Sie sind auf Seite 1von 284

TOC

MAIN

LIST OF EFFECTIVE PAGES

Chapter Chapter
Section Section
Subject Page Date Subject Page Date

21-List of Effective 21-10-00 (cont’d) 2 Jan 31/2003


Pages *1 Jul 31/2004
*2 Jul 31/2004 21-10-01 1 Jan 31/2003
*3 Jul 31/2004 2 Jan 31/2003
*4 Jul 31/2004 3 Jan 31/2003
*5 Jul 31/2004 4 Jan 31/2003
*6 Jul 31/2004 5 Jan 31/2003
6 Jan 31/2003
21-Record of 401 Jan 31/2003
Temporary 402 Jan 31/2003
Revisions 1 Jan 31/2003 403 Jan 31/2003
2 Jan 31/2003 404 Jan 31/2003
* 501 Jul 31/2004
21-Table of * 502 Jul 31/2004
Contents *1 Jul 31/2004 * 503 Jul 31/2004
*2 Jul 31/2004 * 504 Jul 31/2004
*3 Jul 31/2004 * 505 Jul 31/2004
*4 Jul 31/2004 * 506 Jul 31/2004
*5 Jul 31/2004 * 507 Jul 31/2004
*6 Jul 31/2004 * 508 Jul 31/2004
*7 Jul 31/2004
*8 Jul 31/2004 21-10-02 401 Jan 31/2003
*9 Jul 31/2004 402 Jan 31/2003
* 10 Jul 31/2004
* 11 Jul 31/2004 21-10-03 401 Jan 31/2003
* 12 Jul 31/2004 402 Jan 31/2003
* 13 Jul 31/2004
* 14 Jul 31/2004 21-20-00 1 Jan 31/2003
2 Jan 31/2003
21-00-00 1 Jan 31/2003 3/4 Jan 31/2003
2 Jan 31/2003 5/6 Jan 31/2003
3/4 Jan 31/2003 7 Jan 31/2003
5/6 Jan 31/2003 8 Jan 31/2003
7 Jan 31/2003 9 Jan 31/2003
8 Jan 31/2003 10 Jan 31/2003
9 Jan 31/2003 11/12 Jan 31/2003
10 Jan 31/2003 13/14 Jan 31/2003
15 Jan 31/2003
21-10-00 1 Jan 31/2003 16 Jan 31/2003

* Asterisk indicates pages added or revised by the current revision.


EFFECTIVITY: ALL
Page 1
21-EFF Jul 31/2004
TOC
MAIN

LIST OF EFFECTIVE PAGES

Chapter Chapter
Section Section
Subject Page Date Subject Page Date

21-20-00 (cont’d) 17/18 Jan 31/2003 21-20-06 1 Jan 31/2003


401 Jan 31/2003 2 Jan 31/2003
402 Jan 31/2003 401 Jan 31/2003
501 Jan 31/2003 402 Jan 31/2003
502 Jan 31/2003
503 Jan 31/2003 21-20-07 1 Jan 31/2003
504 Jan 31/2003 2 Jan 31/2003
601 Jan 31/2003 401 Jan 31/2003
602 Jan 31/2003 402 Jan 31/2003

21-20-01 401 Jan 31/2003 21-20-08 1 Jan 31/2003


402 Jan 31/2003 2 Jan 31/2003
401 Jan 31/2003
21-20-02 1 Jan 31/2003 402 Jan 31/2003
2 Jan 31/2003
3 Jan 31/2003 21-30-00 1 Jan 31/2003
4 Jan 31/2003 2 Jan 31/2003
401 Jan 31/2003 3/4 Jan 31/2003
402 Jan 31/2003 5/6 Jan 31/2003
601 Jan 31/2003 501 Jan 31/2003
602 Jan 31/2003 502 Jan 31/2003
601 Jan 31/2003
21-20-03 1 Jan 31/2003 602 Jan 31/2003
2 Jan 31/2003 603 Jan 31/2003
401 Jan 31/2003 604 Jan 31/2003
402 Jan 31/2003
403 Jan 31/2003 21-30-01 1 Jan 31/2003
404 Jan 31/2003 2 Jan 31/2003
3 Jan 31/2003
21-20-04 1 Jan 31/2003 4 Jan 31/2003
2 Jan 31/2003 401 Jan 31/2003
401 Jan 31/2003 402 Jan 31/2003
402 Jan 31/2003 701 Jan 31/2003
702 Jan 31/2003
21-20-05 1 Jan 31/2003
2 Jan 31/2003 21-30-02 1 Jan 31/2003
401 Jan 31/2003 2 Jan 31/2003
402 Jan 31/2003 401 Jan 31/2003
402 Jan 31/2003

*Indicates pages added or revised by the current revision.


EFFECTIVITY: ALL
Page 2
21-EFF Jul 31/2004
TOC
MAIN

LIST OF EFFECTIVE PAGES

Chapter Chapter
Section Section
Subject Page Date Subject Page Date

21-30-03 1 Jan 31/2003 21-30-10 1 Jan 31/2003


2 Jan 31/2003 2 Jan 31/2003
401 Jan 31/2003 401 Jan 31/2003
402 Jan 31/2003 402 Jan 31/2003
701 Jan 31/2003
702 Jan 31/2003 21-30-11 1 Jan 31/2003
2 Jan 31/2003
21-30-04 1 Jan 31/2003 401 Jan 31/2003
2 Jan 31/2003 402 Jan 31/2003
401 Jan 31/2003
402 Jan 31/2003 21-30-12 1 Jan 31/2003
701 Jan 31/2003 2 Jan 31/2003
702 Jan 31/2003
21-30-13 1 Jan 31/2003
21-30-05 1 Jan 31/2003 2 Jan 31/2003
2 Jan 31/2003
401 Jan 31/2003 21-30-14 1 Jan 31/2003
402 Jan 31/2003 2 Jan 31/2003

21-30-06 1 Jan 31/2003 21-30-15 1 Jan 31/2003


2 Jan 31/2003 2 Jan 31/2003
401 Jan 31/2003
402 Jan 31/2003 21-40-00 1 Jan 31/2003
2 Jan 31/2003
21-30-07 1 Jan 31/2003 3 Jan 31/2003
2 Jan 31/2003 4 Jan 31/2003
401 Jan 31/2003 5 Jan 31/2003
402 Jan 31/2003 6 Jan 31/2003
501 Jan 31/2003
21-30-08 1 Jan 31/2003 502 Jan 31/2003
2 Jan 31/2003
401 Jan 31/2003 21-50-00 1 Jan 31/2003
402 Jan 31/2003 2 Jan 31/2003

21-30-09 1 Jan 31/2003 21-50-01 1 Jan 31/2003


2 Jan 31/2003 2 Jan 31/2003
401 Jan 31/2003 3 Jan 31/2003
402 Jan 31/2003 4 Jan 31/2003
5 Jan 31/2003

* Asterisk indicates pages added or revised by the current revision.


EFFECTIVITY: ALL
Page 3
21-EFF Jul 31/2004
TOC
MAIN

LIST OF EFFECTIVE PAGES

Chapter Chapter
Section Section
Subject Page Date Subject Page Date

21-50-01 (cont’d) 6 Jan 31/2003 21-60-03 (cont’d) 401 Jan 31/2003


301 Jan 31/2003 402 Jan 31/2003
302 Jan 31/2003 601 Jan 31/2003
401 Jan 31/2003 602 Jan 31/2003
402 Jan 31/2003
403/404 Jan 31/2003 21-60-04 1 Jan 31/2003
405 Jan 31/2003 2 Jan 31/2003
406 Jan 31/2003 401 Jan 31/2003
407 Jan 31/2003 402 Jan 31/2003
408 Jan 31/2003
409 Jan 31/2003 21-60-05 1 Jan 31/2003
410 Jan 31/2003 2 Jan 31/2003
501 Jan 31/2003 401 Jan 31/2003
502 Jan 31/2003 402 Jan 31/2003
601 Jan 31/2003
602 Jan 31/2003 21-60-06 1 Jan 31/2003
2 Jan 31/2003
21-50-02 401 Jan 31/2003 401 Jan 31/2003
402 Jan 31/2003 402 Jan 31/2003
501 Jan 31/2003
502 Jan 31/2003 21-60-07 1 Jan 31/2003
2 Jan 31/2003
21-60-00 1 Jan 31/2003 401 Jan 31/2003
2 Jan 31/2003 402 Jan 31/2003
3 Jan 31/2003
4 Jan 31/2003 21-60-08 1 Jan 31/2003
501 Jan 31/2003 2 Jan 31/2003
502 Jan 31/2003
503 Jan 31/2003 21-60-09 1 Jan 31/2003
504 Jan 31/2003 2 Jan 31/2003
401 Jan 31/2003
21-60-01 1 Jan 31/2003 402 Jan 31/2003
2 Jan 31/2003
21-60-10 1 Jan 31/2003
21-60-02 1 Jan 31/2003 2 Jan 31/2003
2 Jan 31/2003 401 Jan 31/2003
402 Jan 31/2003
21-60-03 1 Jan 31/2003 601 Jan 31/2003
2 Jan 31/2003 602 Jan 31/2003

*Indicates pages added or revised by the current revision.


EFFECTIVITY: ALL
Page 4
21-EFF Jul 31/2004
TOC
MAIN

LIST OF EFFECTIVE PAGES

Chapter Chapter
Section Section
Subject Page Date Subject Page Date

21-60-11 401 Jan 31/2003


402 Jan 31/2003

21-60-12 1 Jan 31/2003


2 Jan 31/2003
401 Jan 31/2003
402 Jan 31/2003

21-60-13 401 Jan 31/2003


402 Jan 31/2003

21-70-00 1 Jan 31/2003


2 Jan 31/2003

21-70-01 1 Jan 31/2003


2 Jan 31/2003
401 Jan 31/2003
402 Jan 31/2003
403 Jan 31/2003
404 Jan 31/2003
601 Jan 31/2003
602 Jan 31/2003
701 Jan 31/2003
702 Jan 31/2003
801 Jan 31/2003
802 Jan 31/2003

* Asterisk indicates pages added or revised by the current revision.


EFFECTIVITY: ALL
Page 5
21-EFF Jul 31/2004
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 6
21-EFF Jan 31/2003
TOC
MAIN

RECORD OF TEMPORARY REVISIONS

Temporary Page Issue Inserted Date Removed


Revision No. Number Date By Removed By

21-1 404 (21-60-00) Dec 26/91 AJC Jul 1/99 Rev. 25

4 (CONTENTS)
21-2 Nov 9/94 AJC Jul 1/99 Rev. 25
406 & 601-603 (21-50-00)
4 (CONTENTS)
21-3 Jan 29/97 AJC Jul 1/99 Rev. 25
501-502 (21-50-05)

EFFECTIVITY: ALL
Page 1
21-T-R REC Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-T-R REC Jan 31/2003
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

GENERAL 21-00-00

Description / Operation
General 1 ALL
Air Conditioning 1 ALL
Pressurization 2 ALL
Indicating 8 ALL

COMPRESSION 21-10-00

Description / Operation
General 1 ALL
Cabin Air Selector Switch 1 ALL
Engine Air Supply 1 ALL
Pressure Relief Valve 2 ALL

BLEED SWITCHING VALVE 21-10-01

Description / Operation
General 1 ALL

Removal / Installation
Removal of Bleed Switching Valve 401 ALL
Installation of Bleed Switching Valve 401 ALL

Adjustment / Test
Bleed Switching Valve Operational Test 501 ALL
Bleed Switching Valve Integrity Check
- Ground Operation 502 ALL
Bleed Air System Integrity Check -
- In Flight Operation 507 ALL

PRESSURE RELIEF VALVE 21-10-02

Removal / Installation
Removal of Pressure Relief Valve 401 ALL
Installation of Pressure Relief Valve 401 ALL

HP BLOWOUT DISK 21-10-03

Removal / Installation
Installation of HP Blowout Disk 401 ALL

EFFECTIVITY: ALL
Page 1
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

DISTRIBUTION 21-20-00

Description / Operation
General 1 ALL
High Pressure Ducts 1 ALL
Low Pressure Ducts 1 ALL
Bleed Air Leak Detection 1 ALL
Mixed Air Duct 2 ALL
Bypass Duct 2 ALL
Ram Air Supply 2 ALL
Ground Air Supply 2 ALL
Emergency Air Supply 15 ALL

Removal / Installation
Connection of External Air Source 401 ALL
Removal of External Air Source 401 ALL

Adjustment / Test
Electrical Components Functional Test 501 ALL

Inspection / Check
Airflow Check with Engine Operating 601 ALL

DUCTING 21-20-01

Removal / Installation
General 401 ALL

CABIN AIR AND COLD AIR CHECK VALVES 21-20-02

Description / Operation
Cabin Air Check Valves 1 ALL
Cold Air Check Valves 1 ALL

Removal / Installation
Removal of Cabin Air Check Valves 401 ALL
Installation of Cabin Air Check Valves 401 ALL
Removal of Cold Air Check Valve 401 ALL
Installation of Cold Air Check Valve 402 ALL

Inspection / Check
Cabin Air Check Valves Leakage Check 601 ALL

EFFECTIVITY: ALL
Page 2
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

FLOOD DUCT VALVE 21-20-03

Description / Operation
General 1 ALL

Removal / Installation
Removal of Flood Duct Valve 401 ALL
Installation of Flood Duct Valve 401 ALL

PILOTS CONDITIONED AIR VALVE 21-20-04

Description / Operation
General 1 ALL

Removal / Installation
Removal of Pilots Conditioned Air Valve 401 ALL
Installation of Pilots Conditioned Air Valve 401 ALL

MANUAL DEFOG VALVE 21-20-05

Description / Operation
General 1 ALL

Removal / Installation
Removal of Manual Defog Valve 401 ALL
Installation of Manual Defog Valve 401 ALL

RAM AIR SHUT-OFF VALVE 21-20-06

Description / Operation
General 1 ALL

Removal / Installation
Removal of Ram Air Shut-off Valve 401 ALL
Installation of Ram Air Shut-off Valve 401 ALL

EFFECTIVITY: ALL
Page 3
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

GROUND BYPASS VALVE 21-20-07

Description / Operation
General 1 ALL

Removal / Installation
Removal of Ground Bypass Valve 401 ALL
Installation of Ground Bypass Valve 401 ALL

EMERGENCY AIR SHUT-OFF VALVE 21-20-08

Description / Operation
General 1 ALL

Removal / Installation
Removal of Emergency Air Shut-off Valve 401 ALL
Installation of Emergency Air Shut-off Valve 401 ALL

PRESSURIZATION CONTROL 21-30-00

Description / Operation
General 1 ALL

Adjustment / Test
Pneumatic Component Replacement -
Functional Test 501 ALL

Inspection / Check
Cabin Leakage Check Using External Air Source 601 ALL
Cabin Leakage Check Using an Engine 601 ALL
Pressurization and Depressurization Rate Check 602 ALL

EFFECTIVITY: ALL
Page 4
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

CABIN AIR PRESSURE CONTROLLER 21-30-01

Description / Operation
General 1 ALL
Description 1 ALL
Operation 3 ALL

Removal / Installation
Removal of Cabin Air Pressure Controller 401 ALL
Installation of Cabin Air Pressure Controller 401 ALL

Cleaning / Painting
Cleaning of Air Filter 701 ALL

MANUAL DUMP VALVE 21-30-02

Description / Operation
General 1 ALL

Removal / Installation
Removal of Manual Dump Valve 401 ALL
Installation of Manual Dump Valve 401 ALL

OUTFLOW VALVE 21-30-03

Description / Operation
General 1 ALL

Removal / Installation
Removal of Outflow Valve 401 ALL
Installation of Outflow Valve 401 ALL

Cleaning / Painting
Cleaning of Poppet Valve and Seat 701 ALL

EFFECTIVITY: ALL
Page 5
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

SAFETY VALVE 21-30-04

Description / Operation
General 1 ALL

Removal / Installation
Removal of Safety Valve 401 ALL
Installation of Safety Valve 401 ALL

Cleaning / Painting
Cleaning of Poppet Valve and Seat 701 ALL

AIR FILTER 21-30-05

Description / Operation
General 1 ALL

Removal / Installation
Removal of Air Filter Element Cartridge 401 ALL
Installation of Air Filter Element Cartridge 401 ALL

ISOBARIC SHUT-OFF VALVE 21-30-06

Description / Operation
General 1 ALL

Removal / Installation
Removal of Isobaric Shut-off Valve 401 ALL
Installation of Isobaric Shut-off Valve 401 ALL

ABSOLUTE AIR PRESSURE REGULATOR 21-30-07

Description / Operation
General 1 ALL

Removal / Installation
Removal of Absolute Air Pressure Regulator 401 ALL
Installation of Absolute Air Pressure Regulator 401 ALL

EFFECTIVITY: ALL
Page 6
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

PNEUMATIC RELAY 21-30-08

Description / Operation
General 1 ALL

Removal / Installation
Removal of Pneumatic Relay 401 ALL
Installation of Pneumatic Relay 401 ALL

PRESSURE DUMP SOLENOID VALVE 21-30-09

Description / Operation
General 1 ALL

Removal / Installation
Removal of Pressure Dump Solenoid Valve 401 ALL
Installation of Pressure Dump Solenoid Valve 401 ALL

CABIN RATE-OF-CLIMB INDICATOR 21-30-10

Description / Operation
General 1 ALL

Removal / Installation
Removal of Cabin Rate-of-Climb Indicator 401 ALL
Installation of Cabin Rate-of-Climb Indicator 401 ALL

CABIN ALTITUDE AND DIFFERENTIAL - 21-30-11


PRESSURE INDICATOR

Description / Operation
General 1 ALL

Removal / Installation
Removal of Cabin Altitude and Differential -
Pressure Indicator 401 ALL
Installation of Cabin Altitude and Differential -
Pressure Indicator 401 ALL

AIR FLOW VENTURI 21-30-12

Description / Operation
General 1 ALL

EFFECTIVITY: ALL
Page 7
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

JET PUMP 21-30-13

Description / Operation
General 1 ALL

GROUND PRESSURIZATION CONTROL SWITCH 21-30-14

Description / Operation
General 1 ALL

VOLUME TANK 21-30-15

Description / Operation
General 1 ALL

HEATING 21-40-00

Description / Operation
General 1 ALL
Main Baggage Compartment Heating 1 ALL
Aft Baggage Compartment Heating 1 ALL

Adjustment / Test
Baggage Compartment Heating Blankets -
Operational Test 501 ALL

COOLING 21-50-00

Description / Operation
General 1 ALL

EFFECTIVITY: ALL
Page 8
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

REFRIGERATION UNIT 21-50-01

Description / Operation
General 1 ALL
Cooling Turbine 1 ALL
Heat Exchanger 1 ALL
Turbine Bypass Valve (35°F Temperature -
Control Valve) 1 ALL
Fluid Pressure Regulator 1 ALL
Operation 5 ALL

Servicing
Refrigeration Unit Lubrication 301 ALL

Removal / Installation
Removal of Refrigeration Unit 401 ALL
Installation of Refrigeration Unit 401 ALL
Removal of Cooling Turbine 405 ALL
Installation of Cooling Turbine 406 ALL
Removal of Refrigeration Unit Heat Exchanger 407 ALL
Installation of Refrigeration Unit Heat Exchanger 407 ALL
Removal of Turbine Bypass Valve -
(35°F Temperature Control Valve) 407 ALL
Installation of Turbine Bypass Valve -
(35°F Temperature Control Valve) 408 ALL
Removal of Fluid Pressure Regulator 408 ALL
Installation of Fluid Pressure Regulator 408 ALL
Removal of Aspirator 408 ALL
Installation of Aspirator 410 ALL

Adjustment / Test
Fluid Pressure Regulator Operational Test 501 ALL

Inspection / Check
Heat Exchanger Inspection and Cleaning 601 ALL
Post Cooling Turbine Failure Inspection 602 ALL

EFFECTIVITY: ALL
Page 9
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

35°F TEMPERATURE CONTROL SENSOR 21-50-02

Removal / Installation
Removal of 35°F Temperature Control Sensor 401 ALL
Installation of 35°F Temperature Control Sensor 401 ALL

Adjustment / Test
35°F Temperature Control Sensor Functional -
Test 501 ALL

TEMPERATURE CONTROL 21-60-00

Description / Operation
General 1 ALL

Adjustment / Test
Cabin Temperature Control Resistance Test 501 ALL

CABIN TEMPERATURE CONTROL PANEL 21-60-01

Description / Operation
General 1 ALL

PASSENGER CABIN TEMPERATURE - 21-60-02


CONTROL PANEL

Description / Operation
General 1 ALL

CABIN TEMPERATURE CONTROL UNIT 21-60-03

Description / Operation
General 1 ALL

Removal / Installation
Removal of Cabin Temperature Control Unit 401 ALL
Installation of Cabin Temperature Control Unit 401 ALL

Inspection / Check
Cabin Temperature Control Unit Check 601 ALL

EFFECTIVITY: ALL
Page 10
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

CABIN TEMPERATURE SENSOR AND FAN 21-60-04

Description / Operation
General 1 ALL

Removal / Installation
Removal of Cabin Temperature Sensor 401 ALL
Installation of Cabin Temperature Sensor 401 ALL
Removal of Sensor Fan 401 ALL
Installation of Sensor Fan 402 ALL

CABIN TEMPERATURE ANTICIPATOR SENSOR 21-60-05

Description / Operation
General 1 ALL

Removal / Installation
Removal of Cabin Temperature Anticipator -
Sensor 401 ALL
Installation of Cabin Temperature Anticipator -
Sensor 401 ALL

SKIN TEMPERATURE SENSOR 21-60-06

Description / Operation
General 1 ALL

Removal / Installation
Installation of New Skin Temperature Sensor 401 ALL
Installation of Salvaged Skin Temperature
Sensor 401 ALL

HIGH TEMPERATURE LIMIT SWITCH 21-60-07

Description / Operation
General 1 ALL

Removal / Installation
Removal of High Temperature Limit Switch 401 ALL
Installation of High Temperature Limit Switch 401 ALL

EFFECTIVITY: ALL
Page 11
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

HIGH TEMPERATURE LIMIT RELAYS 21-60-08

Description / Operation
General 1 ALL

OVER-TEMPERATURE SWITCH 21-60-09

Description / Operation
General 1 ALL

Removal / Installation
Removal of Over-Temperature Switch 401 ALL
Installation of Over-Temperature Switch 401 ALL

OVER-PRESSURE SWITCH 21-60-10

Description / Operation
General 1 ALL

Removal / Installation
Removal of Over-Pressure Switch 401 ALL
Installation of Over-Pressure Switch 401 ALL

Inspection / Check
Over-Pressure Switch Check 601 ALL

REFRIGERATION BYPASS VALVE (HOT AIR) 21-60-11

Removal / Installation
Removal of Refrigeration Bypass Valve -
(Hot Air) 401 ALL
Installation of Refrigeration Bypass Valve -
(Hot Air) 401 ALL

CABIN TEMPERATURE INDICATOR 21-60-12

Description / Operation
General 1 ALL

Removal / Installation
Removal of Cabin Temperature Indicator 401 ALL
Installation of Cabin Temperature Indicator 401 ALL

EFFECTIVITY: ALL
Page 12
21-CONTENTS Jul 31/2004
TOC
MAIN

TABLE OF CONTENTS

Chapter
Section
Subject Subject Page Effectivity

CABIN TEMPERATURE INDICATOR SENSOR - 21-60-13


BULB

Removal / Installation
Removal of Cabin Temperature Indicator -
Sensor Bulb 401 ALL
Installation of Cabin Temperature Indicator -
Sensor Bulb 401 ALL

MOISTURE / AIR CONTAMINATION CONTROL 21-70-00

Description / Operation
General 1 ALL

WATER SEPARATOR 21-70-01

Description / Operation
General 1 ALL

Removal / Installation
Removal of Water Separator 401 ALL
Disassembly of Water Separator 401 ALL
Assembly of Water Separator 401 ALL
Installation of Water Separator 403 ALL

Inspection / Check
Inspection of Water Separator 601 ALL

Cleaning / Painting
Cleaning of Water Separator 701 ALL

Repairs
Repair or Replacement of Water Separator 801 ALL
Testing of Water Separator After Repairs 801 ALL

EFFECTIVITY: ALL
Page 13
21-CONTENTS Jul 31/2004
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 14
21-CONTENTS Jul 31/2004
TOC
MAIN

GENERAL - DESCRIPTION / OPERATION

1. General (Figure 1)

The Environmental Control System (ECS) consists of the air conditioning and pressurization
systems. The system utilizes hot, compressed bleed air extracted from high and/or low pressure
engine compressor discharge. Provisions are made for ambient air ventilation during flight.

The air conditioning system can be operated on the ground or in-flight. Cabin temperature may
be preset for automatic control, or may be manually controlled as required. Conditioned air is
distributed into cabin and flight compartment through a network of ducts designed to provide
maximum comfort to aircraft occupants. Air is also supplied, upon selection, to warm pilot's feet,
and for windshield defogging. Provisions are made to bypass distribution network and flood the
cabin with conditioned air for rapid warm-up.

