AW139 Air Cond Training

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LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

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This document must be used for training purpose only

Training on Ventilation/Forced Ventilation/Heating and Air Conditioning System of the

AB139 Helicopter Under no circumstances should this document be used as a reference It will not be updated


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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 - Detailed System Operation - High Pressure Ducts - Component description - Trouble shooting LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

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TABLE OF CONTENTS: Air Conditioning System: - Pilot Interfaces - System Control - Detailed System Operation - Component description - Trouble shooting


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AW 139 LIST OF ABBREVIATIONS

A/C: AC: ACCB: AMM: ANA: ADTS: AFT BAD: BOB: CP: CMD: CTL/CONTR: CV: DOTS: EATS: ECS: EIRT: ENG: EORT: FROB: FV: FWD: GEN: GND: H/C: HCB: HP: HTR:

Aircraft or Air Conditioning Alternative Current Air Conditioning Control Box Aircraft Maintenance Manual Analog Air Duct Temperature Sensor Cabin zone Bleed Air Duct Break Out Box Cockpit Panel Command Control Check Valve Over Temperature Switch External Air Temperature Sensor Environmental Control System Evaporator Inlet Refrigerant Temperature Engine Evaporator Outlet Refrigerant Temperature Failure Read Out Box Flapper Valve Cockpit zone Generator Ground Helicopter Heating Control Box High Pressure Heater


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AW 139 LIST OF ABBREVIATIONS

IP: KW: L/H: LPD: LP: MAN: MAU: MAX: NVG: PAX: PWM: REF: R/H SEL: SIG: SOV: TCV: Temp: TEV: TS: JP: LPD: LTS: REF: SOV: TCV: VDC: VIP:

In Process Kilo watt Left Hand Low Pressure Duct Low Pressure Manual Modular Avionic Unit Maximum Night Vision Passenger Pulls Wide Modulated Reference Right Hand Selection Signal Shut Off Valve Temperature Control Valve Temperature Thermostatic Expansion valve Thermal Switch Jet Pump Low Pressure Ducting LIEBHERR AEROSPACE Toulouse Reference Shut Off Valve Temperature Control Valve Voltage Direct Current Very Important People


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Ventilation

Enter

Deleted


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Forced Ventilation

Enter

Deleted LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

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Ventilation/Heating

Enter


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Forced Ventilation / Heating

Enter


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Ventilation / Heating Air Conditioning

Enter

Cockpit + Cabin compressor

Cockpit condenser Fan L/H cockpit evaporator Cockpit HP-switch Cabin evaporator fans L/H cockpit evaporator Cockpit Panel R/H cockpit evaporator

Cabin condenser Fan

Cabin FV

Cabin HP-switch Cabin LP switch

Cockpit TS2

Cabin TS2 Cockpit LP switch Cockpit TS1

Cockpit evaporator fans

Cockpit FV’s


EATS CockpitTemp. Sensor

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General Description


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The Environmental Control System on the AB139 is divided in several subsystems which are the Ventilation and the Heating system optimised by an Air Conditioning System. - Heating is generated by mixing bleed air from the engine with outside ram air flow in a jet pump and by diffusing it into the helicopter through a low pressure 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 3G2120 / 20204A01

-

The forced cabin ventilation system - P/N 3G2121 / 20204B01

NOTE: Ventilation and Forced Ventilation are discribed in the same chapter. -

The heating* and ventilation system - P/N 3G2140 / 20204C01

-

The heating* and forced ventilation system - P/N 3G2141 / 20204D01

NOTE: Heating with Ventilation and Forced Ventilation are discribed in the same chapter. -

The AIR conditioning* / heating and Ventilation System - P/N 3G2150 / 20204E01

*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

Return

Ventilation

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Ventilation system components: Item

Components of the Cockpit ventilation P/N20204A010000

P/N

Qty

Ventilation COCKPIT CONTROL PANEL

91100A010000 3G2120V00351

Ventilation COCKPIT CONTROL PANEL NVG

91100A010001 3G2120V00352

002

Ventilation Cockpit FLAPPER VALVE

6034A010001 3G2120V00651

2

003

Ventilation COCKPIT fan

8013A030000 3G2120V00553

2

001

004

1

Ventilation Cabin FLAPPER VALVE


6035A010001 3G2120V00851

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Forced Ventilation

(VIP Air cond. Option)


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Addional Forced Ventilation system parts: Components of the Cockpit/Cabin Forced ventilation system P/N 20204B010000

Forced ventilation COCKPIT CONTROL PANEL

P/N

Qty

91102A010000 3G2121V00351 1

Forced ventilation COCKPIT CONTROL PANEL NVG

91102A010001 3G2121V00352

CABIN fan

8012A030000 3G2121V00551

1

Forced ventilation CABIN CONTROL PANEL

91103A010000

1

Forced ventilation CABIN CONTROL PANEL - NVG

91103A010001


91103A010001


1

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Return

VENTILATION SYSTEM


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LTS provides two different cockpit and cabin ventilation systems, called Ventilation and Forced ventilation.

For the cockpit, two separate, similar (left and right) systems provide air for pilot and co-pilot ventilation. Outside ram air enters in each system through air intakes positioned under the nose section. Outside ram air flow is controlled by two electrically-actuated flapper valves. Forced air for ventilation or defogging is provided by two 2-speed axial fans. The fans are manually-controlled by the crew in Off, Low Speed, or High Speed. Control of both flapper valves and both fans is effected by a common rotary switch. Air is then distributed to the front face gasper outlets, the main windshield diffusers and the side windows diffusers. For the cabin, outside ram air enters the system through an air intake located in the forward pylon fairing on the cabin roof. Outside ram air flow is controlled by an electrically-actuated flapper valve. Air is then distributed via a plenum to two separate lateral manifolds.


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The Cockpit Control Panel (P/N 91100A010000/ 3G2120V00351) interfaces with: - the cockpit fans (Qty 2) - the cabin (Qty 1) and cockpit (Qty 1) flapper valves VENT CREW 4 position switch: OFF

- FVs « Opened » and FANs « Off »

(Open means Ram Air closed)

ON

- FVs « Closed » and FANs « Off »

(Closed means Ram Air opened)

LOW

- FVs « Closed » and FANs « Low speed »

HIGH

- FVs « Closed » and FANs « High speed » VENT CREW

FAN LOW

FAN HIGH

ON

OFF

PAX

VENT CTRL CREW

ON

OFF

91100A010000 or 91100A010001 (NVG) Cockpit Control Panel

PAX

(Air conditioning option)


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Ventilation control (air conditioning option) 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 3G2120V00351) 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 “Opened” (Open means Ram Air closed) ON – Cabin FV “Closes” (Closed means Ram Air opened)


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Training DOCTR 039 Ventilation System Control

Front face outlets

The cockpit panel CREW selected, allows the direct control of two cockpit fans (off/low/high) and two single cockpit flapper valves, and the cabin flapper valve. PAX selected the cabin flapper valve is controled via the cabin panel (if installed). Cockpit ventilation Cabin ventilation

Lower Side Window Demister Upper Side Window Demister

Main winshield Demister

Fan

Side vents manifold Air intake

Flapper valve

Singular gaspers manifold

Air intake

Flapper valve

Water separation duct

To control panel

Air intake

Fan

Plenum


To control panel Singular gaspers manifold

Upper Side Window Demister Lower Side Window Demister

Side vents manifold


Front face outlets

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Cockpit ventilation system One 2-speed centrifugal fan on the L/H and one on the R/H side, provides outside/ram air 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 ram air enters in the system through one air intake in the forward pylon fairing in the cabin roof, the air flow is 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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FORCED VENTILATION


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Forced Ventilation

Return



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The Forced ventilation system comprises the basic ventilation installation with the addition of a single 2-speed axial fan for the cabin system, Control of the flapper valve and the fan is effected by a common rotary switch. The CABIN fan is controlled manually by the crew on the cockpit control panel VENT in OFF, LOW or 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 additional 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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The COCKPIT panel for Forced Ventilation (P/N 91102A010000/3G2121V00351) interfaces with: - the cabin fan (Qty 1) - the cockpit fans (Qty 2) - the cabin (Qty 1) and cockpit flapper valves (Qty 2)

Cockpit Control Panel P/N 91102A010000

The CABIN panel for Forced Ventilation (P/N 91103A010000) interfaces with (Air cond. Option): - the cabin fan (1) - the cabin flapper valve (1)


Cabin Control Panel P/N 91103A010000

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Forced Ventilation System Control

Front face outlets

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).

Lower Side Window Demister Upper Side Window Demister


Fan

Cabin ventilation Side vents manifold

Air intake

Flapper valve


To control panel

Air intake

Fan Air intake

Flapper valve

AFT Fan Plenum

Cockpit ventilation



Upper Side Window Demister

Side vents manifold

Lower Side Window Demister Front face outlets


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Forced Ventilation in air conditioning configuration: VENT CREW and PAX 4 position switch: OFF

- FVs "Opened" and FANs "Off" = FV - in re-circulation position

ON

- FVs "Closed" and FANs "Off" = FV - in ram air position

LOW

- FVs "Closed" and FANs "Low speed" = FV - in ram air position

HIGH

- FVs "Closed" and FANs "High speed" = FV - in ram air position


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Ventilation / Forced Ventilation System Control :


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Ventilation and Forced ventilation System Logic : Fwd Ventilation : If cockpit fans are operating, then the control panel sends the " Forward Ventilation On " discrete signal to the helicopter general displayer (MAU). Aft 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. Ventilation Failure in air conditioning configuration COND NORMAL selected: The ‘‘A/C-FAILURE’’ signal blinks if one of the two evaporator fans is in default, but the system keeps functioning in damage mode.


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Detailed Ventilation System Operation And Component Description


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AW 139 Training DOCTR 039 Cockpit and Cabin Ventilation and Forced Ventilation

Lower Side Window Demister

The cockpit and the cabin ventilation systems are two different and separate sub-systems.


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 ram air 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.

Front face outlets


Fan

Air intake

Flapper valve

To control panel

Air intake

Fan Main winshield Demister

Upper Side Window Demister Lower Side Window Demister Front face outlets


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Cabin ventilation system (basic) For the Cabin, outside ram air enters in the system through 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 or by the cabin panel provided “VENT CONTR PAX” being selected. VENT CREW

FAN LOW

FAN HIGH

ON

OFF

PAX

VENT CTRL CREW

ON

OFF

PAX

91100A010000 or 91100A010001 (NVG) Cockpit Control Panel

Air is then distributed via the plenum to both lateral manifolds, each one being separated supplying fresh air via singular gaspers to the passengers.


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FORCED ventilation for the cabin is provided by an additional 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.

Side vents manifold


Air intake

Flapper valve

Fan

Water separation duct Plenum


Side vents manifold


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Distribution system description: The demisting outlets are composite diffusers with fins to control the air jet characteristics to perform the 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 crew and passengers feet. Characteristics: The ventilation distribution system is designed to withstand pressure variations in a range of – 15 mBars and + 150 mBars. The maximum operating temperatures should be in-between – 40°C to + 85°C.


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DISTRIBUTION SYSTEM DESCRIPTION


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Ventilation Low Pressure Ducting Cockpit view:

Fan

Pluged Heating System connections Simple Flapper Valve LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

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Low Pressure Ducting The Low Pressure Ducting – LPD system consists 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.


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Cabin ceiling plenum with diffuser


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VENTILATION SYSTEM MAIN COMPONENT DESCRIPTION


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Cockpit Flapper valves 6034A010001/3G2120V00651

General information: The pilot drives the Flapper Valves from the cockpit panel, to open or shut off the ram air intakes of cabin and cockpit low pressure distribution system. Installation: The valves are located after the ram air 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 bonding between 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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Cockpit Flapper valve 6034A01000/3G2120V00651 (ventilation + heating) The two flapper valves are derived composed of : a 3 inches cylindrical 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:

-40°C to +70°C ( a max of 85°C during short time -valve not operating)

Nominal operation pressure:

35 mBars rel.

Maximum opening/closing time:

5s

Weight max.:

between 0,42 kg and 0,58 kg


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Cockpit Flapper valve pin location :


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Cockpit Flapper valve (6034A010001 ventilation + heating) general view:


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Cabin Flapper valve 6035A010001/ 3G2120V00851: The Ram air cabin valve is a 4 inches 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 screw and 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: -40°C to +70°C ( a max of 85°C 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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Cabin Flapper Valve pin location :


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Cabin Flapper valve 6035A010001/ 3G2120V00851 general view:


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Cockpit Fan 8013A030000/3G2120V00553 function (vent./heat. system only): There are 2 two speed brushless cockpit fans per helicopter on 2 symmetrical ventilation systems. Both fan 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 at high and low speed 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

High speed flow rate at 30°C and at see level:

14200 rpm / 6.5 A

Max. current consumption:

7 A (start up 14 A)

Weight:

0.9 kg


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Cockpit Fan 8013A030000 /3G2120V00553 under speed detection: 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.


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Cockpit Fan 8013A030000/3G2120V00553 electrical logic: •

ON/OFF selection :

• Under-speed detection :

o

Ground → ON

o Ground → Fault

o

Open Circuit → OFF

o Open Circuit → No fault

•

High speed / Low speed selection :

o

Ground → Low speed

o

Open Circuit → High speed


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Cockpit Fan 8013A030000 /3G2120V00553 Pin Location (idem for FAN 2):


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Cockpit Fan 8013A030000 (ventilation/heating system only) general view:


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Cabin Fan 8012A030000/3G2121V00553 function (Forced vent./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.

Fan characteristics: Power supply:

28 Vdc


- 40°C to max. + 85°C


7500 rpm / 5A


13200 rpm / 17A

Nominal current consumption:

16 A (start up 23 A)

Weight:

1,6 kg


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Cabin Fan 8012A030000/3G2121V00553 under speed detection: 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 will be 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.


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Cabin Fan 8012A030000/3G2121V00553 electrical logic: •

ON/OFF selection :

• Under-speed detection :

o

Ground → ON

o Ground → Fault

o


o Open Circuit → No fault •


o


o



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Cabin Fan 8012A030000/3G2121V00553 Pin Location :


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Cabin Fan 8012A030000 (Forced ventilation/heating) general view:


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VENTILATION SYSTEM TROUBLE SHOOTING PROCEDURE


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AB139 Forced ventilation trouble shooting guide

Testing using LTS - BOB:

Break Out Box – BOB

Caution:

92612A010000 (Ventilation/Heating/Air Conditioning)

Before connecting the special tool to the electrical harness switch-off the 28Vdc helicopter power supply.


