EFTA00590661.pdf

TI PAPERATuRE CONTROL YAWL 1O11O4.11 MOTOR SUPPLY AIR 1-ROM MORI SERVO CONTROL SYSTEM ANTI-ICE VALVE COCKPIT PNEUMATIC OVERBOARD OVERTE MP TO SENSOR INIVEll 1011d 00170/0000MIO COCKPIT BYPASS DOOR BYPASS CHECK VALVE TO OVERT EMPERMURE BYPASS ION AT 45O°F)- "r DOORS _ PRIMARY HEAT - - - - - - - - EXCHANGER CABIN DUCT TEMPERATURE SENSOR OVERBOARD ANIi -ICE VALVE - ; TEMPERATURE CONTROL VALVE TEMPERATURE CONTROL VALVE TORQUE MOTOR REAR PRESSURE BULKHEAD SUPPLY All FROM LEI SERVO CONTROL SYSTEM LEGEND WARM AIR ▪ ▪ ▪ COLD AIR MM AIR HOT BLEED AIR 0 CONDITIONED AIR CI PRIMARY HEAT EXCHANGER SECONDARY HEAT EXCHANGER Figure 11-5. Refrigeration Unit AIR CONDITIONING EFTA00590661  g 0 W • -A " REAR PRESSURE TEMPERATURE CONTROL VALVE TORQUE MOTOR BULKHEAD ORFICE AIR COND SOV BYPASS OZONE FILTER CHECK TO OVER TEMPERATURE* VALVE LIGHT (ON AT CABIN STA1 450'+SWITCH) PRES • BYPASS SILENCER DOOR VALVE PRIMARY HEAT EXCHANGER OZONE FILTER CABIN DUCT RAM-AIR TEMPERATURE CHECK VALVE AIR COND SENSOR SOV CABIN PNEUMATIC OVER TEMP SENSOR OVERBOARD ANTI-ICE VALVE CABIN MANUAL TEMPERATURE 2 11 ...."•%, TEMPERATURE CONTROL VALVE CONTROL VALVE REAR PRESSURE TEMPERATURE CONTROL VALVE BULKHEAD TOROur MOTOR Figure 11-2. Air-Conditioning System AIR CONDITI EFTA00590662  owie 4._ temperature and pressure-controlled, ONINORIGNO3 IIIV DESCRIPTION obtained from either or both engines at can he the se SYSTEM l ec tionof the crew. Cooling .s t provided by - AND OPERATION air cyclecooling equipment (Figure I1.2j consi sting of a primary heat exchan$er secondary heat exchanger, and an air machine, which are capable of reducing cycle the GENERAL operation, hot com- temperature of the air from the bleed-air man. During normal in-flight the le air man- ifold to values above freezing. Humidity re- pressed air is supplied from air, which is duction is accomplished by a mechanical ifold (Figure I I-1). This bed- ISOLACC ,. -4 J SNOTTY,: VALVE ISOLATE PA:r MU OZONE/ FILTER NON'S SC °" I GPI/ CONNECTOR / T ENG LEGEND PRESSURE ■ NOT LA REGULATOR ▪ WARN Asa FAN RR APU GIN MR Figure 11.1, Bleed-Air Manifold 11-2 FOR TRAINING PURPOSES ONLY EFTA00590663  Fightketv eutricoons1400 PILOT TRAINING MANUAL .)--4 • cooling fans. Provisions are also made for 011IONO3 WI the Temperature control of an wind air connection for use with an txterna' i water separator. accomplished by varying the ground source of bleed air for the occupied areas is bypasses the bleed.4 air which manifold. amounts of hot bleedSeparate temperature con- cooling equipment. cabin and the cockpit the Should either or both engines be operating trol is provided for on the overhead panel in operating, the with controls located system provides addi- crew may select either or both engines as a manual of hot compressed air for the bleed the cockpit. A in the event of -at linnal control over the system Xvouppyft manifold and thus the air-co—L.-- conditioning is provided by the the bleed-air manifold. Ground operation of the air-conditioning system is essentially the same as in flight. with the addition of ram-air Row across the heat exchangers induced by Fig e• AIR 0 Bleed-A The bleed- bleed air ft air is avail APU. or an The bleed systems, c tern. The 400°F at a The air is shutoff an Yalven) thr ifold in th Flgure 11-3. ISOLATION Valve Switch 11.4 FOR TRAINING PURPOSES ONLY EFTA00590664  FightSafety G1V/G300/G400 PILOT TRAINING MANUAL 4 AIR CONDITIONING Air-Conditioning Shutoff and Flow-Regulating Valves These valves serve two functions in the air- conditioning system: • 4.5.a.sivtInjI-valmfinnik.e.aV-tc.oadi ti 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 Figure 11-4. Dorsal Fin Inlet a maximum of 28 ppm airflow. Electrical shutoff solenoid energizing causes AIR CONTROL COMP • NTS 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 APU,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, tem. The air temperature is approximately selecting the START or CRANK MAS- 400°F at a maximum of approximately 40 psig. TER switch ON will close the left valve. The air is delivered to the air-conditioning shutoff and flow-regulating valves (shutoff valves) through T-fittings in the bleed-air man- • On the ground, the discharge side of ifold 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 EFTA00590665  EllYincitty GIV/G300/G400 PILOT TRAINING MANUAL ONINOIIIONO3 HIV •0 TEMPERATURE CONTROL Rotation of the selector knob out of the decent area in the counterclockwise direction places SYSTEM the temperature control system in the manual, It is the position of the temperature control although still electric, mode of operation with valve (Figure 11-5) which determines compart- the temperature control valve fully closed. ment temperature by mixing hot and refriger- Further rotation of the knob through 150° in ated air to attain the desired compartment the counterclockwise direction progressively temperature. opens the valve to the fully open position, thereby increasing the temperature. In order to control the compartment temper- ature, the position of the appropriate temper- Some aircraft have been outfitted with addi- ature control valve must be varied accordingly. temperature General Contrc" Valve The dual selector (see Figure 11-3) is used to 'are control valve is a two-inch di- automatically or manually set a desired cabin The tk. ametel vatic modulating butterfly valve. or cockpit temperature. Both are physically and matic pressure applied to its di- operationally independent from the other and With ,2 are installed in the cockpit overhead. aphrag I, ',timber, an internal spring mecha. nism maintains the butterfly in the closed Operation position. The valve requires pneumatic pres- sure to open the butterfly and the amount of The selector provides automatic and manual opening is controlled by varying the pneu- temperature control selection by rotation of the matic pressure applied. The pneumatic control control knob clockwise and counterclockwise pressure (left servo control system) originates from the 9 o'clock OFF position. The control at a T-fitting upstream of the valve. Duct pres• functions are obtained through approximately sure is then routed to a servo air pressure reg- 330° rotation of the selector shaft. There is a de- ulator and torque motor. tent region of approximately 20 to 30° at the OFF position, within which no signal is applied to Some aircraft have been outfitted with addi- the temperature control valve from either the tional manual temperature controls located aft manual selector or the temperature controller. of the baggage door. These pneumatic controls Rotating the shaft out of this detent area in a are dependent on a minimum 3 psid cabin pres- clockwise direction places the temperature con- sure for opening of the temperature control trol system in the automatic mode of operation at the minimum selectable temperature (60°F). valves. Further clockwise rotation through 150° of rotation linearly increases the selected temper- ature to the maximum value (80°F). FOR TRAINING PURPOSES ONLY 11-6 EFTA00590666