AW139 Air Cond Training

Training DOCTR 039 AW 139
LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 1

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

TABLE OF CONTENTS:
Table of Contents
Abbreviations
General description
Ventilation System including Forced Ventilation:

- Pilot Interfaces
- System Control
- Detailed System Operation
- Low Pressure Ducting
- Component description
- Trouble shooting
Heating and Ventilation System including Forced Ventilation:

- Pilot Interfaces
- System Control
- High Pressure Ducts
- Trouble shooting

TABLE OF CONTENTS:
Air Conditioning System:

- Pilot Interfaces
- System Control
- Trouble shooting

LIST OF ABBREVIATIONS
A/C: Aircraft or Air Conditioning
AC: Alternative Current
ACCB: Air Conditioning Control Box
AMM: Aircraft Maintenance Manual
ANA: Analog
ADTS: Air Duct Temperature Sensor
AFT Cabin zone
BAD: Bleed Air Duct
BOB: Break Out Box
CP: Cockpit Panel
CMD: Command
CTL/CONTR: Control
CV: Check Valve
DOTS: Over Temperature Switch
EATS: External Air Temperature Sensor
ECS: Environmental Control System
EIRT: Evaporator Inlet Refrigerant Temperature
ENG: Engine
EORT: Evaporator Outlet Refrigerant Temperature
FROB: Failure Read Out Box
FV: Flapper Valve
FWD: Cockpit zone
GEN: Generator
GND: Ground
H/C: Helicopter
HCB: Heating Control Box
HP: High Pressure
HTR: Heater
LIST OF ABBREVIATIONS
IP: In Process
KW: Kilo watt
L/H: Left Hand
LPD: Low Pressure Duct
LP: Low Pressure
MAN: Manual
MAU: Modular Avionic Unit
MAX: Maximum
NVG: Night Vision
PAX: Passenger
PWM: Pulls Wide Modulated
REF: Reference
R/H Right Hand
SEL: Selection
SIG: Signal
SOV: Shut Off Valve
TCV: Temperature Control Valve
Temp: Temperature
TEV: Thermostatic Expansion valve
TS: Thermal Switch
JP: Jet Pump
LPD: Low Pressure Ducting
LTS: LIEBHERR AEROSPACE Toulouse
REF: Reference
SOV: Shut Off Valve
TCV: Temperature Control Valve
VDC: Voltage Direct Current
VIP: Very Important People
Ventilation
Enter
Deleted

Forced Ventilation
Enter
Deleted

Ventilation/Heating
Enter

Forced Ventilation /
Heating
Enter

Ventilation / Heating
Air Conditioning
Cockpit + Cabin
Enter compressor
Cockpit condenser Fan
L/H cockpit evaporator

Cockpit HP-switch
Cabin evaporator
fans
L/H cockpit
evaporator Cockpit Panel
Cabin condenser Fan
R/H cockpit Cabin FV
evaporator Cabin HP-switch
Cabin LP switch
Cockpit TS2
Cabin TS2
Cockpit LP switch
Cockpit evaporator
fans Cockpit TS1
EATS
Cockpit FV’s CockpitTemp. Sensor

General Description

GENERAL DESCRIPTION
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.

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.

Helicopter Ventilation System cut off view
Ventilation Return
Deleted

Ventilation system components:
Item Components of the Cockpit ventilation P/N20204A010000 P/N Qty
91100A010000
Ventilation COCKPIT CONTROL PANEL
3G2120V00351
001 1
91100A010001
Ventilation COCKPIT CONTROL PANEL NVG
3G2120V00352
6034A010001
002 Ventilation Cockpit FLAPPER VALVE 2
3G2120V00651
8013A030000
003 Ventilation COCKPIT fan 2
3G2120V00553
6035A010001
004 Ventilation Cabin FLAPPER VALVE 3G2120V00851

Forced
Ventilation
(VIP Air cond. Option)

Addional Forced Ventilation system parts:
Components of the Cockpit/Cabin Forced ventilation system

P/N Qty
P/N 20204B010000
91102A010000
Forced ventilation COCKPIT CONTROL PANEL
3G2121V00351
1
91102A010001
Forced ventilation COCKPIT CONTROL PANEL NVG
3G2121V00352
8012A030000
CABIN fan 1
3G2121V00551
Forced ventilation CABIN CONTROL PANEL 91103A010000 1
Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001 1
Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001

Return
VENTILATION SYSTEM

Ventilation
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.

Ventilation
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 PAX
91100A010000 or 91100A010001 (NVG) (Air conditioning option)

Cockpit Control Panel

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)

Ventilation System Control Front face outlets
Lower Side
Window Demister
The cockpit panel CREW selected, allows the direct control of two cockpit
Upper Side
fans (off/low/high) and two single cockpit flapper valves, and the cabin Window Demister
flapper valve. PAX selected the cabin flapper valve is controled via the
cabin panel (if installed).
Cockpit ventilation Main winshield
Demister
Cabin ventilation Fan

Side vents manifold
Air intake
Flapper valve To control panel
Singular gaspers manifold

Air intake
Water Fan
Air intake Flapper valve
separation
duct Plenum Main winshield
Demister
To control panel
Singular gaspers manifold Upper Side

Window Demister
Lower Side
Window Demister
Side vents manifold Front face outlets

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.

FORCED VENTILATION

VENTILATION
Forced
Ventilation
Return

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).

The COCKPIT panel for Forced Ventilation (P/N 91102A010000/3G2121V00351) interfaces with:
- the cabin fan (Qty 1)
- the cabin (Qty 1) and cockpit flapper valves (Qty 2)

P/N 91102A010000
The CABIN panel for Forced Ventilation (P/N 91103A010000) interfaces with (Air cond.
Option):
- the cabin fan (1) Cabin Control Panel
- the cabin flapper valve (1) P/N 91103A010000

Forced Ventilation System Control Front face outlets
Lower Side
When VENT CTRL "CREW" selected, the cockpit panel allows the direct Window Demister
control of all fans (off/low/high), and flapper valves (open/close) in the Upper Side
Window Demister
cabin and cockpit zone.
When VENT CTRL "PAX" selected, the cabin panel allows independently
Main winshield
the control of the cabin fan (off/low/high), and flapper valve (open/close). Demister
Fan
Cabin ventilation
Side vents manifold Air intake
Singular gaspers manifold Air intake
Fan
Air intake Flapper valve AFT Fan
Plenum Main winshield

Demister
Cockpit ventilation
To control panel

Upper Side
Window Demister
Lower Side
Window Demister
Side vents manifold
Front face outlets

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

Ventilation / Forced
Ventilation System Control :

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.