The pressurization system controls the air outlet from the cabin, thus controlling the pressure
within the pressurized area of the aircraft, as a function of flight altitude. During normal
automatic operation of the pressurization system, the differential pressure between cabin and
outside air will not exceed 8.8 psi. This will provide a cabin altitude of less than 8,000 ft. when
aircraft is flying at 45,000 ft. Relief valves are provided to prevent differential pressure from
exceeding 9.0 psi. In case of automatic control system failure, cabin pressure may be manually
controlled using a safety back-up system. Cabin pressure is dumped during ground operation.

2. Air Conditioning (Figures 2 and 3)

High temperature compressed air from the high and/or low stage bleed ports of each engine is
passed through bleed orifices into bleed switching/shutoff valves. The switching valves
automatically select high and/or low pressure bleed according to air pressure and temperature.
They also prevent air flow to an inoperative engine. Beyond the valves, engine bleed air passes
flow control venturis and enters a common duct. Connected to the common duct is an air supply
line from the right engine high pressure bleed port which bypasses the right bleed switching
valve. Air flow in this line is controlled by a ground bypass valve which is opened for ground
operation only. The common duct is protected against overpressure by a relief valve. From the
common duct, the air has two possible paths: through the refrigeration unit and water separator
to the cabin, or directly into the cabin as hot air.

The position of the hot air valve determines the ratio of air flow through these separate paths.
With the hot air valve fully open, minimum resistance will exist in the hot air path and the cooling
turbine will unload. This represents a full hot signal. If hot air valve is closed, the air is forced
though the refrigeration unit and is effectively cooled. Intermediate position of the hot air valve
mixes hot and cold air. Thus, temperature control is achieved by positioning the hot air valve.

Cooling, in the refrigeration unit, is achieved by passing the air through a pre-cooler section of
an air to air heat exchanger, then through a flow control valve into a compressor which
increases air pressure and temperature. This air is passed further to an after cooler section of
the heat exchanger where bleed air is cooled by ram air and water spray from the water

EFFECTIVITY: ALL
Page 1
21-00-00 Jan 31/2003
TOC
MAIN

separator. The cooled bleed air is then expanded through a turbine which extracts energy to
drive the compressor and a fan. The fan increases ram air flow through the heat exchanger
during ground operation.

Ram air is admitted through ducts from fuselage mounted flush scoops. After the ram air passes
over the heat exchanger, it is exhausted overboard through an opening in the lower aft fuselage.
Ram air can be used for cabin ventilation by opening the ram air valve when no other air source
is available or desired, and admitting the ram air into the cold air ducts. In case of emergency,
air from the right engine low pressure bleed port is routed through the emergency air valve to
prevent loss of cabin pressure. Hot, cold and emergency air ducts enter the cabin through check
valves and merge into the mixing plenum. A network of ducts distribute the air throughout the
aircraft for comfort.

3. Pressurization

The pressurization system may be considered independent of the air conditioning system - the
only thing in common being airflow. The system components are (Refer to Figure 1): the
controller, pneumatic relay, outflow valve, safety valve, isobaric shutoff valve, venturi, jet pump,
two absolute pressure regulators, two solenoid valves, a manual dump valve, a ground
pressurization switch, and two filters. Desired cabin altitude is selected by turning the cabin
altitude knob on the controller until the pointer indicates the desired cabin altitude on the dial.
The maximum aircraft altitude at which the selected cabin altitude will be maintained is shown in
the window on the dial face. The rate at which the cabin altitude will change to that selected is
determined by adjustment of the RATE knob on the controller. Rate control is available from
50 to 2,000 ft./min. with 500 ft./min. as the midpoint of rate knob travel. The controller combines
cabin pressure with venturi pressure to form a reference pressure, which is sensed by the
pneumatic relay.

The pneumatic relay amplifies and transmits this pressure as a control signal to the outflow
valve, which reacts to meter the flow of cabin air to atmosphere. The results is a controlled rate
of change in the cabin altitude or controlled cabin pressure at the selected cruising altitude,
depending upon the mode of flight. The system is designed to maintain a maximum cabin
altitude of 8,000 ft. Should the flight be programmed for this condition, upon reaching maximum
differential, the outflow valve will open and modulate to maintain this constant differential
pressure. Under this condition, the outflow valve responds to signals from the differential
pressure relief valve. Operations within the limits of the controller are referred to as flying on
ISOBARIC. If the limits of the controller are exceeded the mode of operation becomes
DIFFERENTIAL and the cabin altitude follows the aircraft altitude. In reality, there are two
pressurization control systems - the normal system described above, and the safety system. If
the automatic cabin pressure control system should become inoperative, manual control is
provided through a needle valve, which in turn controls the safety valve. This provides
differential pressure operation. The safety valve is identical to the outflow valve, and in normal
operation serves as a backup for the isobaric control. It also provides a means of dumping cabin
pressurization for smoke evacuation. Two additional safety features are provided. In the event
of a primary cabin pressure system failure, two absolute pressure regulators will open when the
cabin altitude reaches 13,000 feet ±1,500 feet. This will override any control and cause both the
outflow and safety valve to seat, attempting to limit further climbing of the cabin.

EFFECTIVITY: ALL
Page 2
21-00-00 Jan 31/2003
TOC
MAIN

Air Conditioning and Pressurization Equipment Locator


Figure 1

EFFECTIVITY: ALL
Page 3/4
21-00-00 Jan 31/2003
TOC
MAIN

Environmental Control System Schematic


Figure 2

EFFECTIVITY: ALL
Page 5/6
21-00-00 Jan 31/2003
TOC
MAIN

Air Conditioning and Pressurization Controls


Figure 3
Two solenoid

EFFECTIVITY: ALL
Page 7
21-00-00 Jan 31/2003
TOC
MAIN

Two solenoid air valves, controlled by a ground contact switch, cause the outflow and safety
valves to open and dump any residual cabin pressure on landing. A cabin altitude pressure
switch installed on fuselage frame Station 29.400, below the instrument panel, actuates an
aneroid switch to illuminate the CABIN ABOVE 10,000 foot warning light in the annunciator
panel. The switch is set at the factory to actuate before reaching 10,000 foot on increasing cabin
altitude and deactuate before reaching 9,000 ft. on decreasing cabin altitude.

4. Indicating

A. General (Figure 4)

The air conditioning system is provided with warning systems to warn the pilot of
overpressure, overheat or excessive leaks in the air conditioning system ducts. A cabin
temperature indicator is also provided.

The pressurization system is provided with a combined Cabin Altitude/Differential


pressure gage, a Cabin Rate of Climb indicator and a Cabin above 10,000 foot warning
system.

B. Bleed Line Overpressure Warning System

The red BLEED LINE OVERPRESS warning light located on the annunciator panel is
activated by either the overpressure switch or the over temperature switch, both located
on the common duct downstream of the bleed switching valves. The light will come on
when pressure reaches 44 ±4 psi or temperature reaches 575° ±250°F in the duct. Power
for the light circuit is supplied from the No. 2 Distribution Bus, through the R PRESS
VALVES circuit breaker located on the overhead panel. Illumination of the light might
indicate a bleed switching valve failure or a ground bypass valve that is stuck open.

C. Emergency Air Temperature High Warning System

The red EMER AIR TEMP HIGH warning light, located on the annunciator panel, is
activated by the high temperature sensor located on the mixing plenum when the
temperature at the sensor reaches 350° ±15°F and when the CABIN AIR SELECTOR is in
the EMER position.

D. Bleed Air Leak Warning System

Two red BLEED AIR LEAK warning lights, one for each side of the hot ducts, are activated
by continuous heat sensing elements tracing the length of the ducts. The light will come on
when a 1 inch section of the heat sensing element 1 inch away from the duct reaches a
temperature of 250°F. Power for system operation is 115 Vac taken from No. 1 and No. 2
AC busses through the L and R BLEED AIR LEAK circuit breakers respectively. Power for
the warning lights is 28 Vdc taken from No. 1 and No. 2 Distribution Busses through L and
R PRESS VALVES circuit breakers respectively.

EFFECTIVITY: ALL
Page 8
21-00-00 Jan 31/2003
TOC
MAIN

Air Conditioning and Pressurization Warning Lights


Figure 4

EFFECTIVITY: ALL
Page 9
21-00-00 Jan 31/2003
TOC
MAIN

E. Cabin Above 10,000 Feet Warning System

The CABIN ABOVE 10,000 feet red warning light, located on the annunciator panel, is
operated by a cabin altitude sensing pressure switch located forward of the pilots
instrument panel on the forward side of the frame assembly at Fuselage Station 29.40, left
side. Power for the system is supplied from the No. 2 distribution bus through the
R PRESS VALVES circuit breaker, located on the overhead panel.

EFFECTIVITY: ALL
Page 10
21-00-00 Jan 31/2003
TOC
MAIN

COMPRESSION - DESCRIPTION / OPERATION

1. General

Compressed air used for operation of the air conditioning and pressurization system is
controlled through the cabin air selector switch. Engine compressed air is used for operation of
the ground pressurization, normal and emergency system, while ram air is used for ventilation
when air conditioning and pressurization are not available or not desired.

2. Cabin Air Selector Switch (Refer to 21-00-00, Figure 3)

The CABIN AIR selector switch is located on the upper right side of the control pedestal. It
consists of a control knob operating a set of rotary switches. The selector uses DC power to
control the air source shutoff valves. The selector positions are: RAM, LH ENG, BOTH
ENGINES, RH ENG and EMER. To select RAM, the control knob must be pulled outward.
Power for the selector is supplied from the No. 1 Distribution Bus through the EMER AIR, RAM
AIR, and L PRESS VALVES circuit breakers and from the No. 2 Distribution Bus through the
R PRESS VALVES circuit breaker.

NOTE: On aircraft post Service Bulletin No. 1124-24-008, the L PRESS VALVES and RAM AIR
circuit breakers are moved to the priority bus. On Aircraft 403 and subsequent, the L
PRESS VALVES circuit breaker is on the No. 2 Distribution Bus.

With the selector in RH ENG, the right throttle between idle and approximately 52% N1, the
R ENG/NACELLE ANTI ICE push-button disengaged and the aircraft on the ground an
electrically controlled pneumatically operated valve will open allowing high pressure bleed air
from the right engine to operate the environmental system on the ground. On some aircraft this
feature will work in either the BOTH or RH ENG position of the air selector switch.

3. Engine Air Supply

Each engine is equipped with low pressure and high pressure bleed air ports. Bleed air may be
extracted from either the high pressure or low pressure port on each engine. The high pressure
and low pressure ports are protected against overbleed by orifices limiting engine bleed to
engine manufacturer's specification. High pressure and low pressure ducts connect the engine
bleed ports to the bleed switching valve. Selection of bleed air source is automatically done by
the bleed switching valve depending on air pressure and temperature. The bleed switching
valve also acts as a shutoff valve and a check valve to prevent air flow into an inoperative
engine. Venturis are located on the bleed switching valves outlets.

EFFECTIVITY: ALL
Page 1
21-10-00 Jan 31/2003
TOC
MAIN

4. Pressure Relief Valve

The air conditioning system is protected from overpressure by a pressure relief valve protecting
the common duct connecting the bleed switching valves. If the pressure in the duct will exceed
60 ±10 psi, the valve will open and discharge air overboard to prevent damage to the ducts.

This is indicated in the flight compartment by illumination of a warning light on the annunciator
panel, marked BLEED LINE OVERPRESS. The pressure relief valve is located in the upper aft
fuselage between the bleed switching valves.

EFFECTIVITY: ALL
Page 2
21-10-00 Jan 31/2003
TOC
MAIN

BLEED SWITCHING VALVE - DESCRIPTION / OPERATION

1. General (Figures 1 and 2)

The bleed switching valve, one for each engine bleed, located in the upper aft fuselage,
contains a bleed mixing poppet valve for automatic selection of high or low pressure bleed air
source and for primary pressure regulation. The bleed switching valve also contains a
secondary pressure regulating and shut-off butterfly valve.

The flow mixing poppet valve is a pneumatically actuated, normally closed poppet valve. An
ejector mixing chamber mixes flow from high and low pressure stages, depending on bleed air
pressure and temperature. The initial pressurization of the high and low stages will cause the
flow mixing poppet to move to the full open position, thereby allowing flow from both stages. The
downstream pressure is sensed on the downstream side of the poppet and acts against the
reference pressure on the opening side of the actuator to modulate the poppet position in order
to maintain a desired minimum downstream pressure. If the low stage pressure exceeds the
desired minimum, the poppet will close fully and the pressure can increase to the maximum
available from the low stage. As the low stage pressure decreases below the desired minimum,
the mixing poppet opens to supplement the flow with high stage bleed.

In the event that the low stage pressure decreases further, the check valve will close to prevent
reverse flow and the entire outlet flow and pressure will be supplied by the high stage bleed. The
reference regulator provides a predetermined pressure in the mixing poppet actuator opening
chamber. The reference regulator is provided with thermal compensation to maintain bleed flow
in a specified temperature range. This feature operates such that higher temperature bleed flow
will cause flow mixing poppet to select less flow from high stage bleed port and more flow from
low stage bleed port.

A secondary pressure regulator is provided to operate when low stage inlet exceeds a
predetermined level. This unit is a spring loaded, normally open, butterfly-type regulator valve
with a solenoid shut-off feature.

Downstream air passes through a filter and check valve and then into the top section of the
actuator. This air passes from the actuator into the bleed-off pressure regulator where the air is
regulated to a predetermined value and then passes into the bottom section of the actuator
section. As downstream pressure reaches the high limit, the increased force it exerts in the top
of the actuator section will move the valve toward the closed position, thus reducing the air
pressure. Conversely, when the downstream pressure is low, the valve is moved toward the
open position by the combination of the opening spring and regulated pressure in the bottom of
the actuator.

When acting as a shut-off valve, the solenoid is energized, which allows valve inlet air to pass
into the top of the actuator, thus closing the valve and, at the same time, the solenoid closes off
the air leading to the bottom of the actuator. The air pressure in the bottom of the actuator then
bleeds off through an orifice located in the bleed-off regulator poppet.

EFFECTIVITY: ALL
Page 1
21-10-01 Jan 31/2003
TOC
MAIN

Bleed Switching Valve Schematic


Figure 1 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 2
21-10-01 Jan 31/2003
TOC
MAIN

Bleed Switching Valve Schematic


Figure 1 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 3
21-10-01 Jan 31/2003
TOC
MAIN

ECS Bleed Switching Valve


Figure 2 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 4
21-10-01 Jan 31/2003
TOC
MAIN

ECS Bleed Switching Valve


Figure 2 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 5
21-10-01 Jan 31/2003
TOC
MAIN

A bleed-off regulator is provided in the secondary regulator actuator closing pressure chamber
to limit closing pressure to a required level. A port on each bleed switching valve is used for
pressurizing the hydraulic reservoir.

Power for the bleed switching valves is 28 Vdc taken from No. 1 and No. 2 Distribution Busses
through the VALVE PRESS LH and RH circuit breakers, respectively.

EFFECTIVITY: ALL
Page 6
21-10-01 Jan 31/2003
TOC
MAIN

BLEED SWITCHING VALVE – REMOVAL / INSTALLATION

1. Removal of Bleed Switching Valve (Figure 401)

A. Open appropriate PRESS VALVES circuit breaker located on overhead panel.

B. Remove rear baggage compartment forward panel.

C. Remove electrical wiring clamp from valve.

D. Remove safety wire and disconnect electrical connector.

E. Remove air leak detector from valve.

F. Disconnect and cap hydraulic reservoir pressurizing line.

G. Remove safety wire, bolts and washers securing high pressure duct flange to bleed
switching valve.

H. Remove safety wire, bolts and washers securing low pressure duct flange to bleed
switching valve.

I. Remove bolt and washer securing support rod to bleed switching valve.

J. Remove coupling and gasket and remove air outlet duct from bleed switching valve.

K. Remove nuts, washers and bolts securing bleed switching valve to mounting bracket.

L. Remove support bracket from valve.

2. Installation of Bleed Switching Valve (Figure 401)

CAUTION: DO NOT INSTALL A BLEED SWITCHING VALVE WITH P/N 3213894-1-1 ON ONE
SIDE IF A BLEED SWITCHING VALVE WITH P/N 3213894-4-1 OR
P/N 3213894-5-1 IS INSTALLED ON THE OTHER SIDE. IF A BLEED SWITCHING
VALVE WITH A P/N 3213894-1-1 IS TO BE INSTALLED, THE OTHER SIDE MUST
ALSO HAVE A BLEED SWITCHING VALVE WITH P/N 3213894-1-1 INSTALLED.

A. Install support bracket on valve.

B. Install bolts, washers and nuts securing bleed switching valve to mounting bracket.

C. Install clamp securing air outlet duct to bleed switching valve. Torque clamp to
80-90 inch-pounds.

EFFECTIVITY: ALL
Page 401
21-10-01 Jan 31/2003
TOC
MAIN

Bleed Switching Valve Installation


Figure 401

EFFECTIVITY: ALL
Page 402
21-10-01 Jan 31/2003
TOC
MAIN

D. Connect high and low pressure duct flanges, installed with new gasket seals, bolts and
washers. Install bolts with FEL-PRO C5-A hi-temp anti-seize lubricant (or equivalent).
Safety wire all bolts.

NOTE: Do not use joint compound of any type on duct connections.

E. Connect electrical connector and safety wire.

F. Install electrical wiring clamp to valve.

G. Install air leak detector on valve.

H. Remove cap and connect hydraulic reservoir pressurizing line.

I. Close PRESS VALVES circuit breaker located on overhead panel.

J. Perform Bleed Switching Valve Operational Test to check for proper regulation of the
valve. Refer to Adjustment / Test.

K. Perform Air Flow Checks with Engine(s) Running. Refer to 21-20-00, Inspection / Check.

NOTE: If the left valve was installed, replace the word ’right’ with ’left’ in the check
procedure.

L. Install rear baggage compartment forward panel.

EFFECTIVITY: ALL
Page 403
21-10-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 404
21-10-01 Jan 31/2003
TOC
MAIN

BLEED SWITCHING VALVE – ADJUSTMENT / TEST

1. Bleed Switching Valve Operational Test

A. General

When troubleshooting the bleed air system the following procedure is recommended. To
determine the pressure regulation point of the bleed switching valve, proceed as follows:

B. Test Procedure

(1) Remove screw from the secondary downstream test port, ECS Bleed Switching
Valve - Adjustment. (Figure “502 ECS Bleed Switching Valve - Adjustment” on
page 506.)

CAUTION: DO NOT REMOVE UPPER SCREW.

(2) Install special test fitting fabricated per ECS Bleed Switching Valve - Adjustment.
(Figure “502 ECS Bleed Switching Valve - Adjustment” on page 506.)

(3) Attach a direct reading gage (0 - 50 psi range) to test fitting.

(4) Start the appropriate engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

NOTE: If operating right engine, the ground bypass valve must be disabled by
removing the electrical connector from the valve before starting engine.

(5) Position cabin air selector switch to the engine operating and advance engine throttle
to 85 - 90% N1.

(6) Pressure should regulate at 27.5 ±2.5 psi.

NOTE: The bleed switching valve must be replaced if not regulating within limits.

(7) Remove test fitting and install screw in test port.

NOTE: If Gascoseal washer (583-522-9103) under test port screw head is


damaged, replace before installing screw.

(8) Connect electrical connector to ground bypass valve, if removed.

EFFECTIVITY: ALL
Page 501
21-10-01 Jul 31/2004
TOC
MAIN

2. Bleed Switching Valve Integrity Check - Ground Operation

NOTE: It is important that both BSV's have the same vendor part number, because different
part number valves have different pressure and temperature settings. Different part
number valves may allow one valve to do all of the work while the other one waits for
the other one to fail before coming on line. This will decrease the service life of both
valves.

It is acceptable to mix Honeywell part -4 and -5 BSV's. Do not mix Honeywell -1 BSV
with -4 or -5 BSV's.
Record the part number of each valve. LH 3213894-___ -___ RH 3213894-___-___.

It will be necessary to install the following test equipment before starting engines.

A. Remove screw from the secondary downstream test port of both BSV’s. Install special test
fittings, fabricated per AMM or equivalent, using Gascoseal P/N 583-522-9103 upon
installation.

B. Connect a 0 to 50 psi gage to each BSV test port fitting.

C. Disconnect the electrical plug from the ground bypass valve.

D. Start both engines per Airplane Flight Manual (AFM) and select RAM at the CABIN AIR
SELECTOR.

E. With both engines at idle, check both BSV’s secondary pressure regulator position
indicators are in the full CLOSE position and both pressure gages indicate less than 1 psi.

(1) Record the test gage indications: L/H psi ______ R/H psi ______.

F. Select L/H ENG at the CABIN AIR SELECTOR.

(1) The R/H BSV secondary pressure regulator stay in the full CLOSED position and
remain closed during the following checks:

(a) The L/H BSV secondary pressure regulator should go to the full OPEN
position.

(b) The L/H BSV primary pressure regulator HP poppet spring should be in the full
compressed position. This can be checked visually through the horseshoe
shaped windows on the lower portion of the control diaphragm housing on the
upper portion of the valve. (See Figure “502 ECS Bleed Switching Valve -
Adjustment” on page 506.)

EFFECTIVITY: ALL
Page 502
21-10-01 Jul 31/2004
TOC
MAIN

(c) The L/H BSV test gage should indicate 12 to 15 psi at sea level, on a standard
day of 59° F. Higher temperature and field elevations will make this pressure
lower.

NOTE: The secondary LP regulator butterfly indicator of the left BSV should
indicate full OPEN. The primary regulator HP air poppet of the left BSV
is not regulating down stream pressures at this time, because engine
speed is not fast enough to produce HP bleed air pressure greater
than 18 to 22 psi for Honeywell -1 and -4 valves and 19 to 23 psi for
Honeywell -5 valve. The primary regulator HP poppet spring of the left
BSV should be fully compressed, indicating the HP poppet is in a full
OPEN position.

(d) Record the test gage indications: L/H psi _____.

(2) Slowly advance the L/H engine toward 60% N1, while observing the HP poppet
spring. When the HP spring starts to relax toward the actuator cover (spring
expanding), stop increasing engine N1, observe and record test gage readings.

NOTE: The primary HP regulator of the left BSV is now regulating HP bleed air to
20 ±2 psi for Honeywell -1 and -4 valves or 21 ±2 psi for Honeywell -5 valve.
The secondary LP regulator butterfly indicator of the left BSV should indicate
full OPEN and the right BSV full CLOSED.

(a) The left BSV test gage should indicate 18 to 22 psi for Honeywell -1 and -4
valves and 19 to 23 psi for Honeywell -5 valve. The right BSV test gage
indication is not relevant to the operation of the left BSV. Just ensure that the
right BSV secondary LP regulator butterfly indicator is in full CLOSED position.

1 Record the test gage indications: L/H psi _____.

(3) Slowly advance the L/H engine towards 85% to 90% N1 while observing the HP
spring and the LP butterfly shaft position. When the HP spring is fully relaxed and the
LP butterfly shaft position moves from the full OPEN towards the CLOSED position,
stop increasing engine N1.

NOTE: When the primary HP regulator spring is in the fully relaxed position, this is
the indication that the HP regulator poppet is CLOSED and the left BSV
secondary LP regulator is regulating LP air to the aircraft at 27.5 psi ±2.5 psi.

1 Record the test indications: L/H N1 ______ % R/H N1 ______ %.

(a) The L/H BSV test gage should indicate 25 to 30 psi. The right BSV test gage
indication is not relevant to the operation of the left BSV. Just ensure that the
right BSV secondary regulator butterfly indicator is in a full CLOSED position.

1 Record the test gage indications: L/H psi _____.

EFFECTIVITY: ALL
Page 503
21-10-01 Jul 31/2001
TOC

MAIN

(4) Retard L/H engine to IDLE position.

(a) As the L/H engine decelerates, visually check the L/H BSV, primary pressure
regulator HP poppet spring compresses fully and the secondary pressure
regulator indicator moves to the full OPEN position.

(b) The L/H BSV test gage should indicate 12 to 15 psi at sea level on a standard
day 59°F. Higher temperature and field elevations will make this pressure
lower.

1 Record the test gage indications: L/H psi _____.

G. Select R/H ENG at the CABIN AIR SELECTOR.

(1) The R/H secondary pressure LP indicator should move to the full OPEN position.

(2) The L/H BSV secondary pressure LP regulator should move to the full CLOSED
position and remain CLOSED during the following checks:

(a) The R/H BSV test gage should indicate 12 to 15 psi at sea level, on a standard
day of 59° F. Higher temperature and field elevations will make this pressure
lower.

NOTE: The secondary LP regulator butterfly indicator of the right BSV should
indicate full OPEN. The primary regulator HP air poppet of the right
BSV is not regulating down stream pressures at this time, because
engine speed is not fast enough to produce HP bleed air pressure
greater than 18 to 22 psi for Honeywell -1 and -4 valves and 19 to 23
psi for Honeywell -5 valve. The primary regulator HP poppet spring of
the right BSV should be fully compressed, indicating the HP poppet is
in a full OPEN position.

(b) Record the test gage indications: R/H psi _____.

