Air Conditioning Liebheer

AB 139
LIEBHERR-AEROSPACE Toulouse Dez. 2003 TECHNICAL SERVICES

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AB 139
This document must be used for training purpose only
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Training on
Ventilation/Forced Ventilation/Heating and
Air Conditioning System of the
AB139 Helicopter
It will not be updated
Under no circumstances should this document be used as a reference
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TABLE OF CONTENTS:
Table of Contents
Abbreviations
General description
Ventilation System including Forced Ventilation:
- Pilot Interfaces
- System Control
- Detailed System Operation
- Low Pressure Ducting
- Component description
- Trouble shooting
Heating and Ventilation System including Forced Ventilation:
- Pilot Interfaces
- System Control
- High Pressure Ducts
- Trouble shooting
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TABLE OF CONTENTS (cont'd):
Air Conditioning System:
- Pilot Interfaces
- System Control
- Trouble shooting
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LIST OF ABBREVIATIONS
A/C: Aircraft
AC Alternative Current
ACCB Air ConditioningControl Box
AFT Cabin zone
BAD: BleedAir Duct
CP: Cockpit Panel
CV: Check Valve
DTS: Duct Temperature Sensor
ECS: Environmental Control System
FMEA: Failure Mode And Effect Analysis
FMECA: Failure Mode, Effect andCriticalityAnalysis
FV: Flapper Valve
FWD Cockpit zone
HCB: HeatingControl Box
HMV HeatingModulationValve (see TCV)
HTR Heater
J P: J et Pump
LPD: LowPressure Ducting
LTS: LIEBHERR AEROSPACE Toulouse
OTS: Over Temperature Switch
SOV: Shut Off Valve
TCV Temperature Control Valve
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LIST OF ABBREVIATIONS (cont'd)
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Ventilation
Enter
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Forced Ventilation
Enter
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Ventilation/Heating
Enter
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Forced
Ventilation/Heating
Enter
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Ventilation/Heating
Air Conditioning
Enter
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Gener al Desc r i pt i on
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General description
The Environmental Control Systemon the AB139 is divided in several
subsystems which are the Ventilation and the Heating systemoptimised
by anAir Conditioning System.
- Heating is generated by mixing bleed air fromthe engine with outside
ramair flowin a jet pump and by diffusing it into the helicopter through a
lowpressure ducting system.
- Fresh air is provided by outside Ram Air flow controlled by Flapper
Valves and distributed into the helicopter trough a low pressure ducting
system.
- Cooling is provided by two splitted vapour cycle systems dedicated
respectively to the cockpit an cabin zones.
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The ECS system has 5 different versions :
- The cockpit and cabin ventilation system- P/N 3G2120A00111
- The forced cabin ventilation system- P/N 3G2121F00111
NOTE: VentilationandForcedVentilationarediscribedinthesamechapter.
- The heating* and ventilation system- P/N 3G2140F00111
- The heating* and forced ventilation system- P/N 3G2141F00111
NOTE: Heating withVentilation and Forced Ventilation are discribed in the
samechapter.
- The AIR conditioning* / heating and Ventilation System - P/N
3G2150F00111
*High and low pressure ducts are provided for the heating and the air
conditioning system.
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Helicopter Ventilation System cut off view
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Helicopter Ventilation System cut off view
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Ventilation system components:
Item Components of the Cockpit ventilation P/ N20204A010000 P/ N Qty
001
Ventilation COCKPIT CONTROL PANEL 91100A010000
1
Ventilation COCKPIT CONTROL PANEL NVG 91100A010001
002 Ventilation Cockpit FLAPPER VALVE 6034A010001 2
003 Ventilation COCKPIT fan 8013A020000 2
004 Wedges for 6034 mounting 20204-72 2
005 P_CLIP PLENUM DISTRIBUTION COCKPIT 20204-4 2
006 FLEXIBLE between NACA & 6034 9869B010000 2
007 RIGID 6034 -> 8013 right 9871B010000 1
008 RIGID 6034 -> 8013 left 9870B010000 1
009 RIGID 8013 -> PLENUM DISTRIBUTION 9706B010000 2
010 PLENUM COCKPIT right - PART 1 - Fan side 9873B010000 1
011 PLENUM COCKPIT right - PART 2 - GASPER side 9896B010000 1
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Ventilation system main parts:
012 PLENUM COCKPIT left - PART 1 - Fan side 9872B010000 1
013 PLENUM COCKPIT left - PART 2 - GASPER side 9897B010000 1
014 COCKPIT LATERAL DIFFUSER - up right 9711B010000 1
015 COCKPIT LATERAL DIFFUSER - up left 9712B010000 1
016 COCKPIT LATERAL DIFFUSER - down right 9713B010000 1
017 COCKPIT LATERAL DIFFUSER - down left 9714B010000 1
018 CENTRAL DIFFUSER right 9895B010000 1
019 CENTRAL DIFFUSER left 9894B010000 1
020 brackets for 8013 20204-68 2
021 Y BRANCH ASSY for GASPERS 9709B010000 2
022 GASPERS 9710B010000 4
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Ventilation system main parts:
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Addional Forced Ventilation system parts:
Components of the Cockpit/ Cabin Forced ventilation system
P/ N 20204B010000
P/ N Qty
Forced ventilation COCKPIT CONTROL PANEL 91102A010000
1
Forced ventilation COCKPIT CONTROL PANEL NVG 91102A010001
CABIN fan 8012A010000 1
CABIN fan bracket 20204-21 1
Forced ventilation CABIN CONTROL PANEL 91103A010000 1
Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001 1
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VENTI LATI ON SYSTEM
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Ventilation
LTS provides two different cockpit and cabin ventilation systems,
called Ventilation and Forced ventilation.
Cockpit ventilation system
For the cockpit, two separate systems provide air for pilot and co-
pilot. Outside RAM air enters the systems through two air intakes
located on the nose section.
For cockpit and cabin ventilation the outside ram air flow can be
selected by flapper valves, manually controlled by the crewwith a 4-
position switch on the Cockpit control Panel.
Ventilation
Forced outside air for cockpit ventilation or defogging is provided by
2-speed axial fans in each systems. The blowers are manually
controlled by the crewin Off, LowSpeed, or High Speed.
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Ventilation
The Cockpit Control Panel (P/N 91100A010000) interfaces with:
- the cockpit fans (2 qty)
-the cabin (1 qty) and cockpit (2qty) flapper valves
VENT CREW 4 position switch:
OFF- FVs "Closed" and FANs "Off"
ON FVs "Open" and FANs "Off"
LOW- FVs "Open" and FANs "Lowspeed"
HIGH - FVs "Open" and FANs "High speed"
Ventilation
VENT
OFF
ON
VENT
91101A010000 or 91101A010001 (NVG)
Cabin Control Panel
91100A010000 or 91100A010001 (NVG)
Cockpit Control Panel
VENT CTRL
PAX
CREW
VENT
OFF
FAN
LOW
FAN
HIGH
ON
CREW
ON
PAX
OFF
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Ventilation cont.
CONTR 2-position switch control the availability of the passenger control
panel.
When CREW is selected, the control of the cabin area is done by the
cockpit panel.
When PAX is selected, the control of the cabin area is done by the
passenger panel.
The Cabin Control Panel (P/N 91101A010000) interfaces
with:
- the cabin flapper valve
The VENT indication light on the Cabin panel is illuminated when PAX has
been selected on the Cockpit panel.
OFF - Cabin FV " Closed"
ON Cabin FV " Open"
Ventilation
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The cockpit panel CREW selected, allows the direct control of
two cockpit fans (off/low/high) and two single cockpit flapper
valves, PAX selected the cabin flapper valve is controled via the
cabin panel.
VENTILATION SYSTEM CONTROL
Cabin ventilation Cockpit ventilation

Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Air intake
Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Flapper valve
Air intake
To control panel

Air intake Flapper valve
Plenum
To control panel
Singular gaspers manifold
Side vents manifold
Side vents manifold
Water
separation
duct
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VENTILATION
Cockpit ventilation system (cont'd)
One 2-speed centrifugal fan on the L/H and one on the R/H side,
provides outside/ramair for ventilation or defogging.
They are manually controlled by the crew in Off, Low Speed, or High
Speed mode.
Cabin ventilation system
For the cabin, outside ramair enters the systemthrough one air intake
in the forward pylon fairing in the cabin roof, the air flowis admitted by
a flapper valve.
The air is then routed through ducts which are installed above the
cabin ceiling panels.
The cabin panel allows the direct control (open/close) of the cabin
flapper valve with the VENT switch.
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VENTILATION
FORCED VENTILATION
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VENTILATION
Forced
Ventilation
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VENTILATION
The Forced ventilation system provides an additional 2-speed
centrifugal fan for the cabin zone supplying outside/ramair.
The CABIN fan is controlled manually by the crew on the cockpit
control panel VENT in OFF, LOWor HIGH speed mode when "CREW"
selected or from the cabin panel by the passengers when "PAX"
selected.
Nota: For Air conditioning option, the air flow across the cabin
evaporators is provided by the cabin fan and a second addional fan.
The air conditioning option allows to run the cockpit and cabin fans in
recirculation mode (override of the VENT Switch).
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VENTILATION
The COCKPIT panel for Forced Ventilation (P/N 91102A010000) interfaces with:
- the cabin fan (1)
- the cockpit fans (2)
- the cabin (1) and cockpit flapper valves (2)
P/N 91102A010000
The CABIN panel for Forced Ventilation (P/N 91103A010000) interfaces with:
- the cabin fan (1)
- the cabin flapper valve (1)
Cabin Control Panel
P/N 91103A010000
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Forced Ventilation:
When VENT CTRL "CREW" selected, the cockpit panel allows
the direct control of all fans (off/low/high), and flapper valves
(open/close) in the cabin and cockpit zone.
When VENT CTRL "PAX" selected, the cabin panel allows
independently the control of the cabin fan (off/low/high), and
flapper valve (open/close).
SYSTEM CONTROL
Cabin ventilation
Cockpit ventilation

Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Air intake
Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Flapper valve
Air intake
To control panel
Plenum
Side vents manifold
Side vents manifold
To control panel
AFT Fan
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Heating system
Ventilation/Forced
Ventilation System Logic :
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Forward Ventilation :
+ If cockpit fans are operating, then the control panel sends the " Forward
Ventilation On " discrete signal to the helicopter general displayer (MAU).
After Ventilation :
+ If cabin fan is operating, and cabin flapper valves are not fully closed; then
the control panel sends the " After Ventilation On " discrete signal to the
helicopter general displayer (MAU).
Ventilation Failure:
+ If AFT-FAN-FAULT is active or FWD-FAN1-FAULT is active or FWD-
FAN2-FAULT is active , then the control panel sends the " Ventilation Failure
" discrete signal to the helicopter general displayer.
Heating system
Ventilation and Forced ventilation System Logic :
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Det ai l ed Vent i l at i on Syst em
Oper at i on
And
Component Desc r i pt i on
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Cockpit and Cabin Ventilation and Forced Ventilation
Cockpit ventilation system(basic)
For the cockpit, two separate systems
provide air for pilot and co-pilot. Outside
RAM air enters the systems through two air
intakes positioned on the helicopter nose
section.
Air for ventilation or defogging is provided
by either ramair and/or (on ground) by two
2-speed axial fans installed near to the pilot
and co-pilot pedestal (flapper valves open).
Air is then distributed to the different outlets,
front faces outlets, main windshield and side
windows diffusers.
The cockpit and the cabin ventilation systems are two different and
separate sub-systems.

Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Air intake
Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Flapper valve
Air intake
To control panel
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Ventilation System
Cabin ventilation system (basic)
For the Cabin, outside ramair enters the systemthrough one air intake in
the forward pylon fairing in the cabin roof. The air is then routed through a
duct to the flapper valve.
The outside Ram air flow is supplied by an Open/Close flapper valve
controlled manually by the crew with a 2 position switch on the cockpit
control Panel " VENT PAX or by the cabin panel provided CONTR PAX
has been selected.
Air is then distributed via the plenumto both lateral manifolds, each one
being separated supplying fresh air via singular gaspers to the
passengers.
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Ventilation System
FORCED ventilation for the cabin is provided by an additionel two
speed axial fan.
The fan and flapper valve control can be achieved by the crew through
the cockpit panel or when VENT CTRL PAX selected by the
passengers through the cabin panel.
Plenum
Side vents manifold
Side vents manifold
To control panel
Fan
Water
separation
duct
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Ventilation System
The demisting outlets are composite diffusers with fins to control the air jet
characteristics to performthe windscreen bay demisting.
The cockpit gaspers are wide diffusers to provide comfortable diffusing
with large air flow.
The cabin gaspers are standard airplane gaspers.
The cabin and cockpit pedestals are composite outlets to diffuse air to
crewand passengers feet.
Characteristics:
The ventilation distribution system is designed to withstand pressure
variations in a range of 15 mBars and +150 mBars.
The maximumoperating temperatures should be in-between 40 C to +
85 C.
Distribution system description:
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Ventilation System
Distribution system description
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Ventilation Low Pressure Ducting Cockpit view:
Flapper
Valve
Pluged Heating
System connections
Fan
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The lowpressure ducting LPD systemconsists of air distribution ducts,
manifolds, cabin diffusors, pedestral outlets, window demister, front face
outlets and a plenum. Depending on the configuration to be installed on
the helicopter, we can distinguish 5 subsystems :
The LPD for Cockpit Ventilation Subsystem(basic)
The LPD for Cabin ventilation Subsystem(basic)
The LPD for Forced Cabin Ventilation Subsystem(kit)
The LPD for Heating Subsystem(kit)
The LPD for Air Conditioning Subsystem(kit)
The ventilation system distribution ducting for cockpit and cabin is the
basic version for the helicopter.
Low Pressure Ducting
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Low Pressure Ducting views (exampels):
Cabin ceiling plenum with diffuser
Cabin diffuser (exampel)
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Ventilation System
Vent i l at i on Syst em Mai n
Component desc r i pt i on
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Ventilation System
Ram Air Flapper valves
General information:
The pilot drives the Flapper Valves fromthe cockpit panel, to open or shut off
the ramair intakes of cabin and cockpit lowpressure distribution system.
Installation:
The valves are located after the ramair intakes of the ECS before fans.
They are attached to the structure by metallic brackets and to the ducting with
minox clips.
The mounting brackets ensure bondingbetween the valve and the helicopter.
Pressure drop (valve full open) :
With a nominal Cockpit flow of 125g/s =0,2 mbar
With a nominal Cabin flow of 350 g/s =0,3 mbar
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Ventilation System
Cockpit FLAPPER valve 6034A010001 (ventilation + heating)
The two flapper valves are derived composed of :
a 3cylindrical composite body,
a tangential gear box,
a shaft which transmits the rotational movement by a tenon-mortise type
drive
brushes direct current motor,
one end of travel opening and one end of travel closing position switch,
an aluminium flap.
Characteristics: Nominal power supply : 28 Vdc for a limit of 17 Vdc to 32 Vdc
Current consumption at nominal torque of 0.12 mdaN : <1,0A
Normal operation temperature: -40C to +70C ( a max of 85C
during short time -valve not operating)
Nominal operation pressure: 35 mBars rel.
Maximum opening/closing time: 5 s
Weight max.: between 0,42 kg and 0,58 kg
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Ventilation System
Cockpit Flapper valve pin location :
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Ventilation System
Cockpit FLAPPER valve (6034A010001 ventilation + heating) general
view:
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Ventilation System
Cabin FLAPPER valve 6035A010001:
The Ramair cabin valve is a 4 diameter, single cylindrical composite body butterfly
valve.
Inside the valve core an aluminium circular flap, held by 2 half-shafts, perform the
shut-off function.
The flapper valve shaft is driven by an electrical actuator.
The electric actuator, consists of an endless screwand an 28Vdc electrical motor.
Two end of travel micro-switches indicates the state of the valve: Open or Close.
Characteristics: Nominal power supply : 28 Vdc for a limit of 17 Vdc to 32 Vdc
Current consumption at nominal torque of 0.12 mdaN : <1,0A
Normal operation temperature: -40C to +70C ( a max of 85C
during short time -valve not operating)
Nominal operation pressure: 35 mBars rel.
Maximum opening/closing time: <5 s
Weight: 0,5 kg
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Ventilation System
Cabin Flapper Valve pin location :
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Ventilation System
Cabin FLAPPER valve 6035A010001 general view:
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Ventilation System
Cockpit Fan 8013A020000 function (ventilation/heating system only):
There are 2 two speed brush less cockpit fans per helicopter on 2 symmetrical
ventilationsystems.
Both fans sucks air fromthe ramair intake and generates ventilation air flow towards
the cockpit outlets and are used for ground and flight operation.
They are controlled by the ECS Cockpit panel at high and lowspeed and are equipped
with a thermal switch and a under speed detection. To reset the fan, select OFF/ON.
Fan characteristics:
Power supply: 28Vdc
Normal working temperature range: - 40 C to +70 C
Low speed flow rate at 30 C and at see level: 7350 rpm / 35 g/s
High speed flow rate at 30 C and at see level: 14200 rpm / 6.5 A / 70 g/s
Max. current consumption: 7 A (start up 14 A)
Weight: 0.9 kg
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Ventilation System
In On mode, a fault is indicated (Ground) only if the speed is inferior to the
under speed limit during 3 to 5s.
With no power supplied the under-speed pin detection shall be Open.
With power supplied and OFF selection the under-speed pin detection shall
be open circuit.
The under-speed detection level is the half off low speed and half off high
speed 15% (in tr/mn).
During the start up phase when ON selection is activated the under-speed
pin detection is open circuit during 5 seconds.
An under-speed fault is detected if the under-speed pin detection is ground
after the start up phase. In this case the fan will be stop and a OFF/ON
selection is necessary for start again the fan.
Cockpit Fan 8013A020000 under speed detection:
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Ventilation System
ON/OFF selection : Under-speed detection :
o Ground ON o Ground Fault
o Open Circuit OFF o Open Circuit No fault
High speed / Lowspeed selection :
o Ground Lowspeed
o Open Circuit High speed
Cockpit Fan 8013A020000 electrical logic:
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Ventilation System
Cockpit Fan 8013A020000 Pin Location (idem for FAN 2):
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Ventilation System
Cockpit Fan 8013A020000 (ventilation/heating system only) general view:
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Ventilation System
Cabin Fan 8012A020000 function (Forced ventilation + heating):
In this configuration we will find one 2 speed brush less cabin fan per
helicopter.
The fan sucks air from the ram air intake and generates ventilation air flow
towards the cabin overhead outlets. The cabin fan is used for ground and flight
operation.
It is controlled either by the ECS Cockpit panel or Cabin panel.
Power supply: 28 Vdc
Normal working temperature range: - 40 C to max. +85 C
Low speed flow rate at 30 C and at see level: 8000 rpm / 5A / 110 g/s
High speed flow rate at 30 C and at see level: 12300 rpm / 16A / 210 g/s
Nominal current consumption: 16 A (start up 23 A)
Weight: 1,6 kg
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Ventilation System
be open circuit.
The under-speed detection level will be the half off low speed and half off
high speed 15% (in tr/mn).
Cabin Fan 8012A020000 under speed detection:
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Ventilation System
o Ground Lowspeed
Cabin Fan 8012A020000 electrical logic:
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Ventilation System
Cabin Fan 8012A020000 Pin Location :
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Ventilation System
Cabin Fan 8012A020000 (Forced ventilation/heating) general view:
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VENTI LATI ON SYSTEM TROUBLE
SHOOTI NG PROCEDURE
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Ventilation System trouble shooting using break-out box (BOB) -
P/N92612A010000 :
On the Cockpit panel : Switch VENT CREW Fan in low and high speed mode (both
FWD fans).
1a) No air flow, (cockpit gaspers fully open pedestral gaspers fully closed).
BOB indication :
- FWD Fan Off selected : FWD Fan-Ctl light Yellow, Fan-On light Off
- FWD Fan Low selected : FWD Fan-Ctl light Green, Fan-On light Green
-FWD Fan High selected : FWD Fan-Ctl light Yellow, Fan-On light Green
IMPORTANT:
Loose of FWD FAN-CTL order result automatically into a Fan High speed order!
Note BOB: Fan ON (Jumper-15) and Fan CTL (Jumper-16)
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Ventilation System trouble shooting contd:
NO Red Failure light indication on BOB:
- FWD Fan 1 red light Off (to confirm remove J umper - 35),
- FWD Fan 2 red light Off (to confirm remove J umper - 44),
- AFT Fan 1 red light Off (to confirm remove J umper - 50),
- A/C version : AFT Fan 2 red light Off (to confirm remove J umper 43).
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Ventilation System trouble shooting cont'd:
1b) NO air flow on left or/and right side (both sides are completely
independant):
Check power supply to the fan (FWD-FAN-ON [to confirm remove jumper 15 light goes
Off ],
if o.k. (fan running) check connections of the distribution ductings,
no 28Vdc power supply (BOB FWD-FAN-ON light Off ) check
wiring and power supply to the Cockpit Panel
wiring and power supply o.k. replace Cockpit panel
2) Low flow at the cockpit gaspers with fan running
a) Check if left/right Fan is/are running in high speed mode (different noise level use
flowmeter)
-If not, check High speed order (BOB: FWD Fan-Ctl light Yellow, Fan-On light Green)
no High speed order replace Cockpit panel
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Ventilation System trouble shooting cont'd:
Reminder BOB: Fan On (Jumper-15) + Fan CTL (Jumper-16), to confirm
signal remove jumpers.
High speed order o.k. check wiring and 28Vdc on fan connector
If O.K. - replace concerned fan
b) Low flow and Fan running in low and high speed mode
- check visually the position indicator on the Flapper valve,
- check power supply order to the flapper valve(s) which should be fully open BOB
FWD FV CMD green light On (J umper-23),
if o.k. and valve still closed - BOB FWD FV Full Close green light "On [J umper 51],
- check wiring and 28Vdc on FV connector,
If wiring and 28Vdc O.K. - replace concerned FV,
BOB FWD FV CMD light Off check wiring and 28Vdc power supply to the
Cockpit panel between jumper 25 and 32,
If O.K. - replace Cockpit Panel
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Forced Ventilation System trouble shooting:
On the Cockpit VENT PAX or on the cabin panel VENT switch fan in low and
high speed mode (all 12 cabin gaspers open), select CREW
Note: PAX selected Cabin panel provides order to cockpit panel which
controls the cabin Fan.
1) No flow at the cabin outlets:
check power supply to the AFT fan, BOB-AFT FAN-ON
Green light On (J umper-8) and FAN CTL Yellow light
ON =High Speed order (J umper-9) ,
if o.k. (fan running) check cabin distribution ducting
connection downstream of the plenum,
no 28Vdc power supply check wiring and connection
wiring o.k. check power supply to cockpit and/or cabin
panel
Wiring o.k. replace cockpit or cabin panel
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Forced Ventilation System trouble shooting cont'd:
2) "Low" flow at the cabin outlets:
a) Fan not running in high speed mode
-check High speed order to the fan, using break out box.
Reminder: Fan-On green light (Jumper-8) and Fan-CTL Yellow light (high
speed Jumper-9)
Check wiring and 28Vdc on Fan connector,
if o.k. - replace fan,
no High speed order Fan CTL Green light ON (low speed)
disconnect helicopter wiring from BOB and check if Fan CTL Yellow light
comes on (high speed)
check helicopter wiring, if O.K. - replace Cockpit panel,
PAX selected for Cabin panel check wiring and if o.k. - replace cabin panel
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2 b) Low flow and Fan running in low and high speed mode
- visually check the Flapper Valve position indicator,
- check power supply to the flapper valve which must be fully open, BOB AFT
FV-CMD green light "On"[J umper-21] and AFT FV Full-close green light Off
(J umper-55),
Check 28Vdc power supply on connector, if o.k. and valve
still closed, BOB green light "On"[J umper-55]) - replace FV
no 28Vdc power supply (BOB between jumper 25 and 32)
replace Cockpit panel,
for Cabin panel check wiring and if o.k., replace Cabin panel
c) Fan running in low and high speed mode and FV open
Attention: In A/C configuration, FV might be closed
- Look for a leakage located upstream of the plenum in the upper deck zone
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3) Flow misbalance between left and right side, (Fan running in low and
high speed mode, Flapper valve open)
- Look for a leakage located either on the plenum connection or on the manifold
and Not in the upper deck zone.
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HEATI NG
AND
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Helicopter Heating System cut off view
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Low Pressure Ducting (Vent/Heating) Cockpit view:
Flapper Valve
From Heating
System
Fan
AB 139
Training DOCTR 039
I tem
Heating system Components (ventilation) 20204C010000
P/ N Qty
042
HEATINGCOCKPIT CONTROL PANEL 91104A010000
1
HEATINGCOCKPIT CONTROL PANEL - NVG 91104A010001
043 TEMPERATURE CONTROL VALVE 14422A030001 1
044 FACIAL E-SEAL J OINT 3475 4
045 Check Valve clamps 6354-100 2
046 HIGHPRESSURE DUCT Left 12771A010000 1
047 HIGHPRESSURE DUCT Right 12772A010000 1
048 HP Duct 12760A020001 2
049 HP Duct 12761A020001 1
050 1'' HP Check valve 2298A020000 2
051 Composite J et Pump 428B010000 1
052 Shut off valve 6916A020000 2
053 Heating control box 92177A020000 1
054 Duct Temperature sensor 93260A010000 1
055 OVERHEAT THERMAL SWITCH 92252A010000 1
056 Heating air inlet 9804B010000 1
057 flexible hose between 9804 &J ET PUMP 9805B010000 1
058 flexible hose downstreamthe J ET PUMP 9806B010000 1
Helicopter Heating/Ventilation System components:
AB 139
Training DOCTR 039
059 NOISE ATTENUATOR ASSY 9807B020000 1
060 Y BRANCH ASSY between 9807 &9810 9808B020000 1
061 between 9808 &9810 left 9809B010000 1
062 Heating distribution flexible 9810B010000 2
063 T Branche to 9892 &9893 9811B010000 2
064 Left Bwd heating diffuser 9893B010000 1
065 Right Bwd heating diffuser 9892B010000 1
066 Flexible hoses after 9810 9816B010000 2
067 T BRANCHE +flexible to SBAND 9922B010000 2
068 FLEXIBLE 9817 to 9891 9818B010000 1
069 FLEXIBLE 9817 to 9890 9819B010000 1
070 Left Fwd heating diffuser 9891B010000 1
071 Right Fwd heating diffuser 9890B010000 1
072 Left RIGIDSBANDthrough wall 9823B020000 1
073 Right RIGIDSBANDthrough wall 9824B020000 1
074 Left right balancing flexible 9825B010000 1
075 Y BRANCHE to GASPER or COCKPIT right 9826B020000 1
076 Foot GASPER holder right 9827B010000 1
078 Foot GASPER holder left 9830B010000 1
079 Heating arrival in the left cockpit - H&V 9908B010000 1
080 Heating arrival in the right cockpit - H&V 9874B010000 1
081 Connection of 9826 to COCKPIT right - common 9927B010000 1
082 Connection of 9829 to COCKPIT left - common 9875B010000 1
083 H&V - flexible between the 9874 and the 9870 &9871 9924B010000 2
084 RIGID6034 ->8013 right 9871B010000 1
085 RIGID6034 ->8013 left 9870B010000 1
AB 139
Training DOCTR 039
076 Foot GASPER holder right 9827B010000 1
078 Foot GASPER holder left 9830B010000 1
079 Heating arrival in the left cockpit - H&V 9908B010000 1
080 Heating arrival in the right cockpit - H&V 9874B010000 1
081 Connection of 9826 to COCKPIT right - common 9927B010000 1
082 Connection of 9829 to COCKPIT left - common 9875B010000 1
083 H&V - flexible between the 9874 and the 9870 &9871 9924B010000 2
084 RIGID6034 ->8013 right 9871B010000 1
085 RIGID6034 ->8013 left 9870B010000 1
AB 139
Training DOCTR 039
AB 139
Training DOCTR 039
Helicopter Heating/ForcedVentilation System
components:
Components of the Heating + Cockpit/ Cabin Forced ventilation
system P/ N 20204D010000
P/ N Qty
Heating + Forced ventilation COCKPIT CONTROL PANEL 91106A010000
1
Heating + Forced ventilation COCKPIT CONTROL PANEL NVG 91106A010001
CABIN fan 8012A010000 1
CABIN fan bracket 20204-21 1
Forced ventilation CABIN CONTROL PANEL 91103A010000 1
Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001 1
AB 139
Training DOCTR 039
Heating System
The heating system consists of the elements described on the
following schematic and a distribution system.

ENG1
ENG2
SOV1 (1)
SOV2 (1)
TCV (4)
J P (5)
ADTS (7)

DOTS (8)
HCB (6)
CV2 (2)
CV1 (2)
BAD (3)
AMBIANT AIR
AB 139
Training DOCTR 039
Heating System
Distribution ducting:

Fan
Fan
Pedestral outlets
Front cabin diffusor Rear cabin diffusor
J et Pump
Pedestral outlets
Front cabin diffusor Rear cabin diffusor
From cockpit ventilation
From cockpit ventilation
AB 139
Training DOCTR 039
The Heating Control Box and the Cockpit Panel controls and monitors the Heating
Systemaccording to the pilot demand.
An overheat protection is provided to shut off the systemif required.
Two modes are basically proposedfor the system:
Semi-automatic mode where the control box controls the blowing temperature
in accordance with the selected temperature set by the crew on the cockpit
panel.
Manual mode to insure the safety defogging mode, in case of automatic mode
failure
The Cockpit Control Panel for Heating and Ventilation System interfaces with:
- the cockpit fans (2 qty.)
- the cabin (1 qty.) and cockpit flapper valves (2 qty.)
- the Shut Off Valves ( SOV1 &SOV2 )
- the Temperature Control Valve ( TCV ) (1 qty.)
- the Heating Control Box ( HCB ) (1 qty.)
HEATING
AB 139
Training DOCTR 039
The different valves of the Heating systemare supplied with hot engine
air by HP-ducts which are equipped with insulation jackets in order to
keep the skin temperature below200 C.
High Pressure Ducts and Insulation Jackets
HP Duct
12761A010001
HP Duct
12772A010000
HP Duct
12760A020001
HP Duct 12771A010000
HEATING
AB 139
Training DOCTR 039
PI LOT I NTERFACES
HEATING
AB 139
Training DOCTR 039
HEATING
"Heating and Ventilation system" Cockpit Control P/N91104A010000 and
Cabin Control Panel P/N 91101A010000
CONTR
PAX
CREW
HTR
SOV
NORMAL
CLOSE
OFF
AUTO
VENT
OFF
FAN
LOW
FAN
HIGH
ON
CREW
ON
PAX
1 potentiometer
2 switches
TEMP
CONTR
OFF
VENT
OFF
ON
VENT
91101A010000 or 91101A010001 (NVG)
Cabin Control Panel
91104A010000 or 91104A010001 (NVG)
AUTO
MAN HTR
MIN MAX
AUTO
MAN HTR
MIN MAX
MAN
1 2
HTR
Toggle switch
AB 139
Training DOCTR 039
HEATING
Cockpit Control Panel "Heating and Ventilation system" P/N91104A010000
VENT part : please refer to "Ventilation" chapter
HEATER part :
Two 2-positions toggle switches control the SOV 1+2 :
NORMAL the SOV is open or closed.
CLOSE the SOV is closed for safety reason by the crew.
The switch goes back to the NORMAL position when the 28VDC to the control
panel is switched off.
Enter
AB 139
Training DOCTR 039
HEATING
A 3-positions Off, Man/Demist, Auto switch allows to select the
control mode :
OFF selected, the Heating Control Box is switched Off, both SOVs are closed.
The pilot can choose ventilation mode.
AUTO selected, the Heating Systemis in automatic mode. The pilot can choose
ventilation mode. Both SOVs are open, the HCB is switched "On", and controls
automatically the blowing temperature (only if at least one of the SOV is open). For
proper selection, the control panel sends a discrete signal, and the HCB controls the
blowing temperature by modulating the TCV according to temperature demand, which
is set by the pilot using the rotary potentiometer. The manual control of the TCV with
the HMV rotary toggle switch is hence inhibited.
MAN selected, the Heating Control Box is switched Off. The pilot can choose
ventilation mode. Both SOVs are open, and the control of the Heating Systemis done
by direct TCV motor command fromthe TEMP CONTR rotary toggle switch, which
allows to adjust manually the blowing temperature.
AB 139
Training DOCTR 039
HEATING
A Rotary Potentiometer :
When HTR AUTO is selected, the potentiometer controls via the Heating
Control Box the Temperature in cabin and cockpit.
When OFF or MAN is selected, the potentiometer has no function.
A TEMP CONTR Rotary Toggle Switch :
When AUTO or OFF is selected, the Rotary Toggle Switch has no
function.
When MAN is selected, the Rotary Toggle Switch controls directly the
TCV, left position (-) for closing and right position (+) for opening.
AB 139
Training DOCTR 039
HEATING
Heating and Forced Ventilation system Cockpit Control P/N 91106A010000 and
Cabin Control Panel P/N 91103A010000
CREW CLOSE
AB 139
Training DOCTR 039
Cockpit Control Panel Heating and Forced Cabin Ventilation system
VENT part : please refer to "Ventilation" description
HEATER part : please refer to previous Heating and Ventilation system
description
HEATING
Enter
Enter
AB 139
Training DOCTR 039
SYSTEM CONTROL
HEATING
AB 139
Training DOCTR 039
Cockpit panel functions, Ventilation/Heating system:
(VENT CTRL " CREW" selected)
Control Cockpit fans (off/low/high),
Control Cockpit and Cabin Flapper Valves*,
Control Shut Off Valve SOV 1+2 opening/closing (in Man and Auto
mode),
Control Temp Control Valve TCV opening/closing (in Man mode by
the Temp. Contr. RotaryToggle Switch),
Control Heating systemControl Box HCB on/off,
Provides Cockpit/Cabin zone temperature demand signal to the HCB
(potentiometer).
*With VENT CTRL " PAX" selected on the cockpit control panel the
cabin panel control the cabin flapper valve.
HEATING SYSTEM CONTROL
AB 139
Training DOCTR 039
Cockpit panel functions, Heating and Forced Ventilation
system: (VENT CTRL " CREW" selected)
Control Cockpit and CABIN fans (off/low/high)*,
Control Cockpit and Cabin Flapper Valves*,
Control Shut Off Valve SOV 1+2 opening/closing,
Control Temp Control Valve TCV with toggle switch ("MAN" mode)
Control Heating systemControl Box HCB On/Off,
Provides Cockpit/Cabin zone temperature demand signal to the HCB
(potentiometer).
*With VENT CTRL " PAX" selected on the cockpit control panel the
cabin panel control the cabin flapper valve and the cabin fan.
AB 139
Training DOCTR 039
Cockpit
panel pin
location:
AB 139
Training DOCTR 039
AB 139
Training DOCTR 039
Heating system Control Box HCB functions:
Monitoring of the External Air Temperature Sensor EATS,
Monitoring of theAir Duct Temperature Sensor ADTS,
Monitoring of the Duct Overheat Thermal Switch DOTS,
Monitoring the Shut Off Valves - SOV 1 +2 which are controlled by the
Cockpit Panel,
Control of the Temperature Control Valve TCV (inAuto mode)
Memorizing the EATS, ADTS, DOTS and the Temp. Control fault
message,
Triggering HTR-Failure.
AB 139
Training DOCTR 039
Det ai l ed Oper at i on
Heat i ng Syst em
AB 139
Training DOCTR 039
Heating system operation:
Added to the cockpit and cabin ventilation system, this configuration includes the
heatingfunctions which consists of the elements shown here below.
The Heating Control Box and the Cockpit Control Panel control the proper function
of the heating systemand provides alarmand overheat protection.
The basic heating systemuses bleed air fromthe compressor discharge port of
each engine. The bleed flow is limited down to 2% of the total air flow of each
engine by restrictions.
The bleed air is routed fromeach engine port to a Shut-Off Valve (1). Check valve
(2) avoids any back flowfromone engine to the opposite engine.

