Ac System - Fta-010-7

Re-validate or destroy by Nov 22 2024
Dickson, TN
138 Sherron Dr.

Dickson, TN 37055
INSTRUCTIONS for
CONTINUED AIRWORTHINESS
and
MAINTENANCE MANUAL
SUPPLEMENT
Beechcraft Baron Models
G58, 58, 58A, D55A, E55 and E55A
Manual Number: FTA-010-7

Issue Number: 6
Date: September 12, 2014
A/C SYSTEMS LLC
BEECHCRAFT G58, 58, 58A, D55A, E55, E55A BARON
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
AND MAINTENANCE MANUAL SUPPLEMENT
RECORD OF REVISION
REVISION NO. ISSUE DATE DATE INSERTED INSERTED BY

Issue 1 November 7, 2011
Issue 2 December 17, 2011
Issue 3 January 5, 2012
Issue 6 September 12, 2014
FAA Approved: _____________________________________ Date: _______________
FTA-010-7 Page 1
RECORD OF REVISION Issue 6
A/C SYSTEMS LLC
TABLE OF CONTENTS
SECTION SUBJECT
I INTRODUCTION AND USAGE
II MAINTENANCE MANUAL SUPPLEMENT (MMS)
III INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA)
IV AIRWORTHINESS LIMITATIONS (AWL)
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Table of Contents Issue 1
A/C SYSTEMS LLC
SECTION I
INTRODUCTION
AND USAGE
FTA-010-7 Issue 1
A/C SYSTEMS LLC
INTRODUCTION
1. General
A. This document contains manual supplement data related to the Beechcraft Baron aircraft, models
G58, 58, 58A, D55A, E55 and E55A, as generated during the modification. This section of the
supplements includes the Maintenance Manual Supplement (MMS) information used to perform
maintenance on the Baron aircraft, models G58, 58, 58A, D55A, E55 and E55A. This MMS contains
information necessary to supplement the existing Baron Aircraft Maintenance Manual (AMM).
B. This MMS for the Baron aircraft, models G58, 58, 58A, D55A, E55 and E55A, is to be supplied with
the aircraft modification. Any additional information will be supplied through revisions.
C. This manual supplement is controlled by revision issue. The revision log is maintained on the
Record of Revisions page of this document. If a temporary revision is issued, it is logged on the
Record of Temporary Revisions page of this document. Document revisions are then issued to all
operators of equipment using the Service Bulletin form. Service Bulletins are controlled by number
and date, and are logged on the Service Bulleting List page of this document.
D. Correspondence concerning this publication should be directed to:

A/C Systems LLC
138 Sherron Dr.
Dickson, TN 37055
Telephone No.: (615) 587-3492
Email: ABlanke681@aol.com
2. Front Matter
A. The front matter of the MMS is found in the beginning of the document and consists of general
information about the MMS. It includes the Record of Revisions (ROR).
The ROR is a table that lists the revision status of the MMS. Each time a revision is incorporated into
the MMS, the new revision number and date should be recorded in this table.
B. Temporary Revisions
Additional information which becomes available will be provided through temporary revisions to this
supplement. This service is used to provide new information which will assist in maintaining safe and
efficient flight and ground operations. The temporary revisions are normally incorporated in the MMS
at the next regularly scheduled revisions, and then become a permanent part of the MMS.
C. Revision Filing Instructions

(1) Regular Revisions
Each regular MMS revision will include a summary sheet identified by revision number, chapter
number, and date of revision. The summary sheet will give a brief summary of each change.
(2) Temporary Revisions
(a) File temporary revisions in the applicable chapter in accordance with filing instructions
that appear on the title page.
(b) Temporary revisions should be removed from the MMS only when Remove Instructions
are noted on the regular revision summary sheet or by instructions noted on a
superseding temporary revision.
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USAGE and INSTRUCTION Issue 1
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3. Chapter Organization and Numbering System
A. The MMS is divided into the ATA100 chapters listed below. Each chapter contains subsections that
start with a title page, and are identified by a six-digit ATA number.
Content Chapter
Introduction 00
Time Limits/Maintenance Checks 05
Air Conditioning 21
4. Definition of Terms
A. The following terms are used in the MMS and are defined as follows:
WARNING: CALLS ATTENTION TO THE USE OF MATERIAL, PROCESSES, METHODS,

PROCEDURES, OR LIMITS WHICH MUST BE FOLLOWED PRECISELY TO AVOID
INJURY OR DEATH TO PERSONS.
CAUTION: CALLS ATTENTION TO METHODS AND PROCEDURES WHICH MUST BE

FOLLOWED TO AVOID DAMAGE TO EQUIPMENT.
NOTE: Calls attention to methods which make the job easier, or to provide supplementary or
explanatory information.
5. How to use the MMS
A. The information contained herein supplements or supersedes the Baron aircraft, Models G58, 58,
58A, D55A, E55 and E55A Aircraft Maintenance Manuals, only in the areas shown. If no changes
are identified in this MMS, then refer to the Baron aircraft, models G58, 58, 58A, D55A, E55 and
E55A, AMMS for instructions.
B. Referencing to the AMM, ICA and MMS

(1) It is common to see references to other ATA sections within the MMS. References are used to
refer to the production AMM manual that is used to describe the aircraft production processes
or the MMS that describes the modifications during the completion process.
(2) If the item refers to an ATA section within the MMS, only ATA number is referenced. For
example: Refer to 21-50-00.
6. Reference, Supplemental and Support Documents
The following additional reference, supplemental and support documents necessary to properly and safely
operate and maintain the components and equipment associated with this MMS, ref. section 21-50-00:
Beechcraft Baron Models G58, 58, 58A, D55A, E55 and E55A Maintenance Manuals
FAA Advisory Circular AC 43-13
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USAGE and INSTRUCTION Issue 1
A/C SYSTEMS LLC
SECTION II
MAINTENANCE
MANUAL SUPPLEMENT
(MMS)
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CHAPTER
INTRODUCTION
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CHAPTER 00
LIST OF EFFECTIVE PAGES
Ch-Se-Su Page Issue
00 - Effective Pages 1 1
00 - Contents 1 1
00 - Introduction 1 1
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CHAPTER 00 – SECTION TITLE
TABLE OF CONTENTS
Subject Ch-Se-Su Page
INTRODUCTION 00-00-00
General 1
FTA-010-7 Page 1
00-CONTENTS Issue 1
A/C SYSTEMS LLC
INTRODUCTION
1. General
A. This document contains manual supplement data related to the Beechcraft Baron
aircraft, models G58, 58, 58A, D55A, E55, and E55A, as generated during the
modification. This section of the supplements includes the Maintenance Manual
Supplement (MMS) information used to perform maintenance on the Baron aircraft,
models G58, 58, 58A, D55A, E55, and E55A. This MMS contains information
necessary to supplement the existing Baron Aircraft Maintenance Manual (AMM).
B. This MMS for the Baron aircraft, models G58, 58, 58A, D55A, E55, and E55A, is to
be supplied with the aircraft modification. Any additional information will be supplied
through revisions.
C. This manual supplement is controlled by revision issue. The revision log is

maintained on the Record of Revisions page of this document. If a temporary
revision is issued, it is logged on the Record of Temporary Revisions page of this
document. Document revisions are then issued to all operators of equipment using
the Service Bulletin form. Service Bulletins are controlled by number and date, and
are logged on the Service Bulleting List page of this document.

A/C Systems LLC
138 Sherron Dr.
Dickson, TN 37055
Telephone No.: (615) 587-3492
Email: ABlanke681@aol.com
FTA-010-7 Page 1
00-INTRODUCTION Issue 1
A/C SYSTEMS LLC
CHAPTER
TIME LIMITS /
MAINTENANCE CHECKS
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CHAPTER 05
Ch-Se-Su Page Issue
05 - Contents 1 1
05-00-00 1 1
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TABLE OF CONTENTS
TIME LIMITS-MAINTENANCE CHECKS 05-00-00 1
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TIME LIMITS/MAINTENANCE CHECKS-SCHEDULED MAINTENANCE

(ADD)
1. General
This section describes the maintenance program for the A/C Systems LLC modifications
only, to the Beechcraft Baron models G58, 58, 58A, D55A, E55 and E55A aircraft.
There are minor changes to this section and the aircraft inspection/checks for this air
conditioner modification.
Each of the Inspection/Checks listed are based upon time compliance, and when
completed, repeat of that individual time interval is to be repeated, either individually, in
groups, or collectively.
2. Inspection Interval
The following are additional aircraft maintenance checks that have been added for the
Air Conditioner System:
Reference: 21-50-00 (Page 601)
ITEM INSPECTION/CHECK INTERVAL

