AIR CONDITIONING General ... Primary Heating ... Primary Cooling... Humidity Controt.. Water Separator Anti-icing .. TEMPERATURE CONTROL DECEMBER 1986 FOR TRAINING PURPOSES ONLY WelDISTRUBUTION SYSTEM... GROUND OPERATION... FLIGHT OPERATION .... RAM-AIR LIMITING AND SYNCHRONIZING ... CABIN TEMPERATURE INDICATION ... RAM-AIR VENTILATION . SUPPLEMENTAL FIGURES. QUESTIONS ... Wei FOR TRAINING PURPOSES ONLY 11-10 oe W112 11-12 . 11-15 ve 14-15, 11-15 ae 11°16 a 11-22 DECEMBER 19881-1 11-2 11-3 11-4 11-5 1-6 11-7 11-8 11-8 11-10 11-11 11-12 11-13 11-14 11-15 11-16 11-17 11-18 11-19 FlightSafety ins RS ILLUSTRATIONS Title Page APU AIR Switch (CB 124 Not Incorporated) 11-3 APU AIR INCREASE Valve 11-3 APU AIR Switch (CB 124 Incorporated) 11-3 BLOWER Switch and VENT Switch... 14-7 Ran-Air Inlet .... . 11-8 Ground Blower and Ram-Air Exhaust ... ‘Temperature Controls... 14-40 ‘Temperature Control System Schematic (Typical) 2 TT Air Circulation and Return ...., wT APU Ground Operation (Heating) - 11-13 Normal Flight (Maximum Cooling) 2 W114 Normal Flight (Maximum Heating) - W115 Air-Conditioning Control Circuitry .. 11-16 Manual Pressurization Controller. 11-16 Ram-Air Ventilation 11-17 Air-Conditioning Components . 11-18 Cabin Bridge Schematic . . 14-19 Cabin Temperature Control Schematic . 19-20 oe 11°21 Ram-Air Limiter Synchronizing Circuit DECEMBER 1985, FOR TRAINING PURPOSES ONLY 11-11FiightSafety CHAPTER 11 AIR CONDITIONING a INTRODUCTION The air-conditioning system in the G-l airplane intermixes hot, cooled, and supercooled air in the proper proportions to provide and maintain the desired temperatures in the occupied areas the airplane. Limitations pertaining to the operation and control of the system are included at the end of this chapter. GENERAL Air conditioning in G-I airplanes is divided into _ram-air ventilating system which may be used two categories, ground and flight. The system during planned unpressurized flight or for emer- is pneumatically operated and electronically con- gency ventilation due to contaminants in the oc- trolled, Provisions are also incorporated for a cupied areas. DECEMBER 1986 FOR TRAINING PURPOSES ONLY AtAIR SOURCES GENERAL ‘Two air sources are available, APU bleed air and air from the blower (compressor) driven by the accessory gear in the right nacelle. APU BLEED AIR The APU bleed air is the only air source avail- able for ground air conditioning. It is also the alternate source of air for in-flight air condition ing if the engine-driven blower fails or if the right engine is shut down. CONTROL A supply of hot compressed air is available from the APU compressor once the unit is running and rpm is 95% or more. NOTE For more information on APU start- ing, see Chapter 6, “Auxiliary Power Unit” in this training manval. The air volume bled from the APU compressor performs the following three functions: Supplies the protected section of the pneu- matic (deicer) manifold Supplies a motive flow to the ground blower, which in turn induces ambient air across heat exchangers to provide primary cooling during ground operation ‘ Supplies the airplane's distribution ducting system to provide for ground or in-flight air The APU bieed air is controlled by an electri- cally controlled, pneumatically operated airload control valve. ‘The basic control of this system is a two-position AIR switch (Figure 11-1) located on the APU control section of the overhead switch panel. 11-2 FOR TRAINNG PURPOSES ONLY Flight$afety ee When the APU rpm reaches 95% of governed value, the AIR switch is armed. Turning the switch to ON applies essential DC power to a solenoid valve that admits control pressure to: ‘The diaphragm of the airload control valve * The load control thermostat in the APU exhaust © A manually operated valve (Figure 11-2) la- beled ‘AIR INCREASE” located in the baggage area The air output of the APU is controlled by the APU AIR INCREASE valve mounted on the tight side of fuselage station 561 bulkhead aft of the baggage door, in conjuriction with the ‘APU AIR switch on the upper overhead panel in the cockpit. The switch enables the crew to obtain air from the second stage compressor of the APU through its air-loading valve. The APU AIR INCREASE valve allows the crew to con- trol the amount of air from the unit. ‘The APU AIR INCREASE valve must be fully closed (full increase) before and during flight to ensure maximum airflow from the APU should it be required as an alternate air conditioning and pressurization source. The increase/decrease valve is intended only for use during ground air co operations. NOTE During ground operation with the cabin door open, the high air volume supplied by the AP a wind tunnel effect. Rotating the manual valve counterclockwise re- duces control pressure and thus con- trols APU bleed-air volume to any desired value. The APU airload valve is also affected by an exhaust thermostat which bleeds off control pres- sure and reduces the APU bleed-air volume if. a predetermined exhaust temperature is reached. DECEMBER 1968A Customer Service Bulletin (CB 124) provides for remote control of the APU bleed-air supply and eliminates the necessity for operating the manual