ENG1
ENG2
SOV1 (1)
SOV2 (1)
TCV (4)
J P (5)
ADTS (7) DOTS (8)
HCB (6)
CV2 (2)
CV1 (2)
BAD (3)
AMBIANT AIR
AB 139
Training DOCTR 039
Heating system cont'd
Via the Bleed Air Tubes BAD (3), hot engine air under high pressure is
routed to the Temperature Control Valve (4) which controls the quantity of
bleed air to be mixed in the J et Pump (5) with the air outside ambient air.
An additional injector which by-pass the TCV enables the heating system
operation with outside ambient conditions up to 15 C in case of TCV
malfunction .
The mixed airflow is controlled by the Heating Control Box (6) by
comparison between the blowing temperature measured by the Air Duct
Temperature Sensor (7) and the selected temperature, given by the
Cockpit Control Panel potentiometer(9).
In case of overheat non-detected by this sensor, the Duct Overheat
Temperature Switch (8) closes directly the shut-off valves.
The Shut-Off Valves and the Temperature Control Valve can also be
controlled manually by the pilot via the Cockpit Panel (9).
The mixed air is ducted to the delivery distribution ducts (10).
AB 139
Training DOCTR 039
Heating system
Heating System Architecture:

COCKPIT
PANEL

Air Duct
Temp
Sensor

Duct Overheat
Thermal Switch
AFT
-
FV
FWD
-
FV
TCV
SOV1
SOV2
FWD
-
FAN1
AFT
-
FAN2
FWD
-
FAN2
+28 Vdc2

0 Vdc2

+28 Vdc1

0 Vdc1

+ 5 Vdc DIMMING

0 Vdc DIMMING

HEATING
CONTROL
BOX

+28 Vdc1

0 Vdc1

+ 5 Vdc DIMMING

0 Vdc DIMMING

1

Heater Failure

5

Heater on

Forward ventilation on

After ventilation on

Ventilation Failure

ADTS

DOTS

* see acronyms in appendix 1

+28 Vdc2

0 Vdc2

+28 Vdc2

0 Vdc2

Maintenance

connector

Ext. Air
Temp
Sensor

EATS

HELICOPTER

AFT
-
FAN1
*
provision for
ECS
configuration

Provision
for forced
ventilation
*
AB 139
Training DOCTR 039
Heating system
J01 J01

M
+
-
TCV
J02 J02
TEMP. SENSOR 1
TEMP. SENSOR 2
THERMAL SWITCH

M
+
-
FV 1

M
+
-
FV 2
SOV 2
SOV 1
Hi speed
Lowspeed
FWD FAN 1
Hi speed
Lowspeed
FWD FAN 2
+28 Vdc
GND +28 Vdc
COCKPIT
PANEL
HEATER
CONTROL BOX
+28 Vdc
+28 Vdc
+28 Vdc
+28 Vdc
Hi speed
Lowspeed
AFT FAN
+28 Vdc
+28 Vdc
+28 Vdc
+28 Vdc
A
B
4
3
1
2
A
B
A
B
AB 139
Training DOCTR 039

