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CONTROL
INTRODUCTION
The crew and passengers of modern, high-performance aircraft are physically unable to survive the extreme environment in which these airplanes fly without some sort of conditioning of the air within the cabin and cockpit.
Primarily because of the various altitudes at which an aircraft operates, the cabin atmosphere must be controlled
to increase the comfort of the occupants or even to sustain their lives. This chapter will discuss the physiology of
the human body that determines the atmospheric conditions required for life, how oxygen and cabin altitude are
controlled to provide a livable atmosphere for the aircraft occupants, and how the comfort needs of the passengers and crew are met.
FLIGHT PHYSIOLOGY
THE ATMOSPHERE
The atmosphere envelops the earth and extends
upward for more than 20 miles, but because air has
mass and is compressible, the gravity of the earth
pulls on it and causes the air at the lower levels to
be more dense than the air above it. This accounts
for the fact that more than one-half of the mass of the
air surrounding the earth is below about 18,000 feet.
The atmosphere is a physical mixture of gases.
Nitrogen makes up approximately 78% of the air, and
oxygen makes up 21% of the total mixture. The
remainder is composed of water vapor, carbon dioxide and inert gases. Oxygen is extremely important
for both animal and plant life. It is so important for
animals that if they are deprived of oxygen for even a
few seconds, permanent damage to the brain or even
death may result. Water vapor and carbon dioxide are
also extremely important compounds. The other
gases in the air, such as argon, neon, and krypton are
relatively unimportant elements physiologically.
The density of air refers to the number of air
molecules within a given volume of the atmosphere.
As air pressure decreases, the density of the air also
decreases. Conversely, as temperature increases the
density of the air decreases. This change in air density has a tremendous effect on the operations of
high altitude aircraft as well as physiological effects
on humans. [Figure 14-1]
Turbine engine-powered aircraft are efficient at high
altitudes, but the human body is unable to exist in
this cold and oxygen-deficient air, so some provision must be made to provide an artificial
environment to sustain life.
Standard conditions have been established for all of
the important parameters of the earth's atmosphere.
The pressure exerted by the blanket of air is considered to be 29.92 inches, or 1013.2 hectoPascals (millibars), which are the same as 14.69 pounds per
square inch at sea level, and decreases with altitude
as seen in figure 14-1. The standard temperature of
the air at sea level is 15 Celsius, or 59 Fahrenheit.
The temperature also decreases with altitude, as
illustrated in figure 14-1. Above 36,000 feet, the
temperature of the air stabilizes, remaining at
-55
C (-69.7
F).
HUMAN RESPIRATION
AND CIRCULATION
The human body is made up of living cells that
must be continually supplied with food and oxygen
and must have their waste carried away and
removed from the body. Blood, circulated through
the body by the heart, carries food and oxygen to the
cells and carries away waste products.
When people inhale, or take in air, the lungs
expand and the atmospheric pressure forces air in
to fill them. This air fills millions of tiny air sacs
called alveoli, and the oxygen in the air diffuses
through the extremely thin membrane walls of
these sacs into blood vessels called arteries.
Nitrogen is not able to pass through these walls.
The blood circulates through the body in the
arteries and then into extremely thin capillaries to
the cells, where the oxygen is used to convert the
food in the blood into chemicals that are usable
by the cells. The waste product, carbon dioxide, is
then picked up by the blood and carried back into
the lungs through blood vessels called veins. The
carbon
dioxide
is
able to
diffuse
through the
14-3
FEET
IN. OFHG.
MM OFHG.
