EFTA01735529.pdf

FightSafetY GIV/G300/G400 PILOT TRAINING MANUAL CHAPTER 11 AIR CONDITIONING INTRODUCTION The air-conditioning and temperature control systems for the Gulfstream IV provide for comfortable cabin and cockpit temperatures throughout the complete operating enve- lope of the aircraft. The normal source of air for air conditioning is bleed air from the engines. The APU is an alternate source and provides heating and cooling of the occu- pied areas when the aircraft is on the ground. An approved external air supply can be connected to an adapter to provide air conditioning on the ground when the other air sources are not available. GENERAL The air-conditioning system consists of a that cooling is provided by means of a ther- three-wheel air-bearing air cycle machine modynamic cycle, using only air as the medium (ACM) packaged refrigeration unit, in which (as opposed to vapor cycle systems, which control over the cabin and cockpit temperature employ Freon or other similar gases). The sys- is accomplished means of mixing hot com- tem also employs water separation for humid- by pressed air and refrigerated compressed air. ity reduction. The dual pack concept provides redundancy in case one unit fails. The term air cycle means FOR TRAINING PURPOSES ONLY EFTA_R1_00019478 EFTA01735529 1 SYSTEM DESCRIPTION AND OPERATION GENERAL GIVIG300/6400 PILOT TRAINING MANUAC During normal in-flight operation. hot com- pressed air is supplied from the bleed-air man- ifold (Figure I - 1 ). This air, which is temperature and pressure-controlled, obtained from either lection of the crew. Cooling is air cycle consisting of a primary heat secondary heat exchanger, and an air rl ightSafety or both engines at can be these. provided cooling equipment (Figure by 11-2), exchanger, machine, which are capable of reducing the temperature of the air from the bleed-air man- ifold to values above freezing. Humidity re- duction is accomplished by a mechanical PRESSURE REGULATOR a cycle RtiOARO COCAP•T CON DI' krriG SIG R PAC, VALVE OFF 1- •SOLATIC*1 RAM AIR si.u.COT RAM OZONE CABIN AIRCONOT)ONINC SA VALVE 0 GPL. ON NEC '0‘• OvERBOARD .......... PRESSURE RE GuLATCA LEGEND O Hot AIR wARY A,P ▪ FAN NP O APo MR opo AIR Figure 11-1. Bleed-Air Manifold FOR TRAINING PURPOSES ONLY 11-2 EFTA_R1_00019479 EFTA01735530  REAR PRESSURE TEMPERATURE CONTROL BULKHEAD VALVE TORQUE MOTOR TEMPERATURE COCKPIT MANUAL CONTROL VALVE TEMPERATURE CONTROL VALVE ANTI-ICE VALVE OVERBOARD COCKPIT PNEUMATIC COOLING COMPRESSOR OVER TEMP SENSOR TURBINE O TO COCKPIT WATER SEPARATOR I ORF ICE AIR COND SOV SECONDARY HEAT I a OZONE FILTER O BYPASS EXCHANGER ASPIRATOR CHECK TO OVER TEMPERATURE* VALVE LIGHT (ON AT STATIC Cr SWITCH) BYPASS PRESSURE 000R VALVE PRIMARY HEAT EXCHANGER OZONE FILTER 2 CABIN DUCT RAM.AIR SJ TEMPERATURE CHECK VALVE AIR COND SENSOR soy M BYPASS VALVE Alts10 S3S0d1:Ind ONINIVaL 8Od CABIN PNEUMATIC OVER TEMP SENSOR OVERBOARD ANTI-ICE VALVE CABIN MANUAL TEMPERATURE TEMPERATURE CONTROL VALVE CONTROL VALVE REAR PRESSURE TEMPERATURE CONTROL VALVE BULKHEAD TORQUE MOTOR Figure 11-2. Air-Conditioning System AIR CONDITIONING 0846L000 Lel Via EFTA01735531 I "I 1 ."••I GIV/G300IG400 PILOT TRAINING MANUAL nigh% oxi Temperature control oof the cooling fans. Provisions are water separator. also m*fr an et. vary g the ternal air connection for use with an occupied areas is accomplished bybypasses the ground source of bleed air for the bleed-air exterm amounts of hot bleed air which temperature con- m cooling equipment. Separate it trol is provided for the cabin and the cockpin Should either or both engines be operating,the with controls located on the overhead providespanel addi- crew may select either or both engines the cockpit. A manual system the event of ply of hot compressed air for the bleedas a sup. tional control over the system incomponents. manifold and thus the air-conditioning -air a failure of the electronic control system This is accomplished by use of the IS0LA- that TION valve switch (Figure 11-3). A feature of the air-conditioning system is it functions independently when on the ground. Although the main engines are not operating, Ram-air ventilation is provided from the dorsal and without a ground pneumatic supply (ground fin ram-air duct (Figure 11-4) during csnari cart) or external electrical supply, complete air- emergency procedures. conditioning is provided by the APU supplying the bleed-air manifold. Ground operation of the air-conditioning system is essentially the