valve in the baggage area. Airplanes SNs 1 through 200 including 322 and 323 having CB 124 incorporated have a Figure 11-1. APU AIR Switch (CB 1 Not Incorporated) Figure 11-2. APU AIR INCREASE Valve DECEMBER 1986 FOR TRAINING PURPOSES ONLY FlightSafety G-1 TRAINING MANUAL, solenoid-operated shutoff valve which is piped directly to the APU AIR INCREASE valve as part of a remote control of APU airflow. Con- trol of this valve is performed at a three-way APU AIR switch (Figure 11-3) which is installed in place of the ON-OFF APU AIR switch nor- mally supplied on the upper overhead panel. This optional modification enables the crew to attain full or partial APU airflow entirely from the cockpit without having to go to the baggage com- partment to operate the valve. A setting can be initially preset to a suitable airflow position for ground air conditioning. The adjustment of the APU airflow valve to give a suitable airflow varies with the amount of heating or cooling re- quired. From then on, the crew merely selects FLT (maximum airflow), GRND (reduced air- flow), or OFF (no airflow) with the APU AIR switch in the cockpit. S Figure 11-3. APU AIR Switch (CB 124 Incorporated) To supply full APU air output during a flight on which the APU is operated for air supply, for airplanes SNs | through 200 including 322 and 323, the switch must be placed in the FLT position. Cockpit controls for the APU are located in the center of the upper overhead panel. ‘The APU air can be used after starting the unit by placing the APU AIR switch to ON. On planes incorporating CB 124, place the APU switch in the FLT position. The APU flow should be reduced or shut down before board- ing passengers to avoid the wind tunnel effect. With passengers aboard and the APU supply- ing air conditioning, either the main door or a direct vision window is opened before air load- ing the APU. 11-3Do not open or close the main door with the APU air on unless a DV window is open. Opening or clos- ing the DV window should be done gently to prevent a pressure surge. If it is nevessary to operate the APU for air conditioning purposes, do not have the APU switch on during engine starts or with engine rpm be- low 11,000 (no prop wash). The procedure in the above caution prevents the APU from ingesting engine exhaust fumes or prevents objectionable pressure surges for pas- senger comfort. To prevent ingestion of fumes by the APU while parked, taxiing, or prior to takeoff, avoid any significant crosswind with the APU AIR switch in the ON position. A cross- wind from the left should particularly be avoided due to the relative location of the APU air inlet and the left engine exhaust. SYSTEM COMPONENTS ENGINE-DRIVEN BLOWER The blower is utilized as the source of hot com- pressed air for the air conditioning system. The blower is a positive displacement compressor, driven by the accessory gear in the right nacelle. The blower is a two-lobed Rootes type compres- sor with each lobe shaped like a figure eight in cross section. The two lobes rotate about parallel of air from the blower’s inlet to the outlet. The blower attempts to deliver a constant volume flaw of inlet air. However, as with all positive dis- placement compressors, it has finite clearance volume; therefore, the volume flow it delivers decreases somewhat with increasing pressure ra- tios because of volumetric efficiency effects. The blower mounts directly on the right nacelle’s accessory gearbox and receives lubricating oil 11-4 FOR TRAINING PURPOSES ONLY FlightSafety under pressure from the gearbox through a flex- ible hose. The oil is distributed to the bearings of the blower by external flexible hose and is re- turned to the gearbox through a hole in the mounting face of the blower. The blower scoops ambient air through a ram-air scoop inlet on the outboard side of the right nacelle. Mounted in- side the duct is a wire mesh filter which keeps foreign objects from being drawn into the blower. Optional ASC 161A incorporates a spring- Toaded “‘suck-in’” door in the aft side of the ram- air scoop, ducted to the blower inlet duct down- stream of the filter. It provides an alternate air passage in the event of filter clogging. ‘The pressure developed at the blower’s discharge. and the discharge temperature depend on the re- sistance of the flow path from the blower. Dur- ing normal in-flight operation, the flow path consists of two parts: * From the blower to the cabin * From the cabin overboard through the cabin pressure control outflow valves. If system valving is so positioned that the blower-to- cabin flow path offers large resistances, or if the cabin is pressurized, there is an in- crease in blower discharge pressures and temperatures. When system valving is so positioned that the blower-to-cabin flow path offers litle resistance, or if the cabin is un- pressurized, there is a decrease in blower discharge pressures and temperatures. In order to ensure that sufficient back pressure is always exerted on the blower and provides adequate heating even under conditions of low cabin pressure, a venturi is installed in the sup- ply duct from the blower to the cabin. This ven- turi also sets a limit on