Detailed Ventilation System

Operation
And
Component Description

Cockpit and Cabin Ventilation and Forced Ventilation Front face outlets
Lower Side
Window Demister
The cockpit and the cabin ventilation systems are two different and
separate sub-systems. Upper Side
Window Demister
Cockpit ventilation system (basic) Main winshield

Demister
For the cockpit, two separate systems provide air for

pilot and co-pilot. Outside RAM air enters the systems Fan
through two air intakes positioned on the helicopter Air intake

nose section.
Air for ventilation or defogging is provided by either ram
air and/or (on ground) by two 2-speed axial fans Air intake
installed near to the pilot and co-pilot pedestal (flapper
valves open). Fan
Air is then distributed to the different outlets, front faces Main winshield
Demister
outlets, main windshield and side windows diffusers.
Upper Side
Window Demister
Lower Side
Window Demister
Front face outlets

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)

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

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
Water
Air intake separation
Flapper valve Fan
duct
Plenum
To control panel
Side vents manifold

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.

DISTRIBUTION SYSTEM
DESCRIPTION

Ventilation Low Pressure Ducting Cockpit view:
Fan
Pluged Heating
System
connections
Simple
Flapper
Valve

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.

Low Pressure Ducting views (example):
Cabin diffuser (example)
Cabin ceiling plenum with diffuser

VENTILATION SYSTEM MAIN

COMPONENT DESCRIPTION

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

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
Cockpit Flapper valve pin location :

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

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

Cabin Flapper Valve pin location :

Cabin Flapper valve 6035A010001/ 3G2120V00851 general view:

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

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.

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

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

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

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.
Power supply: 28 Vdc
Normal working temperature range: - 40°C to max. + 85°C
Low speed flow rate at 30°C and at see level: 7500 rpm / 5A
High speed flow rate at 30°C and at see level: 13200 rpm / 17A
Nominal current consumption: 16 A (start up 23 A)
Weight: 1,6 kg

Cabin Fan 8012A030000/3G2121V00553 under speed detection:

In On mode, a fault is indicated (Ground) only if the speed is inferior to the under
circuit.
The under-speed detection level will be the half off low speed and half off high speed
±15% (in tr/mn).

Cabin Fan 8012A030000/3G2121V00553 electrical logic:

• ON/OFF selection : • Under-speed detection :
• High speed / Low speed selection :

Cabin Fan 8012A030000/3G2121V00553 Pin Location :

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

VENTILATION SYSTEM TROUBLE SHOOTING

PROCEDURE

AB139 Forced ventilation trouble shooting guide
Testing using LTS - BOB:
Break Out Box – BOB 92612A010000 (Ventilation/Heating/Air Conditioning)
Caution: Before connecting the special tool to the

electrical harness switch-off the 28Vdc
helicopter power supply.

Forced Ventilation System test

(in Air conditioning helicopter configuration)

Forced Ventilation

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

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 Connector J02

(only used when
only used in A/C configuration
cabin panel
installed)
Connector J01

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 = yellow LED is «ON»
FWD FV-CMD = yellow LED is «ON»
FWD FAN-CTL = yellow LED is «ON»
Note: All other LEDs are « OFF »

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.

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

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

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,

« FAN LOW »
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

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

« FAN HIGH »
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

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

11) On the cockpit panel switch the VENT « CREW » selector
to « OFF » and VENT « PAX » to « ON »
AFT FV FULL CLOSE = «GREEN» LED comes on
AFT FV-CMD = LED becomes « GREEN »

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

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

13) On the cockpit panel switch the VENT « PAX » selector to
« FAN LOW »
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
Note: Both fans are runing in LOW speed, if not replace
corresponding fan.

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

15) On the cockpit panel switch the VENT « PAX » selector to
« FAN HIGH »
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
Note: Both fans should run in HIGH speed, if not replace
corresponding fan.

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

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.

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

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

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

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

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

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

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

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)

Return
HEATING
AND
VENTILATION SYSTEM

Helicopter Heating System cut off view

Helicopter Heating/Ventilation System components:
Heating system Components (ventilation) 20204C010000 P/N Qty
91104A010000
HEATING COCKPIT CONTROL PANEL + Crew switch
3G2140V00351
1
91104A010001
HEATING COCKPIT CONTROL PANEL - NVG
3G2140V00352
14422A030001
TEMPERATURE CONTROL VALVE 1
3G2140V00751
FACIAL E-SEAL JOINT 3475 4
1'' HP Check valve 3G2140V00651 2298A020000 2
12771A010001
HIGH PRESSURE DUCT Left 1
12773A010001
12772A010000
HIGH PRESSURE DUCT Right 1
12774A010001
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 91104A010001

1
3G2140V00354
91129A010000
HEATING COCKPIT CONTROL PANEL + FV 3G2141V00353
91108A010000
HEATING COCKPIT CONTROL PANEL + FV NVG 3G2141V00354

Return DOTS + ADTS

SOV’s
Jet Pump
TCV
Check valves
HCB

Return

Helicopter Heating / Forced Ventilation System components:
Components of the Heating + Cockpit/Cabin Forced ventilation

P/N Qty
system P/N 20204D010000
91106A010000
Heating + Forced ventilation COCKPIT CONTROL PANEL
3G2141V00351
1
91106A010001
Heating + Forced ventilation COCKPIT CONTROL PANEL NVG
3G2141V00352
8012A030000
CABIN fan 1
3G2121V00551
Forced ventilation CABIN CONTROL PANEL 91103A010000 1
Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001 1