same as in flight, with the addition of ram-air flow across the heat exchangers induced by • : . : : • :" ::'• • Figure 11-3. I SOLATION Valve Switch 11-4 FOR TRAINING PURPOSES ONLY EFTA_R1_00019481 EFTA01735532  FfightSafety GIV/G300/0400 PILOT TRAINING MANUAL Air-Conditioning Shutoff and Flow-Regulating Valves These valves serve two functions in the air- conditioning system: • As a shutoff valve for the air-condition- ing system when system operation is terminated. • As a flow regulator when the air- conditioning system is in operation. The valve is a pneumatically operated de- vice with an internal electrical solenoid. An internal shutoff electrical solenoid, when energized, closes this valve, pre- venting any air from entering the air-con- ditioning system and ending operation of the system. With a source of air in the bleed-air manifold and the shutoff sole- noid deenergized, the valve butterfly moves toward the open position and air- flow starts again. This valve functions as a flow-regulating device to maintain a maximum of 28 ppm airflow. Figure 11-4. Dorsal Fin Ram-Air Inlet Electrical shutoff solenoid energizing causes AIR CONTROL COMPONENTS the valve to be pressurized to the fully closed position. There are several ways to energize Bled-Air Manifold the solenoid and close the valve: The bleed-air manifold is used as the source of bleed air for the air-conditioning system. This • Place the RAM AIR switch to RAM. air is available from one or both engines, the Apt or an external air supply (ground use only). • Place the right or left PACK control switch off. The bleed-air manifold delivers air to using • When on the ground, aircraft SNs 1156 sYstems, one being the air-conditioning sys- 22, The air temperature is approximately and subsequent and those with ASC 135, selecting the START or CRANK MAS- wF at a maximum of approximately 40 psig. The air•• s• TER switch ON will close the left valve. to the air-conditioning sv", MT and flow-regulating valves (shutoff • On the ground, the discharge side of t ,ves) through T-fittings in the bleed-air man- i oid in the tail compartment. either ACM compressor has reached 450°F. • When on the ground, depress either en- gine starter switch. FOR TRAINING PURPOSES ONLY 11-5 EFTA_R1_00019482 EFTA01735533  FrightSafety WM300/0400 PILOT TRAINING Rotation of the selector knob out of TEMPERATURE CONTROL area in the counterclockwise the detente direction SYSTEM the temperature control system in the places manual although still electric, mode of operation with control the temperature It is the position ofwhich the temperature control valve fully . determines compart- closed. valve (Figure 11.5) Further rotation of the knob through 150° in hot and refriger- ment temperature by mixing compartment the counterclockwise direction progressively ated air to attain the desired opens the valve to the fully open position, temperature. thereby increasing the temperature. temper- In order to control the compartment ature, the position of the appropriate temper- Some aircraft have been outfitted with addi- ature control valve must be varied accordingly. tional manual temperature controls located All temperature control devices in this system aft of the baggage door. These pneumatic con- are directed toward the control of the temper- trols are dependent on a minimum 3 psidcabin ature control valves. pressure for opening of the temperature con- trol valves. Cabin/Cockpit Temperature Selector Cabin/Cockpit Temperature General Control Valve The dual selector (see Figure 11-3) is used to two-inchdi- automatically or manually set a desired cabin The temperature control valve is a valve. or cockpit temperature. Both are physically and ameter pneumatic modulating butterfly iudi- operationally independent from the other and With no pneumatic pressure applied tomecha- are installed in the cockpit overhead. aphragm chamber, an internal sprin closed nism maintains the butterfly in the g Operation pneumatic pres- position. The valve requires amount of The selector provides automatic sure to open the butterfly and the the Pm temperature control selection by and manual opening is controlled by varying pneumatic conuol control knob clockwise and rotation of the matic pressure applied. The system) originates from the 9 o'clock OFF counterclockwise pressure (left servo control Ductpres- position. The control functions are obtained through valve. at a T-fitting upstream of the ressure eet 330° rotation of the selector approximately