ATA 21. Air Conditioning As-05-02 (PLAN-09)

ATITA AIRFRAME STUDY PLAN: 09
MODULE AS-05-02 REVISION: 00
BOOKLET:01
CONTENTS
Objectives/Advice 2
Introduction 2
Typical Vapour Cycle Cooling System 2
Activity 1 6
Vapour Cycle Cooling Pack Components 8
Refrigerant Characteristics 11
Safety Precautions 12
Self Assessment 13
Self Assessment Review 14
Summary 14
Recommended Reading 14
Page 1 of 81
OBJECTIVES/ADVICE
On completion of this booklet you will be able to:-
 State the principles of refrigeration.
 Describe a basic vapour cycle cooling system.
 Explain the function and operation of the components within

the vapour cycle cooling system.
 State any safety features to be observed while working with

vapour cycle cooling systems.
This booklet should take you about one hour to complete.
INTRODUCTION
A refrigerant is a substance that absorbs heat through expansion or

vaporization. This ability to absorb heat is the basis of vapour cycle
cooling or VCC, in fact the substance used in a VCC system is a
chemical refrigerant called Arcton or Freon.
If you drop some petrol or methylated spirit onto your hand it feels
cold, this is because the volatile liquid starts to evaporate and draws
the heat necessary for vaporization from your hand. Liquids with low
boiling points have a stronger tendency to evaporate at normal
temperatures than those with higher boiling points.
Furthermore, pressure affects the state of a liquid substance. A

sufficient reduction in pressure will cause a liquid to change state into
a vapour or gas.
We can now take into account the above when we look at a typical
vapour cycle cooling system.
TYPICAL VAPOUR CYCLE COOLING SYSTEM
The vapour cycle cooling system is used to control and reduce the
temperature of electronic equipment used in today's modern aircraft.
Page 2 of 81
HOT COOLANT FROM

ELECTRONIC BAY
LIQUID
SUPER HEATED GAS

CONDENSER COMPRESSOR
WAY DRY GAS
LIQUID
RECEIVER SENSING BULB
VAPOUR
+ LIQUID
RAM AIR
EVAPORATOR
LIQUID SATURATED
VAPOUR COOLED COOLANT TO
ELECTRONIC BAY
THERMOSTATIC EXPANSION
VALVE
Fig. 1 TYPICAL VCC SYSTEM
The temperature is controlled by circulating a coolant, normally a

mixture of water/glycol, around canisters or racks that contain the
electronic equipment. The hot coolant from the-electronic bays is
passed through an evaporator where its temperature is reduced by a
cross flow of refrigerant. The cooled water/glycol is then directed
back to the electronic equipment. During operation the liquid
refrigerant (Arcton/Freon) is drawn from the liquid receiver, passed
through the thermostatic expansion valve and then directed into the
evaporator.
Page 3 of 81
The design of the thermostatic expansion valve is such, that as the

liquid passes through it the pressure is reduced and the refrigerant
changes from a liquid state to a liquid saturated vapour, which
absorbs heat from the coolant as it passes through the evaporator.
The vapour emerges from the evaporator as a super heated gas
which is piped to the compressor. The super heated gas is then
compressed by the compressor and enters the condenser at a
constant pressure. It is then cooled by ram air and finally ends up as
a liquid again before being ported back to the liquid receiver, where
it starts the whole cycle over again.
The removal of heat from the water/glycol coolant is largely

dependent on the amount of refrigerant being directed through the
evaporator.
The flow of refrigerant is controlled by the thermostatic expansion

valve - see Fig. 2.
TO COMPRESSOR FROM EVAPORATOR
CAPILLARY TUBE
SENSING BULB
TO EVAPORATOR
DIAPHRAGM
FROM LIQUID RECEIVER
NEEDLE VALVE
EXPANSION VALVE
INCREASE FLOW (TEMP RISE)
DECREASE FLOW (TEMP REDUCE)
Fig. 2 THERMOSTATIC EXPANSION VALVE
Page 4 of 81
A sensing bulb is located on the outlet of the evaporator. The bulb

and its capillary tube is a sealed unit, which contains a liquid that has
the same expansion and contraction qualities as the liquid
refrigerant.
Any variations in the super heated gas temperatures, leaving the

evaporator outlet, will cause the sensing bulb to either expand or
contract the diaphragm in the thermostatic valve. The diaphragm
then displaces the needle valve relative to its orifice. In practice the
greater the temperature of the super heated gas, the more
refrigerant will flow through the thermostatic valve, this ensures that
the cooling effect is equal at all temperatures.
Page 5 of 81
ACTIVITY 1 5 Minutes
1. What is meant by a 'refrigerant'?
2. List the main components of a vapour cycle cooling package.
3. State the common name for the thermostatic expansion valve?
4. What is the purpose of the thermostatic expansion valve?
5. What is meant by a super heated gas?
1.
2. (a)
(b)
(c)
(d)
(e)
(f)
3.
4.
5.
Page 6 of 81
COMMENTS ON ACTIVITY 1
The correct answers are:-
1. A refrigerant is a substance that absorbs heat through

expansion or vaporization.
2. (a) Condenser.
(b) Liquid receiver.
(c) Thermostatic expansion valve.
(d) Evaporator.
(e) Sensing bulb.
(f) Compressor.
3. Freon or Arcton.
4. Controls the amount of refrigerant flowing to the evaporator.
5. It is the vaporized liquid refrigerant leaving the evaporator,

after absorbing all the heat from the coolant.
Well done if you got them correct.
Let's look at some typical vapour cycle cooling components.
Page 7 of 81
VAPOUR CYCLE COOLING PACK COMPONENTS
Fig. 3 shows a typical vapour cycle cooling pack.
VAPOUR OIL
SEPARATOR
OIL
FILTER
VAPOUR
SENSING
LINE
COOLANT ‘IN’
EXPANSION
VALVE
COOLANT
‘OUT’
EVAPORATOR
CONDENSER
Fig. 3 TYPICAL VAPOUR CYCLE COOLING PACK
Up to this point we have considered the vapour cycle cooling system

in a schematic form.
However, in practice all the components are grouped together to

form a cooling package which has advantages for maintenance and
troubleshooting, e.g., in some cases these packages can be removed
and replaced as one unit.
Page 8 of 81
In addition to those components already discussed there are a

number of other components fitted to the pack, these include:-
 A liquid receiver.
 A filter drier.
 A vapour oil separator.
Liquid Receiver
The liquid receiver serves as a reservoir for the liquid refrigerant.
FILL PORT
FROM CONDENSER
BALL FLOAT
QUALITY GAUGE
TO EXPANSION VALVE
DRAIN PLUG
Fig. 4 LIQUID RECEIVER
As can be seen from Fig. 4 it normally consists of an aluminum shell,

with provisions for inlet and outlet ports, a replenishment fill port and
a drain plug located 1n the base for maintenance purposes. The ball
valve is connected to a quantity gauge to indicate the receiver
refrigerant level.
Page 9 of 81
Filter Drier
The filter removes any impurities and moisture from the refrigerant
before it is metered by the thermostatic expansion valve.
OUTLET
SILICA GEL
GAUZE
FILTERS
RELIEF VALVE
INLET
Fig. 5 FILTER DRIER
The element consists of a twin gauze cylinder that is packed with

silica gel crystals between the two gauzes. In the event of a
restricted flow of refrigerant through the filter element, the relief
valve located at the base of the filter will lift off its seat and allow
unfiltered liquid through the system.
Vapour Oil Separator
Because of the need to lubricate the compressor and other moving

parts within the vapour cycle cooling package, oil 15 introduced into
the liquid. This oil is drawn from the oil tank by the compressor and
introduced into the liquid refrigerant. To ensure a correct oil/liquid
ratio the oil 15 separated by the vapour 6il separator (see Fig. 6 on
the next page).
Page 10 of 81
SEPARATOR
VAPOUR TO
CONDENSER
TO OIL TANK
STACK PIPE
INLET OIL/VAPOUR MIXTURE