(3) Slowly advance the R/H engine toward 60% N1, while observing the HP poppet
spring. When the HP spring starts to relax toward the actuator cover (spring
expanding), stop increasing engine N1, observe and record test gage readings.

NOTE: The primary HP regulator of the right BSV is now regulating HP bleed air to
20 ±2 psi for Honeywell -1 and -4 valves or 21 ±2 psi for Honeywell -5 valve.
The secondary LP regulator butterfly indicator of the right BSV should
indicate full OPEN and the left BSV full CLOSED.

(a) The right BSV test gage should indicate 18 to 22 psi for Honeywell -1 and -4
valves and 19 to 23 psi for Honeywell -5 valve. The left BSV test gage
indication is not relevant to the operation of the right BSV. Just ensure that the
left BSV secondary LP regulator butterfly indicator is in full CLOSED position.

EFFECTIVITY: ALL
Page 504
21-10-01 Jul 31/2004
TOC

MAIN

1 Record the test gage indications: R/H psi _____.

(4) Slowly advance the R/H engine towards 85% to 90% N1 while observing the HP
spring and the LP butterfly shaft position. When the HP spring is fully relaxed and the
LP butterfly shaft position moves from the full OPEN towards the CLOSED position,
stop increasing engine N1.

NOTE: When the primary HP regulator spring is in the fully relaxed position, this is
the indication that the HP regulator poppet is CLOSED and the right BSV
secondary LP regulator is regulating LP air to the aircraft at 27.5 psi ±2.5 psi.

1 Record the test indications: L/H N1 ______ % R/H N1 ______ %.

(a) The R/H BSV test gage should indicate 25 to 30 psi. The left BSV test gage
indication is not relevant to the operation of the right BSV. Just ensure that the
left BSV secondary regulator butterfly indicator is in a full CLOSED position.

1 Record the test gage indications: R/H psi _____.

(5) Retard R/H engine to IDLE position.

(a) As the R/H engine decelerates, visually check the R/H BSV, primary pressure
regulator HP poppet spring compresses fully and the secondary pressure
regulator indicator moves to the full OPEN position.

(b) The R/H BSV test gage should indicate 12 to 15 psi at sea level, on a standard
day 59°F. Higher temperature and field elevations will make this pressure
lower.

1 Record the test gage indications: R/H psi _____.

H. Select BOTH at the CABIN AIR SELECTOR.

(1) Both BSV’s secondary pressure regulators should be in full OPEN position.

(2) Both BSV’s primary pressure regulators HP poppet springs should be in the full
compressed position.

(3) Both BSV test gages should indicate 12 to 15 psi at sea level, on a standard day of
59° F. Higher temperature and field elevations will make this pressure lower.

(a) Record the test gage indications: L/H psi _____ R/H psi _____.

I. Shut down both engines per AFM.

J. Remove test gages and test equipment from the secondary downstream test ports of both
BSV’s and reinstall removed screw using Gascoseal P/N 583-522-9103.

EFFECTIVITY: ALL
Page 505
21-10-01 Jul 31/2004
TOC

MAIN

K. If pressures are not within limits, replace defective valve, or valves.

NOTE: Ensure that care is taken to match valves. It is acceptable to mix Honeywell
-4 and -5 BSV's. Do not mix the Honeywell -1 BSV with -4 or -5 BSV's.

Figure 502
ECS Bleed Switching Valve - Adjustment

EFFECTIVITY: ALL
Page 506
21-10-01 Jul 31/2004
TOC

MAIN

3. Bleed Air System Integrity Check - In Flight Operation

NOTE: The in-flight check is to be accomplished above 30,000 feet altitude (preferably
35,000 feet) so that the Bleed Switching Valves (BSV’s) will have shifted to the HP
bleed extraction mode.

Record indications in the following procedure for future reference.

A. Turn all anti-icing and de-icing systems to OFF: L/H _____ R/H _____.

B. Select BOTH at CABIN AIR SELECTOR.

C. Match N1’s of each engine precisely (above 85%): L/H _____ % R/H _____ %.

D. Record engine ITT readings: L/H ______ °C R/H ______ °C.

E. Select R/H ENG at CABIN AIR SELECTOR.

NOTE: There may be a slight cabin altitude uprate and a decrease in L/H engine ITT as
the L/H BSV shuts off. Ensure the cabin pressure stabilizes before continuing.

If the valve does not close, discontinue test and repair.

F. Record engine ITT changes after engines stabilize: L/H ______ °C R/H ______ °C.

G. Slowly retard R/H engine throttle to 75% N1.

NOTE: If the bleed air system is operating properly, there will be a slight momentary
uprate that stabilizes back to zero (0) and the cabin delta P will be maintained.

If the cabin starts to rapidly uprate, advance the throttle to regain the cabin. The
problem could be that the BSV has not shifted to the HP mode, the BSV is on full
temperature compensation and / or the cabin pressure vessel has an excessive
flow leakage rate.

Do not overlook the possibility of bleed air leaking from the ducting between the
BSV’s and the pressure vessel.

H. Advance R/H throttle to match N1’s: L/H ______ % R/H ______ %

I. Record engine ITT readings again: L/H ______ °C R/H ______ °C.

EFFECTIVITY: ALL
Page 507
21-10-01 Jul 31/2004
TOC

MAIN

J. Select BOTH at CABIN AIR SELECTOR.

NOTE: There should be a slight cabin altitude downrate and an increase in L/H engine
ITT as the L/H BSV comes back on line. Allow the cabin to stabilize before
continuing.

K. Record engine ITT changes: L/H ______ °C R/H ______ °C.

L. Select L/H ENG at CABIN AIR SELECTOR.

NOTE: There should be a slight cabin altitude uprate and a decrease in R/H engine ITT
as the R/H BSV shuts off. Ensure the cabin pressure stabilizes before continuing.

If the valve does not close, discontinue test and repair.

M. Slowly retard L/H engine to 75% N1.

NOTE: If the bleed air system is operating properly, there will be a slight momentary
uprate that stabilizes back to zero (0) and the cabin delta P will be maintained.

If the cabin starts to rapidly uprate, advance the throttle to regain the cabin. The
problem could be that the BSV has not shifted to the HP mode, the BSV is on full
temperature compensation and / or the cabin pressure vessel has an excessive
flow leakage rate.

Do not overlook the possibility of bleed air leaking from the ducting between the
bleed air shutoff regulating valves and the pressure vessel.

N. Advance L/H throttle to match N1’s: L/H ______ % R/H ______ %

O. Record engine ITT readings again: L/H ______ °C R/H ______ °C.

P. Select BOTH ENGINES at CABIN AIR SELECTOR.

NOTE: There should be a slight cabin altitude downrate and an increase in the R/H
engine ITT as the R/H BSV comes back on line. Allow cabin to stabilize.

Q. Record engine ITT changes: L/H ______ °C R/H ______ °C.

R. Restore aircraft back to normal configuration.

EFFECTIVITY: ALL
Page 508
21-10-01 Jul 31/2004
TOC
MAIN

PRESSURE RELIEF VALVE - REMOVAL / INSTALLATION

1. Removal of Pressure Relief Valve (Refer to 21-10-01, Figure 401)

A. Remove rear baggage compartment front panel.

B. Remove clamps securing hose to relief valve and relief valve ducts.

C. Remove coupling securing relief valve to bleed air duct.

D. Remove relief valve and gasket.

2. Installation of Pressure Relief Valve (Refer to 21-10-01, Figure 401)

A. Install valve and install coupling and gasket securing relief valve to bleed air duct. Torque
coupling to 80 inch pounds.

B. Install clamps securing hose to relief valve and relief valve duct.

C. Start one or both engines. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

D. Advance engine(s) throttle to 80% - 90% N1 and ensure pressure relief valve does not
open.

E. Check duct connections for air leaks.

F. Shut down engine(s). Refer to 1124 or 1124A Airplane Flight Manual (AFM).

G. Install rear baggage compartment front panel.

EFFECTIVITY: ALL
Page 401
21-10-02 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-10-02 Jan 31/2003
TOC
MAIN

HP BLOWOUT DISK - REMOVAL / INSTALLATION

1. Installation of HP Blowout Disk

WARNING: METHYL ETHYL KETONE (MEK) IS CLASSIFIED AS A HAZARDOUS


MATERIAL WHICH CAN CAUSE INJURY OR ILLNESS IF NOT PROPERLY
USED. THIS PRODUCT SHOULD BE USED ONLY IN ACCORDANCE WITH
THE MANUFACTURER'S SPECIFIC SAFETY AND HEALTH
RECOMMENDATIONS. PRIOR TO USE OF THIS PRODUCT, CAREFULLY
READ THE APPLICABLE "MATERIAL SAFETY DATA SHEET" AND FOLLOW
ALL LISTED SAFETY AND HEALTH PRECAUTIONS.

A. Wipe surface clean with cheesecloth wetted with MEK or equivalent, then wipe surface
again with clean cheesecloth wetted with V&P Naphtha or equivalent.

B. Bond new disk to HP bleed duct with Hysol EA934A/B.

EFFECTIVITY: ALL
Page 401
21-10-03 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-10-03 Jan 31/2003
TOC
MAIN

DISTRIBUTION - DESCRIPTION / OPERATION

1. General (Figure 1)

Effective distribution of conditioned air into the cabin area is accomplished by routing cold and
hot air through the hot and cold air duct check valves and mixing plenum and then into the
cabin. Air ducts tapped in the cold air duct upstream of the mixing plenum deflect a portion of the
cold air flow to manually regulated air outlets in the cabin compartment. The hot and cold air
duct check valves in the mixing plenum and the cold air check valves in the cold air ducts, which
are routed to the cabin compartment air outlets, are installed in the aft pressure bulkhead. This
prevents reverse flow while the cabin is pressurized and also prevents rapid decompression of
the cabin if an air duct installed aft of the pressure bulkhead should rupture. Manually controlled
shutoff valves are installed in the air ducts under the cabin floor and are provided to aid in
distributing the airflow in the cabin area.

Ram air, when used, is routed through the cold air duct. Emergency air, when used, is routed
through the hot air duct and check valve into the mixing plant.

2. High Pressure Ducts

The high pressure duct is attached to the engine high pressure bleed port. The attaching flange
incorporates a flow limiting orifice to protect engine from overbleed. The duct attached to the
engine is then tapped to carry air to the nacelle anti-icing system. The duct is attached to the
airframe duct at the pylon firewall. The duct section between the pylon firewall and the bleed
switching valve is of double wall design. The internal tube ducting the air contains a flexible
section. In case of a rupture in the internal tube, the air reaches the external tube which is
equipped with a blowout disc pointing toward a screen protected opening at the bottom face of
each engine pylon. When excessive pressure builds up in the external tube, the disc will blow
and the high pressure bleed air will be discharged overboard. This prevents overheating and the
corresponding fire hazard in engine pylon and rear fuselage, should a high pressure duct fail.

The right high pressure duct is split for high pressure air supply to the ground bypass valve and
ducts for ground air conditioning.

3. Low Pressure Ducts

The low pressure ducts are connected to the engine low pressure bleed ports by an adaptor
containing a flow limiting orifice to protect engine from overbleed. The right engine low pressure
duct is split to supply bleed air to the emergency air shut-off valve and duct. Each low pressure
duct is tapped by a 3/4 inch tube to supply the aircraft deicing system which requires bleed air.

4. Bleed Air Leak Detection (Figure 2)

The Low Pressure (LP) Bleed Air ’Hot’ ducts within the fuselage, are traced by a continuous
heat sensitive wire. This system will activate a warning light any time a section of 1 inch long
and one inch away from the duct surface reaches a temperature of 250°F. There are two

EFFECTIVITY: ALL
Page 1
21-20-00 Jan 31/2003
TOC
MAIN

separate bleed air leak detector circuits. One sensing element circuit runs the right engine LP
bleed air duct up to the refrigeration unit and will illuminate the right BLEED AIR LEAK light on
the annunciator panel. The second circuit runs from the left engine to the overpressure relief
valve and will illuminate the left BLEED AIR LEAK light on the annunciator panel.

Power for system operation of the left and right bleed air leak detector system is 115 VAC taken
from the left or right 115 VAC bus through L and R BLEED AIR LEAK circuit breakers
respectively. Power for the left and right BLEED AIR LEAK lights is 28 Vdc from the No. 1 or No.
2 Distribution Bus through the L and R PRESSURE VALVE circuit breaker respectively.

5. Mixed Air Duct

This duct is attached to the outlet of both bleed switching valves. Each branch includes a flow
limiting venturi. The duct supplies air to the hot air path and to the refrigeration unit.

6. Bypass Duct

The bypass duct connects the ground bypass valve which controls the airflow from the right high
pressure duct to the mixed air duct. The duct supplies air only during ground operation and with
the right engine operating at a low power output. Bypassing the bleed switching valve and
orifices, the duct improves ground performance of the air conditioning system. An opening in the
duct provides a connection for the pressure relief valve.

7. Ram Air Supply (Figure 3)

Ram air, admitted through the flush type scoops located on the upper aft fuselage, is used
primarily as a heat sink to cool the engine bleed air in the refrigeration unit. A duct, tapped into
the ram air plenum above the refrigeration unit, connects the ram air plenum to the cold air duct
downstream of the water separator through the ram air valve. Selecting RAM AIR on the CABIN
AIR selector closes all other air sources and opens the ram air valve. At the same time, cabin
outflow valves are open to allow air circulation through the cabin. No temperature control is
available when ram air is used. Power for the ram air valve is 28 Vdc taken from the No. 1
Distribution Bus.

8. Ground Air Supply (Figure 4)

A. Ground operation of the air conditioning system is provided by right engine high pressure
bleed air which bypasses the right bleed switching shut-off valve when the ground bypass
valve is opened.

B. The ground bypass valve will open for ground operation when the following condition
exists: Aircraft on ground, cabin air conditioning selector switch selected to RH ENG
position, R ENG/NACELLE ANTI-ICE switch is off (to prevent right engine from
over-bleeding) and by operating the right engine at low power setting not to exceed
52% N1 rpm.

NOTE: Refer to 76-00-00 Maintenance Practices for right power lever switch adjustment.

EFFECTIVITY: ALL
Page 2
21-20-00 Jan 31/2003
TOC
MAIN

ECS Distribution
Figure 1 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 3/4
21-20-00 Jan 31/2003
TOC
MAIN

ECS Distribution
Figure 1 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 5/6
21-20-00 Jan 31/2003
TOC
MAIN

Bleed Air Leak Detection Installation


Figure 2 (Sheet 1 of 4)

EFFECTIVITY: ALL
Page 7
21-20-00 Jan 31/2003
TOC
MAIN

Bleed Air Leak Detection Installation


Figure 2 (Sheet 2 of 4)

EFFECTIVITY: ALL
Page 8
21-20-00 Jan 31/2003
TOC
MAIN

Bleed Air Leak Detection Installation


Figure 2 (Sheet 3 of 4)

EFFECTIVITY: ALL
Page 9
21-20-00 Jan 31/2003
TOC
MAIN

Bleed Air Leak Detection Installation


Figure 2 (Sheet 4 of 4)

EFFECTIVITY: ALL
Page 10
21-20-00 Jan 31/2003
TOC
MAIN

Ram Air Supply Schematic


Figure 3

EFFECTIVITY: ALL
Page 11/12
21-20-00 Jan 31/2003
TOC
MAIN

Ground Air Supply Schematic


Figure 4

EFFECTIVITY: ALL
Page 13/14
21-20-00 Jan 31/2003
TOC
MAIN

C. All aircraft and aircraft post SIL WW-2410A have been modified for the cabin air selector
switch to energize the ground bypass valve at RH ENG position and to bypass the left
power lever switch thereby permitting the use of the ground bypass valve with both
engines operating. Changes in right power setting will cause variations in airflow to cabin,
therefore, use left engine as required for taxi power.

NOTE: Before advancing power levers to takeoff power, place cabin air selector switch to
BOTH ENGINES position.

D. Power for ground bypass operation is obtained from the No. 2 Distribution Bus through
R PRESS VALVES circuit breaker located on the overhead panel.

E. Temperature control is accomplished in the automatic or manual modes.

9. Emergency Air Supply (Figure 5)

A. The emergency air supply system consists of the emergency air shutoff valve and duct.
This independent system connects the right engine low pressure bleed port directly to the
mixing plenum in the cabin which bypasses the whole air conditioning system. The system
provides an emergency air pressure source to prevent cabin decompression in case of an
air conditioning system malfunction, such as a duct rupture.

B. Emergency air supply temperature can be controlled, to a certain extent, by varying the
right engine power output. When temperature in the mixing plenum exceeds 350° ±15°F
during emergency operation, the EMER AIR TEMP HIGH warning light will come on.

EFFECTIVITY: ALL
Page 15
21-20-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 16
21-20-00 Jan 31/2003
TOC
MAIN

Emergency Air Supply Schematic


Figure 5

EFFECTIVITY: ALL
Page 17/18
21-20-00 Jan 31/20032
TOC
MAIN

DISTRIBUTION - REMOVAL / INSTALLATION

1. Connection of External Air Source

NOTE: Use an air pressure source capable of supplying 18 psi and up to 20 pounds / minute
flow. The source should be controlled by a shut-off valve to manually regulate the air
flow. A flow meter to measure up to 20 pounds / minute with an accuracy of +0.2
pounds / minute should be connected to the air source.

A. Open MAN DUMP valve on the ECS panel.

B. Remove environmental control system pressure relief valve. Refer to 21-10-02,


Pressure Relief Valve - Removal / Installation.

C. Connect the air pressure source to the pressure relief valve connection (Figure 401).

D. Remove safety wire and close the isobaric shut-off valve. Refer to 21-30-06, Isobaric Shut-
off Valve - Removal / Installation.

E. Open the L PRESS VALVES and RAM AIR circuit breakers and close the R PRESS
VALVES circuit breaker.

F. Connect external dc electrical power to aircraft and place EXT PWR MASTER SWITCH to
ON position.

G. Close and lock cabin door and cockpit DV window.

H. Set the cabin rate of climb to maximum.

I. Switch CABIN AIR selector to BOTH ENGINES position.

J. Move the right throttle to maximum forward to close ground bypass valve.

K. Place the AUTO-MANUAL temperature control switch on the ECS control panel to MAN
and hold the HOT / COLD switch in HOT for at least 11 seconds.

2. Removal of External Air Source

A. Disconnect the air pressure source from the pressure relief valve connection (Figure 401).

B. Install the pressure relief valve. Refer to 21-10-02, Pressure Relief Valve - Removal /
Installation.

C. Open the isobaric shut-off valve and safety wire the valve in the open position. Refer to
21-30-06, Isobaric Shut-off Valve - Removal / Installation.

EFFECTIVITY: ALL
Page 401
21-20-00 Jan 31/2003
TOC
MAIN

Connection of External Air Source


Figure 401

EFFECTIVITY: ALL
Page 402
21-20-00 Jan 31/2003
TOC
MAIN

DISTRIBUTION - ADJUSTMENT / TEST

1. Electrical Components Functional Test

A. Remove the forward and aft access panels in the main baggage compartment.

B. Connect external power to aircraft and place the EXT PWR MASTER SWITCH to ON
position.

C. Place the No. 1 and No. 2 AC CONTROL switches to NORM position.

D. Close the following circuit breakers:

(1) RAM AIR

(2) L PRESS VALVES

(3) R PRESS VALVES

(4) EMERG AIR

(5) CABIN TEMP AUTO

(6) CABIN TEMP MAN

E. Place CABIN AIR selector switch to BOTH ENGINES position and verify the ram air valve
and emergency pressure shut-off valve are closed.

F. Press GROUND PRESSURE push-button switch. Check GROUND PRESSURE switch


latches in and blue light in switch comes on. Open L PRESS VALVES circuit breaker and
verify the ground pressure dump switch light goes out.

G. With the R ENG/NACELLE ANTI ICE switch off and right throttle at IDLE, verify the
opening and closing ’click’ of the bypass valve solenoid by switching from RH ENG to
RAM on CABIN AIR selector switch.

H. Place CABIN AIR selector switch to RAM position and verify the ram air valve opens and
the emergency pressure shut-off valve is closed by checking the position of the valve
pointer. Verify left and right bleed switching valve solenoids energize.

I. Press GROUND PRESS push-button switch and verify the GROUND PRESS switch light
comes on.

J. Verify the opening and closing of the right bleed switching valve (listen to the BSV solenoid
clicking) by selecting LH ENG on the CABIN AIR selector switch and closing and opening
the R PRESS VALVES circuit breaker.

EFFECTIVITY: ALL
Page 501
21-20-00 Jan 31/2003
TOC
MAIN

K. Check the opening and closing of the left bleed switching valve (listen to the BSV solenoid
clicking). Also listen for both dump solenoids clicking by selecting RH ENG on the CABIN
AIR selector switch and closing and opening the L PRESS VALVES circuit breaker.

L. Place CABIN AIR selector switch in EMER position and verify the ram air valve is in the
closed position and emergency pressure shut-off valve is in the open position. Verify right
and left bleed valve switches close by listening for the clicking sound of the valves.

M. Unplug circuit board J-68 in the No. 2 DC contactor box and verify the EMERG AIR TEMP
light comes on. Reinstall board J-68 and verify the EMERG AIR TEMP light goes out.

N. Short terminals NO and C on the cabin altitude pressure switch with a jumper wire and
verify the CABIN ABOVE 10,000 foot light comes on. Remove jumper wire and verify the
CABIN ABOVE 10,000 foot light goes out.

O. Place CABIN AIR selector switch to BOTH ENGINES position and disconnect connector
P-351 from the bleed air high pressure switch and connector P-353 from the high
temperature switch.

P. Short pins B and C on connector P-351 with a jumper wire and verify the BLEED LINE
OVERPRESS light come on. Remove jumper wire and verify the BLEED LINE
OVERPRESS light goes out.

NOTE: At 0 psi, pins A and B are closed and pins B and C are open on the bleed air high
pressure switch. Pins B and C will close and pins A and B will open when the
pressure is increased to 44 ±4 psi. Pins A and B will close and pins B and C will
open when the pressure decreases to 34 psi.

Q. Short pins A and B on connector P-353 with a jumper wire and verify the BLEED LINE
OVERPRESS light comes on. Remove jumper wire and verify the BLEED LINE
OVERPRESS light goes out.

NOTE: At room temperature, pins A and B are open on the bleed air high temperature
switch. Pins A and B will close when the temperature increases to 575° ±25°F.
Pins A and B will open when the temperature decreases to 500°F.

R. Place the AUTO-MANUAL temperature control switch to MAN and hold the HOT / COLD
switch in HOT for at least 11 seconds. Verify the refrigeration bypass valve (hot air valve)
is in full open position by checking the position of the valve pointer and the cabin
temperature sensor fan is operating.

S. Place AUTO-MANUAL temperature control switch in MAN position and hold the
HOT / COLD switch in COLD for at least 11 seconds. Verify the refrigeration bypass valve
is fully closed.

T. Place AUTO-MANUAL temperature control switch in AUTO position and verify cabin
temperature sensor fan operates. (No. 2 115 VAC bus must be powered.)

EFFECTIVITY: ALL
Page 502
21-20-00 Jan 31/2003
TOC
MAIN

U. Place the No. 1 and No. 2 AC CONTROL switches to ALT position.

V. Place the EXT PWR MASTER SWITCH to OFF position and disconnect external power
from aircraft.

W. Install the forward and aft access panels in the main baggage compartment.

EFFECTIVITY: ALL
Page 503
21-20-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 504
21-20-00 Jan 31/2003
TOC
MAIN

DISTRIBUTION - INSPECTION / CHECK

1. Airflow Check with Engine Operating

A. Start right engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

B. Place R DC GENERATOR MASTER SWITCH to ON position.

C. Place No. 1 and No. 2 AC CONTROL switches to NORM position.

D. Ensure R ENG/NACELLE ANTI-ICE push-button switch is disengaged.

E. Place CABIN AIR selector switch to RH ENG position.

F. Place AUTO-MANUAL temperature control switch on the ECS control panel to MAN and
hold HOT / COLD switch in COLD for at least 11 seconds.

G. Check that cold air is evident at the gasper outlets within one minute.

H. Advance right engine throttle and notice that airflow into the cabin increases until
approximately 52% N1 then airflow drops significantly. This indicates that the ground
bypass valve closed.

I. Reduce right engine RPM until the ground bypass valve opens again.

J. Hold HOT / COLD switch in HOT for at least 11 seconds.

K. Check that hot air is evident at the normal outlets within 1 minute. Select cold as soon as it
has been established that hot air is flowing to avoid over temperature in the air duct.

L. Place AUTO-MANUAL temperature control switch on the ECS control panel to AUTO and
rotate the temperature selector to HOT or COLD.