dmtoaosre.rvo air p tent region of approximately shaft. There is a surei 20 to 30° at the de- ulator and torque ot position, within which no OFF the temperature control signal is applied to • a ft with manual selector or the valve from either the Some aircraft have been outfitted Ictatotrols Rotating the shaft out temperature of controller. tional manual temperature controls pneumatic c° arcs, clockwise direction places this detent area in a of the baggage door. These vsidcabinroirol the 3 trol system in the automatic temperature con- ndent on a minimumtemperature cu at the minimum mode of sure for opening of the selectable operation Further clockwise rotation temperature through 150° of avalves. e dePe rotation linearly (Ci0°F) increases ature to the maximum the selected temper- value (80°F). 114 FOR TRAINnurs EFTA_R1_00019483 EFTA01735534  I tEMPERAWRE CONTROL VALVE TOROUF MOTOR SUPPLY AIR FROM RIGHT SERVO CONTROL SYSTEM b TEMPERATURE ANThiCE CONTROL VALVE VALVE COCKPIT PNEUMATIC ()YE RBOARO OVERTEMP COOLING COMPRESSOR TO SENSOR TURINE COCKPIT OPic ICE HEAT WATER MUFF SEPARATOR BYPASS DOOR SECONDARY 8 HEAT EXCHANGER O O - BYPASS CHECK VALVE t ASPIRAIO F TO OVERTEMPERATURE LIGHT _...j 0 CABIN' STATIC BYPASS (ON AT 4506 FI -•••- RAM AIR DOORS SILENCER' - PRESSURE VENT SWITCH.. PRIMARY . 37 HEAT • EXCHANGER CABIN DUCT TEMPERAT UR RAM AIR ACM C) SENSOR CHECK VALVE BYPASS VALVE C r FOR TRAINING PURPOSES ONLY OVERBOARD ANTI IC VALVE TEMPERATURE LEGEND CONTROL VALVE Q WARM AIR ❑ CONDITIONED AIR SUPPLY AIR El COLD AIR E1 PRIMARY HEAT EXCHANGER FROM LEFT SERVO CONTROL SYSTEM II RAM AIR El SECONDARY HEAT EXCHANGER TEMPERATURE CONTROL VALVE TORQUE MOTOR REAR PRESSURE B HOT BLEED AIR BULKHEAD Figure 11-5. Refrigeration Unit rt AIR CONDITIONING 4946L000 LdVid3 EFTA01735535 maimir5.117. HNINOIIIONO3 HIV (r4 is. •°. 0iv/0300/0400 PILOT TRAINING MANUAL Cabin/Cockpit Temperature Crossover Functio Controllers nOperation To pressurize both The crew exercises control over the compart- both engines, posit refrigeration units ion us' 2 ment temperature by manipulation of the se- BLEED AIR switches to the L and R lector rheostat, located on the overhead panel ON. This both bleed-air pressure regul ator and energizes in the cockpit. Manually moving the rheostat valves open, allowing shutoit changes the resistance, and this change is re- the air-conditioning shutobleed -air pressure to ff and contro flected back to the controller, thereby adjust- Placing the L and R PACK l valves. ing the desired temperature. lows bleed air to flow throu switch es tot" al. gh the refrigeration units, where these valve s If, Five temperature-sensitive elements, two to the desired temperature it is conditioned and routed to the cabin/cockpit temperature sensors, one cock- cabin/cockpit. pit temperature sensor, and two cabin/cockpit duct temperature anticipators, supply addi- In the event of the loss of one tional information electrically to the BLEED AIR switch for the engine, place the cabin/cockpit temperature controller relating to ON and the inoperative enginoperating engine e compartment temperature, duct temperature, switch to OFF. Placing the ISOL BLEED AIR and the temperature of the air exhausted from ATION s%itch to OPEN allows the single engine to the compartment involved. These factors are ize the whole bleed-air manifold. Forpressur- full compared to the desired temperature infor- conditioning place the L and R PACK switcheairs mation from the selector rheostat and solid- to ON. state controller, and then a DC output signal is routed to the air pressure regulator valves In the event of the loss of one refrigeration unit. which control the cabin/cockpit temperature place the inoperative side PACK switch to control valve positions. Additional functions OFF, and ensure that the BLEED AIR switch of the anticipator are to provide a rate of and PACK switch for the operating side are in change control over the system and also to ON. With the PACK switch for the operatite sense when the duct temperature has reached side ON, bleed air is routed from the engine the maximum allowable value. through the air-conditioning system shutoff and control valve and through the operating re- frigeration unit to the cabin or cockpit. Cabin/Cockpit Temperature Sensors The temperature sensors are dual-element, NOTE consisting of two separate sections. One sec- Crossover plumbing allows condi- tion provides temperature information to the tioned air from the operating pact to cabin/cockpit temperature