VP-9

2P STUDY BIBLE

“RICK JAMES” VERSION

KNOWLEDGE TO MAKE YOU RICH BEEIACH
By LT Rick J Holt
ATCS Andrew Jeter
LT Bret Shary
AIR Conditioning/Pressurization System
System Components and Normal Operation
A1.– Air-Conditioning panel-(Ch-2) Program Controller gets inputs from controls on Aircraft panel,
ice sensor in ducting, sensor in cabin air compressor, cabin and flight station temp sensor and temp rate
change sensor in ducting.
a. Automatic mode of operation-A, B, C valves are modulated by program controller.
(18-29 deg C) 3 dots=27 deg, 2 dots=23 deg, 1 dot=21 deg
b. Manual mode of operation-You set a valve setting vice temperature (you will still have PRL
and Ice limiting).
c. Ground Air-conditioning switch –
APU operating- Open Air Multiplier shutoff valve, Dumps the EDCs, closes the F/W
shutoff valves, closes the AUX vent, energizes the Air cycle cooling unit blower fans.
APU not operating-Un-dumps the EDCs, opens the F/W shutoff valves, closes AUX vent,
energizes the Air cycle cooling unit blower fans.
d. APU Air override Switch- Allows EDCs to supply Aircraft with air conditioning while the
APU is operating (shuts off the APU load and shut off valve).
A2. Cabin Pressurization panel (Ch-2)
a. Cabin differential indicator-the I (inlet) and D (discharge) needles you will monitor for spread.
Powered by INS bus 1 for #2 EDC, and INS 2 for #3 EDC. Max spread is 35” otherwise EDC
damage could occur. If you look to exceed 35” you must check the maximum compressor ratio on
pg 2-129 of NATOPS (chart number multiply inlet pressure).
b. Isobaric mode of operation- 0-13.3” Hg-this will keep the Aircraft pressure at the altitude
selected. 13.3-13.9 is differential range (Aircraft pressure will increase with altitude). 13.9-14.4
pressure relief this prevents a dangerous buildup of cabin pressure in the event of a malfunction.
c. Ground check switch-.
A3. EDC
a. Firewall Shutoff valve –Closes when-dump, E-handle, APU ground air operating, Aux
Vent and scissor switch. It isolates the EDC from the air cycling from the cooling system.
b. Oil to Oil Heat Exchanger- Uses engine oil to cool EDC oil - does not mix; Garlock Seal
failure will cause EDC oil to leak into engine oil (over servicing of engine and EDC Press
Low in flight)
c. Dump Valve- MEDC – prevents surges in the system, opens dump valve and closes FSV.
Actuated with APU ground air ON.
d. Drive Shaft Shear Section- prevents damage to the RGB if the EDC fails.
e. Quill Shaft – Drives the flow control vane to open and close on the Impeller (full open at
12k feet).
f. Pressure Ratio/ Ice Limiting – Water separator has an ice detector, which will send a
signal to open the A valve in the red zone (4.1”hg ice limiting) , or allow only open signals
to the A valve in the yellow zone (2.9”hg ice limiting). PRL works by back pressure
building up in the static pressure and Ram air causes the oil pressure to drop. When this
happens, a signal to open the A valve in the red zone (below 50 psi for PRL) , or allow only
open signals to the A valve in the yellow zone (below 72 psi for PRL). PRL doesn’t work in
Low RPM.
g. Surge Control – Controls it by sending air from the #2 EDC to the right side and #3 EDC
to the left and by modulating the dump valve through the surge control metering valve.
A4. Distribution and Exhaust Ducting-
a. Outflow Valve – Controls the rate of air discharge to pressurize the aircraft
b. Cabin Exhaust Fan – Draws the air through the cabin and components to cool the
electronics and sends it out through the outflow valve. With Cabin Exhaust Fan OFF you
can NOT use SASP and will kick it off if on (FOUO).
A5. Air Cycle Cooling Units
a. Ram Air Cooling Duct - Provides air to the heat exchangers in flight.
b. Heat Exchanger Blower Fans – Provides air to the heat exchangers on ground.
c. Primary and Secondary Heat Exchangers – Cools the air before and after turbine
compression.
d. Water Separator – Pulls 70% of moisture from the air.
e. Air Multiplier Package – Supplements the air from the APU, which is high pressure and
of insufficient volume for ground a/c.
A6. Safety Relief Valve- 13.9 – 14.4, locate under the copilot seat. Prevents a dangerous buildup of
pressure in case of a failure of the differential system.
A7. Negative Pressure Relief - opens when atmospheric pressure is greater then the cabin pressure.
A8. Aux Vent – provides an alternate of air, emergency depressurization and smoke removal. When
OPEN – opens Aux Vent, opens Outflow valve, dumps EDC’s, and closes FSV.

