PMC-39-A0126-AF001-00

CHAPTER

ENVIRONMENTAL CONTROL

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SECTION 00 - ENVIRONMENTAL CONTROL

GENERAL DESCRIPTION
The enviromental control system is composed by:
• Distribution system :
• The cockpit ventilation;
• The cabin ventilation.
• Heating system :
• The air distribution;
• The bleed ai.
• The integrated Environmental Control System (ECS) includes these
primary components:
The heating system keeps the temperature in the cockpit and cabin at a
satisfactory temperature. The system also removes the mist from the
windshield and the cockpit windows.
The role of the system is to control the temperature ambient air as required by
the crew and passenger.
As a kit added to the basic ventilation and heating fit, the air conditioning kit is
required to allow maintenance of a safe level of oxygen content and prevent
build-up of CO and CO2 and to provide fresh air for removable of
contamination, moisture and objectionable odurs.

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CABIN VENTILATION GENERAL SCHEMATIC

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INTERFACE
The ventilation, the heating and the integrated environmental control system
are operated by the crew via the cockpit control panel. System control is as
follow:

Cockpit Control Panel

The cockpit control panel is divided into two major which may be operated
independently or together:
• VENT........................................ to control the cockpit and cabin
ventilation with the flapper valves
and the ventilation fans;
• COND / HEATER...................... to manage the temperature of the
air supplied.
There are two switches under the legend VENT
• Two rotary switches, VENT-CREW and VENT-PAX allow the pilot to
control the cockpit and cabin flapper valves and fans:
1 A 4-position rotary switch VENT-CREW controls the cockpit ventilation.
OFF prevents the entry of external air by commanding the flapper valves
to the recirculation position and switches OFF the fans, ON opens the
flapper valves but fans are OFF (i.e. air supplied by ram air action alone),
FAN LOW, and FAN HIGH control the fan speed accordingly.
2 A 4-position rotary switch VENT-PAX controls the cabin ventilation. OFF
prevents entry of external air by commanding the flapper valves o the
recirculation position and switches OFF the fans ON opens the flapper
valves but fans are OFF (i.e. air supplied by ram air action alone), FAN
LOW, and FAN HIGH control the fan speed accordingly.

NOTE A
When COND / HEATER-COND is selected to RECYCLE, both cockpit
and cabin flapper are forced into the closed, or recirculation, position.

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CABIN VENTILATION INTERFACE

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DESCRIPTION AND OPERATION OF MAJOR COMPONENTS

VENTILATION SYSTEM

Cockpit Ventilation
Two isolated circuits supply the airflow to the pilot and copilot stations. The
circuits are the left circuit for the copilot, and the right circuit for the pilot. The
components included in each of the two circuits are the same. The external
ram air enters the two circuits through the air intakes installed under the nose
section of the helicopter. The position of the air intakes is the farthest possible
from the engine exhausts. Thus the exhaust gases cannot go into the
ventilation system.

Cabin Ventilation
The air that flows to the cabin goes into the system through an air intake
installed in the forward sliding cowling. The position of the air intake is the
farthest possible from the engine exhaust, thus the exhaust gases cannot go
into the ventilation system. The cabin flapper valve controls the airflow. The
valve is operated electrically and the crew sets it to open or close with the PAX
selector. The selector is installed on the ventilation control panel in the cockpit.
Downstream of the flapper valve, the air flows through a hose and a duct to a
water separator, and then into a manifold. From the manifold, the air is sent to
the cabin air inboard and outboard diffusers.

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PILOT VENTILATION SYSTEM

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PILOT VENTILATION SYSTEM SCHEMATIC

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CABIN VENTILATION SCHEMATIC

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HEATING SYSTEM Downstream the check valves, the two pipes connect and become one
stainless steel pipe. This pipe has a flexible section that absorbs the thermal
Air Distribution expansion.
The air distribution distributes the mixed air from the jet pump flows to the Through this pipe, the hot and high-pressure bleed air goes to a temperature
cockpit and cabin through flexible and rigid ducts. The airflow from the jet pump control valve. This valve controls the quantity of bleed air that flows to the jet
goes to the two lines installed on each side of the cabin under the floor. Each pump installed downstream of it. The hot bleed air and the external air from an
line gets half of the airflow. Then the air enters the cabin through four diffusers inlet at the top of the cabin wall mix in the jet pump.
that are installed near the floor. Downstream of the cabin air diffusers, the air A secondary injector also supplies bleed air to the jet pump. The airflow from
flows into the cockpit through two air outlets that are installed on the left and the secondary injector bypasses the temperature control valve when it is in
right side of the pedestal, near the floor and adjacent the pilot and copilot pedal failure.
sets.
The heating control panel in the cockpit and the heating control box let the flight
crew operate the heating system as necessary.
The heating control box also monitors the system and sends warnings to the SYSTEM OPERATION
flight crew when the air temperature becomes too high. The heating system operates in those modes: the automatic mode and the
A duct temperature sensor and an overheat temperature switch give the data manual mode.
necessary for these functions. The switch is installed on the mixing unit of the In the automatic mode the heating control box controls the temperature of the
venturi duct (jet pump). mixed airflow. To do this, it compares the temperature of the mixed air supplied
by the temperature sensor with the temperature set on the heating control
panel.
Bleed Air The temperature control valve opens or closes to give the correct temperature.
The air from the bleed port of each engine flows in the related stainless-steel This temperature is the temperature at which the difference between: – The
pipe to one of the shut-off valves. There are two pipes in the helicopter, one temperature the flight crew has set on the cockpit control panel and – The
for each bleed port, and their routing is through the engine compartments. temperature measured at the duct temperature sensor at the exit of the venturi
Thus, these sections of the pipes go through the fire zone. duct is minimum.
The bleed airflow is only 2 percent of the total engine airflow. The size of the When the AUTO mode is set (HTR selector set on AUTO), the flapper valves
opening on each of the flanges of the bleed pipes installed on the engines of the cockpit and cabin ventilation sub-systems are closed. But the flight crew
prevents higher bleed airflow. can use the related selector to manually operate them.
Flexible sections in each pipe absorb the thermal expansion and the vibrations If the temperature sensor senses a too high temperature in the duct, the
of the engines. temperature switch operates and closes the Number 1 and Number 2 shut-off
Downstream of the shut-off valves and out of the fire zone, each pipe goes to valves.
a check valve in the rear upper deck. The check valves prevent the flow of the The heater control panel sends the HEATER AUTO MODE command to the
bleed air from one engine to the other. ENG FIRE EXTING control panel before it sends it to the heater control box.

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This disconnects the heating system if, on the ENGINE FIRE EXTING control-
panel, the ENG 1 and ENG 2 are at set at ARM.
In the manual mode (HTR selector set on MAN), the heating control box is
overridden. Then the TEMP CONTR selector, on the heating control panel,
controls the temperature control valve.
This lets the crew change the position of the temperature control valve as
necessary to have a direct control of the temperature of the air that goes in the
cockpit and in the cabin. This is to remove the mist from the windshield and
cockpit windows if necessary.
The Primary Flight Display (PFD) and the Multifunction Display (MFD) show
the related indications for the flight crew.
The MFD shows, on the CAS window, the caution and advisory messages that
follow:
• HEATER FAIL......................... The heating system is unserviceable
• HEATER VENT.........................................
The Heating system ON.
The indications shown on the PFD and the MFD are sent from the Number 1
and Number 2 Modular Avionics Units (MAU1 and MAU2). This because they
have an interface with the heating system.