FROM COMPRESSOR
Fig. 6 VAPOUR OIL SEPJ\RATOR
After leaving the evaporator the oil impinges on the separator and
drops into a reservoir within the oil separator, where it is ported back
to the oil tank via the stack pipe.
REFRIGERANT CHARACTERISTICS
Some of the characteristics of the Arcton refrigerant are that:-
 It is clear and colorless.
 Its vapour is four times heavier than air.
 It has a faint odour similar to carbon tetrachloride.
 It is non-corrosive and non-flammable if free from moisture.
Page 11 of 81
SAFETY PRECAUTIONS
From the safety aspect, working with Arcton does not present too
many problems, however, certain precautions must be adhered to
and these include:-
 No smoking or naked flame near Arcton/Freon, naked lights

could produce phosgene gas.
 Goggles and gloves to be worn when handling Arcton/Freon.
 In a liquid state the refrigerant is extremely cold. Take care

when handling.
 Because it is heavier than air the refrigerant in a vapour

form will tend to settle just above the ground, so adequate
ground level extractor fans should be available to remove
any spilt refrigerant.
Page 12 of 81
SELF ASSESSMENT
1. What determines the position of the needle valve in the

thermostatic expansion valve?
2. State the differences between 'liquid saturated vapour' and

'dry-super heated vapour' in the vapour cycle cooling package.
3. Why is the sensing bulb attached to the outlet of the

evaporator?
Page 13 of 81
SELF ASSESSMENT REVIEW
1. The increase or decrease of pressure within the sensing bulb

and capillary tube alters the position of the diaphragm of the
within the expansion valve, movement diaphragm alters the
position of the needle valve.
2. 'Liquid saturated vapour' is the liquid refrigerant leaving the

expansion valve and going into the evaporator inlet. As the
liquid from the receiver goes through the needle valve it is
expanded and forms a 'liquid saturated vapour'.
3. 'Dry super heated vapour' is the refrigerant finally heated to a

higher temperature by the coolant as it passes through the
evaporator, this 'dry super heated gas' leaves the evaporator
outlet and is directed to the compressor.
4. As the evaporator is the hottest part of the system the sensing

bulb senses the heat of the gas as it leaves the evaporator. If it
senses a higher temperature, and not enough refrigerant is
passing through the evaporator, the expansion valve opens as
a result of a pressure signal from the sensing bulb and allows
more refrigerant through.
SUMMARY
In this booklet we have discussed one type of refrigeration system,

the vapour cycle cooling package. In this system the refrigerant
alternates between the vapour and liquid phases. The other method
is the air cycle system which relies upon air as the refrigerant. We
will look at the air cycle system in later booklets.
The main disadvantage of the vapour cycle cooling system is the

weight factor. Storage of the coolant does present a major weight
problem, although it can be said that having all the components in
one central package is a major advantage especially from the
maintenance point of view.
RECOMMENDED READING
Civil Aircraft Inspection Procedures, Leaflet AL/3-24.
Airframe and Power plant Mechanics - Airframe Handbook, chapter

14, page 576.
Page 14 of 81
BOOKLET:02
CONTENTS
Objectives/Advice 16
Introduction 16
Principles of Air Cycle Cooling 16
Activity 1 18
Types of Cold Air Unit 19
Activity 2 23
Cold Air Unit Construction and Operation 24
Self Assessment 29
Summary 30
Page 15 of 81
OBJECTIVES/ADVICE
 State the principles of air cycle cooling.
 Briefly describe the basic components of an air cycle cooling

system.
 Describe the three types of cold air unit.
 Describe the function of all the parts of the cold air unit.
 State any relevant safety and servicing information related to

air cycle cooling systems.
This booklet will take you about one hour to complete.
INTRODUCTION
Air conditioning is concerned with the control of temperature,

humidity, ventilation and the purification of the air within the aircraft
cabin.
In pressurized aircraft, the air used for air conditioning purposes is

‘charge air’ from the engine compressors. However, as this air may
be heated during compression to a temperature that is unacceptable
to crew and passenger comfort – it may be as high as 300 C as it
leaves the engine – so some means must be provided to reduce the
temperature of the charge air to around 200C. The current
generations of aircraft have an air cycle system and the main
component of this system is the cold air unit.
PRINCIPLES OF AIR CYCLE COOLING
Before we look at air cycle systems we shall consider the principles

involved in air cycle cooling. These relate to:-
 Surface heat exchange.

 Expansion.
 Energy conversion.
Page 16 of 81
We also need to be sure that we know the terms ‘charge air’ and
‘ram air’:-
 ‘Charge air’ – is air drawn from an engine compressor casing at

some suitable stage of compression.
 ‘Ram air’ – is the ambient air that builds up in front of the

aircraft due to forward motion.
Surface Heat Exchange
The charge air is passed through some form of heat exchange that is
subjected to ram air cooling. Although most heat is given up by this
method, about 90%, the temperature of the charge air can never be
reduced below the ram air temperature by this method alone.
Expansion
If the pressure of the charge air is reduced by increasing its velocity

its temperature will also be reduced. Such a pressure reduction is
achieved by passing the charge air through a convergent duct within
the cold air unit turbine.
Energy Conversion
If hot air is made to do work its temperature will drop. This is

achieved within the cold air unit. The turbine which is driven by the
charge air drives the compressor or fan within the cold air unit. There
will be a reduction of heat within the turbine assembly of the cold air
unit, due to the turbine having to do work to turn the compressor;
this is a good example of the conversion of heat energy to kinetic
energy.
Page 17 of 81
1. Define the term ‘air conditioning’.
2. What are the differences between:
(a) ‘Charge air’.
- ‘Ram air’.
1.
2. (a)
(b)
Page 18 of 81
1. Air conditioning is the purification, ventilation, temperature

control and humidity control of cabin air.
2. (a) ‘Charge air’ is air taken from a compressor stage of the

engine.
- ‘Ram air’ is ambient air that builds up in front of the

aircraft as it moves in flight.
Before we look at the construction of cold air units in detail, let’s

begin by discussing the different types in current use.
TYPES OF COLD AIR UNIT
The primary component in an air cycle system is the cold air unit.
There are a number of types of cold air unit in use, they include:-
 The turbo compressor.
 The brake turbine.
 The turbo-fan.
All three use charge air to drive the turbine and the major differences
between them relate to their weight for a given mass flow, their size,
and method of dissipating the power output of the turbine.
Page 19 of 81
Turbo Compressor
Fig. 1 represents a typical turbo compressor type cold air unit.
CHARGE AIR
R
A
M INTERCOOLER
PRECOOLER
A
I
RAM AIR
R
CONTROL VALVE
TO CABIN
COMPRESSOR TURBINE
Fig. 1 TURBO COMPRESSOR
This cold air unit consists of a turbine driving a centrifugal

compressor, and operates in conjunction with a secondary heat
exchanger (intercooler) which is connected between the compressor
and the turbine stages.
The charge air from the pre-cooler enters the unit at the compressor,
where it is compressed and passed into the intercooler. As it passes
through the intercooler, its temperature is reduced by ram air flow,
before moving on to drive the turbine. The charge air expands as it
drives the turbine, thus cooling the air before it is ducted to the
cabin.
The turbo compressor cold air unit is only suitable when charge air is
supplied at low pressure. Also one of the main disadvantages is the
weight factor as using two heat exchangers further increases the
weight of the system.
Page 20 of 81
Brake Turbine
COMPRESSOR
TURBINE
AMBIENT
AIR
TO CABIN
CHARGE AIR
PRECOLLER
RAM AIR
CONTROL VALVE
Fig. 2 BRAKE TURBINE
As we can see from the brake turbine shown in Fig. 2, when cold air
is selected the charge air is directed to the turbine of the cold air
unit. The air expands across the turbine resulting in a drop of
pressure and temperature. To prevent the turbine from turning too
fast, thus reducing the cooling efficiency of the turbine, the turbine is
coupled directly to the compressor. As the compressor rotates
ambient air is used as a braking medium to slow the turbine thus
increasing cooling efficiency. The brake turbine is an improvement on
the turbo compressor arrangement, as only one heat exchanger
(precooler) is required.
Although both types are in common use, they are gradually being
superseded by the turbo-fan arrangement shown in Fig. 3 on the
next page.
Page 21 of 81
Turbo-Fan
The turbo-fan as shown in Fig. 3 is mechanically similar to the brake