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)
JP (5)
ADTS (7) DOTS (8)
CV2 (2)
SOV2 (1)
ENG2
HCB (6)

Heating System
Jet Pump
Distribution ducting:
Front cabin diffusor Rear cabin diffusor
Fan Pedestral outlets
From cockpit ventilation
From cockpit ventilation
Fan Pedestral outlets
Front cabin diffusor Rear cabin diffusor

Low Pressure Ducting (Vent/Heating) Cockpit view:
Fan
From Heating
System
Flapper
Valve

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 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)

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

HEATING
Return
PILOT INTERFACES

"Heating and Ventilation system" Cockpit Control P/N91104A010000
HTR VENT
HTR CREW
TEMP FAN
AUTO
Man CONTR
MAN LOW FAN
HIGH
AUTO
Auto ON
MIN MAX OFF
OFF
PAX CONTR
SOV
MAN HTR
1 Normal 2 CREW
CLOSE
ON
NORMAL
Close OFF PAX
91104A010000 or 91104A010001 (NVG)

AUTO
1 potentiometer
MIN MAX
2 switches
VENT MAN HTR Toggle switch
ON
OFF
VENT
91101A010000 or 91101A010001 (NVG)
Cabin Control Panel
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.

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.

“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).

Heating and Forced Vent. system Cockpit Control P/N
91106A010000/3G2141V00351
HEATER VENT
HTR CREW
CLOSE TEMP CONTR OFF CREW

MAN FAN
HIGH ON
AUTO FAN
OFF LOW
MIN
SOV - + MAX PAX
1 NORMAL 2
OFF
FAN
HIGH ON
FAN
LOW
CLOSE
91129A010000 Cockpit Control

Panel
1 potentiometer
2 switches

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

SYSTEM CONTROL

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.

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.

Cockpit
panel pin
location:


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.

Detailed Operation
Heating System

Heating system operation:
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)
JP (5)
ADTS (7) DOTS (8)
CV2 (2)
SOV2 (1)
ENG2
HCB (6)

Heating system operation:
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).

Heating System Architecture:

Temp -CTL1-SIG
Temp -CTL1 -SUP

11
7
43
HTR Failure
HELICOPTER
Temp -CTL1-REF
12 HCB
+ 28 Vdc1
AUTO -HTR-SEL
Heating System Architecture: 28
AFT -FAN-ON AFT FAN1

B Selection and Speed
Control
D
J01 AFT-FAN-CTL
C
A
12 10 11 41 8 9 M
F
TEMP_CONTR AFT FAN2 0 Vdc1

B Selection and Speed
Control
D
A
C
M
VPWR2 HTR MAN F
AUTO
FWD-FAN-ON FWD FAN 1 0 Vdc1
OFF Selection and Speed
PAX E
Control
HIGH B
VPWR1 LOW FWD-FAN-CTL D
ON A
OFF M
HIGH F
LOW ON
OFF J01 E
Selection and Speed
55 Control
CREW B
HIGH F
VPWR1 LOW 15 A
ON M
OFF D
HIGH 16
LOW ON FWD FAN 2
OFF 51
PAX/CREW AFT-FV-CMD-H AFT FV
VPWR1
HIGH 21 4
LOW
AFT-FV-CMD-L M
ON
OFF
22 3
HIGH
LOW 5 6
ON
OFF
6 FWD FV1
FWD-FV-CMD-H
4
VPWR1 PAX/CREW FWD-FV-CMD-L M
HIGH 23
LOW 24 3
ON
OFF 5 6
HIGH
LOW
ON FWD FV2
OFF
7 4
M
3
5 6
49 48
EATS 3 45
+28 Vdc2
4 2 46
3 HCB 44
0 Vdc2 HELICOPTER

ADTS TCV -FC
1 5 8
3
HCB
Heating System Architecture: 2 6
40 34 14 15 36
9
TCV -FO
VPWR2 J01
TCV -REF TCV
HTR 37
MAN/OFF 5
+ TCV-CMD-OPEN-OUT
Speed AUT O 38 3
-
option MAN/OFF 1
+ TCV-CMD-CLOSE-OUT
- AUTO 39
M
2
TCV-CMD-CLOSE-IN
3
TCV-CMD-OPEN- IN 4
2
TCV -FC
SOV1
36
HTR
CLOSE
VPWR2 AUTO/MAN SOV1-ON
NORMAL 53
OFF CLOSE
SOV1-CMD SOV1
AUTO/MAN A
NORMAL 29
SOV 1 OFF
B
SOV2
AUTO/MAN CLOSE
SOV2-ON A DOTS
NORMAL 54
OFF CLOSE
AUTO/MAN SOV2-CMD SOV2
SOV 2 NORMAL 30 A
OFF
B
SOV1 -ON B
SOV2 -ON
FWD-VENTILATION
48
VENT-FAILURE
34
AFT -VENTILATION
LOGICS 49
FWD-FAN1-FAULT
35 C FWD-FAN1
FWD-FAN2-FAULT
44 C FWD- FAN2
AFT -FAN1-FAULT
50 E AFT -FAN 1
43
CASE GND
33 * Forced ventilation configuration
+28 Vdc1
VPWR1 25 E AFT -FAN 2
0 Vdc1
32
+ 5 Vdc * ECS configuration
0 - 5v 40
DIMMING
VPWR2 0 Vdc
LAMPS DIMMING
47
J01 cc protection
26 31 20
Heater on HELICOPTER
0 Vdc2
+28 Vdc2 17 18 26 10 37 50 38 39
8 9 13 7 5 4 6 12
MAINTENANCE
CONNECTOR
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...

Heating/Ventilation System Logic

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).
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

Heating/Ventilation System Logic Description:
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
Nota: Air COND selection is associated to three additional signals (Forward Ventilation On,
After Ventilation On and NO Ventilation Failure).

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).

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.

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 read-
out Box 92599A010000.