the flow of air into the cabin to prevent excessive air noise in the dis- tribution system. This venturi is sized to reduce the amount of air supplied to the cabin during cooling operations. Blower Supply, Safety, and Unloading System Since resistance to discharge flow determines the blower’s discharge pressures and temperatures, DECEMBER 1988they must be regulated. The differential pres- sure across the blower should not exceed 12.5 £0.5 psi to avoid overloading the blower. The discharge temperature should not exceed 400° F in order to avoid excessive thermal expansion of the blower lobes with subsequent seizing. Another characteristic of the blower is that the horsepower it draws is proportional to its speed and the pressure differential. Since the blower is directly connected through the gearbox to the rright engine with no clutching provisions, this pressure differential is reduced to lower the horsepower drain on the engine whenever it is, required that maximum engine power be avail- able to the propeller. This in effect unloads the blower pneumatically. In order to stay within the blower’s limitations while still obtaining maximum blower pressure capacity for cooling and provide pneumatic blower unloading, a con- trol system has been installed. The system con- sists of the blower spill valve and differential pressure sensor. ‘The most important component is the spill valve. The control system is basically ically op- erated with the exception of one electrical unit. The spill valve is a spring-loaded-open, pneu- matically operated, modulating butterfly valve. In order to close the valve against the spring, pressure must be supplied above the diaphragm in the control head. This pressure is maintained in the control manifold which consists of the blower dump solenoid valve and tubing connect- ing the spill valve to the blower differential pres- sure sensor. Pressure is supplied to the control manifold from the pressure manifold of the wing and tail pneumatic boot deicing system through a pressure regulator and an orifice ‘“tee."” All components are located in the right nacelle. Automatic in-flight biower control is determined by a pneumatic operated spill valve that con- nects the blower output duct to the atmosphere. The spill vaive, in turn, is controlled by a pneu- matic differential pressure (A P) valve which senses compressor input to output differential. Engine bleed air from the deicer manifold is reg- ulated at 11 psi and applied through a fixed orifice to the A P sensor and to the actuator chamber of the blower spill valve. As blower differential pressure increases to the design limit DECEMBER 1986 FOR TRAINING PURPOSES ONLY FlightSafety of 12.5 psi, the A P valve opens and bleeds off the contro! pressure. When this bleed exceeds the orifice flow, control pressure on the spill valve opens, dumping a volume of blower air to the atmosphere, thus reducing the blower volume to the distribution system. ‘The air weight flow from the blower is a func- tion of density; therefore, it can be assumed that as altitude increases, blower spill decreases. The opposite is also true during descent. Conse- quently, the blower, in effect, supplies a con- stant weight of air to the occupied areas during all in-flight operating ranges. This is necessary in a pressurized airplane. Blower Overheat Warning System The blower overheat warning system gives visi- ble waming that the discharge temperature of the blower has reached 410° +10° F. This is accomplished by a thermal switch installed in the discharge duct of the blower. When the blower discharge temperature reaches 410° +10° F this switch closes and completes a cit- cuit to the BLOWER HOT annunciators. Noncontinuous increases in blower discharge temperature and tant intermittent flashing of the BLOWER HOT annunciator can result from an increase in right engine rpm, motion of cither cabin or cockpit temperature control valves towards the closed position, and from an increase of cabin pressure differential. Increase of cabin pressure differential is usually encoun- tered during climbout, while motion of tempera- ture control valves towards the closed position can be experienced after takeoff on warm days, i if there has been no prior ground cooling with the APU. The temperature sens- ing element in the blower overheat warning sys- tem is a thermal switch installed in the discharge duct of the blower. At room temperature, the length of the exterior shell of the thermal switch is less than the length of the strips and thereby Holds the strips in the bowed position electrical contacts. Since the thermal expansion coefficient of the shell is greater than that of the strips, the shell expands with rising temperature more rapidly than the strips. 