turbine cold air unit.
CHARGE AIR TO ATMOSPHERE TURBINE
TO
ATMOSP
HERE TO CABIN
FAN
PRECOOLER
CONTROL
VALVE
Fig. 3 TURBO FAN
In this case the turbine drives a centrifugal fan, the capacity of which
is large enough to create a cooling flow of ambient or ram air across
the pre-cooler. As well as acting as a braking fan, the centrifugal fan
also sucks the ambient air through the pre-cooler, thus cooling the
charge air.
The major advantage of this system is that the air conditioning

system can be operated on the ground with the aircraft engines
running without relying upon ram air for cooling purposes.
Page 22 of 81
1. What is the purpose of the pre-cooler/heat exchanger?
2. (a) Which of the three cold air unit types can be operated
on the ground?
(b) State why.
- Name the three types of cold air unit.
1.
2. (a)
(b)
3. (a)
(b)
(c)
Page 23 of 81
These are the correct answers:-
1. To cool the charge air from the aircraft engines.
2. (a) Turbo-fan cold air unit.
(b) Because the fan can suck air through the heat exchanger
and create a cooling flow, without ‘relying on ram air.
3. (a) Turbo-compressor.
(b) Brake turbine.
I Turbo-fan.
So far we have considered typical cold air unit layouts in air

conditioning systems, we shall now move on to take a closer look at
how they operate, and how they are constructed.
COLD AIR UNIT CONSTRUCTION AND OPERATION
Of the three cold air units we have discussed, we shall take a look at
the turbo-compressor type, its construction and how it achieves its
cold air cycle.
DIFFUSER RING
FROM INTERCOOLER
TURBINE WHEEL
ROTOR SHAFT
NOZZLE
BLADES
COMPRESSOR EYE
NOZZLE RING
COMPRESSOR VOLUTE
OUTLET TO INTERCOOLER
Fig. 4 TURBO COMPRESSOR COLD AIR UNIT
Page 24 of 81
The cold air unit (Fig. 4) on the previous page, is divided into two
main casings, these are the:-
 Turbine volute casing.
 Compressor volute casing.
The two casings are clamped together, and enclose a bearing

housing with two bearing assemblies that support the rotating shaft
upon which the compressor and turbine are mounted.
If we refer to Fig. 5, we can see that the turbine wheel revolves

within a nozzle ring, and the compressor wheel within a diffuser ring.
The charge air from the aircraft engine enters the eye of the
compressor, it is compressed on passing through the diffuser ring,
and this compression raises its temperature.
DIFFUSER RING
NOZZLE RING
CHARGE AIR COLD AIR
COMPRESSOR
TURBINE
INTERCOOLER
RAM AIR
Fig. 5 OPERATION OF A COLD AIR UNIT
Page 25 of 81
From the compressor tile hot air passes through the intercooler and
is cooled by ram air passing through the inter-cooler matrix (See Fig.
1). From the intercooler, the pressurized air is directed into the
turbine volute nozzle ring, where it drives the turbine.
This results in the expansion of the air, and a subsequent lowering of

its pressure and temperature. At this point the charge air is cold, and
this cold air is directed into the cabin via the water extractor and
temperature control mixing valve.
These components will be covered in later booklets of this series.
Cold air units rotate at extremely high speeds, so some means of

lubrication must be available to ensure smooth running.
Two methods are used, they are:-
 Cold air units with integral wet sump arrangements.

 Compressor/turbine shaft supported by air bearings that need no
lubrication.
Wet Sump Arrangement
Fig. 6 is a typical wet sump, cold air unit.
TURBINE
BEARING
INLET
TURBINE OUT
COMPRESSOR
SLINGER
OUT
OIL
SUMP
Fig. 6 WET SUMP COLD AIR UNIT
Page 26 of 81
The shaft that carries the compressor and turbine wheels is

supported by two bearings. An oil slinger is mounted outboard of
both bearings on the shaft, the slingers pump an oil/air mist to the
bearings from tubes that are immersed in oil in the oil sump. The oil
then drains back into the sump to start the cycle allover again.
Reference should always be made to the Maintenance Manual for the

correct oil replenishment procedures. Too much oil caused by a
breakdown of the oil seals could lead to oil contamination of the
charge air as it progresses through the cold air unit. Too little oil can
cause premature seizure of the cold air unit bearings. The wet sump
arrangement has been superseded by the air bearing method (see
Fig. 7.)
Air Bearing Method
Fig. 7 shows a typical cold air unit with air bearings.
AIR BEARINGS
TURBINE
COMPRESSOR
AIR SUPPLY
Fig. 7 AIR BEARING COLD AIR UNIT
Page 27 of 81
The principle of operation for this unit is that an air supply taken
from the compressor outlet is ported into an air bearing cavity, air in
this cavity supports the shaft as it rotates. The advantages of this
system are that there are no extra rotating parts, and no
requirement for oil lubrication.
Page 28 of 81
SELF ASSESSMENT
1. Name the two major parts of a turbine compressor cold air

unit.
(a)
(b)
2. List the three basic principles of air cycle cooling.
(a)
(b)
3. The turbo-compressor cold air unit has two heat exchanges in

the system.
(a) Where are they located?
(b) State their purpose.
(a)
(b)
Page 29 of 81
You should have got the following answers:-
1. (a) Compressor – diffuser ring.
(b) Turbine – nozzle ring.
2. (a) Surface heat exchanger.
(b) Expansion.
I Energy conversion.
3. (a) Pre-cooler – initially cools the charge air by ram air

action
before it reaches the cold air unit.
- Intercooler – situated between the compressor outlet and

the turbine inlet.
This compressor pumps the air into the turbine by pressurizing it, but
pressurizing the charge air will increase the temperature. The
intercooler removes this increase in temperature before it reaches
the turbine.
SUMMARY
We have discussed the various types of cold air unit and their layouts
in typical air cycle cooling systems. We have also discussed the
principles of air cycle cooling, and how cold air is obtained. To ensure
a temperature that is acceptable to passenger and crew comfort
within the aircraft cabin, the charge air may be divided before going
through the cold air unit, and mixes further downstream of the cold
air unit to achieve the required temperature. Temperature control
will be discussed in a later booklet.
RECOMMENDED READING
CAIPs, Leaflet AL/3-24.
Aircraft Maintenance Manual Chapter 21, (ATA 100 Series).
Page 30 of 81
BOOKLET:03
CONTENTS
Introduction 32
Bleed Air Systems 32
Activity 1 36
Bleed Air Components 37
Cabin Air Blowers 42
Self Assessment 45
Summary 46
Page 31 of 81
OBJECTIVES/ADVICE
When you have completed this booklet you will be able to:-
 State the components within a bleed air system.
 Describe the operation of a bleed air supply system.
 State the function and operation of cabin air compressors

within an air conditioning system.
This booklet will take you about one hour to complete.
INTRODUCTION
I have assumed that you have read the booklet on Air Cycle Systems
and Cold Air Units, (Booklet No.2 of this Study Plan). In it we
discussed the methods of obtaining cold air for air conditioning
purposes. This booklet has been designed to introduce you to the
methods of obtaining hot air, for the same purpose. The two sources
of hot air supply are:-
 Engines bleed air from the engine compressor also known as

‘charge air’.
 Hot air generated by a compressed air blower, coupled to an

engine via an accessory gearbox.
In both cases the heat is supplied as a result of compressing air.
We shall start by discussing a typical bleed air system.
BLEED AIR SYSTEMS
Fig. 1 on the next page represents a typical engine bleed air system
layout, which uses a turbo-compressor cold air unit. This type of
system is also known as a ‘bootstrap' system.
Page 32 of 81
Cold Temperature
CABIN
WATER SEPARATOR
MIXING TEMPERATURE CONTROL