Temp - CTL1 - SIG

Temp - CTL1 - SUP

Temp - CTL1 - REF

AFT - FAN - CTL

AFT - FAN - ON

FWD - FAN - CTL

FWD - FAN - ON

AFT - FV - CMD - H

AFT - FV - CMD - L

FWD - FV - CMD - H

FWD - FV - CMD - L

A UTO - HTR - SEL

FWD FAN 1

FWD FAN 2

M

A FT FV

M

FWD FV1

HCB
HCB
12

10

11

41

8

9

+28 Vdc1

55

15

16

51

21

22

6

23

24

7

11

7

28

12

4

3

5

4

3

5

6

6

48

49

Selection and Speed
Control

M

F

D

Selection and Speed
Control

M

D

F

B

E

A

B

E

A

HELICOPTER
43

HTR Failu re

EATS

2

3

3

4

AFT FAN1

Selection and Speed
Control

M

A

F

D

B

C

0 Vdc1 TEMP_CONTR

OFF

MAN

V PWR2

HTR

AUTO

V
PWR1

HIGH

LOW

ON

OFF

HIGH

LOW

ON

OFF

PAX

V
PWR1

HIGH

LOW

ON

OFF

HIGH

LOW

ON

OFF

CREW

HIGH

LOW

ON

OFF

HIGH

LOW

ON

OFF

PAX/CREW

V
PWR1

HIGH

LOW

ON

OFF

HIGH

LOW

ON

OFF

PAX/CREW

V
PWR1

AFT FAN2

Selection and Speed
Control

M

A

F

D

B

C

0 Vdc1

HELICOPTER
46

44

+28 Vdc2
0 Vdc2
45

J 01

J 01

M

FWD FV2

4

3

5

6

AB 139
Training DOCTR 039

V
PWR2

H TR

SOV1 - CMD

SOV2 - CMD

AFT - VENTILATION
+5 Vdc

DIMMING

FWD - VENTILATION

SOV1 - ON

SOV2 - ON

0 - 5v
LAMPS

cc protection

0 Vdc1

+28 Vdc1
V
PWR1

SOV 1
SOV 2
V
PWR2

LOGICS
0 Vdc
DIMMING

FWD

-

FAN1

-

FAULT
FWD

-

FAN2

-

FAUL T

VENT - FAILURE
TCV
HCB

A

B

A

B

SOV1

SOV2

C

FWD

-

FAN1

E

AFT

-

FAN 1
C

FWD

-

FAN2

HELICOPTER

3

39

38

2

53

29

54

30

48

34

49

35

44

50

25

32

40

47

15

34

40

14

9

36

DOTS

B

A

3

1

2

5

6

ADTS

37

5

TCV
-
CMD
-
OPEN
-
OUT

TCV

-

REF

TCV
-
CMD
-
CLOSE
-
OUT

TCV

-

CMD

-

OPEN

-

IN

TCV
-
CMD
-
CLOSE
-
IN

Sp eed

option

4

8

TCV

-

FC

36

CASE GND
33

Heater on
0 Vdc2

31

20

26

+28 Vdc2

V
PWR2

SOV1

-

ON

SOV2

-

ON

3

1

2

TCV

-

FC

TCV

-

FO

M

CLOSE
NORMAL

CLOSE

NORMAL

HTR

AUTO/MAN

O FF

AUTO/MAN

OFF

SOV1

AUTO/MAN

OFF
AUTO/MAN

OFF

SOV2

CLOSE

NORMAL

CLOSE

NORMAL

+

+

-

-

AUTO

AUT O

MAN/OFF

MAN/OFF

AFT - FAN1 - FAULT
43
E

AFT

-

FAN 2
MAINTENANCE
CONNECTOR
8 9 13 7 5 4 6 12
17 18 26 10 37 50 38 39
J 01

J 01

* Forced ventilation configuration
* ECS configuration
AB 139
Training DOCTR 039
Heating system
HCB - Control Principale:
System control is achieved by an analog closed loop.
The loop controls the temperature by comparing a reference which is
set by the pilot with the real temperature measured by the
Temperature Sensor.
The error thus obtained via un internal logic drives the Temperature
Control Valve, taking care to avoid excessive overheating of the
Heating Ducts.
The comfort in the cabin is adjust by the pilot who adapts the blowing
temperature as a function of outside conditions, thermal loads in the
cabin, etc...
AB 139
Training DOCTR 039
Heating system
Heating/Ventilation System Logic
AB 139
Training DOCTR 039
Forward Ventilation :
+ If cockpit fans are operating, then the control panel sends the " Forward
Ventilation On " discrete signal to the helicopter general displayer (MAU).
After Ventilation :
+ If cabin fan is operating, and cabin flapper valves are not fully closed; then
the control panel sends the " After Ventilation On " discrete signal to the
helicopter general displayer (MAU).
+ If AFT-FAN-FAULT is active or FWD-FAN1-FAULT is active or FWD-
FAN2-FAULT is active , then the control panel sends the " Ventilation Failure
" discrete signal to the helicopter general displayer.
Heating system
Heating/Ventilation System Logic Description:
AB 139
Training DOCTR 039
Heating system
Heating/Ventilation System Logic Description cont'd:
+ The Cockpit and cabin flapper valves even failed closed are NOT triggering the
Ventilation failure.
Heater On:
+ If SOV1 open command is active or SOV2 open command is active; then the
control panel sends the " Heater On " discrete signal to the helicopter general
displayer.
Heater Failure:
+If DOTS is open ( T 85 C ) , or regulated temperature is incorrect and HTR
selected, or others electronic conditions as EATS broken (open circuit) and Temp.
Potentiometer defect (open circuit); then the HCB sends the " Heater Failure "
discrete signal to the helicopter general displayer.
Nota: Air COND selection is associated to three additional signals (Forward
Ventilation On, After Ventilation On and NO Ventilation Failure).
AB 139
Training DOCTR 039
Heating system
HCB Logic Functions:
OHEATER-Failuresignal is sent to Modular Avionic Unit
(MAU):
+if [(SOV1 is open or SOV2 is open) and (Duct Overheat Thermal Switch
(DOTS) is active then the " Heater Failure " discrete signal shall be sent to
the helicopter general displayer (MAU).
+if { [HTR is selected and (SOV1 is open or SOV2 is open)] and [(Duct
temperature sensor is in open circuit or External temperature sensor is in
open circuit or potentiometer is in open circuit)] } then the " Heater Failure "
discrete signal shall be sent to the helicopter general displayer (MAU).
AB 139
Training DOCTR 039
Heating system
HCB - TCV control logic:
- if { [HTR is selected and (SOV1 is open or SOV2 is open)] and [fault
conditions are all inactive] then (TCV power stage is controlled
according to PWM signal and error sign signal) else wise (TCV power
stage is activated at maximum speed to close TCV).
The HCB close Flapper Valves with following logic:
- AFT FV and FWD FV power stages are activated during at least 15
seconds to close both Flapper Valves after HTR selection
(independently of SOV status)
AB 139
Training DOCTR 039
Heating system
HCB Failure Logic:
OTo memorized following failures for maintenance operation:
- Duct Overheat Thermal Switch (DOTS) has been activated more than 8
seconds in automatic heater mode.
- External Air Temperature Sensor (EATS) has been during 15 seconds in open
state permanent condition in automatic heater mode.
- Air Duct Temperature Sensor (ADTS) has been during 15 seconds in open
state permanent condition in automatic heater mode.
- Temperature selection potentiometer (CTL1 FAULT) has been during 15
seconds in open state permanent condition in automatic heater mode.
NOTA : Memorized fault signals must be read and reseted using Special
Failure read-out Box 92599A010000.
AB 139
Training DOCTR 039
Heating system
HCB ANALOG FUNCTIONS
- To limit maximumduct air temperature to T max : 72.5 C +/- 2.5 C.
- To make temperature reference acquisition on 10 K potentiometer with +/- 2%
accuracy. Complete potentiometer range is corresponding to -10 C/90 C including
failure analysis.
- To make temperature acquisition on EATS (-50 C to 50 C) and on ADTS (-10 C
to 90 C) including failure analysis.
-To regulate duct air at selected temperature 5 C in normal automatic conditions,
in function of External Air Temperature Sensor ( EATS ) using PWM motor drive on
TCV actuator.
Regulationlaw:
T regulation=T external +alfa(T
selected
) +(40 C +/-5 C) if T regulation <T max
- HCB failure detection logic for temperature sensor and potentiometer:
Potentiometer open circuit: temperature reference >85 C
Sensor open circuit: external temperature >45 C or duct temperature >80 C
AB 139
Training DOCTR 039
Heating system
TEMPERATURE
CONTROL1
FAULT
MODUL
ADTS
DOTS
TCV OPEN
AUTO-HTR-
SEL
HTR-FAILURE
FAULT
MEMORY
DOTS
FAULT
MODUL
ADTS
FAULT
MODUL
EATS
EATS
FAULT
MODUL
CTL1
FAULT
MODUL
TEMPERATURE
CONTROL1
SOV1 ON
TCV CLOSE
SOV2 ON
OR
AND
+
- 0,5
-
ADTS
PID
PWM
MODUL
TCV-FC
TCV
CONTROL
MODUL
FV
CONTROL
MODUL
AFT-FV-
CLOSE
FWD-FV-
CLOSE
FAULT-READ
FAULT-RESET
FAULT-TEST
EATS
AB 139
Training DOCTR 039
Ventilation System
Heat i ng Syst em
Mai n Component
desc r i pt i on
AB 139
Training DOCTR 039
Heating system
92177A020000
AB 139
Training DOCTR 039
Heating system
Heating Control Box 92177A020000:
The HCB drives the Heating system. It monitors the sensors and warns the
crewwhen a fault occurs.
The Electronic Control Box is an analog & logic array card fitted inside a
metallic housing.
The following equipments are interfacing with the HCB:
- Temperature Sensors ADTS (PT1000) and EATS (PT500 supplied by
Augusta) ,
- Potentiometer (Cockpit Panel - 10 K ),
- Thermal Switch DOTS,
- Cockpit Control Panel (ventilation/air-conditioning selected/available),
- Modular Avionic Unit ( MAU for failure triggering),
- Temperature Control Valve control via Cockpit Control Panel .
AB 139
Training DOCTR 039
Heating system
Helicopter harness Maintenance connector
using Test box 92599A010000:
- memorised failure/s is/are sent on the maintenance bus and can be
indicated on the Test Box,
Heating Failure read
out box Flow chart
Heating Failure read
out box cont.
AB 139
Training DOCTR 039
Heating system
Heating Control Box HCB general view:
AB 139
Training DOCTR 039
Heating system
Heating Control Box Pin Location:
AB 139
Training DOCTR 039
Heating system
Heating Control Box Pin Location:
TWO TW From EATS
To
Maintenance
Connector
PIN ITEM TYPE NOM. / MAX
CURRENT
WIRE FROM / TO
2 EATS- SIG Analog Input 5 / 10 mA
3 EATS- REF Analog Input 5 / 10 mA SH CORE
17 ADTS-FAULT 5v / OC 2 / 10 mA SINGLE CORE
18 CTL1-FAULT 5v / OC 2 / 10 mA SINGLE CORE
26 TS-FAULT 5v / OC 2 / 10 mA SINGLE CORE
10 EATS-FAULT 5v / OC 2 / 10 mA SINGLE CORE
37 FAULT-RESET 5v / OC 2 / 10 mA SINGLE CORE
50 FAULT-TEST 5v / OC 2 / 10 mA SINGLE CORE
38 FAULT-READ 5v / OC 2 / 10 mA SINGLE CORE
39 ENABLE 5v / OC 2 / 10 mA SINGLE CORE
AB 139
Training DOCTR 039
Heating system
Shut Off Valve SOV 6916A020000:
Function:
The valve shuts off the engine hot air supply of the high pressure bleed ducting
when heating is not selected by the pilot or forbidden for safety reasons.
The valve is a fail safe component (in close position).
Description:
The shut-off valve is a solenoid operated in-line valve. A piston acting as a valve
displaces inside a cylinder, machined in a 1inch diameter body.
The piston is kept at rest against its seat by a spring.
When energized, the solenoid vents air from the valve servo-chamber, thus
causing piston to open. Valve remains open as long as solenoid is energized.
When solenoid is de-energized, puppet valve shuts vent port and opens pressure
port, compressed air through a filter pushes piston against the seat to close
position.
Piston rings avoid too large internal leakages.
AB 139
Training DOCTR 039
Heating system
Shut Off Valve - SOV
Characteristics:
Nominal power supply: 28 Vdc
Current consumption: 0,4 A
Opening /closing time 3 s / 4 s
Operating pressure min/max: 0,7 bar/15 bar
Normal operating temperature: 403 C up to max. 436C for a short time
Surrounding temperature: -40C to +150C up to max. 180C
Storage temperature: -55C to + 85C
Weight: 1100 g
AB 139
Training DOCTR 039
Heating system
Shut Off Valve - SOV Pin Location (idem for SOV2):
Overall view:
(GND)
AB 139
Training DOCTR 039
Heating system
High Pressure Check Valve 2298A020000:
It prevents the potential one engine discharge towards the other in case of
strong pressure misbalance (one engine off, lower engine rate) between
the 2 engines.
The check valve with a 1 inch diameter, is a non return valve connected to
the bleed ducting branch close to the engine port. This is a double flap
stainless steel check valve.
Similar check valves are already used on J aguar, Tornado and Eurofighter
Aircraft.
Characteristics:
Normal operating temperature (short time): 231C (270C) up to 403C (436C)
max.
Ambient temperature: -40C to +130C
Storage temperature: -55C to +85C
Weight: 50g
Internal leakage closed in non return position: <1 g/mn at 8 bar
AB 139
Training DOCTR 039
Heating system
HP - Check Valve general view:
AB 139
Training DOCTR 039
Heating system
Temperature Control Valve TCV 14422A030001:
Function:
The temperature control valve is driven either by the pilot in Manual or by the
HCB in Automode.
It modulates the amount of hot air to be injected in the jet pump to control the
heatingtemperature for the cockpit and cabin zone.
Description:
The temperature control valve body, is a cylindrical carbon plug valve with stainless
"1" inch steel body.
It is driven by an electric actuator mounted on an insulated base to limit the thermal
conductiontowards the actuator.
AB 139
Training DOCTR 039
Heating system
Temperature Control Valve TCV:
Description cont'd:
The valve is composed of :
a stainless steel body with machined female ports,
a cylindrical carbon plug,
a shaft which transmits the rotational movement of the plug by a tenon-
mortise type drive,
a spring washer which pushes the plug and the shaft onto the seal,
a cap to maintain the spring.
The tightness at the bearing is ensured by a seal.
The tightness on the cap is ensured by the lip which is an integral part of the cap.
An electrical heating muff covers the valve body and is automatically supplied by
28Vdc in case of sub-zero temperatures.
Two thermo switches control the electrical supply of the heater.
AB 139
Training DOCTR 039
Heating system
Temperature Control Valve - TCV:
Characteristics:
Nominal supply voltage : 28 VDC (limit 17 Vdc to 32 Vdc)
Current consumption : < 0.6 Amp (1.8 Amp with heating)
Maximum operating pressure : 12.7 bar
Maximum operating temperature : 436 C
Ambient operation temperature : - 40 C to + 130 C
Opening, closing time : 4 s
Internal leakage under 12 bar rel. pressure: < 12 l/mn
Weight: 700 g
AB 139
Training DOCTR 039
Heating system
Temperature Control Valve 14422A030001 TCV
general view:
AB 139
Training DOCTR 039
Heating system
Temperature Control Valve Pin Location :
AB 139
Training DOCTR 039
Heating system
Jet Pump 428B010000:
Function:
The jet pump is the heating systemhot air generator.
It produces a hot air flowusing temperature and pressure of engine bleed air.
The expansion of bleed air at high pressure and temperature through the injector
sucks and warms up a large amount of outside fresh air.
The generated hot air flowis therefore a mixture of extremely hot engine bleed air
and external fresh air.
Bleed flow
Outside fresh air Mixed air
AB 139
Training DOCTR 039
Heating system
Jet Pump:
Description :
A Composite Mixing Unit (a venturi and a mixing chamber in one
assy)
A twin stainless steel Injector
An insulation plate installed between Mixing unit and Injector
The main components of the J et Pump are:
The jet pump provides sufficient heat to cockpit and cabin using HP engine
bleed air (maximum2%of each engine).
A tube directly connected to the injector of the J et Pump, by-passes the TCV
if failed closed. This ensures a minimumtemperature of 18 C and provides
comfort to the cockpit and cabin within the full flight envelop:
Altitude [0-20000ft] , External temperature [-40,+50 C]
The calculated heat power of the jet pump is 13 kW.
AB 139
Training DOCTR 039
Heating system
Jet Pump:
Characteristics:
Maximum operating pressure - Mixing Unit: 0,1 bar above atmosphere
Maximum operating pressure - Injector: 12.0 bar
Maximum operating temperature - Mixing Unit: 85 C (short time 120 C)
Maximum operating temperature - Injector: 403
Max. short time operation temperature: 436 C
Mixing Unit flow rate: 500 g/s
Injector flow rate: 170 g/s
Ambient operation temperature : - 40 C to + 85 C
Weight: 0,9 Kg
AB 139
Training DOCTR 039
Heating system
Jet Pump general view:
Mixing Unit
Injector