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Forced Ventilation System test (in Air conditioning helicopter configuration)


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Forced Ventilation



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Note: In order to check ONLY the ventilation system the BOB 92612A010000 must be used.


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1) The BOB 92612A01000 must be connected between the Cockpit Panel J01 and the helicopter harness. The connector J02 on the Cockpit Panel back side must remain connected.

Connector J03 (only used when cabin panel installed)

Connector J02 only used in A/C configuration

Connector J01


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2) Put all selection buttons on the cockpit panel in « OFF » position, CONTR in « CREW » position (if available) and TEMP CONTR in « Min » 3) Connect 28Vdc power to the helicopter and put GEN switch to ON. Warning: In A/C configuration the Condenser fan might start for a couple of secondes. 4) The BOB initial configuration should be: AFT FV-CMD

= yellow LED is «ON»

AFT FAN-CTL


FWD FV-CMD


FWD FAN-CTL


Note: All other LEDs are « OFF »


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4-a) If the LED’s remain « off », - Confirm absence of 28VDC power supply to the cockpit panel between - jumper 25 and 32 (lane 1) and - jumper 26 and 31 (lane 2). Refer to helicopter AMM electrical power supply.


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5) On the cockpit panel switch the VENT « CREW » selector to « ON » 6) The BOB configuration should be: AFT FV-CMD = yellow LED is «ON» AFT FAN-CTL = yellow LED is «ON» FWD FV FULL CLOSE = «GREEN» LED comes ON FWD FV-CMD = LED becomes «GREEN» FWD FAN-CTL = yellow LED is «ON» Reminder: FV in open position it’s « recirculation » position, FV in full close position it’s « ram air » position .


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6-a) If the FWD FV-CMD LED remains «YELLOW», - To confirm a cockpit panel failure confirm absence of 28VDC between jumper 32 and 23 ⇒ replace cockpit panel


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6-b) If the FWD FV-CMD LED becomes «GREEN» but the FWD FV FULL CLOSE LED remains « off » (no electrical motor noise), - Check wiring and connection to both FV’s ⇒ if OK replace FV 1 (2) 6-c) If motor noise is audible, disconnect FV2 - FV1 0 VDC between jumper 51 and 32 ⇒ if not check wiring and connection and if O.K. replace FV1, 6-d) If motor noise is audible, disconnect FV1 - FV2 0 VDC between jumper 51 and 32 ⇒ if not check wiring and connection and if O.K. replace FV2,


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7) On the cockpit panel switch the VENT « CREW » selector to « FAN LOW » 8) The BOB configuration should be: AFT FV-CMD = yellow LED is «ON» AFT FAN-CTL = yellow LED is «ON» FWD FV FULL CLOSE = «GREEN» LED remains ON FWD FV-CMD = LED remains «GREEN» FWD FAN-CTL = LED becomes «GREEN» FWD FAN-ON = «GREEN» LED comes ON Note: Both fans are runing in LOW speed, if not replace corresponding fan


TECHNICAL SERVICES

71

Training DOCTR 039

AW 139

8-a) If the FWD FAN-CTL LED remains « Yellow » - Loss of FWD FAN-CTL order, - replace cockpit panel Reminder: FAN automatically runs in « High Speed » 8-b) If the FWD FAN-ON LED remains « OFF » - Check resistance between jumper 15 and 32 - If open circuit ⇒ replace cockpit panel


TECHNICAL SERVICES

72

Training DOCTR 039

AW 139

9) On the cockpit panel switch the VENT « CREW » selector to « FAN HIGH » 10) The BOB configuration should be: AFT FV-CMD = yellow LED is «ON» AFT FAN-CTL = yellow LED is «ON» FWD FV FULL CLOSE = «GREEN» LED remains ON FWD FV-CMD = LED remains «GREEN» FWD FAN-CTL = LED becomes «YELLOW» FWD FAN-ON = «GREEN» LED remains ON Note: Both fans should run in High speed, if not replace corresponding fan


TECHNICAL SERVICES

73

Training DOCTR 039

AW 139

10-a) If the FWD FAN-CTL LED remains «GREEN» ⇒Check resistance between jumper 16 and 32 - If continuity ⇒ replace cockpit panel


TECHNICAL SERVICES

74

Training DOCTR 039

AW 139

11) On the cockpit panel switch the VENT « CREW » selector to « OFF » and VENT « PAX » to « ON » 12) The BOB configuration should be: AFT FV FULL CLOSE = «GREEN» LED comes on AFT FV-CMD = LED becomes « GREEN » AFT FAN-CTL = yellow LED is «ON» FWD FV-CMD = yellow LED is «ON» FWD FAN-CTL = yellow LED is «ON»


TECHNICAL SERVICES

75

Training DOCTR 039

AW 139

12-a) If the AFT FV-CMD LED remains «YELLOW», - To confirm a cockpit panel failure confirm absence of 28VDC between jumper 21 and 32 ⇒ replace cockpit panel


TECHNICAL SERVICES

76

Training DOCTR 039

AW 139

12-b) If the AFT FV-CMD LED becomes «GREEN» but the FWD FV FULL CLOSE LED remains « off » (no electrical motor noise), - Check wiring and connection to AFT - FV ⇒ if OK replace AFT cabin - FV 12-c) If motor noise is audible, - AFT FV 0 VDC between jumper 55 and 32 and

⇒ if not check wiring and connection if O.K. replace AFT cabin - FV,


TECHNICAL SERVICES

77

Training DOCTR 039

AW 139

13) On the cockpit panel switch the VENT « PAX » selector to « FAN LOW » 14) The BOB configuration should be: AFT FV FULL CLOSE = «GREEN» LED remains on AFT FV-CMD = LED remains «GREEN» AFT FAN-CTL = LED becomes «GREEN» AFT FAN-ON = «GREEN» LED comes on FWD FV-CMD = yellow LED is «ON» FWD FAN-CTL = yellow LED is «ON» Note: Both fans are runing in LOW speed, if not replace corresponding fan.


TECHNICAL SERVICES

78

Training DOCTR 039

AW 139

14-a) If the AFT FAN-CTL LED remains « Yellow » - Loss of FWD FAN-CTL order, - replace cockpit panel Reminder: FAN automatically runs in « High Speed » 14-b) If the FWD FAN-ON LED remains « OFF » - Check resistance between jumper 8 and 32 - If open circuit ⇒ replace cockpit panel


TECHNICAL SERVICES

79

Training DOCTR 039

AW 139

15) On the cockpit panel switch the VENT « PAX » selector to « FAN HIGH » 16) The BOB configuration should be: AFT FV FULL CLOSE = «GREEN» LED remains on AFT FV-CMD = LED remains «GREEN» AFT FAN-CTL = LED becomes «YELLOW» AFT FAN-ON = «GREEN» LED remains on FWD FV-CMD = yellow LED is «ON» FWD FAN-CTL = yellow LED is «ON» Note: Both fans should run in HIGH speed, if not replace corresponding fan.


TECHNICAL SERVICES

80

Training DOCTR 039

AW 139

16-a) If the AFT FAN-CTL LED remains «GREEN» -Check continuity between jumper 9 and 32, if O.K. ⇒ replace cockpit panel


TECHNICAL SERVICES

81

Training DOCTR 039

AW 139

17) Put both CREW and PAX VENT switches in « FAN LOW » position Reminder: A FAN FAILURE is indicated on the BOB when the internal electronic of the fan detects an underspeed. ⇒ Check corresponding fan and if no foreign object blocking -replace fan Attention: If one FWD (AFT) FAN has failed the MAU «Ventilation failure » message is triggered.


TECHNICAL SERVICES

82

Training DOCTR 039

AW 139

18) System inputs/outputs in case of FAN FAILURE can be simulated by putting a shunt between the jumpers: AFT FAN1 FAILURE – shunt between 50 and 31 AFT FAN2 FAILURE – shunt between 43 and 31 FWD FAN1 FAILURE – shunt between 35 and 32 FWD FAN2 FAILURE – shunt between 44 and 32


TECHNICAL SERVICES

83

AW 139 Training DOCTR 039 Further troubleshooting advises: On the Cockpit panel : Switch VENT CREW Fan in low and high speed mode (both FWD fans). Cockpit gaspers fully open pedestral gaspers fully closed.

IMPORTANT:

Loose of FWD FAN-CTL order result automatically into a Fan « High speed » order! 1) 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


TECHNICAL SERVICES

84

Training DOCTR 039

AW 139

Ventilation System troubleshooting

2) Low flow at the cockpit gaspers with fan running 2-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/Red», Fan-On light «Green») No High speed order – replace Cockpit panel 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


TECHNICAL SERVICES

85

Training DOCTR 039

AW 139

Ventilation System troubleshooting

2-b) Low flow and Fan running in low and high speed mode

Check power supply order to the flapper valve(s) which should be fully close – BOB FWD FV CMD green light «On » (Jumper-23), (close = re-circulation close, ram air open) Confirm visualy the position of the FV on the indicator If FWD FV-CMD o.k. and valve still open - BOB FWD FV Full Close green light "OFF« [Jumper 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


TECHNICAL SERVICES

86

Training DOCTR 039

AW 139

Forced Ventilation System troubleshooting: 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 – in ECS configuration Cabin panel provides order to cockpit panel which controls the cabin evaporator Fan. 1) No flow at the cabin outlets: Check power supply to the AFT fan, BOB-AFT FAN-ON « Green » light On (28Vdc between Jumper-8 and 25) and FAN CTL « Yellow/Red » light ON = High Speed order (28Vdc between Jumper-9 and 25), 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


TECHNICAL SERVICES

87

Training DOCTR 039

AW 139

Forced Ventilation System troubleshooting

2) "Low" flow at the cabin outlets: 2-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/Red 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) – Remove Jumper - 9 from BOB and check if Fan CTL « Yellow/Red » 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


TECHNICAL SERVICES

88

Training DOCTR 039

AW 139

2-b) Low flow and Fan running in low and high speed mode - Check power supply to the flapper valve which must be fully close, BOB AFT FV-CMD green light "On"[Jumper-21] and AFT FV Full-close green light « ON » (Jumper-55), visually check the Flapper Valve position indicator, Check 28Vdc power supply on connector, if o.k. and valve still open, BOB green light «OFF » [Jumper-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 2-c) Fan running in low and high speed mode and FV close Attention: In A/C configuration, FV might be either in open (recirculation) or close (ram air) position, depending to the Cockpit panel selection (intermittend position is not allowed) - Look for a leakage/disconnected duct located upstream of the plenum in the upper deck zone


TECHNICAL SERVICES

89

Training DOCTR 039

AW 139

Forced Ventilation System troubleshooting

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 lateral diffusers. Do Not check the upper deck zone.

Note: FV position explanation Vent OFF selected means FV open = Ram Air closed (Recirculation open) Vent ON selected means FV close = Ram Air open (Recirculation closed) Vent Low/High speed selected means FV close = Ram Air open (Recirculation closed) Vent Low/High speed + Cond Recircule selected means FV open = Ram Air closed (Recirculation open)


TECHNICAL SERVICES

90

Training DOCTR 039

AW 139

Return

HEATING AND VENTILATION SYSTEM


TECHNICAL SERVICES

91

Training DOCTR 039

AW 139

Helicopter Heating System cut off view


TECHNICAL SERVICES

92

Training DOCTR 039

AW 139

Helicopter Heating/Ventilation System components: Heating system Components (ventilation) 20204C010000

91104A010000 3G2140V00351 91104A010001 3G2140V00352 14422A030001 3G2140V00751

HEATING COCKPIT CONTROL PANEL + Crew switch HEATING COCKPIT CONTROL PANEL - NVG TEMPERATURE CONTROL VALVE FACIAL E-SEAL JOINT 1'' HP Check valve

P/N

3G2140V00651

HIGH PRESSURE DUCT Left HIGH PRESSURE DUCT Right

Qty

1

1

3475

4

2298A020000 12771A010001 12773A010001 12772A010000 12774A010001

2 1 1

HP Duct

12760A020001

2

HP Duct

12761A020001

1

Duct Overheat Thermal Switch

3G2140V01051/3G2140V01351

92252A01/92244A01

1

Composite Jet Pump

3G2140V00851

428B010000

1

Shut off valve

3G2140V00551

6916A020000

2

Heating control box

3G2140V00252

92177A020000

1

Air Duct Temperature sensor

3G2140V00951

93260A010000

1

HEATING COCKPIT CONTROL PANEL basic HEATING COCKPIT CONTROL PANEL + FV HEATING COCKPIT CONTROL PANEL + FV NVG


91104A010001 3G2140V00354 91129A010000 3G2141V00353 91108A010000 3G2141V00354

1

TECHNICAL SERVICES

93

Training DOCTR 039

AW 139

Return

DOTS + ADTS SOV’s

Jet Pump

TCV

Check valves HCB


TECHNICAL SERVICES

94

Training DOCTR 039

AW 139

Return


TECHNICAL SERVICES

95

Training DOCTR 039

AW 139

Helicopter Heating / Forced Ventilation System components:

Components of the Heating + Cockpit/Cabin Forced ventilation system P/N 20204D010000

Heating + Forced ventilation COCKPIT CONTROL PANEL

P/N

Qty

91106A010000 3G2141V00351 1

Heating + Forced ventilation COCKPIT CONTROL PANEL NVG

91106A010001 3G2141V00352

CABIN fan

8012A030000 3G2121V00551

1

Forced ventilation CABIN CONTROL PANEL

91103A010000

1


91103A010001

1


TECHNICAL SERVICES

96

AW 139

Training DOCTR 039 Heating System

The heating system consists of the elements described on the following schematic and a distribution system.