Compressor Belt and Check for security, tightness and rotational 100 Hrs or
Pulleys smoothness and freedom Annually
Refrigerant Hoses Check for chafing, leaks (oily spots) and security. 100 Hrs or
Annually
Air Ducting and Vents Check for inlet and outlet obstructions or 100 Hrs or
damage. Annually
OAT Sensor Check for security and loosness. Check wiring 100 Hrs or
for security, chafing, and condition. Annually
ECU Check for security and loosness. Check wiring 100 Hrs or
Evaporator and Check attaching structure and harware for 100 Hrs or
Condenser loosness, damage, and security. Annually
Receiver/Dryer Check for security and loosness. Check wiring 100 Hrs or
Condenser Exhaust Check plenum for obstructions and security. 100 Hrs or
Screen and Plenum Check screen for security. Annually
Condenser Air Intake Check for obstructions and security. 100 Hrs or
Screen/Louvers Annually
Evaporator Drain Check drain tube for kinks or obstructions. 100 Hrs or
Annually
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CHAPTER
AIR CONDITIONING
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CHAPTER 21
Ch-Se-Su Page Issue Ch-Se-Su Page Issue
21-50-00 410 4
21-50-00 411 6
21 - Contents 1 3
21-50-00 412 4
21-50-00 413 3
21-50-00 1 3
21-50-00 414 3
21-50-00 2 4
21-50-00 415 5
21-50-00 3 3
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21-50-00 12 3
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21-50-00 409 3
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TABLE OF CONTENTS
AIR CONDITIONING 21-50-00

DESCRIPTION/OPERATION
1 General 1
2 System Description and Location 1
A Description 1
B Component Locations 2
3 Component Description 3
4 Operation 14
MAINTENANCE PRACTICES
1 Safety 201
SERVICE
1 General 301
2 Servicing 301
3 System Evacuation and Charging 302
4 Refrigerant Oil 306
REMOVAL/INSTALLATION
1 General 401
2 Special Tools and Equipment 401
3 General Information 402
4 Preparation 403
5 Removals 406
6 Installation 417
ADJUSTMENT/TEST
1 General 501
2 Leak Test Refrigerant 501
3 Pressure and Performance Diagnosis 504
INSPECTION/REPAIRS 601
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AIR CONDITIONING SYSTEM DESCRIPTION/OPERATION
1. General
The Vapor Cycle System (VCS) air-conditioning system provides the pilot and
passengers comfort during all phases of ground and flight operation with the engines
operating.
2. System Description and Location
A Description
The VCS (Vapor Cycle System) air conditioning system consists of an engine driven
compressor, a condenser with fans, a receiver-dryer with Trinary pressure switch and
an evaporator with an expansion valve and evaporator coil temperature sensor.
Barrier hoses connect the components.
CONDENSER/FAN ASSY
HOSE ASSY
EVAPORATOR ASSY
HOSE ASSY
RECEIVER/
DRYER ASSY
HOSE ASSY
BULKHEAD FITTING
(INCL. W/ HOSE ASSY) HOSE ASSY
HOSE ASSY
HOSE ASSY
HOSE ASSY
BULKHEAD FITTING
(INCL. W/ HOSE ASSY) HOSE ASSY
COMPRESSOR ASSY
VCS Schematic
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B Component Locations
The following picture illustrates the general locations of the air conditioning
components.
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3. Component Description
A. Compressor
The compressor is installed on the engine and has three jobs. The first is to
circulate the refrigerant through the system. The second is to remove low-pressure
vapor from the evaporator. The third function is to compress low-pressure vapor to
a high-pressure, high temperature vapor.
The air conditioning system utilizes a swash or wobble-plate-type axial compressor.

The displacement of the compressor is 147cm3. The compressor cycles to regulate
cabin temperature and to avoid evaporator coil freeze-up.
The VCS compressor is engaged by a 28VDC magnetic clutch driven by a V-Belt off
a pulley on the starter ring gear adapter located on the front of the left engine. The
magnetic clutch is switched off during air conditioning operation anytime the
refrigerant system pressure drops below approximately 29 psi (2 bar) or rises above
approximately 397 psi (27 bar) at the Trinary switch, mounted on the Receiver/Dryer
assembly.
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B. Condenser
The assembly is located in the empennage, behind the evaporator blower. Cooling
air for the condenser enters the empennage on the pilot’s side of the aircraft through
two louvered openings below the horizontal stabilizer. Air from the condenser exits
the aircraft on the co-pilot’s side through a single louvered opening on the side of
the empennage, forward of the horizontal stabilizer.
The condenser receives high-temperature, high-pressure vapor from the

compressor. The vapor enters at the upper fitting of the condenser. As the vapor
flows through the condenser, it releases heat to the cooler ambient air flowing over
the condenser.
Giving up its heat causes the vapor to change to a liquid. Under average load, two-
thirds of the condenser contains refrigerant vapor and the other one-third contains
liquid refrigerant. The liquid refrigerant in the condenser has lost much of its heat,
but sill remains at a relatively high temperature and pressure.
The condenser fan is activated, , by the Trinary switch, located on the

Receiver/Dryer Assembly. During system operation, the Trinary switch turns the
condenser fans on once the refrigerant pressure rises to approximately 235 psi (16
bar) and turns the fans off when the refrigerant pressure decreases below
approximately 190 psi (13 bar).
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C. Receiver/Dryer with Trinary Switch
The Receiver/Dryer acts as a storage and filter unit for refrigerant and oil and is
located adjacent to the evaporator module in the empennage of the aircraft.
The Trinary switch serves two functions. One portion of the switch cycles the
condenser fans once the refrigerant pressure reaches approximately 235 psi (16
bar) and turns off the fans at approximately 190 psi (13 bar). The other portion of
the switch protects the system from damage due to low refrigerant or excessive
pressures by turning off the compressor. Power to the compressor is interrupted
once the refrigerant pressure drops below approximately 29 psi (2 bar) or exceeds
approximately 397 psi (27 bar) at the Trinary switch. The Trinary switch
automatically resets once pressures are restored to a safe level.
The Trinary Switch is considered an LRU (Line Replaceable Unit) which allows it to
be replaced independently of the receiver/dryer assembly. The switch is sealed with
an o-ring on the receiver/dryer and releases a Schrader valve upon removal thus
allowing replacement without evacuating the refrigeration system.
The tightening torque for the trinary switch is 7 Ft-lbs.
D. Expansion Valve
The expansion valve provides a regulated restriction and thus a pressure drop for
the liquid refrigerant. It is located at the inlet to the evaporator module. It is the
connection point between the high-pressure and low-pressure side of the
refrigeration system.
The expansion valve determines the flow rate of the refrigerant and provides a
pressure drop, reducing pressure on the liquid refrigerant before it enters the
evaporator.
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E. Evaporator and Blower
The evaporator and blower modules are connected through a flexible duct and form
the evaporator assembly. This assembly removes heat and moisture from air
entering the aircraft cabin. The unit is located in the empennage, aft of the aft cabin
bulkhead.
Blower Module Evaporator Module
Low-pressure liquid refrigerant from the expansion valve enters the evaporator coil.
Because of the reduced pressure, the refrigerant boils into a vapor. The boiling
refrigerant absorbs the heat from the incoming air as it changes from a liquid to a
vapor. Heat and moisture from the aircraft are removed and it provides low
temperature, low pressure gas to the compressor.
The evaporator module utilizes a plate and fin type evaporator coil. The plates are
hydraulically expanded into the fins to ensure good thermal conductivity. The coil
assembly is then coated to help prevent microbe growth and associated unpleasant
odors.
Replacement evaporator and blower modules from the Parts Department will be
shipped as an assembly with all applicable components such as the coil, housing,
blower, coil temperature sensor and expansion valve as one unit.
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F. Cabin Temperature Sensor

The sensor assembly is located on the upper left hand side of the center pedestal,
just aft and slightly below the elevator trim wheel. Cabin temperature is determined
by comparing the inside temperature of the aircraft with the desired cabin
temperature setting.
The temperature is regulated through the ECU by cycling the compressor and
regulating the evaporator blower speed during cooling requirements and by
regulating the combustion heater duct temperature thermostat during heating
requirements.
The temperature sensor assembly contains a calibrated thermistor and fan used to
draw cabin air over the thermistor. If the sensor fails a fault will be noted in the
ACCS and manual temperature control will be required by pilot input into the Control
Head.
G. Outside Air Temperature Sensor

The outside air temperature sensor is located in the left hand engine nacelle:
inboard side of engine compartment on the engine cooling baffling, forward of the
right-front cylinder and below the alternator.
This temperature sensor continuously measures the temperature of the air entering
the engine compartment. The ECU uses the signal from this sensor to calculate the
temperature for the Outside Air Temperature (OAT) indication on the digital Control
Head display.
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H. Defog Valve Actuator

The Defog Valve Actuator is mounted above the Heater Temperature actuator on a
common mounting plate, behind the co-pilot’s side wall of the aircraft, below the
forward cockpit entry door.
During heater operation the air distribution system normally distributes air to the floor
vents at a volume of approximately 95% with the remaining 5% distributed to the
windscreen defog outlets. When the Defog mode is selected the defog actuator
operates the existing defog cable and valve, and distributes nearly 100% of the air to
the windscreen defog outlets. The valve operates in either a “full on” or “full off”
position.
I. Actuator Module
The Actuator Module is located just forward and above the defog and heater
actuator mounting plate, behind the right hand side wall of the aircraft, below the
cockpit entry door.
The heater actuator is controlled by commands given by the climate control system
ECU. The output of the ECU controls a solid state switching device in the Actuator
Module assembly. The Actuator Module assembly also receives a 24 volt power
supply via the J307 connector and contains a solid state 24 to 13 volt voltage
regulator as the supply voltage to the heater temperature actuator via this solid state
switching device.
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J. Heater Temperature Actuator