PART B
LIGHTS & EMERGENCY PROCEDURES
B1. EDC Sheared Shaft- Press low light and loss of spread. Disconnect, Dump and continue.
B2. EDC Sheared quill shaft- Loss of spread and NO EDC press low. You will dump and if you do
not lose spread you will E-handle (after checking that the dump C/B and the INST bus C/B are set).
B3. EDC Press Low light- EDC oil pressure is low. Low level in sump. EDC driveshaft sheared.
With loss of spread, disconnect and dump EDC. Continue operation. If spread is indicated, disconnect,
monitor for loss of spread, dump. Continue operation.
CAUTION The DISCONNECT position should be selected only when the engine is operating in the
normal rpm range to prevent EDC damage.
c. If spread is indicated after disconnect, execute the Emergency Shutdown procedure, paragraph
15.5.1. If the engine is allowed to operate due to a greater emergency, the EDC should be dumped.
NOTE If on ground and mission is continued: Ensure Normal rpm selected and ground air
conditioning on prior to disconnect. d. Refer to Air Conditioning System Malfunction (In Flight),
paragraph 15.16.
*** Try and cool the engine oil first and warm the cabin up to reduce the work on the EDC. Do NOT
E-HANDLE until you check the C/Bs for the Disconnect switch and the Spread indicator, also try the
disconnect a few times…even cycle the disconnect breaker***
B4. EDC Temp High- EDC oil temperature excessive. Low oil level in sump. High engine oil
temperature.
a. Check engine oil temperature; if high, correct.
b. If unable to control, disconnect, monitor for loss of spread, dump, continue operation. CAUTION
The DISCONNECT position should be selected only when the engine is operating in the normal rpm
range to prevent EDC damage.
c. If spread is indicated after disconnect, execute the Emergency Shutdown procedure, paragraph
15.5.1. If the engine is allowed to operate due to a greater emergency, the EDC should be dumped.
d. Refer to Air Conditioning System Malfunction (In Flight), paragraph 15.16.
B5. FUS DUCT HOT Light- Leak in area around cross ship manifold, creating excessive temperature.
Can be caused by a leak in the bleed air manifold, APU bleed air lines, or EDC plumbing.
*1. On ground, secure ground air conditioning and all engine and APU bleed air, and return to the line.
*2. In flight, close all engine bleed and fuselage shutoff valves. 3. If light remains on, dump EDCs one
at a time. 4. If light remains on, land as soon as possible.
B6. Cabin Press Light- Light on at cabin altitude 10,000 (±500) feet. CABIN PRESS light out by
8,000 feet on descent. The most likely causes of a pressurization loss are mechanical or structural
failures that result in a sustained loss of pressure or explosive decompression.
If cabin altitude exceeds 10,000 feet, the flight station shall:
*1. Don smoke masks.
*2. Alert crew.
Regardless of cabin altitude, continue with the following steps:
3. Verify obstacle clearance.
4. Investigate pressurization loss.
Other crewmembers should verify the condition of flight station personnel, provide assistance to other
personnel as required, and be prepared to set Condition V.
B7. Cabin Exhaust Fan Failure- Cabin exhaust fan is inoperative or lack of airflow. Open equipment
doors for additional cooling. Use minimum electronic equipment. If EDCs are inoperative (no air
conditioning available), open AUX vent.
B8. REFER OVRHT Light- Temperature in cooling duct exceeds safe limits. On ground: inoperative
heat exchanger blower fan.
In flight, dump EDC. After light is out, operation is permitted in the manual mode at the two‐dot
position or warmer. On deck, turn off GRD AIR COND switch; investigate by checking the HEAT
EXCHANGER cbs on BUS B and BLOWER CONT cb on MEDC. If cbs are set and the light is out,
operation is permitted in the manual mode two dot position or warmer.
B9. Emergency Depressurization - With electrical power available:
*1. AUX VENT — OPEN. (FE)
*2. OUTFLOW VALVE — OPEN. (FE)
*3. EDCs — DUMP. (FE)
*4. AUX VENT — Close at 1 inch differential. (FE)
Without electrical power available:
*5. FREE FALL CHUTE — Open. (OBS)
B10. Rapid Decompression –
*1. Pressurization ground check switch — TEST. (FE)
*2. Ground air conditioning switch — ON. (FE)
Note
Manual modulation of the outflow valve may be required initially to minimize cycling.
Once pressurization is regained:
3. Ground air sensing circuit breaker — Pull. (FE)
4. Pressurization ground check switch — NORMAL. (FE)
B11. Emergency Descent-
*1. Autopilot — Disengaged. (P)
*2. Power levers— FLIGHT IDLE. (P)
*3. Landing gear lever — As required. (CP)
*4. Airspeed — As required. (P)
*5. Pressurization — As required. (FE)
B12. Operation with an INOP EDC- Down low you are worried about cooling of the electronics in a
hot environment. Up high you are worried about an inability to pressurize. Looking for Minimum Risk
Routes if you are going to be in the threat environment because of low altitude.
B13. Popped ground air sensing C/B on deck-
-Ground air conditioning switch deenergized. -Aux vent goes to the position selected.
-Outflow valve goes to position selected. -EDCs undump and firewall shutoff valves open.
-Heat exchanger blower fans disabled. -Autopilot not monitored.
-Load monitoring system not monitored. -Flight idle system remains energized.
-RPM switch will position to low, but engine speed will not shift to low.
-Prop and empennage anti-ice systems not monitored.
**15.16 AIR CONDITIONING SYSTEM MALFUNCTION (IN FLIGHT)
In the event that one EDC is inoperative and the cabin exhaust fan is operable, reduce cabin electrical
load to only that used for navigation should the cabin temperature rise excessively. Note: Climbing to
altitude or opening equipment doors will decrease the efficiency of the air conditioning system.