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HEATING SYSTEM (SHEET 1 OF 2)

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HEATING SYSTEM (SHEET 2 OF 2)

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INTEGRATED ENVIRONMENTAL CONTROL SYSTEM the selector is at FAN LOW or FAN HIGH, it controls the fans to turn at the
The functions of the integrated environmental control system are operated by related speed. Each axial-flow fan blows the external or re-circulation air to the
the flight crew from the ECS cockpit control panel installed in the cockpit. cabin evaporator where the temperature of the air is decreased as necessary.
The ECS cockpit control panel is divided into two parts. One part has the label Each fan has an under-speed detection device that prevents damage if the
VENT, and gives control of the cockpit and cabin ventilation. The other has the rotor becomes locked, and a thermal protection device. The thermal protection
label COND/HEATER, and lets the flight crew set the temperature of the air in device opens the related circuit when the temperature is 120 C to prevent
the cockpit and the cabin. damage to the electronics
The VENT-CONTR toggle switch lets the flight crew give the control of the
cabin air conditioning to the cabin control panel. The cabin control panel
controls the cabin functions when the two-position VENT-CONTR switch is at
PAX. When the switch is at CREW, the cockpit control panel has the control
of the cabin air conditioning.
Then there are the four-position VENT-CREW selector and the four-position
VENT-PAX selector. These selectors let the flight crew control the related
flapper valves and fans.
The VENT-CREW selector has the OFF, ON, FAN LOW and FAN HIGH
positions. When the selector is at OFF the flapper valves are closed. The flow
of external air into the cockpit is prevented, but not fully: a very small quantity
of external air continues to flow around the internal flap of each valve. Also,
the cockpit fans are off. When the selector is at ON the flapper valves are open,
but the fans remain off. The external air that goes into the cockpit is ram air.
When at FAN LOW or FAN HIGH, the selector controls the fans to turn at the
related speed. Each axial-flow fan blows the external or re-circulation air to the
related cockpit evaporator where the temperature of the air is decreased as
necessary. Each fan has an under-speed detection device that prevents
damage if the rotor becomes locked, and a thermal protection device. The
thermal protection device opens the related circuit when the temperature is
120 C to prevent damage to the electronics.
The VENT-PAX selector has the OFF, ON, FAN LOW and FAN HIGH
positions. When the selector is at OFF the flapper valve is closed. The flow of
external air into the cabin is prevented, but not fully: a very small quantity of
external air continues to flow around the internal flap of the valve. Also the
cabin fans are off. When the selector is at ON the flapper valve is open, but
the fans remain off. The external air that goes into the cabin is ram air. When

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INTEGRATED ENVIRONMENTAL CONTROL SYSTEM

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INTEGRATED ENVIRONMENTAL CONTROL SYSTEM

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MONITORING AND DIAGNOSTIC

Displays
The primary Flight Display (PFD) installed in the instrument panel in front of
the pilot and the Multifunction Display (MFD) installed in the central instrument
panel, show the parameters of ECS operation and related crew alerting system
(CAS) messages. ECS status is communicated to the flight by Caution and
Advisory messages displayed on the MFD.

Cursor Control Device (Ccd)

The CCD Panel, installed in the central cockpit console, controls the selection
of different pages of information on the MFD. The CCD is a controller that
interfaces between the avionic system and the Displays Unit (DU) and is used
by the DU processing for cursor positioning, scrolling of crew alerting display,
display range selection and control of other display functions. The duplex
modular avionics units (MAU 1 and MAU2) receive information from the air
conditioning control system and communicate it to the CCD.
The following tables shows the CAS messages advising system status.

CAUTION MESSAGE SYSTEM MALFUNCTION

Failure of the cockpit air conditioning system.

May be caused by refrigerant over-pressure, re-
FWD COND FAIL frigerant under pressure, low evaporator air tem-
perature or failure to control internal ambient
temperature as commanded by the control panel.

Failure of the cabin air conditioning system.

May be caused by refrigerant over pressure, er-
AFT COND FAIL frigerant under pressure, low evaporator air tem-
perature or failure to control internal ambient
temperature as commanded by the control panel.

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INDICATING

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SECTION 20 - DISTRIBUTION

DESCRIPTION of ULTEM 2300/2310 (30% glass-filled polytherimide) and the shaft is

made from stainless steel.
The role of the Environmental Control System (ECS) is to distribute air, to
• Five outlets:
provide comfortable conditions for the crew members and the passengers.
This is achieved by four systems which are: • Two adjustable face outlets on the instruments panel.
• Cockpit Ventilation system pilot and copilot • Two free outlets for the windshield (main and side).
• Cabin Ventilation system • One free outlet for the lower window.
• Heating system
• Air Conditioning system NUMER 1 AND NUMBER 2 COCKPIT FLAPPER VALVES
The cockpit ventilation has two flapper valves. The Number 1 and Number 2
COCKPIT VENTILATION SYSTEM – DESCRIPTION flapper valves are installed at the bottom of the instrument panel, forward of
the control panel. Each flapper valve includes a butterfly valve contained in a
For the cockpit, two separate systems provide air for pilots. cylindrical body made of glass-fiber phenolic-resin.
Outside ram air enters the system through two air intakes positioned in the An electrical actuator installed on a bracket attached to each body operates
nose section. the butterfly valve.
Outside ram flow is controlled by an electrically actuated flapper valve, set by The cockpit flapper valve is of the interlocked type. The CREW selector
the crew with a 4 position rotary switch on the control panel. installed on the ventilation control panel operates them.
Forced air for ventilation or defogging is provided by two speed axial fans, one The actuator that moves the flapper valves includes an electronic motor and a
per system. worm screw. It also has microswitches that give an indication of the fully open
The blowers are manually controlled by the crew. or fully closed position.
Air is then distributed to the different outlets, main windshield and side windows
diffusers.
Pilot and copilot ventilation systems are independent and arranged
symmetrically. Each of them is composed of:
• A Ram Air Intake located in the lower part of the cockpit.
• A Flapper Valve, installed at the bottom of the instrument panel, forward
of the control pedals.
• An Electrical fan for forced air operation, installed in aluminium casing.
Each Electrical fan includes an impeller and a shaft. The impeller is made

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FLAPPER VALVE

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NUMBER 1 AND NUMBER 2 COCKPIT FANS

The Number 1 and Number 2 cockpit fans and their motors are installed in an
aluminium casing.
They include an impeller and a shaft. The impeller is made of ULTM 2300/2310
and the shaft is made from stainless steel.
A printed circuit board is installed in each assembly. And an integrated
electronic box with an EMI filter is attached to the body of the fan.
The Number 1 and Number 2 cockpit fans send the air to their related ducts.
A printed board is installed in each assembly. An an integrated electronic box
with an EMI filter is attached to the body of the fan. Each cockpit fans send the
air to its related ducts. The 28 VDC Main Bus Bar No.2 supplies the electrical
power to the ventilation cockpit fans No.2 and the cockpit control panel through
the VENT circuit breaker VENT CKPT FAN 2.
The 28 VDC Non Essential Bus Bar No.1 supplies the electrical power to the
ventilation cockpit fan No.1 through the VENT circuit breaker VENT CKPT FAN
1. This circuit breaker is installed on the circuit breaker panel on the overhead
console.
NOTE A
The axial flow fans have two-speed brushless motors equipped with
under-speed detection to prevent damage in the event of a locked
motor and thermal protection to prevent overheat of the electronics.
The under-speed detection level will be the half of the low speed for
both high speed and low speed selection.
The under-speed failure is subject to a time delay of 6 to 10 sec to
prevent spurious fault indication, after which period, power supply to
the fan will be interrupted and OFF/ON selection will have to be made.
The re-settable thermal protection device is set to trip at 120°C.

