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ducts on the left and right sides.
Outflow valves regulate the outflow of this
cabin-air supply to control the air pressure
(and resulting pressure altitude) of the cabin
(refer to Chapter 12—“Pressurization”).
The cabin-air supply is normally provided by
bleed air from both engines; however, either
engine can supply enough air to the cabin.
The system can operate with complete or partial
loss of DC power; however, temperatures
will be within 30° above ambient.
INTRODUCTION
This chapter describes the Citation Mustang air-conditioning systems. Information is
provided on temperature-controlled pressurized air, vapor-cycle air conditioning, and
fresh air supply. Additionally, air distribution and temperature controls are discussed.
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CHAPTER 11
AIR CONDITIONING
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A conventional vapor-cycle air-conditioning
system provides further cooling and defogging,
especially on the ground or at low altitudes
on hot days. It moves refrigerant fluid through
heat exchangers to extract heat from the cabin,
then routes the fluid to another heat exchanger
to vent the heat overboard. If either generator
fails in flight, the vapor-cycle system is loadshed
(powered off to conserve DC power).
A separate fresh-air vent system allows direct
cockpit and cabin ventilation when unpressurized
(at low altitudes or on the ground). It
requires DC power.
These three air-conditioning subsystems (bleed
air, vapor cycle, and fresh-air supply) are regulated
by air-distribution and temperaturecontrol
systems. Engine indicating and crew
alerting system (EICAS) indications advise the
crew of system status.
TEMPERATURECONTROLLED
BLEED-AIR INFLOW
In flight, cabin temperature is provided by hot
bleed air from the engines, which is conditioned
to appropriate warm temperatures by
heat exchangers before entering the cabin.
DESCRIPTION
Bleed-Air Supply
The left engine supplies air to the cockpit
(Figure 11-1). The right engine supplies air for
the cabin area. Each system is separate and independent,
so that a failure of either system
does not prevent the other from operating.
All bleed-air inflow to both zones flows aft
through the cabin and exits through the outflow
valves in the aft pressure bulkhead (refer
to Chapter 12—“Pressurization”).
Bleed-Air Temperature Control
Before entering the cabin, hot, high-pressure
bleed air from each engine passes through an
air-to-air heat exchanger in the engine pylon.
Outside (ambient) ram-air enters the pylon
ram air inlet, passes through the heat exchanger,
flows over the bleed-air ducts, and
exits overboard through a temperature control
valve, carrying away most of the heat from the
engine bleed air. (The bleed air and ambient
ram air do not mix.)
A temperature control valve limits the ambient
ram-air flow through each ram-air duct
(and through the heat exchanger) to limit how
much the heat exchanger can cool the engine
bleed air. This indirectly controls the temperature
of the bleed air entering the cabin.
For each system (cockpit/left engine and
cabin/right engine) the temperature control
valve is positioned by a thermal actuator,
controlled by a corresponding (cockpit or
cabin) environmental printed circuit board
(PCB) (Figure 11-1). The environmental PCB
responds to crew commands and temperature
sensors in the aircraft.
Bleed-Air Flow to Cabin Air
Supply
On each side, the cooled high-pressure bleed
air continues into the cockpit or cabin air supply
duct through a series of valves.
Mechanical check valves prevent reverse flow
of the bleed air into the engines.
An electrically controlled solenoid-driven
pressure regulating shutoff valve (PRSOV)
opens or closes completely to allow or to shut
off the flow of bleed air on that side. Normally
both shutoff valves are open.
An electrically controlled solenoid-driven
flow control valve (FCV) controls the volume
of air flowing in each duct, allowing either
4- or 8-ppm flow. Crew commands and
electrical conditions position these valves.
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COCKPIT
ENVIRONMENTAL
PCB
CABIN
ENVIRONMENTAL
PCB
4 8
T
T
T
T
T
4 8
T T
AFT PRESSURE
BULKHEAD
FWD PRESSURE
FRESH AIR BULKHEAD
INLET
PYLON
RAM AIR
　
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