M. Check that hot or cold air (depending on selection) is evident within 1 minute.

N. Place No. 1 and No. 2 AC CONTROL switches to ALT position.

O. Shut down right engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

EFFECTIVITY: ALL
Page 601
21-20-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 602
21-20-00 Jan 31/2003
TOC
MAIN

DUCTING - REMOVAL / INSTALLATION

1. General

A. Ducting, connecting sleeves, and couplings in the engine air supply retain a considerable
amount of air pressure and must, therefore, be maintained in a secure, leakproof
condition. To prevent pressurization system leakage and the possibility of rapid cabin
decompression, care must be exercised when installing connecting sleeves on the ducting
located at the rear of the aft pressurized bulkhead. When replacing interconnecting
sleeves in the bleed air ducting, special attention must be given to the following items:

WARNING: METHYL ETHYL KETONE (MEK) IS CLASSIFIED AS A HAZARDOUS


MATERIAL WHICH MAY CAUSE INJURY OR ILLNESS IF NOT PROPERLY
USED. THIS PRODUCT SHOULD BE USED ONLY IN ACCORDANCE
WITH THE MANUFACTURER'S SPECIFIC SAFETY AND HEALTH
RECOMMENDATIONS. PRIOR TO USE OF THIS PRODUCT, CAREFULLY
READ THE APPLICABLE "MATERIAL SAFETY DATA SHEET" AND
FOLLOW ALL LISTED SAFETY AND HEALTH PRECAUTIONS.

(1) Old sealant on ends of ducting must be thoroughly removed. Clean ends of ducting
to be covered by interconnecting sleeve, with cloth dampened in MEK.

(2) Gap between ducts must not exceed 0.50 inch.

(3) Apply EC750 sealant to ends of all ducting except the refrigeration bypass muffler
and connecting ducts, which are coated with EC1662B. Sealant must cover area of
both duct ends that will be covered by the interconnecting sleeve. Do not apply
sealant to interconnecting sleeves. Install sleeves over duct ends before sealant
becomes tacky.

NOTE: It is recommended that the pressurization system not be operated for a


period of 24 hours following replacement of a duct sleeve.

EFFECTIVITY: ALL
Page 401
21-20-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-20-01 Jan 31/2003
TOC
MAIN

CABIN AIR AND COLD AIR CHECK VALVES - DESCRIPTION / OPERATION

1. Cabin Air Check Valves (Figure 1)

The hot air duct, cold air duct and emergency air duct check valves and mixing plenum are
incorporated into one assembly and installed below the cabin floor on the aft pressure bulkhead.
Each check valve consists of two semi-circular, spring loaded flappers and is opened by
pressure applied to the upstream side of the valve. The valves are provided to prevent reverse
flow while the cabin is pressurized and in the event an air duct installed aft of the pressure
bulkhead should rupture, prevent rapid decompression of the cabin. Hot and cold air enters the
mixing chamber, which serves as a central collection and mixing chamber and is then routed
into the cabin.

2. Cold Air Check Valves (Figure 1)

Cold air check valve assemblies, each consisting of a valve and flange adapter, are installed on
the aft pressure bulkhead on the left and right sides of the aircraft centerline at Station Z=59.47.
The valves, which use flappers, are similar to the cabin air check valves. When pressure is
applied to the upstream side, the valves open. The valves are provided to prevent reverse flow
of air pressure when the cabin is pressurized and in the event the air duct upstream of the valve
should rupture, prevent rapid decompression of the cabin.

EFFECTIVITY: ALL
Page 1
21-20-02 Jan 31/2003
TOC
MAIN

Cabin Air and Cold Air Check Valves


Figure 1 (Sheet 1 of 2)

EFFECTIVITY: 187-239
Page 2
21-20-02 Jan 31/2003
TOC
MAIN

Cabin Air and Cold Air Check Valves


Figure 1 (Sheet 2 of 2)

EFFECTIVITY: 240 and Subsequent


Page 3
21-20-02 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 4
21-20-02 Jan 31/2003
TOC
MAIN

CABIN AIR AND COLD AIR CHECK VALVES - REMOVAL / INSTALLATION

1. Removal of Cabin Air Check Valves (Figure 1)

A. Remove cabin furnishing and interior as required to gain access to the cabin floor access
panel forward of pressure bulkhead. Remove access panel.

B. Remove flood duct valve. Refer to 21-20-03, Flood Duct Valve - Removal / Installation.

C. Remove lower fuselage access panel to gain access to cabin air check valves attachment
bolts installed on aft side of pressure bulkhead.

D. Remove safety wire, nuts, washers and bolts securing valve to pressure bulkhead.

E. Remove valves and gaskets.

2. Installation of Cabin Air Check Valves (Figure 1)

A. Install cabin air check valves and new gaskets on pressure bulkhead and secure with
bolts, washers, nuts and safety wire.

NOTE: Check valves must be installed with flapper inside plenum area and hinges
vertically.

B. Install lower fuselage access panel.

C. Install flood duct valve. Refer to 21-20-03, Flood Duct Valve - Removal / Installation.

D. Check for air leaks by performing Air Flow Checks with Engine(s) Running (refer to
21-20-00, Distribution - Inspection / Check) and Cabin Leakage Check (refer to 21-30-00,
Pressurization Control - Inspection / Check).

E. Install cabin floor access panel, cabin interior and furnishings that were removed.

3. Removal of Cold Air Check Valve (Figure 1)

A. Remove cabin interior forward of aft pressure bulkhead to gain access to check valve.

B. Remove seal, remove safety wire and bolts securing flange adapter and valve to aft
pressure bulkhead.

C. Remove check valve spacer and gasket from flange adapter.

EFFECTIVITY: ALL
Page 401
21-20-02 Jan 31/2003
TOC
MAIN

4. Installation of Cold Air Check Valve (Figure 1)

A. Install cold air check valve with new gasket and spacers in flange adapter.

NOTE: Check valve must be installed with flappers inside retainer adapter and flapper
hinges in vertical position.

B. Install bolts securing flange adapter and valve to aft pressure bulkhead and secure bolts
with safety wire, seal, bolts and flange adapter.

C. Check for air leaks by performing Air Flow Checks with Engine(s) Running (refer to
21-20-00, Distribution - Inspection / Check) and Cabin Leakage Check (refer to 21-30-00,
Pressurization Control - Inspection / Check).

D. Install cabin interior which was removed.

EFFECTIVITY: ALL
Page 402
21-20-02 Jan 31/2003
TOC
MAIN

CABIN AIR AND COLD AIR CHECK VALVES - INSPECTION / CHECK

1. Cabin Air Check Valves Leakage Check

A. Connect external air source. Refer to 21-20-00, Distribution - Removal / Installation.

B. Turn on the external air pressure source and slowly open the source control shut-off valve.

C. Close the MAN DUMP valve to full closed position and pressurize the cabin to 2 psi.
control the cabin pressure with the regulated external air source.

D. Switch CABIN AIR selector to EMER and close the external air supply shut-off valve.
Cabin pressure should bleed off slowly which indicates that the right hot air supply line
check valve is functioning properly.

E. Open external air supply shut-off valve.

F. Switch the CABIN AIR selector to RH ENG and pressurize the cabin to 2 psi.

G. Ensure that R ENG/NACELLE ANTI-ICE push-button is disengaged.

H. Return the right throttle to IDLE, to open the ground bypass valve, and close the external
air supply shut-off valve. Cabin air pressure should bleed off slowly which indicates that
the left hot air supply line check valve is functioning properly.

I. Place the AUTO-MANUAL temperature control switch on the ECS control panel to MAN
and hold the HOT / COLD switch in COLD for at least 11 seconds.

J. Pressurize the cabin to 2 psi and shut off the external air source. Cabin pressurization
should bleed off slowly which indicates that the cabin cold air and gasper check valve are
functioning properly.

K. Remove external air source. Refer to 21-20-00, Distribution - Removal / Installation.

CAUTION: ENSURE ISOBARIC VALVE IS OPEN AND IS SAFETY WIRED IN THE OPEN
POSITION AFTER COMPLETION OF LEAKAGE CHECK.

EFFECTIVITY: ALL
Page 601
21-20-02 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 602
21-20-02 Jan 31/2003
TOC
MAIN

FLOOD DUCT VALVE - DESCRIPTION / OPERATION

1. General

A flood duct valve, located under the cabin floor between Fuselage Station 250.00 and 263.00,
is installed in the conditioned air duct forward of the mixing plenum. The valve is manually
controlled through a push-pull cable control located on the pilots side console. When the control
knob is pulled, conditioned air to the cabin warm wall ducts is shut off, and the air is routed to the
flood duct diffuser and grill into cabin. This shortens the cabin warm-up or the cool-down period
during ground operation. During flood duct system operation, no defog or pilots heat is available.

EFFECTIVITY: ALL
Page 1
21-20-03 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-20-03 Jan 31/2003
TOC
MAIN

FLOOD DUCT VALVE - REMOVAL / INSTALLATION

1. Removal of Flood Duct Valve (Figure 401)

A. Remove cabin furnishings and interior as required to gain access to cabin floor access
panel forward of aft pressure bulkhead.

B. Remove cabin floor access panel to gain access to flood duct valve.

NOTE: Steps C. and D. are not applicable to Aircraft 240 and subsequent.

C. Remove clamps securing engine control cables to floor structure.

D. Install rigging pins on flight control pulleys and release tension of cables as necessary.

E. Remove safety wire and disconnect temperature anticipator electrical connector.

F. Tag and disconnect electrical leads from high temperature sensor.

G. Disconnect push-pull cable at control arm on flood duct valve

H. Remove clamp connecting hoses to flood duct valve manifold (5 places).

I. Remove nuts, washers and bolts securing flood duct valve manifold to manifold support.

J. Remove bolts and washers securing flood duct valve manifold to mixing plenum. Remove
flood duct valve manifold and gasket.

2. Installation of Flood Duct Valve (Figure 401)

A. Install flood duct valve manifold and gasket on mixing plenum. Install bolts and washers
securing flood duct valve manifold to mixing plenum.

B. Install bolts, washers and nuts securing flood duct valve manifold to manifold supports.

C. Install hoses to flood duct valve manifold and secure with clamps. Torque clamps to
12 inch pounds.

D. Connect push-pull cable to control arm on flood duct valve manifold.

E. Pull out FLOOD DUCT knob located on pedestal and check that wire stop on control arm
is against cable housing and flood duct valve is completely open.

NOTE: Steps F. and G. are not applicable to Aircraft 240 and subsequent.

EFFECTIVITY: ALL
Page 401
21-20-03 Jan 31/2003
TOC
MAIN

F. Adjust cable tension of flight control cables that were released. Refer to 27-00-00, General
- Maintenance Practices . Remove rigging pins.

G. Install clamps securing engine control cable.

H. Connect high temperature sensor electrical leads.

I. Connect temperature anticipator electrical connector and safety wire.

J. Check for air leaks by performing Air Flow Checks with Engine(s) Running (refer to
21-20-00, Distribution - Inspection / Check) and Cabin Leakage Check (refer to 21-30-00,
Pressurization Control - Inspection / Check).

K. Install cabin floor access panel, cabin interior and interior furnishing.

EFFECTIVITY: ALL
Page 402
21-20-03 Jan 31/2003
TOC
MAIN

Flood Duct Valve


Figure 1 (Sheet 1 of 2)

EFFECTIVITY: 187-239
Page 403
21-20-03 Jan 31/2003
TOC
MAIN

Flood Duct Valve


Figure 1 (Sheet 2 of 2)

EFFECTIVITY: 240 and Subsequent


Page 404
21-20-03 Jan 31/2003
TOC
MAIN

PILOTS CONDITIONED AIR VALVE - DESCRIPTION / OPERATION

1. General (Refer to Figure 1)

The pilots conditioned air valve is located below the cabin floor at Fuselage Station 69.75 and is
installed in the conditioned air duct. The valve is manually controlled by the PILOT COND AIR
knob installed on the control pedestal. The valve is provided to distribute conditioned air to the
area above the pilot and copilot rudder pedals.

EFFECTIVITY: ALL
Page 1
21-20-04 Jan 31/2003
TOC
MAIN

Pilots Conditioned Air Valve


Figure 1

EFFECTIVITY: ALL
Page 2
21-20-04 Jan 31/2003
TOC
MAIN

PILOTS CONDITIONED AIR VALVE - REMOVAL / INSTALLATION

1. Removal of Pilots Conditioned Air Valve (Figure 1)

A. Remove cabin furnishings and interior as required to gain access to cabin floor access
panel at Fuselage Station 69.75.

B. Remove cabin floor panel to gain access to the pilots conditioned air valve.

C. Disconnect push-pull cable at control arm on valve body.

D. Loosen clamp and disconnect conditioned air duct from rear end of valve body.

E. Remove screw on valve body, remove control arm and withdraw flapper.

2. Installation of Pilots Conditioned Air Valve (Figure 1)

A. Install flapper inside duct and control arm and secure with screw.

B. Connect push-pull cable to control arm on valve body.

C. Connect conditioned air duct to valve body and secure with clamp. Tighten clamp to
12 inch pounds.

D. Pull out PILOTS COND AIR knob located on pedestal and check that wire stop on control
arm is against cable housing and that the valve is completely open.

E. Install cabin floor access panel, cabin interior and interior furnishings.

EFFECTIVITY: ALL
Page 401
21-20-04 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-20-04 Jan 31/2003
TOC
MAIN

MANUAL DEFOG VALVE - DESCRIPTION / OPERATION

1. General (Refer to 21-20-04, Figure 1)

The manual defog valve is located below the cabin floor at Fuselage Station 69.75 and is
installed in the conditioned air duct provided for defogging. The valve is manually controlled by
the DEFOG control knob installed on the lower right side of the control pedestal. The valve is
provided to distribute conditioned air to the pilot and copilot windshield and the pilots
compartment side windows.

EFFECTIVITY: ALL
Page 1
21-20-05 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-20-05 Jan 31/2003
TOC
MAIN

MANUAL DEFOG VALVE - REMOVAL / INSTALLATION

1. Removal of Manual Defog Valve (Refer to 21-20-04, Figure 1)

A. Remove cabin furnishing and interior as required to gain access to cabin floor access
panel at Fuselage Station 69.75.

B. Remove cabin floor panel to gain access to the manual defog valve.

C. Disconnect push-pull cable at control arm on valve body.

D. Loosen clamp and disconnect conditioned air duct from rear end of valve body.

E. Remove screw on valve body, remove control arm and withdraw flapper.

2. Installation of Manual Defog Valve (Refer to 21-20-04, Figure 1)

A. Insert flapper inside of duct, install control arm and secure with screw.

B. Connect push-pull cable to control arm on valve body.

C. Connect air duct to valve body and secure with clamp. Tighten clamp to 12 inch pounds.

D. Pull out MANUAL DEFOG knob located on pedestal and check that wire stop on control
arm is against cable housing and that the valve is completely open.

E. Install cabin floor access panel, cabin interior and interior furnishings.

EFFECTIVITY: ALL
Page 401
21-20-05 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-20-05 Jan 31/2003
TOC
MAIN

RAM AIR SHUT-OFF VALVE - DESCRIPTION / OPERATION

1. General (Figure 1)

The ram air shut-off valve is a 28 Vdc motor operated butterfly valve, closing or opening the ram
airflow path into the cold air ducts. The valve is located in the aft fuselage and controlled by the
cabin air selector switch located on the pedestal.

EFFECTIVITY: ALL
Page 1
21-20-06 Jan 31/2003
TOC
MAIN

Ram Air Shutoff Valve Installation


Figure 1

EFFECTIVITY: ALL
Page 2
21-20-06 Jan 31/2003
TOC
MAIN

RAM AIR SHUT-OFF VALVE - REMOVAL / INSTALLATION

1. Removal of Ram Air Shut-off Valve (Figure 1)

A. Open RAM AIR circuit breaker.

B. Remove main baggage compartment rear panel.

C. Remove safety wire and disconnect electrical connector from ram air shutoff valve.

D. Remove nut, washer and bolt securing bonding strip to valve and remove bonding strip.

E. Remove two Marman couplings securing valve to ducts. Remove valve and gaskets.

2. Installation of Ram Air Shut-off Valve (Figure 1)

A. Install ram air shutoff valve and gaskets on ducts and secure with couplings. Torque
couplings to 115 - 125 inch pounds.

B. Install bonding strip on valve and secure with bolt, washer and nut.

C. Connect electrical connector to valve and safety wire.

D. Close RAM AIR circuit breaker.

E. Perform operational test of ram air shutoff valve. Valve should move to fully open and fully
closed position in less than 15 seconds.

F. Check duct connections for air leaks.

G. Install main baggage compartment rear panel.

EFFECTIVITY: ALL
Page 401
21-20-06 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-20-06 Jan 31/2003
TOC
MAIN

GROUND BYPASS VALVE - DESCRIPTION / OPERATION

1. General (Figure 1)

When opened, the ground bypass valve connects the right high pressure duct with the mixed air
duct. The valve is a normally closed solenoid actuated valve. The valve is energized and
opened by 28 Vdc. The valve is located in the rear fuselage forward of the aft baggage
compartment.

EFFECTIVITY: ALL
Page 1
21-20-07 Jan 31/2003
TOC
MAIN

Ground Bypass Valve


Figure 1

EFFECTIVITY: ALL
Page 2
21-20-07 Jan 31/2003
TOC
MAIN

GROUND BYPASS VALVE - REMOVAL / INSTALLATION

1. Removal of Ground Bypass Valve (Figure 401)

A. Open R PRESS VALVES circuit breaker.

B. Remove rear baggage compartment front panel.

C. Remove safety wire and disconnect electrical connector from valve.

D. Disconnect and cap sensing line from ground bypass valve.

E. Remove clamp securing leak detector to ground bypass valve.

F. Remove couplings and gaskets securing inlet and outlet ducts to ground bypass valve.

G. Remove ground bypass valve.

2. Installation of Ground Bypass Valve (Figure 401)

A. Install ground bypass valve, connect inlet and outlet ducts and install couplings and
gaskets securing tubes to ground bypass valve. Torque couplings to 40 inch pounds.

B. Install clamp securing leak detector to ground bypass valve.

C. Remove cap and connect sensing line to ground bypass valve.

D. Connect electrical connector and safety wire.

E. Close R PRESS VALVES circuit breaker located on overhead panel.

F. Check for air leaks by performing Air Flow Checks with Engine(s) Running (refer to
21-20-00, Distribution - Inspection / Check) and Cabin Leakage Check (refer to 21-30-00,
Pressurization Control - Inspection / Check).

G. Install rear baggage compartment front panel.

EFFECTIVITY: ALL
Page 401
21-20-07 Jan 31/2003
TOC
MAIN

Ground Bypass Valve Installation


Figure 401

EFFECTIVITY: ALL
Page 402
21-20-07 Jan 31/2003
TOC
MAIN

EMERGENCY AIR SHUT-OFF VALVE - DESCRIPTION / OPERATION

1. General (Figure 1)

A. The emergency air shut-off valve, located in the rear fuselage, controls air supply from the
right engine low pressure bleed stage to the cabin when emergency air is selected on the
CABIN AIR selector switch. The valve is a 28 Vdc motor generated butterfly valve. Valve
positions are either fully closed or fully open. Power for the emergency air shutoff valve is
taken from the No. 1 Distribution Bus through the EMERG AIR circuit breaker located on
the overhead panel.

EFFECTIVITY: ALL
Page 1
21-20-08 Jan 31/2003
TOC
MAIN

Emergency Air Shut-off Valve Schematic


Figure 1

EFFECTIVITY: ALL
Page 2
21-20-08 Jan 31/2003
TOC
MAIN

EMERGENCY AIR SHUT-OFF VALVE - REMOVAL / INSTALLATION

1. Removal of Emergency Air Shut-off Valve (Figure 401)

A. Open EMERG AIR circuit breaker.

B. Remove main baggage compartment rear panel.

C. Disconnect emergency air shut-off valve electrical connector and remove clamps securing
electrical wiring.

D. Disconnect bonding strap from valve.

E. Remove Marman couplings and remove valve and gaskets from ducting.

2. Installation of Emergency Air Shut-off Valve (Figure 401)

NOTE: Do not install emergency air shut-off valve with valve shaft in vertical position to prevent
accumulation of water in lower bearing.

A. Install emergency air shut-off valve and gaskets in ducting and install Marman couplings.
Torque Marman couplings to 80 inch pounds.

B. Connect bonding strap to valve.

C. Connect valve electrical connector and secure wiring with clamps.

D. Close EMERG AIR circuit breaker.

E. Check for air leaks by performing Air Flow Checks with Engine(s) Running (refer to
21-20-00, Distribution - Inspection / Check) and Cabin Leakage Check (refer to 21-30-00,
Pressurization Control - Inspection / Check).

F. Install main baggage compartment rear panel.

EFFECTIVITY: ALL
Page 401
21-20-08 Jan 31/2003
TOC
MAIN

Emergency Air Supply Shut-off Valve Installation


Figure 401

EFFECTIVITY: ALL
Page 402
21-20-08 Jan 31/2003
TOC
MAIN

PRESSURIZATION CONTROL - DESCRIPTION / OPERATION

1. General (Figures 1, 2 and 3)

Cabin pressurization is obtained from conditioned air which is automatically regulated to


produce desired cabin temperature; therefore, the total cabin environment can be preselected
and requires minimum attention during flight. Automatic operation of the pressurization system
requires only the selection of desired cabin altitude and cabin altitude rate-of-change on the
pressurization control panel. Cabin pressure and rate of pressure change are automatically
regulated by controlling the amount of air discharged from the cabin to atmosphere. Normal
cabin pressure differential can be maintained to a maximum pressure of 8.8 psi which will
produce a cabin altitude of 8,000 feet. while the aircraft is flying at an altitude of 45,000 feet.
Both outflow valves have the same maximum pressure differential setting of 9.0 psi. Either
outflow valve is capable of preventing the cabin pressure from exceeding 9.0 psi in the event the
normal system should malfunction.

EFFECTIVITY: ALL
Page 1
21-30-00 Jan 31/2003
TOC
MAIN

Pressurized Areas
Figure 1

EFFECTIVITY: ALL
Page 2
21-30-00 Jan 31/2003
TOC
MAIN

Pressurization Control System Component Location


Figure 2

EFFECTIVITY: ALL
Page 3/4
21-30-00 Jan 31/2003
TOC
MAIN

Pressurization Control System Schmatic


Figure 3

EFFECTIVITY: ALL
Page 5/6
21-30-00 Jan 31/2003
TOC
MAIN

PRESSURIZATION CONTROL - ADJUSTMENT / TEST

1. Pneumatic Component Replacement Functional Test

A. Close cabin door and cockpit window.

B. Close isobaric shut-off valve and open MAN DUMP valve.

C. Visually check that hoses and pneumatic lines are in good condition and outflow valve and
safety valve are clean and free of contamination and nicks.

D. Start right engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

E. Place CABIN AIR selector to BOTH ENGINES position and wait 10 seconds.

F. Open L PRESS VALVES circuit breaker to deactivate the pressure dump solenoids.

CAUTION: DO NOT EXCEED A CABIN PRESSURE OF 9.2 PSI.

G. Pressurize cabin by slowly closing MAN DUMP valve and increasing engine rpm as
necessary until outflow and / or safety valve opens.

H. Record pressure at which first valve releases. (Install small pieces of paper on the outport
of cabin air safety valve and cabin outflow valve to see which one actuates first.)

I. Plug static port of the valve which actuates first and record relief pressure of the second
valve. Both valves must relieve between 8.7 and 9.0 psi. If not, remove and replace faulty
component.

J. Unplug static port.

K. Slowly dump cabin pressure by slowly opening the MAN DUMP valve.

L. Shut down right engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

M. Close L PRESS VALVES circuit breaker.

N. Close MAN DUMP valve.

O. Open isobaric valve and safety wire in the open position.

EFFECTIVITY: ALL
Page 501
21-30-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 502
21-30-00 Jan 31/2003
TOC
MAIN

PRESSURIZATION CONTROL - INSPECTION / CHECK

1. Cabin Leakage Check Using External Air Source

NOTE: Areas of special concern as to leakage are the aft and forward pressure bulkhead, the
cabin door and the emergency exits. Leakage problems can also exist around floor
joints, fuselage mating bolts and longeron splices. Flanged joints should be sealed on
angle side of flange and on backside of angle in service. Once the aircraft is sealed,
care should be taken not to damage seals on the door and the emergency exits.

A. Connect external air source. Refer to 21-20-00, Distibution - Removal / Installation.

NOTE: Ensure outflow valves are closed.

B. Close MAN DUMP valve and pressurize cabin to 8 psi. Control cabin with the regulated
outside air source.

C. Close outside air supply shut-off valve. Cabin pressure should not drop below 2 psid in
less than 65 seconds.

NOTE: Measure leakage rate with cabin temperature between 60° - 90°F.

D. Slowly open the MAN DUMP valve and slowly depressurize cabin pressure.

E. Disconnect external air source. Refer to 21-20-00, Distribution - Removal / Installation.

CAUTION: ENSURE ISOBARIC VALVE IS OPEN AND IS SAFETY WIRED IN THE OPEN
POSITION AFTER COMPLETION OF LEAKAGE CHECK.

2. Cabin Leakage Check Using an Engine

A. Close cabin door and DV window.

B. Close isobaric valve. Refer to 21-30-06, Isobaric Shut-off Valve - Removal / Installation.

C. Open MAN DUMP valve.

D. Start left or right engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

E. Place CABIN AIR selector switch to operating engine.

F. Open L PRESS VALVES and RAM AIR circuit breakers to deactivate the dump solenoids.

G. Slowly close MAN DUMP valve and increase engine RPM to pressurize the cabin to 8 psi.

EFFECTIVITY: ALL
Page 601
21-30-00 Jan 31/2003
TOC
MAIN

H. Shut down engine, refer to 1124 or 1124A Airplane Flight Manual and monitor the cabin
pressure indicator. Cabin pressure should not drop below 2 psid in less than 65 seconds.