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COCKPIT VENTILATION GENERAL SCHEMATIC

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COCKPIT VENTILATION – OPERATION from the fully closed to fully open position, the selector must be set to the ON
position. Then the selector can be set to FAN LOW (speed) or FAN HIGH
Two isolated circuits supply the airflow to the pilot and copilot stations. The (speed) to operate the Number 1 and Number 2 cockpit fans.
circuits are the left circuit for the copilot, and the right circuit for the pilot. The The PAX selector has two positions that show the OFF and ON marks. To
components included in each of the two circuits are the same. move the cabin flapper valve to the fully closed to fully open position, the
The external ram air enters the two circuits through the air intakes installed selector must be set to the ON position. When is installed the cabin fan
under the nose section of the helicopter. The position of the air intakes is the (optional), the PAX selector has four positions that show also the FAN LOW
farthest possible from the engine exhausts. Thus the exhaust gases cannot go and FAN HIGH marks.
into the ventilation system. The CONTROL switch has two positions: CREW and PAX.
The airflow in each circuit is controlled through the flapper valves that are The fans do not operate when the flapper valves are closed.
operated electrically. The crew sets the valves to the open/close position with The duct of each circuit that supplies the air has a hose that drains and releases
the CREW selector installed on the ventilation control panel in the cockpit. overboard the condensation.
Two axial fans supply the airflow for ventilation and the removal of mist. The air goes into the cockpit through:
The crew can set the fans to OFF, FAN LOW (speed) or FAN HIGH (speed)
with the CREW selector installed on the ventilation control panel. • The left and right front face outlets
The ventilation control panel is installed into the interseats console in the • The left and right windshield demisters
cockpit. It gives the flight crew the control of the cockpit and cabin ventilation.
• The left and right lateral windshield-demisters and
The panel has these controls and indications:
• CREW selector:.......................... controls the operation of both the • The left and right window demisters.
Number 1 and Number 2 cockpit
flapper valves and both the
Number 1 and Number 2 cockpit
fans.
• The PAX selector:..................... controls the operation of the cabin
flapper valve and if installed
(optional) the cabin fan. In this
condition the ventilation control
panel becomes an optional item for
the cabin fan installation.
• The CONTROL switch:................. let the functions of the CREW or
PAX selector.
The CREW selector has four positions that show the OFF, ON, FAN LOW and
FAN HIGH marks. To move the Number 1 and Number 2 cockpit flapper valves

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COCKPIT VENTILATION CONTROL PANEL

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The normal operation and the malfunctions of the cockpit ventilation are
monitored through the Primary Flight Display (PFD’s) and the Multifunction
Displays (MFD’s).
During normal operation, the FWD VENT advisory message is shown on the
CAS window of the MFDs and the PFD. This advisory message indicates that
the cockpit ventilation is [Link] case of a malfunction, a VENT FAIL caution
message is shown on the CAS window of MFD and the PFD.
The advisory and caution signals are sent to the PFD and the MFDs from the
Number 1 and Number 2 Modular Avionics Units. This because they have an
interface with the cockpit ventilation.

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COCKPIT VENTILATION GENERAL LAYOUT

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CABIN VENTILATION SYSTEM – DESCRIPTION The PAX selector, installed on the ventilation control panel, controls the flapper
valve.
The Cabin ventilation system is a single independent system which provides
fresh air to passengers and is composed of:
• a Ram Air Intake located on the upper deck fairing. CABIN FAN (OPTIONAL)
• two flapper valves (LH and RH), electrically controlled to be either fully When installed, the cabin fan is installed downstream the cabin flapper valve
open (ventilation on) or fully closed (ventilation off). in the cabin ventilation circuit. The fan is of the axial type.
• two electrical fans for forced air operation. The fan and its motor are installed in an aluminium casing. They include an
impeller and a shaft. The impeller is made of ULTM 2300/2310 and the shaft
• twelve adjustable outlets located in the PSUs (Passenger Service Units). is made from stainless steel.
For the cabin, the outside ram air enters the system through one air intake in The PAX selector, installed on the optional ventilation control panel, controls
the forward pylon fairing of the cabin roof. both the cabin flapper valve and the cabin fan.
The air is then routed by ducts on the high sides of the cabin. The 28 V DC Non Essential Bus Bar No. 1 supplies the electrical power to the
The outside ram air flow is controlled by a flapper valve electrically actuated, ventilation fan through the CABIN FAN circuit breaker. This circuit breaker is
set by the crew with a 4 position rotary switch on the control panel. installed on the circuit breaker panel on the overhead console.
Forced air for ventilation is provided by 2 speed axial fans.
The blower is manually controlled by the crew.
Air is then distributed via the plenum to both lateral manifolds, each one being
separated.

CABIN FLAPPER VALVE

The cabin flapper valve is installed in the cabin ventilation circuit in the forward
sliding cowling. It lets the air from the air intake go into the system.
The flapper valve includes a butterfly valve contained in a cylindrical body
made of glass-fiber phenolic-resin.
An electrical actuator installed on a bracket attached to the body operates the
butterfly valve.
The actuator that moves the flapper valve includes an electronic motor and a
worm screw. It also has microswitches that give an indication of the fully open
or fully closed position.

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CABIN VENTILATION GENERAL SCHEMATIC

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CABIN VENTILATION SYSTEM – OPERATION The advisory and caution signals are sent to the PFD and the MFDs from the
Number 1 and Number 2 Modular Avionics Units. This because they have an
The air that flows to the cabin goes into the system through an air intake interface with the cabin ventilation.
installed in the forward sliding cowling. The position of the air intake is the
farthest possible from the engine exhaust, thus the exhaust gases cannot go
into the ventilation system.
The cabin flapper valve controls the airflow. The valve is operated electrically
and the crew sets it to open or close with the PAX selector. The selector is
installed on the ventilation control panel in the cockpit.
Downstream of the flapper valve, the air flows through a hose and a duct to a
water separator, and then into a manifold. From the manifold, the air is sent to
the cabin air inboard and outboard diffusers.
A fan is installed downstream of the cabin flapper valve to increase the airflow
to the cabin when:
• The forced ventilation kit, or
• The heating and forced ventilation kit are installed in the helicopter.
The fan is of the axial type and turns at two speeds.
The fan does not operate when the flapper valve is closed.
The suction of the ventilation fan lets the external air flow into the helicopter
through the air intake installed in the forward sliding cowling. Then the air flows
through the ducts of the cabin ventilation and into the cabin.
The fan has an interface with the flapper valve in the duct in the upper
transmission deck. The logic of the control prevents the operation of the fan
when the flapper valves are fully closed.
The normal operation and the malfunctions of the cabin ventilation are
monitored through the Primary Flight Display (PFD) and the Multifunction
Displays (MFDs).
During normal operation, the AFT VENT advisory message is shown on the
CAS window of the MFDs and the PFD. This advisory message indicates that
the cabin ventilation is [Link] case of a malfunction, the VENT FAIL caution
message is shown on the CAS window of MFD and the PFD.