CHAMBER VALVE (SET TO COLD)
RAM AIR
RAM AIR
INLET
COOLER
PRE -
COOLER
COMP.
COLD AIR SUPPLY

AIR ACTUATOR PRE-COOLER
UNIT VALVE BY-PASS VALVE
VARIABLE
ORIFICE
VALVE
FLOW OF CHARGE AIR
Fig. 1 TYPICAL BLEED AIR SYSTEM - FULL COLD DELIVERY
Consider Fig. 1 in which the cabin is supplied with air tapped from a
stage of the engine compressor.
The air from the compressor passes through the pre-cooler or a by-
pass valve, the by-pass valve permits the air to by-pass the pre-
cooler if the air conditioning system demands a high temperature.
However in Fig. 1, the demand is for cold air so the by-pass valve
allows air to be directed through the pre-cooler. From the by-pass
valve the air goes to the air supply shut off valve, this valve provides
a means of isolating the air conditioning system if the need arises by
closing off the bleed air supply. The air then leaves the shut-off valve
and passes through the variable orifice valve, which is a mass flow
controller which ensures that the bleed air is supplied at a constant
rate. Because the temperature control valve is set to cold, air is not
allowed through the valve, and all the air is directed through the cold
air unit and on into the cabin as cold air.
Page 33 of 81
Intermediate Temperature
TEMPERATURE CONTROL VALVE

(INTERMEDIATE SETTING)
MIXING
CHAMBER
COLD AIR HOT AIR SUPPLY

SUPPLY
ENGINE
Fig. 2 INTERMEDIATE TEMPERATURE DELIVERY
On selecting an intermediate temperature setting, the temperature

control valve will be partially open, thus allowing some of the hot
bleed airs to by-pass the cold air unit and be directed to the mixing
chamber. The remainder of the bleed air is directed through the cold
air unit, and emerges as cold air, only to be mixed with -the by-pass
hot air in the mixing chamber. Adjustment of the flow through the
temperature control valve will vary the output temperature of the
system (See Fig. 2).
Hot Temperature
From Fig. 3 on the next page, we can see the air flow when the
temperature setting is for a fully hot condition. The pre-cooler by-
pass valve has sensed a fully hot condition, and has allowed the
bleed air to by-pass the pre-cooler. At the same time, the
temperature control valve is fully open, allowing all the hot bleed air
to be directed into the cabin via the mixing chamber.
Page 34 of 81
TEMPERATURE CONTROL VALVE

(INTERMEDIATE SETTING)
HOT AIR SUPPLY
ENGINE
Fig. 3 HOT AIR DELIVERY
The system so far discussed is a basic one; however, the principles

are similar on most aircraft, although component terminology and
location of components may differ.
Page 35 of 81
1. List six of the components of the basic bleed air system

discussed in this booklet.
2. What is the purpose of the variable orifice valve?
3. What valve controls the amount of heat by-passing the cold air
unit?
1. (a)
(b)
(c)
(d)
(e)
(f)
2.
3.
Page 36 of 81
1. You should have got six of the following components:-
(a) Pre-cooler.
(b) Pre-cooler by pass valve.
(c) Air supply shut-off valve.
(d) Variable orifice valve.
(e) Temperature control valve.
(f) Cold air unit.
(g) Intercooler.
(h) Mixing chamber.
(i) Water extractor/separator.
2. To dampen out the fluctuations in pressure and mass flow.
3. Temperature control valve.
We can now move on to consider some of the components in the

bleed air system.
BLEED AIR COMPONENTS
Some of the components in the bleed air supply system we have

discussed will be covered in more detail in later booklets. However,
to help you understand the operation of a basic bleed air supply
system we shall consider the following components and see how they
operate:-
 The variable orifice valve.
 The pre-cooler by pass valve.
 The mixing chamber.
Page 37 of 81
Variable Orifice Valve
Because of the differences in the pressure and velocity outputs from

the engine compressor, some means must be provided to dampen
out these variations. The variable orifice valve, (Fig. 4) will ensure
that the mass flow remains constant, and will also regulate the
supply of air to the cold air unit to prevent it over-speeding.
TO COLD AIR UNIT
SPRING
ORIFICE
SLEEVE SLIDING VALVE
TO TEMPERATURE FROM AIR SUPPLY

CONTROL VALVES VALVES
Fig. 4 VARIABLE ORIFICE VALVE
The variable orifice valve consists of a tapered sliding valve, which

enters an orifice in the valve body. The sliding valve is spring loaded
and has an integral stem fitted with a sleeve and spring. Movement
of the sliding valve is caused by a pressure difference across the
valve.
Page 38 of 81
OUT
OUT IN
NORMAL FLOW: SPRING EXTENDED SLIDING

SLIDING VALVE SEATED
UNDERSTRICTED PASSAGE
OF AIR
OUT
OUT IN
INSREASED AIRFLOW: SPRING COMPRESSED

SLIDING VALVE ENTERS
ORIFICE RESTRICTED AIR
PASSAGE
Fig. 5 VARIABLE FLOW VALVE OPERATION
For normal air flow, the sliding valve is seated and the spring fully
extended. When the engine throttle is advanced rapidly, a surge of
bleed air is produced, and the increase in engine bleed air entering
the valve body moves the sliding valve and compresses the spring.
As the air pressure increases, the sliding valve continues to move
and enters the orifice.
Therefore with increase or decrease of charge air the sliding valve

will move into or out of the orifice of the valve body to govern the air
passing through the valve. The valve is designed so that no matter
what the size of the surge, the valve will never close as the stem of
the valve will bottom first.
Page 39 of 81
Pre-Cooler By Pass Valve
Fig. 6 shows a typical pre-cooler by-pass valve.
FROM ENGINE
FROM PRECOOLER
SPRING
SLIDING VALVE
FROM COLD AIR FROM VARIABLE ORIFICE VALVE

UNIT OUTLET TO AIR SUPPLY OUTLET
Fig. 6 PRECOOLER BY-PASS VALVE
The pre-cooler by-pass valve allows air from the aircraft engine
compressor to by-pass the pre-cooler if a demand for a higher air
temperature is received. The valve body contains a lightly spring
loaded sliding valve (Fig. 7 on the next page).
Depending on the position of the sliding valve, bleed air is either fed
to the cold air unit or it by-passes the pre-cooler and passes directly
into the cabin. The position of the sliding valve is dependent upon
the pressure difference at each end of the valve body.
Page 40 of 81
FROM ENGINE HOT AIR POSITION:
SPRING EXTENDED
SLIDING VALVE COVERS PORT FROM PRECOOLER
ALL AIR BY-PASS PRECOOLER
INCREASE REDUCED PRESSURE

PRESSURE TO SUPPLY
VALVE
FROM PRECOOLER COOL AIR POSITION:
SPRING COMPRESSED
SLIDING VALVE COVERS PORT FROM ENGINE
ALL AIR PASSES THROUGH PRECOOLER
REDUCED INCREASE PRESSURE

PRESSURE TO SUPPLY
VALVE
Fig. 7 PRECOOLER BY-PASS VALVE OPERATION
One end of the valve body is connected by a small pipe to the cold
air unit turbine outlet (see Fig. 1), the other end is connected to the
by-pass line connecting the variable orifice valve to the temperature
control valve.
When the cold air unit is running, the pressure and temperature of
the air are high in the by-p0ss line and low at the turbine outlet. Due
to this condition, the spring in the pre-cooler by-pass valve will be
compressed by the sliding valve, allowing bleed air to pass from the
pre-cooler into the system, via the by-pass valve.
If fully hot air is selected the pressure in the by-pass line will drop
due to the temperature control valve moving to the fully open
position, and as the cold air unit is not running (all bleed air going
through the temperature control valve) the temperature and
pressure will rise on the turbine outlet. This will assist the spring to
extend and move the sliding valve to cut off the pre-cooler and allow
the bleed air into the system, by-passing the pre-cooler.
Page 41 of 81
Mixing Chamber
The main purpose of the mixing chamber is to mix the hot and' cold
air before the air is passed into the cabin.
You will see from Fig. 8 that this is not just a normal 'T' junction.
HOT AIR (HIGH