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

FV AFT-FV-
CONTROL CLOSE
MODUL
FWD-FV-
CLOSE
AUTO-HTR-SEL
AND
TCV
SOV1 ON
SOV2 ON OR CONTROL
MODUL
TCV-FC
- 0,5 TCV OPEN
TEMPERATURE
CONTROL1 + TCV CLOSE
EATS
PID PWM
ADTS
- MODUL
EATS
EATS FAULT
MODUL
DOTS
FAULT HTR-FAILURE
DOTS FAULT
MODUL MODUL
ADTS
ADTS FAULT FAULT
MODUL MEMORY
CTL1 FAULT-READ
TEMPERATURE FAULT-RESET
FAULT
CONTROL1
MODUL FAULT-TEST

Heating System
Main Component
description

92177A020000

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 .

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.
Enter
Another function of the FROB is to SET / RESET the memory stage of the HCB.

Heating Control Box – HCB general view:

Heating Control Box Pin Location:

Heating Control Box Pin Location:
PIN ITEM TYPE NOM. / MAX WIRE FROM / TO

CURRENT
2 EATS- SIG Analog Input 5 / 10 mA TWO TW From EATS
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

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.

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

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

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

HP - Check Valve general view:

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.

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

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

Temperature Control Valve 14422A030001 – TCV general view

Temperature Control Valve Pin Location :

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

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 .

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

Jet Pump general view:
By-pass tube
Injector
Mixing Unit
ADTS location
DOTS location

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

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.

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
020000
12761A010001
HP Duct
020000
12758A010000
HP Duct
020000
12760A010001

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


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.

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 jet-
pump.
Characteristics
Operating temperature range: - 40°C to + 125°C
Storage temperature range: - 55°C to + 125°C
Type : PT1000
Accuracy: 0°C to +85°C ± 1°C
Response Time with flow 5 m/s: 15 seconds
for 50 m/s: 6 seconds
Weight: ≤ 100 g

ADTS – Air Duct Temperature Sensor Pin Location:

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.

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

DOTS - Duct Overheat Thermal Switch Pin Location:

Cockpit and Cabin fans, please refer to Ventilation chapter
Enter

HEATING SYSTEM IN FLIGHT

RESET PROCEDURE

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).

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).

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.

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.

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.

Return
HEATING SYSTEM TROUBLE

SHOOTING PROCEDURE

Air Conditioning/Heating configuration DOTS
Jet Pump
Check valve
Return
TCV
SOV
SOV

Heating System Architecture:

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


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

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:
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.

FROB 92599A010000 (Heating)
Note: Used for Heating system trouble shooting only

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.

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 Set Reset
"IP" Press
Press
SET MEMORY Memory Reset
Start Abort Start Abort
Press Press
"IP"
Set Memory O.K. Press
Press "IP"
"IP"
Reset Memory O.K. or
Reset Memory Faulty*
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

Press
SELECT
Read out Set/Reset
To continue refer to previous page

BOB 92612A010000:

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 J03
(only used when
cabin panel Connector J02
installed)
Connector J01

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.
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
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,

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

8) Put the HTR switch in « MAN » and TEMP CONTR selection button in
«Toggle switch » position
SOV1-ON = «GREEN» LED remains ON

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

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

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:

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

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

12) HTR switch in « MAN », put the SOV 1 switch in «CLOSE» position,
the BOB configuration should be:
SOV1-ON = LED goes « OFF »
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.

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

13) HTR switch in « MAN », put the SOV 2 switch in «CLOSE» position, the
BOB configuration should be :
SOV1-ON = «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.

13a) HTR switch in « MAN », put the SOV 2 switch in «CLOSE» position, if the
SOV1-ON « GREEN » LED does NOT go « OFF »:

14) HTR switch in « AUTO », put the SOV 1 switch in «CLOSE»
position, the BOB configuration should be :
AUTO-HTR SEL = «GREEN» LED is ON

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

15) HTR switch in « AUTO », put the SOV 2 switch in « CLOSE »
position, the BOB configuration should be:
AUTO-HTR SEL = «GREEN» LED is ON

15a) HTR switch in « MAN », put the SOV 2 switch in «CLOSE»
position, if the SOV1-ON « GREEN » LED does NOT go « OFF »:

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)

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

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

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.
⇒ Check wiring and connection and if O.K. - replace EATS (under Agusta responsability)

EATS – LOOKUP TABLE

20) To check the correct functioning of the ADTS measure a voltage between jumper 5 and 6:
1000 + (3,85 per 1°C)

V= 5x 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.
⇒ Check wiring and connection and if O.K. – replace ADTS

ADTS – LOOKUP TABLE
In mV °C In mV °C
1161 56
1164 57
1167 58
1169 59
1172 60
1175 61
1178 62
1181 63
1183 64
1186 65
1188 66
1191 67
1194 68
1197 69
1199 70
1203 71
1205 72
1208 73
1211 74
1214 75
1217 76
1219 77
1222 78
1225 79
1227 80
1230 81
1233 82
1235 83
1238 84
1241 85
1243 86
1246 87
1249 88
1252 89
1255 90
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

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

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

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

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),

♣ 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

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.

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

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

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

AIR CONDITIONING
HEATING
AND
VENTILATION SYSTEM

Helicopter Air Conditioning System cut off view
Return
Cockpit + Cabin
compressor
L/H cockpit evaporator

Cockpit HP-switch
Cabin evaporator
fans
L/H cockpit
Cabin condenser Fan
Cabin LP switch
Cockpit TS2
Cabin TS2
Cockpit LP switch
Cockpit evaporator
fans Cockpit TS1
EATS

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) .

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.