By-pass tube
ADTS location
AB 139
Training DOCTR 039
Heating system
HP Ducts & Insulation Jackets:
- the engine compartment for P/N 12758A010000and 12759A010000
- the tail rotor compartment for P/N 12760A010001and 12761A010001
Functions:
The high-pressure ducting is used to supply air fromthe two engines bleed
ports to the jet pump.
It interfaces with the shut off valves, the check valves and the temperature
control valve.
The ducting crosses the upper deck firewall and 2 different parts of the
helicopter:
AB 139
Training DOCTR 039
Heating system
Description:
P/N 12758A010000 & 12579A010000
Flexible hoses located in the engine compartment. The hose will
compensate engine displacement and vibration.
The duct is connected
- to the engine ports with an orifice plate to limit the bleed flow to 2% of
the total engine flow
- to the shut off valves
P/N 12760A010001
Rigid duct located underneath the engine department connected to the shut off
valves through a SM coupling and including the support flange of the check valve.
AB 139
Training DOCTR 039
Heating system
HP Ducts & Insulation Jackets cont'd:
Description:
P/N 12761A010001
Rigid duct located underneath the engine compartment including a Tee
junction and a flexible hose to compensate thermal growth and pressure
loads. The duct is connected to the Temperature control valve and
includes the check valves supporting flanges.
Maximum operating condition: 12 bar at 230 C or short time 11,7 bar at
436 C
HP Duct
12761A010001
HP Duct
12758A010000
HP Duct
12760A010001
HP Duct 12759A010000
AB 139
Training DOCTR 039
Heating system
The ducts located underneath the engine compartment (P/N 12760A01 &
12761A01) are insulated to limit their skin temperature at 200 C, under
fuel flammability.
The ducting is covered with Velcro fastenings insulation jackets, made of :
C Nomex fabric coated on one side with viton
C Long needled glass fibers
C Glass fabric impregnated of viton product
C
C
C
AB 139
Training DOCTR 039
Heating system
ADTS Air Duct Temperature Sensor
Function:
The sensors are providing a temperature information to the HCB (Heating Control
Box):
- TheADTS measures the output temperature of the J et Pump,
- The EATS (supplied by Augusta) measures the external air temperature upstream
fromthe J et Pump.
The HCB use the temperature information fromboth sensors and compares it with
the temperature demand coming fromthe Cockpit Panel potentiometer.
Thus to adjust the TCV flap position to obtain the desired ambient temperature in
the cockpit and cabin zone of the helicopter.
AB 139
Training DOCTR 039
Heating system
ADTS Air Duct Temperature Sensor 92260A010000:
Description:
Single Sensitive element allowing air to be circulated directly to the
measurement component housing whit an optimum response time and
accuracy. TheADTS is installed on the jet-pump.
Characteristics
Operating temperature range: - 40 C to + 125 C
Storage temperature range: - 55 C to + 125 C
Type : PT1000
Accuracy: 0 C to +85 C 1 C
Response Time with flow 5 m/s: 15 seconds,
for 50 m/s: 6 seconds.
Weight: 100 g
AB 139
Training DOCTR 039
Heating system
ADTS Air Duct Temperature Sensor Pin Location:
AB 139
Training DOCTR 039
Heating system
EATS Ext. Air Temperature Sensor Pin Location:
The EATS installed upstream of the jet pump and represent the same characteristic
than the ADTS.
AB 139
Training DOCTR 039
Heating system
DOTS - Duct Overheat Thermal Switch 92252A010000:
Description and operation
It is composed of a housing, a bimetallic thermal switch and an electrical
connector welded on the housing.
The thermal-switch is installed downstreamof the jet pump.
In case of duct temperature overheat, the thermal-switch opens the
contact at a preset threshold of 85 C +/- 2 C (close at 70 C +/- 5 C) and
close the shut off-valve.
Characteristic
28Vdc - Single contact switch, normally closed
Nominal current: <0.7A
Weight: 68 g
Operating range -40 C to +204 C
AB 139
Training DOCTR 039
Heating system
DOTS - Duct Overheat Thermal Switch Pin Location:
AB 139
Training DOCTR 039
Heating system
Cockpit and Cabin fans, please refer to Ventilation chapter
AB 139
Training DOCTR 039
HEATI NG SYSTEM TROUBLE
SHOOTI NG PROCEDURE
AB 139
Training DOCTR 039
Heating System trouble shooting using
Break-out box BOB - P/N92612A010000
and
Heating Test Box - HTB -P/N92599A010000
AB 139
Training DOCTR 039
Heating and Ventilation System trouble shooting
Test which should be performed prior to a ground run, in the
hangar with 28Vdc power supply (ground cart) and HEATER
OFF mode selected on Cockpit Panel :
Check correct function of the cockpit ventilation refer to Ventilation trouble
shooting chapter.
Note 1 : Check cockpit ventilation/distribution system with pedestral
cockpit outlets "OPEN" (front face gaspers closed)
Note 2 : The cabin heating distribution system, powered by the jet pump is
completely seperated from the CABIN ventilation system.
AB 139
Training DOCTR 039
IN HANGAR Heating and Ventilation System trouble shooting:
Read out the HCB memorised fault, connect the Heating system test box P/N
92599A010000 to the helicopter harness maintenance connector.
Result :
No failure memorised in HCB to confirm correct operation of the heating
system continue with a ground run
Control fault, EATS, ADTS and/or DOTS fault memorised interconnect the
Break out Box P/N 92612A010000 in-between Cockpit Panel and HCB, for
further investigation.
AB 139
Training DOCTR 039
Control fault :
Select Auto Mode on cockpit panel and check AUTO HTR SEL Break out
box green led "On (GND output J umper - 41), continue trouble shooting during
ground run.
Break out box green led "Off", check wiring, connection and 28Vdc power supply
(between jumper 25 and 32), to Cockpit Panel,
Check Cockpit panel power supply - if O.K. replace Cockpit panel.
Potentiometer check Use Ohmmeter between J umper 11 and 12:
Potentiometer Min cold position 0
Potentiometer Middle position 5 K
Potentiometer Max warm position 10 K
Switch back to OFF Mode (Auto mode =OFF)
AB 139
Training DOCTR 039
External Air Temp. Sensor EATS fault (supplied by Augusta) :
Check OAT if higer than 45C - no maintenace action required,
Check wiring and connection between HCB and EATS,
Check temp. Sensor resistance refer to helicopter maintenance manuel
0C =500 Ohm +(1.925 Ohm per 1C).
Example for 20C : 500 Ohm +(1.925 Ohm x 20C) =538,5 Ohm replace if
out of range
If temperature sensor O.K. contd. trouble shooting during ground run
Note : EATS - Pin connection 3 and 4.
Test procedure:
Disconnect the helicopter wiring from the HCB. Connect the BOB to the helicopter
harness which goes to the EATS: Measure the temperature value between jumper 2
and 3.
AB 139
Training DOCTR 039
Air Duct Temp Sensor ADTS fault:
Check wiring and connection between HCB and ADTS,
Check temp. Sensor resistance refer to CMM
0C =1000 Ohm +(3.85 Ohm per 1C).
Example for 20C : 1000 Ohm +(3.85 Ohm x 20C) =1077 Ohm replace if
out of range
Note :
ADTS - Pin connection A and B.
Test procedure:
Disconnect the helicopter wiring from the HCB. Connect the BOB to the helicopter
harness which goes to the ADTS : Measure the temperature value between jumper
5 and 6.
If temperature sensor O.K. contd. trouble shooting during ground run
AB 139
Training DOCTR 039
Duct Overheat Thermal Switch DOTS fault :
Check electrical continuity between HCB and DOTS, using ohmmeter :
a) open circuit - check wiring, connection and switch repair/replace
faulty element,
b) close circuit check TCV position (refer to TCV functional check)
Test procedure:
Disconnect the helicopter wiring from the HCB. Connect the BOB to the
helicopter harness which goes to the DOTS: Measure prescence of 28Vdc
between jumper 36 and 44 or disconnect the wiring/connector from the DOTS
and measure the continuity between Pin A and B.
AB 139
Training DOCTR 039
Functional check of the SOV, prior to ground run (power supplied by ground
cart or battery). Note: Interconnect the Break out Box P/N 92612A010000 in-
between Cockpit Panel and helicopter harness for further investigation.
Switch to MAN on the Cockpit Control Panel, Check one by one the SOV 1 + SOV
2 opening/closing:
SOV 1 + 2 position "Normal" selected on cockpit panel
a) Check break out box corresponding green leds ON - SOV must open
audible click (28Vdc supplied either to SOV 1 Jumper 53, or SOV 2
Jumper 54)
b) If SOV 1 (2) not opens no audible click with green led ON - Check
wiring, connection and correct power supply to solenoid valve - replace faulty
element or SOV
c) If valve green led is not ON , check wiring, connection and correct power
supply to the Cockpit Control Panel, - if O.K, replace Cockpit Panel
SOV 1 + 2 position "Close" selected on cockpit panel
a) SOV 1 (2), Check break out box corresponding green leds goes OFF
b) SOV 1 (2) close - continue trouble shooting during ground run
AB 139
Training DOCTR 039
Functional check of the TCV prior to ground run (28Vdc supplied by ground
cart): HMV on Cockpit panel = TCV
Check the TCV opening/closing:
TCV turn the Temp Contr Rotary toggle switch to (TCV close) on cockpit panel
a) TCV break out box green led remains "OFF" check TCV-CMD yellow
led on BOB (Jumper 39), should be illuminated as long as toggle switch
activated - check wiring, connection and correct 28Vdc power supply to the
valve - replace faulty element
b) Check break out box BOB-TCV Full Close green led "ON" (Jumper-36),
TCV push the toggle switch to + (open) on cockpit panel
a) check TCV-CMD green led on BOB (Jumper 38) + audible TCV motor
noise, if not check wiring, connection and correct 28Vdc power supply to
valve - replace faulty element
b) TCV open drive it to close position and continue trouble shooting during
ground run
REFER TO NEXT PAGE FOR GROUND RUN - SYSTEM OPERATION
AB 139
Training DOCTR 039
Heating and Ventilation System operational test during
Ground Run (break out and failure read out box connected)
WARNING :
DO NOT OPERATE BLEED AIR HEATING SYSTEM WHEN OUTSIDE AIR
TEMPERATURE ISABOVE 45C.
1)Make sure that Heating Outside Air Intake is not fully or partially blocked
by any foreign objects
2)Make sure that the Cockpit Panel is in correct initial selection:
HEATER mode OFF (SOVs are closed as long as Heater Mode OFF selected.
Heater mode Man and Auto selected SOVs are Open )
HTR AUTO MIN
VENT Crew Fan - OFF
VENT Pax Fan OFF
SOV 1 + SOV 2 CLOSE
AB 139
Training DOCTR 039
3)Pedestral cockpit gaspers fully open, front face gaspers fully closed.
4)Start engines and operate them at 75% thrust.
5)Switch to MAN on the Cockpit Control Panel
6)Set SOV 1 to Normal position (BOB [Jumper-53] Green led "ON").
Check Heating "On" advisory legend comes in view on MAU.
SOV 1 does not open (no warm air flow):
Check wiring, connection between Cockpit Panel and SOV 1, repair as
necessairy (search for a fase contact), if O.K.
Check correct power supply to Cockpit panel (search for a false contact - if
O.K. - replace SOV 1
No power supply to Cockpit panel
Check wiring and connection if O.K. -replace Cockpit panel
AB 139
Training DOCTR 039
7) Set the SOV 1 to OFF position and VENT CREW FAN to LOW (warm air
flow must stop).
If warm air flow does not stop - replace SOV 1 (stucked open)
8)Repeat above steps with SOV 2.
9)Using HTR MAN Rotary toggle switch, drive TCV to close position (BOB
TCV-CMD [Jumper-39] Yellow led "ON and TCV Full Close [Jumper-36]
Green led ON ).
Check the TCV closing:
TCV turn the HTR MAN Rotary toggle switch to (close) on cockpit panel
a) TCV break out box green led remains "OFF" check TCV-CMD
yellow led on BOB (J umper 39), should be illuminated as long as
toggle switch is activated, if not - check wiring, connection and
correct 28Vdc power supply to the valve - replace faulty element
b) Check break out box BOB-TCV Full Close green led "ON" (J umper-
36),
AB 139
Training DOCTR 039
Contd. 9)
TCV does not close (despite to TCV CMD Yellow) :
Check wiring, connection between Cockpit panel and TCV, repair as
necessairy, if O.K. - replace TCV
TCV does not close (No -TCV CMD)
Check correct power supply to Cockpit panel, if O.K. - replace Cockpit panel
10) Open gradually the TCV with toggle switch ( BOB TCV-CMD [Jumper-38]
led "ON").
TCV does not open, TCV Full Close green led still ON despite TCV-
CMD Green led ON (Hot air flow does not increase):
Check wiring, connection between Cockpit Panel and TCV, repair as
necessairy, if O.K. - replace TCV
TCV does not open (No -TCV CMD)
Check correct power supply to Cockpit panel, if O.K. - replace Cockpit panel
AB 139
Training DOCTR 039
Contd.
11)Switch VENT CREW to FAN HIGH , check for presence of warm air flow
from diffusors:
a) Not enough flow
Check ventilation and heating distribution ductings on connections and
flexible hoses for leakages, starting with the main duct upstream the Y-
connection assy (behind fuel tanks)
b) Flow misbalancing between left and right side
Check for leakages downstream the Y-connection assy (behind fuel tanks)
12)Full open the TCV (activate for at least 5 seconds the toggle switch)
Check for the cut "Off" of the heating system when the blowing temperature
at the rear cabin diffusor exceed 85+/-5C
Note: In manual mode the DOTS fault is not memorized in HCB.
AB 139
Training DOCTR 039
Heating System Operational test in AUTO mode
1)Set the SOV 1 + SOV 2 selection in Normal position
2)Select the heating system to AUTO
Heating HTR failure advisory legend comes in view on MAU
- check if SOV selection switch is in Normal position
- check if failure is memorised in HCB,
If DOTS fault memorised in the HCB,
Check that DOTS is physically closed, if not replace DOTS, if O.K.
Check wiring, connection between HCB and DOTS, repair as necessairy, if O.K.
Check that NO EATS and ADTS failure is memorized in the HCB,
EATS +ADTS fault
Check correct power supply to SOV 1+2, if not replace Cockpit Panel,
If CTL 1 fault is triggered on HCB,
Enter
Enter
AB 139
Training DOCTR 039
3)Turn HTR AUTO button clockwise to MAX position
Check for presence of warm airflow from the diffusors.
No warm air flow from the diffusor (TCV does not open):
Check if failure is memorised in HCB,
If EATS or ADTS is memorized in the HCB , if not
Check wiring, connection between HCB and Cockpit Panel, repair as
necessairy, if O.K.
Check correct power supply to TCV (BOB TCV-CMD green or yellow
led), if not replace Cockpit panel or/and HCB,
If power supply O.K. check wiring between Cockpit Panel and TCV, if O.K. -
replace TCV
Enter
AB 139
Training DOCTR 039
4)Select Auto Mode "OFF" and SOV 1 + SOV 2 to close position.
+Warm air flow from the diffusors stops and heating advisory legend on MAU
goes off
5)Shutdown engines
AB 139
Training DOCTR 039
AI R CONDI TI ONI NG
HEATI NG
AND
Return
AB 139
Training DOCTR 039
Helicopter Air Conditioning System cut off view
AB 139
Training DOCTR 039
AB 139
Training DOCTR 039
The air conditioning system consists of two splitted vapour cycle
systems dedicated respectively for the cockpit and the cabin
zones.
The qty. of refrigerant R134a in the cockpit loop is 1200g + 50g.
The qty. of refrigerant R134a in the cabin loop is 1000g + 50g.