PRESSURE)
ORDINARY ‘T’
JUNCTION HOT AIR FROM
TEMPERATURE CONTROLLER
WARM AIR COLD AIR FROM

TO CABIN COLD AIR UNIT
COLD AIR (LOW
PRESSURE)
Fig. 8 MIXING CHAMBER
To ensure that a good even mix takes place, the hot air inlet pipe is
slightly offset in relationship to the cold' air perforated pipe. When a
selection is made a thorough mixing of the hot and cold air is
achieved by providing a 'swirl' action as the hot air enters the mixing
chamber. This action prevents a back pressure building up on the
turbine outlet of the cold air unit.
CABIN AIR BLOWERS
So far, in this booklet, we have discussed the bleed air produced by

the gas turbine engines. Charge air may also be provided by engine
driven compressors or cabin blowers as they are also known.
Consider Fig. 9 on the next page, most of the components in the
system are identical to the previous bleed air system we discussed,
it's only the hot air supply that has changed.
Page 42 of 81
CABIN AIR BLOWER
SPILL VALVE
AMBIENT
AIR
COLD AIR UNIT

SLIENCER
TO
CABIN
HOT AIR FROM

AIR BLOWERS
SILENCER
AIR BLOWER
RAM AIR
SPILL VALVE
Fig. 9 CABIN AIR BLOWER SYSTEM
Ambient air is drawn into the compressor, where it is compressed;

this raises the temperature, and the air is then directed into the air
conditioning system.
Fig. 10 on the next page shows that the rotors of the compressor are
mounted in an airtight casing; both the rotors turn at the same
speed. Air enters the spacing between the lobes, where it is
compressed, heated and delivered to the cabin at a high
temperature. The cooling of the air is achieved in the same way as
the bleed air system previously described.
Page 43 of 81
FINNED OUTER CASE
DRIVE CONNECTION TO ENGINE

ACCESSORY GEARBOX
ROTATING LOBES
DRIVE SUPPORT BEARINGS

GEAR
OIL SUMP
Fig. 10 CABIN BLOWER SCHEMATIC
The housing is finned on its external surface to increase the cooling

area, and so provides a cooling medium for the internal parts. To
achieve an oil free delivery, the bearings of the blower are situated in
a wet sump arrangement. Oil and air labyrinth seals prevent oil
leakage into the compressor section of the blower. For
troubleshooting purposes, this is an obvious area to look at in the
event of oil fumes being reported in the passenger cabin.
Due to the noise generated by this type of air compressor, silencers

are fitted.
Page 44 of 81
SELF ASSESSMENT
1. What prevents the sliding valve of the variable orifice valve

from fully closing?
2. How is the air mixed in the mixing chamber?
3. Cold air has been selected on a bleed air system. State in a

logical sequence, the valves and components through which
the bleed air will travel.
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Page 45 of 81
1. The sliding valve stem will bottom first, thus preventing the
valve from closing off completely.
2. Hot air is directed into the mixing chamber through an off-set

pipe. This hot air revolves around the chamber and is mixed
with the cold air via a perforated tube.
3. You should have this sequence:-
(a) Pre-cooler.
(b) Pre-cooler by-pass valve.
(c) Air supply shut-off valve.
(d) Variable orifice valve.
(e) Cold air unit.
(f) Intercooler.
(g) Mixing chamber.
(h) Water separator.
Well done if you got them correct. If you are still unsure, read the
subject again.
SUMMARY
We have discussed the two methods of hot air supply for air
conditioning purposes:-
 Engines bleed air.
 Cabin air blowers.
Some of the components within these systems we have discussed,

but others will be covered in later booklets, these are:-
 Heat exchangers.
 Water extractor/separators.
 Mass flow valves.
Page 46 of 81
I must stress that the systems we have discussed are basic systems
intended to make you understand the principles and components
within a typical air conditioning system. You may however, find these
components listed under different names on the aircraft on which you
work, but remember, the principles of operation are the same.
RECOMMENDED READING
Aircraft Maintenance Manual, Chapter 21, (ATA 100).
Airframe and Power plant Mechanics Handbook - Airframe Handbook,
- Chapter 14, page 543.
Page 47 of 81
BOOKLET:04
CONTENTS
Introduction 50
Activity 1 51
Heat Exchangers 52
Activity 2 56
Maintenance Requirements 57
Humidity Control 57
Water Extractor 58
Water Infiltration 61
Self Assessment 63
Summary 64
Page 48 of 81
OBJECTIVES/ADVICE
 Describe the function of a heat exchanger.
 Briefly describe the construction of a heat exchanger.
 State the reasons for removing water from the air conditioning
system.
 Describe the means of removing water from air conditioning

systems.
 Explain the reasons why humidity control is required.
 State how humidity control is achieved.
This booklet will take you abol1t one hour to study.
INTRODUCTION
The aircraft systems that use the compression method for the supply
of hot air for air conditioning require some means of reducing that
heat to an acceptable level for use within the cabin area.
The reduction in temperature of the air is achieved by the use of heat

exchangers, which we will discuss in more detail in this booklet.
The problems of humidity control, with reference to the means of

water removal from, and addition to, the air conditioning system to
ensure passenger comfort is maintained, will also be dealt with.
If you have read the previous booklets on Air Conditioning Systems

you will have no problem answering Activity 1.
Page 49 of 81
1. State two other names given to heat exchangers.
2. State the purpose of a heat exchanger in an air conditioning

system.
1. (a)
(b)
2.
Page 50 of 81
You should have had no problem with these.
1. (a) Intercooler (secondary).
(b) Pre-cooler (primary).
2. This covers one of the basic principles of air conditioning - that

of surface heat exchange. Its purpose is to cool the charge air
(hot air) as it passes through the air cycle machine to a level
that is acceptable for the comfort of the crew and passengers.
HEAT EXCHANGERS
These are the components within an air conditioning system that

transfer heat from one gas to another. Ram air is the cooling
medium, and is produced as the aircraft moves through the air. The
heat exchanger can be described as:-
 A pre-cooler or primary heat exchanger.
 An intercooler or secondary heat exchanger.
Perhaps it's best to look at both types in a typical air conditioning

system. (See Fig. 1 on the next page.)
Page 51 of 81
SECONDARY HEAT EXCHANGER

RAM AIR INLET
PRIMARY HEAT EXCHANGER
HUMIDITY
CONTROL
HOT
AIR AIR COLD UNIT
WATER
EXTRACTOR
WATER
DRAIN LINE
Fig. 1 TYPICAL AIR CYCLE COOLING SYSTEM
Here we can see both types of heat exchanger in use in a typical

turbo compressor air cycle machine system.
In the turbo compressor system shown in Fig. 1, the pre-cooler

reduces the charge air temperature to an acceptable level before
being ducted into the eye of the cold air unit compressor. This
ensures a more efficient operation of the cold air unit by reducing the
temperature loads on the unit.
The intercooler reduces the heat generated by the cold air unit
compressor as it compresses the charge air. This intercooler is
positioned between the compressor outlet and the turbine inlet of the
cold air unit.
Page 52 of 81
CHARGE AIR
RAM AIR
Fig. 2 HEAT EXCHANGER - CROSS SECTION
The heat exchanger shown in Fig. 2 represents a typical heat

exchanger cross-section. Charge air (bleed air) from the engine
compressor or air blower, enters the inlet duct and passes around
five cooling passages that are subjected to ram air cooling. Between
these passages are thin corrugated strips that also help to dissipate
the heat as the ram air passes through the unit. This type of heat
exchanger is known as a cross flow secondary surface type and can
be found in many pre-cooler and intercooler designs. To reduce the
amount of ram air ducting that is required for cooling purposes most
primary and secondary coolers are mounted in tandem within the
ram air duct. (See Fig. 1 on the previous page).
Heat exchangers are designed in various shapes and sizes dependent

upon their location, accessibility, and the aircraft manufacturer's
design requirements. In most cases, in modern large aircraft, they
will be located within the aircraft air conditioning bay, amongst the
other air conditioning components - this is commonly known as the
air conditioning pack bay. Fig. 3 on the next page shows an example
of a typical air conditioning pack bay illustrating the location of the
heat exchangers.
Page 53 of 81
AIR CONDITIONING PACK BAY
RAM AIR INLET