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CABIN VENTILATION GENRAL LAYOUT

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VENTILATION SYSTEM CONTROLS • FAN HIGH: ......................... cabin flapper valves are open
and electrical fan operates at
The cockpit and cabin ventilation controls are housed on the ECS COCKPIT
high speed (forced airflow).
CONTROL PANEL that is located on the console.
The operative functions and the malfunctions are displayed in the CAS 3 VENT CONTR switch:
message windows of the MFD. • CREW ................................ Enables the VENT PAX rotary
The ECS Cockpit Control Panel provides the following functions: switch (2).
1 VENT CREW rotary switch:
• PAX .................................... Enables the VENT rotary switch
• OFF: ................................... Pilot and copilot flapper valves in the cabin (optional).
are closed (no airflow).
• ON: ..................................... Pilot and copilot flapper valves NOTE B
are open (Ram airflow). If the cabin controller is not installed, selecting the VENT CONTR
switch to PAX causes the cabin flapper valves to open (Ram airflow)
• FAN LOW: .......................... Pilot and copilot flapper valves
are open and electrical fan and disables the VENT PAX rotary switch.
operates at low speed (forced
airflow).
• FAN HIGH: ......................... Pilot and copilot flapper valves
are open and electrical fan
operates at high speed (forced
airflow).
2 PAX CREW rotary switch:
• OFF: ................................... Cabin flapper valves are closed
(no airflow).
• ON: ..................................... Cabin flapper valves are open
(Ram airflow).
• FAN LOW: .......................... Cabin flapper valves are open
and electrical fan operates at
low speed (forced airflow).

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ICN-39-A-212000-G-A0126-00270-A-01-1

VENTILATION SYSTEM CONTROLS

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VENTILATION SYSTEM INDICATING

The caution provided in the CAS message window is as follows:
1 VENT FAIL:
• Failure of the crew ventilation fan.
• Failure of both nose avionic bay fans (long nose configuration only).
2 NOSE FAN 1(2) OFF ................. Caution triggered on ground only.
The advisories provided in the CAS message window are as follows:

3 FWD VENT .................................... Forward (crew) ventilation ON.

4 AFT VENT ON .......................................... Cabin fan switched ON.
5 FWD-AFT ENT ON ................... Both forward (crew and cabin fans
ON.

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ICN-39-A-212000-G-A0126-03514-A-01-1

VENTILATION SYSTEM INDICATING

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LEADING PARTICULARS - Supply voltage....................... 18V to 32V (28VDC NON ESS

BUS1)
• PILOT FLAPPER VALVE:
- Max current consumption................................................... 7A
- Supply voltage..................... 17V to 32V (28 VDC from ECS
COCKPIT CONTROL PANEL) - Low speed............................................................... 7500 rpm
- Nominal current.............................................................. < 1A - High speed............................................................ 13200 rpm
- Operating pressure................................................ 35 mbar g • CABIN FAN 2:

- Maximum opening / Closing time....................................... 5s - Supply voltage....................... 18V to 32V (28VDC NON ESS
BUS2)
• COPILOT FLAPPER VALVE:
- Max current consumption................................................... 7A
- Supply voltage..................... 17V to 32V (28 VDC from ECS
COCKPIT CONTROL PANEL) - Low speed............................................................... 4900 rpm
- Nominal current.............................................................. < 1A - High speed.............................................................. 9300 rpm
- Operating pressure................................................ 35 mbar g • ECS COCKPIT CONTROL PANEL:

- Maximum opening / Closing time....................................... 5s - Supply voltage........................ 18V to 32V (28 VDC MAIN
BUS2)
• PILOT FAN:
- Supply voltage....................... 18V to 32V (28VDC MAIN
BUS2)
- Max current consumption................................................... 7A
- Low speed............................................................... 7350 rpm
- High speed............................................................ 14200 rpm
• COPILOT FAN:
- Supply voltage....................... 18V to 32V (28VDC NON ESS
BUS1)
- Max current consumption................................................... 7A
- Low speed............................................................... 7350 rpm
- High speed............................................................ 14200 rpm
• CABIN FAN 1:

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ICN-39-A-212000-G-A0126-03289-A-01-1

VENTILATION SYSTEM ELECTRICAL SCHEMATIC

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SECTION 40 - HEATING

DESCRIPTION
The role of heating system is to maintain a comfortable environmental in the
cabin for the crew and passengers.
This system also provides defogging of the main windshields and the lower
windows of the cockpit.
The basic heating system uses bleed air from the compressor discharge port
of each engine.
The heating system supplies cockpit and cabin with a mix of hot pressurized
air bled from the compressor discharge port (P3) of both engines and external
air sucked in through an air inlet on the LH aft fuselage.
The engine hot pressurized air is routed to the Temperature Control Valve
(TCV) which controls the quantity of hot air to be mixed with outside fresh air
sucked in by a jet pump. The mixing occurs in the jet pump.
The mixed air enters the cabin and the cockpit via the air distribution ducts.
Diffusers in the floor area outlet the heating air into the cabin (passenger area).
The distribution ducts connect the cockpit ventilation system for the pilots.
The airflow temperature is automatically controlled by the Heating Control Box
(HCB) through the TEMP CONTR knob on the COND/HEATER control panel
when the COND/HTR selector is set at AUTO.
In case of failure of the automatic temperature control, the pilot can manually
control the position of the TCV by setting the COND/HTR selector to MAN and
using the TEMP CONTR knob as a trim switch.

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ICN-39-A-214000-G-A0126-00252-A-01-1

HEATING GENERAL SCHEMATIC

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AIR DISTRIBUTION to the insulated hose. It decrease the noise that came from the Number 1 and
Number 2 engines bleed-air.
The air distribution distributes the mixed air from the jet pump flows to the
cockpit and cabin through flexible and rigid ducts.
on each side of the cabin under the floor. Each line gets half of the airflow. COCKPIT AND CABIN AIR OUTLETS AND DIFFUSERS
Then the air enters the cabin through four diffusers that are installed near the
floor. They are the left and right-forward cabin-air diffusers and the left and The air distribution has two air outlets at the bottom of the cockpit and four
right-aft cabin-air diffusers installed respectively at STA X3560 and STA cabin air diffusers. The air outlets blow the warm air from a position near the
X5700. floor and adjacent the pilot and copilot pedal sets. They are:
Downstream of the cabin air diffusers, the air flows into the cockpit through two • The cockpit left air outlets
air outlets that are installed on the left and right side of the pedestal, near the • The cockpit right air outlets
floor and adjacent the pilot and copilot pedal sets.
The heating control panel in the cockpit and the heating control box let the flight • The left forward cabin air diffuser
crew operate the heating system as necessary. • The right forward cabin air diffuser
The heating control box also monitors the system and sends warnings to the
• The left aft cabin air diffuser
flight crew when the air temperature becomes too high.
A duct temperature sensor and an overheat temperature switch give the data • The right aft cabin air diffuser.
necessary for these functions. The switch is installed on the mixing unit of the The position of the two air outlets at the bottom of the cockpit is adjustable.
venturi duct (jet pump).

INSULATED HOSE
The insulated hose is installed in the right side of the rear cabin and connected
to the noise attenuator at one end. The opposite end of the insulated hose is
connected to the venturi duct (jet pump). Its insulation keeps the temperature
of the warm air that flows through, stable.