The Heater Temperature Actuator is mounted below the defog valve actuator on a
common mounting plate, behind the co-pilot’s side wall of the aircraft, below the
cockpit entry door.
Heated air temperature in the cabin is adjusted via the “Heater Temperature
Actuator”.
The Heater Temperature Actuator operates the heater temperature cable connected
to the heater thermostat on the forward cabin bulkhead. Its adjusting range extends
from “heating maximum” (heater thermostat maximum heat) to cooling “heating
minimum (heater thermostat minimum heat)”.
The potentiometer reports the position of the actuator to the ACCS ECU as a
feedback value. The Heater Temperature Actuator is activated by the ECU
according to the temperature selected on the ACCS Control Head.
K. Fresh Air Valve Actuator Assembly

The Fresh Air Valve Assembly is located on the left hand side wall of the aircraft,
below the main aircraft circuit breaker panel.
This valve opens the outside air inlet to the combustion heater when heater
operation is required by the ACCS. The Fresh Air Valve Assembly operates in
either a “full on” or “full off” position.
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L. Heater Timer Module

The Heater Timer Module is located beneath the floor of the nose baggage
compartment, just aft of the right hand battery.
The Heater Timer Module controls the heater/fresh air blower operation to cool
down the heater for approximately 2 minutes after the heater is commanded off. A
15A fuse is integrated into the module housing to provide circuit protection for the
heater/fresh air blower.
A red LED indicator on the side of the Heater Timer Module is illuminated when the
timer mode is active. that when power is restored to the Heater Timer Module
such as when the right hand battery is reconnected to the aircraft, the Heater Timer
Module will initiate a 2 minute heater/fresh air blower cycle. The heater/fresh air
blower can be turned off during this cycle by switching the Master Heater Fan
Switch, located on the left hand sub-panel, to the position. The purpose of this
switch is to turn off the heater/fresh air blower while it is operating during the 2
minute cool down mode. The Master Heater Fan Switch should remain in
the position at all times even when the aircraft is shut down and the Master
Battery and Alternator Switches are turned off.
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Fuse
15A LED
Indicator
HEATER FS
TIMER 19.00
HEATER MODULE REF 002-410066-56
CONTROL KEEL ASSY
MODULE REF
WL
89.98
REF
FWD
M. Heater Control Module

The Heater Control Module is located beneath the floor of the nose baggage
compartment, aft of the Heater Timer Module.
The Heater Control Module controls the fresh air valve actuator and interfaces with
the heater timer module to control the heater/fresh air blower operation.
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N. Electronic Control Unit (ECU)

The Electronic Control Unit (ECU) is located behind the right hand sidewall of the
aircraft, just outboard of the co-pilot rudder pedals.
ECU location
ECU receives signals from the ACCS Control Head and supplies outputs
accordingly. The ECU is the actual control unit of the system. All of the system’s
electronic circuitry is incorporated in this unit and digital processing logic is used.
The ECU also contains the blower control unit which regulates the evaporator and
heater blower speeds. There are 11 blower speeds provided by this control through
the use of pulse width modulation circuitry.
Two 500mA fuses (p/n: GMA-500-R) are located in the ECU and are serviceable
from the outside of the ECU. These fuses protect the ECU from damage in the case
of the unlikely event that there is an over current condition within the heater actuator
circuit.
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O. Control Head
The Control Head receives inputs from the pilot and the Automatic Climate Control
System (ACCS) components. It is considered the pilot’s interface for the entire
ACCS.
Fault codes are displayed on the LED screen for troubleshooting.
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4. Operation
A Terms and Definitions
ACCS Automatic Climate Control System

AUTO Automatic mode “on” when indicator light is illuminated
Defog mode “on” when indicator light is illuminated
Air Conditioning mode “on” when indicator light is illuminated
ECS Environmental Control System-Heater/Ventilation System
ECU Electronic Control Unit
OAT Outside Air Temperature
R-134a Refrigerant, CFC-Free- used in the VCS
VCS Vapor Cycle System-A sealed mechanical refrigeration (air-
conditioning) system used to lower the temperature of the air in an
aircraft cabin.
B Operation
1 Air Conditioning
When air conditioned air is required, the evaporator blower is actuated and air
is distributed through the overhead ceiling console vents.
2 Heat
When heat is required, the ACCS shuts off the compressor, switches the
evaporator blower to a low setting (not user selectable) and regulates the
heater/defog volume and temperature in the forward cabin. Heated air is also
directed to the aft cabin according to the position of the Aft Cabin Heater
Temperature Actuator. During heater operation, heated air is distributed
approximately 95% to the floor ducts with the remaining air being diverted to
the windscreen defog ducts.
3 Defog
When the Defog “ ” mode is selected maximum defog air is distributed to the
windscreen. Temperature selection on the Control Head regulates the
temperature of the defog air. Note that the temperature of the defog air can
only be reduced to ambient levels since the air conditioning is not active during
the heat or defog modes.
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4 Automatic Climate Control System (ACCS)

The Automatic Climate Control System (ACCS) for the Beech Baron is a fully
automatic system with manual operation capabilities
The pilot may choose between manual operation and fully automatic operation
where only the desired temperature need be selected.
In manual or automatic operation, the system offers 11 choices for air
conditioning blower speed by utilizing pulse width modulation control circuitry.
The heater blower is always operated on maximum speed.
The Climate Control System air distribution and temperature regulation is
accomplished with actuators. Additionally, the heater temperature door
actuator utilizes a feedback potentiometer. These actuators move the air
distribution doors to the proper position according to information sent by the
ECU.
The switch activates the compressor mode. When the compressor mode
is “On” the adjacent annunciator light is illuminated. In the “On” mode, the
compressor is available if the ACCS determines that its operation is required.
Pressing the switch “toggles” the compressor mode On and Off.
Note: When the compressor “on” mode is activated, as indicated by the

annunciator lamp adjacent to the button, it does not indicate that
the compressor is operating, only that it is available for use by the
ACCS if required.
The ACCS has self-diagnostic capabilities which can be displayed on the

screen of the Control Head.
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The temperature display can be Turns the Compressor Mode On or Off. Pressing
switched from °C to °F (and vice versa) this button “toggles” the compressor selection
as follows: mode On and Off. The compressor mode is “On”
Press and hold the temperature when the annunciator light adjacent to the
“+” and “-“buttons simultaneously. icon is illuminated.
-> Note that the annunciator light only indicates
Displays outside that the compressor is for use, if
air temperature required by the climate control system, not that
Raises fan speed in for 5 seconds. the compressor is actually on.
10% increments when
air conditioning is in
operation. Raises cabin
temperature in 1°
Fan Speed is indicated increments.
as a percentage, in the
display, for 5 seconds
after the manual
selection is made. Lowers cabin
temperature in 1°
Lowers fan speed in increments.
10% increments.
Turns Climate
Possible in modes -Defog Mode-
Control System
other than defog and Blower runs at maximum speed and
off.
heat. can NOT be regulated. Maximum
defog air is directed to the windshield.
Pressing this button “toggles” the
->Note that when a specific, manual defog mode On and Off.
fan speed is selected, the climate
control system maintains this fan -Automatic Mode-
speed until a different manual fan All functions are controlled
speed is selected or the “AUTO” automatically. All previously selected
button is depressed, reactivating manual settings are cancelled.
automatic fan speed control and
illuminating the annunciator light
adjacent to the “AUTO” button. When Turns Climate Control System on.
the “AUTO” mode is active, fan Resumes present mode and
speed is automatically regulated by temperature.
the climate control system, between
40% and maximum. During heating
mode, air is supplied through the
overhead vents at a low blower
speed which is not user selectable.
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a) To display the Diagnostics Fault Codes, turn on the Automatic Climate