I. Slowly open the MAN DUMP valve and slowly depressurize cabin pressure.

J. Open the isobaric valve and safety wire the valve in the open position. Refer to 21-30-06,
Isobaric Shut-off Valve - Removal / Installation

3. Pressurization and Depressurization Rate Check

NOTE: For the following check, a branch from the external air source must be connected to the
deicer boot system ground test pressure connection to activate the vacuum jet pump.

A. Connect external air source. Refer to 21-20-00, Distribution - Removal / Installation.

NOTE: Do not close the isobaric shut-off valve as indicated in the procedure to connect
the external air source. The isobaric shut-off valve is to remain open and safety
wired in open position during this check.

B. Select an altitude 1,000 feet below field aviation on CABIN CONTROLLER and set rate at
nominal.

C. Close MAN DUMP valve. Cabin should pressurize to approximately 0.5 psi. Rate should
initially be between 400 - 600 feet per minute (fpm).

D. Slowly open the MAN DUMP valve and depressurize the cabin.

E. Set rate to minimum and close the MAN DUMP valve. Rate should be between
80 - 200 fpm.

F. Slowly open the MAN DUMP valve and depressurize the cabin.

G. Set rate to maximum and close the MAN DUMP valve. Rate should be between
2,000 - 2,700 fpm.

H. Slowly open MAN DUMP valve and depressurize the cabin.

I. Set rate to nominal and close MAN DUMP valve. Cabin should pressurize to
approximately 0.5 psi.

J. Move cabin altitude selector to +3,000 ft. Rate should be between 400 to 600 fpm.

K. Slowly open the MAN DUMP valve and depressurize the cabin.

L. Set rate to nominal and close MAN DUMP valve. Rate should be between 80 - 200 fpm.

M. Slowly open MAN DUMP valve and depressurize the cabin.

EFFECTIVITY: ALL
Page 602
21-30-00 Jan 31/2003
TOC
MAIN

N. Set rate to maximum and close the MAN DUMP valve. Rate should be between
2,000 - 2,700 fpm.

O. Reset L PRESS VALVES circuit breaker. Check that cabin depressurizes suddenly.

P. Disconnect external air source. Refer to 21-20-00, Distribution - Removal / Installation.

CAUTION: ENSURE ISOBARIC VALVE IS OPEN AND IS SAFETY WIRED IN THE OPEN
POSITION AFTER COMPLETION OF LEAKAGE CHECK.

EFFECTIVITY: ALL
Page 603
21-30-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 604
21-30-00 Jan 31/2003
TOC
MAIN

CABIN AIR PRESSURE CONTROLLER - DESCRIPTION / OPERATION

1. General (Figure 1)

The controller and volume tank operate in conjunction with the outflow valve to regulate cabin
air pressure. The controller and volume tank provide a controlled reference pressure to the
outflow valve to enable it to control the outflow of cabin air. The pressure regulator contain two
separate pressure controlling systems; variable cabin pressure and rate of change control. The
pressure controller and volume tank are part of a cabin pressure control system and are used to
select and control a desired cabin altitude.

2. Description

The body of the controller is composed of three elements. The first element forms a chamber
which is opened to cabin pressure and houses the absolute bellows. One end of the bellows is
secured to an actuator which is moved by rotating the cabin altitude selector knob to compress
or extend the bellows. The opposite end of the bellows passes through the end of the chamber
and is limited to a specific travel by a bellows stop. The cabin rate control selector knob is
secured to the rate control valve actuator. Rotation of the rate selector knob will position the rate
control valve to a desired position. One side of the second element, when assembled to the first
element, completes the cabin pressure chamber and seals the cabin pressure chamber from the
rest of the controller with a sealing diaphragm. The opposite side of the second element forms a
rate pressure chamber which houses the rate spring.

One side of the rate spring is secured to the absolute bellows and the other side of the spring is
secured to the rate diaphragm. The second element also contains the rate control valve and
orifice and an air passage to allow movement of air to the auxiliary volume tank through the
auxiliary volume tank connection. The second element also incorporates a check valve. When
cabin pressure decreases below rate pressure, the check valve will allow air to flow from the
rate pressure chamber to the cabin pressure chamber. The third element, when assembled to
the rate diaphragm and other two elements, forms a reference pressure chamber which houses
the reference pressure metering valve and metering valve following spring. One end of the
spring is secured to the third element by a rotating member and the other end incorporates the
reference pressure metering valve. This element also contains passages for air to pass from the
controller to the pneumatic relay. The connections on the rear of the third element are the cabin
air filter with orifice connection, the venturi vacuum connection, the auxiliary volume tank and
the pneumatic relay connection.

The auxiliary volume tank is a small sealed chamber located close to the controller. When
connected to the controller, the tank provides additional volume to the rate pressure chamber in
the controller. The additional volume provided by the tank provides greater accuracy of the
cabin rate-of-change control.

EFFECTIVITY: ALL
Page 1
21-30-01 Jan 31/2003
TOC
MAIN

Cabin Air Pressure Controller


Figure 1

EFFECTIVITY: ALL
Page 2
21-30-01 Jan 31/2003
TOC
MAIN

3. Operation

With venturi vacuum applied to the controller, cabin air flows through the cabin air filter with
orifice, through the reference pressure chamber and out to aircraft vacuum. Rate pressure air
flows through the rate control valve into the reference chamber. The pressure drop caused by
cabin air flowing through the orifice creates reference pressure and rate pressure which is
slightly lower than cabin pressure.

The reference pressure and rate pressure tend to equalize through the rate control valve and
the metering valve will modulate until the differential across the rate diaphragm equalizes. The
reference pressure metering valve modulates until cabin air flowing through the orifice is
approximately a steady flow which creates an essentially constant reference pressure. The
controller is connected to a pneumatic relay which activates the outflow valve. Therefore, any
change in controller reference pressure is sensed in the pneumatic relay and in the outflow
valve.

As the aircraft altitude increases until the preset altitude is reached, the change in cabin
pressure is sensed by the absolute bellows which expand slightly to reposition the reference
pressure metering valve. The new position of the metering valve will change the reference
pressure in the controller.

If the cabin altitude selector knob is repositioned to a higher altitude, the absolute bellows and
reference pressure metering valve are repositioned to change the reference pressure. The
resulting change in cabin pressure is continuously sensed to expand or contract the absolute
bellows to control the flow of cabin air through the cabin air filter with orifice to venturi vacuum,
causing a change in reference pressure.

If the rate of cabin pressure change equals or exceeds the selected rate-of-change, an
increased pressure differential will exist across the rate diaphragm in the controller. This
pressure will reposition the reference pressure metering valve to increase or decrease reference
pressure to control the rate of cabin pressure change until the selected cabin altitude is
obtained.

EFFECTIVITY: ALL
Page 3
21-30-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 4
21-30-01 Jan 31/2003
TOC
MAIN

CABIN AIR PRESSURE CONTROLLER - REMOVAL / INSTALLATION

1. Removal of Cabin Air Pressure Controller (Figure 401)

NOTE: Field repairs to the pressure controller are not authorized. The controller uses minute
air pressure variations to perform its functions; therefore, it is essential that all lines to
and from the pressurization controller be air tight. A complete ground test of the
pressurization system should be performed before the pressurization controller is
designated as faulty.

A. Remove electrical power from aircraft.

B. Remove pilot seat.

C. Remove access panel on left side of control pedestal.

D. Remove false panel from pressurization control panel.

E. Tag, disconnect and cap three lines from rear of controller.

F. Remove four screws attaching controller to pedestal.

G. Lower controller into pedestal, tag and disconnect two electrical leads from rear of
controller.

H. Remove controller from pressurization panel.

2. Installation of Cabin Air Pressure Controller (Figure 401)

A. Position cabin air pressure controller in pedestal and connect two electrical leads. Remove
tags.

B. Install four screws securing controller to pedestal.

C. Remove caps and connect three lines to controller.

D. Install false panel on pressurization control panel.

E. Perform Pneumatic Component Replacement Functional Test (refer to 21-30-00,


Adjustment / Test) and Pressurization and Depressurization Rate Check (refer to 21-30-
00, Inspection / Check).

F. Install access panel on left side of control pedestal.

G. Install pilot seat.

EFFECTIVITY: ALL
Page 401
21-30-01 Jan 31/2003
TOC
MAIN

Cabin Air Pressure Controller


Figure 401

EFFECTIVITY: ALL
Page 402
21-30-01 Jan 31/2003
TOC
MAIN

CABIN AIR PRESSURE CONTROLLER - CLEANING / PAINTING

1. Cleaning of Air Filter

NOTE: Maintenance of the cabin air pressure controller is limited to cleaning the cabin air filter.

A. Remove cabin air pressure controller. Refer to 21-30-03, Cabin air Pressure Controller -
Removal / Installation.

B. Remove retaining ring, screen, copper ribbon and screen from filter housing.

WARNING: USE DRY-CLEANING SOLVENT IN A WELL-VENTILATED AREA. AVOID


BREATHING FUMES. KEEP AWAY FROM FLAME.

C. Wash both screen and copper ribbon in dry-cleaning solvent (Federal Specification
P-D-680). Make certain that orifice in filter housing is free of foreign material.

D. Install screen in filter housing.

E. Install copper ribbon in filter housing.

NOTE: Do not over compress copper ribbon in filter housing.

F. Install remaining screen and then install retaining ring.

G. Install cabin air pressure controller. Refer to 21-30-03, Cabin air Pressure Controller -
Removal / Installation.

EFFECTIVITY: ALL
Page 701
21-30-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 702
21-30-01 Jan 31/2003
TOC
MAIN

MANUAL DUMP VALVE – DESCRIPTION / OPERATION

1. General (Figure 1)

The MAN DUMP valve, which is a manually controlled needle valve located in the pressurization
control panel, provides an emergency means for controlling cabin pressurization. Should the
need arise, this valve can be used to dump all cabin pressure; however, use of the valve for this
purpose should be restricted to altitudes below 13,000 feet, whenever possible. Operation of the
manual dump valve controls the safety outflow valve.

EFFECTIVITY: ALL
Page 1
21-30-02 Jan 31/2003
TOC
MAIN

Manual Dump Valve


Figure 1

EFFECTIVITY: ALL
Page 2
21-30-02 Jan 31/2003
TOC
MAIN

MANUAL DUMP VALVE – REMOVAL / INSTALLATION

1. Removal of Manual Dump Valve (Refer to 21-30-01, Figure 401)

A. Remove electrical power from the aircraft.

B. Remove pilot seat.

C. Remove access panel on left side of control pedestal.

D. Remove false panel from pressurization control panel.

E. Remove manual dump valve control knob.

F. Disconnect and cap two air lines from valve.

G. Remove attaching screws and withdraw valve from pressurization panel.

2. Installation of Manual Dump Valve (Refer to 21-30-01, Figure 401)

A. Install manual dump valve in pressurization panel and secure attaching screws.

B. Remove caps and connect two air lines to valve.

C. Install false panel on pressurization control panel.

D. Install manual dump valve control knob.

E. Perform Pneumatic Component Replacement Functional Test. Refer to 21-30-00,


Adjustment / Test.

F. Install access panel on left side of control pedestal.

G. Install pilot seat.

EFFECTIVITY: ALL
Page 401
21-30-02 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-02 Jan 31/2003
TOC
MAIN

OUTFLOW VALVE - DESCRIPTION / OPERATION

1. General (Figure 1)

The outflow valve modulates cabin pressure by controlling the amount of pressurized air
expelled from the cabin. Principle parts of the outflow valve and the manner in which it operates
are shown in Figure 1. The head of the valve is connected to the pressure controller reference
pressure line and static air source. A screened orifice also vents the outflow valve to cabin air. A
poppet valve, which seats against the base of the outflow valve, controls the flow of cabin
pressurized air being discharged through a port in the lower fuselage. When the outflow valve is
in operation, a reference pressure from the cabin pressure controller is applied to the interior of
the valve reference chamber. This reference pressure acts against the top surface of the outflow
valve diaphragm and is opposed by cabin pressure and the force being exerted by the poppet
valve return spring acting against the bottom side of the actuator diaphragm.

As long as the cabin-to-discharge pressure differential does not exceed the valve established by
the pressurization controller setting, the poppet valve remains closed. When cabin pressure
increases, reference pressure from the cabin pressure controller is reduced. This allows cabin
pressure to force the poppet valve off its seat and permits pressurized cabin air discharge into
the atmosphere.

EFFECTIVITY: ALL
Page 1
21-30-03 Jan 31/2003
TOC
MAIN

Outflow Valve
Figure 1

EFFECTIVITY: ALL
Page 2
21-30-03 Jan 31/2003
TOC
MAIN

OUTFLOW VALVE - REMOVAL / INSTALLATION

1. Removal of Outflow Valve (Figure 401)

A. Remove cabin furnishings and interior fittings as required to gain access to cabin floor
access panel between Stations 98.76 and 117.18.

B. Remove floor access panel.

C. Remove clamps and remove air conditioning duct above outflow duct.

D. Disconnect and cap tubing from outflow valve.

E. Remove screws securing exterior outflow valve fairing to valve from lower fuselage.

F. Remove safety wire and attaching bolts and withdraw valve, taking care not to damage
rubber diaphragm.

2. Installation of Outflow Valve (Figure 401)

A. Ensure valve is free of nicotine and contamination and openings are clean. Then install
new valve gasket in valve.

B. Install outflow valve and secure with attaching bolts. Torque bolts until gasket is
compressed to 25% of original thickness. Safety wire attaching bolts.

C. Install exterior outflow valve fairing on lower fuselage. Secure with screws.

D. Remove caps and connect tubing to valve.

E. Install air conditioning duct above outflow valve and secure with clamps.

F. Perform Pneumatic Component Replacement Functional Test. Refer to


21-30-00, Adjustment / Test.

G. Install floor access panel, and cabin furnishings and interior.

EFFECTIVITY: ALL
Page 401
21-30-03 Jan 31/2003
TOC
MAIN

Outflow Valve Installation


Figure 401

EFFECTIVITY: ALL
Page 402
21-30-03 Jan 31/2003
TOC
MAIN

OUTFLOW VALVE - CLEANING / PAINTING

1. Cleaning of Poppet Valve and Seat

A. Remove outflow valve. Refer to 21-30-03, Outflow Valve - Removal / Installation.

CAUTION: ENSURE THAT EQUAL FORCE IS APPLIED AND DISTRIBUTED EVENLY


WHILE COMPRESSING THE POPPET VALVE TO PREVENT DAMAGE TO THE
VALVE SHAFT AND CAUSING THE VALVE TO LEAK DURING OPERATION.

B. Compress the poppet valve by placing equal force on opposite sides of valve to expose
the valve lip and seat.

C. Carefully wipe the valve lip and seat with a clean cloth moistened in P-D-680 cleaning
solvent.

D. Install outflow valve. Refer to 21-30-03, Outflow Valve - Removal / Installation.

EFFECTIVITY: ALL
Page 701
21-30-03 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 702
21-30-03 Jan 31/2003
TOC
MAIN

SAFETY VALVE - DESCRIPTION / OPERATION

1. General (Refer to 21-30-00, Figure 2)

The outflow valve and safety outflow valve are absolutely identical and may be used
interchangeably. The safety valve is an outflow valve that is isolated from the cabin pressure
controller reference pressure. The safety valve provides a backup release for cabin
overpressure or the elimination of a negative cabin pressure in the event of outflow valve
malfunction.

EFFECTIVITY: ALL
Page 1
21-30-04 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-30-04 Jan 31/2003
TOC
MAIN

SAFETY VALVE - REMOVAL / INSTALLATION

1. Removal of Safety Valve (Refer to 21-30-03, Figure 401)

A. Removal of cabin furnishings and interior fittings is required to gain access to cabin floor
access panel between Stations 98.76 and 117.18.

B. Remove floor access panel.

C. Remove clamps and remove air conditioning duct above safety valve.

D. Disconnect and cap tubing from safety valve.

E. Remove screws securing exterior safety valve fairing to valve from lower fuselage.

F. Remove safety wire and attaching bolts and withdraw valve, taking care not to damage
rubber diaphragm.

2. Installation of Safety Valve (Refer to 21-30-03, Figure 401)

A. Ensure valve is free of nicotine and contamination and openings are clean. Install new
valve gasket onto valve.

B. Install safety valve and secure with attaching bolts. Torque bolts until gasket is
compressed to 25% of original thickness. Safety wire attaching bolts.

C. Install exterior safety valve fairing on lower fuselage. Secure with screws.

D. Remove caps and connect tubing to valve.

E. Install air conditioning duct above safety valve.

F. Perform Pneumatic Component Replacement Functional Test. Refer to 21-30-00,


Adjustment / Test.

G. Install floor access panel and cabin furnishings and interior.

EFFECTIVITY: ALL
Page 401
21-30-04 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-04 Jan 31/2003
TOC
MAIN

SAFETY VALVE - CLEANING / PAINTING

1. Cleaning of Poppet Valve and Seat

A. Remove safety valve. Refer to 21-30-04, Safety Valve - Removal / Installation.

CAUTION: ENSURE THAT EQUAL FORCE IS APPLIED AND DISTRIBUTED EVENLY


WHILE COMPRESSING THE POPPET VALVE TO PREVENT DAMAGE TO THE
VALVE SHAFT AND CAUSING THE VALVE TO LEAK DURING OPERATION.

B. Compress the poppet valve by placing equal force on opposite sides of valve to expose
the valve lip and seat.

C. Carefully wipe the valve lip and seat with a clean cloth moistened in P-D-680 cleaning
solvent.

D. Install safety valve. Refer to 21-30-04, Safety Valve - Removal / Installation.

EFFECTIVITY: ALL
Page 701
21-30-04 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 702
21-30-04 Jan 31/2003
TOC
MAIN

AIR FILTER - DESCRIPTION / OPERATION

1. General (Figure 1)

Two inlet air filters, located immediately aft of the forward pressure bulkhead and forward of the
control pedestal to the left of center, are installed in the cabin air pressure control system to
prevent contaminated air from entering the system. The filters are identical and consist of a
boot, filter element cartridge and outlet connection. The filter element cartridge consist of a filter
element and a nylon screen. Dirty air filters are usually the cause for lagging pressurization or
cabin pressure altitude fluctuations. Filter element cartridges should be replaced at 800 hour
intervals. An air filter should be removed from the aircraft for purposes of repair only when
trouble analysis indicates a malfunction.

EFFECTIVITY: ALL
Page 1
21-30-05 Jan 31/2003
TOC
MAIN

Air Filter
Figure 1

EFFECTIVITY: ALL
Page 2
21-30-05 Jan 31/2003
TOC
MAIN

AIR FILTER - REMOVAL / INSTALLATION

1. Removal of Air Filter Element Cartridge (Figure 1)

A. Remove pilot seat to gain access to the air filter located below and forward of instrument
panel.

B. Remove filter element cartridge from rubber boot filter housing.

C. Inspect filter element cartridge.

2. Installation of Air Filter Element Cartridge (Figure 1)

A. Install filter element cartridge in rubber boot filter housing.

B. Install pilot seat.

EFFECTIVITY: ALL
Page 401
21-30-05 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-05 Jan 31/2003
TOC
MAIN

ISOBARIC SHUT-OFF VALVE - DESCRIPTION / OPERATION

1. General (Refer to 21-30-00, Figure 2)

An isobaric valve is attached to a mounting bracket located between Fuselage Station 23.25
and 37.78 (Z=26.40). The isobaric shut-off valve is turned to the closed position when checking
the cabin pressure system on the ground. The valve must be safety wired in the open position
for normal operation of the pressurization system.

CAUTION: WHEN OPERATING THE PRESSURIZATION SYSTEM ON THE GROUND, WITH


THE ISOBARIC SHUTOFF VALVE CLOSED, ADVANCE THROTTLES WITH
CAUTION AS IT IS POSSIBLE TO EXCEED A CABIN DIFFERENTIAL
PRESSURE OF 8.8 PSI DUE TO THE OPERATIONAL TIME LAG OF THE CABIN
AIR SAFETY AND OUTFLOW VALVES.

EFFECTIVITY: ALL
Page 1
21-30-06 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-30-06 Jan 31/2003
TOC
MAIN

ISOBARIC SHUT-OFF VALVE - REMOVAL / INSTALLATION

1. Removal of Isobaric Shut-off Valve (Refer to 21-30-01, Figure 401)

A. Remove center instrument panel to gain access to isobaric shutoff valve located below
and forward of center instrument panel.

B. Disconnect and cap air line from valve.

C. Remove nut, washer, bolt and clamp (2 places) securing valve to instrument panel support
and remove valve.

2. Installation of Isobaric Shut-off Valve (Refer to 21-30-01, Figure 401)

A. Position isobaric shut-off valve on instrument panel support and secure valve in position
with clamp, bolt, washer and nut (2 places).

B. Remove caps and connect air line to valve.

C. Secure the valve in the open position with safety wire.

EFFECTIVITY: ALL
Page 401
21-30-06 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-06 Jan 31/2003
TOC
MAIN

ABSOLUTE AIR PRESSURE REGULATOR - DESCRIPTION / OPERATION

1. General (Figure 1)

Two Absolute air pressure regulators, located immediately aft of the forward pressure bulkhead
and forward of the control pedestal to the right of center, are provided to limit the cabin altitude in
the event of a primary cabin pressure system failure.

Should the cabin pressure system fail, the absolute pressure regulators will maintain a
maximum cabin altitude of 13,000 feet ±1,500 feet. The regulators permit cabin pressure to
enter the reference chamber of the outflow and safety valves. Since there is equal pressure on
both sides of the diaphragms the return springs close the valves, preventing cabin air pressure
from flowing to atmosphere.

EFFECTIVITY: ALL
Page 1
21-30-07 Jan 31/2003
TOC
MAIN

Absolute Air Pressure Regulator


Figure 1

EFFECTIVITY: ALL
Page 2
21-30-07 Jan 31/2003
TOC
MAIN

ABSOLUTE AIR PRESSURE REGULATOR - REMOVAL / INSTALLATION

1. Removal of Absolute Air Pressure Regulator (Figure 1)

A. Remove copilot seat to gain access to absolute air pressure regulator located below and
forward of center instrument panel.

B. Disconnect and cap air lines and tee fittings from pressure regulator.

C. Remove washer and bolt (3 places) securing pressure regulator to bracket on forward
pressure bulkhead and remove regulator.

2. Installation of Absolute Air Pressure Regulator (Figure 1)

A. Position absolute air pressure regulator in installed position and secure to bracket with
bolt, washer and nut (3 places).

B. Remove cap and connect air lines and tee fitting to valve.

C. Perform Pneumatic Component Replacement Functional Test. Refer to 21-30-00,


Pressurization Control - Adjustment / Test.

D. Install copilot seat.

EFFECTIVITY: ALL
Page 401
21-30-07 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-07 Jan 31/2003
TOC
MAIN

PNEUMATIC RELAY - DESCRIPTION / OPERATION

1. General (Figure 1)

The pneumatic relay, located on a bracket installed on aft side of the pressure bulkhead at
Fuselage Station 23.25, forms a part of the air pressure control system. The pressure in the
reference chamber of the pressurization controller is sensed by the pneumatic relay which, in
turn, produces an amplified signal to the outflow valve. In operation, three pressures are applied
to this relay: a control reference pressure from the cabin pressure controller, jet pump reference
pressure and reference chamber pressure in the outflow valve. Cabin air enters the controller
through an orifice which reduces the pressure to slightly less than cabin pressure. As cabin
pressure increases, controller reference pressure becomes less than outflow valve reference
pressure. When the pressure differential increases sufficiently to overcome the force of the relay
calibration spring, the relay diaphragm assembly compresses the calibration springs allowing
the metering valve to move to a metering position. Metering action of the metering valve
regulates the flow of outflow valve reference pressure air to the jet pump. This establishes the
outflow valve reference pressure for operation of the valve.

EFFECTIVITY: ALL
Page 1
21-30-08 Jan 31/2003
TOC
MAIN

Pneumatic Relay
Figure 1

EFFECTIVITY: ALL
Page 2
21-30-08 Jan 31/2003
TOC
MAIN

PNEUMATIC RELAY - REMOVAL / INSTALLATION

1. Removal of Pneumatic Relay (Figure 1)

A. Remove copilot seat to gain access to the pneumatic relay located on a bracket forward
and below the center instrument panel.

B. Disconnect and cap air lines from relay.

C. Remove nut, washer and bolt (2 places) securing regulator to bracket and remove relay.

2. Installation of Pneumatic Relay (Figure 1)

A. Install pneumatic relay by securing relay to bracket with bolt, washer and nut (2 places).

B. Remove cap and connect air line to valve.

C. Perform Pneumatic Component Replacement Functional Test. Refer to 21-30-00,


Pressurization Control - Adjustment / Test.