AMBIANT AIR

ENG1 SOV1 (1) CV1 (2) TCV (4) BAD (3)

ADTS (7)

JP (5)

DOTS (8)

CV2 (2) SOV2 (1) ENG2 HCB (6)


TECHNICAL SERVICES

97

Training DOCTR 039

AW 139

Heating System Jet Pump

Distribution ducting: Front cabin diffusor

Fan

Rear cabin diffusor

Pedestral outlets

From cockpit ventilation

From cockpit ventilation

Fan

Pedestral outlets

Front cabin diffusor


Rear cabin diffusor

TECHNICAL SERVICES

98

Training DOCTR 039

AW 139

Low Pressure Ducting (Vent/Heating) Cockpit view:

Fan From Heating System Flapper Valve LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

TECHNICAL SERVICES

99

Training DOCTR 039

AW 139

The Heating Control Box and the Cockpit Panel controls and monitors the Heating System according to the pilot demand. An overheat protection (DOTS: Duct Overheat Temperature Switch ) is provided to shut off the system if required. Two modes are basically proposed for 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 (Qty 2) - the cabin (Qty 1) and cockpit flapper valves (Qty 2) - the Shut Off Valves (SOV1 & SOV2) - the Temperature Control Valve ( TCV ) (Qty 1) - the Heating Control Box ( HCB ) (Qty 1)


TECHNICAL SERVICES 100

Training DOCTR 039

AW 139

High Pressure Ducts and Insulation Jackets The different Shut Off Valves of the Heating system are supplied with hot engine air by HP-ducts which are equipped with insulation jackets in order to keep the skin temperature below 200°C.

HP Duct 12771A020000 HP Duct 12761A020000

HP Duct 12772A020000 HP Duct 12760A020000



Training DOCTR 039

AW 139 HEATING

Return

PILOT INTERFACES



AW 139

Training DOCTR 039

"Heating and Ventilation system" Cockpit Control P/N91104A010000 HTR

VENT CREW

HTR TEMP Man CONTR MAN

AUTO

AUTO Auto

SOV 1 Normal CLOSE

FAN HIGH

ON MIN

OFF

FAN LOW

OFF PAX

MAX

CONTR

MAN HTR

2

CREW

ON

NORMAL Close

OFF

PAX

91104A010000 or 91104A010001 (NVG) Cockpit Control Panel AUTO

MIN

VENT

MAX

MAN HTR

1 potentiometer 2 switches Toggle switch

ON OFF

VENT

91101A010000 or 91101A010001 (NVG) Cabin Control Panel LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

AW 139

Cockpit Control Panel "Heating and Ventilation system" P/N91104A010000/ 3G2140V00351 Enter VENT part : please refer to "Ventilation" chapter HEATER part : Two 2-positions toggle switches control the SOV 1+2 : « NORMAL » the SOV is opened or closed. « CLOSE » the SOV is closed for safety reason by the crew. Note: The switch can moved back to the ‘’ NORMAL ‘’ position after turning HTR switch to “OFF” or by cutting off the 28VDC to the control panel.



Training DOCTR 039

AW 139

A 3-positions “Off, Man/Demist, Auto” switch allows to select the control mode : « OFF »

selected, the Heating Control Box is switched “Off”, both SOV’s are closed. The pilot can choose ventilation mode.

« AUTO » selected, the Heating System is in automatic mode. The pilot can choose ventilation mode. Note: When ventilation mode is selected along with heating the FV’s are in “Close” position, that means ram air “Open and cold air is mixed with the warm air from the heating system. 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” (no automatic overheat protection anymore). The pilot can choose ventilation mode. Note: When ventilation mode is selected along with heating the FV’s are in “Close” position, that means ram air “Open and cold air is mixed with the warm air from the heating system. Both SOVs are open, and the control of the Heating System is done by direct TCV motor command from the TEMP CONTR in rotary toggle switch position (up-side down), which allows to adjust manually the blowing temperature. Note: In “MAN” mode, it takes about 5 seconds to move the TCV in full open position. Therefore, to avoid any system overheat, do activate carefully the toggle switch to not move the TCV to full open position. LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

AW 139

“TEMP CONTR” A rotary potentiometer/toggle switch is provided to either adjust in “AUTO” mode the temperature demand or to act as a “Toggle switch” in “MAN” mode. Rotary Potentiometer (switch in top position): 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. Rotary Toggle Switch (switch in upside down position): When “OFF” is selected the Rotary Toggle Switch controls directly the TCV but no heating is obtained because both SOV’s are in closed position. When « AUTO » is selected, the Rotary Toggle Switch must be in potentiometer position between “min and max” (top position). When « MAN » is selected, the Rotary Toggle Switch controls directly the TCV, left position (-) for closing (less heating) and right position (+) for opening (more heating).



AW 139

Training DOCTR 039

Heating and Forced Vent. system Cockpit Control P/N 91106A010000/3G2141V00351 HEATER

VENT CREW

HTR CLOSE

MAN

TEMP CONTR

OFF FAN HIGH

AUTO OFF

MIN

SOV 1

NORMAL

FAN LOW

CREW

ON

-

+ MAX

2

PAX OFF FAN HIGH

CLOSE

FAN LOW

ON

91129A010000 Cockpit Control Panel 1 potentiometer 2 switches



Training DOCTR 039

AW 139

Cockpit Control Panel « Heating and Forced » Cabin Ventilation system VENT part : please refer to "Ventilation" description

Enter

HEATER part : please refer to previous “Heating and Ventilation system“ description

Enter



Training DOCTR 039

AW 139

SYSTEM CONTROL



Training DOCTR 039

AW 139

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. Rotary Toggle Switch), Control Heating system Control 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 controls the cabin flapper valve.



Training DOCTR 039

AW 139

Cockpit panel functions, Heating and Forced Ventilation system: (VENT CTRL "CREW" selected) Control Cockpit fans (off/low/high), Control Cockpit and CABIN fan (s) (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 system Control 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 controls the cabin flapper valve and the cabin fan.



Training DOCTR 039

AW 139

Cockpit panel pin location:



Training DOCTR 039

AW 139



Training DOCTR 039

AW 139

Heating system Control Box – HCB functions: Monitoring of the External Air Temperature Sensor – EATS (Agusta responsability) Monitoring of the Air 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 (in Auto mode) Memorizing the EATS, ADTS, DOTS and the Temp. Control fault message, Triggering HTR-Failure.



Training DOCTR 039

AW 139

Detailed Operation Heating System



Training DOCTR 039 Heating system operation:

AW 139

Added to the cockpit and cabin ventilation system, this configuration includes the heating functions which consists of the elements shown here below. The Heating Control Box and the Cockpit Control Panel control the proper function of the heating system and provides alarm and overheat protection. The basic heating system uses bleed air from the 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 from each engine port to a Shut-Off Valve (1) Check valve (2) avoids any back flow from one engine to the opposite engine.

AMBIENT AIR

ENG1 SOV1 (1) CV1 (2) TCV (4) BAD (3)

ADTS (7)

JP (5)

DOTS (8)

CV2 (2) SOV2 (1) ENG2 HCB (6)



Training DOCTR 039 Heating system operation:

AW 139

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 Jet Pump (5) with the air outside ambient air. An additional injector which by-pass the TCV in case of TCV malfunction, enables a minimum heating system operation. 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).



Training DOCTR 039

AW 139

Heating System Architecture:



AW 139 Temp -CTL1-SIG

Training DOCTR 039

11

Temp -CTL1 -SUP

Temp -CTL1-REF 12 AUTO -HTR-SEL


HTR Failure

43

HELICOPTER

7

HCB + 28 Vdc1

28

AFT FAN1

AFT -FAN-ON

Selection and Speed Control

B D

J01

AFT-FAN-CTL 12 10 11

41

8

A

C

M

9

F

AFT FAN2

TEMP_CONTR

0 Vdc1


B D

A

C

M VPWR2

HTR

F

MAN AUTO

FWD FAN 1

FWD-FAN-ON

OFF PAX HIGH

VPWR1

B FWD-FAN-CTL

LOW ON OFF HIGH LOW ON OFF

F

J01

CREW

VPWR1


E

55

B

15

LOW ON OFF HIGH LOW

D

A

M

HIGH

VPWR1

0 Vdc1


E

F

A

M D

16 ON OFF

FWD FAN 2

51

PAX/CREW HIGH LOW ON OFF

AFT FV

AFT-FV-CMD-H

21

4

M

AFT-FV-CMD-L

22

3

HIGH LOW

5

6

ON OFF

6

FWD FV1 FWD-FV-CMD-H

4 VPWR1

PAX/CREW HIGH LOW ON OFF

FWD-FV-CMD-L

23 24

M

3 5

HIGH LOW

6

FWD FV2

ON OFF

4

7

M

3 5

EATS

49

3 4

2 3


48

HCB

45 46 44

6

+28 Vdc2 0 Vdc2

HELICOPTER


AW 139

Training DOCTR 039 ADTS

1

TCV -FC

5


2

6

TCV -FO 9

40 34

VPWR2

8

HCB

3

15 36

14

J01 HTR

37

MAN/OFF

+

+ -

5

TCV-CMD-OPEN-OUT

38

AUT O

Speed option

-

TCV

TCV -REF

MAN/OFF

3 1

TCV-CMD-CLOSE-OUT

39

AUTO

M 2 TCV-CMD-CLOSE-IN

3 TCV-CMD-OPEN- IN

4

2 36

SOV1

HTR

CLOSE

AUTO/MAN

VPWR2

OFF AUTO/MAN

SOV 1

TCV -FC

SOV1-ON

NORMAL CLOSE

53

NORMAL

29

SOV1

SOV1-CMD

A

OFF

B SOV2 AUTO/MAN OFF AUTO/MAN

SOV 2

CLOSE NORMAL CLOSE

54

NORMAL

30

SOV2-ON

DOTS

A

SOV2-CMD

SOV2

A

OFF

B

B

SOV1 -ON SOV2 -ON

FWD-VENTILATION 48

VENT-FAILURE

34

AFT -VENTILATION

LOGICS

49 35 44 50 43 33

VPWR1

25 32

0 - 5v

40

VPWR2 LAMPS J01

47

FWD-FAN1-FAULT

C

FWD-FAN1

E

AFT -FAN 1

FWD-FAN2-FAULT C FWD- FAN2

AFT -FAN1-FAULT CASE GND

* Forced ventilation configuration

+28 Vdc1 0 Vdc1

E

AFT -FAN 2

* ECS configuration

+ 5 Vdc DIMMING

0 Vdc DIMMING

cc protection

26 31 20

HELICOPTER

Heater on 0 Vdc2

+28 Vdc2

17

18

26

10

37

50

38

39

8

9

13

7

5

4

6

12

MAINTENANCE CONNECTOR



Training DOCTR 039

AW 139

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...



Training DOCTR 039

AW 139

Heating/Ventilation System Logic



Training DOCTR 039

AW 139

Heating/Ventilation System Logic Description: 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.



Training DOCTR 039

AW 139

Heating/Ventilation System Logic Description: Ventilation Failure: 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°³ 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).



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HCB Logic Functions:

‘’HEATER-Failure’’signal 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).



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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) Reminder: Closed flapper valve means = ram air open.



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HCB Failure Logic: To 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- Agusta) 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 readout Box 92599A010000.



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HCB – ANALOG FUNCTIONS - To limit maximum duct air temperature to T max : 72.5°C +/- 2.5°C. - To make temperature reference acquisition on 10 KΩ 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. Regulation law: T regulation=T external + alfa (Tselected) + (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



AW 139

Training DOCTR 039

FV CONTROL MODUL

FWD-FVCLOSE

AUTO-HTR-SEL SOV1 ON SOV2 ON

AFT-FVCLOSE

AND

TCV CONTROL MODUL

OR

TCV-FC - 0,5

TCV OPEN

+

TCV CLOSE

TEMPERATURE

CONTROL1

EATS ADTS

-

EATS

EATS FAULT MODUL

DOTS

DOTS FAULT MODUL

ADTS

TEMPERATURE CONTROL1

PWM MODUL

PID

HTR-FAILURE

FAULT MODUL

ADTS FAULT MODUL

CTL1 FAULT MODUL


FAULT MEMORY

FAULT-READ FAULT-RESET FAULT-TEST


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Heating System Main Component description



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92177A020000



Training DOCTR 039

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Heating Control Box 92177A020000/3G2140V00252: The HCB drives the Heating system. It monitors the sensors and warns the crew when 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 Agusta) , - Potentiometer (Cockpit Panel - 10 KΩ ), - 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 .



Training DOCTR 039

AW 139

Helicopter harness–Maintenance connector using Test box 92599A010000: Reminder: The FROB should be used during trouble shooting to help to identify quickly the faulty component. The FROB allows to read out the failure(s) memorised in the HCB and to get real time system information in « SCAN » mode. Another function of the FROB is to SET / RESET the memory stage of the HCB.


Enter


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Heating Control Box – HCB general view:



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Heating Control Box Pin Location:



AW 139

Training DOCTR 039

Heating Control Box Pin Location: PIN

ITEM

TYPE

NOM. / MAX CURRENT

WIRE

2

EATS- SIG

Analog Input

5 / 10 mA

TWO TW

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

To

10

EATS-FAULT

5v / OC

2 / 10 mA

SINGLE CORE

Maintenance

37

FAULT-RESET

5v / OC

2 / 10 mA

SINGLE CORE

Connector

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


FROM / TO From EATS


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Shut Off Valve – SOV 6916A020000/3G2140V00551: 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 “1” inch 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.



Training DOCTR 039

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Shut Off Valve - SOV 6916A020000/ 3G2140V00551 Characteristics: Nominal power supply:

28 Vdc

Current consumption:

≤ 0,4 A

Opening /closing time

≤3s/≤4s

Operating pressure min/max:

0,7 bar/15 bar

Normal operating temperature:

403 °C up to max. 436°C for a short time

Surrounding temperature:

-40°C to +150°C up to max. 180°C

Storage temperature:

-55°C to + 85°C

Weight:

1100 g



Training DOCTR 039

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Shut Off Valve - SOV Pin Location (idem for SOV2):

(GND)

Overall view:



Training DOCTR 039

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High Pressure Check Valve 2298A020000/ 3G2140V00551: 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 Jaguar, Tornado and Eurofighter Aircraft.

Characteristics: Normal operating temperature (short time):

231°C (270°C) up to 403°C (436°C) max.

Ambient temperature:

-40°C to +130°C

Storage temperature:

-55°C to + 85°C

Weight:

50g

Internal leakage closed in non return position:

<1 g/mn at 8 bar



Training DOCTR 039

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HP - Check Valve general view:



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Temperature Control Valve TCV 14422A030001/3G2140V00751 Function: The temperature control valve is driven either by the pilot in “Manual” or by the HCB in “Auto” mode. It modulates the amount of hot air to be injected in the jet pump to control the heating temperature 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 conduction towards the actuator.