Each vapour cycle loop can be divided into 4 different main
components :
Compressor,
Evaporator,
Condenser
Air Conditioning Control Box
Two identical Air Conditioning Control Boxes (ACCB) are
installed, one per zone (cockpit/cabin) .
AIR CONDITIONING SYSTEM
AB 139
Training DOCTR 039
Compressor S/A is composed of two compressors which are
mechanically driven via a drive shaft by the accessories gear box.
The three Evaporator S/A, 2 for the cockpit and 1 for the cabin zone
are different and only some of their parts are interchangeable.
Each evaporator S/A cools the re-circulated air before being
distributed in the dedicated Cockpit/Cabin zone.
The Condenser S/A consists of two identical subassemblies on
each side of the pylon fairing.
Two identical Air Conditioning Control Boxes (ACCB), one per
zone cockpit/cabin.
AB 139
Training DOCTR 039
COND / HEATER VENT
COND HTR
I tem Component P/ N Qty
001
CABINFan 8012A020000 2
002
TEMPERATURE CONTROL VALVE
14422A030001
1
003
1'' Check valve 2298A020000 2
004
Composite J et Pump 428B010000 1
Air Conditioning System/Heating/Forced Ventilation components:
005
Shut off valve 6916A020000 2
006
Heating control box 92177A020000 1
007
NewTemperature sensor 93260A010000 1
008
Overheat thermal switch 92252A010000 1
009
Cockpit evaporator right 3521B010000 1
010
Cockpit evaporator left 3522B010000 1
AB 139
Training DOCTR 039
COND / HEATER VENT
COND HTR
011 Cabin evaporator assy 1758D010000 1
012
Condenser assy - newopening 3520B010000 1
013 COMPRESSOR PACK ASSY 1768B010000 1
014
VENTILATEDTEMPERATURE SENSOR 92279A010000 2
015 Cockpit double flapper valve for ECS 6039B010000 2
016 Cockpit ECS fan 8011A020000 2
017
NEWCOCKPIT CONTROL PANEL Syst 5 91108A010000
1
018
NEWCOCKPIT CONTROL PANEL Syst 5 - NVG 91108A010001
019
NEWCABIN CONTROL PANEL Syst 5 (OPTION) 91109A010000
1
020
NEWCABIN CONTROL PANEL Syst 5 NVG(OPTION) 91109A010001
021
AIR CONDITIONINGCONTROL BOX 92183A020000 2
022 Newcabin flapper valve for ecs - includes two 2303A010000 4577B010000 1
023
8012 Bracket 20204-21 2
024
Sleeves for the cockpit evaporators, cockpit plenumand cabin fans 9928B010000 2
025
GASPERS - COMMON - not with the same quantities 9710B010000 4
026
TIE WRAP BRACKET - COMMON - not with the same quantities MS3367-6-9 25
027
Clamp - COMMON - not with the same quantities AS21919DG48 3
AB 139
Training DOCTR 039
COD / HEATER VENT
COND HTR
028
Refrigerant hose COMPRESSOR to cockpit condenser - mod 6 14338B020000 1
029
Refrigerant hose cockpit condenser to cockpit dryer - mod 6 14339A020000 1
030
Refrigerant hose dryer to 20204-28 - mod 6 14315A020000 1
031
ADAPTATOR 6/6 20204-28 1
032
Windscreen Mod 6 refrigerant hose 20204-28 to 20204-020 (arrival in the cockpit) 14308A020000 1
033
Cockpit Y bloc - mod 6 20204-020 1
034
refrigerant hose mod 6 20204-020 to left evapo thermostatic valve 14344A020000 1
035
refrigerant hose mod 6 20204-020 to right evapo thermostatic valve 14345A020000 1
036
refrigerant hose mod 12 left cokpit evapo to 20204-090 14343A020000 1
037
refrigerant hose mod 12 right cokpit evapo to 20204-090 14342A020000 1
038
S/E BLOC hexagonal - aspiration (LP port) 20204-090 2
039
Windscreen Mod 12 refrigerant hose 20204-090 to 20204-29 (exit fromthe cockpit) 14314A020000 1
040
ADAPTATOR 10/10 20204-29 1
AB 139
Training DOCTR 039
COD / HEATER VENT
COND HTR
041
Refrigerant hose mod 12 - 20204-29 ->COCKPIT COMPRESSOR 14323B020000 1
042
Refrigerant hose COMPRESSOR to cabin condenser - mod 6 14316B020000 1
043
Refrigerant hose cockpit condenser to cabin dryer - mod 6 14317A020000 1
044
Cabin Y bloc - mod 6 20204-030 1
045
refrigerant hose 20204-030 to left cabin evapo thermostatic valve 14328A020000 1
046
refrigerant hose 20204-030 to right cabin evapo thermostatic valve 14329A020000 1
047
refrigerant hose mod 12 right cabin evapo to 20204-090 14330A020000 1
048
refrigerant hose mod 12 left cabin evapo to 20204-090 14331A020000 1
049
Dryer filter fixing bracket 20204-46 2
050
Dryer filter 20204-061 2
051
Dryer filter fixing columns S756DE05310015 8
AB 139
Training DOCTR 039
COD / HEATER VENT
COND HTR
052 High pressure switch (29 bar) (NEWP/N20204-071 +20204-072) 20204-062 2
053
POWER RESISTANCE PLATE 92313A010000 1
054 8011 bracket en cours de design 20204-025 2
055
Heating arrival in the right cockpit 9905B010000 1
056
Heating arrival in the left cockpit 9906B010000 1
057
Sleeve for cabin evaporator 9932B010000 1
058
Left Cockpit recirculation inlet 1/2 9934B010000 1
059
Left Cockpit recirculation inlet 2/2 flange side 9935B020000 1
060
Lowpressureswitch 20205-010 1
061
FLEXIBLE and rigid from9835 to 9837 - recirculation 9848B010000 1
062
Cabin LHS recirculation 3" duct &flex 9836B010000 1
063
Cabin recirculation plenum 9837B010000 1
064
Cabin RHS recirculation 3" duct &flex 9838B010000 1
065 NewP/N - passage for freon tubes accross upper deck 20204-070 1
066
FLEXIBLE-rigid between NACA &6039 9923B010000 2
067
Naca for ECS 9907B020000 1
068
Right heating arrival in the 6039 9925B010000 1
069
Left heating arrival in the 6039 9926B010000 1
070
refrigerant hose 20204-090 to cabin compressor 14332B020000 1
AB 139
Training DOCTR 039
PI LOT I NTERFACES
AB 139
Training DOCTR 039
The cockpit control panel allows the pilot to control the Environmental
Control System.
It interfaces with :
- the cabin fans (2 qty)
- the cockpit fans (2 qty)
- the cabin (1 qty) and cockpit flapper valve (2 qty)
- the Shut Off Valves (SOV1 &SOV2) (total 2 qty)
- the Temperature Control Valve (TCV) (1 qty)
- the Heating Control Box (HCB) (1 qty)
- the Cockpit & Cabin Air Conditioning Control Boxes (2
qty)
PILOT INTERFACES
AB 139
Training DOCTR 039
It send to the Helicopter general displayer (Modular Avionic Unit - MAU )
depending on the systemstatus, four (4) discrete signals:
AFT-VENTILATION
FWD-VENTILATION
VENT FAILURE
HEATER-ON
PILOT INTERFACES
AB 139
Training DOCTR 039
When CREW selected on the cockpit control panel, the control of the
systemfor both cockpit and cabin zones.
Each ACCB control the cockpit and cabin temperature by comparison of the
measured temperature in each zone to the desired temperature adjusted by
the crewwith the TEMP CONTR potentiometer.
VENT
CREW
TEMP CONTR
MIN
COND / VENT
VENT
FAN
LOW
FAN
HIGH
ON
OFF
TEMP CONTR
91108A010000 Cockpit Control Panel
PAX
CREW
COND / HEATER
SOV
CLOSE
VENT
CREW
TEMP CONTR
PAX CONTR
MAX
MIN
+ -
FAN
LOW
FAN
HIGH
ON
OFF
COND HTR
OFF
NORM AUTO
MAN RECYCLE
2 1
NORMAL
3potentiometers
2switches
FAN
LOW
FAN
HIGH
ON
OFF
AB 139
Training DOCTR 039
When PAX selected the Cabin temperature control can be directly adjusted
on the Cabin panel by the passenger.
The temperature regulation is realised by On/Off cycles of the compressors.
The air conditioning system has been sized for re-circulation air in both
cockpit and cabin zone.
COND / HEATER VENT
CREW
TEMP CONTR
MIN
COND / VENT
VENT
FAN
LOW
FAN
HIGH
ON
OFF
TEMP CONTR
PAX
CREW
COND / HEATER
SOV
CLOSE
VENT
CREW
TEMP CONTR
PAX CONTR
MAX
MIN
+ -
FAN
LOW
FAN
HIGH
ON
OFF
COND HTR
OFF
NORM AUTO
MAN RECYCLE
2 1
NORMAL
3potentiometers
2switches
FAN
LOW
FAN
HIGH
ON
OFF
AB 139
Training DOCTR 039
PILOT INTERFACES
COND/HEATER
COND HTR 5 position switch:
OFF selected: The Cockpit and Cabin Air Conditioning Control Box as well as the
Heating Control Box is switched "Off". The pilot can choose ventilation mode, both SOV
are closed.
NORM and CREW selected: The ACCB 1 for the cockpit and ACCB 2 for the
cabin zone are switched ON and the HCB is switched OFF , providing the dedicated
fans are running (Low or High speed). The flapper valves are suppling outside ram air.
The ACCBs will adjust the temperature in the respective zones according to the pilot
cockpit panel potentiometer temperature demand.
NORM and PAX selected selected: The passenger can adjust the temperature in
the cabin himselve, using Cabin Control Panel potentiometer.
RECYCLE selected: Cabin and Cockpit flapper valves are closed the VENT 4
position switches on the Cockpit and Cabin panel are no longer activ.
MAN and AUTO position and all other switches:
Idem to Heating Cockpit panel
Enter
AB 139
Training DOCTR 039
PILOT INTERFACES
Cockpit Panel Pin location:
AB 139
Training DOCTR 039
SYSTEM CONTROL
AB 139
Training DOCTR 039
Air Conditioning/Heating and Forced Ventilation system:
This configuration includes the previously described Heating and Forced
Ventilation systemcontrol functions.
There are two separated air conditioning loops respectively dedicated to the
cockpit and to the cabin zone and each controlled by one ACCB.
SYSTEM CONTROL
AB 139
Training DOCTR 039
The Air Conditioning Control Box ACCB (1+2) functions
for each loop:
ReceivingA/C "ON/OFF" selection signal fromthe Cockpit Panel,
Receiving Cockpit Fan or/and Cabin Fan Low/High speed" signal fromthe
Cockpit Panel,
Monitoring of the re-circulation air Temperature Sensor,
Monitoring of the evaporator refrigerant outlet Thermal switch 1+2,
Monitoring of the refrigerant LP+HP switch,
ON/OFF Control of the refrigerant scroll Compressor ,
ON/OFF Control of the Condenser Fan,
Memorizing the HP,LP,TS andTemperature Sensor fault message.
TriggeringA/C failure
SYSTEM CONTROL
AB 139
Training DOCTR 039
Det ai l ed Oper at i on:
Ai r Condi t i oni ng Syst em
AB 139
Training DOCTR 039
In order to satisfy the cooling performance the air conditioning is
made of two vapour cycle systems, dedicated respectively to the
cockpit and the cabin zones. The major components of each vapour
cycle are identical.
The two vapour cycle systems operate with HFC 134a Refrigerant,
chemical name 1,1,1,2Tetrafluoroethane.
The HFC 134a is gaining in customer acceptance worldwide as a
substitute for CFC fluids. It is provided by many companies in the
world.
This fluid is non toxic, non flammable, and non aggressive for ozone
layer (ODP=0).
It is commonly used in domestic fridges and in automotive
applications.
A/C system + Refrigerant R134a explanations:
AB 139
Training DOCTR 039
A refrigerant pressure enthalpy diagram(see next figure ) shows the cycle
carried out by the Vapour Cycle System.
The different steps are as follows:
The compressor sucks refrigerant from evaporators and rise its
temperature and pressure (BC line).
Then, the gas is cooled and change to liquid inside the heat exchanger
called condenser. Liquid refrigerant still under pressure, is recovered inside
the receiver ( CD line ).
The liquid refrigerant is then pressure released by the expansion valve
into a liquid-vapour mixture. The expansion occurs fromhigh pressure to
lowpressure (DA line).
Along AB line, inside the two cockpit heat exchangers called evaporators
and two cabin evaporators laid out in parallel , refrigerant change it state to
gas at lowtemperature and lowpressure.
A/C - Vapour Cycle Principale:
AB 139
Training DOCTR 039
VAPOR
LIQUID
ambient coolant
air
recirculated
cabin air
D
A
B
C
A
B
C
D
AB =Evaporator heat exchange per kg of refrigerant
CD =Condenser heat exchange per kg of refrigerant
Enthalpy at
evaporator
outlet
Enthalpy at
compressor
outlet
BC =Energie of compression
per kg of refrigerant
B
C REFRIGERANT
ENTHALPY
Enthalpy at
evaporator
inlet
Evaporating
pressure
Condensing
pressure
REFRIGERANT
PRESSURE
constant
temperature
curve
vapor
line
liquid
line
recirculated
cockpit air A
Pf = Q x H
AB 139
Training DOCTR 039
Air Conditioning System
System Operation for each loop:
An A/C selection input signal, a ventilation control signal and
temperature control signal are received by the ACCB 1 and 2 which
generates (No systemfailure has been detected), the compressor clutch
control order.
This order controls the magnetic closing of the clutch which drives the
compressor 1 or/and 2. The clutch rotation movement is generated by the
accessories gear box drive shaft and is transmitted by a vee belt to each
compressor pulley.
Gaseous refrigerant is admitted into the compressor through the suction
pipe. It is compressed and then returned through the discharge pipe to the
condenser where it is liquefied by giving up heat to the outside cooling air
discharged overboard by the condenser fan.
The discharge flexible hose is equipped with a high pressure safetyswitch.
AB 139
Training DOCTR 039
Air Conditioning System Operation for each loop (cond't):
When the pressure exceeds the preset pressure threshold of 27 bar rel.
(391.5 psig) +/- 0.7bar approximately, it breaks the refrigeration cycle
electrically if the fault is present more than 30 seconds.
The system, then has to be reset on the cockpit control panel (turn Off
theA/C selection switch)
At condenser output, the liquefied refrigerant passes through receiver filter
drier which removes impurities, possible metallic particles, water particles
and therefore avoids the formation of acids.
The receiver capacity permits the systemto operate at optimumefficiency
despite different external conditions (temperature, thermal load) while
tolerating a certain leakage rate and conserving the cooling
performances.
At the receiver output, a service valve enables unit refrigerant filling and
recovery.
AB 139
Training DOCTR 039
Located downstreamof the receiver, feat with refrigerant via a T HP port,
one Thermostatic Expansion Valve TEV per evaporator ensures the
refrigerant pressure relief.
The TEV control is ensured by a bulb attached to the evaporator outlet and
connected to the TCV by a capillary tube which transmits the temperature
information (the transmission fluid is of the same type as the refrigerant
fluid - R134a).
The TCV regulates the mass flow rate of refrigerant so as to guarantee
overheating of the vapour (called superheating) at each evaporator output
and avoid that refrigerant in a liquid state is sucked in the compressor and
causes irreversible damage.
Once the pressure relieved, cold refrigerant passes into the evaporator
where it is vaporised by taking heat fromthe cockpit or cabin recycling air
carried by the evaporator fan.
AB 139
Training DOCTR 039
At the TEV outlet, a LowPressure safety switch is installed.
When the pressure falls belowthe preset threshold pressure of 0,4 bar rel.
(5.8 psig) +/- 0.2 bar approximately, the LP-switch opens and break the
refrigeration cycle electrically if the fault is present for more than
30 seconds .
The system, then has to be reset in the cockpit control panel (turn Offthe
A/C selection switch).
The sudden cooling of the recycled cockpit or cabin air, causes
condensation of the ambient water vapour particles at the evaporator
outlet.
A composite housing ensures recovery of the condensed water on the
inner and outer walls of the evaporator.
The collected water is than drained overboard by a dedicated system.
AB 139
Training DOCTR 039
A Thermal switch on the evaporator outlet opens the electrical loop
connected to the ACCB, when the evaporator air outlet temperature
reaches 1 C +/-2 C.
That will stop the compressor for at least 3 minutes. Thus to protect
evaporator matrix from frosting which would reduce its cooling capacity
and the airflowin the cabin/cockpit.
Note: The HP and LP T port are also equipped with servicing valves
permitting pressure monitoring for trouble shooting purpose.
AB 139