PART C
A/C PRESS SYSTEM SCENARIOS
C1. Flickering EDC Press low light with weather below the Aircraft and range critical fuel-
Dump and see if other holds pressurization. You can wait until it is on steady before executing the
procedures. Try and cool the oil down to the minimum allowable and warm the cabin up some to buy
you some time. If you can’t hold pressurization after you dump and you are forced to shut down the
EDC you will have to descend, if you go into the goo you will be burning extra gas for the Anti-icing
and possibly de-icing as well. Plus looking at a possible 3 Engine if you don’t get loss of spread after
disconnect. Lots to talk about on this one. If you know that there are previous flickers in the ADB
might as well start the flight with cooler oil (60-65) so you work it in your favor from the get-go.
C2. Tactical mission planning with a loss of an EDC- Be aware of the cooling effect of only one
EDC for electronic equipment. (in hot environment you will probably be a NO-GO)
C3. Crew experiences unusual fatigue during a transit home after a night mission- Check the
cabin altitude, if above 5K try and lower the cabin alt and the cockpit should don O2 for the last 45
minutes of flight at 15 min each.
C4. Emergency requiring shut-down of an additional Eng after shutting down an Eng for an
EDC failed to disconnect.- Will you restart the Failed to disconnect Eng to avoid a 2 Eng landing? I
probably would. (possible bad outcomes, smoke in the tube-no oil in the EDC and it continues to run
and it doesn’t dump it all / shear section FODS the RGB or doesn’t shear and seizes in the RBG-
unlikely though)
C5. Discuss normal indications on the pressurization panel from rotate, climb (isobaric and
differential ranges) to FL 240, cruise and descent.- As you climb up the Cabin alt will slowly climb
to the preset altitude until you reach 13.3 (isobaric) then it will continue to climb up with the Aircraft
as it continues to climb in the 13.3-13.9 differential range until at the top. (It will probably be around
3-4K’ cabin altitude).
C6. At “Pressurization” on the climb checklist, the FE indicates that the aircraft shows a rate of
descent and cabin altitude is going negative. If, after takeoff, the cabin altitude decreases rapidly, the
pressurization controller is unable to control the outflow valve properly. Probable causes are: a broken
control pressure line, a frozen line, or a leaking line. In all these cases, the outflow valve will close
automatically by spring pressure. The proper action is to control pressurization manually. Basically it
is pressurizing to quickly because the outfow valve is closed, and the altitude indicates below sea level.
P3 Digest issue 43, incorporating the water spray system with RJ color coding