RAM AIR
INLET DUCT
RAM AIR
HOT AIR FROM

ENGINE PRIMARY
(PRECOOLER)
HEAT EXCHANGER
TO COLD AIR UNIT

COMPRESSOR RAM AIR
FROM COLD AIR UNIT

COMPRESSOR
TO COLD AIR
TURBINE
SECONDARY (INTERCOOLER)
HEAT EXCHANGER
Fig. 3 TYPICAL HEAT EXCHANGER INSTALLATION
Page 54 of 81
1. State the location of:-
(a) The primary heat exchanger.
(b) The secondary heat exchanger.
2. The cooling medium for the heat exchanger is air, where does
this air originate?
3. In a typical turbo-compressor air cycle cooling system, how

many heat exchangers are used?
1. (a)
(b)
2.
3.
Page 55 of 81
1. (a) Primary - between the compressor or air blower and the

inlet of the cold air unit compressor.
(b) Secondary - between the outlet of the cold air unit

compressor and the inlet of the turbine.
2. Ram air (ambient air) as the aircraft flies through the air.
3. Two - pre-cooler
Intercooler.
Well done if you answered them correctly.
MAINTENANCE REQUIREMENTS
Maintenance inspections of heat exchangers are very limited. Apart

from security of attachment, the major problem is the build up 6f dirt
or debris on the matrix of the cooling passages. This may have been
ingested down the ram air duct. Periodic inspection is essential to
ensure the heat exchangers are not blocked, on larger aircraft access
panels are available to gain entry to the ram air ducts for inspection
purposes. (See Fig.; 3 on the previous page).
HUMIDITY CONTROL
Humidity control is the means of ensuring that the correct amount of

water moisture content is in the air conditioning air within the aircraft
cabin. This is necessary to ensure that the occupants do not suffer
from the low humidity levels that are experienced with high altitude
flight.
Humidity control can be divided into two parts:-
 Water separation.
 Water infiltration.
Water separation is the removal of excessive moisture from the

charge air - normally by a water extractor/separator.
Page 56 of 81
Water infiltration is the adding of moisture into the air conditioned air
as it enters the cabin to counteract low humidity levels.
WATER EXTRACTOR
This component may be called either a water separator or a

extractor, but whatever the name, the function is the same - it
removes water from the charge air.
The water is introduced into the air conditioning system by the

continual air cycle cooling process, i.e., the cooling and heating of
the air as it progresses through the system.
The water extractor is situated in the air conditioning ducting prior to

entry into the cabin. (See Fig. 1.)
The design of the water extractor differs from one manufacturer to

another; however, they all cover the same basic requirement that is
the removal of water from the charge air. We will discuss how this is
achieved, by considering three separate ways of removing water
from the charge air.
COALESCER
COLLECTOR SHELL
TUBES
DIFFUSER
MOISTURE FREE
AIR TO CABIN
RELIEF VALVE
DRAIN
Fig. 4 COALESCER TYPE WATER SEPARATOR
Page 57 of 81
The water extractor illustrated in Fig. 4 consists of two casings bolted

together. The casings contain a:-
 Coalescer.
 Collector box.
 Relief valve.
 Water drain connection.
The coalescer consists of layers of monel gauze and glassfibre cloth

sandwiched between layers of stainless steel gauze. It is supported
by the diffuser cone and held in place by the relief valve when the
coalescer and collector box are bolted together. As the charge air is
directed through the separator it passes through the coalescer, this
action causes any moisture in the charge air to be converted into
droplets. These droplets are carried into the collector shell by the
charge air, and are deposited onto the collector tubes, where they
drain down into the collector box and drain overboard. The relief
valve will operate if the coalescer should become blocked.
Another variation to the method of water extraction is the use of a

coalescer bag; this bag is fitted over a support shell within the
separator. (See Fig. 5.) A swirl is imparted to the charge air as it
passes through the coalescer support shell. The fabric bag converts
the moisture in the charge air to droplets and the centrifugal effect of
the swirl on the droplet laden air forces the water onto the outlet
shell where separation of the water takes place. .
Page 58 of 81
BAG SUPPORT
BAG CONDITION
INDICATOR PIN
BAG OUTLET
SHELL
BY-PASS
VALVE
DRAIN
Fig. 5 WATER SEPARATOR - BAG TYPE
A bag condition indicator, in the form of an indicator pin, will

protrude from the unit when the bag is dirty or clogged with debris.
The pin will also protrude when the pressure upstream of the water
extractor reaches a pre-determined level due to a restriction of the
air going through the bag. A relief valve is fitted should a total
blockage occur and prevent the charge air from reaching the cabin.
Page 59 of 81
The final water extractor is shown in Fig. 6.
EXIT SHELL
SWIRL VANE
SUMP
DRAIN
Fig. 6 WATER SEPARATOR - SWIRL VANE TYPE
This extractor uses a rotating vane within the charge airflow. The
vane rotates at high speed as the air passes through it. The vane
imparts a centrifugal effect on the passing air and it impinges onto
the exit shell. This impact causes any moisture in the charge air to
be converted to droplets and fall into the sump area; it is then
directed overboard.
WATER INFILTRATION
Humidity control can also include the addition of water into the air
conditioning system. At low altitudes, humidity control does not
present a major problem; the air is fairly dense and contains a high
amount of moisture. As the aircraft climbs to a higher altitude, this
moisture level reduces to a level that may cause discomfort to the
occupants of the aircraft.
To counteract this problem, water must be added to the conditioned

air under certain conditions. This is achieved by a spray nozzle
arrangement within the air conditioning ducts downstream of the
water extractor.
Page 60 of 81
This may sound strange, as we have just discussed water extraction,

and now we are saying that we put it back in! However, the moisture
content may be too great at low altitudes, but not enough at high
altitudes. So for simplicity, and also to reduce weight, the water from
the extractor, instead of being drained overboard, is ducted to a
water reservoir and humidity controller. (Fig. 7.)
FROM MIXING
CHAMBER
WATER ATOMISING
WATER SPRAY
EXTRACTOR
HUMIDITY CONTROLLER
WATER TANK
DRAINED WATER FROM EXTRACTOR

TO CABIN
Fig. 7 TYPICAL HUMIDITY CONTROL SYSTEM
When the humidity sensors detect a low humidity condition within

the cabin area, they turn on the humidity controller water pump.
Water is pumped from the tank to the air conditioning duct where the
water is atomized through a spray nozzle before passing into the
cabin. The water tank can also be replenished from a ground refill
connection. In the event of the tank becoming full, an overboard
drain is incorporated into the tank to port any excess water
overboard.
Page 61 of 81
SELF ASSESSMENT
1. Name three types of water extractor and describe the

principles of their operation.
(a)
(b)
(c)
2. What component is fitted so that in the event of the coalescer

or bag becoming blocked in a water extractor, a free flow air
stream will be maintained?
Page 62 of 81
1. (a) The coalescer type - uses a filter method to convert the

moisture to droplets. These droplets impinge on tubes
where they run down into a collector box and drain
overboard.
(b) The bag type - uses a bag over a bag support to convert
the moisture to droplets.
(c) The swirl vane type imparts a centrifugal effect to the air
which impinges on a shell, where the water is extracted.
2. Relief valve assembly.
SUMMARY
In this booklet the basic principles of heat exchangers and humidity

control have been explained. There are many variations to the
systems described, both in design and system complexity. However
the information given in this booklet will help you to understand
these principles.
RECOMMENDED READING
Aircraft Maintenance Manual (ATA 100) Chapter 21.
Page 63 of 81
BOOKLET:05
CONTENTS
Introduction 65
Recirculation Air System 65
Passenger Cabin Supplies 71
Passenger Service Units 72
Activity 1 74
Ventilation Systems 75
Duct Leak Detection 77
Self Assessment 80
Summary 81
Page 64 of 81
OBJECTIVE/ADVICE
 Explain the reasons for fitting recirculation air systems.
 Explain the purpose of the components within the recirculation

air system.
 State the methods available for duct leak detection.
 Describe a typical passenger cabin air supply and ventilation

system.
This booklet will take you about one hour to study.
INTRODUCTION
I have assumed that you have read the previous booklets on air
conditioning, in which it was, explained how the source of air
conditioning/pressurization air was drawn from the engine
compressor.
The more air that is required for air conditioning purposes the harder
the engine has to work to supply the air, and this leads to an
increase in fuel consumption. Fuel costs are a major part of an
airline's operational expense; therefore aircraft have been designed
with air recirculation systems.
This booklet has been prepared to introduce you to the recirculation

systems.
In addition, we will also look at air conditioning duct leakage

protection, and how this information is displayed to flight deck crews.
Let's begin with the recirculation air system.
RECIRCULATION AIR SYSTEM
To improve cabin ventilation and supplement airflow, the cabin air

recirculates back into the passenger cabin. This recirculated air mixes
with conditioned air from the cooling packs in a mix manifold. This
results in an equal mixture of fresh conditioned air and recirculation
air. The use of recirculated air improves airflow without placing
undue loads on air supply systems. This reduction in engine loading
is converted into a fuel saving within the engine fuel supply, i.e. less
conditioned air required - less fuel burn required.
Page 65 of 81
RIGHT
RECIRCULATION AIR PACK
RECIRCULATION
FAN FILTER
CHECK VALVE
TO CABIN
ZONES
MIX
MANIFOLD
TO CABIN ZONES
LEFT COOLING AIR CYCLE

RECIRCULATION PACK MACHINE
FAN
FILTER PACK FLOW
CONTROL VALVE
RECIRCULATION
AIR
SUPPLY FROM
ENGINE
Fig. 1. TYPICAL AIR RECIRCULATION SYSTEM
Fig. 1 represents a typical recirculation air system. The system

consists of separate left and right units, each with its own
recirculation fan, filters and ducting and recirculation fan check
valves.
Air flows from the passenger cabin towards the mixing manifold (Fig.
2 on the next page). The recirculation fan then draws the used air
through a filter arrangement and check valve into the mixing
manifold. This air is mixed with new conditioned air, and then
directed back into the passenger cabin zones.
The check valves are fitted to prevent a reverse flow through the
recirculation fan when the fans are not running.
Page 66 of 81
TO CABIN
TO
CABIN
FROM
RECIRCULATION
AIR FAN
FROM AIR
CONDITIONING
PACK
MIX MAINFOLD
FROM
RECIRCULATION SWIRL
AIR FAN DEVICE
Fig. 2 MIXING MANIFOLD AND DUCTING ARRANGEMENT
The air on entering the mixing chamber creates a centrifugal flow

within the mixing chamber. This action ensures that the recirculated
air and the new air conditioned air are correctly mixed, by using swirl
devices within the mixing manifold.
Page 67 of 81
PREFILTER
FILTER BOX HIGH EFFICIENCY FILTER
CHARCOAL FILTER
SEE A
MIX
MAINFOLD
FILTER PACK
(A)
SEE (B)
SEE (A)
CHECK VALVE
SEE (B)
RECIRCULATION FAN
(B)
Fig. 3 RECIRCULATION SYSTEM
The major components shown in the illustrated in Fig. 3 are the:-
 Check valve.
 Filters pack assembly.
 Recirculation fan.
I must stress that Fig. 3 shows a typical system, and that it is the
principle of operation that we are concerned with. To help you
understand the system perhaps it is best if we look at these
components a little more closely.
Recirculation Fan
The fan is an axial-vane fan, and consists of an 11 bladed impeller

which shares a common shaft with the motor. It is encapsulated
within the recirculation air ducting, and draws used conditioned air
from the cabin. It is placed downstream of the check valve.
Page 68 of 81
Check Valve
The check valve ensures that any reverse flow of new conditioned air
will not escape from the recirculation air duct into the cabin area.
Filter Pack Assembly
The filter arrangement consists of a series of filters that are designed

to remove the debris, odors and contaminant gases that are in the
recirculation air before it is ducted back to the mixing chamber.
The operation of the recirculation system is controlled by a set of

selector switches on the flight deck. (See Fig. 4 on the next page).
Page 69 of 81
OVERHEAD DUCT
CABIN
RISER DUCT
MANIFOLD DUCT
FROM MIXING
CHAMBER
FAN
RIGHT PACK
TRIM AIR
L
PACK PACK FLOW
R CONTROL VALVE
PACK
Fig. 4 RECIRCULATION FAN OPERATING SYSTEM
The action of switching the recirculation fans to the run position also
pulses a signal to the pack flow control valve (See Fig. 1). This valve,
on receipt of the fan run signal, reduces the amount of air being
drawn from the engine compressor (charge air). Most of these
systems are automatic in operation, and if the recirculation fan were
to fail during its operation, the pack flow control valve would
automatically go to a full flow condition, and allow more air into the
aircraft to compensate for the loss of recirculated air.
Page 70 of 81
PASSENGER CABIN SUPPLIES
Consider Fig. 1, the air leaves the mixing manifold and flows to the
cabin along manifold ducts. It then flows from the manifold duct up
along the side of the cabin via riser ducts until it reaches the
overhead supply duct. This duct normally covers the whole length of
the cabin and the air is directed from this duct via small calibrated
holes into the cabin area. (See Fig. 5.)
OVERHEAD DUCT
RISER
DUCT CABIN
MAINFOLD
DUCT FROM
MIXING
CHAMBER
Fig. 5 CONDITIONED AIR DISTRIBUTIONS
Page 71 of 81
The ducts are designed to discharge the conditioned air to all parts of
the passenger cabin, as shown in Fig. 6.
Fig. 6 CABIN AIR CONDITIONING OUTLET DUCTS
PASSENGER SERVICE UNITS
In addition to general cabin conditioning systems, some aircraft have

Passenger Service Units (PSUs) which are located above the
individual seats within the cabin area.
Page 72 of 81
These passenger service units contain:-
 Individual reading lamps and switches.
 An additional cold air supply that can be controlled by a punkah

louver arrangement. (See Fig. 7).
 An emergency oxygen supply in case of cabin pressure loss at

altitude.
FLEXIBLE TUBE
COLD AIR DUCT
PASSENGER SERVICE UNIT
PUNKAH
LOURVE
Fig. 7 TYPICAL PASSENGER SUPPLY UNIT
The additional cold air is directed down ducts that run the length of
the cabin. The ducts are connected to the individual seats by a series
of flexible hoses. The amount of air required for cooling purposes is
controlled by the occupant of the seat who either opens or closes the
swivel punkah louver.
Page 73 of 81
1. List the components fitted to a conditioned air recirculation

system.
(a)
(b)
(c)
2. State the purpose of a recirculation air system.
3. How is the filtration of used conditioned air in a recirculation

system achieved?
4. List three items that are normally fitted to a passenger service

unit.
(a)
(b)
(c)
Page 74 of 81
1. (a) Recirculation fan.
(b) Recirculation fan check valve.
(c) Filter box assembly.
2. To re-use conditioned air already within the cabin area, by

filtering it before re-distribution into the cabin. This also allows
for a reduction in charge air supply from the engine and a
reduction in fuel consumption.
3. By sucking the air through a three pack filter arrangement and

removing the impurities, odour and contaminating gases from
the used conditioned air.
4. (a) Individual reading lamps and switches.
(b) Emergency oxygen supply.
(c) Punkah louver cold air duct.
Well done if you answered them correctly.
VENTILATION SYSTEMS
We have looked so far at using recycled conditioned air. Now we

must consider the need for areas of the aircraft to be ventilated.
These areas include:-
 Galley areas.
 Lavatories.
 Cargo areas, particularly when carrying live cargo (animals).
The ventilation system illustrated in Fig. 8 on the next page draws

smoke and odour contaminated air from the above areas and then
vents it overboard via overhead ducting.
Page 75 of 81
CONDITIONED
AIR IN
TO VENT
SYSTEM
GALLEY OVERHEAD
FILTER
LAVATORY
VENTILATION
VENTILATION
SYSTEM
DUCTING
VENTILATION FANS
CARGO FAN
Fig. 8 TYPICAL VENTILATION SYSTEM COMPONENTS
The ventilation system shown in Fig. 8 consists of ducting, filters and

two extractor fans, which remove the unwanted odours and smoke
from the lavatory and galley areas. To ensure that fresh air circulates
within the lavatory area, fresh conditioned air is ducted into the area
while at the same time the vent air is sucked out into the ventilation
ducts by the ventilation fans. The galleys also use this system. The
inclusion of filters in the system prevents unnecessary impurities
from affecting the ducts and fans. Because of the large area of the
cargo bay, the ventilation fans do not have enough power to ensure
that adequate ventilation is achieved, so cargo bays are fitted with
their own fan system and the ventilation air is directed into the
common ventilation ducting prior to it being vented overboard.
Page 76 of 81
Finally, let's look at methods of detecting duct leakage and the

means of bringing this condition to the flight deck crew's attention.
DUCT LEAK DETECTION
Any hot air ducting that includes joints is liable to leak under
abnormal conditions. The duct may split due to installation errors,
the pipe joint may not be torque loaded correctly, or the ducts may
be subjected to overpressure conditions beyond their design limits. A
typical duct protection system is shown in Fig. 9.
RIGHT WING
SENSORS APU DUCT
SENSORS
LEFT WING
SENSORS
RIGHT PACK
SENSORS
LEFT PACK
SENSORS
Fig. 9 OVERHEAT DETECTOR SENSOR LOCATION
Page 77 of 81
In the installation shown in Fig. 9 there are a number of sensors

divided into three zones, these zones are:-
 APU ducting.
 Left wing and left conditioning pack bay.
 Right wing and right conditioning pack bay.
The sensors are designed to detect an overheat or hot air leak from
the air conditioning hot air ducts that lead to the pack bays. This hot
air or charge air may be at a temperature of up to 3600C, so these
sensors will not be required once the hot air has gone through the air
cycle machine (cold air unit) in the pack bay.
ALARM BELL l)))

AMBER LIGHT – FLIGHT DECK
RIGHT DUCT
LEFT DUCT OVERHEAT
OVERHEAT
APU OVERHEAT
INSULATION
NICKLE WIRE
INCONEL TUBE
Fig. 10 TYPICAL OVERHEAT SENSOR
Page 78 of 81
Ref: AS-05-02 AIRFRAME (Study Plan-09)
The sensing element, Fig. 10, provides overheat and duct leakage
protection along the whole length of the hot air ducting. It is
attached to the structure adjacent to the ducting by quick release
clips.
The sensing element is a thermistor type sensing element, that is, as

the temperature around the wire increases, the resistance decreases.
In Fig. 10 we can see that the nickel inner wire is surrounded by an
insulation material contained within an inconel tube. -As the
temperature increases, the insulation material's resistance is reduced
until an electrical circuit is made between the nickel inner wire and
the inconel tube. When the circuit is made the necessary alarm
information is passed to the flight deck in the form of bells and
warning lights. On receipt of a duct overheat warning the crew will
take the necessary action by either reducing power on the engines,
or by isolating the leaking duct from the hot air source, i.e., closing
the engine bleed valve to 'OFF'.
MOUNTING CLIP SENSING ELEMENT

FLANGE FIXING
RUBBER BUSHING ELECTRICAL

CONNECTION
TYPICAL MOUNTING CLIP
ELECTRICAL
CONNECTION
TYPICAL CLIP
Fig. 11 SENSOR CLIP INSTALLATION
Fig. 11 shows typical sensor clip configurations. The following

precautions must be observed when fitting sensors:-
 No twisting, pulling or clamping under tension.
 Ensure that the bends radii are not less than 6 inches. They
must clear the aircraft structure by ½ inch except at the clips.
79 of 81
SELF ASSESSEMENT
1. Name three locations on the aircraft that require extra

ventilation.
(a)
(b)
(c)
2. Describe how a typical duct leak detection system sensor

operation.
3. What parts of a typical air conditioning system are protected by

the duct leakage protection system?
80 of 81
These are the correct answers:-
1. (a) Lavatories.
(b) Galley areas.
(c) Cargo bays (where livestock is being transported).
2. The sensor wire is located in a tube surrounded by an

insulation material. As the temperature rises, the insulation
resistance 'breaks down' and a circuit is made between the
sensor wire and tube casing. This initiates a fire warning bell
and associated lights.
3. Only on the hot air pipes from the engines and APU to the pack
bays.
SUMMARY
In this booklet we have discussed the reasons for and the general
layout of:-
 Recirculation systems.
 Ventilation systems.
 Cabin supply and passenger service units.
Obviously, there are variations in these systems from one aircraft -to
another. The location and type of components may differ, or be
called by other names; put the basic system and concept will be
incorporated into most passenger aircraft. Do check with the aircraft
that you work on to see if these systems and components are fitted.
Consult - the Maintenance Manual, Chapter 21, if you are in any
doubt about the systems covered in this booklet.
RECOMMENDED READING
Civil Aircraft Inspection Procedures (CAIPs) Leaflet AL/3-24.
Aircraft Maintenance Manual, Chapter: 21, (ATA 100).
81 of 81

ATA 21. Air Conditioning As-05-02 (PLAN-09)

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ATITA AIRFRAME STUDY PLAN: 09

MODULE AS-05-02 REVISION: 00

Typical Vapour Cycle Cooling System 2

Vapour Cycle Cooling Pack Components 8

Self Assessment Review 14

On completion of this booklet you will be able to:-

 State the principles of refrigeration.

 Describe a basic vapour cycle cooling system.

 Explain the function and operation of the components within

 State any safety features to be observed while working with

This booklet should take you about one hour to complete.

A refrigerant is a substance that absorbs heat through expansion or

Furthermore, pressure affects the state of a liquid substance. A

TYPICAL VAPOUR CYCLE COOLING SYSTEM

HOT COOLANT FROM

SUPER HEATED GAS

WAY DRY GAS

Fig. 1 TYPICAL VCC SYSTEM

The temperature is controlled by circulating a coolant, normally a

The design of the thermostatic expansion valve is such, that as the

The removal of heat from the water/glycol coolant is largely

The flow of refrigerant is controlled by the thermostatic expansion

TO COMPRESSOR FROM EVAPORATOR

FROM LIQUID RECEIVER

Fig. 2 THERMOSTATIC EXPANSION VALVE

A sensing bulb is located on the outlet of the evaporator. The bulb

Any variations in the super heated gas temperatures, leaving the

1. What is meant by a 'refrigerant'?

2. List the main components of a vapour cycle cooling package.

3. State the common name for the thermostatic expansion valve?

4. What is the purpose of the thermostatic expansion valve?

5. What is meant by a super heated gas?

The correct answers are:-

1. A refrigerant is a substance that absorbs heat through

(b) Liquid receiver.

(c) Thermostatic expansion valve.

(e) Sensing bulb.

4. Controls the amount of refrigerant flowing to the evaporator.

5. It is the vaporized liquid refrigerant leaving the evaporator,

Well done if you got them correct.

Let's look at some typical vapour cycle cooling components.

VAPOUR CYCLE COOLING PACK COMPONENTS

Fig. 3 shows a typical vapour cycle cooling pack.

Fig. 3 TYPICAL VAPOUR CYCLE COOLING PACK

Up to this point we have considered the vapour cycle cooling system

However, in practice all the components are grouped together to

In addition to those components already discussed there are a

The liquid receiver serves as a reservoir for the liquid refrigerant.

Fig. 4 LIQUID RECEIVER

As can be seen from Fig. 4 it normally consists of an aluminum shell,

Fig. 5 FILTER DRIER

The element consists of a twin gauze cylinder that is packed with

Vapour Oil Separator

Because of the need to lubricate the compressor and other moving

INLET OIL/VAPOUR MIXTURE

Fig. 6 VAPOUR OIL SEPJ\RATOR

Some of the characteristics of the Arcton refrigerant are that:-

 It is clear and colorless.

 Its vapour is four times heavier than air.

 It has a faint odour similar to carbon tetrachloride.

 It is non-corrosive and non-flammable if free from moisture.

 No smoking or naked flame near Arcton/Freon, naked lights

 Goggles and gloves to be worn when handling Arcton/Freon.