Condenser
fan air flow
Evaporator
fan air flow
HP pressure
switch
BP pressure
switch
Expansion
valve
Evaporator
Insulated
BP flexible
hose
HP flexible
hose
Liquid
flexible
hose
Receiver
filter drier
Scroll
compressor
Anti freeze
Thermal
switch

Filling BP
port
Condenser
Filling HP
port
Filling HP
port
Filling LP
port
Training DOCTR 039
Vapour Cycle general schematic (valid for each loop):
(LP)
LP-Switch
LP-Switch
AB 139
Training DOCTR 039
Component Loc at i on
AB 139
Training DOCTR 039
Cockpit zone:
The two evaporator S/As are located near to the pilot and co-pilot pedestals along with the
ventilation ducts, flapper valves and the fans.
A/C general view without refrigerant hoses (left side) and Ventilation (right side):
Dual - FV
TEV
A/C - Fan
Evaporator S/A
Ram Air Inlets
Thermal
Switch
Gaspers + Demisters
AB 139
Training DOCTR 039
Cockpit zone:
Dual - FV
TEV
A/C - Fan
Evaporator S/A
LP-Switch
Thermal
Switch
Gaspers + Demisters
AB 139

Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Flapper valve Air intake
Recirc.
Air Cond.
Pack
Heating
Lower Side
Window Demister
Upper Side
Window Demister
Main winshield
Demister
Front face outlets
Fan
Flapper valve Air intake
Recirc.
Air Cond.
Pack
Heating

Training DOCTR 039
Cockpit Air Conditioning
configuration schematic:
Evaporator
AB 139
Training DOCTR 039
A/C location on upperdeck general view:
Cockpit Condenser Cabin Condenser Fan
Receiver/Filter
Cockpit loop
Cabin FV
Cabin
Recirc. Air
Cockpit
Condenser Fan
Refrigerant
hoses
Cabin Condenser
Receiver/Filter
Cabin loop
A/C Cabin Fans
Ram Air
Inlet
AB 139
Training DOCTR 039
CabinVentilation for Air Conditioning configuration:

Plenum
Side vents manifold
Side vents manifold
Air intake
Flapper
valve
Fan
Fan
Recirc.
Evaporator
Pack
AB 139
Training DOCTR 039
Ar chi t ec t ur e
AB 139
Training DOCTR 039
System Architecture:
FWD-
COMPRESSOR-
CLUTCH
ACCB1
FWD-TS1
FWD-TS2
FWD-LP
COCKPIT
CONTROL
PANEL
FWD Maintenance
connector
Helicopter
+28Vdc
0Vdc
FWD-COND.-FAN
+28Vdc
0Vdc
FWD-TEMP.-SENSOR
FWD-HP
+12Vdc
+28Vdc
AFT-COND.-FAN
R1
R2
AFT-
COMPRESSOR-
CLUTCH
0Vdc +12Vdc
+28Vdc
AFT-COND.-
FAN-relay
0Vdc
FWD-COND.-
FAN-relay
FWD-CLUTCH
relay
AFT-CLUTCH
relay
ACCB2
AFT-TEMP.-SENSOR
AFT Maintenance
connector
AFT-TS1
AFT-TS2
AFT-LP
AFT-HP
Connector for heating
and ventilation
systems
M
M
AB 139
Training DOCTR 039
System
Electrical
Wiring
Block
Diagram:
AB 139
Training DOCTR 039
System
Electrical
Wiring
Block
Diagram:
AB 139
Training DOCTR 039
System
Electrical
Wiring
Block
Diagram:
AB 139
Training DOCTR 039
System
Electrical
Wiring
Block
Diagram:
AB 139
Training DOCTR 039
Main
Components:
ACRONYM DESIGNATION
Qty
PART NUMBER COMMENTS
ACCB1 Air Conditioning
Control Box1
1 92183A020000
FWD-TS1 Forward Thermal
Switch1
1 14713-021 No Fault =closed
Open if T +1 C = 2 C
FWD-TS2 Forward Thermal
Switch2
FWD-HP Forward High
Pressure sensor
Open if P >27b = 0,7b
FWD-LP Forward Low
Pressure sensor
Open if P <0,4b = 0,2b
FWD-
TEMP.SENSOR
Forward
Temperature
sensor
1 92279A010000 Sensor gain =10 mV / K
FWD-CLUTCH Forward
Compressor
Clutch
1 1351A010000 28V 5A
FWD-COND.-
FAN
Forward
Condenser Fan
1 3972A010000 28V 35A
R1
&
R2
Power Resistors
plate
1 92313A010000 Electrical standard 92309-100
R1 =3,3 1 = 5% / 150W *
R2 =3,3 1 = 5% / 150W *
AB 139
Training DOCTR 039
Equipments:
ACRONYM DESIGNATION
Qty
PART NUMBER COMMENTS
ACCB2 Air Conditioning
Control Box2
1 92183A020000
COCKPIT
CONTROL
PANEL
Cockpit Control
Panel
1 92108A010000
AFT-TS1 After Thermal
Switch1
AFT-TS2 After Thermal
Switch2
AFT-HP After High
Pressure sensor
Open if P >27b = 0,7b
AFT-LP After Low
Pressure sensor
Open if P <0,4b = 0,2b
AFT-
TEMP.SENSOR
After
Temperature
sensor
1 92279A010000 Sensor gain =10 mV / K
AFT-CLUTCH After
Compressor
Clutch
1 1351A010000 28V 5A
AFT-COND.-
FAN
After Condenser
Fan
1 3972A010000 28V 35A
AB 139
Training DOCTR 039
Ventilation System
and Oper at i on
AB 139
Training DOCTR 039
The Air Conditioning control box 92183A01000 is a sub-assembly of the
AB139 Environmental Control System, which allows to regulate cockpit
and cabin ambient temperature.
When " A/C selection " is selected on the cockpit/cabin control panel, the
air conditioning system is in automatic mode and the air conditioning
control boxes (ACCB 1+2) are switched ON .
Function
Each control box drives its dedicated Refrigerant Circuit. It monitors the
sensors, switches and warns the crew when a fault occurs. It also
memorizes failures for the maintenance actions.
To get easy access to the ACCB memorised failures connect failure read
out box P/N 92600A010000 to the helicopter harness maintenance
connector (detailed procedure see next page).
Air Conditioning Control Box - ACCB 1+2 (ACCB of the cockpit
loop is interchangeable with ACCB of the cabin loop)
AB 139
Training DOCTR 039
Heating system
ACCB Maintenance connector using Failure
read out box 92600A010000:
- memorised failure/s is/are sent on the maintenance bus and can be
indicated on the Test Box,
Air Cond. Failure read
out box Flow chart
Air Cond. Failure
read out box cont.
AB 139
Training DOCTR 039
The control principle is based on the comparison of the real temperature
measured by a cockpit and cabin sensor to the desired one fixed by the
crew on the control panel. From this comparison, each controller acts
directly on the dedicated compressor to adapt by On/Off cycles the
cooling production to the real need.
The ACCB 1 (2) is able to memorise 4 four failure messages (see trouble
shooting section):
Thermal Switch TS fault
Temperature Sensor fault
LowPressure, LP-Switch fault
High Pressure, HP-Switch fault
Air Conditioning Control Box - ACCB 1+2 - P/N 92183A020000
AB 139
Training DOCTR 039
Air Conditioning Control Box - ACCB 1+2 - P/N 92183A020000
General Description
It consists of a metallic box containing the electronic cart with its electric
connector.
The overall dimensions: 210 x 120 x 50 mm
The weight is less than 500 g.
AB 139
Training DOCTR 039
Air Conditioning Control Box
- ACCB Block Diagram
AND
FAULT
MODUL
T >Tc +2 c
with 4 c hysteresis
HP
TEMPERATURE
SENSOR
TS
1
TS2
CABIN-EVAP-FAN1-
FAULT
FAN ON
A/C SELECTION
INPUT
30 s
Inhibition
COMPRESSOR-ON
A/C-FAILURE
T >+10 c
T <+65 c
30 S
DELAY
COND-FAN-ON
FAULT
MEMORY
ENABLE
TS
FAULT
MODUL
HP
FAULT
MODUL
LP
LP
FAULT
MODUL
Temp
Sensor
FAULT
MODUL
TEMPERATURE
SENSOR
HP
TS1
TS2
COMPRESSOR
START
INHIBITION (30S)
AND
READ MEM
RESET MEM
SET MEM
MAINTENANCE
BUS
Flapper Valve Close
Module
FV-CLOSE
AND
CABIN-EVAP-FAN2-
FAULT
AB 139
Training DOCTR 039
Air Conditioning Control Box Pin location:
AB 139
Training DOCTR 039
CURRENT
WIRE FROM / TO
13 ANA-OUT1A Analog output (+) O 5 / 10 mA TWO TW
SH CORE To ACCB2
19 ANA-OUT1B Analog output (-) O 5 / 10 mA
50 FWD-FAULT-SET-MEM GND /OC I 2 / 2 mA SINGLE CORE From / To
FWD
Maintenance
Connector
37 FWD-FAULT-RESET-MEM GND /OC I 2 / 2 mA SINGLE CORE
38 FWD-FAULT-READ-MEM GND /OC I 2 / 2 mA SINGLE CORE
39 FWD-FAULT-ENABLE-MEM GND /OC I 2 / 2 mA SINGLE CORE
10 FWD-HP-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
17 FWD-LP-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
18 FWD-TEMP.SENSOR-
FAULT
+5v/OC O 2 / 10 mA SINGLE CORE
26 FWD-TS-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
AB 139
Training DOCTR 039
CURRENT
WIRE FROM / TO
2 ANA-IN1B Analog input (+) I 5 / 10 mA TWO TW
SH CORE
From ACCB1
3 ANA-IN1C Analog input (-) I 5 / 10 mA
50 AFT-FAULT-SET-MEM GND /OC I 2 / 2 mA SINGLE CORE From / To
AFT
Maintenance
Connector
37 AFT-FAULT-RESET-MEM GND /OC I 2 / 2 mA SINGLE CORE
38 AFT-FAULT-READ-MEM GND /OC I 2 / 2 mA SINGLE CORE
39 AFT-FAULT-ENABLE-MEM GND /OC I 2 / 2 mA SINGLE CORE
10 AFT-HP-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
17 AFT-LP-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
18
AFT-TEMP.SENSOR-FAULT
+5v/OC O 2 / 10 mA SINGLE CORE
26 AFT-TS-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
AB 139
Training DOCTR 039
Power resistor plate - P/N 92313A010000
General Description
It consists of a metallic plate with a resistor supplying the compressor
clutch via a relay with the required 12 Vdc electrical power.
CURRENT
WIRE FROM / TO
1 R1-INPUT +28V / OC 5A / 7,5A SINGLE CORE From +28 Vdc2
2 R1-OUTPUT +12V / OC 5A / 7,5A SINGLE CORE To FWD-CLUTCH relay
1 R2-INPUT +28V / OC 5A / 7,5A SINGLE CORE From +28 Vdc2
2 R2-OUTPUT +12V / OC 5A / 7,5A SINGLE CORE To AFT-CLUTCH relay
AB 139
Training DOCTR 039
Ventilation System
" Ref r i ger ant Ci r c ui t "
and Oper at i on
AB 139
Training DOCTR 039
Refrigerant Scroll Compressor Pack P/N1768B010000
Each compressor increases the refrigerant gas pressure and
temperature and insures the refrigerant fluid circulation inside the circuit.
The scroll compressor location in the refrigerant circuit is in-between the
evaporator and the condenser.
Two scroll compressors are provided, one for each cockpit and cabin
circuit. They are mechanically driven by the accessory drive shaft pulley
and a belt at 4000 rpm.
The sub-assembly is mainly composed of:
a light alloy body,
a scrolls sub-assembly,
a shaft,
bearings,
a magnet clutch sub-assembly,
a thermal switch.
AB 139
Training DOCTR 039