NOISE ATTENUATOR
The noise attenuator is installed in the bottom right side of the aft cabin
approximately at STA 5700. Two clamps attaches it to the Y-branch duct and

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ICN-39-A-214000-G-A0126-00253-A-01-1

CABIN VENTILATION GENERAL SCHEMATIC

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BLEED AIR valves and below the engine firewall there are two rigid ducts. The ducts are
made of stainless steel and have an insulation. They are connected to the
The air from the bleed port of each engine flows in the related stainless-steel check valves that are attached to a tee duct and an assembly that includes a
pipe to one of the shut-off valves. There are two pipes in the helicopter, one flexible and a rigid duct. Also these ducts have an insulation. They are also
for each bleed port, and their routing is through the engine compartments. connected to the temperature control valve.
Thus, these sections of the pipes go through the fire zone. The insulation of the ducts is made of fiberglass contained in a Viton casing,
The bleed airflow is only 2 percent of the total engine airflow. The size of the and attached with Velcro tape. The insulation keeps the temperature of the
opening on each of the flanges of the bleed pipes installed on the engines surface of the ducts at 200 C, that is a temperature less than the temperature
prevents higher bleed airflow. at which the fluids in the area can burn. The Viton casing does not let
Flexible sections in each pipe absorb the thermal expansion and the vibrations contamination go into the insulation.
of the engines. The sections of the high pressure duct are connected through flanges with
Downstream of the shut-off valves and out of the fire zone, each pipe goes to bolts, nut couplings and vee-band couplings.
a check valve in the rear upper deck. The check valves prevent the flow of the Thus contamination cannot go into the heating system and the risk that there
bleed air from one engine to the other. is a leakage of hot and high-pressure bleed air is minimum.
Downstream the check valves, the two pipes connect and become one
stainless steel pipe. This pipe has a flexible section that absorbs the thermal
expansion. NUMBER 1 SHUT-OFF VALVE
Through this pipe, the hot and high-pressure bleed air goes to a temperature
control valve. This valve controls the quantity of bleed air that flows to the jet The Number 1 shut-off valve (HR1) is attached to the firewall in the engine
pump installed downstream of it. The hot bleed air and the external air from an compartment. It stops the flow of bleed air from the Number 1 engine to the
inlet at the top of the cabin wall mix in the jet pump. heating system when the temperature becomes too high.
A secondary injector also supplies bleed air to the jet pump. The airflow from The valve is usually closed when the solenoid of its actuator is not energized.
the secondary injector bypasses the temperature control valve when it is in The valve body, the flanges, the piston and the internal components are made
failure. of stainless steel. The housing of the actuator is made of poly-ether ether-
ketone and aluminium alloy that is anodized with sulphuric acid. The body of
the electrical connector is made of stainless steel.
HIGH PRESSURE DUCT When the engines operate and the actuator solenoid is not energized (the SOV
switches are at OFF), the valve vent port is closed.
The two high-pressure ducts that connect the engines to the Number 1 and In this condition, the bleed air pressurizes the chamber behind the piston. Thus
Number 2 shut-off valves are flexible. A section is made of a convoluted pipe the force on the piston inner side is higher than the force on the piston crown.
from stainless steel that has a protection. This protection is a stainless steel The downstream pressure applies the force on the piston crown.
braid. The difference in pressure holds the piston closed when the solenoid is not
The bleed airflow is only 2 percent of the total engine flow. This because the energized.
air goes through a hole on the engine connection flange, the dimensions of The piston rings prevent too much of a downstream leakage from the piston
which do not let more air flow into the system. Downstream of the shut-off chamber. When the solenoid of the actuator becomes energized (SOV

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switches ON), the solenoid shaft pushes the ball against the spring. The ball
then moves away from the vent port, and the port stays open.
The shut-off valve is also of the fail-safe type. If power supply to the actuator
stops, it closes automatically.

NUMBER 2 SHUT-OFF VALVE

The Number 2 shut-off valve (HR2) is attached to the firewall in the engine
compartment. It stops the flow of bleed air from the Number 2 engine to the
heating system when the temperature becomes too high.
The valve is of the same type of the Number 1 shut-off valve, and its function
are also the same. The valve is in the symmetrical position related to the
Number 1 shut-off valve.

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ICN-39-A-214000-G-A0126-00254-A-01-1

HEATING SYSTEM SHUT-OFF VALVE 1 AND 2

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VENTURI DUCT (JET PUMP) control box. Thus, the system supplies air at the correct pressure and speed
and at the temperature that the crew sets.
The Venturi duct (jet pump) includes a venturi mixing unit and the two injectors A temperature switch is installed adjacent to the duct temperature sensor at
of the engine bleed air. The mixing unit is made of composites, the injectors the jet pump outlet.
are made of stainless steel. When the temperature control valve is closed, the secondary injector supplies
The diverging section of the venturi makes the mixing chamber. It has a a small flow of bleed air to the Venturi throat. The suction causes again external
protection from heat and is isolated from the injector assemblies that operate air to go into the system, where it mixes with the bleed air. The flow of mixed
at high temperature. air is sufficient to remove the mist from the helicopter windshield and cockpit
The jet pump is installed on the ceiling of the cabin. It is connected to: windows.
• The temperature control valve
• The intake duct of the external air AIR INTAKE DUCT
• The ducts of the low-pressure heating air. The air intake duct is installed in top left side of the cabin at STA 6700. Six
The two functions of the jet pump are: screws attaches it to the fuselage structure. A mesh is the protection of the
• To supply clean air to the cabin and cockpit inlet and prevent ingestion of unvwanted objects.
• To supply a flow of air at a controlled temperature.
The clean air is external air that flows into the helicopter through an external NUMBER 1 CHECK VALVE
inlet because of the effect of suction.
The controlled temperature air is used to increase the internal temperature. The Number 1 check valve is of the double-flapper type and has the following
Also it is used to remove the mist from the windshield and cockpit windows. components:
The temperature control valve controls the temperature and quantity of air that • Vee-band couplings that attach the check valve to the Number 1 bleed-
is supplied to the primary injector. The air that goes to the secondary injector, air ducts
which is smaller than the primary one, bypasses the temperature control valve. • The base
The hot and high-pressure air from the temperature control valve flows out of
the primary injector at the throat of the jet-pump Venturi. • The two flappers
The speed of the air from the injector and the converging section of the Venturi • The hinge pin
causes a low pressure area. The suction of this area causes some air to flow
• The collar
to it from the higher pressure area behind the injector. This is external air
because the area is connected to the external inlet at the top of the cabin wall. • The spring
The diverging section of the Venturi expands the bleed air and mixes it with The two spacers.
•
the external air.
The duct temperature sensor installed at the outlet of the pump controls the When the check valve is fully open, the airflow flows freely, with minimum
temperature of the mixed air. To do so, it sends a feedback signal to the heating resistance.

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The check valve prevent an opposite flow of bleed air to the other engine. This
when the pressure of the bleed air from the two engines is very different.

NUMBER 2 CHECK VALVE

The Number 2 check valve is of the double-flapper type and has the same
components and function as the Number 1 check valve. Its position is at the
opposite symmetrical side of the high-pressure T-shape duct.