Control System and depress the ON button three times in succession.
The digital display on the Control Head will display any active fault
codes. Repeatedly pressing the ON button will scroll through the active
codes. Each code displayed should be addressed in turn until the No
Faults code “E00” is displayed. Also refer to “Inspection/Repair” section
for additional information.
Fault Display Codes:
Fault Code Information Correction
E00 No Faults -
E01 Cabin Temp Sensor- Check cabin temp sensor wiring and
Shorted sensor for correct operation. Refer to
temperature/resistance graph, section 21-
50-00, 4.B.4.e page 20.
E02 Cabin Temp Sensor- Check cabin temp sensor wiring and
Open sensor for correct operation. Refer to
50-00, 4.B.4.e page 20.
E03 Evap Temp Sensor- Check evaporator coil temp sensor wiring
Shorted and sensor for correct operation. Refer to
50-00, 4.B.4.g page 22.
E04 Evap Temp Sensor-Open Check evaporator coil temp sensor wiring
and sensor for correct operation. Refer to
50-00, 4.B.4.g page 22.
E05 Not Currently Used -
E06 Not Currently Used -
E07 OAT Sensor-Shorted Check OAT sensor wiring and sensor for
correct operation. Refer to
50-00, 4.B.4.f page 21.
E08 OAT Sensor-Open Check OAT sensor wiring and sensor for
correct operation. Refer to
50-00, 4.B.4.f page 21.
E09 Not Currently Use -
E10 Heater Blend Air Check actuator sensor wiring and sensor
Actuator-Open for correct operation.
E17 No Communication with Check ECU wiring and system circuit
ECU breakers for correct operation.
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b) Advanced Diagnostics
The Advanced Diagnostics display mode is activated by pressing and
holding the “ON” button for five seconds while the Fault Code display is
active (Refer to section 21-50-00, 4.B.4.a page 17).
Press the “ON” button to cycle through the following displays:
“CAb” Cabin Temperature Sensor temperature reading
“EUAP” Evaporator Coil Temperature Sensor temperature
reading
“HEAt” ECS mixing valve position (percentage open)
“A-C” VCS compressor command (ON or OFF)
“FAn” Blower Speed-Evaporator or Heater/Defog (percentage
of max)
Press the “OFF” button to return to the normal display mode.
c) Firmware Version
The Firmware Version display mode is activated by pressing and holding
the “ON” button for five seconds while the Advanced Diagnostics display
is active (Refer to section 21-50-00, 4.B.4.b page 18).
Press the “ON” button to cycle through the following displays:
“ECU” ECU Module Firmware Version
“CtrL” Control Head Firmware Version
Press the “OFF” button to return to the normal display mode.
d) Parameter-Programming Function
This function is used to confirm the programming of the automatic
climate control ECU prior to operational sign-off and release of the
aircraft to the customer.
The parameter function is activated by pressing and holding the “OFF”
button for five seconds while the advanced diagnostics display mode is
active.
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-Press the FAN “+” or the FAN “-“ buttons to select configuration (config)
setting: “Pf-x” (“x” may be displayed as 0, 1 or 2 depending on setting) .
-Press the TEMP “+” or the TEMP “-“ buttons to change the selected config
setting to: “Pf-1”.
Exit and save the settings in the programming mode by pressing the
“OFF” button.
CAUTION: DO NOT CHANGE ANY OTHER SETTINGS within the

Parameter-Programming screen or damage to the system
may occur.
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e) Cabin Temperature Sensor Resistance vs. Temperature Curve
Resistance
K
200
190
180
170
160
150
140
130
120
110
100
90
80
70
60
50
40
30
20
10
10 20 30 40 50 60 70 80 90 100 110 120
Temperature °F
CABIN TEMPERATURE SENSOR
°F °C
10 -12.2
20 -6.7
30 -1.1
40 4.4
50 10.0
60 15.6
70 21.1
80 26.7
90 32.2
100 37.8
110 43.3
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f) Outside Air Temperature Sensor Resistance vs. Temperature Curve
Resistance
K
19
17
15
13
11
1
10 10 20 30 40 50 60 70 80 90 100 110
Temperature °F
OUTSIDE AIR TEMPERATURE SENSOR
°F °C
10 -12.2
20 -6.7
30 -1.1
40 4.4
50 10.0
60 15.6
70 21.1
80 26.7
90 32.2
100 37.8
110 43.3
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g) Evaporator Coil Temperature Sensor Resistance vs. Temperature Curve
Resistance
K
33
31
29
27
25
23
21
19
17
15
13
11
9
7
5
3
1
10 20 30 40 50 60 70 77 80 90 100 110
Temperature °F
EVAPORATOR COIL TEMPERATURE SENSOR
°F °C
10 -12.2
20 -6.7
30 -1.1
40 4.4
50 10.0
60 15.6
70 21.1
80 26.7
90 32.2
100 37.8
110 43.3
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AIR CONDITIONING SYSTEM MAINTENANCE PRACTICES
1. Safety
A The following are Warnings for working with R134a refrigerant.

Avoid breathing R-134a air-conditioner refrigerant and lubricant vapor or mist.
Exposure may irritate eyes, nose, and throat. Wear eye protection when
serviced the air conditioning refrigerant system. Serious eye injury can result
from eye contact with refrigerant. If eye contact is made, seek medical attention
immediately.
If accidental system discharge occurs, ventilate the work area before resuming
service. Large amounts of R-134a refrigerant will displace oxygen and cause
suffocation. Work only in well-ventilated areas.
Do not heat refrigerant containers above 125°F or expose refrigerant to open
flame. Do not use open flame to heat refrigerant containers.
Do not intentionally drop, puncture or incinerate refrigerant containers.
The evaporation rate of R-134a refrigerant at average temperature and altitude is
extremely high. As a result, anything that comes in contact with the refrigerant
will freeze. Always protect skin or delicate objects from direct contact with
refrigerant. For personal protection, goggles and protective gloves should be
worn and clean cloth wrapped around fittings, valves and connections when
doing work that includes opening the refrigerant system. If R-134a refrigerant
comes in contact with any part of the body, severe frostbite and personal injury
can result. Flush exposed zone immediately with cold water and obtain prompt
medical assistance.
If R-134a refrigerant comes in contact with any part of the body, severe frostbite
and personal injury can result. Flush exposed zone immediately with cold water
and obtain prompt medical help.
R-134a service equipment or aircraft air conditioning system should not be
pressure tested or leak tested with compressed shop air. Though R-134a is
considered non-flammable, some mixtures of air and R-134a have been shown
to be combustible at elevated pressures. These mixtures are potentially
dangerous and may result in fire or explosion causing injury or property damage.
Never add R-134a refrigerant to a system that has not been evacuated to 29
inches of mercury vacuum pressure.
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B The following are Cautions for working with R134a refrigerant.

Liquid refrigerant is corrosive to metal surfaces. Follow the operating instructions
supplied with equipment being used.
Never add R-12 refrigerant to an air conditioning system designed to use R-
134a. Damage to the system may result.
R-12 compressor oil cannot be mixed with the R-134a compressor oil. They are
NOT compatible.
Do NOT use R-12 servicing equipment or parts on an R-134a air conditioning
system.
C The following are Systems Service Precautions.

Never open or loosen a connection before discharging the system refrigerant.
Do NOT open a refrigerant system or uncap a replacement component unless it
is as close as possible to room temperature. This will prevent condensation from
forming inside of a component which is cooler than the surrounding air.
Before disconnecting a component from the system, clean the outside of the
fittings thoroughly.
Immediately after disconnecting a component from the system, seal the open
fittings with a cap or plug.
Before connecting an open fitting always install a new seal or gasket designed
for the specific component. Coat the fitting and seal with clean refrigerant oil
before connecting.
Do NOT remove the sealing caps from a replacement component until ready to
install.
When installing a refrigerant line avoid bends which produce radiuses smaller
than specified below for the hose being installed.
Hose Size Minimum Bend Radius

1/2” 13mm (#10) 3.0 inch
13/32 10mm (#8) 2.5 inch
5/16” 8mm (#6) 2.0 inch
Position refrigerant lines so to avoid exhaust components, flight controls, or items

which may chafe the line. Refer to A.C. 43-13, Acceptable Methods,
Techniques, and Practices for compliant methods of installation.
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Apply a light coat of Ester RL-500S refrigerant oil to the o-rings of all fittings.
Tighten all fittings to torques specified in the table below. Use an anti-torque
back-up wrench on ALL component fittings.
DO NOT use Teflon® tape or thread sealants on connections or fitting threads.
Tighten fittings only to the specified torque listed below. The refrigerant fittings
will not tolerate over-tightening.
Tube O.D. Thread Size Torque

Ft-lbs.
3/8” (.375”) 5/8-18 11-13
1/2” (.500”) 3/4-16 15-20
5/8” (.625”) 7/8-14 21-27
Trinary Switch Torque: 7 Ft-lbs.
When disconnecting a fitting use a wrench on BOTH halves of the fitting. This
will prevent twisting of the refrigerant lines or tubes.
Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do
NOT open an oil container until ready to use and install the cap immediately after
using. Store the oil only in a clean moisture-free container.
Keep service tools and the work area clean. Contamination of the VCS air
conditioning system through careless work habits must be avoided.
Plumbing systems in aircraft are subject to vibration and extreme temperature
and atmospheric pressure changes. Therefore, strict adherence to procedures
and correct use of material is mandatory.
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AIR CONDITIONING SYSTEM SERVICE
1. General
The Vapor Cycle System (VCS) air-conditioning system may require service for system
evacuation and charging.
Caution: Make sure the battery is connected before powering the system with
an APU. Refer to applicable aircraft maintenance manual for proper
connecting of the APU.
2. Servicing
A Before servicing the system check the system for leaks by installing pressure gauges
and charge the system to 200 psig with dry nitrogen and let the aircraft set for about 8
hours. Ensure the system maintains a minimum dry nitrogen pressure of 195 psig.
B Vacuum the system for at least 45 minutes and charge it with
of refrigerant meeting specification R-134a.
C Start the engine and perform a diagnostic test using the Environmental Control
System Electronic Control Unit (ECU) (Refer to section 21-50-00, 4.B.4.b page 15.).
Using a probe thermometer, check the air temperature at each outlet. The air
temperature should be approximately equal to the appropriate “air duct temperature”
shown in the right column below.
NOTE: Use This Reference Table as a Maximum Pressure and Temperature Chart
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3. System Evacuation and Charging
CAUTION: ONLY R-134a refrigerant is to be used. Other refrigerants will

damage the system. Overcharging of the system will result in reduced
performance, reduced service life and/or damage to the system components.
Approved Refrigerant Oils:

Ester RL-500S
Castrol Icematic SW100
Emkarate 100H
A Special Tools and Equipment

The following tools and equipment is required to charge the refrigerant system.
Approved Refrigerant Oil, 4 fluid oz. (118 cc).
Charging Station/Reclaim/Recycle Cart (R-134a) ~OR~ Air-Conditioner Vacuum
Pump, R-134a Manifold Gauges and Weight Scale (0 - 50 pounds).
Small Hand Tools and Socket Set
R-134a Refrigerant, at least 24 oz. by weight
Thermometer, 0 - 150°F
Inspection Mirror, Adjustable
Service Light or Flashlight
Hand Shop Towels
Electronic Refrigerant Leak Detector
B Initial Refrigerant Evacuation Procedure

The compressor as received from the supplier is pre-charged with air conditioner oil.
4 fluid oz. (118 cc) of approved refrigerant oil shall be added to the receiver/dryer at
the time of initial installation BEFORE charging the system.
WARNING
Review warnings and cautions listed in MAINTENANCE PRACTICES-

SAFETY section before evacuating refrigeration system.
1 Prior to charging the system with R-134a refrigerant, the 4 fluid oz. (118 cc) of
approved refrigerant oil must have been added. The system must then be
evacuated for a MINIMUM of to remove air and moisture which if not
removed can damage the system or cause the system to perform incorrectly.
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2 Remove service port caps from aircraft system. They are located on the
evaporator assembly. The service ports are accessed from inside the aircraft’s
baggage compartment once the evaporator trim cover has been removed.
3 Confirm that both valves of the charging manifold are close and connect charging
manifold to service ports.
4 Connect manifold charging (yellow) hose to vacuum pump. Turn ON pump.
5 Open both valves of charging manifold gauge set.
6 Open both valves of charging hose quick connect fittings.
7 Observe charging manifold gauges to verify vacuum.
8 Evacuate system for . Final system vacuum should be 25 to 29 inches
of mercury.
9 Close charging manifold valves. Turn OFF vacuum pump. Observe the vacuum
level for 5 minutes as a leak check of the refrigeration system. If vacuum is not
maintained, locate and repair the refrigeration system leak before continuing.
10 Disconnect manifold service hose from vacuum pump. System is ready for
refrigerant charging.
NOTE: Any change in vacuum pressure, or failure to achieve a system

pressure of 25 to 29 in. hg. vacuum indicates the presence of a
plumbing leak. Locate and fix all leaks.
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B Refrigerant Charging Procedure

There are various methods of charging refrigerant into the air-conditioning system.
These include using refrigerant recovery/recycle unit. (Refer to the manufacturer’s
instructions) Use of manifold pressure gauges, R-134a cylinder and weight scale is
outlined in this section.
NOTE: It is necessary to run the engine of the aircraft to finalize the complete
refrigerant charge when a Charging/Reclaim/Recycle Station is NOT used.
NOTE: If refrigerant Charging/Reclaim/Recycle Station is used, refer to applicable

equipment manufacturer instructions for VCS servicing.
1 Verify leak-check and evacuation of the system is completed.

2 Connect yellow manifold charging hose to R-134a cylinder. Open valve.
3 Very slightly open charge hose fitting at manifold gauge set and vent air from hose
until refrigerant is evidently escaping.
4 Place refrigerant bottle on 0 - 50 pound (0-25 kg) scale. Record weight.
5 Open both manifold gauge set valves. Add refrigerant to system until pressures
stabilize.
6 Close manifold valves and verify system pressure is 50 psig (3.4 bar) or greater.
NOTE: System’s pressure must be above 50 psig (3.4 bar) to close low pressure
cutoff switch. Otherwise compressor will not turn ON.
7 If necessary, warm the refrigerant bottle by immersion in warm water.
WARNING
Do not use open flame to warm refrigerant bottle.
Do not heat bottle above 125 °F (51°C).
8 Move aircraft to run-up area.

9 Start aircraft engine. Select “AUTO” on Automatic Climate Control head and set
the temperature to ”55°F (13°C)”. Idle aircraft engine at 1200 - 1800 RPM.
WARNING
Do NOT open high pressure (RED) valve on manifold gauge set.
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10 With system operating, observe the system discharge and suction pressures.
11 With the R-134a cylinder connected to the charging hose, charging container
shutoff valve open and hose purged of air, slowly open the suction (BLUE)
manifold valve. The suction pressure will increase to 60 - 70 psig (4.1 - 4.8 bar).
NOTE: As refrigerant enters the compressor a slight increase in compressor
discharge pressure will be noticed.
12 Continue to add refrigerant until 24oz. (680 grams) of refrigerant have been
added.
13 Close suction manifold valve (BLUE) and let system operate for 5 to 10 minutes to
evaluate performance.
NOTE: Letting the system stabilize is required since the expansion valve is
trying to stabilize the system pressure.
NOTE: System charge is 24 ounces (680 grams) of R-134a.
14 With the system fully charged and operating, observe the suction and discharge
pressures. Typical values at various ambient temperatures, with hot cabins, are
shown bellow.
NOTE: The pressure values listed in this document vary according to
environmental factors and are to be used as a guideline for further
troubleshooting, not as a sole source.
Ambient Temperature 21°C 27°C 32°C 38°C 43°C

(70°F) (80°F) (90°F) (100°F) (110°F)
Air Temperature At 7-9°C 8-13°C 11-16°C 14-20°C 17-25°C
Evaporator Outlet (45-48°F) (46-55°F) (52-61°F) (57-68°F) (63-77°F)
Low Side Service Port 18 20 22 25 26
Pressure (psi) 30 35 39 43 47
High Side Service Port 150 160 220 250 280
Pressure (psi) 220 235 310 320 340
15 Allow system to operate for 10 minutes then shutdown.

NOTE: After shutdown, both suction and discharge pressures will begin to
equalize.
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16 Close refrigerant container shutoff valve. Record the refrigerant container final
weight and calculate system refrigerant charge.
CHARGE (lb.) = W initial (lb.) - W final (lb.)
17 Turn knob on suction and discharge charging hose quick coupler to closed
position and disconnect hoses from service ports.
18 Remove yellow charging hose from refrigerant container and store manifold
gauge set.
19 Install service caps on fittings of air conditioning system.
4. Refrigerant Oil
Approved Refrigerant Oils:
Ester RL-500S
Castrol Icematic SW100
Emkarate 100H
It is important to have the correct amount of oil in the air conditioning system. This will
ensure proper lubrication of the compressor. Too little oil will result in damage to the
compressor. Too much oil will reduce the cooling capacity of the system.
The oil used in the compressor is a synthetic ester oil: Ester RL-500S. This is a wax-free
refrigerant oil. Only approved refrigerant oils are to be used. DO NOT use any other type
of refrigerant oil! The oil container should be kept tightly capped until it is ready for use
and then immediately capped after use to prevent contamination. Refrigerant oil will
quickly absorb any moisture it comes in contact with.
It will not be necessary to check the oil level in the compressor or to add oil unless there
has been an oil loss. This may be due to a rupture or leak from a line, o-ring, shaft seal,
evaporator, or condenser, etc. Oil loss at a leak point will be evident by the presence of a
wet shiny surface around the leak.
Oil Level
When an air conditioning system is assembled at the factory all components except
the compressor are refrigerant oil free. After the system has been charged and
operated, the oil in the compressor is dispersed through the system. The evaporator,
condenser, receiver-dryer, and compressor will retain a significant amount of oil.
When a component is replaced, the specified amount of refrigerant oil must be added.
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Compressor Replacement Considerations:

1. If the compressor is inoperative and the system still has refrigerant pressure,
recover the refrigerant with an approved refrigerant recovery machine. Record
amount of oil collected. Remove compressor and drain oil into measuring cup.
Examine oil, if the compressor failed and locked-up right away, then oil will likely
appear generally clean with perhaps some small metal particles. In this case refer
to Seamech instructions for flushing the vapor cycle system. The receiver drier
generally collects any other debris. If, however, the oil appears black or dirty, then
all the system components should be flushed or replaced according to Seamech
instructions for flushing the vapor cycle system.
2. If the VCS was judged to be acceptably clean, then drain the new compressor and
add fresh refrigerant oil, from the approved list of refrigerant oils, in the amount
drained from old compressor or 3.5 fluid oz. (104 cc), whichever is greater, plus
the amount collected in recovery machine.
3. If the VCS was flushed and all components except for the hoses are being
replaced, the replacement refrigerant compressor will be provided with the correct
amount of oil for the compressor. 4 fluid oz. (118 cc) of fresh refrigerant oil, from
the approved list of refrigerant oils, will need to be added to the inlet fitting of the
replacement (new) receiver/dryer upon installation. No additional oil will need to
be added.
Adding oil when component is replaced (when reusing same compressor):