PSI
po
29.92
760.0
14.69
15.0
59.0
2,000
27.82
706.7
13.66
11.0
51.9
4,000
25.84
656.3
12.69
7.1
44.7
6,000
23.98
609.1
11.77
3.1
37.6
8,000
22.23
564.6
10.91
-0.8
30.5
10,000
20.58
522.7
10.10
-4.8
23.4
12,000
19.03
483.4
9.34
-8.8
16.2
14,000
17.58
446.5
8.63
-12.7
9.1
16,000
16.22
412.0
7.96
-16.7
1.9
18,000
14.95
379.7
7.34
-20.7
-5.1
20,000
13.76
349.5
6.76
-24.6
-12.3
22,000
12.65
321.3
6.21
-28.6
19.4
24,000
11.61
294.9
5.70
-32.5
-26.5
26,000
10.64
270.3
5.22
-36.5
-33.6
28,000
9.74
237.4
4.78
-40.5
-40.7
30,000
8.90
226.1
4.37
-44.4
-47.8
32,000
8.12
206.3
3.99
-48.4
-54.9
34,000
7.40
188.0
3.63
-52.4
-62.0
36,000
6.73
171.0
3.30
-55.0
-69.7
38,000
6.12
155.5
3.00
-55.0
-69.7
40,000
5.56
141.2
2.73
-55.0
-69.7
42,000
5.05
128.3
2.48
-55.0
-69.7
44,000
4.59
116.6
2.25
-55.0
-69.7
46,000
4.17
105.9
2.05
-55.0
- 69.7
48,000
3.79
96.3
1.86
-55.0
-69.7
50,000
3.44
87.4
1.70
-55.0
-69.7
55,000
2.71
68.8
1.33
60,000
2.14
54.4
1.05
64,000
1.76
44.7
.86
70,000
1.32
33.5
PSF
TEMPERATURE
113.2
REMAINS CONSTANT
74,000
1.09
27.7
77.3
80,000
.82
20.9
58.1
84,000
.68
17.3
47.9
90,000
.51
13.0
35.9
94,000
.43
10.9
29.7
100,000
.33
8.0
22.3
Figure 14-1. This chart illustrates that as altitude increases from sea level, the pressure decreases. It also shows that to a point,
temperature decreases before finally leveling off.
74-4
Figure 14-2. The cardiovascular system is made up of the heart, lungs, arteries, and veins. This system transports food and oxygen to the cells of the body and transports waste in the form of carbon dioxide from the cells back out of the body.
14-5
Early symptoms of carbon monoxide poisoning are
similar to those of other forms of oxygen deprivation; sluggishness, a feeling of being too warm, and
a tight feeling across the forehead. These early
symptoms may then be followed by a headache and
a throbbing in the temples and ringing in the ears.
Finally, there may be severe headaches, dizziness,
dimming of the vision and if something is not done
soon, this can continue until unconsciousness and
death.
If carbon monoxide poisoning is suspected, the
heater should be shut off and all possible vents
opened. If the aircraft is equipped with oxygen,
100% oxygen should be breathed until the symptoms disappear, or until landing. Carbon monoxide
detectors are available that can be installed on the
instrument panel. These are simply small containers of a chemical that changes color, generally to a
darker color, when carbon monoxide is present. As
an example, light yellow ones will turn dark green
and white ones will turn dark brown or black. If
there is any indication of carbon monoxide in the
cabin, every part of the exhaust system should be
checked to find and repair the leak before the aircraft is returned to service. [Figure 14-3]
OXYGEN AND
PRE SSURIZAT!ON
SYSTEMS
OXYGEN SYSTEMS
At higher altitudes (generally above 10,000 feet) the
air is thin enough to require supplemental oxygen
for humans to function normally. Modern aircraft
with the capability to fly at,high altitudes usually
have oxygen systems installed for the use of crew
and/or passengers.
CHARACTERISTICS OF OXYGEN
Oxygen is colorless, odorless and tasteless, and it is
extremely active chemically. It will combine with
almost all other elements and with many compounds. When any fuel burns, it unites with oxygen
to produce heat, and in the human body, the tissues
are continually being oxidized which causes the
heat produced by the body. This is the reason an
ample supply of oxygen must be available at all
times to support life.
Oxygen is produced commercially by liquefying air,
and then allowing nitrogen to boil off, leaving
relatively pure oxygen. Gaseous oxygen may also be
produced by the electrolysis of water. When electrical current is passed through water (H 2 O), it will
break down into its two elements, hydrogen
and oxygen.
Oxygen will not burn, but it does support combustion so well that special care must be taken when
handling. It should not be used anywhere there is
14-7
A convenient method of carrying oxygen for emergency uses and for aircraft that require it only
occasionally is the solid oxygen candle. Many large
transport aircraft use solid oxygen generators as a
supplemental source of oxygen to be used in the
event of cabin depressurization.
Essentially, a solid oxygen generator consists of a
shaped block of a chemical such as sodium chlorate
encased in a protective steel case. When ignited,
large quantities of gaseous oxygen are released as a
combustion by-product. They are ignited either
electrically or by a mechanical igniter. Once they
start burning, they cannot be extinguished and will
continue to burn until they are exhausted. Solid
oxygen candles have an almost unlimited shelf life
and do not require any special storage conditions.
There are specific procedures required for shipping
these generators and they may not be shipped as
cargo aboard passenger carrying aircraft. They can
be shipped aboard cargo only aircraft and must be
properly packaged, made safe from inadvertent activation, and identified properly for shipment. They
are safe to use and store because no high pressure is
involved and the oxygen presents no fire hazard.
They are relatively inexpensive and lightweight. On
the negative side, they cannot be tested without
actually being used, and there is enough heat generated when they are used that they must be installed
so that the heat can be dissipated without any
damage to the aircraft structure. [Figure 14-6]
14-8
MECHANICALLY-SEPARATED OXYGEN
Most military aircraft at one time used a low-pressure oxygen system in which the gaseous oxygen
was stored under a pressure of approximately 450
psi in large yellow-painted low pressure steel cylinders. These cylinders were so large for the amount
of oxygen they carried that they never became popular in civilian aircraft, and even the military has
stopped using these systems.
Today, almost all gaseous oxygen is stored in green
painted high-pressure steel cylinders under a pressure of between 1,800 and 2,400 psi. All cylinders
approved for installation in an aircraft must be
approved by the Department of Transportation
(DOT) and are usually either the ICC/DOT 3AA 1800
or the ICC/DOT 3HT 1850 type. Aluminum bottles
are also available, but are much less common.
Newer, light-weight "composite" bottles that comply
with DOT-E-8162 are becoming more common.
These bottles are made of lighter, thinner metals
combined with a wrapping of composite material.
14-9
Automatic Continuous Flow Regulators have a
barometric control valve that automatically adjusts
the oxygen flow to correspond with the altitude.
The flight crew need only open the valve on the
front of the regulator, and the correct amount of oxygen will be metered into the system for the altitude
being flown. [Figure 14-8]
74-70
Figure 14-10. The flight crews of most commercial aircraft use diluter demand oxygen systems.
14-11
from that required in breathing normally. The oxygen flows into the lungs without effort on the part of
the user, but muscular effort is needed to force the
used air out of the lungs. This is exactly the opposite of normal breathing. [Figure 14-11]
OXYGEN REGULATOR
PRESSURE DEMAND
MERGENCY
ON I
100%
>( OXYGEN
I
Y
and when the user inhales, the first air to enter the
lungs is that which was first exhaled and still has
some oxygen in it. This air is mixed with pure oxygen, and so the wearer always breathes oxygen rich
air with this type of mask. More elaborate
rebreather-type masks have a close-fitting cup over
the nose and mouth with a built-in check valve that
allows the air to escape, but prevents the user from
breathing air from the cabin.
The oxygen masks that automatically drop from the
overhead compartment of a jet transport aircraft in
the event of cabin depressurization are of the
rebreather type. The plastic cup that fits over the
mouth and nose has a check valve in it, and the
plastic bag attached to the cup is the rebreather bag.
SUPPLY
NORMAL
Figure 14-11. This pressure demand regulator supplies oxygen under pressure for flights above 40,000 feet.
Masks
Figure 14-12. Rebreather type masks are used with continuous flow oxygen systems.
74-72
type. It is essential in any form of aircraft maintenance that only approved components be used. This
is especially true of oxygen system components.
Only valves carrying the correct part number should
be used to replace any valve in an oxygen system.
Many of the valves used in oxygen systems are of
the slow-opening type to prevent a rapid in-rush of
oxygen that could cause excessive heat and become
a fire hazard. Other valves have restrictors in them
to limit the flow rate through a fully open valve.
Typical Installed Gaseous Oxygen Systems
Figure 14-14. The typical general aviation aircraft has an installed system similar to this one.
14-13
74-74
Figure 14-15. Aircraft that do not require oxygen to be constantly available to passengers will have a diluter or pressure demand
regulator for the flight crew.
regulator, normally about 70 psi. This gaseous oxygen maintains a relatively constant pressure in the
container and supplies the oxygen to the regulator.
[Figure 14-16]
When the supply valve on the regulator is turned
on, LOX flows from the container into the supply
evaporator coil where it absorbs heat and turns into
gaseous oxygen. If, for any reason, excessive pressure should build up in the system, it will vent
overboard through one of the relief valves.
CHEMICAL OXYGEN SYSTEMS
14-15
Figure 14-16. Liquid oxygen systems require specialized plumbing to handle the conversion from liquid to gas and the venting of
excess pressures.
The long shelf life of unused chemical oxygen generators makes them an ideal source of oxygen for
occasional flights where oxygen is needed, and for
the emergency oxygen supply for pressurized aircraft where oxygen is required only as a standby in
case cabin pressurization is lost.
The emergency oxygen systems for pressurized aircraft have the oxygen generators mounted in either
the overhead rack, in seat backs, or in bulkhead panels. The masks are located with these generators and
are enclosed, hidden from view by a door that may
be opened electrically by one of the flight crew
members or automatically by an aneroid valve in
the event of cabin depressurization. When the door
opens, the mask drops out where it is easily accessible to the user. Attached to the mask is a lanyard
that, when pulled, releases the lock pin from the
flow initiation mechanism, so the striker can hit the
igniter and start the candle burning. Once a chemical oxygen candle is ignited, it cannot be shut off. It
must burn until it is exhausted, and the enclosure
must not be closed until the cycle has completed.
[Figure 14-18]
14-16
Some generic procedures are listed here as an orientation to the oxygen system servicing.
Leak Testing Gaseous Oxygen Systems
14-17
Figure 14-20. The design of the hose manifold for oxygen servicing allows each bottle to be connected in turn to the receiving system. Over time, this setup allows each cylinder to be expended down to its allowable limit. Normally a small amount of pressure
is kept in each tank, even when "empty."
14-18
FILLING PRESSURE
FOR 1800
PSI AT 70
FOR 1850
PSI AT 70
1600
1650
10
1650
1700
20
1675
1725
30
1725
1775
40
1775
1825
50
1825
1875
60
1875
1925
70
1925
1975
80
1950
2000
90
2000
2050
100
1050
2100
110
2100
2150
120
2150
2200
130
2200
2250
14-19
PRESSURIZATION SYSTEMS
The air that forms our atmosphere allows people to
live and breathe easily at low altitudes, but flight is
most efficient at high altitudes where the air is thin
and the aerodynamic drag is low. In order for
humans to fly at these altitudes, the aircraft must be
pressurized and heated so that it is comfortable for
the aircraft occupants.
PRESSURIZATION PROBLEMS
Turbine engines operate effectively at these high
altitudes, but piston engines (as well as human
occupants of an aircraft) require a supply of additional oxygen. Superchargers compress the air
before it enters the cylinders of a reciprocating
engine, and the occupants can be furnished supplemental oxygen to maintain life at these high, but
aerodynamically efficient, altitudes.
Oxygen was used by some flight crews as early as
World War I, and its inconvenience was tolerated by
the crew as a necessary part of the flight. By the
middle 1930s, airplanes and engines had been built
that could carry passengers to altitudes where supplemental oxygen was needed, but the inconvenience
of requiring passengers to
wear
oxygen
74-20
Piston engines were limited to relatively low altitudes and did not require a high cabin pressure, so
no great structural problems showed up with pressurized piston engine airplanes. But, when the jet
transport airplane began to fly in the early 1950s, the
large pressure differential required for the altitudes
they flew created metal fatigue. Metal fatigue caused
by the repeated pressurization and depressurization
cycles caused several disastrous accidents.
Today, aircraft structural design has advanced to the
point that pressurized aircraft are able to safely and
comfortably carry large loads of passengers at efficiently high altitudes for long distance flights.
Flight crews must be aware of the structural limitations of the aircraft and not exceed the maximum
allowable differential between the pressure inside
the structure and the pressure on the outside. The
amount of air pumped into the cabin is normally in
excess of that needed, and cabin pressure is controlled by varying the amount of air leaving the
cabin through outflow valves controlled hy the
cabin pressure controller.
14-21
Figure 14-23. Theturbocharger is driven by hot exhaust gases. The compressor portion of this system is turned by a shaft attached
directly to the turbine. The turbine is driven by bleed air from the turbine engine. The ram air is compressed by the compressor
and then blended with bleed air to the correct pressure and temperature.
TURBINE ENGINE AIRCRAFT
bleed air that has been used to drive the turbocompressor. [Figure 14-23]
A jet pump flow multiplier can provide cabin pressurization air without the complexity of the
turbo-compressor. Compressor bleed air flows
through the nozzle of a jet pump at high velocity
and produces a low pressure that draws air in from
the outside of the aircraft. The bleed air and the
outside air mix and flow into the cabin to provide
the air needed for pressurization. [Figure 14-24]
Figure 14-24. The jet-pump type pressurization uses aerodynamic principals to eliminate most moving parts.
74-22
Air Cycle Machines are used by many modern turbine-engine aircraft to provide both pressurization
and temperature control. Air Cycle Machines use a
clever application of the laws of physics to cool hot
engine bleed air. Boeing calls these systems
"packs," an acronym for pneumatic air conditioning
kit, The theory and operation of air cycle machines
will be discussed in detail in Section C of this
Chapter. Three identical packs are installed on each
747 and any one can supply all the conditioned air
needed for pressurization, temperature control and
ventilation.
CONTROL OF CABIN PRESSURE
It would be impractical to build the pressure vessel
of an aircraft that is airtight, so pressurization is
accomplished by flowing more air into the cabin
than is needed and allowing the excess air to leak
out. There are two types of leakage in an aircraft
pressure vessel; controlled and uncontrolled. The
uncontrolled leakage is the air that escapes around
door and window seals, control cables and other
openings in the sealed portion of the structure.
Controlled leakage flows through the outflow valve
and the safety valve. This controlled leakage is far
greater than the uncontrolled, and it determines the
amount of pressure in the cabin. Pressurization control systems can be of the pneumatic or electronic
type, with the electronic type incorporating electrically controlled outflow valves.
PRESSURIZATION COCKPIT CONTROLS
14-23
Figure 14-25. The cockpit control panel for a typical transport-category aircraft pressurization system displays information on the
cabin vertical speed, cabin altitude and differential pressure and provides controls for selecting automatic or manual mode, setting the desired cabin altitude and the reference barometric pressure. A means of manually controlling the outflow valve position
and system warning indications are also provided.
Figure 14-26. The cabin pressure is set at the control panel in the cockpit and controlled by the outflow valve. The safety valve is
similar to the outflow valve and functions as a backup for the outflow valve, and to dump pressurization when the wheels are on
the ground.
74-24
Figure 14-27. The outflow valve maintains a set altitude until the pressure differential with outside air approaches the structural
limit of the aircraft. It then maintains a differential with the outside pressure.
Electronic regulators and electrically actuated outflow valves perform the same function as pneumatic
systems, only the power source is different. Electrical
signals are sent to the cabin pressure controller from
the cockpit control panel to set the mode of operation, the desired cabin altitude and either standard or
local barometric pressure. In automatic mode, the
cabin pressure controller sends signals to the AC
motors, which modulate as required to maintain the
selected cabin altitude. In manual mode, the controller uses the DC motors to operate the outflow
valves. Interlocks prevent both motors from operating at the same time. All pressurized aircraft require
some form of a negative pressure-relief-valve. This
valve opens when outside air pressure is greater than
cabin pressure. The negative pressure-relief-valve
prevents accidentally obtaining altitude, which is
higher than the aircraft altitude. This possibility
would exist during descent. The outflow valves automatically drive to the full-open position whenever
the aircraft weight is on the wheels. Pneumatically
operated pressure relief valves open automatically if
the cabin differential pressure becomes too great.
AIR DISTRIBUTION
14-25
Figure 14-29. The Boeing 747 air distribution system is typical of systems found on large aircraft.
74-26
Figure 14-30. Most aircraft service manuals have troubleshooting charts to assist the technician in locating problems within the
cabin pressurization system.
VENTILATION SYSTEMS
Most small general aviation aircraft have relatively
simple systems to supply unconditioned ambient
air to the cabin, primarily for cooling. The system
may consist simply of a window that can be opened
in flight or by any of several types of air vents that
deliver ram air to the occupants. Occasionally, the
system may include a fan to assist in moving air
when the aircraft is on the ground.
Business jets and airliners generally have a system
that supplies cool, conditioned air to individual air
vents at each seat. The air vent system (sometimes
called the gasper system) consists of a gasper fan,
ducts and the overhead ventilating air outlets above
the passenger seats. Cooling air is blown over the
passengers, which is refreshing, but only 'when the
passenger opens the air outlet for that seat.
HEATING SYSTEMS
EXHAUST SHROUD HEATERS
The most common type of heater for small
single-engine aircraft is the exhaust-shroud heater.
A sheet-metal shroud is installed around the
muffler in the engine exhaust system. Cold air is
taken into this shroud and heat that would
otherwise be expelled out the exhaust is
transferred to the ambient air. This air is then
routed into the cabin through a heater valve in
the firewall. When the heater is not on, this air is
directed overboard. This type of heater is quite
economical for small aircraft, as it utilizes heat
energy that would otherwise be wasted.
. ,-.
14-28
elements that create heat through electrical resistance. Some aircraft use this type of heat when the
aircraft is on the ground and the engines are not
running. A fan blows air over the heating coils to
heat and circulate the air back into the cabin. Safety
devices are installed in these systems to prevent
them from overheating if the ventilating fan should
become inoperative.
COMBUSTION HEATERS
Exhaust shroud heaters are used for small
single-engine aircraft, and compressor bleed air
heating is primarily used on large turbine-powered
aircraft. Light and medium twin-engine aircraft are
often heated with combustion heaters. [Figure
14-32]
Figure 14-32. Combustion heaters that utilize the same fuel as the engines are installed in many twin-engine aircraft.
14-29
Figure 14-33. The combustion heater uses engine fuel to heat ram air, which heats the cockpit.
COMBUSTION AIR SYSTEM
Fuel is taken from the aircraft fuel system and pressurized with a constant pressure pump, and passed
through a fuel filter. Fuel flow is controlled by a
solenoid valve that may be turned off
by the
74-30
AIRCRAFT AIR
CONDITIONING SYSTEMS
Air conditioning is more than just the cooling of air.
A complete air-conditioning system for an aircraft
should control both the temperature and humidity
of the air, heating or cooling it as is necessary. It
should provide adequate movement of the air for
ventilation, and there should be provision for the
removal of cabin odors.
AIR-CYCLE AIR CONDITIONING
In a jet transport aircraft, hot compressor bleed air is
taken from the engine compressors. An air-cycle
machine (ACM) applies several basic laws of
physics to cool this bleed air and then mix it with
hot bleed air to provide air at the desired temperature for ventilation and pressurization. The air-cycle
machine and its associated components are often
referred to as a "pack." [Figure 14-34]
SHUTOFF VALVE
14-31
Figure 14-34. The air cy cle sy stem utilizes bleed air from the turbine engine(s) to heat and cool air for cabin air conditioning.
74-32
WATER SEPARATORS
Figure 14-35. The air-cycle air conditioner utilizes bleed air to heat and cool the cabin.
14-33
open or closed and is seldom used on pressurized aircraft except in emergencies. An electric heater may be
provided to warm this ram air as necessary.
CABIN TEMPERATURE PICKUP UNIT
Figure 14-36. The vapor-cycle air conditioning system is the same basic system as used in modern automobiles.
14-34
TRANSFER OF HEAT
Almost any volatile liquid can be used as a refrigerant, but for maximum effectiveness, it must have a
very low vapor pressure and therefore a low boiling
point. The vapor pressure of a liquid is the pressure
that will exist above a liquid in an enclosed container at any given temperature. For example, a particular liquid refrigerant in an open container boils
vigorously as the liquid turns into a gas at a temperature of 70 F. If the container is closed, the liquid
will continue to change into a vapor and the pressure of the vapor will increase. When the pressure
reaches 70.1 psi, no more vapor can be released
from the liquid. The vapor pressure of this particular material is then said to be 70.1 psi at 70 F.
Many different materials have been used as refrigerants in commercial systems, but for aircraft air-conditioning systems, dichlorodifluoromethane is almost
universally used. It is a stable compound at both high
and low temperatures and does not react with any of
the materials in an air-conditioning system. It will not
attack the rubber used for hoses and seals, and is colorless and practically odorless. Rather than calling
this refrigerant by its long chemical name, it is just
referred to as Refrigerant-12, or, even more simply as
R-12. It may also be known by one of its many trade
names such as Freon-12 , Genetron-12 ,
Isotron-12 , Ucon-12 , or by some other
proprietary name. The important thing to remember
is the number. Any of these trade names associated
with another number is a different product.
Freon-22 , for example is similar to Freon-12, except
that its vapor pressure is different. It is the refrigerant
commonly used in commercial refrigerators and
freezers. When servicing an aircraft
14-35
PRESSURE
TEMP
PRESSURE
TEMP
PRESSURE
TEMP
PRESSURE
TEMP
PRESSURE
PSI
PSI
PSI
PSI
PSI
9.0
35
32.5
60
57.7
85
917
110
136.0
10.1
36
33.4
61
58.9
86
93.2
111
138.0
11.2
37
34.3
62
60.0
87
94.8
112
140.1
12.3
38
35.1
63
61.3
88
96.4
113
142.1
13.4
39
36.0
64
62.5
89
98.0
114
144.2
10
14.6
40
36.9
65
63.7
90
99.6
115
146.3
12
15.8
41
37.9
66
64.9
91
101.3
116
148.4
14
17.1
42
38.8
67
66.2
92
103.0
117
151.2
16
18.3
43
39.7
68
67.5
93
104.6
118
152.7
154.9
18
19.7
44
40.7
69
68.8
94
106.3
119
20'
21.0
45
41.7
70
70.1
95
108.1
120
157.1
21
21.7
46
42.6
71
71.4
96
109.8
121
159.3
22
22.4
47
43.6
72
72.8
97
111.5
122
161.5
23
23.1
48
44.6
73
74.2
98
113.3
123
163.8
24
23.8
49
45.6
74
75.5
99
115.1
124
166.1
25
24.6
50
46.6
75
76.9
100
116.9
125
168.4
26
25.3
51
47.8
76
78.3
101
118.8
126
170.7
27
26.1
52
48.7
77
79.2
102
120.6
127
173.1
28
26.8
53
49.8
78
81.8
103
122.4
128
175.4
29
27.6
54
50.9
79
82.5
104
124.3
129
177.8
30
28.4
55
52.0
80
84.0
105
126.2
130
182.2
31
29.2
56
53.1
81
85.5
106
1281
131
182.6
32
30.0
57
55.4
82
87.0
107
130.0
132
185.1
33
30.9
58
56.6
83
88.5
108
132.1
133
187.6
34
31.7
59
57.1
84
90.1
109
135.1
134
190.1
Figure 14-37. Each refrigerant has its own temperature-vapor pressure chart. This chart allows the technician to estimate the temperature at the evaporator coils by measuring low side pressure.
74-36
14-37
Figure 14-39. The internally equalized thermal expansion valve adjusts the amount of refrigerant so it finishes turning to a gas as it
leaves the evaporator coils.
EVAPORATOR
14-38
Figure 14-40. The externally equalized thermal expansion valve is used on large evaporators to compensate for pressure loss due
to length of the evaporator coils.
continually, forcing the cabin air over the evaporator so heat from cabin air can be transferred into the
refrigerant.
CONDENSER
14-39
Figure 14-42. The reciprocating, piston-type, compressor is commonly used in aircraft air conditioning systems.
74-40
14-41
MANIFOLD SET
Figure 14-46. A manifold set is required to do most servicing of air conditioning systems.
Figure 14-45. Compressor isolation service valves allow servicing of the system with the compressor isolated.
74-42
ing hoses should be protected by screwing their end fittings into plugs provided with the set.
REFRIGERANT SOURCE
The refrigerant used in aircraft air-conditioning systems has, until recently, been Refrigerant-12 (R-12).
This material can be purchased in handy one-pound
or two-and-a-half pound cans, ten- or twelve-pound
disposable
cylinders,
or
in
larger
returnable
14-43
LEAK DETECTOR
The continued operation of an air-conditioning system depends upon the system maintaining its
charge of refrigerant, and all of the charge can be
lost to even a tiny leak. Naturally a small leak of a
colorless, odorless gas is difficult to find, and without the aid of a leak detector, it would be almost
impossible.
Of the several types of leak detectors available, the
most simple is a soap solution. A relatively thick
solution of soap chips and water is applied with a
74-44
SYSTEM SERVICING
Understanding the operation of an aircraft air-conditioning system and the function of each component makes servicing the system less difficult. There
is not a great deal involved in maintaining these systems. An aircraft maintenance technician will normally only inspect the system and replace/repair
portions of the air delivery systems. A certified
refrigeration technician will normally do any service and repair to the vapor-cycle components
themselves.
TESTS AND INSPECTION
The entire system is then checked with a leak detector. The probe should be held under every fitting
where a leak could be present, especially at any point
in the system where there is an indication of oil seepage. It is possible for there to be a very small leak at
the front end of the compressor through the front
seal, and since this seal is lubricated with refrigeration oil that is full of refrigerant, it may show up as a
leak. To prevent this false indication, wash the oil out
of the seal cavity with some solvent such as Xylene.
A leakage of about one ounce of refrigerant per year
is normally permissible through these seals, and this
small leak should not be cause for worry.
14-45
In order to check the oil, the system should be operated for at least fifteen minutes, then completely
evacuated. When there is no pressure in the system,
remove the oil filler plug from the compressor and
use a special oil dipstick made according to drawings furnished by the airframe manufacturer. A
range of oil level is indicated in the compressor service manual, and it should not be allowed to go
below the minimum level, nor should it be filled
above the maximum. [Figure 14-53]
Figure 14-52. Part of the performance test of the air-conditioning system is to measure the temperature of the
output air.
14-46
Only oil recommended by the compressor manufacturer should be used, and should be kept tightly
capped at all times it is not being used. After the
proper amount of oil has been added to the system, the
filler plug should be replaced and the system charged.
SYSTEM EVACUATION
With the system still under vacuum from the evacuation process, both valves should be closed on the
manifold set and the refrigerant source connected to
the center hose. The high-side valve is then opened
and the low-side gauge observed. As refrigerant
flows into the system, the low-side gauge should
come out of a vacuum, indicating that the system is
Figure 14-54. This chart shows the boiling point of water at low absolute pressures (deep vacuum).
74-47