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Temperature Control Valve – TCV: Description: 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



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Temperature Control Valve TCV 14422A030001 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 :

≤4s

Internal leakage under 12 bar rel. pressure:

< 12 l/mn

Weight:

700 g



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Temperature Control Valve 14422A030001 – TCV general view



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Temperature Control Valve Pin Location :



AW 139

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Jet Pump 428B010000/3G2140V00851: Function: The jet pump is the heating system hot air generator. It produces a hot air flow using 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 flow is therefore a mixture of extremely hot engine bleed air and external fresh air.

Bleed flow

Outside fresh air


Mixed air


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Jet Pump 428B010000/3G2140V00851 : Description : The main components of the Jet Pump are:

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 jet pump provides sufficient heat to cockpit and cabin using HP engine bleed air (maximum 2% of each engine). A tube directly connected to the injector of the Jet Pump, by-passes the TCV if failed closed. This ensures a minimum temperature of 18°C and prov ides 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 .



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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



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Jet Pump general view:

By-pass tube

Injector

Mixing Unit

ADTS location DOTS location LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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HP – Ducts & Insulation Jackets: Functions: The high-pressure ducting is used to supply air from the 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: - the engine compartment for P/N 12758A020000 and 12759A020000 NEW P/N 12773A010001 and 12774A010001 - the tail rotor compartment for P/N 12760A020000 and 12761A020000



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HP – Ducts & Insulation Jackets: Description: • P/N 12758A020000 & 12579A020000 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 12760A020000 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.



AW 139

Training DOCTR 039

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 sho rt time 11,7 bar at 436°C

HP Duct 12759A020000

HP Duct 12761A010001 020000

HP Duct 12758A010000 020000 HP Duct 12760A010001 020000



AW 139

Training DOCTR 039

HP – Ducts & Insulation Jackets: 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 : Nomex fabric coated on one side with viton Long needled glass fibers Glass fabric impregnated of viton product



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ADTS – Air Duct Temp. Sensor 93260A010000/3G2140V00951: Function: The sensors are providing a temperature information to the HCB (Heating Control Box): - The ADTS measures the output temperature of the Jet Pump, - The EATS (supplied by Augusta) measures the external air temperature upstream from the Jet Pump. The HCB use the temperature information from both sensors and compares it with the temperature demand coming from the 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.



Training DOCTR 039

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ADTS – Air Duct Temp. Sensor 93260A010000/3G2140V00951: Description: Single Sensitive element allowing air to be circulated directly to the measurement component housing whit an optimum response time and accuracy. The ADTS is installed on the jetpump.

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: Weight:

6 seconds ≤ 100 g



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ADTS – Air Duct Temperature Sensor Pin Location:



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EATS – Ext. Air Temperature Sensor Pin Location (under Agusta responsability): The EATS installed in the helicopter front section under the cockpit/cabin and of the PT500 type.



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DOTS - Duct Overheat Thermal Switch 92244A010001/3G2140V01351: 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 downstream of 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) an d 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



Training DOCTR 039

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DOTS - Duct Overheat Thermal Switch Pin Location:



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Cockpit and Cabin fans, please refer to Ventilation chapter

Enter



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HEATING SYSTEM IN FLIGHT RESET PROCEDURE



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Heating +SOV in flight reset procedure: Reminder: Heating system failure logic In “AUTO” mode, ”HEATING-Failure’’ signal 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 [(Air Duct temperature sensor ADTS is in open circuit or External air temperature sensor EATS is in open circuit or potentiometer is in open circuit CTL1)] } then the " Heater Failure " discrete signal shall be sent to the helicopter general displayer (MAU).



AW 139 Training DOCTR 039 A Heating failure message appears on the MAU during flight with «HTR AUTO selected»: Caution: HTR AUTO selected, the «TEMP CONTR» switch must be used as potentiometer (between the MIN and MAX position) to avoid any false «Heating failure» triggering to the MAU. Normal «AUTO» system behaviour: - Both SOV are automatically closed by the HCB - Heating Control Box - Reset the system by turning HTR switch to «OFF» - Turn the HTR switch back to «AUTO». The heating system will re-start provided that the failure (Overheat event or other) is no longer present. Abnormal «AUTO» system behaviour: - In the event of a system overheat along with a «DOTS» malfunction (does not open) the ADTS reacts as back up and the ACCB will cut off both SOV’s automatically. - In the event of a system overheat with a «DOTS» and «ADTS» malfunction the system must be cut off manually by the pilot (put the SOV1 + 2 switches in the « CLOSED » position).



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Important: Both SOV switches are blocked in the close position, to unlock: - Reset the system by turning HTR switch to «OFF» - Move both SOV 1 + 2 switches back to «NORMAL» - Turn the HTR switch back to «AUTO». The heating system will re-start provided that the failure (Overheat event or other) is no longer present.



AW 139 Training DOCTR 039 An overheat event occurs during flight with « HTR MAN selected »: Caution: HTR MAN selected, the « TEMP CONTR » switch must be used as toggle switch (up side down position). Recommendation: To avoid any « OVERHEAT » conditions, close first the Temperature Control Valve – TCV by turning the toggle switch to « - » position (left side) during 15-20 seconds and then open slowly « + » position (turn to right) 2-3 seconds then wait for the system to respond. Normal «MAN» system behaviour: - The TCV is manually controlled with the toggle switch. - If the system runs in overheat conditions the DOTS will automatically shut off both SOV’s, - The heating system will re-start provided that the failure (Overheat event) is no longer present.



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Abnormal «MAN» system behaviour: - In the event of a system overheat with a «DOTS» malfunction (does not open) the system must be cut off manually by the pilot (put the SOV1 + 2 switch in the «CLOSE» position).

Important: Both SOV switches are blocked in the «CLOSE» position, to unlock: - Reset the system by turning HTR switch to « OFF » - Move both SOV 1 + 2 switches back to « NORMAL » - Turn the HTR switch back to « MAN » (or AUTO). The heating system will re-start provided that the failure (Overheat event) is no longer present.



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Return

HEATING SYSTEM TROUBLE SHOOTING PROCEDURE



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AW 139 DOTS Jet Pump

Air Conditioning/Heating configuration

Return

Check valve

TCV SOV SOV



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AB139 Heating trouble shooting guide

Testing using LTS - FROB’s and BOB’s:



Failure read Out Box – FROB

92599A010000 (Heating)

Caution:

Before connecting the special tool’s to the electrical harness switch-off the 28Vdc helicopter power supply.



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Note: In order to check the Heating/Ventilation system the FROB 92599A010000 and the BOB 92612A010000 must be used.

HEATING



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1) Connect the FROB 92599A010000 to the helicopter maintenance connector J144, located in the L/H side of the luggage compartment ( just behind the main access door). Reminder: The FROB should be used during trouble shooting to help to identify quickly the faulty component. The FROB allows to read out the failure(s) memorised in the HCB and to get real time system information in « SCAN » mode. Another function of the FROB is to SET / RESET the memory stage of the HCB.



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FROB 92599A010000 (Heating)

Note: Used for Heating system trouble shooting only



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2) Heating and Ventilation System troubleshooting: Possible memorised failures: • EATS fault • TS fault (= DOTS) • ADTS fault • CTL 1 fault (= Cockpit potentiometer failure) Note: Press "IP means: Press on the push button part of each program, an "In Progress" message will be indicated on the display. *Reason for the message "Reset Memory Faulty": 1) Failure is still present 2) MAU failure message still illuminated, do reset the message (cut off 28VDC) 3) No failure present and reset not possible – replace HCB.



AW 139

Training DOCTR 039 2 a) Failure read out «flow chart»:

FAILURE READ OUT

Memory

Scan

Return

Press "IP" Press

EATS-Fault/ADTS-Fault/CTL1-Fault/TS- fault or No Memorised Failure

Press

SELECT

Read out Set/Reset Press

SELECT Press "IP"

Set

Reset Press

Press

SET MEMORY

Memory Reset

Start

Start

Abort

Press "IP"

Abort

Press

Set Memory O.K. Press "IP"

Press "IP"

Reset Memory O.K. or Reset Memory Faulty* LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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2 b) Failure read out «flow chart» in « SCAN MODE »: Scan: This function permit to detect immediately (in real time) a failure as soon as it occurs during ground run or testing, which allows failure confirmation. * If no failure is present the indication will be : SCAN Failure – « Press » push button to go back to initial menu. FAILURE READ OUT

Memory

Scan Press

Press EATS-Fault/ADTS-Fault/CTL1-Fault/TS- fault or No Memorised Failure

Press

SELECT

Read out

Set/Reset

To continue refer to previous page



Training DOCTR 039

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BOB 92612A010000:



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3) Once the ventilation system components have been found correct, continue with the heating system components check. 4) Connect the BOB 92612A01000 between the Cockpit Panel J01 and the helicopter harness. The connector J02 on the Cockpit Panel back side must remain connected.


Connector J02

Connector J01



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5) Put all selection buttons on the cockpit panel in « OFF » position, CONTR in « CREW », HTR in « AUTO » and TEMP CONTR in « Min » position 6) Connect 28Vdc power to the helicopter and put GEN switch to ON. Warning: In A/C configuration the Condenser fan might start for a couple of secondes. 7) The BOB configuration should be: TCV FULL CLOSE = LED remains OFF TCV-CMD = Flushing «GREEN» LED SOV1-ON = «GREEN» LED comes ON (auditable click) SOV2-ON = «GREEN» LED comes ON (auditable click) AUTO-HTR SEL = «GREEN» LED comes ON

Initial configuration LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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7a) If the SOV 1 or 2 LED remains « off » check ⇒ for SOV1 presence of 28VDC between jumper 29 and 31, if not change cockpit panel, ⇒ for SOV2 presence of 28VDC between jumper 30 and 31, if not change cockpit panel 7b) If the SOV 1 or 2 LED comes « on » but no auditable click check ⇒ DOTS, wiring and connection and if O.K. replace the faulty SOV 7c) If the AUTO-HTR SEL LED remains «off » ⇒ change cockpit panel,



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7d) If the TCV-CMD LED remains « off » check ⇒ correct TCV functioning in « MAN » mode, ⇒ if O.K. – check wiring/connection between cockpit panel and HCB, ⇒ if O.K. - check voltage picks between jumper 2 and 3, if no voltage picks measured - change HCB, ⇒ if O.K. - change cockpit Panel, ⇒ if TCV does not work in « MAN » mode - check wiring and connection, ⇒ if O.K. check voltage picks between jumper 37 and 38/39, ⇒ if no voltage picks measured – replace cockpit panel and if O.K. replace the TCV



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8) Put the HTR switch in « MAN » and TEMP CONTR selection button in «Toggle switch » position 9) The BOB configuration should be: SOV1-ON = «GREEN» LED remains ON SOV2-ON = «GREEN» LED remains ON



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9a) If SOV1 or/and SOV2-ON «GREEN» LED goes OFF ⇒ Replace Cockpit Panel



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10) Hold the toggle switch in « - » position, the BOB configuration should be: TCV FULL CLOSE = «GREEN» LED is flushing when TCV full close position is reached TCV-CMD = Flushing «YELLOW» LED becomes « GREEN » when TCV full close position is reached SOV1-ON = «GREEN» LED remains ON SOV2-ON = «GREEN» LED remains ON



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10a) With the toggle switch in « - » position and if the BOB TCV FULL CLOSE «GREEN» LED is NOT flushing when TCV full close position is reached: ⇒ Check wiring and if O.K. - Replace TCV 10b) With the toggle switch in « - » position and if the BOB TCV-CMD «YELLOW» LED is NOT flushing: ⇒ Replace Cockpit Panel



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11) Hold the toggle switch in « + » position, the BOB configuration should be: TCV FULL CLOSE = LED is « OFF » TCV-CMD = «GREEN» LED is flushing SOV1-ON = «GREEN» LED remains ON SOV2-ON = «GREEN» LED remains ON



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11a) With the toggle switch in « + » position and if the BOB TCV-CMD «GREEN» LED is NOT flushing: ⇒ Replace Cockpit Panel



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12) HTR switch in « MAN », put the SOV 1 switch in «CLOSE» position, the BOB configuration should be: SOV1-ON = LED goes « OFF » SOV2-ON = «GREEN» LED remains ON Note: Once the SOV is closed the switch is « BLOCKED » for safety reasons. To reset turn HTR switch to « OFF » and put SOV switch back to the « NORMAL » position.



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12a) HTR switch in « MAN », put the SOV 1 switch in «CLOSE» position, if the SOV1-ON « GREEN » LED does NOT go « OFF »: ⇒ Replace Cockpit Panel



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13) HTR switch in « MAN », put the SOV 2 switch in «CLOSE» position, the BOB configuration should be : SOV1-ON = «GREEN» LED is ON SOV2-ON = LED goes « OFF » Note: Once the SOV is closed the switch is « BLOCKED » for safty reasons. To reset turn HTR switch to « OFF » and put SOV switch back to the « NORMAL » position.



Training DOCTR 039

AW 139




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14) HTR switch in « AUTO », put the SOV 1 switch in «CLOSE» position, the BOB configuration should be : TCV-CMD = «GREEN» LED is flushing SOV1-ON = LED goes « OFF » SOV2-ON = «GREEN» LED is ON AUTO-HTR SEL = «GREEN» LED is ON Note: Once the SOV is closed the switch is « BLOCKED » for safty reasons. To reset turn HTR switch to « OFF » and put SOV switch back to the « NORMAL » position.



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14a) HTR switch in « AUTO », put the SOV 1 switch in «CLOSE» position, if the SOV1-ON « GREEN » LED does NOT go «OFF»: ⇒ Replace Cockpit Panel



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15) HTR switch in « AUTO », put the SOV 2 switch in « CLOSE » position, the BOB configuration should be: TCV-CMD = «GREEN» LED is flushing SOV1-ON = «GREEN» LED is ON SOV2-ON = LED goes « OFF » AUTO-HTR SEL = «GREEN» LED is ON Note: Once the SOV is closed the switch is « BLOCKED » for safty reasons. To reset turn HTR switch to « OFF » and put SOV switch back to the « NORMAL » position.