This is often one of the most difficult decisions faced by the service technician. Too
much oil in a system will degrade the performance of the VCS, but a system without
enough oil is likely to experience a premature compressor failure.
When refrigerant or a major VCS component is replaced, refrigerant oil shall be added
to compensate for the amount of oil in the part which is being replaced. During the
recovery and removal of R-134a refrigerant from the vapor cycle system, oil in mixture
is also removed. Refer to the specific refrigerant recovery machine instructions
regarding oil collection. The oil collected and then drained from the refrigerant
recovery machine generally foams up as the refrigerant in solution is exposed to
atmospheric pressure. It is important to allow time for correct and accurate
measurement of the refrigerant oil removed refrigerant recovery.
NOTE
Have the new component and o-rings ready for installation before opening
the refrigerant system in order to limit the time that the system is open to
the atmosphere.
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Refrigerant Recovery and Recharge

Determine the amount of oil recovered during the refrigerant recovery process and
add the same amount of new refrigerant oil back into the VCS component being
replaced.
Refrigerant Hose
add the same amount of new refrigerant oil back into the VCS. This oil is to be added
into the refrigeration hose once the lower end of the hose has been attached and
secured.
Expansion Valve
add the same amount of new refrigerant oil back into the VCS. This oil is to be added
into the refrigeration hose attached to the expansion valve on the evaporator coil.
Evaporator Coil
add the same amount of new refrigerant oil back into the VCS, plus an additional 1
fluid oz. (29 cc). This oil is to be added into the refrigeration hose attached to the
expansion valve on the evaporator coil.
Condenser Coil
add the same amount of new refrigerant oil back into the VCS, plus an additional 2
fluid oz. (58 cc). This oil is to be added into the refrigeration fitting port on the
condenser once the lower hose to the condenser has been attached and secured.
Receiver/Dryer
add the same amount of new refrigerant oil back into the VCS, plus an additional 0.5
fluid oz. (15 cc). This oil can be added into either refrigeration fitting port on the
receiver/dryer.
Trinary Switch
The Trinary Switch can be removed without recovering or discharging the refrigerant
from the VCS since it is isolated from the Receiver/Dryer with a Schrader valve. No
refrigerant oil needs to be added to the VCS during the replacement of the Trinary
Switch.
Compressor
Refer to Compressor Replacement Considerations, above.
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AIR CONDITIONING SYSTEM REMOVAL/INSTALLATION
1. General
The following provides removal and installation procedures for the Vapor Cycle System
(VCS) air-conditioning system.
2. Special Tools and Equipment

The following tools and equipment are required or recommended
Small hand tools and socket set
Burroughs tool No. BT-33-73F (or equivalent) belt tension gauge (recommended)
Torque wrench capable of reading In.-Lbs. or Nm.
Approved Refrigerant Oil, 2 fluid oz. (58 cc).
Charging Station/Reclaim/Recycle Cart (R-134a) ~OR~ Air-Conditioner Vacuum
Pump, R-134a Manifold Gauges and Weight Scale (0 - 50 pounds).
Small Hand Tools and Socket Set
R-134a Refrigerant, at least 24 oz. by weight
Thermometer, 0 - 150°F
Inspection Mirror, Adjustable
Service Light or Flashlight
Hand Shop Towels
Electronic Refrigerant Leak Detector
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3. General Information
A Component Access
Access to the air conditioning system can be accomplished through the engine cowl,
behind the baggage compartment and the evaporator trim cover located against the
aft, lower bulkhead of the baggage compartment.
B Belt Tensioning
Belt Part Number: F3395. Refer to 21-50-00, section 6.A.5, page 414 for belt tension
instructions.
WARNING: Do NOT over tighten belt. After approximately 5 hours of initial

operation, recheck belt tension and adjust as required to maintain
50-70 pound belt tension.
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4. Preparation
A. The following are Warnings for working with R-134a refrigerant.
Avoid breathing R-134a air-conditioning refrigerant and lubricant vapor or mist.

Exposure may irritate eyes, nose and throat. Wear eye protection when
servicing the air conditioning refrigerant system. Serious eye injury can result
from eye contact with refrigerant. If eye contact is made, seek medical attention
immediately.
If accidental system discharge occurs, ventilate the work area before resuming
service. Large amounts of R-134a refrigerant will displace oxygen and cause
suffocation. Work only in well-ventilated areas.
Do not heat refrigerant containers above 125°F or expose refrigerant to open

flame. Do not use open flame to heat refrigerant containers.
Do not intentionally drop, puncture or incinerate refrigerant containers.
The evaporation rate of R-134a refrigerant at average temperature and altitude is

extremely high. As a result, anything that comes into contact with the refrigerant
will freeze. Always protect skin or delicate objects from direct contact with
refrigerant. For personal protection, goggles and protective gloves should be
worn and clean cloth wrapped around fittings, valves and connections when
doing work that includes opening the refrigerant system.
If R-134a refrigerant comes in contact with any part of the body, severe frostbite
and personal injury can result. Flush exposed zone immediately with cold water
and obtain prompt medical assistance.
R-134a service equipment or aircraft air conditioning system should not be

pressure tested or leak tested with compressed shop air. Though R-134a is
considered non-flammable, some mixtures of air and R-134a have been shown
to be combustible at elevated pressures. These mixtures are potentially
dangerous and may result in fire or explosion, causing injury or property damage.
Never add R-134a refrigerant to a system that has not been evacuated to 29
inches of mercury vacuum pressure for the period of time specified within the
service instructions.
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B The following are Cautions for working with R-134a refrigerant.
Liquid refrigerant is corrosive to metal surfaces. Follow the operating instructions

supplied with equipment being used.
Never add R-12 refrigerant to an air conditioning system designed to use R-134a.
Damage to the system may result.
R-12 compressor oil cannot be mixed with the R-134a compressor oil. They are NOT
compatible.
Do NOT use R-12 servicing equipment or parts on an R-134a air conditioning system.
C The following ar Systems Service Precautions
Never open or loosen a connection before discharging the system refrigerant.
Do NOT open a refrigerant system or uncap a replacement component unless it is as

close as possible to ambient temperature. This will prevent condensation from forming
inside of a competent which is cooler than the surrounding air.
Before disconnecting a component from the system, clean the outside of the fittings
thoroughly.
Immediately after disconnecting a component from the system, seal the open fittings
with a cap or plug.
Before connecting an open fitting, always install a new seal, o-ring or gasket designed
for the specific component. Coat the fitting and seal with clean refrigerant oil, from the
approved refrigerant oil list in this document, before connecting.
Do NOT remove the sealing caps from a replacement component until ready to install.
When installing a refrigerant line, avoid bends which produce radiuses smaller than
specified, in the table below, for the hose being installed.
Position refrigerant lines/hoses so to avoid exhaust components, flight controls or items

which may chafe the lines/hoses. Refer to A.C. 43-13, Acceptable Methods, Techniques
and Practices for compliant methods of installation.
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Apply a light coat of clean refrigerant oil, from the approved refrigerant oil list in this
document, to the o-rings of all fittings. Tighten all fittings to torque values specified in
the table, below. Use an anti-torque back-up wrench on ALL component fittings.
Do NOT use Teflon® tape or thread sealants on connections or fitting threads.
Tighten fittings only to the specified torque listed below. The refrigerant fittings will not
tolerate over-tightening.
Trinary Switch Torque: 7 Lb-Ft.
When disconnecting a fitting, use a wrench on BOTH halves of the fitting. This will
prevent twisting of the refrigerant lines or tubes.
Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do NOT open
an oil container until ready to use and install the cap immediately after using. Store the
oil only in a clean moisture-free container.
Keep service tools and the work area clean. Contamination of the VCS air conditioning
system through careless work habits must be avoided.
Plumbing systems in aircraft are subject to vibration and extreme temperature and
atmospheric pressure changes. Therefore, strict adherence to procedures and correct
use of material is mandatory.
D The following are Aircraft Service Precautions.
Secure the aircraft with a tail stand.
Disconnect the aircraft battery.
Pull all four (4) air conditioning circuit breakers.
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5. Removals
A Compressor (see Figure 1)

1 Open Engine Cowl to gain access to the Compressor.
2 Remove tie wraps around wire sleeve at clutch. Pull back sleeve to gain access
to connector. Disconnect electrical connector from compressor clutch.
3 Recover refrigerant from air conditioning system, but do NOT pull a vacuum on
the system (see “SERVICE” section).
4 Loosen and disconnect refrigerant plumbing to compressor. Cap all open lines
and ports.
5 Loosen and remove nuts securing Compressor to engine. Retain hardware for re-
use.
6 Disconnect and remove drive belt.
7 Remove Compressor
Figure 1 “Compressor Removal”
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B Outside Air Temperature (OAT) Sensor (see Figure 2)

1 Open Left Hand Engine Cowl to gain access to the OAT Sensor.
2 Locate sensor in front of the right front cylinder.
3 Disconnect wiring to OAT Sensor.
4 Remove Snap Ring, Washers and Gaskets securing OAT Sensor. Retain
hardware for re-use.
5 Remove OAT Sensor.
Figure 2 “OAT Sensor Installation”
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C Condenser (see Figure 3)

1 Open lower section of aft cabin bulkhead gain access to the Condenser.
2. Recover refrigerant from air conditioning system, but do NOT pull a vacuum on
3 Locate Condenser.
4 Disconnect wiring to Condenser.
5 Loosen and remove condenser mounting hardware from the bottom and top of
condenser. Retain hardware for re-use.
6 Disconnect 8” Flex Duct between Condenser and Plenum.
7 Disconnect refrigerant hoses to Condenser. Cap all open lines and ports.
8 Remove Condenser.
CONDENSER/FAN ASSY
UPPER CONDENSER
MOUNTING HARDWARE
LOWER CONDENSER
MOUNTING HARDWARE
Figure 3 “Condenser/Fan Installation”
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D Blower Assembly (see Figure 4)

1 Remove interior panels to gain access to the Blower Assembly.
2 Locate Blower Assembly.
3 Disconnect wiring to Blower Assembly.
4 Disconnect 10” Flex Duct to Blower and Evaporator.
6 Loosen and remove clamps securing 3” fresh air hose and the two (2) 3” flex
hoses from the Blower Assembly. Retain clamps for re-use.
7 Disconnect 3” fresh air hose and the two (2) 3” flex hoses from the Blower
Assembly.
8 loosen and remove screws (8) securing Blower Assembly. Retain hardware fro
re-use.
9 Lower and remove the Blower Assembly down from the overhead duct.
Figure 4 “Blower Installation”
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E Evaporator (see Figure 5)

1 Remove baggage panels to gain access to the Evaporator.
2 Locate Evaporator.
3 Recover refrigerant from air conditioning system, but do NOT pull a vacuum on
4 Disconnect refrigerant plumbing to Evaporator. Cap all open lines and ports.
5 Loosen and remove hardware securing Evaporator to aircraft. Retain hardware
for re-use.
6 Remove Evaporator.
Figure 5 “Evaporator”
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F Receiver/Dryer (see Figure 6)

1 Remove Baggage Panels to gain access to the Receiver/Dryer.
2 Locate Receiver/Dryer.
3 Disconnect wiring to Receiver/Dryer Trinary Switch.
a. To replace only the Trinary switch, there is no need to recover the refrigerant
since a check valve prevents refrigerant loss when the Trinary switch is
removed.
(1) Loosen and remove Trinary Switch.
(2) Install replacement Trinary Switch with new o-ring and torque to 7 Lb-Ft.
4 Recover refrigerant from air conditioning system, but do NOT pull a vacuum on the
system (see “SERVICE” section).
5 Disconnect refrigerant hoses to Receiver/Dryer. Cap all open lines and ports.
6 Loosen and remove hardware securing Receiver/Dryer to aircraft. Retain
7 Remove Receiver/Dryer.
Figure 6 “Receiver/Dryer Installation”

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G Heater/Defog Drive Actuators (see Figures 7 and 7a)

1 Locate the Heater Drive Actuator behind the co-pilot side panel, below the cockpit
entry door.
2 Loosen and remove hardware securing Actuator Drive Plate to aircraft. Remove
Actuator Drive Plate with Heater and Defog Drive Actuators. Retain hardware for
re-use.
3 Disconnect wiring to Heater and/or Defog Drive Actuator(s).
4 Loosen set screw securing Heater and/or Defog Drive Actuator Cable(s) to rod
end bearing(s) at actuator(s).
5 Loosen and remove hardware securing Heater and/or Defog Actuator Cable(s) to
Actuator Drive Plate. Retain hardware for re-use.
6 Loosen and remove hardware securing Heater and/or Defog Drive Actuator(s) to
Actuator Drive Plate. Retain hardware for re-use.
Figure 7 “Heater Drive Actuator”
Figure 7a “Defog/Drive Actuator”

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H Fresh Air Valve Actuator (see Figures 8 and 8a)

1 Locate the Fresh Air Valve Actuator on the left hand side wall of the aircraft, below
the main aircraft circuit breaker panel.
2 Disconnect wiring to Fresh Air Valve Actuator from the aircraft harness.
3 Loosen and remove retaining screws as shown in figure 8, below. Retain
hardware for reuse.
4 Loosen and remove hardware securing Fresh Air Valve Actuator. Retain
5 Loosen and remove bolt securing fresh air cable rod end fitting to Fresh Air Valve
Actuator arm. NOTE: Support arm with wrench while loosening rod end fitting
bolt. Retain hardware for re-use.
6 Remove Fresh Air Valve Actuator.
Retaining Screw
Figure 8 “Fresh Air Valve Actuator Assy”
Figure 8a “Fresh Air Valve Actuator Assy”
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I Electronic Control Unit (ECU) (See figure 9)

1 Locate the ECU behind the right hand sidewall of the aircraft, just outboard of the
co-pilot’s rudder pedals.
2 Disconnect wiring connectors to ECU.
3 Gently work ECU loose from Dual Lock fastener tape from sidewall of aircraft.
4 Remove ECU.
ECU
Figure 9 “Electronic Control Unit (ECU) Installation”
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J Heater Timer Module/Heater Control Module (see Figure 10)

1 Remove the carpet from the co-pilot’s side of the nose baggage compartment.
2 Open right hand aircraft battery box cover and remove aircraft wiring from battery.
3 Loosen and remove Screws holding the co-pilot’s side floor of the nose baggage
compartment and right hand battery cover. Remove the co-pilot’s side floor and
right hand battery cover.
4 Disconnect electrical connection at the Heater Timer Module and/or the Heater
Control Module.
5 Loosen and remove hardware securing the Heater Timer Module and/or the
Heater Control Module to aircraft. Retain hardware for re-use.
6 Remove Heater Timer Module and/or Heater Control Module, as required.
Figure 10 “Heater Timer Module and Heater Control Module”
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K Actuator Module (see Figure 11)

1 Locate the Actuator Module behind the co-pilot side panel, below the cockpit entry
door.
2 Disconnect wiring to Actuator Module.
3 Loosen and remove hardware securing Actuator Module. Retain hardware for re-
use.
4 Remove the Actuator Module.
Actuator
Module
Figure 11 “Actuator Module”
L Cabin Temperature Sensor (see Figure 12)

1 Locate the Cabin Temperature Grill in center pedestal between pilot and co-pilot
foot wells.
2 Loosen and remove hardware securing the pilot’s side center pedestal side panel
and remove panel. Retain hardware for re-use.
3 Disconnect wiring connectors to Cabin Temperature Sensor.
4 Loosen and remove (4) Screws securing the Cabin Temp Sensor and remove
Cabin Temp sensor, spacer and grille. Retain hardware, spacer and grille for re-
use. Note that spacer fits between Cabin Temp Sensor fan and grille.
Figure 12 “Cabin Temperature Sensor”

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6. Installation
Figure 13 “Compressor Installation
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4 Install drive belt.
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Figure 14 “Compressor Belt Installation and Tensioning”
6 Connect refrigerant hoses to Compressor using new o-rings. Torque #10 hose
fitting to 21-27 in-lbs. Torque the #8 hose fitting to 15-20 in-lbs.
7 Re-connect wiring connector to Compressor. Slide sleeve back into original
position and tie wrap in place.
8 Service the refrigeration system by leak checking the system with dry nitrogen,
evacuating and recharging with 24 ounces (680 grams) of R-134a refrigerant (see
“SERVICE” section).
9 Final system leak test (see “Adjustment/Test” section).
10 Perform diagnostic testing (refer to section 21-50-00, page 301, section 2.C) and
advanced diagnostics testing (refer to section 21-50-00, page 18, section 4.B.4.b).
Note: For refrigerant pressure and performance check, refer to section 21-50-00,
page 504, section 3.
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B Outside Air Temperature (OAT) Sensor (see Figure 2)

1 Open Engine Cowl to gain access to the OAT Sensor mount position.
2 Position sensor in the right, front baffling.
3 Install Snap Ring, Washers and Gaskets securing OAT Sensor.
4 Re-connect wiring to OAT Sensor.
5 Check system operation and fault codes (see “Description/Operation” section 21-
50-00, section 4, pages 14-22).
C Condenser (see Figure 3)

1 Position Condenser in mount position.
2 Install 2 of AN3-4A bolts with AN960-10 (or NAS1149F0363P) washers in the top
of the condenser assembly and 4 of AN3-4A bolts with AN960-10 (or
NAS1149F0363P) washers on the bottom of the condenser assembly to secure
the assembly to the upper and lower condenser mounts.
3 Re-connect refrigeration hoses with new o-rings and torque:
#6 hose (lower connection): 11-13 Lb-Ft.
#8 hose (upper connection): 15-20 Lb-Ft.
NOTE: Always use a backup wrench when torquing fittings
4 Re-connect 8” Flex Duct to Condenser and Plenum and secure with Hose
Clamps.
5 Re-connect wiring to Condenser.
8 Close and secure all panels that were removed to gain access.
50-00, section 4, pages 14-22).
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D Blower Assembly (see Figure 4)

1 Position and install the Blower Assembly up to the overhead duct.
2 Install 3 of AN3-4A bolts with NAS1149F0363P washers on each side of the top of
the Blower Assembly and secure Blower Assembly to upper mounting brackets.
3 Re-connect 10” Flex Duct to Blower and Evaporator and secure with Hose Clamps.
4 Re-connect wiring to Blower Assembly.
5 Close and secure all panels that were removed to gain access
6 Check system operation and fault codes (see “Description/Operation” section 21-50-
00, section 4, pages 14-22).
E Evaporator (see Figure 5)

1 Position and install Evaporator.
2 Install and tighten 4 of AN3-4A bolts with NAS1149F0332P washers securing
Evaporator.
3 Re-connect refrigerant hoses to Evaporator using new o-rings and torque:
#6 hose (small hose): 11-13 Lb-Ft.
#10 (large hose) hose: 21-27 Lb-Ft.
NOTE: Always use a backup wrench when torquing fittings.
6 Close and secure baggage panels that were removed.
7 Check system operation and fault codes (see “Description/Operation” section 21-50-
00, section 4, pages 14-22).
F Receiver/Dryer and Trinary Switch (see Figure 6)

1 Trinary Switch
(a) Position and install Trinary Switch onto Receiver/Dryer with new o-ring and torque
to 7 Lb-Ft.
NOTE: Always use a backup wrench when torquing.
(b) Reconnect wiring to Trinary Switch on Receiver/Dryer.
(c) Final system leak test (see “Adjustment/Test” section).
(d) Close and secure baggage panels that were removed.
(e) Check system operation and fault codes (see “Description/Operation” section 21-
50-00, section 4, pages 14-22).
2 Receiver/Dryer Assembly
(a) Position and install Receiver/Dryer.
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(b) Install 2 of AN3-4A bolts with NAS1149F0363P washers through Receiver/

Dryer and mounting bracket. Tighten hardware securing Receiver/ Dryer.
(c) Re-connect refrigerant hoses to Receiver/Dryer using new o-rings and torque:
#6 hose: 11-13 Lb-Ft.
NOTE: Always use a backup wrench when torquing fittings.
(d) Re-connect wiring to Trinary Switch on Receiver/Dryer.
(e) Service the refrigeration system by leak checking the system with dry nitrogen,
evacuating and recharging with 24 ounces (680 grams) of R-134a refrigerant
(see “SERVICE” section).
(f) Final system leak test (see “Adjustment/Test” section).
(g) Close and secure baggage panels that were removed.
(h) Check system operation and fault codes (see “Description/Operation” section
21-50-00, section 4, pages 14-22.
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G Heater/Defog Drive Actuators (see Figures 15 and 15a)

1 Position and install Heater and/or Defog Drive Actuator(s) onto Actuator Drive Plate
located behind the co-pilot side panel, below the cockpit entry door.
2 Install actuator(s) to Actuator Drive Plate:
a) Defog Actuator: Install 3 of NAS1149F0363P washers (washer to be used
between actuator and spacer) and 0587912 spacers between actuator and
Actuator Drive Plate. Insert 3 of AN526C1032R18 (or AN526-1032R18) screws
through actuator, washer, spacer and Actuator Drive Plate, then secure screws
with 3 of MS21044N3 nuts. Tighten hardware to secure actuator to Actuator Drive
Plate. Install Defog Actuator cable into Defog Actuator rod end fitting and secure
with set screw and Loctite® Threadlocker 242®. Install 2 of MS21919WDG3
clamps onto Defog Actuator cable. Insert 2 of MS35206-246 screws through
clamp and Actuator Drive Plate, then install 2 of AN960-8 washers and secure
with 2 of MS21043-08 nuts. Tighten hardware to secure clamps.
b) Heater Actuator: Insert 4 of MS35206-215 screws through actuator and Actuator

Drive Plate, then secure with 4 of MS21042L04 nuts. Tighten hardware to secure
actuator to Actuator Drive Plate. Install Heater Actuator cable into Heater Actuator
cable fitting and secure with set screw and Loctite® Threadlocker 242®. Install 1
of MS21919WDG3 clamp onto Heater Actuator cable. Insert 1 of MS35206-246
screw through clamp and Actuator Drive Plate, then install 1 of AN960-8 washer
and secure with 1 of MS21043-08 nut. Tighten hardware to secure clamp.
Figure 15 “heater/Defog Drive Actuators”
3 Re-connect wiring to Heater and/or Defog Drive Actuator(s) ensuring connector

is connector to the correct actuator.
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4 Install Actuator Drive Plate:

a) Forward side of Actuator Drive Plate: Insert 2 of MS35206-247 screws through the
forward side of the Actuator Drive Plate and then through 2 NAS43DD3 spacers
(per screw).
b) Top Aft side of Actuator Drive Plate: Insert 1 of MS35206-249 screw through the
top, aft side of the Actuator Drive Plate and then through 2 NAS43DD3 spacers
(per screw).
c) Lower Aft side of Actuator Drive Plate: Insert 1 of MS35206-249 screw through
the lower, aft side of the Actuator Drive Plate and then through 3 NAS43DD3
spacers (per screw).
Tighten hardware, securing the Actuator Drive Plate to the aircraft.
Figure 15a “Heater/Defog Drive Actuators”
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H Fresh Air Valve Actuator (See figures 16 and 16a)

1 Position and install Fresh Air Valve Actuator onto Fresh Air Actuator Drive Plate by
inserting 3 of NAS1149F0363P washers (washer to be used between actuator and
spacer) and 0587912 spacers between actuator and Actuator Drive Plate. Insert 3 of
AN526-1032R18 screws through actuator, washer, spacer and Actuator Drive Plate,
then secure screws with 3 of MS21044N3 nuts. Tighten hardware to secure actuator
to Actuator Drive Plate. (see Figure 16).
Figure 16 “Fresh Air Actuator Installation
2 Install Fresh Air Actuator rod end fitting onto fresh air cable.
3 Install Fresh Air Actuator rod end fitting onto Fresh Air Actuator rotation arm and
secure using 1 of AN3-5A bolt inserted through the rod end fitting with the head
facing inboard and finger tighten only until adjustment is confirmed, below.
4 Position and install the Fresh Air Valve Actuator on the left hand side wall of the
aircraft, below the main aircraft circuit breaker panel (see Figure 16a).
Figure 16a “Fresh Air Actuator Installation
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5 Install and tighten 2 of AN525-10R7 Screws, securing Actuator Drive Plate to

aircraft.
6 Re-connect wiring to actuator, ensuring wiring is routed to prevent damage from
the actuator rotating arm.
7 Once the air conditioning system installation is complete and power is restored to
the aircraft, use a clean source of ground power connected to the aircraft
according to the aircraft maintenance manual, power up the aircraft electrical
system with the engine off and turn the climate control system “on”, select "auto"
and set the temperature to 55°F (refer to POH supplement FTA-010-3). Confirm
that the fresh air/heater intake (iris) valve is fully closed with the climate control
system set as instructed above. Adjust actuator cable at the actuator, as required,
to ensure correct operation of the fresh air/heater intake (iris) valve. Secure the
hardware attaching the rod end bearing to the rotational arm on the 2246751 fresh
air actuator assembly using a wrench on the arm to hold the rotational arm
stationary and Loctite® Threadlocker 242® on bolt. Warning: Do not attempt to
tighten the rod end bearing retaining bolt using only the actuator to hold the
rotational arm stationary or actuator damage may occur. Secure the existing fresh
air/heater shut off valve cable jam nut against the rod end bearing to lock the cable
and rod end bearing adjustment by using a wrench on the rod end bearing to hold
the rod end bearing stationary. Warning: Do not attempt to tighten the rod end
bearing jam nut using only the actuator to hold the rod end bearing stationary or
actuator damage may occur.
8 Repeat steps 4 and 5 above, if required by adjustment sequence.
50-00, section 4, pages 14-22).
I Electronic Control Unit (ECU) (see Figure 9)

1 Position and install the ECU behind the right hand sidewall of the aircraft, just
outboard of the co-pilot rudder pedals (see Figure 8a).
2 Re-connect wiring connectors to ECU.
3 Press ECU against Dual Lock tape to secure unit.
50-00, section 4, pages 14-22).
J Heater Timer Module/Heater Control Module (see Figure 10)

1 Position and install the Heater Timer Module and/or the Heater Control Module
using 2 of MS35206-246 screws per module. