EFTA01119971.pdf

FightSafety GIV/G300/G400 PILOT TRAINING MANUAL AIR CONDITIONING 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 by means of mixing hot com- tem also employs water separation for humid- pressed air and refrigerated compressed air. ity reduction. The dual pack concept provides redundancy 1rt case one unit fails. The term air cycle means FOR TRAINING PURPOSES ONLY EFTA01119971  FlightSafety GIVIG300/6400 PILOT TRAINING MANUAL UNINOWONO3 81V te m pe rat ure and pressure SYSTEM DESCRIPTION obtained from either or both -controlled, engines at can the be AND OPERATION lection of the crew. Cooling is air cycle cooling equipment (Figure se- provided by consisting of a primary heat 11.2), exchanger, a GENERAL secondary heat exchanger, and an air machine, which are capable of reducing cycle the During normal in-flight operation, hot com- temperature of the air from the bleed-air man. pressed air is supplied from the bleed-air man- ifold to values above freezing. Humidity re- ifold (Figure 11-1). This air, which is duction is accomplished by a mechanical R ENG PRESSURE RE:A/JCR CYJR0CARC COCKPJ RIR CONDI- NG SO vA.. VF I RAM I FILTER GPI) CCNNECTOR OVERBOARD REcc,RTOR LEGEND a Hot AM a a WNW NA FAN ma Ili ^PUMA ow MA Figure 11-1. Bleed-Air Manifold FOR TRAINING PURPOSES ONLY 11-2 EFTA01119972  REAR PRESSURE TEMPERATURE CONTROL BULKHEAD VALVE TORQUE MOTOR TEMPERATURE COCKPIT MANUAL CONTROL VALVE TEMPERATURE CONTROL VALVE ANTI- CE VALVE OVERBOARD COCKPIT PNEUMATIC COOLING COMPRESSOR OVER TEMP SENSOR TURBINE TO COCKPIT WATER SEPARATOR ORFICE AIR COND SOV SECONDARY HEAT OZONE FILTER BYPASS EXCHANGER ASPIRATOR CHECK TO OVER TEMPERATURE VALVE LIGHT (ON AT STATIC •50? SWITCH) CABIN BYPASS PRESSURE DOOR SILENCER VALVE PRIMARY HEAT EXCHANGER OZONE FILTER CABIN DUCT RAM -AIR TEMPERATURE CHECK VALVE AIR COND SENSOR SOV GIV/G300/G400 PILOT TRAINING MANUAL FOR TRAINING PURPOSES ONLY 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 -a Figure 11-2. Air-Conditioning System CO AIR CONDITIONING EFTA01119973 1 Flightsafe 7 m10300/6400 PILOT TRAINING MANUAL Temperature control .of the cooling fans. Provisions water separator. are also made rying t ternal air connection for use with anforanet. occupied areas is accomplished by bypasses the ground source of bleed air for external the bleed amounts of hot bleed air which temperature con- manifold. -air cooling equipment. Separate cockpit trol is provided for the cabin and the .n Should either or both engines be with controls located on the overhead providespanel addi- crew may select either or both operating e the cockpit. A manual system ply of hot compressed air for engines as a sup. the bleed tional control over the system in the event of components. manifold and thus the air-conditioning -air a failure of the electronic control This is accomplished by use of the system. is that TION valve switch (Figure 11-3). IS0LA- A feature of the air-conditioning system ground. it functions independently when on the 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 certain 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 EFTA01119974  FlightSafety s_vtie:s GIV/G300/G400 PILOT TRAINING MANUAL AIR CONDITIONING 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 Bleed-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 APE, 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- and subsequent and those with ASC 135, Ann ien1; The air temperature is approximately selecting the START or CRANK MAS- U at a maximum of approximately 40 psig. TER switch ON will close the left valve. The air is delivered to the ai r-con ditioning shutoff and fl ow-regulating valves (shutoff • On the ground, the discharge side of fold in the tail either ACM compressor has reached 450°F. • When on the ground, depress either en- gine starter switch. FOR TRAINING PURPOSES ONLY 11-5 EFTA01119975  01V/G300/0400 PILOT TRAINING MANUAL amm Th inafety Rotation of the selector knob out of TEMPERATURE CONTROL area in the counterclockwise the detem direction places SYSTEM the temperature control system in the manual although still electric, mode of operation with temperature control . It is the position of the determines compart- the temperature control valve fully closed. valve (Figure 11-5) which 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 psid cabin 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 itsdi- operationally independent from the other and With no pneumatic pressure applied tomecha- are installed in the cockpit overhead. aphragm chamber, an internal spring closed nism maintains the butterfly in the pres- Operation position. The valve requires pneumatic amount of The selector provides automatic sure to open the butterfly and the the pro' temperature control selection by and manual openin is controlled b varying pneumaticcontrol control knob clockwise and rotation of the matic pressure applied. The from the 9 o'clock OFF counterclockwise system) originates position. pressure (left servo control Duct pres functions are obtained through The control at a T-fitting upstream of the valve. pressureter 330° rotation of the selector approximately soularetoirsathoedntororquoteedmtootaosrervo air tent region of approximately shaft. There is a de- 20 position, within which no to 30° at the OFF the temperature control signal is appl valve from to outfitted vat• h addi.,.0 manual selector or the either iedthe Some aircraft have been controls locatnetravis Rotating the shaft out temperature tifotnhael hmaagnguaagletem rTahtuesree o of controller. clockwise direction places this detent area in a door. trol system in the the are dependent on a minimum Pri3ePusmidatcjacbtP-re temperature conlOsi; automatic temperature con- at the minimum mode of sure for opening of the selectable operation Further clockwise. temperature (60°F) rotation rotation linearly increases through 150° of ature to the maximum value the selected (gooF). temper- 114 FOR TRAININn EFTA01119976  TEMPERATURE CONTROL VALVE TORQUE MOTOR SUPPLY AIR FROM RIGHT SERVO CONTROL SYSTEM TEMPERATURE ANTI-ICE CCNTFOL VALVE VALVE COCKPIT PNEUMATIC OVERBOARD OVERTEMP COOLING COMPRESSOR TO SENSOR - TURBINE COCKPIT fl 0 ORIFICE HEAT WATER MUFF to SEPARATOR BYPASS DOOR T I HEAT I er a . EXCHANGER .mS CHECK VALVE F ASPiRATOR TO CNERTEMPERATURE LIGHT 0 CABIN STATIC BYPASS Pm sso• F) -0- COORS SWITCH SILENCER I — PRESSURE VENT PROAARY HEAT EXCHANGER 4 6 2 - - ------ CABIN DUCT rS . 0 — ► TEMPERATURE RAM-AIR ACM SENSOR CHECK VALVE BYPASS ■ N. S e / VALVE • FOR TRAINING PURPOSES ONLY OVERBOARD ANTI-ICE VALVE TEMPERATURE LEGEND CONTROL VALVE WARM AIR ■ CONDITIONED AIR SUPPLY AIR MI COLD AIR In PRIMARY HEAT EXCHANGER FROM LEFT SERVO Co' CONTROL SYSTEM RAM AIR ❑ SECONDARY HEAT FXCHANGER TEMPERATURE CONTROL VALVE TORQUE MOTOR HOT BLEED AIR REAR PRESSURE BULKHEAD Figure 11-5. Refrigeration Unit AIR CONDITIONING EFTA01119977  Rig% 9NIN01110NO3 1:111/ WV/0300/0400 PILOT TRAINING MANUAL ..• Cabin/Cockpit Temperature Crossover Function Controllers To pressurize both Operation both engines, posit refrig eratio n units The crew exercises control over the compart- ion the L and using ment temperature by manipulation of the se- BLEED AIR switches to ON. This It ENC energizes lector rheostat, located on the overhead panel both bleed-air pressure in the cockpit. Manually moving the rheostat valves open, allowing regulator and shutoff bleed changes the resistance, and this change is re- the air-conditioning shutoff -air pressure to flected back to the controller, thereby adjust- Placing the L and R PACK and control val ves ing the desired temperature. lows bleed air to flow throuswitches to ON al. gh the refrigeration units, where itthese valves to Five temperature -sensitive elements, two to the desired temperature andis conditioned cabin/cockpit temperature sensors, one cock- cabin/cockpit. routed to the pit temperature sensor, and two cabin/cockpit duct temperature anticipators, supply addi- In the event of the loss of one engin tional information electrically to the BLEED AIR switch for the opera e, place the cabin/cockpit temperature controller relating to ON and the inoperative engine ting engine compartment temperature, duct temperature, switch to OFF. Placing the ISOLATIO BLEEDAIR N and the temperature of the air exhausted from to OPEN allows the single engine to switch the compartment involved. These factors are ize the whole bleed-air manifold. Forpressur- compared to the desired temperature infor- conditioning place the L and R PACK full air mation from the selector rheostat and solid- to ON. switches 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 operative 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 pack to cabin/cockpit temperature controllers, while feed into the area of the aircraft with 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 sw itches. there are two TEMP CONTROL knob,. with AUTO, OFF, and MANUAL positions, that vary temperature range setting from HOT to COLD. During dual-pack operation cab n and cockpit temperatures are indepenclent!:. reg- ulated. Cabin and cockpit temperature, may di- be monitored by digital readouts located rectly above theTEMP CONTROL kw's. 11-8 FOR TRAINING PURPOSES ONLY EFTA01119978  FightsafetY sealant"' GIV/G300/G400 PILOT TRAINING MANUAL DISTRIBUTION SYSTEM REFRIGERATION SYSTEM bypass the temper- Downstream of the temperature control valves, Bleed air which does not into the refrig- bleed air which passed through the ature control valves is routed unit consists of the hot joined by that portion of the air which eration unit. The refrigerationents: yawn is ated. The hot and cold air are the following major compon was refriger eam of the valves to become mixed downstr temperature-controlled air. The cabin and • Primary heat exchanger cockpit have separate temperature control ature thermal • ACM and ACM overtemper valves and distribution systems. switch The cockpit distribution system consistcon- s of • Secondary heat exchanger kpit the ducting from the coc d airtem perature bypass duct duc t, an air duct • Mixing muff, screen, and trol valve, the refr iger ate assembly r in the check valve, a silencer, and fou outlets (or e with as- cockpit. There are two con trol lab le side • Water separator anti-ice valv e sociated sensor shoulder) outlets and two non-controllabl on the pilo t side and the foot outlets, one each • Water separator unit copilot side. • Cooling fan duct- The cabin distribution system consists ofvalve, gers ing from the cabin temperature con trol Cooling is accomplished by heat exchan cat ion two Deh um idifi refrigerated air check valve, a silencer, and ally and an expansion turb ine. wat er sep a- pra ctic han ical baseboard-shaped outlets running s. A is accomplished by a mec icin g by mea ns the entire length of the cabin on both side rator, which is prevented from heat fluted skirt near the floor level allows the air of an anti-ice system. Airflow across the tme nt. ma inta ined with from the baseboard to enter the compar exchangers is automatically 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 . The single-pass heat exchangers are mounted in the "Leung under the floor for noise attenuation tail compartment. silencer function is to suppress the air noise from the engine bleed-air ducts. ONLY 11-9 FOR TRAINING PURPOSES EFTA01119979  Flightsaiety G0030001400 PILOT TRAINING MANUAL Water Separator Anti-ice Air Cycle Machine panslon System (ACM) is an expansion The air cycle machine temperature by On a cool, moist day cooling turbine turbine which reduces work, and so causes discharge temperatures fall low enough that water is useful the air to performtemperature drop. The work only condensed but freezes. To Prevent theba not pressure and turbine of the water separator from becoming cloggedt a from the airstream in the extracted operating a compres- with ice crystals and restricting the airflow, a section is absorbed by tur- water separator anti-ice system is installed. wheel, which is directly shafted to the sor chamber on wheel, located in a separate bine perc the upstream side of the unit. A large airstream Water Separator Anti-ice Valve extracted from the age of the work compressor wheel. This Me is a butterfly-type shutoff adored. by the turbine is used by the performing work ulatiral ve. The unit controls the refriger- wheel is As the compressor pressure and temper- 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- principle, which is actually a flow of compressor inlet air to the anti-ice air cycle systems. muff at the turbine discharge. ery system used in modern Secondary Heat Exchangers Water Separator Anti-ice Heat exchangers are installed adjacent to the Sensor the tail compart- sensor isapneu- primary heat exchangers in The w ater separator anti -ice the discharge ment. These heat exchangers also use ram air matte thermostat, installed on thermostat's This from the dorsal fin ram-air inlet as a coolant. side of the water separator.position so 'batik set to maintain the valvewater separatoriskld air moving through the approximately 37°F. Water Separator System at a temperature of Expansion through the cooling turbine reduces maximumuti- that 1 design is such discharge temperatures below atem- The system refrigeration peratures and forces moisture it to lization can be made of regardless ofanodehigh of humidification systems love.alu• condense. high or act low humidity conditions, orsensor extr tude conditions, with the system. Water Separators control over the valve and the The water separators provide a mechanical means of water removal and consist of two sec- tions: the inlet section is a coalescer and makes Bootstrap Overtemperature a few large drops from many small droplets by Warning System side of theboot" passing the droplet-laden airstream through a discharge coarse mesh cloth bag while the second section Incorporated on the section is a 450°Fh.ci: accomplishes the actual water removal. strap unit compressor function of this °lic: trnrasl, eo the It is temperature of the boc'i ntill ,„ discharge 3irri a. ere noexcha% Water extracted from the air is also sprayed there w into the secondary heat exchanger cooling air compressor section. If ha re Ow across the inlet to assist in cooling. or retarded airflow temperaul„nef compressor discharge clo'es at 9jvTug8 dsisaprleasyul(tEtihcisAssw)i-tch COOL rise. As circuit to the L/R completes a HOT 11-10 FOR TRAINING PURPOSES ONLY EFTA01119980  FightsafetY