11-5FlightSafety ‘When the temperature of the thermal switch reaches 410° +10° F, the shell has expanded sufficiently to enable the strips to staighten out and close the electrical contacts. This action il- Tuminates the BLOWER HOT annunciators. Such a mechanism produces anticipation when exposed to temperatures which are rapidiy hanging. This is because the a exporure of the exterior shell and the strips is different. The temperature of the strips lags the airstream tem- perature when it is changing. This differential closes the electrical contacts in a rising airstream temperature before the airstream temperature has reached the actual thermal switch setting. Once the airstream temperature has stopped ris- ing, the temperature of the strips becomes equal 2 ‘the temperature of the shell and the contacts . Intermittent flashing of the BLOWER annunciator indicates rapidly increasing tower discharge temperature and not an over- heated blower. Daly 6 a a steady light is an indica~ tion of blower it. To actually relieve the blower of excessive temperature the crew must decrease output temperature by one of the fol- lowing means: ‘* Manually select increase with the tempera- ture control system Reduce the right engine rpm ‘¢ Decrease the cabin pressurization by lower- ing the differential © Start the APU and use it as an air input Blower Dump Solenoid The blower dump solenoid valve is a spring loaded, normally closed, electrically operated ball valve, During normal flight operations, the valve is deenergized closed. The valve can be energized by any of four ways reby un- oad the blower: y . a BLOWER ON-OFF switch in position * Receiving a close signal from the nutcracker system that weight is on both main gear Placing the AIR COND-VENT switch to IT position Placing the APU AIR switch to the ON position 11-6 FOR TRAINING PURPOSES ONLY Placing the APU AIR switch to the ON position unloads the blower re- gardless of whether the APU is run- ning or not. When exchanging sources of air in flight always place the BLOWER ON-OFF switch in the OFF position and the the APU AIR switch in ON. Never place the ‘APU AIR switch in the ON posi- tion unless the APU is running, otherwise the blower is automati- cally unloaded. All the above listed items except the nuterackers are operative in emergency DC operation, On airplanes modified by ASC 108A, Part 1, the nutcrackers are also operative in emergency DC operation. Blower Control (Ground) ‘The blower is automatically spilled while the air- plane is on the ground because the system is not designed for ground air conditioning. This is Schieved by a blower dump solenoid valve to- cated in the control air line to the A P sensor. The blower dump solenoid valve is wired the nutcracker system; therefore, when the weight of the airplane is on the gear, essen- tial DC power energizes the valve open thus relieving pressure on the blower spill valve. The blower spill valve is spring-loaded open, and dumps the blower air to the atmosphere. Three other parallel electrical circuits provide for po- sitioning the blower spill open. One way to open the spill valve is with a two- position guarded BLOWER switch. The switch is located on the forward side of the copilot’s side console on the copilot’s cockpit sidewall (Figure 11-4) and has positions labeled “ON” and “OFF.” Placing the switch othe OFF po- sition energizes the blower dump solenoid valve open. This action relieves the pressure on the blower spill valve. The blower spill valve is spring-loaded open to dump the blower air to the atmosphere. DECEMBER 1996G-1 TRAINING MAI ‘The BLOWER switch must be in the OFF position during takeoff, initial climb, and landing. O mower ao} eS Cd . ; i Hae 4 a ed BLOWER Switch and VENT Switch A second guarded two position switch (Figure 11-4) labeled **VENT-AIR COND” performs the same function when placed in the VENT po- sition. This permits the blower to dump air to the atmosphere and allow ventilation for the cockpit and cabin, This switch is normally guarded in the AIR COND position. SILENCERS The silencer is an acoustical device installed in the blower discharge line that smooths out pul- sation flow and attenuates the noise the blower produces in the air being supplied. The absor- bent silencer consists of a cylinder with an in- ner cone around which the airstream flows through an annular space. Both walls of the an- nular space are perforated and fiber glass packed in behind them. Noise passes through the holes and is absorbed by the fiber glass. Airplanes SNs 1 through 86 including 114 and those modified by ADC 103A, and airplanes SNs 87 through 200 including 322 and 323, have an unpacked silencer downstream of the blower shutoff (isolation) valve, under the floorboard. This unit, in addition to the regular silencer in the nacelle, affords minimum blower noise in the air-conditioning system. DECEMBER 1986 FOR TRAINING PURPOSES ONLY FlightSafety NNUAL VENTURI Afier leaving the nacelle silencer, the air that is not being spilled is ducted along the rear wing beam to the flow limiting and heating venturi. This is a fixed venturi, designed to limit cabin air flows at low altitudes in order to prevent ex- cessive air noise in the air-conditioning system. The limitation is produced by compressible flow “choking” in the venturi throat. This ‘*chok- ing” also serves to back pressure the blower and provide heating under low altitude operation where the level of cabin pressurization is insuffi- cient for that purpose. CHECK VALVE From the venturi the air enters the fuselage through the pressure vessel check valve, mounted