TEMPERATURE CONTROL VALVE

The temperature control valve is installed on the top of the jet pump, and below
the engine firewall.
The valve is cylindrical, and includes a carbon plug and a stainless steel body.
A DC motor with brushes is connected to the valve plug through a tangential
motor and a shaft.
The valve actuator assembly is installed in a casing made of poly-ether ether-
ketone and aluminum alloy. It is installed on a base that has an insulation from
heat.
The plug can turn in the body to any position from fully open to fully closed.
Microswitches sense and control the fully open and fully closed positions.
A spring washer with a cap holds the valve against its seal.
The temperature control valve controls the temperature of the bleed air that
flows through the high pressure duct to the jet pump injector.

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ICN-39-A-214000-G-A0126-00255-A-01-1

HEATING SYSTEM CHECK VALVE 1 AND 2

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TEMPERATURE SWITCH
The temperature switch is attached to a boss with a thread at the outlet of the
mixing unit of the jet pump. It includes a housing, a thermal switch and an
electrical connector.
The housing is made of stainless steel. The thermal switch is of the two-metal
type. The electrical connector is welded to the housing.
When the temperature in the duct becomes higher than the set temperature,
the switch opens. This prevents damage to the ducts and too much increase
in cabin and cockpit temperature. The temperature switch opens when the duct
temperature is 85 ± 5 C. It closes when the temperature is 70 ±5 C.
A signal is sent to the heating control box and the shut-off valves to give a
DOTS open or closed indication.
When the switch is at ON because the temperature in the duct is too high, an
HEATER FAIL caution message is shown in the CAS window of the
Multifunction Display. Also, the two shut-off valves automatically stop the
heating system.

TEMPERATURE SENSOR
The temperature sensor is attached to a boss with a thread at the outlet of the
mixing unit of the jet pump. It includes one element that senses the
temperature, and a stainless steel body.
Its electrical connection is through a 6-pin connector contained in an aluminium
body.
The air flows directly around the sensor housing, thus the sensor measures
the temperature accurately and immediately.
The temperature sensor measures the temperature of the mixed air
downstream of the mixing unit of the jet pump.
The result is transmitted to the heating control box. The heating control box
sends an automatic feedback signal that is used to control the temperature
control valve.

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ICN-39-A-214000-G-A0126-00256-A-01-1

TEMPERATURE SWITCH AND TEMPERATURE SENSOR

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HEATING SYSTEM CONTROLS 4 CONTR:

The heating controls are housed on the ECS Cockpit Control Panel that is • CREW: .............................. the crew retains authority over
located on the console and operated by pilots. the temperature control in the
The operative function and the malfunction are displayed in the CAS message cockpit and cabin, when AUTO/
window of the MFD. MANUAL mode is set, through
The panel provides the following functions: the cockpit control panel.
1 HTR: • PAX: ................................. this selection is not operative
• OFF: ................................. the heating/air conditioning when heating system is set both
system is not operative. AUTO and MAN mode.

• AUTO: .............................. the heating system is in

automatic mode.
• MAN: ................................ the heating system is in manual
mode.
2 TEMP CONTR: ............. it controls the temperature in the cockpit
and cabin.
• + ............. opens the
temperature control
valve when MAN is
set.
• - .............. closes the
temperature control
valve when MAN is
set.
3 1(2) SOV:
• CLOSE: ................................... the shut-off valve is forced to
close.
• NORMAL: ............................... the shut-off valve is open or
closed.

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ICN-39-A-214000-G-A0126-00257-A-01-1

HEATING SYSTEM CONTROLS

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HEATING SYSTEM INDICATING

The Primary Flight Display (PFD) and the Multifunction Display (MFD) show
the related indications for the flight crew. The MFD shows, on the CAS window,
the caution and advisory messages that follow:
1 HEATER FAIL ....................... The heating system is
unserviceable.
2 HEATER VENT ....................................... The Heating system ON.
The indication shown on the PFD and the MFD are sent from the Number 1
and Number 2 Modular Avionics Units (MAU1 and MAU2). This because they
have an interface with the heating system.

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ICN-39-A-214000-G-A0126-00258-A-01-1

HEATING SYSTEM INDICATING

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HEATING CONTROL BOX sensor, the Duct Overheat Temperature Switch (DOTS) will trip, to close
directly the shut-off valves.
The Heating Control Box (HCB) located on the LH avionic bay and the Control
Panel provide the proper function of the heating system and monitor it to alarm • The Ext. Air Temp Sensor gives the information about air temperature
that feeds the jet pump. With this temperature value, the HCB is able to
the crew and to ensure the overheat protection.
compute the position that the TCV should have in order to obtain the right
The electronic card is made of epoxy resin. It is painted with a layer of acrylic
temperature (required by pilot) at the outlet of the jet pump.
varnish that gives protection from water.
It includes an analog and logic-array card that is installed in a metal housing. • In the manual mode the heating control box is by-passed and authority
The Number 2 non-essential bus supplies the 28 V DC power to the heating over the temperature control valve is assigned to the 2 position toggle
control box through the HTR circuit breaker. This circuit breaker is installed on function of the rotary potentiometer labelled TEMP CONTR. Left position
the circuit breaker panel on the overhead console. (-) for closing and right position (+) for opening.
The heating control box operates in the AUTO heater mode when: This enables the pilot to manage the position of the temperature control
valve and therefore control directly the air temperature.
• The ENG 1 and ENG 2 switches on the engine control panel are not in
the ARM position The heating system also utilises the cockpit ventilation distribution
system when the fans are operated, to drive the air to the transparency
• The HTR selector is at AUTO position diffusers and upper gaspers.
• The heating control box operates in a closed loop. In case of fire, when the extinguishing system is armed, the heater control
The loop controls the temperature of the air at the outlet of the jet pump. To do box closes automatically the two shut-off valves.
so, it compares the reference temperature (the crew sets it) with the
temperature in the duct (the temperature sensor measures it). The difference
between the two values is supplied to a corrector, and is then used to operate
the control of the temperature control valve. This prevents too high temperature
in the ducts. The corrector is of the proportional type, its gain does not change.
Two modes are basically proposed for the system:
• In the automatic mode the temperature of the mixed airflow is controlled
by the heating control box by comparison between the mixed air
temperature at the Air Duct Temperature Sensor (ADTS) and the
temperature demand set by the rotary potentiometer labelled TEMP
CONTR selected on the control panel, up to a temperature of 75°C.
The correct temperature is achieved by opening or closing the
Temperature Control Valve (TCV) to minimize the error between the crew
selection and the temperature measured at the exit of the jet pump. In
case of overheat not detected and controlled by the duct temperature

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ICN-39-A-214000-G-A0126-00259-A-01-1

HEATING CONTROL BOX LOCATION

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HEATING SYSTEM OPERATION

The Heating Control Box (HCB) located on the LH avionic bay and the Control
Panel provide the proper function of the heating system and monitor it to alarm
the crew and to ensure the overheat protection.
The heating system operates in those modes: the automatic mode and the
manual mode.
In the automatic mode the heating control box controls the temperature of the
mixed airflow. To do this, it compares the temperature of the mixed air supplied
by the temperature sensor with the temperature set on the heating control
panel.
The temperature control valve opens or closes to give the correct temperature.
This temperature is the temperature at which the difference between:
• The temperature the flight crew has set on the cockpit control panel and
• The temperature measured at the duct temperature sensor at the exit of
the venturi duct is minimum.
When the AUTO mode is set (HTR selector set on AUTO), the flapper valves
of the cockpit and cabin ventilation sub-systems are closed. But the flight crew
can use the related selector to manually operate them.
If the temperature sensor senses a too high temperature in the duct, the
temperature switch operates and closes the Number 1 and Number 2 shut-off
valves.
The heater control panel sends the HEATER AUTO MODE command to the
ENG FIRE EXTING control panel before it sends it to the heater control box.
This disconnects the heating system if, on the ENGINE FIRE EXTING control-
panel, the ENG 1 and ENG 2 are at set at ARM.
In the manual mode (HTR selector set on MAN), the heating control box is
overridden. Then the TEMP CONTR selector, on the heating control panel,
controls the temperature control valve.
This lets the crew change the position of the temperature control valve as
necessary to have a direct control of the temperature of the air that goes in the
cockpit and in the cabin. This is to remove the mist from the windshield and
cockpit windows if necessary.