D. Install copilot seat.

EFFECTIVITY: ALL
Page 401
21-30-08 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-08 Jan 31/2003
TOC
MAIN

PRESSURE DUMP SOLENOID VALVE - DESCRIPTION / OPERATION

1. General (Refer to 21-30-00, Figure 2)

Two solenoid air valves, located immediately aft of the forward pressure bulkhead and forward
of the control pedestal at Fuselage Station 24.35 (Z=26.40), are operated by a ground contact
switch installed on the left main landing gear. When the aircraft touches down and the strut
compresses, the two solenoid valves are actuated. The dump solenoids can also be energized
in flight by selecting RAM AIR on the CABIN AIR selector switch and the ram air valve reaching
the full open position. This allows pressure from the reference chamber in the cabin outflow
valve to bleed to atmosphere through the jet pump and pressure from the reference chamber in
the cabin air safety valve to bleed to atmosphere through the venturi port.

The action to the jet pump and venturi reduces reference chamber pressure of the cabin air
safety valve and cabin air outflow valve, causing their poppet valves to open.

EFFECTIVITY: ALL
Page 1
21-30-09 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-30-09 Jan 31/2003
TOC
MAIN

PRESSURE DUMP SOLENOID VALVE - REMOVAL / INSTALLATION

1. Removal of Pressure Dump Solenoid Valve (Refer to 21-30-01, Figure 401)

A. Remove copilot seat to gain access to the pressure dump solenoids located forward of the
center instrument panel.

NOTE: The solenoid that is higher and to the right of center controls the normal outflow
valve. The lower solenoid between the air filters and the absolute pressure
regulators controls the safety outflow valve.

B. Remove safety wire and disconnect electrical connector from solenoid valve.

C. Disconnect and cap air lines from valve.

D. Remove washer, spacers and screws (2 places) securing valve to bracket and remove
valve.

2. Installation of Pressure Dump Solenoid Valve (Refer to 21-30-01, Figure 401)

A. Position pressure dump solenoid valve and secure to bracket with spacers, washer, and
screw (2 places).

B. Remove caps and connect air lines to valve.

C. Connect electrical connector to valve and safety wire.

D. Perform Pneumatic Component Replacement Functional Test. Refer to 21-30-00,


Pressurization Control - Adjustment / Test.

E. Install seat removed to gain access to pressure dump solenoid valve.

EFFECTIVITY: ALL
Page 401
21-30-09 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-09 Jan 31/2003
TOC
MAIN

CABIN RATE-OF-CLIMB INDICATOR - DESCRIPTION / OPERATION

1. General (Figure 1)

The cabin rate-of-climb indicator is installed on the right instrument panel. This instrument is
vented to cabin air pressure and indicates the rate of change in cabin pressure in terms of
feet-per-minute. A recessed screw, in the lower left corner of the instrument, is used to zero the
indicator needle when the aircraft is on the ground.

EFFECTIVITY: ALL
Page 1
21-30-10 Jan 31/2003
TOC
MAIN

Cabin Rate of Climb indicator and Cabin Pressure Controller


Figure 1

EFFECTIVITY: ALL
Page 2
21-30-10 Jan 31/2003
TOC
MAIN

CABIN RATE-OF-CLIMB INDICATOR - REMOVAL / INSTALLATION

1. Removal of Cabin Rate-of-Climb Indicator (Figure 1)

A. Remove screws securing cabin rate-of-climb indicator to right instrument panel.

B. Withdraw indicator from instrument panel.

C. Disconnect electrical connector from indicator and remove indicator.

2. Installation of Cabin Rate-of-Climb Indicator (Figure 1)

A. Connect electrical connector to cabin rate-of-climb indicator.

B. Insert indicator to right instrument panel.

C. Install screws securing indicator to instrument panel.

EFFECTIVITY: ALL
Page 401
21-30-10 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-10 Jan 31/2003
TOC
MAIN

CABIN ALTITUDE AND DIFFERENTIAL PRESSURE INDICATOR - DESCRIPTION / OPERATION

1. General (Figure 1)

The cabin altitude and differential pressure indicator, located on the right instrument panel,
indicates cabin flight atmospheric pressure (cabin altitude), indicated by the longer pointer. The
differential between cabin pressure and atmospheric is indicated by the shorter pointer.

EFFECTIVITY: ALL
Page 1
21-30-11 Jan 31/2003
TOC
MAIN

Cabin Altitude and Differential Pressure Indicator


Figure 1

EFFECTIVITY: ALL
Page 2
21-30-11 Jan 31/2003
TOC
MAIN

CABIN ALTITUDE AND DIFFERENTIAL PRESSURE INDICATOR - REMOVAL / INSTALLATION

1. Removal of Cabin Altitude and Differential Pressure Indicator (Figure 1)

A. Remove screws securing cabin altitude and differential pressure indicator to right
instrument panel.

B. Withdraw indicator from instrument panel.

C. Disconnect electrical connector from indicator.

D. Disconnect and cap air static line from indicator and remove indicator.

2. Installation of Cabin Altitude and Differential Pressure Indicator (Figure 1)

A. Remove cap and connect air static line to cabin altitude and differential pressure indicator.

B. Connect electrical connector to indicator.

C. Insert indicator in right instrument panel.

D. Install screws securing indicator to instrument panel.

E. Perform Pressurization and Depressurization Rate Check. Refer to 21-30-00,


Pressurization Control - Inspection / Check.

EFFECTIVITY: ALL
Page 401
21-30-11 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-30-11 Jan 31/2003
TOC
MAIN

AIR FLOW VENTURI - DESCRIPTION / OPERATION

1. General (Figure 1)

Cabin air flowing through a venturi, installed on the forward pressure bulkhead, reduces the
pressure at the venturi throat. This reduced pressure provides a reference pressure lower than
atmospheric for the cabin pressurization controller and safety valve. The venturi screen must be
kept clear to prevent lagging of pressure signals.

EFFECTIVITY: ALL
Page 1
21-30-12 Jan 31/2003
TOC
MAIN

Air Flow Venturi


Figure 1

EFFECTIVITY: ALL
Page 2
21-30-12 Jan 31/2003
TOC
MAIN

JET PUMP - DESCRIPTION / OPERATION

1. General

The jet pump, installed immediately forward of the rear baggage compartment forward wall at
Fuselage Station 452.00, consists of a housing with an integral venturi and an inlet nozzle with
an integral flow restriction orifice. Low pressure bleed air enters the inlet connection and passes
through the orifice to the discharge port. The passage of air through the orifice and venturi
reduces the pressure at the venturi throat. This reduced pressure provides reference pressure
lower than atmospheric to the cabin outflow valve. The jet pump also provides suction for the
pneumatic surface deicing system.

EFFECTIVITY: ALL
Page 1
21-30-13 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-30-13 Jan 31/2003
TOC
MAIN

GROUND PRESSURIZATION CONTROL SWITCH - DESCRIPTION / OPERATION

1. General

Activation of the ground pressurization control GROUND PRESS switch, located on the
environmental control panel on the control pedestal prevents surges in cabin pressurization
during take-off. When the ground pressurization control switch is depressed to on (illuminated
blue) position, the dump solenoid to the cabin outflow valve closes and allows the cabin air
outflow valve to meter cabin airflow. In this condition, the safety outflow valve is still held open by
the other dump solenoid. The ground pressurization control switch is held in its on position by an
electro-magnet, which is controlled by the left main landing gear ground contact switch. Power
for the switch is supplied through the L PRESS VALVES circuit breaker from one of the following
sources:

A. No. 1 Distribution Bus for all Aircraft prior to 403, Pre Service Bulletin 1124-24-008.

B. No. 2 Distribution Bus for Aircraft 403 - 412, 414, 415, 417 and 425, Pre Service Bulletin
1124-24-008.

C. Priority bus for Aircraft 154, 413, 416, 418, 421 - 424, 426 and subsequent and aircraft
having Post Service Bulletin 1124-24-008.

EFFECTIVITY: ALL
Page 1
21-30-14 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-30-14 Jan 31/2003
TOC
MAIN

VOLUME TANK - DESCRIPTION / OPERATION

1. General (Figure 1)

The volume tank is a small, sealed chamber located close to the outflow valve controller. The
tank incorporates a base with two holes for mounting and a fitting for a tube connection to the
controller. The volume tank provides additional volume to the rate pressure chamber in the
controller. The additional volume provided by the tank provides greater accuracy of cabin
rate-of-change control.

EFFECTIVITY: ALL
Page 1
21-30-15 Jan 31/2003
TOC
MAIN

Volume Tank
Figure 1

EFFECTIVITY: ALL
Page 2
21-30-15 Jan 31/2003
TOC
MAIN

HEATING - DESCRIPTION / OPERATION

1. General

The main and rear baggage compartments are heated by thermal electrical (resistive) type
heating blankets. The system is controlled and tested by a switch located on the control
pedestal. When either a left or right generator fails, the EDR relay automatically disconnects the
electrical power from the baggage compartment heating system to reduce power load. To
reconnect the heating system, it is necessary to place the BATTERY switch in the OVER LOAD
REDUCT position.

2. Main Baggage Compartment Heating (Figure 1)

The main baggage compartment is heated with heating blankets located in the ceiling, left and
right walls and below the floor. Three thermal switches installed in the main baggage
compartment control the temperature. The switches close at 45°±5°F and open at 50°±5°F. An
overheat thermal switch installed on each blanket opens when the temperature of the wall
reaches 150°±5°F and closes at 120°±5°F.

Power for the heating system is 28 Vdc taken from No. 1 MAIN BUS through three 10 amp
circuit breakers (CB 1-7, CB 1-8 and CB 1-10) and one 15 amp circuit breaker (CB 1-9) located
on the left DC contactor box.

To operate the heating system, place the BAG COMP HEAT switch in ON position. The system
is then controlled by the thermal switches. In test position, the 50°±5°F thermal switches are
bypassed and the system will operate.

CAUTION: OPERATE BAGGAGE COMPARTMENT HEATING FOR ONLY A FEW SECONDS TO


PREVENT BLANKET OVERHEATING.

3. Aft Baggage Compartment Heating (Figure 2)

The aft baggage compartment is equipped with heating blankets located in the ceiling, left and
right walls and below the baggage floor.

Two electrical thermal switches for each temperature controlled region are installed in the rear
baggage compartment. The switches close at 45°±5°F and open at 50°±5°F.

An overheat thermal switch is installed on each blanket. The overheat switch opens when the
temperature of the wall reaches 150°±5°F.

Power for the heating system is 28 Vdc taken from No. 2 MAIN BUS through a 10 amp circuit
breaker (CB2-6) and a 20 amp circuit breaker (CB2-7) located in the No. 2 DC contactor box.

EFFECTIVITY: ALL
Page 1
21-40-00 Jan 31/2003
TOC
MAIN

Main Baggage Compartment Heating


Figure 1 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 2
21-40-00 Jan 31/2003
TOC
MAIN

Main Baggage Compartment Heating


Figure 1 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 3
21-40-00 Jan 31/2003
TOC
MAIN

Aft Baggage Compartment Heating


Figure 2 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 4
21-40-00 Jan 31/2003
TOC
MAIN

Aft Baggage Compartment Heating


Figure 2 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 5
21-40-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 6
21-40-00 Jan 31/2003
TOC
MAIN

HEATING - ADJUSTMENT / TEST

1. Baggage Compartment Heating Blankets Operational Test

A. Connect external electrical power to aircraft and place EXT PWR MASTER SWITCH to
ON position.

CAUTION: OPERATE BAGGAGE COMPARTMENT HEATING FOR A FEW SECONDS ONLY


TO PREVENT BLANKET OVERHEATING.

B. Place BAG COMP HEAT control switch to TEST position and check the main and aft
baggage compartment ceiling, walls and floor for heating.

C. Place BAG COMP HEAT control switch to OFF position.

D. Place EXT PWR MASTER SWITCH to OFF position and disconnect external power from
aircraft.

EFFECTIVITY: ALL
Page 501
21-40-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 502
21-40-00 Jan 31/2003
TOC
MAIN

COOLING - DESCRIPTION / OPERATION

1. General

Cooling of the engine bleed air is accomplished primarily by the refrigeration unit. A refrigeration
bypass valve (hot air valve), controlled by the cabin temperature control setting, determines how
much of the bleed air will go through the refrigeration unit and how much will go directly to the
mixing chamber. This position of the refrigeration bypass valve and the resultant mixing of the
hot and cold air determines the cabin air temperature, refer to 21-60-00, Temperature Control -
Description / Operation. A water separator extracts approximately 80% of the entrapped
moisture from the air before it enters the mixing chamber and passes into the cabin air
distribution system. A temperature sensor, located downstream of the water separator, prevents
icing of the water separator.

EFFECTIVITY: ALL
Page 1
21-50-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-50-00 Jan 31/2003
TOC
MAIN

REFRIGERATION UNIT - DESCRIPTION / OPERATION

1. General (Figure 1)

The refrigeration unit is located in the lower aft fuselage. The refrigeration unit package
incorporates a three-wheel cooling turbine, a heat exchanger, a turbine bypass valve, a
pressure regulator and all necessary ducting, tubing and clamps.

2. Cooling Turbine

The three-wheel bootstrap type cooling turbine consists of three-wheels mounted on a single
shaft; the turbine wheel, compressor impeller and the fan impeller. The fan and turbine are
located outboard and the compressor is located in the center. The turbine and compressor are
placed back to back and mounted on one end of the shaft with the fan at the opposite end. A
bearing assembly is located between the fan and the compressor. Ram air from the dorsal fin
flows through a tube to cool the bearing plenum chamber.

3. Heat Exchanger

The primary precooler and secondary after cooler heat exchangers are air to air type consisting
of a core assembly that contains a series of plate tubes with integral tube fins separated by
cooling air fins. The core assembly is enclosed within welded and brazed pan assemblies with
integral fins and discharge ducts for directing hot inlet air and cooling air through refrigeration
unit. The heat exchanger is split so that approximately 1/3 of the unit functions as the primary
heat exchanger and 2/3 as the secondary heat exchanger. The unit is of aluminum plate fin
construction with each section having a single pass, crossflow configuration. Cooling air flows in
parallel through the cold side passages of the core.

4. Turbine Bypass Valve (35°F Temperature Control Valve) (Figure 2)

The turbine bypass valve is a normally closed electro-pneumatically actuated valve. The valve
controls the refrigeration unit cold air outlet to a minimum valve of 35°F by modulating the flow of
compressed inlet air to the anti-icing muff at the turbine discharge. The valve position is
controlled by a torque motor which changes the valve position in response to electrical signals
from a 35°F temperature control sensor located outside the refrigeration unit. Power for the
valve is 28 Vdc taken from No. 1 Distribution Bus through the CABIN TEMP AUTO circuit
breaker.

5. Fluid Pressure Regulator (Figure 3)

The fluid pressure regulator valve is a pneumatically actuated, spring-loaded, open butterfly
type valve which functions to control compressor inlet pressure to 25 psi. Aircraft modified by
Service Bulletin No. 1124-21-089 (Garrett SB No. 5-2402) have a pneumatic thermostat added
to the compressor discharge line which will readjust the pressure regulating valve below the
normal 25 psi, as necessary, whenever the compressor discharge temperature gets too hot.

EFFECTIVITY: ALL
Page 1
21-50-01 Jan 31/2003
TOC
MAIN

Refrigeration Unit
Figure 1

EFFECTIVITY: ALL
Page 2
21-50-01 Jan 31/2003
TOC
MAIN

Turbine Bypass Valve


(35°F Temperature Control Valve)
Figure 2

EFFECTIVITY: ALL
Page 3
21-50-01 Jan 31/2003
TOC
MAIN

Fluid Pressure Regulator


Figure 3

EFFECTIVITY: ALL
Page 4
21-50-01 Jan 31/2003
TOC
MAIN

6. Operation

Regulated hot bleed air entering the refrigeration unit passes through the primary section of the
heat exchanger where the air is partially cooled, then through the pressure regulator valve which
controls bleed air pressure to a nominal value of 25 psi. The air then enters the compressor
component of the three-wheel cooling turbine where the air increases in temperature during the
compression process. Leaving the cooling turbine compressor, the air flows through the
secondary section of the heat exchanger where the air is cooled to nearly the temperature of
ambient cooling air. Bleed air is then expanded through the turbine component of the
three-wheel unit. This expansion process not only reduces the bleed air temperature well below
that of the ambient air, but produces shaft power to drive the compressor and fan.

If the bleed air is cooled below the dewpoint during the expansion process in the turbine, water
vapor in the air will condense into small droplets. If the temperature is below 32°F, the water
vapor will turn into ice crystals in the airstream. The cold turbine discharge air from the
refrigeration unit is passed through a water separator for removal of moisture. Protection against
ice formation in the water separator and downstream during all modes of operation is achieved
by the action of a 35°F temperature control sensor and a turbine bypass valve. The water
injection nozzle assembly, which is part of the cooling turbine, uses a small quantity of bleed air
from the heat exchanger outlet pan to spray the water from the water separator into the
secondary heat exchanger section of the heat exchanger core, thereby enhancing the heatsink
capacity of the cooling air by evaporation.

About 70% of the power produced by the turbine is absorbed by the compressor and the
remainder is absorbed by the fan. The fan forces ambient cooling air from the flush type air
scoops on top of the rear fuselage, through the heat exchangers during ground operation. A
segmented, circumferential flapper type check valve, installed between the cooling air outlet
connection of the refrigeration package and the fan, serves to prevent fan air recirculation during
ground operation. During certain flight conditions when the fan tends to impede cooling airflow,
the check valve also allows a fan bypass path of lower resistance to airflow, preventing a
decrease of cooling airflow.

EFFECTIVITY: ALL
Page 5
21-50-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 6
21-50-01 Jan 31/2003
TOC
MAIN

REFRIGERATION UNIT - SERVICING

1. Refrigeration Unit Lubrication

The three-wheel turbine unit sump holds approximately 122cc of type MIL-L-23699 lubricant.
The following products are qualified under this specification:

MANUFACTURER MANUFACTURERS DESIGNATION

American Oil & Supply Co. PQ Turbine Lubricant 6423, 6700, 3889, 3893, C-3788 or
9598

Bray Oil Co. Brayco 899, 899G or 899M

Burmah-Castrol Corp. Castrol 5000

Emery Ind., Inc. EMGARD Synthesized Turbine Lubricant (2952) or (2949)

Exxon Co. Exxon / Esso Turbo Oil 2380

Hatco Chemical Corp. HATCOL 3211, 3611, 1639 or 1680

Mobil Oil Corp. Mobil Jet Oil II, Mobile RM-139A, RM-147A, RM-247A,
RM-246A, RM-249A, RM-254A or RM-270A

Nyco International Nyco 599A or 599B

Nyco S.A. TURBONYCOIL 599

PVO International Inc. STO-5700

Royal Lubricants Co., Inc. Royco 899, 899B (D-759-3), 899C(D-758), 899HC,
899E-L, 899R-1 or 899E-2

Shell Oil Co. Aeroshell Turbine Oil 500

Shell Intn'l Petroleum Co, Ltd. Aeroshell Turbine Oil 500

Stauffer Chemical Co. Stauffer JET 11 9624 or Stauffer STL E-7306

At intervals specified in 5-20-05, the oil should be drained through the drain port, on the bottom
of the turbine, and fresh oil added to the top of the fill port.

EFFECTIVITY: ALL
Page 301
21-50-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 302
21-50-01 Jan 31/2003
TOC
MAIN

REFRIGERATION UNIT - REMOVAL / INSTALLATION

1. Removal of Refrigeration Unit (Figure 401)

A. Remove electrical power from aircraft.

B. Remove main baggage compartment rear panel.

C. Remove rear baggage compartment front panel.

D. Remove air conditioning ducts, electrical wiring, detectors and bonding straps to gain
access to refrigeration unit.

E. Disconnect electrical connector from refrigeration unit.

F. Remove clamps securing drain tubes to ram air inlet ducts and disconnect drain tubes.

G. Remove nuts, washers and screws attaching refrigeration unit to ram air plenum chamber.

H. Remove couplings, clamps and disconnect ram air outlet duct, bleed air inlet duct, cooling
air outlet duct, turbine air bypass duct and remove gaskets.

I. Remove clamps securing water drain tube to unit and disconnect tube.

J. Remove nut, washer, bolt and clamp securing cooling tube from dorsal fin to unit.

CAUTION: THERE SHOULD BE NO TENSION ON THE MOUNT OR REFRIGERATION UNIT


WHEN BOLTS ARE REMOVED OR INSTALLED. THESE BOLTS SHOULD BE A
DROP IN FIT.

K. Remove four bolts and washer securing unit to unit mount and remove refrigeration unit.

L. Install protecting caps on open duct ports.

2. Installation of Refrigeration Unit (Figure 401)

A. Remove protecting caps from duct ports.

B. Position refrigeration unit on hooks in upper side of mount unit.

CAUTION: THERE SHOULD BE NO TENSION ON THE MOUNT OR REFRIGERATION UNIT


WHEN BOLTS ARE REMOVED OR INSTALLED. THESE BOLTS SHOULD BE A
DROP IN FIT.

C. Install four bolts and washer securing refrigeration unit to lower side of mount unit.

EFFECTIVITY: ALL
Page 401
21-50-01 Jan 31/2003
TOC
MAIN

Refrigeration Unit Installation


Figure 401 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 402
21-50-01 Jan 31/2003
TOC
MAIN

Refrigeration Unit Installation


Figure 401 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 403/404
21-50-01 Jan 31/2003
TOC
MAIN

D. Connect ram air outlet duct, bleed air inlet duct, cooling air outlet duct, turbine air bypass
duct and secure with couplings, gaskets and clamps. Torque coupling and clamps to
specified torque.

NOTE: Torque value is marked on each coupling and clamp.

E. Connect water drain tube to unit and secure with clamps.

F. Connect ram air plenum chamber to refrigeration unit and secure with screws, washers
and nuts.

G. Connect drain tubes to ram air inlet ducts and secure with clamps.

H. Connect cooling tube from dorsal fin. Secure with clamp, bolt, washer and nut.

I. Connect electrical connectors to refrigeration unit.

J. Install air conditioning ducts, electrical wiring detectors and bonding straps that were
removed to gain access to refrigeration unit.

NOTE: Perform refrigeration unit lubrication, if required. Refer to Servicing.

K. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

L. Check air conditioning system for leaks.

M. Install rear baggage compartment front panel.

N. Install forward baggage compartment rear panel.

3. Removal of Cooling Turbine (Figure 401)

NOTE: If cooling turbine is replaced due to failure, perform Post Cooling Turbine Failure
Inspection. Refer to 21-50-01, Refrigeration Unit - Inspection / Check.

A. Remove anti-ice duct assembly (1) by removing clamps (2) and hose (3).

B. Remove remaining clamps (2) and hose (3) from turbine inlet duct.

C. Remove compressor outlet duct assembly (4) by removing screws (5), washers and
packing (7).

D. Remove compressor inlet duct assembly (8) by removing clamps (9) and hose (10).

EFFECTIVITY: ALL
Page 405
21-50-01 Jan 31/2003
TOC
MAIN

E. Remove screws (10A), washers (10B), flange (10C), dampener (10D), flappers (10E) and
retainer halves (10F, 10G). If flappers (10E) are torn, wrinkled, or show evidence of
deterioration, replace flappers.

F. Remove bracket assembly (14), bolts (15), washers (16) and attaching parts.

G. Remove cooling turbine (17) from plenum assembly (11) by removing bolts (12, 13).

H. On aircraft refrigeration unit Part No. 2200165-2, remove screws (16A), cover plate (16B)
and adapter assembly (16C) from cooling turbine. On aircraft refrigeration unit Part No.
2200165-3, remove screws (16D), washers (16E), covers (16F), gasket (16G), cover
assembly (16H) and adapter assembly (16J) from cooling turbine. Remove cooling
turbine.

4. Installation of Cooling Turbine (Figure 401)

A. On aircraft refrigeration unit Part No. 2200165-2, install adapter assembly (16C), cover
plate (16B) and screws (16A) on replacement cooling turbine. On aircraft refrigeration unit
Part No. 2200165-3. Install adapter assembly (16J), cover assembly (16H), gasket (16G),
covers (16F), washers (16E) and screws (16D) on replacement cooling turbine. Torque
screws (16A, 16D) to 10 inch pounds maximum. Safety wire screws, using MS20995C20
safety wire.

B. Install replacement cooling turbine (17) in plenum assembly (11) with bolts (12, 13),
cross-tighten bolts. After bolts are installed, check that cooling turbine does not bind.

C. Install bracket assembly (14) by installing bolts (15), washers (16) and attaching parts. The
two bolts which secure the bracket assembly to the cooling turbine must be torqued to
20 - 25 inch pounds. Check that cooling turbine does not bind after bracket assembly is
installed.

CAUTION: INSTALL FLAPPERS (10E) AS SHOWN IN FIGURE 401.

D. Install retainer halves (10F, 10G), flappers (10E), dampener (10D), flange (10C) and
secure with washers (10B) and screws (10A).