Training DOCTR 039

AW 139




Training DOCTR 039

AW 139

16) Check the correct functioning of the cockpit panel potentiometer using voltmeter between jumper 11 and 12: ⇒ TEMP CONTR switch in « MIN » position ~ 0.2 Vdc (or ~4 Ohm jumper removed) ⇒ TEMP CONTR switch in « Middle » position ~ 1.5 Vdc ⇒ TEMP CONTR switch in « MAX » position ~ 3.0 Vdc (or ~8 KOhm jumper removed)



Training DOCTR 039

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16a) If the measured voltage is +/- 0.5 Vdc out of range: ⇒ Replace Cockpit Panel



Training DOCTR 039

AW 139

17) Connect the BOB between the HCB and the helicopter harness located in the L/H forward side of the luggage compartment (requires removal of the rack AHRS – A9). 18) Re-installed/re-connected the Cockpit Panel. Note: In this position the BOB allows to check the EATS, ADTS and/or DOTS to confirm or not the failure memorised in the FROB 92599A010000 (see page 29).

Connection

HCB



Training DOCTR 039

AW 139

19) To check the correct functioning of the EATS measure a voltage between jumper 2 and 3:

500 + (1,925 per 1°C)

V= 5x V=[500 + (1,925 per 1°C) + 4640] Example for 27°C : = 532 mV , replace if 5 Vdc is mea sured. Note: On the EATS connector itself the - Pin location is 3 and 4. 19a) If the measured voltage is +/- 0.2 Vdc out of range: ⇒ Check wiring and connection and if O.K. - replace EATS (under Agusta responsability)



AW 139 Training DOCTR 039 EATS – LOOKUP TABLE



Training DOCTR 039

AW 139

20) To check the correct functioning of the ADTS measure a voltage between jumper 5 and 6:

V= 5x

1000 + (3,85 per 1°C) V=[1000 + (3,85 per 1°C) + 4020]

Example for 24°C: = 1068 mV, replace if 5 Vdc is meas ured. Note: On the ADTS connector itself - Pin location is A and B.

20a) If the measured voltage is +/- 0.2 Vdc out of range: ⇒ Check wiring and connection and if O.K. – replace ADTS



AW 139

Training DOCTR 039

ADTS – LOOKUP TABLE In mV

°C

In mV 1161 1164 1167 1169 1172 1175 1178 1181 1183 1186 1188 1191 1194 1197 1199 1203 1205 1208 1211 1214 1217 1219 1222 1225 1227 1230 1233 1235 1238 1241 1243 1246 1249 1252 1255


°C 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90


Training DOCTR 039

AW 139

21) To check the correct functioning of the DOTS, check electrical continuity between HCB and DOTS, using ohmmeter between BOB jumper 36 and 44 : No overheat detected = close circuit between 20 Ohm to 30 Ohm Note: The resistance can be measured on the DOTS connector between pin Pin A and B



Training DOCTR 039

AW 139

21a) Measure resistance and if open circuit (value >1 KOhm): ⇒ Check wiring and connection and if O.K. – replace DOTS



Training DOCTR 039

AW 139

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 IS ABOVE 45°C. 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 (SOV – NORMAL: SOV’s are closed as long as Heater Mode « OFF » selected. Heater mode « Man » and « Auto » selected SOV’s are «Open ») HTR AUTO – MIN VENT Crew Fan – OFF VENT Pax Fan – OFF SOV 1 + SOV 2 – CLOSE



Training DOCTR 039

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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 28Vdc between jumper 53 and 32, If O.K. check wiring, connection between Cockpit Panel and SOV 1 (28Vdc between pin 1 and 2), repair as necessairy (search for a false contact), If O.K., check DOTS in close position - continuity 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



Training DOCTR 039

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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 (28Vdc between jumper 54 and 32). 9)Using HTR MAN Rotary toggle switch, drive TCV to full 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 green led flushing on BOB (Jumper – 39) as long as toggle switch is activated (light is «OFF » when toggle switch not activated) b)If not flushing, check wiring, connection and correct 28Vdc power supply to the valve (pin 2 + 5) - replace faulty element c) Check break out box BOB-TCV Full Close green led "ON" (18Vdc between Jumper 39 and 37),



Training DOCTR 039

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♣ TCV does not close (despite to TCV-CMD green led flushing) : 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] green led flushing ). ♣ TCV does not open, TCV Full Close green led still « ON » despite TCV-CMD Green led flushing (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



Training DOCTR 039

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11) Switch VENT CREW to FAN HIGH , check for presence of warm air flow from the cockpit diffusors: a) Not enough warm air 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 10 seconds the toggle switch) Check for the cut "Off" of the heating system when the blowing temperature at the rear cabin diffusor exceed 85+/-5°C Note: In manual mode the DOTS fault is not memorized in HCB.



AW 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⇒ ⇒

Enter

Check correct power supply to SOV 1+2, if not replace Cockpit Panel, ♠ If CTL 1 fault is triggered on HCB,⇒

Enter LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

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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

Enter

♠ 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



Training DOCTR 039

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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



Training DOCTR 039

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AIR CONDITIONING HEATING AND VENTILATION SYSTEM



Training DOCTR 039

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Helicopter Air Conditioning System cut off view

Return Cockpit + Cabin compressor Cockpit condenser Fan L/H cockpit evaporator Cockpit HP-switch Cabin evaporator fans L/H cockpit evaporator Cockpit Panel R/H cockpit evaporator

Cabin condenser Fan

Cabin FV


Cockpit TS2



Cockpit FV’s LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

EATS CockpitTemp. Sensor TECHNICAL SERVICES 215

Training DOCTR 039

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AIR CONDITIONING SYSTEM 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 to be cooled (cockpit/cabin) .



Training DOCTR 039 AIR CONDITIONING SYSTEM

AW 139

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. The basic ventilation cockpit flapper valves and fans are replaced by other valves and fans and the air has to pass through an evaporator on each side. The new flapper valves have an inlet dedicated to recirculated air which is used when RECYCLE mode is selected. The cabin flapper valve is replaced by another valve and a second fan is added. The air has to pass through an evaporator assembly. The new flapper valve has inlets dedicated to recirculated air which are used when RECYCLE mode is selected.



AW 139

Training DOCTR 039

Air Conditioning System/Heating/Forced Ventilation components: Item

Component

COND / HEATER CABIN Fan

001

TEMPERATURE CONTROL VALVE

002 003

1'' Check valve

004

Composite Jet Pump

005

Shut off valve

006

Heating control box

COND

VENT

HTR

007

ADTS Temperature sensor

008

Overheat thermal switch

009

Cockpit evaporator right

010

Cockpit evaporator left

010

Condenser Fan


P/N

Qty

8020A010000 3G2150V02251

2

14422A030001 3G2140V00751

2298A020000 3G2140V00651 428B010000 3G2140V00851 6916A020000 3G2140V00551 92177A020000 3G2140V00252 93260A010000 3G2140V00951 92252A01/92244A01

3G2140V01351

3521B010000 3G2150V00853 3522B010000 3G2150V00753 8028A010001 93036A010001

1 2 1 2 1 1 1 1 1 2


AW 139 Training DOCTR 039 Air Conditioning System/Heating/Forced Ventilation components: Cabin evaporator assy

011 012

Condenser assy

COND / HEATER

013

COMPRESSOR PACK ASSY

014

VENTILATED TEMPERATURE SENSOR

015

Cockpit double flapper valve for ECS

016

Cockpit ECS fan

017

NEW COCKPIT CONTROL PANEL Syst 5 NEW COCKPIT CONTROL PANEL Syst 5 - NVG

018 019

VENT

COND

NEWHTR COCKPIT CONTROL PANEL without PAX

020

NEW COCKPIT CONTROL PANEL Syst 5 – without PAX NVG (OPTION)

021

AIR CONDITIONING CONTROL BOX

022

New cabin flapper valve for ecs - includes two 2303A010000

1758D010000 3G2150V00953 3520B01/3520C01 3G2150V02351 1768B010000 3G2150V01153 92279A010000 3G2150V01251 6039B010000 3G2150V00652 8011A030000 3G2150V00553 91108A010000 3G2150V00351 91108A010001 3G2150V00352 91130A010000 3G2150V00353 91130A010001 3G2150V00354 92183A020000 3G2150V00252 4577B010000 3G2150V01352

1 1 1 2 2 2

1

1

2 1

Dryer filter

20204-061

2

052

High pressure switch (29 bar) (NEW P/N 20204-071 + 20204-072)

20204-062

2

060

Low pressure switch (NEW P/N 20204-073 + 20204-074)

20205-010

1

050



Training DOCTR 039

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PILOT INTERFACES



Training DOCTR 039

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PILOT INTERFACES 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)



Training DOCTR 039

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PILOT INTERFACES It sends to the Helicopter general displayer (Modular Avionic Unit - MAU ) depending on the system status, four (4) discrete signals:

AFT-VENTILATION

FWD-VENTILATION

VENT FAILURE

HEATER-ON



AW 139

Training DOCTR 039

When CREW is selected on the cockpit control panel, both cockpit and cabin zones are controled . VENT Each ACCB control the cockpit and cabin temperature by comparison of the measured temperature in each zone to the desired temperature adjusted by the crew with the TEMP CONTR potentiometer.

CREW

COND / HEATER HTR

COND RECYCLE

MAN AUTO

NORM

VENT

TEMP CONTR

CREW

TEMP CONTR

OFF FAN HIGH

MIN

OFF

CLOSE

FAN LOW

COND / VENT

ON OFF FAN HIGH

MIN

SOV 1

91108A010000 Cockpit Control Panel

-

PAX

+ MAX

CONTR

2

ON

CREW

TEMP

OFF FAN HIGH NORMAL

FAN LOW

FAN LOW

CONTR

VENT

ON PAX




AW 139

Training DOCTR 039

VENT

CREW

COND / HEATER COND

HTR

VENT

TEMP CONTR

CREW

TEMP CONTR MIN

SOV 1

CLOSE

-

+ MAX

PAX

2 MIN

NORMAL


PAX


Training DOCTR 039

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AW 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.

FV in recirculation FV in ram air position

COND / HEATER

VENT

CREW

HTR

COND RECYCLE

MAN

FAN HIGH

AUTO

NORM OFF

COND NORMAL

FAN LOW

ON

MIN

SOV 1

91108A010000 Cockpit Control Panel OFF

TEMP CONTR

-

/

PAX

+ MAX

2 HEATER

CONTR

VENT

CREW

OFF FAN HIGH CLOSE

FAN LOW

ON PAX


3 potentiometers 2 switches HTR COND LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

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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 himself, 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 active with regard to the flapper valve position. ♦ MAN and AUTO position and all other switches: Idem to Heating Cockpit panel ⇒ ⇒

Enter LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

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Note: The ACCB monitors the temperature reference acquisition on 10 KΩ potentiometer with +/- 2% accuracy. Complete potentiometer range is corresponding to (+5°C/+45°C) range including failure analysis. The potentiometer is considered as faulty when open circuit or a temperature reference > 45°C. Using BOB: Voltage between jumper 11 and 12 Temp. Control: TEMP CONTR switch in « MIN » position ~ 0.2 Vdc TEMP CONTR switch in « MIN » position ~ 1.5 Vdc TEMP CONTR switch in « MIN » position ~ 3.0 Vdc



Training DOCTR 039

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SYSTEM CONTROL



Training DOCTR 039

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Air Conditioning/Heating and Forced Ventilation system: This configuration includes the previously described Heating and Forced Ventilation system control functions. There are two separated air conditioning loops respectively dedicated to the cockpit and to the cabin zone and each controlled by one ACCB.



Training DOCTR 039

AW 139

The Air Conditioning Control Box – ACCB (1+2) functions for each loop: Receiving A/C "ON/OFF" selection signal from the Cockpit Panel Receiving Cockpit Fan or/and Cabin Fan “Low/High speed" signal from the Cockpit Panel Monitoring of the re-circulation air Temperature Sensor Monitoring of the evaporator air 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 and Temperature Sensor fault message Triggering A/C failure



Training DOCTR 039

AW 139

Detailed Operation: Operation: Air Conditioning System



Training DOCTR 039

AW 139

A/C system + Refrigerant R134a explanations: 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 and operate with HFC R134a refrigerant. 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.



Training DOCTR 039

AW 139

A/C - Vapour Cycle Principale: 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 from high pressure to low pressure (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 low temperature and low pressure.



Training DOCTR 039

REFRIGERANT PRESSURE

AW 139

vapor line

liquid line

LIQUID

CD = Condenser heat exchange per kg of refrigerant Condensing pressure

D D

C

C ambient coolant air

recirculated cabin air

A VAPOR A

recirculated cockpit air

Evaporating pressure

constant temperature curve

B

B

A AB = Evaporator heat exchange per kg of refrigerant

B’C’ = Energie of compression per kg of refrigerant Enthalpy at evaporator inlet

B’

Pf = Q x ∆H


Enthalpy at evaporator outlet

C’ Enthalpy at compressor outlet

REFRIGERANT ENTHALPY


Training DOCTR 039

AW 139

System control for both cockpit and cabin zones is achieved separately within the dedicated air conditioning control box by comparison of the cockpit or cabin temperature with the desired temperature chosen by the pilot on the control panel. Temperature regulation is effected by ON/OFF cycles of the relevant compressor. The air conditioning system has been sized for re-circulation air in both cockpit and cabin zones. The total combined heat load has been assumed to be generated in equal proportion by the cockpit and cabin zones.



Training DOCTR 039

AW 139

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 system failure 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 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 safety switch.



Training DOCTR 039

AW 139

Air Conditioning System Operation for each loop:

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” the A/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 system to operate at optimum efficiency 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.



Training DOCTR 039

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Located downstream of 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 from the cockpit or cabin recycling air carried by the evaporator fan.



Training DOCTR 039

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At the TEV outlet, a Low Pressure safety switch is installed. When the pressure falls below the 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 “Off” the 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 then drained overboard by a dedicated system.



Training DOCTR 039

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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 airflow in the cabin/cockpit. Note: The HP and LP – T port are also equipped with servicing valves permitting pressure monitoring for trouble shooting purpose.



Training DOCTR 039

AW 139

Vapour Cycle general schematic (valid for each loop): Expansion valve

LP-Switch

Evaporator BP pressure switch Filling BP (LP) port

Evaporator fan air flow

Liquid flexible hose

Insulated BP flexible hose LP-Switch

HP pressure switch

Filling LP port

Anti freeze Thermal switch

Filling HP port

Scroll compressor

Condenser fan air flow

HP flexible hose

Receiver filter drier


Filling HP port

Condenser


Training DOCTR 039

AW 139

Air Conditioning System Component Location



Training DOCTR 039

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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): Gaspers + Demisters

Thermal Switch Evaporator S/A

TEV A/C - Fan Dual - FV Ram Air Inlets



Training DOCTR 039 Cockpit zone:

AW 139

Thermal Switch Gaspers + Demisters LP-Switch Evaporator S/A TEV A/C - Fan

Dual - FV



AW 139

Training DOCTR 039

Front face outlets Lower Side Window Demister

Cockpit Air Conditioning


configuration schematic:


Air intake

Air Cond. Pack

Flapper valve Fan

Recirc. Heating

Evaporator Heating Recirc.

Fan Air intake

Flapper valve

Air Cond. Pack Main winshield Demister

Upper Side Window Demister Lower Side Window Demister


TECHNICAL Front face outlets

SERVICES 246

AW 139

Training DOCTR 039

A/C location on upperdeck general view: Cockpit Condenser

Cabin Condenser Fan

Cabin Cockpit

comp.

compressor

Cabin Condenser Receiver/Filter Cabin loop

Cockpit Condenser Fan

A/C Cabin Fans Receiver/Filter Cockpit loop

Ram Air Inlet Refrigerant

Cabin FV

hoses Cabin LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

Recirc. Air


Training DOCTR 039

AW 139

Cabin Ventilation for Air Conditioning configuration: Side vents manifold

Recirc.

Flapper valve

Fan

Evaporator Pack


Fan Plenum

Air intake


Side vents manifold



Training DOCTR 039

AW 139

Air Conditioning System Architecture



AW 139

Training DOCTR 039

Helicopter

System Architecture:

+28Vdc

+28Vdc 0Vdc

0Vdc

FWD-COND.FAN-relay

M

+28Vdc

FWD-COND.-FAN

M

R1

AFT-COND.-FAN

R2

0Vdc FWDCOMPRESSORCLUTCH

AFT-COND.FAN-relay

+28Vdc

+12Vdc

FWD-CLUTCH

0Vdc

relay

+12Vdc

AFT-CLUTCH relay

AFTCOMPRESSORCLUTCH

ACCB1 FWD Maintenance connector

FWD-TS1 FWD-TS2

ACCB2 AFT Maintenance connector

AFT-TS1 FWD-LP

AFT-TS2

FWD-HP

AFT-LP AFT-HP

FWD-TEMP.-SENSOR AFT-TEMP.-SENSOR

Connector for heating and ventilation systems


COCKPIT CONTROL PANEL


Training DOCTR 039

AW 139

System Electrical Wiring Block Diagram:



Training DOCTR 039

AW 139




Training DOCTR 039

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Training DOCTR 039

AW 139




Training DOCTR 039 Main Components:

AW 139

ACRONYM

DESIGNATION

Qty

PART NUMBER

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

1

14713-021


FWD-HP

Forward High Pressure sensor

1

20204-062

No Fault = closed Open if P > 27b ± 0,7b

FWD-LP

Forward Low Pressure sensor

1

20205-010

No Fault = closed Open if P < 0,4b ± 0,2b

FWDTEMP.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


COMMENTS


Training DOCTR 039

AW 139

Equipments: ACRONYM

DESIGNATION

Qty

PART NUMBER

ACCB2

Air Conditioning Control Box2

1

92183A020000

COCKPIT CONTROL PANEL

Cockpit Control Panel

1

92108A010000

AFT-TS2

After Thermal Switch2

1

14713-021


AFT-HP

After High Pressure sensor

1

20204-062

No Fault = closed Open if P > 27b ± 0,7b

AFT-LP

After Low Pressure sensor

1

20205-010

No Fault = closed Open if P < 0,4b ± 0,2b

AFTTEMP.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


COMMENTS


Training DOCTR 039

AW 139

Air Conditioning System Component description and Operation



Training DOCTR 039

AW 139

Air Conditioning Control Box - ACCB 1+2 (ACCB of the cockpit loop is interchangeable with ACCB of the cabin loop) 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 maintenance connector.



Training DOCTR 039

AW 139

Air Conditioning Control Box-ACCB1+2 - P/N92183A020000/3G2150V00252 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 ♦ Low Pressure, LP-Switch fault ♦ High Pressure, HP-Switch fault



Training DOCTR 039

AW 139

LOGIC FUNCTIONS

‘’COND-FAN-ON’’ signal is active if ‘’A/C-SELECTION-INPUT’’ signal is active.

‘‘COMPRESSOR-ON’’ signal is active if : ‘’A/C-SELECTION-INPUT’’ signal is active,

and

‘’FAN-ON’’ signal is active,

and

‘’EVAP-FAN1-FAULT’’ and ‘’EVAP-FAN2-FAULT’’ signals are not active in the same time (at least one of the two fans must be in operation ),

and

‘’HP-SIG’’ signal is no active,

and

‘’LP-SIG’’ signal is no active. (with 30 s inhibition during compressor starting),

and

‘’TS1-SIG’’ and ‘’TS2-SIG’’ signals are no active (with 30 s inhibition when icing failure appears),

and

Temperature sensor is in operation,

and

The measured temperature is higher than the order temperature plus 2°C.

and

The measured temperature is higher than +10°C and lower than +65°C.

and

‘’A/C-FAILURE’’ signal is no active

and

The time between 2 ON/OFF compressor is higher than 30s.



Training DOCTR 039

AW 139

ACCB - Block Diagram



Training DOCTR 039

AW 139

A/C - Failure detection logic: ♦ Thermal Switch – TS fault Inhibition for 30 sec. when icing failure appears. Presence of the failure during 3 minutes OR both evaporator fan malfunction (under speed) – compressor stops, FWD or AFT A/C failure is indicated on MAU. ♦ Temperature Sensor – fault Presence of the failure during 10 seconds, if open circuit or out of range –compressor stops, FWD or AFT A/C failure is indicated on MAU. ♦ Low Pressure, LP-Switch fault Inhibition for 30 sec. during compressor start-up. Presence of the failure during 3 minutes OR three underpressure events – compressor stops, FWD or AFT A/C failure is indicated on MAU. ♦ High Pressure, HP-Switch fault Presence of the failure during 3 minutes OR three overpressure events – compressor stops, FWD or AFT A/C failure is indicated on MAU.



Training DOCTR 039

AW 139

Air Conditioning Control Box-ACCB 1+2 - P/N92183A020000 /3G2150V00252 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.



Training DOCTR 039

AW 139

Air Conditioning Control Box Pin location:



AW 139

Training DOCTR 039

Air Conditioning Control Box Pin location: PIN

ITEM

13

ANA-OUT1A

TYPE

Analog output (+)

O

NOM. / MAX CURRENT

WIRE

FROM / TO

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

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.SENSORFAULT

+5v/OC

O

2 / 10 mA

SINGLE CORE

26

FWD-TS-FAULT

+5v/OC

O

2 / 10 mA

SINGLE CORE


From / To FWD Maintenance Connector


AW 139

Training DOCTR 039

Air Conditioning Control Box Pin location: PIN

ITEM

TYPE

NOM. / MAX 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

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


From / To AFT Maintenance Connector


Training DOCTR 039

AW 139

Air Conditioning System "Refrigerant Circuit" Component description and Operation



Training DOCTR 039

AW 139

Refrigerant Scroll Compressor Pack P/N1768B020000/3G2150V01153 (AFT Compressor 1362A010001/FWD Compressor 1363A010001) 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.



Training DOCTR 039

AW 139

Refrigerant Scroll Compressor Pack P/N3G2150V01153/1768B010000 Compressor Discharge hole

Compressor Suction hole

Cockpit compressor

Compressor Suction hole

Futur modification:

Cabin compressor

Improved wiring and connector LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


AW 139

Training DOCTR 039

Refrigerant Scroll Compressor Pack P/N3G2150V01153/1768B010000 Characteristics: Clutch voltage:

28VDC

Operation temperature:

+10°C to 85°C

Weight:

< 20 kg

Drive belt tension:

270 +/- 5 Hz for a new belt 270 +/- 20 Hz for an existing belt after 300Hrs

·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



Training DOCTR 039

AW 139

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 from refrigerant 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 from carter and send it to the bearing housings.



Training DOCTR 039

AW 139

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 new pair 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.



AW 139

Training DOCTR 039

A

A

1st revolution

B

B A+B

2nd revolution

3rd revolution

New cycle LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


AW 139

Training DOCTR 039 Characteristics Refrigerant :

R134a

Oil qty. :

150cc +/-5cc of PAG244 (in each)

Volume :

105cm3

Max. Rotation Speed :

3900 rpm

Clutch requirements :

28 VDC

Thermal protection at: cut “OFF” 125°C +/-3°C, cut “IN” 110°C +/- 6°C Pin location for both compressors:

PIN

ITEM

TYPE

NOM. / MAX CURRENT

WIRE

FROM / TO

A

FWD–CLUTCH-SIG

12V / OC

5A / 7,5A

SINGLE CORE

From FWD CLUTCH relay (+)

B

FWD–CLUTCH-REF

GND

5A / 7,5A

SINGLE CORE

0 Vdc2



Training DOCTR 039

AW 139

Condenser S/A description P/N3520B010000/3520C010000 P/N3G2150V01052 /3G2150V02351 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 28VDC 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.



Training DOCTR 039

AW 139

Fan 8028A010001 version characteristic:

Speed between 3250 rpm and 3850 rpm Max. power consumption: ≤ 32 A

Fan 93036A010001 version characteristic:

Speed between 4100 rpm and 4900 rpm Max. power consumption: ≤ 60 A

Weight of the condenser S/A version B < 18.5 kg, version C ≤ 23 Kg



AW 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. Aluminium unit treated against corrosion.

Max Operating Pressure :

29 Bars

Proof Pressure :

43.5 Bars

Burst Pressure :

72.5 Bars



Training DOCTR 039

AW 139

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 system against overpressure (opening the electrical loop to the ACCB). 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.



AW 139

Training DOCTR 039 Receiver Filter Drier description •

Burst pressure :

180 Bar

•

Total internal volume :

0.7 l

•

Filtering capacity :

12 µm

•

Drier sieve :

3 and 4 Å

•

Dimensions :

∅ 70 mm, L = 220

Note: Liebherr recommended to change every 2 years the refrigerant in both the cabin and cockpit loop (for details refer to the refrigerant servicing procedure). During this maintenance action it is strongly recommended to change the desiccant filter/receiver. This filter can not be cleaned and has to be discarded.



Training DOCTR 039

AW 139

Equipped with an HP-switch : The high pressure switch (normally closed) prevents any damage of the compressor and the condenser 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 29 bar/rel. +/1 bar (close again at ~21.6 bar/rel +- 3.1bar).

Important: For easier maintenance the HP-switch can be replaced without removing the refrigerant out of the system (use heater gun to brake the Loctite 586).



Training DOCTR 039

AW 139

HP–Switch NEW 20204-071 + 20204-072 pin location: PIN

ITEM

TYPE

NOM. / MAX 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

New design: Improved wiring and connector LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039 Cockpit Evaporator

AW 139 L/H 3522B010000/3G2150V00753 R/H 3521B010000/3G2150V00853

The evaporator assy is set in the cockpit area behind the control panel. The S/A is linked to the cooling loop by two rubber flexible ducts. Air is re-circulated 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 Schräder valve 34878-00). An anti-freezing Thermal switch (previous P/N 14713-021 now 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 and then super-heated up to 5°C regarding saturated state (see TEV operating description).



AW 139

Training DOCTR 039

L/H Cockpit Evaporator S/A general view: Cooled Air Outlet

Weight: < 4,1 kg Thermal Switch

Flexible hose Gasous Refrigerant Outlet

Low Pressure Switch TEV

Liquid Refrigerant Inlet

Cockpit/Ram Air Inlet LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

AW 139

COCKPIT (FWD) Thermal Switch TS1 (TS2):

CABIN (AFT) Thermal Switch TS1 (TS2):

COCKPIT (CABIN) LOW PRESSURE Switch - LP:



Training DOCTR 039

AW 139

Cabin Evaporator S/A 3G2150V00953 description This assembly is installed in the upper deck area, in front of the main transmission box. Air is re-circulated from air 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 between TEV and Evaporator inlet (screwed on a Schräder valve 34878-00). Important: For easier maintenance the LP-switch can be replaced without removing the refrigerant out of the system (use heater gun to brake the Loctite 586). One thermal switch (previous P/N14713-021 now 20204-075) measures the air temperature downstream of 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.



Training DOCTR 039

AW 139

Cabin Evaporator S/A general view: Weight: < 7.5 kg

Low Pressure Switch

Liquid Refrigerant Inlet Cabin/ Ram Air Inlet

Thermal Switch

Cabin/ Ram Air Inlet

Cooled Air Outlet


TEV

Gasous Refrigerant Outlet


Training DOCTR 039

AW 139

Parts common to the Cockpit and Cabin Evaporator



AW 139

Training DOCTR 039

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 Aluminium unit treated for biological growth and corrosion. Characteristic Max Operating Pressure :

12 Bars

Proof Pressure :

18 Bars

Burst Pressure :

30 Bars



Training DOCTR 039

AW 139

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 7°C (2°C to 15°C) at the outlet of the evaporator ). Note: The TEV is factory set up in order to provide the requested superheating. No further adjustment is needed. Hence, the evaporator area is optimised, and any risk of liquid suction by the compressor is avoided.



Training DOCTR 039

AW 139

Thermostatic Expansion Valve - TEV S4300-05



AW 139

Training DOCTR 039

Thermostatic Expansion Valve – TEV EIRT = Evaporator Inlet Refrigerant Temperature EORT = Evaporator Outlet Refrigerant Temperature

Capillary Tube

Recirculation air TO Cabin

BULB

TEV EVAPORATOR

Example: EIRT = 8°C

EORT = 13°C

Delta t = 5°C superheating

Recirculation air FROM Cabin LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

AW 139

Thermostatic Expansion Valve – TEV : Refrigerant in a gasous state Capillary Tube


TEV

BULB

EVAPORATOR

5°C EIRT = 8°C

Normal Superheating

EORT = 13°C



Training DOCTR 039

AW 139



TEV

EVAPORATOR

BULB

20°C EIRT = 8°C

Superheating to High

EORT = 28°C



Training DOCTR 039

AW 139



TEV

BULB

EVAPORATOR

0°C No SuperheatingEORT = 8°C

EIRT = 8°C



Training DOCTR 039

AW 139

LP – Switch (previous 20205-010 now 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 0.5 bar/rel. +/-0.3 bar (the LP-switch close again when the pressure goes up to 1.5 bar/rel. +/-0.3 bar). The LP – Switch at the Evaporator S/A is installed on the flexible hose between TEV and Evaporator inlet. Important: For easier maintenance the LP-switch can be replaced without removing the refrigerant out of the system (use heater gun to brake the Loctite 586).