directly on the skin of the pressure ves- sel. This valve prevents a rapid cabin pressure loss by reverse flow of air through the ducting should the right engine fail, the blower fail, or the blower spill valve be opened due to a pneu- matic or electrical failure in the blower safety and unload system. SHUTOFF VALVE The blower shutoff (isolation) valve is an elec- trically operated, motorized, butterfly shutoff valve that is either open or closed. The time for full travel from one extreme to the other is ap- proximately 2.5 seconds. It is operated only by the AIR COND VENT switch on the copilot’s console. If this switch is in the AIR COND po- sition, the valve is open and allows air from the blower to enter the system. When placed to the VENT position, the valve closes and blocks all airflow from the blower. At the same time, the VENT position operates other valves inthe 3ys- tem and provides a source of ram air to the cabin and cockpit, dumps the blower, and depressur- izes the airplane. BLOWER INDICATION A thermal switch in the blower delivery line pro- vides overtemperature indication “at 410° +10° F through a BLOWER HOT annuncia- {or on the pilot’s annunciator panels in conjunc- tion with the MASTER WARNING, ESS DC, GEN O'HEAT CB, and PILOTS CB lights. W7NOTE The thermal switch reacts to the takeoff temperature rise. Therefore, ifa takeoff is made without precon- ditioning the cabin, the BLOWER HOT light may blink on and off af- ter the blower is turned on follow- ing the takeoff. This is especially true if there is a high demand for cooling. Unless the BLOWER HOT light is steady, it should not be con- strued as a blower overheat. Correc- tive action for a steady BLOWER HOT light is contained in the appro- priate section of the AFM. AIR CONDITIONING GENERAL Air conditioning is divided into primary heat- ing, primary cooling, and refrigeration (second- ary cooling). PRIMARY HEATING Primary heating is supplied by the heat of com- pression produced either by the APU or the blower. PRIMARY COOLING Primary cooling is provided by heat transfer in air to air heat exchangers. These include a single- pass primary heat exchanger and a two-pass sec- ondary heat exchanger. The cooling airflow from the heat exchangers is ambient air supplied on the ground by induction produced by a ground blower driven by APU bleed air. In flight cool- ing induction is produced by routing ram air through the ram-air inlet (Figure 11-5) located on the dorsal fin. The ram air exhausts through a louvered outlet (Figure 11- 6) on the aft left side of the rear fuselage. The ground blower is located in the ram-air duct exhaust outlet inside the rear fuselage. 11-8 FOR TRAINING PURPOSES ONLY FlightSafety G-E TRAINING MANUAL SECONDARY COOLING Secondary cooling or refrigeration is provided by a two-wheel air cycle machine consisting of a compressor wheel and a turbine wheel mounted on a common shaft. ‘The compressor increases the temperature and pressure of the air. The resulting temperature increase is removed by two passes through the secondary heat exchanger which directs the high- energy air to the turbine where it is expanded and supercooled. The energy extracted by the turbine is used to drive the compressor. Figure 11-6. Ground Blower an Ram-Air Exhaust DECEMBER 1986‘The refrigeration unit installed includes a bypass system that provides for maximum efficiency ‘when the cooling demand is low, such as at high- altitude and low OAT. In these conditions heat exchanging is sufficient to produce the desired cooling. Air cycle unit bypass is achieved by a pneumatically operated bypass valve called the ““turbine bypass valve.”” of this valve is determined by a low flow sensor. The low flow sensor consists of a venturi sec- tion and a spring-loaded slide valve that is actu- ated by a diaphragm. The slide valve is loaded to the open position. The low flow sensor senses the differential pres sure across the venturi in the air cycle machine inlet supply line. Engine bleed air from the deicer manifold at 18 psi is regulated to 11 psi and applied to the low flow sensor. If the sys- tem is demanding cooling, there is a high flow rate in the venturi and the 4 sensed is large, the slide valve is forced to close off the flow path for air. With the slide valve closed, actuating is prevented from reaching the contrel head of the low-flow (turbine) bypass valve which re- mains closed. The air leaving the secondary heat exchanger is forced to flow through the bootstrap turbine be- cause the low-flow bypass valve is closed. ‘The turbine rotation drives the bootstrap com- pressor which then produces a higher pressure at its outlet than at its inlet, This pressure difference holds the low-flow (tur- bine) check valve closed. This situation is normal, allowing air to pass through the bootstrap unit (full cooling). ‘When the low-flow sensor diaphragm senses a small difference between the upstream section and the throat of the venturi (indicating a small airflow), the spring moves the slide valve to open and allows actuating pressure to reach the control head of the low-flow bypass valve. DECEMBER 1988 FOR TRAINING FURFOSES ONLY ‘The bypass valve is then forced open against a spring. Air flowing out of the secondary heat exchanger is then bypassed around the bootstrap turbine. As a result the turbine and compressor slow, The pressure difference created becomes smaller, and finally the check valve opens, by- exchanger around the compressor. units bypassed and air flows diectly from the primary heat through the second- ary heat exchanger to the ihe cabin Since the bootstrap unit makes up the greater portion of the cooling equipment’s resistance to flow, the resistance in the flow path as seen by the blower is greatly decreased, HUMIDITY CONTROL Airflow from the air cycle unit is directed to a mechanical water separator where the major por tion of the condensed moisture is removed from the air by swirl action and then drained over- board. Sufficient moisture is retained to provide a comfortable ¢ of humidity. The water separator, which has a bypass valve that opens at 13 psi, removes approximately 80% of the moisture in the input air. WATER SEPARATOR ANTLICING The saturated air delivered to the water separa- tor by the air cycle unit can produce ice forma- tion at the water separator. To prevent this, an automatic anti-icing system is provided which maintains the air inlet temperature at 34° to 40° F. This is achieved by a temperature sen- eS eS a control box, and an anti-icing located in a crossover line hgh ieee the hot and cold ducts. When the sensor detects a temperature approaching the freezing point of, water, an electrical signal is transmitted to the control box. There the information is computed and an output sent to modulate the anti-icing valve toward open. This action bleeds a volume of hot air into the cold line and maintains the inlet temperature to the water separator at 34° to 40°F. 11-9TEMPERATURE CONTROL Anelectronic temperature control system which permits automatic and manual control, separately, for the cockpit and cabin is provided. These con- trols (Figure 1 1-7) are located on a section of the overhead panel above the copilot. The cockpit and cabin systems each include a four-position mode selector switch labeled ““AUTO-INCR- DECR” with a spring-loaded unlabeled off po- sition. The control power for this switch is main DC. In addition, each system includes a tempera- ture selector rheostat labeled “INCREASE” (be- tween the 9-’clock and 3-0’clock positions). The temperature selector is armed only in the AUTO. position of the mode selector switch and also re- quires main DC power. Figure 11-7. Temperature Controls 11-10 FOR TRAINING PURPOSES ONLY FlightSafety TRAINING MANUAL Refer to Figure 11-8, which illustrates a typical jt cabin temperature control system, while reading the following text. A dual electronic temperature control box con- sisting of cockpit and cabin sections receives in- puts from the associated areas, the associated delivery ducts, and the associated temperature selector theostat. These signals are interpreted, and an error sig- nal is developed in the particular circuitry as a hot signal or a cold signal and then directed to the associated temperature control valve. The temperature control valves (one forthe cockpit and one for the cabin) are modulating valves lo- cated in the ducts that interconnect the hot duct to the area delivery duct. These valves are by- pass mixing valves because they actually deter- mine the volume of hot compressed air that bypasses the cooling units. The remaining volume is then directed to the cooling units (heat, exchangers and air cycle machine). Following conditioning by the cooling unit, the air joins with the bypassed hot air and determines the fi- nal air temperature for the affected area. DISTRIBUTION SYSTEM The distribution system consists of ducts on the left and right sides of the passenger cabin which supply floor outlets and ducts on the left and right sides which supply side outlets and footwarmers. ‘The airflow path is from the cabin outlets up- ward to a series of exhaust outlets. ‘The exhaust air from these outlets is then ducted forward on each side of the cabin and then down, under the cabin floor to the electronics compartment. Cockpit airflow is from the outlets, through the console and pedestal openings, then under the cockpit floor to join the cabin airflow to the elec- tronics compartment. The electronics compartment is completely closed, and the exhausted air is forced to flow around the electronics gear to the only path of overboard exit through the outflow valves. The outflow valves are located in the forward lower part of the compartment. Air is not recirculated in this airplane. DECEMBER 1986Figure 11-9 illustrates the conditioning and return flow paths of the air-conditioning system. NOTE If radio equipment is operating on from the occupied areas of the air- the ground while air conditioning is plane, it is essential that airflow of operating with the cabin door open, some nature (blower, APU, or ram the radio units may overheat because air) be supplied at all times when of lack of air circulation in the area. any electronic gear is used. If this COMPARTMENT TEMP ‘AUTO TEMP CONTROL BOX bucT TEMP DESIRED ‘OUTPUTS HOT = OPEN COLD = CLOSED MODE TEMPERATURE seLecToR TEMPERATURA Figure 11-8. Temperature Control System Schematic (Typical) ELECTRONICS AVA r Ri EugaTRONS. LAVATORY RETURN PRESSURIZED AIR ‘cooKeiT OUTLETS OUTFLOW VALVES TOCOCKPIT —_CABIN DIFFUSER (FLOOR LEVEL) Figure 11-9. Alr Circulation and Return DECEMBER 1986 © FOR TRAINING PURPOSES ONLY 111FlightSafety is disogarded, radio and electronic ‘equipment in this compartment does not receive proper cooling and over a prolonged period can overheat. GROUND OPERATION Operation of the air-conditioning system in a requires Starting the APU. If weather permits, the enbin door and/or a DV window should be open. The APU AIR control valve (Figure 11-2) should be adjusted for the desired flow (airplanes not in- corporating CB-124). The mode selector switches should be positioned to AUTO and the temperature selector set to the desired position. If the temperature control panel is set for automatic operation and air- flow is not available, the tempera- ‘ture control valves cycle to full open or full closed as determined by OAT. This can result in undesirable temperature surges in the occupied areas when airflow is selected. The mode selector switches may be set to off until ready to select airflow. NOTE ‘A mean temperature may be ini- tially set by holding the mode selec- tor switches at DECR for 45 seconds and then at INCR for 10 to 12 seconds and releasing the switch to off. Leave the switches in the off position until airflow is selected and the system stabilizes. Then select AUTO with the mode selector switches. If airflow is tumed off for any reason, place the mode selec- tor switches to off until airflow is again restored. When ready to precondition the airplane, turn the APU AIR switch to ON 11-1, air- planes not incorporating CB 124) or to GRND 11-12 FOR TRAINING PURPOSES ONLY {Figure 11-3, silanes incorporating CB 124). interior bother by ting he APU ALR rave Pg ture 11-2) full clockwise (ai CB 124) or the ALU AIR switch Figure TEs) to ELT Glnplanes inconporating CB 154), Figure 11-10 illustrates air conditioning on the ground. The mode shown is . The hot APU air enters the duct through a check valve and takes the line of least resistance which is through the open cockpit and cabin temperature control valves. Some airflow is directed to the cooling system. Ashi low i telatvely low, the low flow sen: gor opens the turbine ‘bypass, and coolit heat exchanging. The cooling is induced by the ground ower which is driven by APU bleed air. FLIGHT OPERATION Dung fight, ar conditioning is normally sup- pet cngine-driven blower. LOWER switch igure 11-4) must be tumed off during takeoff. It is turned on during initial ctimb as outlined in the AFM. Figure 11-1 itustrates sit conditioning during lower is operating and its delivery to anor wee ducts ducts is automatically determined by the spill valve control system. ‘Maximum cooling is required; therefore, the temperature trol systems (cockpit and cabin) have driven both temperature control control valves almost to the full-closed position. At this time most of the blower volume is directed to the cooling units. The airflow is high, and the low-flow sensor has signaled the turbine bypass valve closed. Following cooling at the primary Bi Saheb dibetod tthe compressor of es air cycle . Pressure is increased and the airflow is directed for two s through the sec- to the water separator. The the water separator is ih mnitained ing by the ant-icing valve cootolled by the sen- DECEMBER 1986Flight US G-1 TRAINING MANUAL sco08 ALTeaNATE LET NAGELLE atowen! copors Revision ¢—February 1991 ConTRGL SReaMOsTAT 10 Flower sw Ven Si DiFFeneNTiaL PUA se Lal eLoweR cue. soLengio VALve NGrcRAcKER ‘Safety TO OPEN SPL VALVE ft aND SuBSEDUE Sie ano 1 THROUGH namo Ase 8) oF 4 NuTeRACKERS—ON Put vawve (SPAINGLOADED OPEN) a a DEICING SYSTEM PRESSURE MANIFOLD ° SILENCER (rest 8S) ‘CABIN FLOOR OUTLETS Yew ewer | uct ELEMENT caBin ANTICIPATOR Cres ‘CABIN TEMP aur” wor |! Ate FOR TRAINING PURPOSES ONLY BLOWwERSHUTOFE SOUATION] VALVE wee END Sfeup ConraoL.en ool As CconomTion oome8§ ELECTRICA Figure 11-10. APU Groun¢FlightSafety v GA TRAINING MANUAL, peN SPL VALVE EER SWIC OFF t can VENT SWITCHVENT Ah SUITCHON IARPLANES ah SUBSEQUENT EXC.UOING «ano THROUGH s0INCLLONG an ASC 8) oa VICRACHERS ON GROUND yores: AIRPLANES SNe 1 THROUGH 148 INCLUDING 222 ANG 323 [AIRPLANES SNe 1 THROUGH 79 INCLUDING 114 HAVING ASC 104 1N AS mRONES S'S atnpcanes she 50 PHROUGH 20D NCLLOING S22 AND 33, AIRPLANES Ss 1 THROUGH 8 INCLUOING 118 HAVING ASC TODA ‘NEGHeSATEO, aN AINPLAHES Sho 3? THROU 200 INCLUDING. BEE aND az ZX inpanes sis 1 THROUGH 200 INCLUDING 292 AND 323 HAVING ASC 127A AIRPLANES Sis 1 THROUGH 148 INCLUDING 322 AND 323 (Ds anouanes 3 typouan 2x nota 14 wan ase 12 ASIA Ba a ahs eno ts wet som Sean ts og a ‘Siete valve ‘coupaesson Seeman. ‘200rstrae SensoH iseainc YO ToaDED Oren) paessune_ Ferer IQ TURBINE BYPASS dow row wave, SPmnexosors DEICING SYSTEM. PRESSURE MAHIFOLD harsh LegeND BE ospusieen an ACTUATOR BE conten ain * jt ‘ cowomoneD AR amare B soe Roe \PU Ground Operation (Heating) FOR TRAINING PURPOSES ONLY 11-13FlightSafety G1 TRAINING MANUAL Paton ownten ore ASC IAL 10. 3 anvcam suten on aRoua ; ‘hs band suBscQUENT Ox ruter’ irrenenriAt The, AND THROU 6 NEL aint eressne He Ano ASE 8H * on * per wane Beam «4 uronacxens cM GROUND SOLENGIO VALVE CEIOING SYSTEM PRESSURE MANIFOLD PRESSURE VESSEL CHECK NAIVE: aps comors ‘rEBALL CABIN EVESALLS fdr ourcer Lower suurore soUsriaw VALVE, cocker cocker pucr fevent Seeeatasrat T ANTiciParor” Fiveoaue en Fecal 7 |) ae craw ewe | (ster an 7] i AIRE Rey BBL renuso ane a= SLECTRICAL Figure 11-11. Normal Flight (Ma 11-14 FOR TRAINING PURPOSES ONLYFlightSafety G4 TRAINING MANUAL, OPEN SPL VALE BOWER SWITCH -OFF AR Con WENT STC VENT | APU am SH TCH~ON APL AES Sie ro unseGien ExeLUDI nao ase a on oTes: AIRPLANES Ns 1 THROUGH 148 INCLUDING 822 ANO 823 en) ZS Airis sue 1 ROUGH 79 INCLIOING 14 Hava a8 24 As azscanes sue 1 anoucn ss nouns 1s avis as 1m SSeS ene Sn a wine a NUN D\ airpuanes ss 1 THROUGH 200 INCLUDING 822 AND 323 HAVING ASE iain PLANES NY THROUGH 148 INCLUDING 32 AND 303 Ax aineusies sus te Tino 20 AIRELANES Shs 1 THROUGH Bt INCLUDING 114 ayn ASC 12 Rau 2 Ree ave cowppesson [ Phectiiioe m baie ae —_ a same and ave i alpen nm wy Baek TO TENE court. Box Section jormal Flight (Maximum Cooling) FOR TRAINING PURPOSES ONLY Revision 3—February 1991FlightSafety GA TRAINING MANUAL YO.OPEN SLL VALVE ss 19 PPstower swaicr--oFF Btowes sw 43 Aeon vENT Siren vent 5 Apa SwifcH-ON mean opresen ia WENT 5 aa poe aa ae Sheeran SusseueNT 2G eee aot rennet hs, aN N THROUGH 60 NOU Taino ase 8) 4, NUTCRACKERS-ON GROUND Lower Due W seLeNoiD vALve ED OPEN =e { fugue aug nto eure DEICING SYSTEM PRESSURE MANIFOLD PRESSURE VESSEL CHECK VALVE fare CAEN FLOOR OUTLET copsors cabin eveBRLL Vent omiten soanrans vate cocxeit ocx uct ELEMENT cast SRemosraT THERMOSTAT i: a anriciPaTor ruors LEGEND 7 i SOR SBELEN noes incr” beer ; O awesen a Hee [oon ncssoe Roe Ei conrrox pressure Incr ECR BB conomoneo an ELECTRICAL Figure 11-12. Normal Flight (N FOR TRAINING PURPOSES ONLYa FlightSafety u G-I TRAINING MANUAL ore ss ave owe sures orr Seah ante On arpanes fhe or nb aueaecuc exec UowG i ag uot eo neccime tang aS0 “_ ores: a [AROLANES Sve THROUGH 48 NCLUDING 22 AND 8 eon AX iiss sn Toso 72 nCuuoNG 1 ANG 450 041 y= ern AN areca sy moves ncaa ya 86 ne 322 AND 223 ~ neanoinessh AIRPLANES Ss 1 T2A0UGH 20 CLUDING 22 AND 329 HAVING AIRPLANES SNe THROUGH 78 CLUDING 32 AND) INCLUDING 11 HAIG ASC 18218 She tanolon St ReLGo eve secoNoany compsesson CrP waren fie TyReWe PRESSURE MANIFOLO farsi ‘SPRING LOADED ‘cLoseo} Roun) bosies sowie BI e.oncn an coats an setuaron By cticine pressure exnaust #4 4 conse sees coma B corona ae eiesmncaL yrmal Flight (Maximum Heating) FOR TRAINING PURPOSES ONLY 11-15,FlightSafety ‘enon NOTE: > (AIRPLANES Ss 1 THROUGH 74 INCLUDING MOVING THE AIR-CONOITIONING SWITCH TO VENT: g Tia HAVING ASC 81 INCORe + ENERGIZES THE BLOWER DUMP SOLENOID VALVE PORATED, AND AIRPLANES SN3 73 THROUGH ‘OPEN, ALLOWING THE BLOWER SPILL VALVE TO OPEN + CLOSES THE BLOWER ISOLATION SHUTOFF VALVE + ENERGIZES THE RAM.AIR SOLENOID VALVE + ENEAGIZES BOTH CABIN PRESS DUMP SOLENOID VALVES OPEN, '200 INCLUDING 322 AND 323) SUPERCHARGER PROTECTION RELAY {ENERGIZED WHEN APU AIR SWITCH ON} (AIRPLANE Ns 61 THROUGH 200, 322, 823 AND AIRPLANES 1 THROUGH 60 AND 314 WITH ASC 81 BLOWER DUMP SOL, VALVE NC Ld BLOWER (| SO VALVE cuose [4 one RAM AIR qd SOL VALVE + ‘NG. (AIRPLANES Ns 5 THROUGH com 148 IN- U CLUDING 822 ‘AND 328) BLOWER. SWITCH CAB PRESS. UNLOAD CB ESSENTIAL DC BUS NO. 2 NUTCRACKER RELAY (PARTIALLY SHOWN) VENT o RAM-AIR CB -——{} _canmipress DUMP SOL VALVE, fu No * AIR COND CABIN PRESS 1 DUNE SOL VALVE NO. NUTGRAGKER RELAY G~© NUTORAGKER r Reet & curs EU ° ENERGIZED ON GROUND Figure 11-13. Alr-Conditloning Control Circultry 14-16 FOR TRAINING PURPOSES ONLYFigure 11-13 illustrates the electrical circuitry just deseribed on airplanes SNs 149 and subse- quent. There is no ram-air valve on these air- planes. Ram flow to the ducting occurs through the ram-air check valve when cabin pressure decreases below the ambient ram pressure. Selecting VENT causes rapid de- pressurization and may produce dis- comfort, Where possible, VENT should not be selected until cabin to atmosphere differential is reduced Following the selection of vent (ram-air venti- lation), the air volume to the cabin may be in- creased by holding the cockpit and cabin mode selector switches at INCREASE for 40 seconds and then releasing them to off, This opens the temperature control valves and closes the ram air limiting louvers. This may be enhanced by also turning the manual pressurization controi- ler (Figure 11-14) full counterclockwise. Ram air flow to the cockpit and cabin may be reduced somewhat by holding the temperature control selector switches in DECR for 40 seconds and then releasing them to off Figure 11-15 illustrates the operation of the ram- air ventilation system. The cabin and cockpit temperature control valves have been manually FOR TRAINING PURPOSES ONLY FlightSafety G1 TRAINING MANUAL positioned to full open to create lines of low re sistance to the occupied areas. SUPPLEMENTAL FIGURES Figures 11-16 through 11-19 are furnished for further study on the air-conditioning system. Figure 11-14. Manual Pressurization Controller DECEMBER 1986