E. Install compressor inlet duct assembly (8) by installing clamps (9) and hose (10).

F. Install compressor outlet duct assembly (4) by installing screws (5), washers (6) and
packing (7).

G. Connect turbine inlet duct by installing clamps (2) and hose (3).

H. Install anti-ice duct assembly (1) by installing clamps (2) and hose (3).

EFFECTIVITY: ALL
Page 406
21-50-01 Jan 31/2003
TOC
MAIN

5. Removal of Refrigeration Unit Heat Exchanger

A. Remove refrigeration unit. Refer to Paragraph 1.

B. Remove clamp and disconnect turbine inlet duct.

C. Remove fluid pressure regulator. Refer to Paragraph 9.

D. Remove turbine bypass valve (35°F temperature control valve). Refer to Paragraph 7.

E. Remove nuts, washers and studs securing coupling of compressor outlet duct assembly.

F. Remove bolts and washers securing heat exchanger plenum assembly to turbine
assembly.

6. Installation of Refrigeration Unit Heat Exchanger

A. Install bolts and washers securing heat exchanger plenum assembly to turbine assembly.

B. Install studs, washers and nuts securing coupling of compressor outlet duct assembly.

C. Install turbine bypass valve (35°F temperature control valve). Refer to Paragraph 8.

D. Install fluid pressure regulator. Refer to Paragraph 10.

E. Install clamp securing turbine inlet duct to heat exchanger plenum assembly.

F. Install refrigeration unit. Refer to Paragraph 2.

G. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

7. Removal of Turbine Bypass Valve (35°F Temperature Control Valve) (Figure 401)

A. Remove electrical power from aircraft.

B. Remove main baggage compartment rear panel.

C. Disconnect electrical connector from valve.

D. Remove pins (22) securing anti-icing duct (1) to control valve and remove packing (23).

E. Remove control valve tube assembly (24). Cap open ports.

F. Remove compressor inlet duct (8) from control valve. Cap open port.

EFFECTIVITY: ALL
Page 407
21-50-01 Jan 31/2003
TOC
MAIN

G. Remove bolts (25) and washers (26) and shims (27, 28 and 29) securing control valve to
refrigeration unit. Remove control valve (30).

8. Installation of Turbine Bypass Valve (35°F Temperature Control Valve) (Figure 401)

A. Install replacement control valve (30). Install bolts (25), washers (26) and shims (27, 28
and 29) securing control valve to heat exchanger (37).

B. Remove cap from compressor inlet duct (8) and secure nut on end of tube.

C. Remove cap and install control valve tube assembly (24).

D. Install packing (23). Install pins (22) securing anti-icing duct (1) to control valve (30).

E. Connect electrical connector.

F. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

G. Install main baggage compartment rear panel.

9. Removal of Fluid Pressure Regulator (Figure 401)

A. Remove coupling and packings securing compressor inlet ducts to pressure regulator.

B. Disconnect and cap pressure regulator sensing line.

C. Remove fluid pressure regulator.

10. Installation of Fluid Pressure Regulator (Figure 401)

A. Position fluid pressure regulator.

B. Install coupling and packing and secure compressor inlet ducts to fluid pressure regulator.
Torque coupling to 20 inch pounds.

C. Connect fluid pressure regulator sensing line.

D. Check for leaks.

11. Removal of Aspirator (Figure 402)

A. Remove rear access panel in main baggage compartment.

B. Disconnect tubes from aspirator.

C. Loosen back-up nut and remove aspirator from unit, cap openings.

EFFECTIVITY: ALL
Page 408
21-50-01 Jan 31/2003
TOC
MAIN

Aspirator Installation
Figure 402

EFFECTIVITY: ALL
Page 409
21-50-01 Jan 31/2003
TOC
MAIN

12. Installation of Aspirator (Figure 402)

A. Install aspirator with new O-ring. Secure with back-up nut.

B. Connect tubes to aspirator.

C. Check for leaks.

D. Install rear access panel in main baggage.

EFFECTIVITY: ALL
Page 410
21-50-01 Jan 31/2003
TOC
MAIN

REFRIGERATION UNIT - ADJUSTMENT / TEST

1. Fluid Pressure Regulator Operational Test

NOTE: Cooling turbine speed, operating temperatures and service life are dependent upon the
correct bleed air pressure to the cooling turbine. The bleed air pressure is regulated by
the fluid pressure regulator valve which is part of the refrigeration unit assembly.

A. Remove the main baggage compartment rear panel and gain access to the pressure
regulator mounted on the right side of the refrigeration unit.

B. Install a tee fitting and a 0 - 50 psi pressure gauge in the downstream pressure sensing
line (Figure 501).

C. Operate both engines at approximately 90% N1, refer to 1124 or 1124A Airplane Flight
Manual (AFM) and check that downstream pressure is regulated at 22 - 26 psi.

D. Vary the engine RPM from 75% - 95% N1 and check that downstream pressure remains
regulated at 22 - 26 psi.

E. If the regulated pressure is not within limits, the regulator must be repaired by an approved
facility or replaced.

EFFECTIVITY: ALL
Page 501
21-50-01 Jan 31/2003
TOC
MAIN

Fluid Pressure Regulator


Figure 501

EFFECTIVITY: ALL
Page 502
21-50-01 Jan 31/2003
TOC
MAIN

REFRIGERATION UNIT - INSPECTION / CHECK

1. Heat Exchanger Inspection and Cleaning

NOTE: The frequency of heat exchanger inspection and cleaning should be established by
individual operator experience.

A. Tools and Equipment

(1) Detergent - Part No. 6060 B and B Tritech, Inc.


875 West 20th Street
Hialeah, FL 33010
305-888-5247 (Phone)

(2) Cleaning Tank with Agitator (preferred)

(3) Steam / Water Sprayer

B. Inspection and Cleaning Procedure

(1) Remove refrigeration unit heat exchanger. Refer to 21-50-01, Refrigeration Unit -
Removal / Installation.

(2) Inspect external core surface for bent ram air fins. Bent fins that restrict ram air flow
should be straightened using appropriate hand tools. Use care not to damage the
heat exchanger during this process.

(3) Soak heat exchanger for initial cleaning as follows:

(a) Immerse heat exchanger in a tank containing a solution of detergent


(B and B, Part No. 6060).

(b) Allow 24 hours of detergent penetration into all internal and external areas. It is
recommended that the solution be agitated during the soak cycle for optimum
cleaning.

(4) Clean and flush heat exchanger as follows:

(a) Using combination steam / water injection wand, steam clean the core ram air
passages by reverse flow of steam from ram air outlet towards ram air inlet.
Continue until complete and uniform core penetration is achieved as evidenced
by steam exiting from inlet face of core.

(b) Back flush heat exchanger internal passages with hot water (100°F minimum)
for 15 minutes to remove all loose particles and contaminates.

EFFECTIVITY: ALL
Page 601
21-50-01 Jan 31/2003
TOC
MAIN

(c) Drain excess water from heat exchanger internal passages.

(d) Oven dry at 250°F for 1 hour, or until completely dry.

(5) Install refrigeration unit heat exchanger. Refer to 21-50-01, Refrigeration Unit -
Removal / Installation.

2. Post Cooling Turbine Failure Inspection

A. If cooling turbine is replaced due to failure, the following items should be inspected:

(1) Remove ram air ducts from top of heat exchanger plenum and inspect ducts and
heat exchanger for debris, blockage and general condition.

(2) Perform Fluid Pressure Regulator Test. Refer to 21-50-01, Adjustment / Test.

(3) Check operation of 35°F temperature sensor and turbine bypass valve (35°F
temperature control valve) during first engine run following replacement of cooling
turbine as follows:

(a) Remove drain hose from water separator drain port.

(b) Insert thermometer or thermocouple in drain port.

(c) Start right engine. Refer to 1124 or 1124A Airplane Flight Manual (AFM).

(d) Place CABIN AIR selector switch on ECS control panel to RH ENG position.

(e) Place AUTO MANUAL temperature control switch on ECS control panel to
MAN position and hold HOT/COLD switch in COLD position for at least
11 seconds.

(f) Increase engine speed slightly above idle. Monitor temperature at water
separator drain for approximately 10 minutes. Temperature should not be lower
than 33°F.

NOTE: If temperature is below 33°F, troubleshoot and repair refrigeration unit


turbine bypass valve system as required. Temperature may be higher
than 33°F on hot days.

EFFECTIVITY: ALL
Page 602
21-50-01 Jan 31/2003
TOC
MAIN

35°F TEMPERATURE CONTROL SENSOR - REMOVAL / INSTALLATION

1. Removal of 35°F Temperature Control Sensor (Figure 401)

A. Open CABIN TEMP AUTO circuit breaker.

B. Remove rear baggage compartment front panel.

C. Remove safety wire and disconnect electrical connector from temperature control sensor.

D. Remove safety wire and unscrew temperature control sensor from threaded fitting in water
separator outlet duct.

E. Remove sensor, back-up ring and O-ring.

2. Installation of 35°F Temperature Control Sensor (Figure 401)

A. Install temperature control sensor, back-up ring and new O-ring in the water separator
outlet duct. Torque sensor to 150 - 250 inch pounds and safety wire sensor.

B. Connect electrical connector to sensor and safety wire.

C. Close CABIN TEMP AUTO circuit breaker.

D. Check for leaks.

E. Install rear baggage compartment front panel.

EFFECTIVITY: ALL
Page 401
21-50-02 Jan 31/2003
TOC
MAIN

35°F Temperature Control Sensor Installation


Figure 401

EFFECTIVITY: ALL
Page 402
21-50-02 Jan 31/2003
TOC
MAIN

35°F TEMPERATURE CONTROL SENSOR - ADJUSTMENT / TEST

1. 35°F Temperature Control Sensor Functional Test

A. Remove temperature control sensor. Refer to 21-50-02, 35°F Temperature Control Sensor
- Removal / Installation.

B. Ensure sensor is at ambient temperature, above 40°F.

C. Jumper sensor pin F to pin G.

D. Jumper sensor pin J to pin H.

E. Install a 100 ohm 10 watt resistor and a voltmeter across sensor pins B and C.

F. Apply 28 Vdc to sensor pin D and ground to pin E.

NOTE: The voltmeter may rise then fall off to near zero.

G. Using a thermometer and a mixture of ice and water, cool the mixture to below 34°±1°F.

CAUTION: DO NOT ALLOW THE CANISTER TO BECOME SUBMERGED.

H. Immerse the entire barrel of sensor up to threads into the cool mixture.

I. Voltage between sensor pins B (+) and C (-) should increase after approximately 1 minute
and reach 10 - 16 Vdc in less than 5 minutes.

J. If voltage does not reach 10 Vdc in 5 minutes, replace sensor.

K. Remove resistor, voltmeter, voltage source and jumpers.

L. Install sensor. Refer to 21-50-02, 35°F Temperature Control Sensor - Removal /


Installation.

EFFECTIVITY: ALL
Page 501
21-50-02 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 502
21-50-02 Jan 31/2003
TOC
MAIN

TEMPERATURE CONTROL - DESCRIPTION / OPERATION

1. General (Figure 1)

The cabin temperature control system regulates cabin air temperature to a selected value by
controlling the refrigeration unit bypass valve. Hot engine bleed air is thus mixed with cold air
from the refrigeration unit according to crew and passenger requirements. The system consists
of the refrigeration unit bypass value, cabin temperature selectors, cabin temperature controller,
cabin temperature sensor and an anticipator. The cabin temperature control system operates
either in automatic or in manual mode.

In automatic mode, the controller accepts inputs from the pilot or passenger cabin temperature
selector, the sensor and the anticipator and delivers open or close drive signals (as required) to
the bypass valve. As long as the sensed cabin temperature remains within the required range of
a selected temperature, no valve control action occurs. If the cabin temperature deviates from
this required range, the controller energizes the valve with pulse modulated 28 Vdc power,
repositioning the butterfly at a rate proportional to the sensed error in that direction which will
correct the error. The basic control action described above is modified by the action of the
anticipator sensor installed in the cabin supply air duct. The anticipator employs two thermistor
temperature sensing elements. One is directly exposed to the supply airflow, while the other is
enclosed to lag its response to air temperature changes. A signal, proportional to the difference
between the two element temperatures, is generated and summed with the cabin temperature
error signal. The polarity of the anticipator signal is such as to cause control action to resist
changes of supply air temperature. It serves to stabilize the operation of the system and to
regulate cabin air supply temperature during bleed air condition changes. System operation is
similarly modified by a signal from the supply air high limit temperature sensing element also
housed in the anticipator sensor. The control circuit in which this element is connected
generates no signal when supply air temperature is in the normal operating range. Deviations
above a threshold temperature results in a proportional bypass valve close signal which is
summed with the cabin temperature and anticipator signals. The result is that supply air
temperature is automatically limited to a nominal value of 275°F during conditions when it might
be exceeded, such as cold day heat-up or certain failure conditions. On Aircraft 238, 239, 256,
259 and subsequent, the temperature control system was modified. The anticipator sensor was
replaced with a different type of sensor and a skin temperature sensor was added.

In manual mode, the automatic system described above is overridden and the refrigeration
bypass valve is manually positioned to achieve the desired air temperature.

A supply air overheat protection system is incorporated in the cabin air temperature control
system. The system consist of a thermal switch and relays and provides additional duct
overheat protection. The thermal switch is set to open a circuit whenever air temperature
reaches 350° ±15°F. During automatic or manual mode operation, this will cause the closing of
the refrigeration unit bypass valve, thus reducing the air temperature. When emergency air is
used, the thermal switch, when actuated, will illuminate the EMER AIR TEMP HIGH warning
light on the annunciator panel. Reduction of right engine rpm will cause a decrease of the
emergency air supply temperature until the light is extinguished.

EFFECTIVITY: ALL
Page 1
21-60-00 Jan 31/2003
TOC
MAIN

System Control Panel


Figure 1 (Sheet 1 of 2)

EFFECTIVITY: ALL
Page 2
21-60-00 Jan 31/2003
TOC
MAIN

System Control Panel


Figure 1 (Sheet 2 of 2)

EFFECTIVITY: ALL
Page 3
21-60-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 4
21-60-00 Jan 31/2003
TOC
MAIN

TEMPERATURE CONTROL - ADJUSTMENT / TEST

1. Cabin Temperature Control Resistance Test

NOTE: Any component failing to meet the resistance values given in this section must be
replaced.

A. Resistance test for Aircraft 152, 154, 181, 185, 187-237, 240 - 255, 257 and 258.

(1) Remove electrical power from aircraft.

(2) Remove interior and furnishings to gain access to cabin temperature control unit.

(3) Disconnect connector P108 from the temperature control unit.

(4) Set the pilot temperature selector at mid range and the passenger temperature
selector to WARM position.

(5) Check the resistance on connector P108 as follows:

(a) The resistance between pins A and B (Anticipator Circuit) to be approximately


2 Kilohms.

(b) The resistance between pins C and T (Anticipator Circuit) to be approximately


2 Kilohms.

(c) The resistance between pins J and H (Cabin Temperature Sensor) to be


approximately 2 Kilohms.

(d) The resistance between pins D and E (Cabin Temperature Sensor) to be


approximately 2 Kilohms.

NOTE: The above mentioned resistance values are depending on ambient


temperature as follows:

2 Kilohms approximately at 77°F (25°C)


3.7 Kilohms approximately at 50°F (10°C)
1.7 Kilohms approximately at 100°F (38°C)

(e) The resistance between pins F and G (Anticipator Circuit) to be approximately


20 - 50 Kilohms.

(f) The resistance between pins K and L should be approximately 775 ohms, and
the resistance between pins M and N should be approximately 800 ohms.

EFFECTIVITY: ALL
Page 501
21-60-00 Jan 31/2003
TOC
MAIN

(6) Rotate passenger temperature selector to COOL position. On connector P108,


check for approximately 1,200 ohms between pins M and N and approximately
575 ohms between K and L.

(7) Rotate passenger temperature selector to WARM position.

(8) Rotate pilot temperature selector to maximum COLD position. On connector P108,
check for approximately 200 ohms between pins K and L and approximately
1,600 ohms between pins M and N.

(9) Rotate pilot temperature selector to maximum HOT position. On connector P108,
check for approximately 1,350 ohms between pins K and L, and less than 6 ohms
between pins M and N.

(10) Connect connector P108 to cabin temperature control unit.

(11) Install cabin furnishings and interior fittings.

B. Resistance test for Aircraft 238, 239, 256, 259 and subsequent.

(1) Remove electrical power from aircraft.

(2) Remove interior and furnishings and gain access to cabin temperature control unit,
located on the aft pressure bulkhead.

(3) Disconnect connector P108 at temperature control unit.

(4) Set pilot temperature selector to mid range and passenger temperature selector to
WARM position.

(5) Check resistance on connector P108 as follows:

(a) The resistance between pins F and C (Duct Temperature Sensor Circuit) to be
approximately 10 kilohms ±5% depending on ambient temperature as follows:

19,938 ohms at 50°F (10°C)


10,000 ohms at 77°F (25°C)
5,779 ohms at 100°F (38°C)

(b) The resistance between pins C and T (Duct Temperature Sensor Circuit) to be
approximately 15 kilohms ±2% depending on the ambient temperature as
follows:

28,250 ohms at 50°F (10°C)


15,000 ohms ±2% at 77°F (25°C)
9,130 ohms at 100°F (38°C)

EFFECTIVITY: ALL
Page 502
21-60-00 Jan 31/2003
TOC
MAIN

(c) The resistance between pins X and Y (Skin Temperature Sensor Circuit) to be
approximately 4 kilohms ±2% depending on ambient temperature as follows:

3,568 ohms at 50°F (10°C)


4,000 ohms ±2% at 77°F (25°C)
4,368 ohms at 100°F (38°C)

(d) The resistance between pins J and H (Cabin Temperature Sensor Circuit) to be
approximately 2 kilohms depending on ambient temperature as follows:

3,678 ohms at 50°F (10°C)


2,001 ohms at 77°F (25°C)
1,241 ohms at 100°F (38°C)

(e) The resistance between pins M and N (Pilot Temperature Selector Circuit) to
be approximately 800 ohms.

(6) Rotate passenger temperature selector to COOL position. On connector P108,


check for approximately 1,200 ohms between pins M and N.

(7) Rotate passenger temperature selector to WARM position.

(8) Rotate pilot temperature selector to maximum COLD position. On connector P108,
check for approximately 1,600 ohms between pins M and N.

(9) Rotate pilot temperature selector to maximum HOT position. On connector P108,
check for less than 6 ohms between pins M and N.

(10) Connect connector P108 at cabin temperature control unit.

(11) Install cabin furnishings and interior fittings.

EFFECTIVITY: ALL
Page 503
21-60-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 504
21-60-00 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE CONTROL PANEL - DESCRIPTION / OPERATION

1. General (Refer to 21-60-00, Figure 1)

The cabin temperature control panel is located on the upper right side of the control pedestal.
The panel consists of the AUTO / MANUAL mode selector switch, HOT / COLD manual
temperature control switch, a rotary selector to select required cabin temperature in automatic
mode and a cabin temperature indicator. Power for the temperature control panel is supplied
from the No. 2 Distribution Bus through the CABIN TEMP MAN circuit breaker for manual
selection, and from the No. 1 Distribution Bus and No. 2 AC bus through the CABIN TEMP
AUTO and AC circuit breakers for automatic cabin temperature control.

EFFECTIVITY: ALL
Page 1
21-60-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-60-01 Jan 31/2003
TOC
MAIN

PASSENGER CABIN TEMPERATURE CONTROL PANEL - DESCRIPTION / OPERATION

1. General (Figure 1)

The passenger cabin temperature control panel is located in the passenger compartment. The
panel consists of a rotary temperature selector and a light. The light, when illuminated, indicates
that the cabin temperature mode selector switch, located on the pedestal, is in the AUTO
position. In AUTO position, the passenger is able to control cabin temperature to a limited
range. Power source for the passenger cabin temperature control panel is the same as for the
flight compartment temperature control panel auto mode.

EFFECTIVITY: ALL
Page 1
21-60-02 Jan 31/2003
TOC
MAIN

Passenger Cabin Temperature Control Panel


Figure 1

EFFECTIVITY: ALL
Page 2
21-60-02 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE CONTROL UNIT - DESCRIPTION / OPERATION

1. General (Figure 1)

A. Aircraft 187 - 215, 217 - 237, 240 - 255, 257 and 258

The cabin temperature control unit, installed on a panel located on the forward side of the
aft pressure bulkhead, operates on 115 VAC 400 Hz power. The DC output signals from
the unit actuate the valve which controls the flow of engine bleed air either through the
refrigeration unit or through the hot air duct.

B. Aircraft 238, 239, 255, 259 and subsequent

The auto-temp control system operates on 28 Vdc and accepts signals from the cabin
temp sensor, fuselage skin temp sensor, duct temp sensors and control rheostats to
control the refrigeration bypass valve.

EFFECTIVITY: ALL
Page 1
21-60-03 Jan 31/2003
TOC
MAIN

Cabin Temperature Control Unit


Figure 1

EFFECTIVITY: ALL
Page 2
21-60-03 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE CONTROL UNIT - REMOVAL / INSTALLATION

1. Removal of Cabin Temperature Control Unit (Refer to 21-60-03, Figure 1)

A. Open CABIN TEMP AUTO and AC circuit breakers.

B. Remove cabin furnishing and interior fittings as required to gain access to control unit.

NOTE: On Aircraft 187 - 215, 217 - 237, 240 - 255, 257 and 258, the temperature control
box is located in the lavatory area on the aft pressure bulkhead (Station 269.00)
near the top, just left of center line.

On Aircraft 238, 239, 256, 259 and subsequent, the control unit is located on the
left side 4 inches forward of the aft pressure bulkhead (Station 269.00) and
approximately 45 inches from the floor line.

C. Disconnect electrical connector from cabin temperature control unit.

D. Remove screws and washers securing control unit to frame. Remove control unit.

2. Installation of Cabin Temperature Control Unit (Refer to 21-60-03, Figure 1)

A. Install cabin temperature control unit on bulkhead, and secure with washers and screws.
Lockwire screws.

B. Connect electrical connector to control unit.

C. Close CABIN TEMP AUTO and AC circuit breakers.

D. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

E. Install cabin furnishings and interior fittings.

EFFECTIVITY: ALL
Page 401
21-60-03 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-03 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE CONTROL UNIT - INSPECTION / CHECK

1. Cabin Temperature Control Unit Check

NOTE: If the automatic temperature control unit is not operational, check the following:

A. Check DC and AC electrical power supply.

B. Check CABIN TEMP AUTO and AC circuit breakers on overhead panel.

C. Check connections on unit.

D. Check Cabin Temp Manual Relay (CTMR), located in the forward relay panel under copilot
seat, and the electrical circuit between the circuit breaker and the unit.

E. Check pin U on connector P108 (connector to cabin temperature control unit) for proper
ground.

EFFECTIVITY: ALL
Page 601
21-60-03 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 602
21-60-03 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE SENSOR AND FAN - DESCRIPTION / OPERATION

1. General (Figure 1)

The cabin temperature sensor is located in the cabin compartment, below the left emergency
exit for the 1124 model and below the right emergency exit for the 1124A model. The fan is
located under cabin floor below cabin sensor. The cabin temperature sensor samples the
temperature of cabin air circulated over the sensing element and transmits the signal to the
temperature control unit. The electric motor-driven fan moves cabin air across the temperature
sensor.

EFFECTIVITY: ALL
Page 1
21-60-04 Jan 31/2003
TOC
MAIN

Cabin Temperature Sensor and Fan


Figure 1

EFFECTIVITY: ALL
Page 2
21-60-04 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE SENSOR AND FAN - REMOVAL / INSTALLATION

1. Removal of Cabin Temperature Sensor (Refer to 21-60-04 Figure 1)

A. Open CABIN TEMP AUTO and AC circuit breakers.

B. Remove cabin furnishings and interior fittings to gain access to cabin temperature sensor,
located on bulkhead below left emergency exit on the 1124 model and below the right
emergency exit on the 1124A model.

C. Disconnect electrical connector from sensor.

D. Loosen clamp and disconnect fan tube from sensor case.

E. Remove nuts, washers and bolts securing sensor support to bulkhead. Remove sensor
case and sensor.

F. Remove insulation, nuts, washers and screws. Remove sensor case support and cabin
sensor.

2. Installation of Cabin Temperature Sensor (Refer to 21-60-04 Figure 1)

A. Install cabin sensor on sensor case and secure with washer and nut.

B. Install the support on sensor case and secure with screws, washers and nuts. Install
insulation.

C. Install sensor case, bolts, washers and nuts securing support to cabin bulkhead.

D. Connect fan tube to sensor case and secure with clamp.

E. Connect electrical connector to sensor and safety wire.

F. Close CABIN TEMP AUTO and AC circuit breakers.

G. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

H. Install cabin furnishings and interior fittings.

3. Removal of Sensor Fan (Refer to 21-60-04 Figure 1)

A. Open CABIN TEMP AC circuit breaker.

B. Remove cabin furnishings and interior fittings to gain access to fan located below the
cabin floor under the cabin temperature sensor.

EFFECTIVITY: ALL
Page 401
21-60-04 Jan 31/2003
TOC
MAIN

C. Tag and disconnect electrical connections from fan.

D. Loosen clamp and disconnect tubes between fan and sensor.

E. Remove bolts and washers and remove fan support and fan.

NOTE: Fan cannot be removed from inspection cover above it in floor. Unit must be
moved to a larger opening in floor.