Air Conditioning System/Heating/Forced Ventilation
components:
Item Component P/N Qty
COND / HEATER VENT 8020A010000

001 CABIN Fan 2
3G2150V02251
14422A030001
TEMPERATURE CONTROL VALVE 3G2140V00751 1
002
2298A020000
003 1'' Check valve 2
3G2140V00651
428B010000
004 Composite Jet Pump 1
3G2140V00851
6916A020000
005 Shut off valve 2
3G2140V00551
92177A020000
006 Heating control box 1
3G2140V00252
COND HTR 93260A010000
007 ADTS Temperature sensor 1
3G2140V00951
92252A01/92244A01
008 Overheat thermal switch 1
3G2140V01351
3521B010000
009 Cockpit evaporator right 1
3G2150V00853
3522B010000
010 Cockpit evaporator left 1
3G2150V00753
8028A010001
010 Condenser Fan 2
93036A010001

Air Conditioning System/Heating/Forced Ventilation
components:
1758D010000
011 Cabin evaporator assy 1
3G2150V00953
3520B01/3520C01
012 Condenser assy 1
COND / HEATER VENT 3G2150V02351
1768B010000
013 COMPRESSOR PACK ASSY 1
3G2150V01153
92279A010000
014 VENTILATED TEMPERATURE SENSOR 2
3G2150V01251
6039B010000
015 Cockpit double flapper valve for ECS 2
3G2150V00652
8011A030000
016 Cockpit ECS fan 2
3G2150V00553
91108A010000
017 NEW COCKPIT CONTROL PANEL Syst 5
3G2150V00351
1
91108A010001
018 NEW COCKPIT CONTROL PANEL Syst 5 - NVG
3G2150V00352
91130A010000
019 NEWHTR
COCKPIT CONTROL PANEL without PAX
COND 3G2150V00353
1
91130A010001
020 NEW COCKPIT CONTROL PANEL Syst 5 – without PAX NVG (OPTION)
3G2150V00354
92183A020000
021 AIR CONDITIONING CONTROL BOX 2
3G2150V00252
4577B010000
022 New cabin flapper valve for ecs - includes two 2303A010000 1
3G2150V01352
Dryer filter 20204-061 2
050
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

PILOT INTERFACES

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)

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

When CREW is selected on the cockpit control panel, both cockpit and cabin zones are
controled .
Each ACCB control the cockpit and cabin temperature by comparison of the measured
VENT
temperature in each zone to the desired temperature adjusted by the crew with the TEMP
CONTR potentiometer.
CREW
COND / HEATER VENT
TEMP CONTR CREW
COND HTR 91108A010000 Cockpit Control Panel
TEMP CONTR OFF COND / VENT
RECYCLE MAN FAN
HIGH ON
NORM AUTO MIN FAN
OFF LOW OFF
FAN
MIN ON
SOV -
HIGH FAN
+ MAX PAX CONTR LOW
1 CLOSE 2 CREW
OFF TEMP CONTR VENT
FAN
HIGH ON
FAN
LOW
NORMAL PAX
91108A010000 Cockpit Control Panel

VENT
CREW
COND / HEATER VENT
TEMP CONTR CREW
COND HTR
TEMP CONTR
MIN
SOV - + MAX PAX

1 CLOSE 2
MIN
NORMAL PAX


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
COND HTR CREW
TEMP CONTR OFF
RECYCLE MAN FAN
HIGH ON
NORM AUTO FAN
OFF LOW
SOV MIN
- + MAX PAX CONTR
1 COND
NORMAL / HEATER
2 VENT CREW
OFF
FAN
HIGH ON
FAN
LOW
CLOSE PAX
3 potentiometers
2 switches
COND HTR
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
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

SYSTEM CONTROL

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.

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

Detailed Operation:
Operation:
Air Conditioning System

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.

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.

REFRIGERANT
PRESSURE liquid vapor
line line
LIQUID
CD = Condenser heat exchange per kg of refrigerant
Condensing D
pressure C
D C
ambient coolant
air
recirculated
cabin air
A
VAPOR
recirculated constant
A cockpit air B temperature
curve
Evaporating
pressure
A B
AB = Evaporator heat exchange per kg of refrigerant
B’C’ = Energie of compression

per kg of refrigerant
Enthalpy at B’ C’ REFRIGERANT
Enthalpy at
Pf = Q x ∆H
evaporator Enthalpy at ENTHALPY
inlet evaporator compressor
outlet outlet

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.

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.

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.

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.

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.

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.

Vapour Cycle general schematic (valid for each loop):
Expansion
LP-Switch
valve Evaporator
BP pressure
switch
Filling BP
Evaporator (LP) port
Liquid fan air flow
flexible
hose Insulated
BP flexible
hose
Anti freeze Filling LP

LP-Switch
Thermal port
switch
Filling HP
port
HP pressure Scroll
switch compressor
Filling HP
Condenser port
fan air flow
HP flexible
Receiver hose
filter drier
Condenser

Component Location

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

Cockpit zone:
Thermal
Switch
Gaspers + Demisters
LP-Switch
Evaporator S/A
TEV
A/C - Fan
Dual - FV

Front face outlets
Lower Side
Cockpit Air Conditioning Window Demister
Upper Side
configuration schematic: Window Demister
Main winshield
Demister
Air Cond.
Air intake Flapper valve Pack
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
LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL

Front face outlets SERVICES 246
A/C location on upperdeck general view:
Cockpit Condenser Cabin Condenser Fan
Cabin
Cockpit comp.
compressor Cabin Condenser
Cockpit Receiver/Filter
Cabin loop
Condenser Fan
A/C Cabin Fans
Receiver/Filter Ram Air

Cockpit loop
Inlet
Refrigerant
Cabin FV
hoses
Cabin
Recirc. Air
Cabin Ventilation for Air Conditioning configuration:

Side vents manifold
Evaporator Singular gaspers manifold

Recirc. Fan Pack
Flapper
Fan
valve
Plenum
Air intake
Side vents manifold


Architecture

Helicopter
System Architecture: +28Vdc 0Vdc +28Vdc 0Vdc
FWD-COND.- AFT-COND.-
FAN-relay FAN-relay
M M
FWD-COND.-FAN +28Vdc R1 AFT-COND.-FAN
R2
0Vdc +12Vdc +28Vdc
FWD- FWD-CLUTCH
COMPRESSOR- relay 0Vdc +12Vdc
CLUTCH AFT-
AFT-CLUTCH
COMPRESSOR-
relay
CLUTCH
ACCB1
ACCB2
FWD Maintenance
connector
AFT Maintenance
FWD-TS1 connector
FWD-TS2
AFT-TS1
FWD-LP AFT-TS2
FWD-HP
AFT-LP
AFT-HP
FWD-TEMP.-SENSOR
AFT-TEMP.-SENSOR
COCKPIT
Connector for heating CONTROL
and ventilation PANEL
systems
System
Electrical
Wiring
Block
Diagram:

System
Electrical
Wiring
Block
Diagram:

System
Electrical
Wiring
Block
Diagram:

System
Electrical
Wiring
Block
Diagram:

ACRONYM DESIGNATION Qty PART NUMBER COMMENTS
Main
ACCB1 Air Conditioning 1 92183A020000
Components: Control Box1
FWD-TS1 Forward Thermal 1 14713-021 No Fault = closed

Switch1 Open if T°≤ +1°C ± 2°C
FWD-TS2 Forward Thermal 1 14713-021 No Fault = closed

FWD-HP Forward High 1 20204-062 No Fault = closed

Pressure sensor Open if P > 27b ± 0,7b
FWD-LP Forward Low 1 20205-010 No Fault = closed

Pressure sensor Open if P < 0,4b ± 0,2b
FWD- Forward 1 92279A010000 Sensor gain = 10 mV / °K

TEMP.SENSOR Temperature
sensor
FWD-CLUTCH Forward 1 1351A010000 28V – 5A
Compressor
[Clutch]
FWD-COND.- Forward 1 3972A010000 28V – 35A
FAN Condenser Fan

Equipments:
ACRONYM DESIGNATION Qty PART NUMBER COMMENTS
ACCB2 Air Conditioning 1 92183A020000

Control Box2
COCKPIT Cockpit Control 1 92108A010000

CONTROL Panel
PANEL
AFT-TS2 After Thermal 1 14713-021 No Fault = closed

AFT-HP After High 1 20204-062 No Fault = closed

Pressure sensor Open if P > 27b ± 0,7b
AFT-LP After Low 1 20205-010 No Fault = closed

Pressure sensor Open if P < 0,4b ± 0,2b
AFT- After 1 92279A010000 Sensor gain = 10 mV / °K

TEMP.SENSOR Temperature
sensor
AFT-CLUTCH After 1 1351A010000 28V – 5A

Compressor
[Clutch]
AFT-COND.- After Condenser 1 3972A010000 28V – 35A

FAN Fan


Component description
and Operation

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.

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

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.

ACCB - Block Diagram

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
♦ High Pressure, HP-Switch fault
Presence of the failure during 3 minutes OR three overpressure events

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.

Air Conditioning Control Box Pin location:

CURRENT
13 ANA-OUT1A Analog output (+) O 5 / 10 mA TWO TW

SH CORE To ACCB2
19 ANA-OUT1B Analog output (-) O 5 / 10 mA
50 FWD-FAULT-SET-MEM GND /OC I 2 / 2 mA SINGLE CORE From / To

FWD
Maintenance
37 FWD-FAULT-RESET-MEM GND /OC I 2 / 2 mA SINGLE CORE Connector
38 FWD-FAULT-READ-MEM GND /OC I 2 / 2 mA SINGLE CORE
39 FWD-FAULT-ENABLE-MEM GND /OC I 2 / 2 mA SINGLE CORE
10 FWD-HP-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
17 FWD-LP-FAULT +5v/OC O 2 / 10 mA SINGLE CORE
18 FWD-TEMP.SENSOR- +5v/OC O 2 / 10 mA SINGLE CORE

FAULT
26 FWD-TS-FAULT +5v/OC O 2 / 10 mA SINGLE CORE

CURRENT
2 ANA-IN1B Analog input (+) I 5 / 10 mA TWO TW

From ACCB1
SH CORE
3 ANA-IN1C Analog input (-) I 5 / 10 mA
50 AFT-FAULT-SET-MEM GND /OC I 2 / 2 mA SINGLE CORE From / To

AFT
Maintenance
37 AFT-FAULT-RESET-MEM GND /OC I 2 / 2 mA SINGLE CORE Connector
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


"Refrigerant Circuit"
Component description
and Operation

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.

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

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

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.

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.

A A
1st revolution
B B
A+B
2nd revolution
3rd revolution
New cycle

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:

CURRENT
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

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.

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

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

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.

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.

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).

HP–Switch NEW 20204-071 + 20204-072 pin location:
CURRENT
1 FWD-HP-SIG 28V / OC 5 / 10 mA SINGLE To ACCB1

CORE
2 FWD-HP-REF 28V / OC 5 / 10 mA SINGLE +28Vdc2

CORE
New design:
Improved wiring and
connector

Cockpit Evaporator 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).

L/H Cockpit Evaporator S/A general view:
Weight: < 4,1 kg Cooled Air

Outlet
Thermal
Switch
Flexible
hose
Gasous
Refrigerant Low Pressure
Outlet Switch
TEV
Liquid
Refrigerant
Inlet
Cockpit/Ram
Air Inlet
COCKPIT (FWD) Thermal Switch TS1 (TS2):
CABIN (AFT) Thermal Switch TS1 (TS2):
COCKPIT (CABIN) LOW PRESSURE Switch - LP:

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.

Cabin Evaporator S/A general view:

Weight: < 7.5 kg Liquid
Low Pressure Refrigerant
Switch Inlet
Cabin/ Ram Air

Inlet
Thermal
Switch
Cooled Air
Cabin/ Ram Air Outlet
Inlet Gasous
TEV
Refrigerant
Outlet

Parts common to the

Cockpit and Cabin Evaporator

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

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.

Thermostatic Expansion Valve - TEV S4300-05

Thermostatic Expansion Valve – TEV

EIRT = Evaporator Inlet Refrigerant Temperature
EORT = Evaporator Outlet Refrigerant Temperature Capillary Tube
Recirculation air TO Cabin
TEV BULB
EVAPORATOR
Example: EIRT = 8°C EORT = 13°C
Delta t = 5°C
superheating
Recirculation air FROM Cabin

: Refrigerant in a gasous state
Capillary Tube
Recirculation air TO
Cabin
TEV EVAPORATOR BULB
5°C
EIRT = 8°C Normal EORT = 13°C
Superheating

Capillary Tube
Cabin
TEV EVAPORATOR BULB
20°C
EIRT = 8°C Superheating to EORT = 28°C
High

Capillary Tube
Cabin
TEV EVAPORATOR BULB
0°C
EIRT = 8°C No SuperheatingEORT = 8°C

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).

LP – Switches pin location:

CURRENT
1 FWD-LP-SIG 28V / OC 5 / 10 mA SINGLE To ACCB1

CORE
2 FWD-LP-REF 28V / OC 5 / 10 mA SINGLE +28Vdc2

CORE
New design:
Improved wiring and connector

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

Thermal Switch Pin identification :

CURRENT
1 FWD-TS1-SIG 28V / OC 5 / 10 mA SINGLE To ACCB1

CORE
2 FWD-TS1-REF 28V / OC 5 / 10 mA SINGLE +28Vdc2

CORE
New design:
Improved wiring and
connector

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)


Other Components
"Not" part of
the Refrigerant Circuit

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 re-
circulation 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

Cockpit FLAPPER valve 6039B010000 (Air conditioning only)
Valve in Closed position:

Ram air open Recirculation
closed
Example:
Valve in full closed position
Valve in Open position:
Ram air closed Recirculation
open

Cockpit FLAPPER valve 6039B010000 general view:
Heating duct connection
New design:
Additional flange for installation
of a check valve

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.
Power supply: 28Vdc
Normal working temperature range: - 40°C to + 70°C
Low speed flow rate at 30°C and at see level: min. 4900 rpm / 2.5 A
High speed flow rate at 30°C and at see level: min. 9300 rpm / 6.5 A
Weight: 1.55 kg

ECS - Cockpit Evaporator Fan 8011A030000/3G2150V00553:

ECS - Cockpit Evaporator Fan general view:

Cockpit A/C Fan (both interchangeable)

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

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.

Cabin Double Flapper Valve electrical schematic :
2
Valve in Closed position: NOT CONNECTED
FV-FC 5
FV-CMD-L OPEN 28 V on 4
Ram air open Re-circulation 3 0 V on 3
closed CLOSED 28 V on 3
0 V on 4
M CONTACT BETWEEN 6 AND 5

EQUAL TO FULL CLOSED POSITION
Valve in Open position: 6
FV-FC/FO RETURN
FV-FC 1 CONTACT BETWEEN 6 AND 1
Ram air closed Re- FV-CMD-H
4
EQUAL TO FULL OPEN POSITION
circulation open
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 .

Cabin Double Flapper Valve general view (with ducting):
Check
Valve

Cabin A/C Fan description 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.

Cabin A/C Fan 8012A030000/ 3G2121V00553 characteristics:
Characteristics at 30°C OAT and sea level (1013mbar ):
Low speed flow rate: 7500 rpm / 5A
High speed flow rate: 13200 rpm / 17A
Weight: 1.6 kg
Cabin A/C Fan 8020A010000/ 3G2150V02251 characteristics:

Characteristics at 30°C OAT and sea level (1013mbar ):
Low speed flow rate: XXXX rpm / 5A
High speed flow rate: XXXX rpm / 20A

Nominal current consumption: ≤ 20 A (start up 25 A)
Weight: ≤1.79 kg
Cabin Fan under speed detection:

In ON mode, a fault is indicated (Ground) only if the speed is inferior to the under
circuit.
The under-speed detection level will be the half off low speed and half off high speed
±15% (in tr/mn).

Cabin Fan electrical logic:

o ON/OFF selection : o Under-speed detection :
o High speed / Low speed selection :

Cabin Fan Pin Location :

Cabin Fan (Forced ventilation/heating) general view:

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
Fan 93036A010001 version characteristic:
Speed between 4100 rpm and 4900 rpm

Condenser Fan pin location:

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.

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.

Ventilated Temperature Sensor pin location (idem for ACCB2):


TROUBLE SHOOTING TIPS






AB139 Air Conditioning trouble shooting guide
Testing using LTS - FROB’s and BOB’s:

Break Out Box – BOB 92613A010000 (Ventilation/Air Conditioning)
Failure read Out Box – FROB 92600A010000 (Air Conditioning)
Caution: Before connecting the special tool’s to the


Ventilation/Air Conditiong System test

Vapour Cycle general schematic (valid for each loop):
Cockpit + Cabin
compressor
Cabin evaporator
Cockpit HP-switch
Cabin evaporator
fans
L/H cockpit
Cabin condenser Fan
Cabin LP switch
Cockpit TS2
Cabin TS2
Cockpit LP switch
Cockpit evaporator
fans Cockpit TS1
EATS

System Architecture:

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

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

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:
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).

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.

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
Press
SELECT
Read out Set/Reset
Press
SELECT
Press Set Reset
"IP" Press
Press
SET MEMORY Memory Reset
Start Abort Start Abort
Press Press
"IP"
Set Memory O.K. Press
Press "IP"
"IP"
Reset Memory O.K. or
Reset Memory Faulty*
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

BOB 92612A01000:

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 J03
(only used when
cabin panel Connector J02
installed)
Connector J01

BOB 92613A01000:

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

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
Cockpi
ACCB t ACCB
1 2

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»
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).

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):
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.

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.
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),

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).

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.
92600A010000, (HP fault should be indicated in SCAN mode).
⇒Check the wiring, connection and the switch replace/repair faulty element

8i) If the HP «RED» LED (cockpit or cabin loop) goes «ON» during A/C
operation (A/C running):
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,

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

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

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).

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

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

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,

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

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)
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»

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

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

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

General
Maintenance
Recommendations

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.

INSPECTION INTERVALS
Periodic inspections of the air conditioning system will keep the system operating at peek
efficiency. The inspections are simple visual inspections requiring a minimal amount of time.
Air Conditioning System Every 100 hours or 6 months Clean or replace component as
Components Dirt , Damage necessary
Compressor Belt Tension, Wear Within 5 hours of installing new belt, then Tension or replace as necessary
every 300 hours or 2 years
Evaporator and condenser air Every 100 hours or 6 months Clean as necessary
matrix dirty
Replace refrigerant and Every 2 years Drain, Recover, Leak check, Vacuum,
receiver/filter 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.
System Refrigerant
Servicing

MAINTENANCE FLOW CHART
MAINTENANCE * *Only system draining and charging
without opening of the refrigerant
circuit.
VACCUM 3 min
DO THE LEAK TEST

FILL WITH 15 BARS
OF NITROGEN
LEAKAGE TEST OK: NO

LEAKAGE
DO THE VACCUM
LEAK SEARCH
45MIN
CHARGE WITH R134a QTY

DO THE REPAIR
DO A GROUND RUN TO
CHECK THE COOLING
PERFORMANCE

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 TEST OK: NO
LEAKAGE
LEAK SEARCH DO THE VACUUM

45MIN
CHARGE WITH R134a QTY

DO THE REPAIR
DO A GROUND RUN TO CHECK

THE COOLING PERFORMANCE

A) Oil Filling and Top-up:
1) During the first installation of a new air conditioning system :

Each compressor is already filled with the correct quantity 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.

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)

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).

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.

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.

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.

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.

PRESSURE LEAKAGE TEST
Before charging the A/C with refrigerant, check the correct installation and torque tighten of all
pipe connections.
PRESSURE LEAK TEST OF THE REFRIGERANT CIRCUIT(strongly recommended)
Note :
The pressure leak test has to be implemented by using standard equipment procurable on the
local market (refrigerant connection hoses and taps, pressure manifold etc…).This test allows
detection of important leakages of the refrigerant circuit pipe connections by applying a
MAXIMUM pressure of 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.

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.

15 Bar Suction
hose valve

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).

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.

SYSTEM CHARGING
General
Use only R134a refrigerant when charging air conditioning system. Federal law
prohibits discharging refrigerant into the atmosphere. Use only an R134a compatible
recycling/recharging unit when charging the air conditioning system.
Charging Procedure
1) Connect R134a compatible recycling/recharging unit to the 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.

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

Hose connection for the
nitrogen bottle to push the
refrigerant
R134a
Hose connection going to the

air conditioning unit

R134a
Absolute pressure gauge

indicating R134a pressure
Scale aligned to the

read pressure gauge
value

N
i
Pressure t
1 regulator r
o
g
e
n
b
o Discharge
t hose or
t receiver/dryer
l
e
4
Insulation tap on
2 Insulation tap on 3
receiver side
cylinder side

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.

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.

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

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.

Discharge
hose or
1 Integrated receiver/dryer
electrical heater
Insulation tap on
2 Insulation tap on 3
receiver side
cylinder side

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.

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).

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

P/N Description Required Required for field
for repair maintenance
Local market Servicing valve command device Y
(LP-HP port connection taps)
Local market R134a Refrigeration Y Y
Management unit for
recovering/charging
35494-00 or Special tool for servicing valve Y
Local market removal
Local market LP 0-10bar+HP 10-30bar Service Y
Pressure Gauge / Manifold
Local market Multi-meter Y Y
Local market Electronic R134a refrigerant leak Y Y

detector
Local market Comp. Belt Tensiometer Y Y
Local market Refrigerant skin Temp. Sensors Y Y

(thermo-couples)
Local market Various refrigerant connection Y Y
hoses, closing taps
 Liebherr-Aerospace Toulouse 2006. Alle Rechte vorbehalten.

Kein Teil dieses Dokumentes darf in irgendwelcher Form wiedergegeben oder unter
Verwendung irgendwelcher Übermittlungsmittel übermittelt werden, einschliesslich der
Herstellung von Photokopien, der Herstellung von Aufnahmen und sämtlicher anderer
Formen der Speicherung und Wiedergabe, ohne zuvor die schriftliche Genehmigung der
Liebherr-Aerospace Toulouse erhalten zu haben.
 Liebherr-Aerospace Toulouse 2006. Tous droits réservés.

Aucune partie de ce document ne peut être reproduite ou transmise sous quelque forme
que ce soit ou par n’importe quel moyen de reproduction ou transmission, électronique ou
mécanique y compris photocopies, enregistrements et toute autre forme de mémorisation
et transmission, sans préalablement avoir obtenu l’accord écrit de Liebherr-Aerospace
Toulouse à cet effet.
 Liebherr-Aerospace Toulouse 2006. All rights reserved.

No part of this document may be reproduced or transmitted in any form or by any means,
electronic or mechanical, including photocopy, recording, or any information storage and
retrieval system, without prior written permission from Liebherr-Aerospace Toulouse.

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Training DOCTR 039 AW 139

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 1

This document must be used for training purpose only

It will not be updated

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 2

Ventilation System including Forced Ventilation:

Heating and Ventilation System including Forced Ventilation:

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 3

Air Conditioning System:

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 4

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 7

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 8

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 9

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 10

L/H cockpit evaporator

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 11

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 12

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 13

The ECS system has 5 different versions:

- The cockpit and cabin ventilation system - P/N 3G2120 / 20204A01

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 14

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 15

Item Components of the Cockpit ventilation P/N20204A010000 P/N Qty

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 16

(VIP Air cond. Option)

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 17

Components of the Cockpit/Cabin Forced ventilation system

Forced ventilation CABIN CONTROL PANEL 91103A010000 1

Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001 1

Forced ventilation CABIN CONTROL PANEL - NVG 91103A010001

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 18

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 19

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 20

91100A010000 or 91100A010001 (NVG) (Air conditioning option)

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 21

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 22

Cabin ventilation Fan

Flapper valve To control panel

Singular gaspers manifold

Singular gaspers manifold Upper Side

Side vents manifold Front face outlets

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 23

Cockpit ventilation system

Cabin ventilation system

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 24

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 25

(VIP Air cond. Option)

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 26

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 27

Cockpit Control Panel

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 28

Flapper valve To control panel

Singular gaspers manifold Air intake

Plenum Main winshield

Singular gaspers manifold

Front face outlets

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 29

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 30

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 31

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 32

Detailed Ventilation System

LIEBHERR-AEROSPACE TOULOUSE January 2009 Issue 1 TECHNICAL SERVICES 33

Cockpit ventilation system (basic) Main winshield

For the cockpit, two separate systems provide air for