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ICN-39-A-214000-G-A0126-00260-A-01-1

HEATING SYSTEM CONTROLS

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LEADING PARTICULARS - Operating range (Limited to +85°C on

AB139)....................................................... -40 °C to +120 °C
• SHUT-OFF VALVE NO.1 (2)
- Nominal supply voltage........ 28VDC (from ECS COCKPIT
CONTROL PANEL)
- Coil current consumption............................................. 0.4 A
- Maximum operating pressure.................................... 12.8 bar
- Opening time................................................................... 3s
- Closing time..................................................................... 4s
• TEMPERATURE CONTROL VALVE
- Supply voltage..................... 17V to 32V (from ECS COCKPIT
CONTROL PANEL)
- Nominal current.............................................................. 0.6 A
- Maximum servicing pressure.................................... 12.8 bar
- Maximum opening and closing time.................................. 4 s
• HEATING CONTROL BOX:
- Nominal supply voltage....................... 28VDC (MAIN BUS 2)
• AIR DUCT TEMPERATURE SENSOR:
- Operating ambient temperature range......... -40°C to +125°C
- Ambient storage temperature range.............. -55°C to 125°C
- Accuracy................................................ ±1°C (0°C to +85°C)
- Response time........................... 5 m/s air speed < 15 sec 50
m/s air speed < 6 sec
• DUCT OVERHEAT TEMPERATURE SWITCH:
- Single contact switch.................................... Normally closed
- Switch OFF........................................................ at 85°C ±2°C
- Switch ON...................................................... at 70 °C ± 5 °C

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ICN-39-A-214000-G-A0126-00261-A-01-1

HEATING SYSTEM ELECTRICALSCHEMATIC

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 PMC-39-A0126-AF001-00

SECTION 90 - INTEGRATED ENVIRONMENTAL CONTROL SYSTEM (ECS)

DESCRIPTION
The Air conditioning System is provided by two vapour cycle systems,
dedicated respectively to the cockpit and the cabin zones.
The two vapour cycle systems operate with the HFC 134a refrigerant, chemical
name tetrafluorethane and also known as Freon.
Freon is gaining in customer acceptance worldwide as a substitute for CFC
fluids.
This fluid is non – toxic, non – flammable and non – aggressive to the ozone
layer.
It is commonly used in domestic fridges and in automotive applications.
Each vapour cycle loop can be divided into three different sub–assemblies:
compressor, condenser and evaporator.
The two compressors are mechanically driven by the main transmission
gearbox through two dedicated pulleys and clutches.
The condenser consists of two identical sub – assemblies on each side of the
pylon fairing.
The evaporator consists of different sub – assemblies for the cockpit and the
cabin.
It allows the cooling of re-circulated air before being distributed in the cabin
and in the cockpit.
The cockpit and the cabin temperature is selected by the crew on the control
panel.

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ICN-39-A-219000-G-A0126-00235-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL SYSTEM-SCHEMATIC

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ICN-39-A-219000-G-A0126-00236-A-01-1

CABIN VENTILATION GENERAL SCHEMATIC

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OPERATION The necessary heat for vaporization is transferred from the cockpit or
cabin change air passing through the air side of the matrix.
When the main transmission rotates, also the two pulleys rotate but the Change air to be cooled is drawn from outside ambient or recirculated
compressors start only if the relative clutches are engaged. from the cabin or cockpit environment and blown through the
The two clutches engage the compressors when the air conditioning system evaporator heat exchanger by the axial flow evaporator fan. In this
is set. way, air supplied to the cockpit or cabin distribution system is cooled
The thermodynamic process of the vapour cycle has the following steps: according to demand (point B).
• One compressor is fitted for each vapour cycle to compress the gaseous There are two control boxes. Each control box drives vapour cycle. It monitors
refrigerant and drive it from the evaporator to condenser (BC line).
the sensors and warns the crew when a fault occurs.
The condenser heat exchanger induces a refrigerant constant pressure
The control principle is based on the comparison of the real temperature
phase change from gas to liquid.
measured by the cabin temperature sensor (or by the cockpit temperature
Condensation of the gaseous refrigerant is achieved by a heat transfer
sensor) and the desired one fixed by the crew on the control panel.
from the refrigerant to the heat sink, in this case external ambient air,
From this comparison, the controller acts directly on the compressor to adapt
passing through the heat exchanger. A dynamic flow of ambient air is
by ON/OFF cycles the cooling production to the real need.
driven through the heat exchanger by ram air action and by the axial flow
condenser fan. The liquid refrigerant is then recovered inside the receiver • The Thermal Switch senses the temperature of the air leaving the
evaporator and sends output to the Air Condition Control Box (ACCB).
(point D).
There is a thermal switch installed in the outlet manifold of the cabin
• The receiver filter drives has the following functions: evaporator and one in the outlet manifold of both cockpit evaporator.
• Storing a reserve of refrigerant to counteract volumetric variation of There is a functional requirement to shut down the system before the
liquid refrigerant caused by variation in condensing pressure around evaporator freezes.
the operational envelope; this ensures liquid feeding of the expansion The thermal switch consists of a K4 type thermocouple, sensing the
valves. temperature of the air at the outlet to the evaporator.
• Filtering and drying of the refrigerant preventing foreign body It is manufactured from stainless steel and silicon resin. The resistance
movement during normal operation and water contamination of the varies proportionally with the temperature sensed in the airflow.
refrigerant during charging. When the resistance reaches the level corresponding to the trip level, the
Filling the loop with additional refrigerant if needed. switch opens and initiates the system failure condition.
•
• The thermostatic expansion valve (TEV) expands the liquid refrigerant • The Low Pressure switch protects against damage which may occur on
the low pressure port of the loop (between TEV outlet and compressor
at a regulated flow rate into a mixed liquid/vapour phase before
inlet) if the evaporator pressure falls below the minimum acceptable limit.
entering the evaporator (point A).
System protection is achieved by switching open an electrical circuit
• The evaporator with heat exchanger induces a refrigerant constant when the sensed pressure falls to the pre – set level.
pressure phase change from liquid to gas, entirely evaporating the low The low pressure switch is mounted at a circuit junction block
– pressure liquid refrigerant expanded by TEV. downstream of the evaporators.

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• The High Pressure switch is part of the drier filter assembly and prevents
any damage which may occur on the high pressure part of the loop
(between compressor outlet and TEV inlet) if the condensing pressure
exceeds the maximum acceptable limit.
System protection is achieved by switching open an electrical circuit
when the sensed pressure rises to the pre-set level. The high pressure
switch is mounted at inlet to the receiver filter drier unit.