F. Remove screws and separate fan from fan support.

4. Installation of Sensor Fan (Refer to 21-60-04 Figure 1)

A. Install fan on fan support and secure with screws.

B. Install fan support on structure and secure with bolts and washers.

C. Connect tube to fan and secure with clamp.

D. Connect electrical connections to fan. Remove tags.

E. Install access panel. Install cabin furnishings and interior fittings that were removed.

F. Close CABIN TEMP AC circuit breaker.

EFFECTIVITY: ALL
Page 402
21-60-04 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE ANTICIPATOR SENSOR - DESCRIPTION / OPERATION

1. General

The cabin temperature anticipator sensor, located in the flood duct manifold, forms part of the
cabin air temperature control system. Two sets of thermal resistors, contained in the sensor,
provide signals to the temperature controller. A combination of fast and slow responses to the
resistors smooths the effect of transient temperature changes in cabin inlet air and eliminates
abrupt fluctuations in signal input to the temperature controller.

EFFECTIVITY: ALL
Page 1
21-60-05 Jan 31/2003
TOC
MAIN

Cabin Temperature Anticipator Sensor


Figure 1

EFFECTIVITY: ALL
Page 2
21-60-05 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE ANTICIPATOR SENSOR - REMOVAL / INSTALLATION

1. Removal of Cabin Temperature Anticipator Sensor (Refer to 21-60-05 Figure 1)

A. Remove cabin furnishings and interior fittings as required to gain access to cabin floor
panel forward of aft pressure bulkhead.

NOTE: On Aircraft 240 and subsequent, the anticipator is located under the first access
panel forward of the lavatory door.

B. Remove cabin floor access panel to gain access to cabin temperature anticipator mounted
in mixing plenum.

C. Open CABIN TEMP CONTR, AUTO and AC circuit breakers.

D. Remove safety wire and disconnect electrical connector from cabin temperature
anticipator.

NOTE: The anticipator is located about 11-1/2 inches in front of aft pressure bulkhead on
Aircraft 187 - 239 and about 29 inches in front of aft pressure bulkhead on Aircraft
240 and subsequent.

E. Remove safety wire and remove anticipator and gasket from mixing plenum.

2. Installation of Cabin Temperature Anticipator Sensor (Refer to 21-60-05 Figure 1)

CAUTION: DO NOT OVERTIGHTEN FASTENERS.

A. Install cabin temperature anticipator and new gasket in mixing plenum and safety wire.

B. Connect electrical connector to anticipator and safety wire.

C. Close CABIN TEMP CONTR, AUTO and AC circuit breakers.

D. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

E. Install cabin floor access panel, cabin furnishings and interior fittings that were removed.

EFFECTIVITY: ALL
Page 401
21-60-05 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-05 Jan 31/2003
TOC
MAIN

SKIN TEMPERATURE SENSOR - DESCRIPTION / OPERATION

1. General (Figure 1)

On Aircraft 238, 239, 256, 259 and subsequent, a skin temperature sensor is installed on the
skin of the fuselage and transmits cabin skin temperature to the temperature control unit. The
skin temperature sensor is located on the left side of the aircraft at Fuselage Station 259.00 and
is approximately 11-1/2 inches above the floor.

EFFECTIVITY: ALL
Page 1
21-60-06 Jan 31/2003
TOC
MAIN

Skin Temperature Sensor


Figure 1

EFFECTIVITY: ALL
Page 2
21-60-06 Jan 31/2003
TOC
MAIN

SKIN TEMPERATURE SENSOR - REMOVAL / INSTALLATION

1. Installation of New Skin Temperature Sensor (Refer to 21-60-06 Figure 1)

A. Remove cabin furnishings and interior as required to gain access to the skin sensor
located on the left side of the aircraft at Fuselage Station 259.00 and about 11-1/2 inches
above the floor.

B. The surface to which skin sensor will be applied should be dry and free from surface
contamination.

C. Skin sensor should be applied to applicable surface at temperature above 50°F.

D. Remove adhesive protective liner and position skin sensor in desired location exerting a
uniform and firm hand pressure to ensure complete contact.

2. Installation of Salvaged Skin Temperature Sensor (Refer to 21-60-06 Figure 1)

WARNING: METHYL ETHYL KETONE (MEK) IS CLASSIFIED AS A HAZARDOUS


MATERIAL WHICH CAN CAUSE INJURY OR ILLNESS IF NOT PROPERLY
USED. THIS PRODUCT SHOULD BE USED ONLY IN ACCORDANCE WITH
THE MANUFACTURER'S SPECIFIC SAFETY AND HEALTH
RECOMMENDATIONS. PRIOR TO USE OF THIS PRODUCT, CAREFULLY
READ THE APPLICABLE "MATERIAL SAFETY DATA SHEET" AND FOLLOW
ALL LISTED SAFETY AND HEALTH PRECAUTIONS.

A. To salvage skin sensor after removal from aircraft skin, clean and remove old adhesive
from mating surface using MEK.

B. Apply transfer tape scotch, Part No. 467, to the surface of sensor.

C. Apply sensor to skin as described in the instructions in Paragraph 1.

EFFECTIVITY: ALL
Page 401
21-60-06 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-06 Jan 31/2003
TOC
MAIN

HIGH TEMPERATURE LIMIT SWITCH - DESCRIPTION / OPERATION

1. General (Refer to 21-60-05, Figure 1)

The high temperature limit switch is installed in the flood duct manifold. During normal operation
it prevents the inlet duct temperature from exceeding 350°F. Should the temperature exceed
350°F, the switch contacts will close and actuate the applicable temperature relay in the No. 2
DC contactor box to close the refrigeration bypass valve with priority command over all other
signals. When operating in the emergency air mode, and the inlet duct temperature exceeds
350°F, the switch contacts will close and actuate the emergency air relay in the No. 2 DC
contactor box to light the EMER AIR TEMP HIGH indicator light in the annunciator panel.

EFFECTIVITY: ALL
Page 1
21-60-07 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-60-07 Jan 31/2003
TOC
MAIN

HIGH TEMPERATURE LIMIT SWITCH - REMOVAL / INSTALLATION

1. Removal of High Temperature Limit Switch (Refer to 21-60-05, Figure 1)

A. Remove cabin furnishings and interior fittings as required to gain access to cabin floor
access panel forward of aft pressure bulkhead.

NOTE: On Aircraft 240 and subsequent, the high temperature limit switch is located under
the first access panel forward of the lavatory doors.

B. Remove cabin floor access panel to gain access to high temperature limit switch mounted
in mixing plenum.

C. Open CABIN TEMP AC, CONTR and AUTO circuit breakers.

D. Tag and disconnect electrical leads from high temperature limit switch.

NOTE: The high temperature limit switch is located about 11-1/2 inches in front of aft
pressure bulkhead Aircraft 187 - 239 and about 29 inches in front of aft pressure
bulkhead on Aircraft 240 and subsequent.

E. Remove safety wire, screws and washers securing sensor to mixing plenum.

F. Remove switch and gasket from plenum and discard gasket.

2. Installation of High Temperature Limit Switch (Refer to 21-60-05, Figure 1)

A. Install high temperature limit switch and new gasket in plenum and secure with screws and
washers and safety wire.

B. Connect electrical leads to high temperature limit switch. Remove tags.

C. Close CABIN TEMP AC, CONTR and AUTO circuit breakers.

D. Perform Airflow Check with Engine Operating. Refer to 21-20-00, Distribution -


Inspection / Check.

E. Install cabin floor access panel, cabin furnishings and interior that were removed.

EFFECTIVITY: ALL
Page 401
21-60-07 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-07 Jan 31/2003
TOC
MAIN

HIGH TEMPERATURE LIMIT RELAYS - DESCRIPTION / OPERATION

1. General

Three high temperature limit relays, installed in the No. 2 DC contactor box, are provided to
operate in conjunction with the high temperature limit switch, cabin air selector switch and cabin
temperature selector. The manual pressure relay and automatic pressure relay prevent inlet
duct temperature from exceeding 350°F when cabin air selector switch is in the LH ENG, BOTH
ENGINES or RH ENG position and the cabin temperature selector is in AUTO or MAN position.
The emergency air relay lights the EMER AIR TEMP HIGH indicator light on the annunciator
panel when the inlet duct temperature exceeds 350°F. When in the EMER position, the cabin
temperature selector is out of the system.

EFFECTIVITY: ALL
Page 1
21-60-08 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-60-08 Jan 31/2003
TOC
MAIN

OVER-TEMPERATURE SWITCH - DESCRIPTION / OPERATION

1. General (Figure 1)

An over-temperature switch is installed in the duct at the input to the refrigeration unit to warn
the pilots of a failure or abnormal condition. Anytime the bleed air temperature going into the
refrigeration unit reaches 575° ±25°F, the over-temperature switch closes providing a ground to
illuminate the BLEED LINE OVERPRESS light in the annunciator panel. When the bleed air
temperature drops below 500°F, the switch will open and the light will extinguish showing that
the problem has been corrected.

EFFECTIVITY: ALL
Page 1
21-60-09 Jan 31/2003
TOC
MAIN

Over-Temperature Switch
Figure 1

EFFECTIVITY: ALL
Page 2
21-60-09 Jan 31/2003
TOC
MAIN

OVER-TEMPERATURE SWITCH - REMOVAL / INSTALLATION

1. Removal of Over-Temperature Switch (Refer to 21-60-09, Figure 1)

A. Open R PRESS VALVES circuit breaker located on overhead panel.

B. Remove main baggage compartment rear panel.

C. Disconnect electrical connector from over-temperature switch.

D. Remove over-temperature switch and gasket.

2. Installation of Over-Temperature Switch (Refer to 21-60-09, Figure 1)

A. Install over-temperature switch and new gasket on duct. Torque switch to


65 - 80 inch pounds and safety wire.

B. Connect electrical connector and safety wire.

C. Close R PRESS VALVES circuit breaker located on overhead panel.

D. Check for bleed air leaks.

E. Install main baggage compartment rear panel.

EFFECTIVITY: ALL
Page 401
21-60-09 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-09 Jan 31/2003
TOC
MAIN

OVER-PRESSURE SWITCH - DESCRIPTION / OPERATION

1. General (Refer to 21-60-09, Figure 1)

An over-pressure switch is installed in the duct at the input to the refrigeration unit to warn the
pilots of a failure or abnormal condition. Anytime the bleed air pressure reaches 44±4 psi, the
switch will close providing a ground to illuminate the BLEED LINE OVERPRESS light in the
annunciator panel. When the bleed air pressure drops below 34 psi, the switch will open and the
problem has been corrected.

Illumination of the BLEED LINE OVERPRESS light indicates excessive pressure or temperature
downstream of the bleed switching valves.

EFFECTIVITY: ALL
Page 1
21-60-10 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-60-10 Jan 31/2003
TOC
MAIN

OVER-PRESSURE SWITCH - REMOVAL / INSTALLATION

1. Removal of Over-Pressure Switch (Refer to 21-60-09, Figure 1)

A. Open R PRESS VALVES circuit breaker located on overhead panel.

B. Remove main baggage compartment rear panel.

C. Remove safety wire and disconnect electrical connector.

D. Remove air line from pressure switch and cap line.

E. Remove clamp securing pressure switch to mounting bracket.

2. Installation of Over-Pressure Switch (Refer to 21-60-09, Figure 1)

A. Install clamp securing pressure switch to mounting bracket.

B. Remove cap and connect line to pressure switch.

C. Connect electrical connector and safety wire connector.

D. Close R PRESS VALVES circuit breaker located on overhead panel.

E. Check for bleed air leaks.

F. Install main baggage compartment rear panel.

EFFECTIVITY: ALL
Page 401
21-60-10 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-10 Jan 31/2003
TOC
MAIN

OVER-PRESSURE SWITCH - INSPECTION / CHECK

1. Over-Pressure Switch Check

A. Remove over-pressure switch from aircraft. Refer to 21-60-10, Over-Pressure Switch -


Removal / Installation.

B. At zero psi, pins A and B should indicate continuity and pins B and C should indicate open.

C. Utilizing clean shop air and a 0-50 psi calibrated pressure gage, slowly apply air pressure
to switch. At 44 psi ±4 psi, pins B and C should indicate continuity and pins A and B should
indicate open.

D. Slowly reduce air pressure. At or before 34 psi, pins B and C should indicate open and
pins A and B should indicate continuity.

E. Install over-pressure switch in aircraft. Refer to 21-60-10, Over-Pressure Switch - Removal


/ Installation.

EFFECTIVITY: ALL
Page 601
21-60-10 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 602
21-60-10 Jan 31/2003
TOC
MAIN

REFRIGERATION BYPASS VALVE (HOT AIR) - REMOVAL / INSTALLATION

1. Removal of Refrigeration Bypass Valve (Hot Air) (Figure 401)

A. Open CABIN TEMP circuit breakers located on overhead panel.

B. Remove main baggage compartment rear panel.

C. Disconnect electrical connector and remove clamps securing electrical wiring to ducts.

D. Remove bonding strap attached to valve at airframe ground point only.

NOTE: Removing bonding strap from valve will result in premature valve failure.

E. Remove two marman couplings securing valve to ducts. Remove valve and gaskets.

2. Installation of Refrigeration Bypass Valve (Hot Air) (Figure 401)

A. Install hot air valve and gaskets on ducts and secure with couplings. Torque couplings to
60-80 inch pounds.

B. Secure free end of bonding strap attached to valve to airframe ground point with bolt and
washer.

C. Connect electrical connector and install clamps securing electrical wiring to ducts.

D. Close CABIN TEMP circuit breakers located on overhead panel.

E. Perform Airflow Check with Engine Operating (refer to 21-20-00, Distribution -


Inspection / Check) and check for leaks.

F. Install main baggage compartment rear panel.

EFFECTIVITY: ALL
Page 401
21-60-11 Jan 31/2003
TOC
MAIN

Refrigeration Bypass Valve (Hot Air)


Figure 401

EFFECTIVITY: ALL
Page 402
21-60-11 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE INDICATOR - DESCRIPTION / OPERATION

1. General (Refer to 21-60-00, Figure 1)

A cabin temperature indicator allows more accurate cabin temperature settings. The indicator is
installed on the control pedestal adjacent to the temperature control panel. Cabin temperature is
transmitted to the indicator by a sensor bulb, located in the cabin area. Power to the cabin
temperature indicating system is obtained from the No. 2 Distribution Bus through the CABIN
TEMP circuit breaker located on the overhead panel.

EFFECTIVITY: ALL
Page 1
21-60-12 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-60-12 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE INDICATOR - REMOVAL / INSTALLATION

1. Removal of Cabin Temperature Indicator (Refer to 21-60-00, Figure 1)

A. Open CABIN TEMP circuit breaker located on the overhead panel.

B. Loosen indicator retaining clamp screw.

C. Withdraw indicator from control pedestal.

D. Disconnect electrical connector from indicator.

E. Remove indicator.

2. Installation of Cabin Temperature Indicator (Refer to 21-60-00, Figure 1)

A. Connect electrical connector to indicator.

B. Insert indicator into control pedestal.

C. Tighten retaining clamp screw.

D. Close CABIN TEMP circuit breaker and perform operational check of indicator.

EFFECTIVITY: ALL
Page 401
21-60-12 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-12 Jan 31/2003
TOC
MAIN

CABIN TEMPERATURE INDICATOR SENSOR BULB - REMOVAL / INSTALLATION

1. Removal of Cabin Temperature Indicator Sensor Bulb

A. Open CABIN TEMP circuit breaker located on overhead panel.

B. Remove interior and furnishings to gain access to cabin temperature sensor bulb.

C. Disconnect electrical connector from bulb.

D. Remove screws, washers and nuts securing bulb to mounting bracket.

E. Remove bulb.

2. Installation of Cabin Temperature Indicator Sensor Bulb

A. Locate bulb and secure to mounting bracket with screws, washers and nuts.

B. Connect electrical connector to bulb and safety wire.

C. Close CABIN TEMP circuit breaker and perform operational check of cabin indicating
system.

D. Install interior and furnishings.

EFFECTIVITY: ALL
Page 401
21-60-13 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 402
21-60-13 Jan 31/2003
TOC
MAIN

MOISTURE / AIR CONTAMINATION CONTROL - DESCRIPTION / OPERATION

1. General

Humidity regulation is controlled through the water separator located between the turbine
bypass valve and the mixing plenum. The separator consists of a shell, condenser unit and duct
assembly.

Air passes through the condenser unit within the water separator to allow the water in the air to
collect and drain through the separator water drain. A bypass valve, installed in the condenser
unit, allows a portion of the air to bypass the condenser in the event the cloth condenser
becomes restricted. This function of the bypass valve aids in maintaining a constant airflow to
the cabin by eliminating an extreme pressure drop across the restricted condenser.

EFFECTIVITY: ALL
Page 1
21-70-00 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 2
21-70-00 Jan 31/2003
TOC
MAIN

WATER SEPARATOR - DESCRIPTION / OPERATION

1. General (Figure 1)

The water separator consists of a condenser unit contained within the separator shell and
clamped to the separator duct assembly. A drain fitting and strainer are installed in a boss in the
duct assembly. The condenser unit consists of a bypass valve and a fiberglass cloth conical
condenser secured on a condenser support with a spring. Minute water particles in the air
flowing through the condenser unit are coalesced into larger, heavier particles which are swirled
by vanes located in the condenser support. This swirling motion throws the water particles
outward against a perforated collector in the duct assembly and into the chamber formed by the
collector and outer wall of the duct assembly. Water collected flows down into the sump and
then through a screen and out the water drain. The same water is used for cooling the aft
refrigeration unit by spraying it over the after cooler. Particle free air flows out through the outlet
duct. In the event that foreign material clogs the condenser, airflow through the separator is
retarded and causes an increase in the pressure differential across the bypass valve. The force
exerted by the pressure differential opens the bypass valve and allows air to flow directly
through the separator without passing through the condenser.

EFFECTIVITY: ALL
Page 1
21-70-01 Jan 31/2003
TOC
MAIN

Water Separator
Figure 1

EFFECTIVITY: ALL
Page 2
21-70-01 Jan 31/2003
TOC
MAIN

WATER SEPARATOR - REMOVAL / INSTALLATION

1. Removal of Water Separator (Figure 401)

A. Remove rear baggage compartment front panel.

B. Remove main baggage compartment rear panel.

C. Remove clamp securing drain line to separator at the bottom of the water separator.

D. Remove clamps securing air inlet duct to water separator

E. Remove clamps securing air outlet duct to water separator.

F. Remove clamps securing water separator to mounting bracket.

G. Remove water separator.

2. Disassembly of Water Separator (Refer to Figure 401)

A. Remove separator drain, packing and strainer.

B. Remove coupling clamp and separate separator shell from duct assembly.

WARNING: WEAR CLOVES TO PROTECT HANDS WHILE HANDLING FIBERGLASS


CONDENSER. EXERCISE CARE TO AVOID STRETCHING OR TEARING
CONDENSER WHILE SLIDING CONDENSER ON OR OFF SUPPORT
ASSEMBLY.

C. Remove screws securing gasket and condenser to separator shell. Remove gasket and
withdraw condenser from separator shell.

NOTE: Before removing chain assembly from condenser, fasten string or cord
(approximately 20 inches long) to one end of the chain assembly; as chain
assembly is withdrawn from condenser hem, the cord will be strung into hem
ready for use at reassembly to facilitate installation of chain assembly.

D. Remove chain assembly and carefully remove condenser support.

NOTE: Do not disassemble bypass valve assembly. Do not remove fasteners from chain
unless required for inspection.

3. Assembly of Water Separator (Refer to Figure 401)

A. Attach cord inside hem of condenser to one end of chain assembly and pull cord to thread
chain assembly inside hem. Remove cord.

EFFECTIVITY: ALL
Page 401
21-70-01 Jan 31/2003
TOC
MAIN

Exploded View of Water Separator


Figure 401

EFFECTIVITY: ALL
Page 402
21-70-01 Jan 31/2003
TOC
MAIN

B. Position condenser over support assembly so that condenser is snug against flange of
support assembly.

C. Snap free end of spring through fastener and work chain assembly and spring into recess
at base of support assembly flange.

D. Pull condenser toward small end of support assembly until condenser is taut.

E. Join ends of spring and secure condenser to groove at small end of support assembly.

F. Insert condenser in separator shell and install gasket.

G. Install screws securing gasket and condenser to separator shell.

H. Join separator shell and duct assembly and secure with coupling clamp.

I. Install packing in groove of water drain plug, exercising care to prevent damage to
packing.

J. Install strainer and water drain lug with attached packing in duct assembly sump.

K. Tighten drain plug against flange of strainer and safety wire drain plug to clip on duct
assembly sump.

4. Installation of Water Separator (Refer to Figure 401)

A. Install water separator on mounting bracket. Install clamps securing water separator to
mounting bracket.

B. Install clamps securing air outlet duct to water separator. Torque clamps to
20 - 25 inch pounds.

C. Install clamps securing air inlet duct to water separator. Torque clamps to
20 - 25 inch pounds.

D. Install clamp securing drain line to water separator at the bottom of the water separator.

E. Perform Airflow Check with Engine Operating (refer to 21-20-00, Distribution - Inspection /
Check) and check for air leaks.

F. Install main baggage compartment rear panel.

G. Install rear baggage compartment front panel.

EFFECTIVITY: ALL
Page 403
21-70-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 404
21-70-01 Jan 31/2003
TOC
MAIN

WATER SEPARATOR - INSPECTION / CHECK

1. Inspection of Water Separator

A. Inspect all parts for cracks, nicks and corrosion.

B. Inspect all threaded parts for stripped or damaged threads.

C. Inspect plate, label and stenciled arrow of duct assembly for damage.

D. Inspect orifice of water drain and mesh of strainer assembly for foreign matter that might
clog drain.

E. Inspect duct assembly and shell assembly for cracks, punctures, cracked weld joints,
dents and corrosion.

F. Inspect springs and chain assembly for damage that might prevent parts from holding
condenser securely on support assembly. Check spring for the following characteristics:

(1) Free length must be approximately 8.43 inches.

(2) Load required to extend springs to length of 10.60 inches must be 5.0 ±0.25 pounds.

(3) No permanent set must result after spring is extended to a length of 12.00 inches.

G. Inspect condenser for tears and deteriorated fiberglass material for poor fit on support
assembly and for soiled condition that might restrict airflow.

H. Inspect poppet and poppet seating surface on cage of valve assembly for uneven wear or
scoring. Mating surfaces must be free of corrosion, burrs, nicks and scratches.

I. Inspect all painted surfaces for chipped, peeling and deteriorated paint film.

EFFECTIVITY: ALL
Page 601
21-70-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 602
21-70-01 Jan 31/2003
TOC
MAIN

WATER SEPARATOR - CLEANING / PAINTING

1. Cleaning of Water Separator

A. Clean all parts, except condenser, with dry cleaning solvent and dry thoroughly with
compressed air.

B. If required, degrease support assembly by suspending support assembly in a vapor


degreaser for 15 minutes, using trichlorethylene heated to 250°F (121.1°C). Spray
trichlorethylene over support assembly to clean it thoroughly. When support assembly is
cool enough to handle, rinse thoroughly with dry cleaning solvent and dry thoroughly with
compressed air.

CAUTION: RUBBING OR BRUSHING CONDENSER WILL RESULT IN DAMAGE TO


CONDENSER.

C. Clean condenser, if required, by immersing condenser and support assembly in solution of


mild detergent and lukewarm water. Agitate solution by alternately removing and
immersing support assembly with attached condenser. After condenser has been cleaned
satisfactorily, rinse condenser and support assembly in clear, lukewarm water until water
runs clear. Allow condenser and support assembly to air dry thoroughly.

EFFECTIVITY: ALL
Page 701
21-70-01 Jan 31/2003
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 702
21-70-01 Jan 31/2003
TOC
MAIN

WATER SEPARATOR - REPAIRS

1. Repair or Replacement of Water Separator

A. Replace all parts that do not meet inspection requirements and are damaged beyond
repair.

B. Replace packing regardless of condition.

C. Remove minor scratches, nicks and corrosion by polishing with abrasive cloth.

D. Repair minor defects in duct assembly and shell assembly by hammering or pressing.
Repair minor cracks and punctures by brazing.

E. If any part of bypass valve is defective, replace valve.

F. Touch up painted surfaces with one coat of green primer and one coat of black enamel.
Allow primer to air dry a minimum of two hours; bake enamel for one hour at 300°F
(148.9°C).

2. Testing of Water Separator After Repairs

A. Seal outlet and drain fittings of water separator.

B. Connect water separator inlet to a regulated source of clean dry air capable of supplying
air at 11 psi and incorporating a shutoff valve upstream with a gauge to monitor pressure.

C. Apply air at 10 to 11 psi to water separate inlet. Close shut-off valve and observe pressure
decay (leakage). Pressure decay must not exceed 1 psi per minute.

D. Release pressure and disconnect pressure source from water separator.

EFFECTIVITY: ALL
Page 801
21-70-01 May 15/2002
TOC
MAIN

THIS PAGE INTENTIONALLY LEFT BLANK

EFFECTIVITY: ALL
Page 802
21-70-01 May 15/2002