AW 139

Training DOCTR 039 LP – Switches pin location: PIN

ITEM

TYPE

NOM. / MAX 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

New design: Improved wiring and connector



Training DOCTR 039

AW 139

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 bellow and 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



Training DOCTR 039

AW 139

Thermal Switch Pin identification : PIN

ITEM

TYPE

NOM. / MAX 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

New design: Improved wiring and connector LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

AW 139

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: Ø 10 for the High pressure hoses (compressor to condenser) Ø 8 for the High pressure hoses (filter to expansion valve) Ø 16 for the Low pressure hoses (evaporator to compressor)



Training DOCTR 039

AW 139

Air Conditioning System Other Components "Not" part of the Refrigerant Circuit



Training DOCTR 039

AW 139

Cockpit FLAPPER valve 6039B010000/3G2150V00652 (Air conditioning only) In the Air Conditioning configuration two cockpit flapper valves installed upstream of each of the two cockpit evaporator S/A providing fresh air either from the RAM air intakes or recirculation air from the cabin sucked in by a fan. The ECS Cockpit Flapper Valve is a rectangular composite valve with an aluminium flap, equipped at the outlet with an Non Return Valve. 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 admission and outside air non admission. Supply voltage:

17 Vdc to 32Vdv

Weight:

0.8 kg

Current at nominal torque of 0.12 mdaN:

<1A

Maximum opening and closing time:

5s

Operating temperature:

-40 °C / +70°C



Training DOCTR 039

AW 139

Cockpit FLAPPER valve 6039B010000 (Air conditioning only) Valve in Closed position: Ram air open Recirculation closed Valve in Open position:

Example: Valve in full closed position

Ram air closed Recirculation open



Training DOCTR 039

AW 139

Cockpit FLAPPER valve 6039B010000 general view:

Heating duct connection

New design: Additional flange for installation of a check valve LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039

AW 139

ECS - Cockpit Evaporator Fan 8011A030000/3G2150V00553 function: There are 2 two speed brush less cockpit fans per helicopter on 2 symmetrical ventilation systems. 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. Fan characteristics: Power supply:

28Vdc


- 40°C to + 70°C


min. 4900 rpm / 2.5 A


min. 9300 rpm / 6.5 A


7 A (start up 14 A)

Weight:

1.55 kg



Training DOCTR 039

AW 139

ECS - Cockpit Evaporator Fan 8011A030000/3G2150V00553:



Training DOCTR 039

AW 139

ECS - Cockpit Evaporator Fan general view:



Training DOCTR 039

AW 139

Cockpit A/C Fan (both interchangeable)



Training DOCTR 039

AW 139

ECS - Cockpit Evaporator Fan (with flapper valve) general view:

Cockpit fan

Flapper valve



Training DOCTR 039

AW 139

Cabin Double Flapper Valve 4577B010000/3G2150V01352 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 ram air back flow via 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 (Recirculation or Normal) the Valve is driven to the full open or full closed position allowing the evaporator fans to sucks air from outside or from inside 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.



AW 139

Training DOCTR 039

Cabin Double Flapper Valve electrical schematic : Valve in Closed position: Ram air open Re-circulation closed

2 NOT CONNECTED FV-FC FV-CMD-L

5

OPEN 28 V on 4 0 V on 3

3

CLOSED 28 V on 3 0 V on 4

M

Valve in Open position: Ram air closed Recirculation open

CONTACT BETWEEN 6 AND 5 EQUAL TO FULL CLOSED POSITION

6 FV-FC/FO RETURN FV-FC FV-CMD-H

1

CONTACT BETWEEN 6 AND 1 EQUAL TO FULL OPEN POSITION

4 VALVE CLOSED WHEN ACTUATOR CLOSED LTS 0565

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 .



Training DOCTR 039

AW 139

Cabin Double Flapper Valve general view (with ducting):

Check Valve



Training DOCTR 039 Cabin A/C Fan description

AW 139 P/N 8012A030000/8020A010000 P/N 3G2121V00553/3G2150V02251

In this configuration we will find two 2 speed brush less cabin fan per helicopter. The two cabin FANs are installed upstream of the two evaporators. The cabin FAN sucks outside and/or re-circulation air and blows it through the evaporators inside the low pressure distribution system. Reminder : There is ONE cabin FAN per aircraft for the heating configuration. There are TWO cabin FAN per aircraft for the Air Conditioning configuration. 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.



Training DOCTR 039

AW 139

Cabin A/C Fan 8012A030000/ 3G2121V00553 characteristics: Characteristics at 30°C OAT and sea level (1013mbar ): Fan characteristics: Power supply:

28 Vdc


- 40°C to max. + 85°C

Low speed flow rate:

7500 rpm / 5A

High speed flow rate:

13200 rpm / 17A


17 A (start up 23 A)

Weight:

1.6 kg

Cabin A/C Fan 8020A010000/ 3G2150V02251 characteristics: Characteristics at 30°C OAT and sea level (1013mbar ): Fan characteristics: Power supply:

28 Vdc


- 40°C to max. + 85°C

Low speed flow rate:

XXXX rpm / 5A

High speed flow rate:

XXXX rpm / 20A


≤ 20 A (start up 25 A)

Weight:

≤1.79 kg



Training DOCTR 039

AW 139

Cabin Fan under speed detection: 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 will be 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.



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Cabin Fan electrical logic: o

ON/OFF selection :

o

Under-speed detection :

o

Ground → ON

o

Ground → Fault

o


o

Open Circuit → No fault

o


o


o




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Cabin Fan Pin Location :



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Cabin Fan (Forced ventilation/heating) general view:



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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 8028A010001 version characteristic: Speed between 3250 rpm and 3850 rpm Max. power consumption: ≤ 32 A Fan 93036A010001 version characteristic: Speed between 4100 rpm and 4900 rpm Max. power consumption: ≤ 60 A



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Condenser Fan pin location:



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Ventilated Temperature Sensor 92279A010000/3G2150V01251 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 Conditioning control box. This information is used for the automatic control of the air conditioning system. 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 from accidental 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 Faulty when Sensor open circuit: ventilated temperature > 90°C

Fan characteristics : Power supply 24 VDC, 100 mA max.



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Ventilated Temperature Sensor pin location (idem for ACCB2):



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AIR CONDITIONING SYSTEM TROUBLE SHOOTING TIPS



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AB139 Air Conditioning trouble shooting guide

Testing using LTS - FROB’s and BOB’s:




92613A010000 (Ventilation/Air Conditioning)

Failure read Out Box – FROB

92600A010000 (Air Conditioning)

Caution:

Before connecting the special tool’s to the electrical harness switch-off the 28Vdc helicopter power supply.



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Ventilation/Air Conditiong System test



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Vapour Cycle general schematic (valid for each loop):

Cockpit + Cabin compressor Cockpit condenser Fan Cabin evaporator Cockpit HP-switch Cabin evaporator fans L/H cockpit evaporator Cockpit Panel R/H cockpit evaporator

Cabin condenser Fan

Cabin FV


Cockpit TS2



Cockpit FV’s LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1

EATS CockpitTemp. Sensor TECHNICAL SERVICES 331

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System Architecture:



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Note: In order to check the Air Conditioning/Ventilation system the BOB 92612A010000, BOB 92913A010000 and FROB 92600A010000 should be used.

CONDITIONING



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FROB 92600A010000 (Air Conditioning) Note: Used for Air Conditioning trouble shooting only

CONDITIONING



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1) Connect the FROB P/N 92600A010000 to the helicopter upper ECS-FWD (ACCB1) or lower ECS-AFT (ACCB2) maintenance connector, located in the L/H side of the luggage compartment just behind the main access door (from production helicopter N°22 on, before helicopter N°22 the maintenance connector was located n ear to the ACCB). Reminder: The FROB should be used during trouble shooting to help to identify quickly the faulty component. The FROB allows to read out the failure(s) memorised in each ACCB and to get real time system information in « SCAN » mode. Another function of the FROB is to SET / RESET the memory stage of the connected ACCB 1(2).



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2) Heating and Ventilation System trouble shooting: Possible memorised failures: • HP fault • LP fault • TS fault • Temp. Sensor fault

Note (see next page): Press "IP means: Press on the push button part of each program, an "In Progress" message will be indicated on the display. Reason for the message "Reset Memory Faulty": 1) Failure still present 2) MAU failure message still illuminated, do reset the message (cut off 28VDC) 3) No failure present and reset not possible – replace ACCB 1 or 2.



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Training DOCTR 039 2 a) Failure read out «flow chart»:

FAILURE READ OUT

Memory

Scan

Press "IP" Press

HP-Fault/LP-Fault/TS-Fault/Temp. Sensor fault or No Memorised Failure

Press

SELECT

Read out Set/Reset Press

SELECT Press "IP"

Set

Reset Press

Press

SET MEMORY

Memory Reset

Start

Start

Abort

Press "IP"

Abort

Press

Set Memory O.K. Press "IP"

Press "IP"

Reset Memory O.K. or Reset Memory Faulty* LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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2 b) Failure read out «flow chart» in « SCAN MODE »: Scan: This function permit to detect immediately (in real time) a failure as soon as it occurs during ground run or testing, which allows failure confirmation. * If no failure is present the indication will be : SCAN Failure – « Press » push button to go back to initial menu.

FAILURE READ OUT

Memory

Scan Press

Scan Failure* or Failure message indicated : HP-

Press Fault/LP-Fault/TS-Fault/Temp. Sensor fault Press

SELECT

Read out

Set/Reset

To continue refer to previous page



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BOB 92612A01000:



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Important: In order to test the whole Air conditioning system, both BOB’s should be connected. 3) The BOB 92612A01000 must be connected between the Cockpit Panel J01 and the helicopter harness. The connector J02 on the Cockpit Panel back side must remain connected.


Connector J02

Connector J01



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BOB 92613A01000:



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4) Once the ventilation system components have been found correct, continue with the Air Conditioning system components check. 5) The BOB 92613A01000 must be connected between the Air Conditioning Control Box - ACCB and the helicopter harness.

ACCB 1

Cockpit ACCB 1

ACCB 2



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Note 1: The cabin overhead liner must be removed to get access to the ACCB’s. Note 2: Connect the BOB to the system to be tested: - FWD cockpit air cond. loop - ACCB 1-L/H side, - AFT cabin air cond. loop - ACCB 2 -R/H side. Note 3: To check the correct functionning of the ACCB’s, we suggest to use the A/C break out box 92613A010000 (liner removed) to allow cross connection of the ACCB1 (fwd) to the aft system (or the other way around) rather than swap the controllers.

ACCB 1

ACCB 1

Cockpi t

ACCB 2



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6) Put all selection buttons on the cockpit panel in « OFF » position, CONTR in « CREW » position and TEMP CONTR in « Min » 7) Connect 28Vdc power to the helicopter and put GEN switch to ON. Warning : The Condenser fan might start for a couple of secondes. 8) The BOB initial configuration should be: TS 1 = «GREEN» LED is «ON» TS 2 = «GREEN» LED is «ON» LP = «GREEN» LED is «ON» HP = «GREEN» LED is «ON» A/C FAILURE = «RED» LED is sligtly lit. Note: All other LED’s are « OFF » Reminder: The cockpit evaporator’s are equipped with two thermal switches and the cabin evaporator with only one TS (indicated as TS 2).



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8a) If the TS1 «RED» LED (cockpit loop only) is « ON » (A/C not running): ⇒Double check the indication with the information shown on the FROB 92600A010000, (TS fault should be indicated in SCAN mode). ⇒Check the wiring and connection and if O.K change TS1 (installed on L/H cockpit evaporator) Note 1: TS1 - No failure (switch closed), 28Vdc between jumper 8 and 44. Note 2: TS1 Cabin loop green LED shall always be LIT, if not check helicopter 28Vdc power supply on jumper 8. 8b) If the TS2 «RED» LED (cockpit or cabin loop) is « ON » (A/C not running): ⇒Double check the indication with the information shown on the FROB 92600A010000, (TS fault should be indicated in SCAN mode). ⇒Check the wiring and connection and if O.K change TS2 (installed on R/H cockpit or on the cabin evaporator) Note: TS2 - No failure (switch closed), 28Vdc between jumper 9 and 44.

Reminder: With air conditioning running the thermal switch(es) opens (corresponding LED goes OFF) at an evaporator AIR outlet temperature of 1°C +/- 2°C in ord er to avoid icing conditions. (at an outlet temperature >4°C the TS-switch should be closed). For further analisis refer to the ACCB failure detection logic. LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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8c) If the LP «RED» LED (cockpit or cabin loop) is « ON » (A/C not running): Note: LP-switch is installed on L/H cockpit and on the cabin evaporator. ⇒Double check the indication with the information shown on the FROB 92600A010000, (LP fault should be indicated in SCAN mode). ⇒Check the wiring, connection and the switch if O.K, Note: LP switch - No failure (switch closed), 28Vdc between jumper 14 and 44. ⇒Check refrigerant pressure – no pressure means that the system is empty (without refrigerant) – search for a leak, Note: The LP-switch must be closed at a suction pressure higher than >0.5bar rel. 8d) If the LP «RED» LED (cockpit or cabin loop) goes « ON » during A/C operation at an OAT lower than <30°C (A/C running): ⇒Check the correct airflow through the evaporator (no collapsed ducts, gaspers should be open),



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8e) Airflow O.K., if the LP «RED» LED (cockpit or cabin loop) goes « ON » during A/C operation at an OAT lower than <30°C (A/C running): ⇒Insufficient refrigerant charge, perform the leak check and re-charge the system with the correct qty. of refrigerant

8f) No leakage, refrigerant qty. O.K., if the LP «RED» LED (cockpit or cabin loop) goes « ON » during A/C operation at an OAT lower than <30°C (A/C running): ⇒Desiccant filter partially clogged, partially clogged difference ∆t > 3°C between inlet and outlet - replace the receiver desiccant filter

8g) New desiccant filter, if the LP «RED» LED (cockpit or cabin loop) goes « ON » during A/C operation (A/C running): ⇒Check Thermostatic expansion valve filter (clean if required) and valve conditions (capillary tube).



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8h) If the HP «RED» LED (cockpit or cabin loop) is « ON » (A/C not running): Note: The HP-switch is installed on the upper deck receiver L/H for the AFT cabin and R/H for the FWD cockpit loop. ⇒Double check the indication with the information shown on the FROB 92600A010000, (HP fault should be indicated in SCAN mode). ⇒Check the wiring, connection and the switch replace/repair faulty element



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8i) If the HP «RED» LED (cockpit or cabin loop) goes «ON» during A/C operation (A/C running): ⇒Double check the indication with the information shown on the FROB 92600A010000, (HP fault should be indicated in SCAN mode). Note1: HP switch - No failure (switch closed), 28Vdc between jumper 15 and 44. Note2: The HP-switch must be closed at a discharge pressure lower than <26 bar rel. a) If OAT higher than >55°C : ⇒No maintenance action, select ventilation mode, b) If OAT higher than >30°C : ⇒Check the correct airflow through the condenser (heat exchanger clogged, condenser fan faulty), ⇒ If OK, check desiccant filter condition: Partially clogged difference ∆t > 3°C between inlet and outlet, if clogged replace filter, ⇒ If OK, too much refrigerant in the system or refrigerant mixed with air, ⇒ Drain, vacuum and re-charge the system with the correct qty. of refrigerant,



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9) Put the VENT CREW and/or PAX switch to the «FAN LOW» position: ⇒ Ventilation Selection «GREEN» LED comes «ON»



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9a) If the Ventilation Selection «GREEN» LED remaines «OFF»: ⇒Check continuity between jumper 36 and 44, if missing, ⇒Check the wiring between the cockpit panel and the ACCB, if O.K. - replace cockpit panel



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10) Put the COND switch to « NORM » position : ⇒A/C Selection = «GREEN» LED comes «ON» ⇒COND FAN-ON = «GREEN» LED comes «ON» Attention: Condenser fan starts-up ⇒After a time delay of ~30 sec. the CLUTCH «GREEN» LED comes «ON» if cockpit or/and cabin temperature is higher than 15°C Note: EVAP-FAN 1 FAILURE and EVAP-FAN 2 FAILURE, these outputs are not connected inside the Cockpit Panel (no indication).



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10a) If the A/C Selection «GREEN» LED remaines «OFF» (Cond FAN – ON and Clutch are also «OFF»): ⇒Check continuity between jumper 29 and 44, if missing, ⇒Check the wiring between the cockpit panel and the ACCB if O.K. replace cockpit panel



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10b) If the COND FAN-ON «GREEN» LED remaines «OFF» (Clutch is also «OFF»): ⇒ Check continuity between jumper 43 and 44, if missing

10c) COND FAN-ON LED is «ON» (contiuity between jumper 43 and 44) but condenser fan does not start,

⇒ Check the condenser fan relay, wiring and connection and if O.K - replace condenser fan



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10d) If the CLUTCH «GREEN» LED remaines «OFF» (after the time delay of 30sec.) if cockpit or cabin temperature higher than 20°C: ⇒ Check the correct functioning of the cockpit panel potentiometer using voltmeter between jumper 11 and 12: -TEMP CONTR switch in « MIN » position ~ 0.2 Vdc (or ~4 Ohm jumper removed) -TEMP CONTR switch in « Middle » position ~1.5 Vdc, -TEMP CONTR switch in « MAX » position ~ 3.0 Vdc (or ~7 KOhm jumper removed) ⇒ Check continuity between jumper 49 and 44, if missing, ⇒ Check absence of any fault (Temp. Sensor,TS, LP, HP, Ventilation Selection, Cond. Fan-ON) no failure – replace ACCB,



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10e) CLUTCH LED is «ON» (continuity between jumper 49 and 44) but compressor does not start, ⇒ Check the compressor relay, wiring, connection and clutch engagment (shunt between jumper 49 and 44) and if O.K - replace compressor



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11) To check red A/C FAILURE «LET» brightly lit, simulate a LP failure by removing jumper 14 (time delay of 3 minutes): TS 1 = «GREEN» LED is «ON» (cockpit loop ACCB1) TS 2 = «GREEN» LED is «ON» LP = «RED» LED comes «ON» HP = «GREEN» LED is «ON» Ventilation Selection = «GREEN» LED comes «ON» A/C Selection = «GREEN» LED is «ON» COND FAN-ON = «GREEN» remains «ON» A/C FAILURE = «RED» LED becomes brightly lit. CLUTCH = «GREEN» LED goes «OFF»



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11a) If red A/C FAILURE «LET» does not brightly lit: ⇒ replace ACCB



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12) To check the correct functionning of the «Temp Sensor» measure a voltage between jumper 5 and 6: V = 2.73VDC + (0.01VDC x °C) Example for:

20°C = 2.73VDC + 0.2VDC 20°C = 2.93VDC



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12a) If «Temp Sensor» voltage out of range: ⇒ Check wiring and connection and if O.K. – replace temperature sensor



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General Maintenance Recommendations



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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.



Training DOCTR 039 INSPECTION INTERVALS

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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. Air Conditioning System 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. LTS considers that the location of the recirculation air inputs in the cockpit and cabin presents no particular heat exchanger pollution risk. Indeed the main risk of pollution exists in ram air mode. Therefore, we recommend the air conditioning system "on ground" and during "take off" to be operated in recirculation mode and to switch to ram air mode during cruise. LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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System Refrigerant Servicing



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MAINTENANCE FLOW CHART *Only system draining and charging

MAINTENANCE *

without opening of the refrigerant circuit. VACCUM 3 min

DO THE LEAK TEST FILL WITH 15 BARS OF NITROGEN LEAKAGE

LEAK SEARCH

TEST OK: NO LEAKAGE

DO THE VACCUM 45MIN

CHARGE WITH R134a QTY DO THE REPAIR DO A GROUND RUN TO CHECK THE COOLING PERFORMANCE LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


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REPAIR FLOW CHART REPAIR *

*Refrigerant circuit will be opened for repair

ADD OIL INTO THE COMPRESSOR SUCTION HOLE

DO THE LEAKAGE TEST FILL WITH NITROGENE LEAKAGE

LEAK SEARCH

TEST OK: NO LEAKAGE

DO THE VACUUM 45MIN

CHARGE WITH R134a QTY DO THE REPAIR

DO A GROUND RUN TO CHECK THE COOLING PERFORMANCE LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1


Training DOCTR 039 A) Oil Filling and Top-up:

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1) During the first installation of a new air conditioning system : Each compressor is already filled with the correct quantity 150 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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This quantity of oil should be injected through the discharge hose servicing 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 opening of 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 20g to 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 30 cc) Condenser 30cc (+ recovered oil quantity or 30 cc) Receiver desiccant filter 20cc (+ recovered oil quantity or 30 cc) Suction pipe 30cc (+ recovered oil quantity or 30 cc) Discharge pipe 10cc (+ recovered oil quantity or 30 cc)



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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 PAG244 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 servicing valves on the compressor discharge (HP) and suction (LP) hose. 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.



Training DOCTR 039 PRESSURE LEAKAGE TEST

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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 15 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 suction hose. c – Open the nitrogen bottle and adjust a MAXIMUM pressure of 15 bar, check the value on the gauge of the manifold.



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d – Open the tap on the suction hose side and the tap on the pressure manifold. e – Apply a MAXIMUM pressure of 15 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 system can 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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15 Bar


Suction hose valve


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EVACUATING SYSTEM General The air conditioning system must be evacuated prior to charging the system with refrigerant. Evacuating the system removes any moisture that may be in the system. Use only an R134a compatible recycling/recovery unit when evacuating the air conditioning system.

Evacuating Procedure 1) Connect R134a compatible recycling/recharging unit to the R134a servicing valves on the discharge (HP) and suction (LP) hose. If recovery unit does not have absolute pressure gauges, interconnect an absolute pressure gauge protected by a tap, in-between the discharge or suction hose and the recovery/recharging unit. 2) Evacuate the air conditioning system in accordance with the recovery unit instructions for a minimum of 45 minutes (up to 2 hours).



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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). Note: To eliminate all refrigerant gas pockets vacuum up to 2 hours. 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.



Training DOCTR 039 SYSTEM CHARGING

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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 servicing valve on the discharge (HP) hose. 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. Therefore the best is to proceed in 2 steps: 1st – To fill the flexible hose with liquid refrigerant, 2nd – To charge the system 3) Disconnect the R134a compatible recycling/recharging unit from the HP servicing valve.



AW 139 Training DOCTR 039 System charging with a charging cylinder: 1)

Connect the R134A bottle to the lower side of the charging cylinder and fill it with 1500 g of refrigerant R134a. Note: If the charging cylinder is used for the first time or was let open for a long time, it is mandatory to vacuum it in order to remove the ambient moisture.

2)

Once filled with the correct qty of refrigerant, two different procedures for the transfer into the air-conditioning system can be used. a) To push the refrigerant out of the charging cylinder using nitrogen: - align the scale of the charging cylinder to the pressure indicated on the absolute pressure gauge - connect a hose in-between the lower tap of the charging cylinder and the air conditioning system (this hose should be equipped on each side with an insulation tap and a special push valve tool on the A/C receiver side) - open first the lower tap on the charging cylinder - open the insulation tap (2) on the charging cylinder side - bleed the air out of the refrigerant hose by unscrewing slightly the hose at the second insulation tap (3) near to the air conditioning receiver



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AW 139 Hose connection for the nitrogen bottle to push the refrigerant

R134a

Hose connection going to the air conditioning unit



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R134a

Absolute pressure gauge indicating R134a pressure

Scale aligned to the read pressure gauge value



Training DOCTR 039

AW 139

Pressure 1 regulator

N i t r o g e n b o t t l e

Discharge hose or receiver/dryer

4

2 Insulation tap on cylinder side


3

Insulation tap on receiver side


AW 139 Training DOCTR 039 System charging using a charging cylinder continue: 2)

a) once the refrigerant hose is filled with liquid refrigerant tighten again the fitting and close the insulation tap (2) on the charging cylinder side - connect a hose in-between the nitrogen bottle and the upper tap of the charging cylinder - open slowly the pressure regulator (1) on the nitrogen bottle and adjust the pressure inside the charging cylinder to 15 bar (do not align the scale to the new pressure value) - retain the exact qty of refrigerant inside the cylinder and substrate 1000g (1200g)

Example: Remaining qty inside the cylinder 1350g. 1350g – 1000g (1200g) = 350g (150g) - open the push valve on the air conditioning receiver by means of the special tool (4) - open first the insulation tap (3) on the air conditioning side and than carefully the tap (2) on the charging cylinder side and watch closely the refrigerant level indicator on the charging cylinder side glass - once the refrigerant level went down to 350g (150g) close the insulation tap (3) on the receiver side.



Training DOCTR 039

AW 139

System charging using a charging cylinder continue:

2)

a) - close all taps and disconnect the hoses and the special tool from the air conditioning system.

Reminder: Never forget to put the cup on the receiver valve once charging accomplished.



Training DOCTR 039

AW 139

System charging using a charging cylinder continue: 2)

b) To use the integrated electrical resistance to heat up the refrigerant and consequently raise the pressure inside the charging cylinder. - connect a hose in-between the lower tap of the charging cylinder and the air conditioning system (this hose should be equipped on each side with an insulation tap and a special push valve tool on the A/C receiver side) - open first the lower tap on the charging cylinder - open the insulation tap (2) on the charging cylinder side - bleed the air out of the refrigerant hose by unscrewing slightly the hose at the second insulation tap (3) near to the air conditioning receiver- once the refrigerant hose is filled with liquid refrigerant tighten again the fitting and close the insulation tap (2) on the charging cylinder side - switch on the integrated electrical heater (1) and heat up the refrigerant in order to obtain a pressure of 12 bar abs inside the charging cylinder - align the scale of the charging cylinder to the pressure indicated on the absolute pressure gauge 12 bar abs



Training DOCTR 039

AW 139

System charging using a charging cylinder continue:

2)

b) - retain the exact qty of refrigerant inside the cylinder and substrate 1000g (1200g)

Example: Remaining qty inside the cylinder 1350g. 1350g – 1000g (1200g)= 350g (150g) - open the push valve on the air conditioning receiver by means of the special tool (4) - open first the insulation tap (3) on the air conditioning side and than carefully the tap (2) on the charging cylinder side and watch closely the refrigerant level indicator on the charging cylinder side glass - once the refrigerant level went down to 350g (100g) close the insulation tap (3) on the receiver side. - switch off the heater, close all taps and disconnect the hoses and the special tool from the air conditioning system. Reminder: Never forget to put the cup on the receiver valve once charging accomplished.



Training DOCTR 039

AW 139

Discharge hose or receiver/dryer

1 Integrated

electrical heater

4

2 Insulation tap on cylinder side


3

Insulation tap on receiver side


AW 139 Training DOCTR 039 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.



Training DOCTR 039

AW 139

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 following reasons: - Excess or lack of oil in the compressor and/or in the system. - Pollution of the circuit by particles coming from previous unit failure (compressor damage).



Training DOCTR 039

AW 139

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



AW 139

Training DOCTR 039 P/N

Description

Local market

Servicing valve command device (LP-HP port connection taps)

Local market

R134a Refrigeration Management unit for recovering/charging

35494-00 or Local market

Special tool for servicing valve removal

Y

Local market

LP 0-10bar+HP 10-30bar Service Pressure Gauge / Manifold

Y

Local market

Multi-meter

Y

Y

Local market

Electronic R134a refrigerant leak detector

Y

Y

Local market

Comp. Belt Tensiometer

Y

Y

Local market

Refrigerant skin Temp. Sensors (thermo-couples)

Y

Y

Local market

Various refrigerant connection hoses, closing taps

Y

Y


Required for repair

Required for field maintenance Y

Y

Y


Training DOCTR 039

AW 139

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AW139 Air Cond Training

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