CONTROLS AND INDICATORS

The air conditioning controls are housed on the ECS Cockpit Control Panel
that is located on the console and operated by pilots.
The operative functions and the malfunction are displayed in the CAS message
window of the MFD.
The ECS Cockpit Control Panel provides the following functions:
• COND:
• OFF: the heating / air conditioning system is not operative.
• NORM: the air conditioning system is operative.
• RECYCLE: the air conditioning system is operative with recirculating
air activated automatically.
• TEMP CONTR: it controls the cockpit and cabin temperature in the air
conditioning.
• (-) or (+): inoperative when in the air conditioning mode
• CONTR:
• CREW: the crew retains authority and the TEMP CONTR
potentiometer controls the cockpit and the cabin temperature either
the NORM or the RECICLE position set.
• PAX: the TEMP CONTR potentiometer controls the cockpit
temperature while the cabin control panel potentiometer on the cabin
control panel controls cabin temperature either the NORM or the
RECYCLE position set.

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ICN-39-A-219000-G-A0126-02887-A-01-1

AIR CONDITIONING SYSTEM CONTROL

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CAPTIONS - Temperature range..................................... - 40°C to +100°C

The caution provided in the CAS message window is as follows: - Response time............................................................... 15s
• FWD COND FAIL: when the cockpit air conditioning system fails. • COCKPIT TEMPERATURE SENSOR as above except for 28 VDC
............................................................. (NON ESS BUS 1)
• AFT COND FAIL: when the cabin air conditioning system fails.
• FORWARD CONDENSER FAN:
• FWD – AFT COND FAILS: when the cockpit – cabin air conditioning
system fails. - Nominal supply voltage............... 28 VDC (NON ESS BUS 1)
- Operating temperature................................. - 40°C to +85 °C
The advisory provided is as follows:
- Current consumption............................................... 32 A max
• AIR COND ON: when the air conditioning system is operative.
- Nominal rotation speed........................................... 3500 rpm
LEADING PARTICULARS • AFT CONDENSER FAN:

COCKPIT FLAPPER VALVES............................ - Nominal supply voltage........................................................................................

• see Section 21-20
- Operating temperature.........................................................................................
• COCKPIT FANS (2 each).................................... see Section 21-20
- Current consumption............................................................................................
• CABIN FLAPPER VALVE................................... see Section 21-20 - Nominal
• CABIN FAN 1...................................................... see Section 21-20 rotational
speed..... 3500 rpm
• CABIN FAN 2.............................. see Section 21-20 except for 28
VDC NON ESS BUS 2
• ECS COCKPIT CONTROL PANEL..................... see Section 21-20
• AIR CONDITIONING CONTROL BOX 1:
- Nominal supply voltage................ 28 VDC (NON ESS BUS1)
• AIR CONDITIONING CONTROL BOX 2:
- Nominal supply voltage................ 28 VDC (NON ESS BUS2)
• CABIN TEMPERATURE SENSOR:
- Power supply.............................. 28 VDC (NON ESS BUS 2)
- Current consumption.............................................. 0.1 A max
- Type probe PT100 Class B.............................. 1000 at 0°C

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ICN-39-A-219000-G-A0126-00238-A-01-1

AIR CONDITIONING SYSTEM INDICATING

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• FORWARD HIGH PRESSURE SWITCH: - Switch open setting.......................................................... 1°C

- Nominal supply voltage............... 28 VDC (NON ESS BUS 1) - Switch close setting........................................................ 11°C
- Single contact switch..................................... normally closed • AFT THERMAL SWITCH:
- Switch OFF................................................ at 29 bar g (± 0.7) - Nominal supply voltage............... 28 VDC (NON ESS BUS 2)
- Switch ON.................................................. at 24 bar g (± 0.7) - Temperature range...................................... - 65°C to 175 °C
• AFT HIGH PRESSURE SWITCH: - Precision........................................................................ ± 2°C
- Nominal supply voltage............... 28 VDC (NON ESS BUS 2) - Single contact switch..................................... normally closed
- Single contact switch..................................... normally closed - Switch open setting.......................................................... 1°C
- Switch OFF................................................ at 29 bar g (± 0.7) - Switch close setting........................................................ 11°C
- Switch ON.................................................. at 24 bar g (± 0.7) • AFT COMPRESSOR:
• FORWARD LOW PRESSURE SWITCH: - Refrigerant................................................................... R134a
- Nominal supply voltage............... 28 VDC (NON ESS BUS 1) - Ambient temperature................................... - 40°C to + 85°C
- Single contact switch..................................... normally closed - Maximum refrigerant outlet pressure........................... 29 bar
- Switch OFF............................................... at 0.5 bar g (± 0.2) - Safety thermostat:............ CUT OUT... 125°C ± 3°
- Switch ON................................................. at 0.9 bar g (± 0.2) • C

• AFT LOW PRESSURE SWITCH: 110°C ± 6°

• CUT IN....... C
- Nominal supply voltage............... 28 VDC (NON ESS BUS 2)
- Single contact switch..................................... normally closed • FORWARD COMPRESSOR:

- Switch OFF............................................... at 0.5 bar g (± 0.2) - Refrigerant................................................................... R134a

- Switch ON................................................. at 0.9 bar g (± 0.2) - Ambient temperature................................... - 40°C to + 85°C

FORWARD THERMAL SWITCH (2 EACH): - Maximum refrigerant outlet pressure........................... 29 bar

•
- Nominal supply voltage............... 28 VDC (NON ESS BUS 1) - Safety thermostat:............ CUT OUT... 125°C ± 3°
• C
- Temperature range...................................... - 65°C to 175 °C
110°C ± 6°
- Precision........................................................................ ± 2°C • CUT IN....... C
- Single contact switch..................................... normally closed
- Lubricating oil............................. 150 cc (see Refrigerant Oil)

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• AFT COMPRESSOR CLUTCH:

- Magnetic clutch electrical
requirements................................ 28 VDC (NON ESS BUS 2)
- Current consumption................................................. 3 A max
- Electrical power consumption................................ 84 W max
- Minimum engagement voltage..................................... 10.5 V
- Nominal operating speed........................................ 3900 rpm
• FORWARD COMPRESSOR CLUTCH:
- Magnetic clutch electrical
requirements................................ 28 VDC (NON ESS BUS 1)
- Current consumption................................................. 3 A max
- Electrical power consumption................................ 84 W max
- Minimum engagement voltage..................................... 10.5 V
- Nominal operating speed........................................ 3900 rpm

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ICN-39-A-219000-G-A0126-00239-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 1 OF 6)

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ICN-39-A-219000-G-A0126-00240-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 2 OF 6)

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ICN-39-A-219000-G-A0126-00241-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 3 OF 6)

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ICN-39-A-219000-G-A0126-00242-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 4 OF 6)

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ICN-39-A-219000-G-A0126-00243-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 5 OF 6)

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ICN-39-A-219000-G-A0126-00244-A-01-1

INTEGRATED ENVIRONMENTAL CONTROL COMPONENT LOCATION (SHEET 6 OF 6)

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ICN-39-A-219000-G-A0126-00245-A-01-1

COMPRESSOR DRIVE BELT – ADJUST

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ICN-39-A-219000-G-A0126-00246-A-01-1

INTEGRATED ENVIRONMENTAL ELECTRICAL SCHEMATIC (SHEET 1 OF 2)

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ICN-39-A-219000-G-A0126-00251-A-01-1

INTEGRATED ENVIRONMENTAL ELECTRICAL SCHEMATIC (SHEET 2 OF 2)

End of data module 39-A-21-90-00-00A-046A-T

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