controllers, while feed into the area of the aircraft w rah the other element is actually a temperature the pack selected off. bulb for the cabin air temperature indicator (digital), the overhead panel in the cockpit. In addition to the source selection • there are two TEMP CONTROL kni AUTO, OFF, and MANUAL posit]. vary temperature range setting from COLD. During dual-pack operation c. cockpit temperatures are independe! ulated. Cabin and cockpit temperate be monitored by digital readouts lo, reedy above the TEMP CONTROL k • ONLY EFTA_R1_00019485 EFTA01735536  FightSafety GIVI0300/0400 PILOT TRAINING MANUAL DISTRIBUTION SYSTEM REFRIGERATION SYSTEM ass the temper- poµnstream of the temperature control valves, Bleed air which does not byp into the refrig- the hot bleed air which passed through the ature control valves is routed unit consists of that portion of the air which eration unit. The refrigerationents: valves is joined by the following major compon ate d. The hot and cold air arc µas refriger of the valves to become mixed downstr eam temperature-controlled air. The cabin and • Primary heat exchanger cockpit have separate temperatu control re perature thermal s. • ACM and ACM overtem calves and distribution system switch ribution system consists of • Secondary heat exchanger The cockpit dist the cockpit temperature con- bypass duct the ducting from duct • Mixing muff, screen, and trol valve, the refrigerated air duct, an air assembly r in the check valve, a silencer, and fou outlets (or as- cockpit. There are two con trol lab le side • Water separator anti-ice valve with e shoulder) outlets and two non-controllabl sociated sensor on the pilo t side and the foot outlets. one each • Water separator unit copilot side. • Cooling fan duct- The cabin distribution system consists of e, hangers ing from the cabin temperature con trol valv Cooling is accomplished by heat exc cation two Deh um idifi refrigerated air check valve, a silencer, and and an expansion turbine. sepa- baseboard-shaped outlets running pra ctic ally is accomplished by a mechanical water ns A icin g by mea the entire length of the cabin on both sides. rator, which is prevented from ss the hea t fluted skirt near the floor level allows the air of an anti-ice system. Airflow acro ined wit h from the baseboard to enter the compartment. exchangers is automatically ma inta a ground cooling fan. Cabin and cockpit air check valves are in- w stalled in the compartment ducting. They allo air to pass only in a forward direction. Should Primary Heat Exchangers the air attempt to reverse flow, the valves close The primary heat exchangers are the first stage and prevent backflow. of refrigeration. They use ram air from the dorsal fin ram-air inlet as a coolant. These Cabin and cockpit silencers are installed in the single-pass heat exchangers are mounted in the ducting under the floor for noise attenuation. The tail compartment. silencer function is to suppress the air noise from the engine bleed-air ducts. ONLY 11-9 FOR TRAINING PURPOSES FrTA Di nrin4n.ne• EFTA01735537  -----719hSafety GIVIG300/G400 PILOT TRAINING MANUAL Water Separator Anti-ice Air Cycle Machine expansion pansion System (ACM) is an lie air cycle machine temperature by On a cool, moist day cooling turbine turbine which reduces work, and so causes temperatures fall low enough that dischar$e useful water the air to performtemperature drop. The work only condensed but freezes. To prevent isit pressure and turbine the bat a airstream in the of the water separator from becoming clog$ed extracted from the compres- with ice crystals and restricting the airflow, a by operating a section is absorbeddirectly water separator anti-ice system is installed. shafted to the tur- sor wheel, which is o wheel, located in a separate chamber bine unit. A large percent- the upstream side of the from the airstream Water Separator Anti-ice Valve age of the work compressor wheel. This valve is a butterfly-type shutoff and mod. extractedthe by the turbine is used by work ulating valve. The unit controls the ranger. As the compressor wheelpressure is performingtemper- and ation unit cold air outlet temperature to a on the upstream air, its called the bootstrap minimum of 37°F (nominal) by modulating the ature are increased. This is pressure recov- flow of compressor inlet air to the anti-ice principle, which is actually a air cycle systems. muff at the turbine discharge. ery system used in modern Secondary Heat Exchangers Water Separator