Compressor Suction hole
Compressor Suction hole
Compressor Discharge
hole
Futur modification:
Improved wiring and connector
AB 139
Training DOCTR 039
Characteristics:
Operation temperature: +10C to 85C
Weight: < 20 kg
Drive belt tension: 318 +/- 15 Hz
Refrigerant operation values:
Suction pressure range: 2 to 6 bars
Suction temperature range: 20 C
Discharge pressure range: 29 bars
Discharge temperature range: 125 C
AB 139
Training DOCTR 039
Scroll compressor Operation principle
The two spiral elements are fitted together rotating in an orbital motion
building up several fluid pockets.
One spiral member is fixed whereas the second is driven by an eccentric
shaft.
As a result the fluids pockets are moved toward the centre of the spiral
where the discharge port is located reducing their volume : compression
is implemented.
The scroll does not require oil separator. As a matter of fact, oil is partially
separated fromrefrigerant when going through the bearings to lubricates
them. Moreover, oil enables to reduce leakage between compression
pockets and tends to migrate toward pockets set at lower pressure.
To improve bearings lubrication and cooling, the special design of the
eccentric shaft is used to recover oil fromcarter and send it to the bearing
housings.
AB 139
Training DOCTR 039
Scroll compressor detailed operation:
1.Sucked in at the beginning of the first revolution, after one full turn the gas
pockets A and B moves on toward the center. Pressure and temperature
raises at the same time gradually.
2.After one and an half turn the gas pockets A and B comes together to one
pocket (A+B). The gas pocket volume decrease until the pressure reach un
level high enough to open the overload valve.
3.The overload valve discharge almost at a constant temperature the
refrigerant to the condenser.
4.The end of the compression is achieved when after 2,25 turns the volume
of the pocket (A+B) suddenly increase causing a pressure diminution and the
closing of the overload valve.
5.A newpair of gas pockets is sucked in at each turn of the S/A. Due to the
fact that the whole compression cycle last 2,25 turns it appears
simultaneously two or three pairs of gas at different pressure levels. What
explains the lower vibration level of a scroll compressor compared to a piston
one.
AB 139
Training DOCTR 039
A+B
A A
B B
1st revolution
2nd revolution
3rd revolution
New cycle
AB 139
Training DOCTR 039
CURRENT
WIRE FROM / TO
A FWDCLUTCH-SIG 12V / OC 5A / 7,5A SINGLE CORE From FWD CLUTCH
relay (+)
B FWDCLUTCH-REF GND 5A / 7,5A SINGLE CORE 0 Vdc2
Characteristics
Refrigerant : R134a
Oil qty. : 150cc +/-5cc of PAG244 (in each)
Volume : 105cm3
Max. Rotation Speed : 3900 rpm
Electrical requirements : 12 VDC, 4.2 A, 50 Wmax.
Thermal protection at: cut OFF 125 C +/-3 C, cut IN 110 C +/- 6 C
Pin location for both compressors:
AB 139
Training DOCTR 039
Condenser S/A description P/N 3520B010000
Two condenser S/As are installed per aircraft, near the main rotor gear
box.
The Condenser S/A is mainly composed of two condensers, a frame and
two fans.
Each air conditioning loop (Cockpit +Cabin) has its own Condenser S/A.
The Condenser Heat Exchanger transfers the refrigerant heat load to the
outside ambient air.
The air flow through each condenser is provided by a condenser fan, for
both ground and flight operation.
The fan is driven by a 28V DC motor commanded by the control panel
relay as soon as Air conditioning is switched on.
The refrigerant discharged by the compressor is de-superheated inside
the condenser and change at the same time its state into liquid.
AB 139
Training DOCTR 039
Condenser S/A description P/N 3520B010000
Fan characteristic : Speed between 3250 rpm and 3850 rpm
Max. power consumption: 32 A
Weight: < 18.5 kg
AB 139
Training DOCTR 039
Condenser characteristics and general view:
Parallel Flow Refrigerant to air heat exchanger
with a light alloy core.
Dimension : 384 X 480 X 22.
Aluminiumunit treated against corrosion.
Max Operating Pressure : 29 Bars
Proof Pressure : 43.5 Bars
Burst Pressure : 72.5 Bars
AB 139
Training DOCTR 039
Receiver Filter Drier description P/N 20204-061
One receiver/filter per loop (cabin/cockpit) is installed downstream the
condenser and allows by a SCHRADER valve fitted on the receiver inlet
refrigerant servicing and operating pressure monitoring.
One HP safety switch per refrigerant loop (Cockpit/Cabin) is installed on
the receiver inlet and protect the systemagainst overpressure (opening the
electrical loop to theACCB).
The volume, delimited by the receiver housing, allows the refrigerant to
counteract volumetric variations of liquid refrigerant, to ensure liquid feeding
of the expansion valves.
As part of the receiver, a special chemical cartridge ensure filtering,
removes moisture of the refrigerant, retains foreign particles and
consequently avoids the build up of acid.
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Receiver Filter Drier description
Burst pressure : 180 Bar
Total internal volume : 0.7 l
Filtering capacity : 12 m
Drier sieve : 3 and 4
Dimensions : 70 mm, L =220
Equipped with an HP-switch :
The high pressure switch (normally closed) prevents
any damage of the compressor caused by too high
discharge pressure which can have several reason
described in the trouble shooting section.
It switch off an electrical circuit when sensed pressure
rises 27 bar/rel. +/- 0,7 bar (close again at ~24 bar)
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HPSwitch 20204-062 (NEW20204-071+20204-072) pin location:
CURRENT
WIRE FROM / TO
1 FWD-HP-SIG 28V / OC 5 / 10 mA SINGLE
CORE
To ACCB1
2 FWD-HP-REF 28V / OC 5 / 10 mA SINGLE
CORE
+28Vdc2
Futur modification:
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The evaporator assy is set in the cockpit area behind the control panel.The
S/Ais linked to the cooling loop by two rubber flexible ducts.
Air is recirculated from air distribution loop and then blown on the Heat
Exchanger evaporator by the evaporator fan installed upstream in the
system.
The cockpit Evaporator is equipped with one Thermostatic Expansion Valve
TEV, feeding the evaporator through a flexible hose with refrigerant.
The LP Switch installed on the LEFT Evaporator S/A is screwed on a
flexible hose between TEV and Evaporator inlet (screwed on a Schrder
valve 34878-00).
An anti-freezing Thermal switch (previous P/N 14713-021 NEW 20204-
076/20204-077) prevents icing conditions on the evaporator outlet, it opens
when the evaporator air outlet temperature reach 1 C +/-2 C.
The refrigerant expanded by the TEV is entirely evaporated an then super-
heated up to 5 C regarding saturated state (see TEV operating description).
Cockpit Evaporator L/H 3522B010000 + R/H 3521B010000:
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L/H Cockpit Evaporator S/A general view:
Weight: < 4,1 kg
TEV
Thermal
Switch
Flexible
hose
Cockpit/Ram
Air Inlet
Cooled Air
Outlet
Liquid
Refrigerant
Inlet
Gasous
Refrigerant
Outlet
Low Pressure
Switch
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Training DOCTR 039
COCKPIT (FWD) Thermal Switch TS1 (TS2):
CABIN (AFT) Thermal Switch TS1 (TS2):
COCKPIT (CABIN) LOW PRESSURE Switch LP1 (LP2):
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Training DOCTR 039
This assembly is installed in the upper deck area, in front of the main
transmission box.
Air is recirculated fromair distribution loop and then blown on the two Heat
Exchanger evaporators by the evaporator fans.
The S/A is equipped with two Thermostatic Expansion Valves feeding the two
evaporators with refrigerant through two flexible hoses.
One LP Switch at the Evaporator S/A is installed on the flexible hose
betweenTEV and Evaporator inlet (screwed on a Schrder valve 34878-00).
One thermal switch (previous P/N14713-021 new 20204-075) measures the
air temperature downstreamof the evaporators and sends the result to the
Cabin Air Conditioning Control Box to avoids any risk of freezing, it opens
when the evaporator air outlet temperature reach 1 C +/-2 C (reset at 11 C +/-
2 C).
The refrigerant expanded by the TEV is entirely evaporated an then super-
heated up to 5 C regarding saturated state.
Cabin Evaporator S/A 1758D010000 description
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Cabin Evaporator S/A general view:
Weight: < 7.5 kg
Thermal
Switch
Low Pressure
Switch
TEV
Cabin/ Ram
Air Inlet
Cabin/ Ram
Air Inlet
Cooled Air
Outlet
Liquid
Refrigerant
Inlet
Gasous
Refrigerant
Outlet
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Training DOCTR 039
Parts common to the
Cockpit and Cabin Evaporator
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Evaporator characteristics and general view:
Function
The 6 pass cross counter flow Heat
Exchanger Evaporator use the cabin/cockpit
air heat load to change the refrigerant from
liquid to gas. Four identical HFC R134a
evaporators are installed on helicopter.
Description
Light alloy core dimensions : 235 x 230 x 65
Aluminiumunit treated for biological growth
and corrosion.
Characteristic
Max Operating Pressure : 12 Bars
Proof Pressure : 18 Bars
Burst Pressure : 30 Bars
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Thermostatic Expansion Valve - TEV S4300-05 description and general
view:
Each TEV is installed on the inlet of each evaporator and is fully
interchangeable between the two cockpit and two cabin evaporator S/As.
The TEV achieve the expansion of the refrigerant at a regulated flow rate in
order to ensure the refrigerant to be in a gaseous phase at the inlet of the
compressor (refrigerant superheating of around 5 C at the outlet of the
evaporator ).
Hence, the evaporator area is optimised, and any risk of liquid suction by the
compressor is avoided.
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Training DOCTR 039
Thermostatic Expansion Valve TEV
EIRT =Evaporator Inlet Refrigerant Temperature
EORT =Evaporator Outlet Refrigerant Temperature
Example: EIRT =8C EORT =13C
Delta t = 5C superheating
TEV
EVAPORATOR
BULB
Recirculation air FROM Cabin
Recirculation air TO Cabin
Capillary Tube
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TEV EVAPORATOR
BULB
Normal Superheating
5C
EIRT =8C EORT =13C
Capillary Tube
: Refrigerant inagasousstate
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Training DOCTR 039
TEV EVAPORATOR
BULB
Superheating to High
20C
EIRT =8C EORT =28C
Capillary Tube
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TEV EVAPORATOR
BULB
No Superheating
0C
EIRT =8C EORT =8C
Capillary Tube
AB 139
Training DOCTR 039
LP Switch (previous 20205-010 new 20204-073 + 20204-
074) function/installation and general view:
The low pressure switch prevents any damage of the compressor caused
by a lack of lubrication which can occur when the evaporating pressure
drops to much (low heat load) and allows no longer sufficient oil back flow
to the compressor suction port.
It signals also a lack of refrigerant (leakage) by switching off an electrical
circuit when sensed pressure drops down to 1,5 bar/rel. +/- 0,2 bar.
The LP Switch at the Evaporator S/A is installed on the flexible hose
betweenTEV and Evaporator inlet.
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LP Switches pin location:
CURRENT
WIRE FROM / TO
1 FWD-LP-SIG 28V / OC 5 / 10 mA SINGLE
CORE
To ACCB1
2 FWD-LP-REF 28V / OC 5 / 10 mA SINGLE
CORE
+28Vdc2
Futur modification:
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Evaporator air outlet Thermal Switch (previous 14713-021 new 20204-075,
-076, -077) description:
It survey the air outlet temperature of both cockpit and both cabin
evaporators and opens the electrical circuit (loss of continuity) to the ACCB
at a preset value.
It avoids the risk of evaporator matrix icing.
The temperature-switch consists of a housing and a micro switch in
contact with a metallic bellowand is hermetically sealed.
When the diaphragm snaps, electrical contacts open below the preset
value of 2 C and close by means of a push rod, it resets automatically at a
temperature of 11 C +/- 2 C.
Characteristic
Precision : 3%
Temperature range : -65 to +175 C
Setting temperature : 2 C
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Training DOCTR 039
Thermal Switch Pin identification :
CURRENT
WIRE FROM / TO
1 FWD-TS1-SIG 28V / OC 5 / 10 mA SINGLE
CORE
To ACCB1
2 FWD-TS1-REF 28V / OC 5 / 10 mA SINGLE
CORE
+28Vdc2
Futur modification:
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Refrigerant Hoses function/installation :
The refrigerant hoses which connects the compressor, condenser, receiver and
evaporator consists of rubber based hoses with a nylon barrier equipped on both
ends with metallic connection fittings.
They close the refigerant loop using on the fittings either o-rings or flared
connections and have three different diameters:
10 for the High pressure hoses (compressor to condenser)
8 for the High pressure hoses (filter to expansion valve)
16 for the Low pressure hoses (evaporator to compressor)
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Training DOCTR 039
Ventilation System
Ot her Component s
" Not " par t of
t he Ref r i ger ant Ci r c ui t
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Cockpit FLAPPER valve 6039B010000 (Air conditioning only)
The ECS Cockpit Flapper Valve is a rectangular composite valve with an
aluminiumflap.
The flap, driven by an electrical actuator, is closed for cockpit recirculation air non
admission and outside air admission and open for cockpit recirculation air
admissionand outside air non admission.
Supply voltage: 17 Vdc to 32Vdv
Weight: 0.8kg
Current at nominal torque of 0.12 mdaN: <1 A
Maximumopening and closing time: 5 s
Operating temperature: -40 C / +70 C
In the air conditioning configuration two cockpit flapper valves installed upstreamof
each of the two cockpit evaporator S/A providing fresh air either fromthe RAM air
intakes or re-circulation air fromthe cabin sucked in by a fan.
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Cockpit FLAPPER valve 6039B010000 (Air conditioning only)
Valve in Closed position:
Ram air open
Recirculation closed
Valve in Open position:
Ram air closed
Recirculation open
Example:
Valve in full closed position
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Cockpit FLAPPER valve 6039B010000 general view:
Futur modification:
Addional flange for
installation of a check valve
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ECS - Cockpit Evaporator Fan 8011A020000 function:
There are 2 two speed brush less cockpit fans per helicopter on 2 symmetrical
ventilationsystems.
Both fans sucks air from the ram air intake and generates ventilation air flow
towards the cockpit outlets and are used for ground and flight operation.
They are controlled by the ECS Cockpit panel.
Power supply: 28Vdc
Normal working temperature range: - 40 C to +70 C
Low speed flow rate at 30 C and at see level: min. 4900 rpm / 2.5 A / 54 l/s
High speed flow rate at 30 C and at see level: min. 9300 rpm / 6.5 A / 107 l/s
Weight: 1.7 kg
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ECS - Cockpit Evaporator Fan 8011A020000:
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ECS - Cockpit Evaporator Fan general view:
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Cockpit A/C Fan (both interchangeable)
AB 139
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ECS - Cockpit Evaporator Fan (with flapper valve) general view:
Cockpit fan
Flapper valve
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Cabin Double Flapper Valve 4577B010000 general :
The CABIN FLAPPER VALVE is a specific 90 C butterfly into a composite housing,
driven by an electrical actuator. In the composite housing there are installed two
check valves avoiding ramair back flowvia the recirculation duct into the cabin.
This valve is made of 2 main sub-assemblies:
one valve S/A consisting of one body S/A fitted with an equipped shaft
assembly a dual butterfly at 90 , actuated by an electrical actuator,
one electrical actuator P/N 9300E040000.
According to pilot selection on the control panel (Recir or Normal) the Valve is
driven to the full open or full closed position allowing the evaporator fans to sucks
air fromoutside or frominside the cabin.
When the valve reach its full open or closed position two end travel switches cuts
the power supply to prevent motor over consumption.
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Cabin Double Flapper Valve electrical schematic :
3
NOT CONNECTED
FV-FC
FV-CMD-L
LTS 0565
M
5
2
4
1
6
OPEN 28 V on4
0 V on3
CLOSED 28 V on 3
0 V on4
CONTACT BETWEEN 6 AND 5
EQUAL TO FULL CLOSEDPOSITION
CONTACT BETWEEN 6 AND 1
EQUAL TO FULL OPEN POSITION
VALVE CLOSED WHEN
ACTUATOR CLOSED
FV-FC/FO RETURN
FV-FC
FV-CMD-H
The full opening command is ensured when the 28V is applied on Pin 4 and
O V applied on Pin 3 .
The full closing command is ensured when the 28V is applied on Pin 3 and
O V applied on Pin 4 .
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Cabin Double Flapper Valve general view (with ducting):
Check
Valve
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Training DOCTR 039
Cabin A/C Fan description P/N 8012A020000 (interchangeable):
In this configuration we will find two 2 speed brush less cabin fan per helicopter.
The two cabin FANs are installed upstreamof the two evaporators.
The cabin FAN sucks outside and/or re-circulation air and blows it through the
evaporators inside the lowpressure distribution system.
Reminder :
There is ONE cabin FAN per aircraft for the heatingconfiguration.
There are TWO cabin FAN per aircraft for the air conditioningconfiguration.
The dual speed brush less fan is used for ground and flight operation.
The 28Vdc cabin FAN is controlled either by the Cockpit or the Cabin control panel.
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Cabin A/C Fan characteristics and general view:
Characteristics at 30 C OAT and sea level (1013mbar):
Power supply: 28 Vdc
Normal working temperature range: - 40 C to max. +85 C
Low speed flow rate: 8000 rpm / 5A / 90 g/s
High speed flow rate: 12300 rpm / 17A / 175 g/s
Weight: 1.6 kg
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Ventilation System
be open circuit.
The under-speed detection level will be the half off low speed and half off
high speed 15% (in tr/mn).
Cabin Fan 8012A020000 under speed detection:
AB 139
Training DOCTR 039
Ventilation System
o Ground Lowspeed
Cabin Fan 8012A020000 electrical logic:
AB 139
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Ventilation System
Cabin Fan 8012A020000 Pin Location :
AB 139
Training DOCTR 039
Ventilation System
Cabin Fan 8012A020000 (Forced ventilation/heating) general view:
AB 139
Training DOCTR 039
Condenser Fan characteristics and general view:
The condenser fan motor is a single-speed 28 VDC
motorized axial fan, 15 skewed ring blade fan driven by a
brushless DC motor.
Fan speed =3500 RPM
Voltage =28 VDC
Max. Current consumption =32A
Design point on ground at 60 C : 5 mbar / 700 g/s
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Training DOCTR 039
Condenser Fan pin location:
AB 139
Training DOCTR 039
Ventilated Temperature Sensor 92279A010000 description:
Two ventilated sensors one dedicated to the cockpit and the other to the cabin
zone measures the temperature and provide this information to the associated
air conditioningcontrol box.
This information is used for the automatic control of the air conditioningsystem.
The temperature sensor is ventilated by a small fan to obtain an accurate
measurement.
The sensor is composed of one integrated circuit temperature probe (PT1000)
potted in a tubular housing.
A stern allows the air to circulate around the electronic probe resulting in better
thermal response while protecting it fromaccidental damage.
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Ventilated Temperature Sensor characteristics/general view:
Characteristic
Weight <75 g
Power Supply : 28 Vdc, 0.1 A max
Sensor gain : 10 mV / K
Measuring range : -40 F to +160 F (-40 C to +70 C)
Output voltage : 0V at 0 K
Response time : 15 s
Fan characteristics : Power supply 24 VDC, 100 mA max.
AB 139
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Ventilated Temperature Sensor pin location (idem for ACCB2):
AB 139
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AI R CONDI TI ONI NG SYSTEM
TROUBLE SHOOTI NG TI PS
AB 139
Training DOCTR 039
Air Conditioning System trouble shooting using
Break-out box BOB - P/N92613A010000
and
Failure read out test Box - P/N92600A010000
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AI R CONDI TI ONI NG SYSTEM TROUBLE SHOOTI NG
To use Failure read out box please press on
Memorised failures in ACCB 1 (2):
Thermal Switch TS fault
Temp. Sensor fault
LowPressure, LP-Switch fault
High Pressure, HP-Switch fault
BOB (Interconnectedbetween Helicopter harness and one of the 2ACCBs:
A/C Selection Greenlight ON - 28 Vdc between jumper 29 (GND) and 46 (+28V)
Ventilation Selection Greenlight ON - 28 Vdc between jumper 36 (GND) and 46
(+28V)
Refer to preliminary Trouble shooting flow chart
Trouble Shooting Table
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Gener al
Mai nt enanc e
Rec ommendat i ons
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General Recommendations
Procedures are provided for general maintenance tips, inspection intervals.
CAUTION: Do not operate air conditioning system with condenser air outlet
blocked.
During refrigerant servicing operation and/or leakage test, a particular care must be
taken to the receiver servicing valve when using the command device P/N SBE
1261.
Any damage to this valve would cause a continuous leakage, leading to a unit
failure.
When in contact with ambient moisture, the refrigerant generates a corrosive acid
(chloridric type) which can cause major damages or failure to the components.
In order to avoid this, we recommend to observe the following points:
- During unit repair, cap all fittings as soon as opened and leave them capped
until just before they are re-connected.
- After assembly, vacuum pump the system for at least 45 minutes before
recharging, to ensure the removal of moisture which may have been absorbed
by the oil in the compressor and in the circuit.
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INSPECTION INTERVALS
Periodic inspections of the air conditioning system will keep the system
operating at peek efficiency. The inspections are simple visual inspections
requiring a minimal amount of time.
Components Dirt , Damage
Every 100 hours or 6 months Clean or replace component as
necessary
Compressor Belt Tension,
Wear
Within 5 hours of installing new belt, then
every 300 hours or 2 years
Tension or replace as necessary
Evaporator and condenser air
matrix dirty
Every 100 hours or 6 months Clean as necessary
Replace refrigerant and
receiver/filter
Every 2 years Drain, Recover, Leak check,
Vacuum, Recharge system with
refrigerant R134a : 1200g for the
cockpit loop and 1000g for the cabin
loop.
Avoid to close the cockpit and cabin gaspers, rather try to adjust
the temperature demand on the Cockpit/Cabin control panel.
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Syst em Ref r i ger ant
Ser vi c i ng
AB 139
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VACUUM PUMPING
DO THE LEAKAGE TEST
FILL WITH NITROGENE
DO THE VACUUM 45MIN
FILL WITH R134a + OIL if necessary
PERFORM A TEST TO CHECK THE
PERFO
FIND THE LEAKAGE
DO THE REPAIR
TEST OK: NO
LEAKAGE
LEAKAGE
MAINTENANCE/REPAIR
SYSTEM CHARGING FLOW CHART
AB 139
Training DOCTR 039
A) Oil Filling and Top-up:
1) During the first installation of a new air conditioning system :
Each compressor is already filled with the correct quantity 140 cc of oil PAG 244.
Once the compressor S/A is installed on the upper deck with the belt, remove the
plugs and connect the discharge and suction pipe to the compressor.
No additional oil should be added to the unit during refrigerant charging.
2) In service maintenance :
No scheduled oil check must be performed ! No oil gauge is provided on the
compressor!
3) During the refrigerant draining and filling of the air-conditioning
system without opening of the circuit (without disconnecting of the
refrigerant pipes and replacement of the compressor):
If the servicing bench allows to measure the recovered oil quantity, the same quantity
of new oil should be injected into the system prior charging with refrigerant (refer to
the charging bench manual).
Otherwise, add 30 cc of the oil PAG 244 to the system.
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Training DOCTR 039
3 continue)
This quantity of oil should be injected through the receiver charging valve
once the nitrogen leak check and the vacuum pump phase (pump down)
completed.
Add the quantity of 30cc of the oil PAG 244 and charge the loop with refrigerant
without openingof the system.
Nota : During charging pay attention to the refrigerant quantity, do not forget to
take into account the length of the refrigerant hose between charging bench and
receiver valve (approximately 30g of refrigerant per meter).
4) During refrigerant draining/filling along with the replacement of a part of
the refrigerant circuit, please refer to the previous recommendation in 3) and
add for each following part the specified quantity :
Evaporator 30cc (+recovered oil quantity or 20 cc)
Condenser 30cc (+recovered oil quantity or 20 cc)
Receiver desiccant filter 20cc (+recovered oil quantity or 20 cc)
Suction pipe 30cc (+recovered oil quantity or 20 cc)
Discharge pipe 10cc (+recovered oil quantity or 20 cc)
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Training DOCTR 039
Important :
The additional oil must always be filled into the compressor by the suction hole.
Further to an opening of the refrigerant circuit the replacement of the
receiver / filter is strongly recommended.
Compressor mechanical failure:
Flushing of the refrigerant circuit and replacement of the receiver/filter is strongly
recommended.
Subsequently to a compressor clutch failure :
Replace the compressor and make sure to have 100 cc of oil ACD46 inside the
new compressor.
Reminder : Always perform the filling through the suction hole.
Other parts like :
Rigid pipes, Thermostatic expansion valve, HP+LP switch :
10 cc (+recovered oil quantity or 30 cc).
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5) Oil top-up subsequently to a refrigerant leakage (system empty):
Estimate approximately the quantity of oil at the vicinity/surrounding area of the
leakage.
Depending on the type of leakage small or big, the quantity of lost oil is different.
Once the leakage repaired and if it is not possible to estimate the amount of lost
oil, fill 50 cc of oil PAG 244 into the suction hole of the corresponding compressor.
Prior charging of the system, perform the nitrogen leak check under 10 bar, than
evacuate/pump down for at least 45 minutes.
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B) Refrigerant Recovery/Charging
GENERAL
The air conditioning system uses refrigerant R134a and the compressor
lubricating oil used is ELFRIMA PAG 244.
No other refrigerant or compressor oil should be used.
Refrigerant R134a is non explosive, non-flammable, non -corrosive, has
practically no odor, and is heavier than air.
Although R134a is classified as a safe refrigerant, certain precautions
must be observed to personnel and property when working with R134a
refrigerant.
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WARNING:
a. Liquid R134a, at normal atmospheric pressure and temperature, evaporates so
quickly that it tends to freeze anything that it contacts. Care must be taken to
prevent any liquid refrigerant from coming into contact with skin.
b. Always wear safety goggles when servicing any part of the refrigerant system
to prevent refrigerant from coming into contact with the eyes.
c. To avoid explosion, never weld, use a blow torch, solder, steam clean, or use
excessive amounts of heat on, or in, the immediate area of the air conditioning
system, or refrigerant supply tank, full or empty, while they are closed to
atmosphere.
d. The refrigerant service cart/container has a safe strength. However, if handled
incorrectly, it will explode. Therefore, always follow the instruction on the label.
In particular, never store it in a hot location (above 126 F, 52 C) or drop it.
CAUTION: Do not operate air conditioning system with condenser air outlet blocked.
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SYSTEM DISCHARGING
General
The air conditioning system refrigerant must be discharged prior to disconnecting or
removing any components in the refrigerant loop.
Federal law prohibits discharging refrigerant into the atmosphere. Use only an R134a
compatible recycling/recovery unit when discharging the air conditioning system.
Discharging Procedure
1) Connect R134a compatible recycling/recovery unit to the R134a service valves on
the receiver/desiccant filter, and the suction valve/module.
2) Discharge the air conditioning system in accordance with the recovery unit's
instructions.
3) Note the amount of oil removed from the system during discharging, normally
indicated on the recovery unit once the process completed.
This amount of oil will have to be added back to the system during charging.
After component replacement refer to the oil top-up chapter, to define the correct oil
quantity which should be filled directly into the compressor suction hole.
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Leakage Test
Before charging the A/C with refrigerant, check the correct installation and
torque tighten of all pipe connections.
PRESSURE LEAK TEST OF THE REFRIGERANT CIRCUIT(strongly recommended)
Note :
The pressure leak test has to be implemented by using standard equipment
procurable on the local market (refrigerant connection hoses and taps,
pressure manifold etc).This test allows detection of important leakages of the
refrigerant circuit pipe connections by applying a maximum pressure of 10 bar
of dry nitrogen.
a Connect the nitrogen bottle equipped with an pressure regulator to a
manifold.
b Screw the blue hose on one side to the High Pressure outlet of the
manifold and on the other side to the servicing valve of the receiver.
c Open the nitrogen bottle and adjust a pressure of 10 bar, check the value
on the gauge of the manifold.
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Leakage Test cont.
d Open the tap on the receiver side and the tap on the pressure
manifold.
e Apply a pressure of 10 bar to the refrigerant circuit of the A/C.
f - Close all taps and the nitrogen bottle and start looking for a leak.
The leak detection can be performed in the following order :
1. whistling noise
2. with a standard aerosol using soapy water to localise leakages
by bubbles
3. using an R134a electronic leak seeker (mix nitrogen with R134a)
g If the pressure remains stable for at least 30 minutes the systemcan be
considered as correct.
h Disconnect the blue hose from the quick connection and slowly
decrease the nitrogen pressure inside the refrigerant circuit.
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AB 139
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EVACUATING SYSTEM
General
The air conditioning systemmust be evacuated prior to charging the systemwith
refrigerant.
Evacuatingthe systemremoves any moisture that may be in the system.
Use only an R134a compatible recycling/recovery unit when evacuating the air
conditioningsystem.
Evacuating Procedure
1) Connect R134a compatible recycling/recharging unit to the R134a service
valves on the receiver/desiccant filter and the suction valve/module.
If recovery unit does not have absolute pressure gauges, interconnect an
absolute pressure gauge protected by a tap, in-between the receiver service
valve and the recovery/recharging unit.
2) Evacuate the air conditioning system in accordance with the recovery unit
instructions for a minimum of 45 minutes.
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SYSTEM EVACUATING
Note :
Open the tap on the absolute pressure gauge and closely survey it.
If the pressure after 10 minutes of vacuum pumping does not reach the
value of at least 50 mbar absolute, stop vacuuming and search for a leak.
3) After 45 minutes of vacuum pumping note the remaining pressure and
isolate the pump. The pressure should remain almost stable and very
slowly increase (due to possible remaining refrigerant gas pockets).
If the pressure increases quickly, search for a leak.
4) Once the air conditioning system has been evacuated, it is then ready
for charging with new/recycled R134a refrigerant.
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SYSTEM CHARGING
General
Use only R134a refrigerant when charging air conditioning system. Federal law
prohibits discharging refrigerant into the atmosphere. Use only an R134a compatible
recycling/recharging unit when charging the air conditioning system.
Charging Procedure
1) Connect R134a compatible recycling/recharging unit to the R134a service valve on
the condenser receiver desiccant filter.
2) Charge the air conditioning system in accordance with the recovery/recharging unit
instructions.
1000g 50 g of refrigerant R134a for the cabin loop and 1200g 50 g for
the cockpit loop.
IMPORTANT : Never forget to take into account the length of the flexible hose (normally 3
meters) between the recovery/recharging unit and the receiver valve on the condenser
S/A. For each meter you have to add around 30 g of refrigerant.
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C) Component replacement :
Hose replacement:
During maintenance, of the unit, the following points must be strictly
observed:
- It is imperative to discard and replace all O-rings before assembly.
- Do not twist or bend the flexible hoses during installation and tightening.
- All coupling nuts must be torque tightened.
AB 139
Training DOCTR 039
Compressor Failure:
During maintenance of the system subsequently to a compressor failure, the following points
must be strictly observed:
- Replace the receiver desiccant filter
- Flush the condenser
- Clean the hoses by flushing (R11, Protene S1 etc.)
Note: Some of the failures (mechanical) could have been caused by the followingreasons:
- Excess or lack of oil in the compressor and/or in the system.
- Pollution of the circuit by particles coming fromprevious unit failure (compressor
damage).
AB 139
Training DOCTR 039
Special Tooling and Ingredients
Beside the Break out box and the Failure Read out Box, the following
listed tools are necessary for the maintenance of the Refrigeration
System.
These tools are specific for the refrigerant technology, moreover
standard mechanic tools are also required.
These extra tools can be obtained at your authorized local suppliers in
accordance with the laws in force in your country.
SEE TABLE NEXT PAGE
AB 139
Training DOCTR 039
P/N Description Required for
repair
Required for field
maintenance
SBE1261 or
Local market
Servicing valve command
device
Y
Local market R134a Refrigeration
Management unit for
recovering/charging
Y Y
35494-00 or
Local market
Special tool for servicing
valve removal
Y
Local market Absolute pressure gauge
0-150mbar
Y Y
Local market LP+HP Service Pressure
Gauge
Y
Local market Multi-meter Y Y
Local market Electronic R134a
refrigerant leak detector
Y Y
Local market Refrigerant connection
hoses
Y Y
AB 139
Training DOCTR 039
ANNEX
AB 139
Training DOCTR 039
GROUND RUN CHECK UP TABLE
AB 139
Training DOCTR 039
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LIEBHERR-AEROSPACE Toulouse Dez. 2003 TECHNICAL SERVICES

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