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With the TEMP mode selector switch in AUTO the temperature selected is
automatically malntalned by the modulating temperature control valves. In
MAN, the TEMP control thumbwheel must be repositioned to maintain
cockpit and suit air temperature. Alr flow and temperature will not change as
a function of airspeed and altitude.
@
CABIN PRESS ALT Displays cabin pressure altitude In 1 ,OCrO-foot increments from 0 to 50,OKt
indicator feet.
0 7 BLEED DUCT caution light Indicates overheating (575OF or greater) along the high-temperature bleed
alr duct routlng forward of the englne fire wall past the primary heat
exchanger and then up to the right diverter area. An additional sensor,
detecting temperatures of 255°F or greater, senses from the right diverter
area, along the 405OF manlfold and Into the bootstrap turbine compartment.
@
CABIN PRESS caution Indicates cab/n pressure Is less than 5-psi absolute pressure or cockpit
light (RIO’s cockplt) altitude Is above 27,OKI feet.
Figure 2-76. Air-Conditioning and Pressurization Controls and Indicators (Sheet 2 of 2)
ORIGINAL 2-134
Interconnects inhibit gun ftig with RAM or OFF
selected. The emergency ram-air door is on the lower
right side of the foselage, inboard of the right glove. To
activate the ram-air door, either the OFF or RAM AIR
SOURCE pushbuttonm ust be depresseda nd the RAM
AIR switch on the air-conditioning control panel must
be moved to OPEN. To activate the emergency ram-air
door kom fully closed to fully open requires approximately
50 seconds.
l Before opening the ram-air door, reduce
airspeed to 350 knots or 1.5 Mach, whichever
is lower, to prevent ram-air temperatures
above 110 OF from entering the
system. After ram-air flow is stabilized,
airspeed may be varied as required for
crew comfort or to increase flow to electronic
equipment
l With AIR SOURCE OFF selected, limit
airspeed to less than 300 knots/O.8 Mach
to prevent damage to the deflated wing
airbag seals.
For maximum cockpit ram-air flow, the cockpit pressurization
must be dumped. Pressing either L ENG, R
ENG or both ENG pushbuttonsa utomatically closest he
ram-air door if it is open.
2.30.1.3 External Air. The adapter for connecting a
ground air-conditioning unit is under the fuselage, aft of
the nose wheelwell. An additiOna provision for connecting
an external source of servo air is in this same area.
External electrical power is automatically inhibited
!?omAYK-141,IRST,TRi,TR2,andtheCICJifexternal
air-conditioning is not connected to the aircraft. A
pressure switch interrupts electrical power to the above
forced-air-cooled equipment.
2.30.2 Cockpit Air-Conditioning. ECS manifoiding
consists of:
1. The high-temperature (bleed air) manifold
2. The 400° manifold
3. The cold-air manifold.
High-temperature engine bleed air is routed through
the primary heat exchanger. The cooled output of this
heat exchanger is split and a portion is mixed with
NAVAIR Wt=l4AAD-1
hot engine bleed air to a temperature ofapproximately
340 OF; the remainder is further cooled by the turbine
compressorH. ere the air is compressedr,u n through the
secondary heat exchanger, and then expanded in the
turbine section, resulting in cold air that is mixed with
340 OF air to obtain any temperature desired. The primary
and secondary heat exchangers are between the
let? and right engine inlets and the fuselage. At speeds
above 0.25 Mach, ram air acrosst he heat exchangersis
used for cooling. During ground operations and at airspeedsle
sst han 0.25 Mach, airflow acrosst he heat exchanger
is augmented by air-powered turbine fans.
Note
With the system in MAN to increase airflow
to forced-air-coolede quipment,p lace CANOPY
DEFOG-CABIN AIR control lever in
CANOPY DEFOG.
The third heat exchanger is the service air-to-air heat
exchangerT. his normally usesc old air from the cold-air
manifold as a heat sink but can use emergency ram air
if the cold-air manifold is not operating. Air from the
serviceh eate xchangeirs usedb y the pressures uit, anti-g
suit, canopy seal, OBOGS, servo air, and for pressurization
of waveguides, the radar liquid cooling loop
tank, and the television camera set.
2.30.2.1 Temperature Management. The pilot
can control cockpit temperature by selecting either a
manual (MAN) mode or automatic (AUTO) mode with
the TEMP mode selector switch (Figure 2-76). In the
AUTO mode, temperature (60 “F to 80 OF) is selected
by the pilot with the TEMP thumbwheel control. This
desired temperature is maintained by a cabin temperature
　
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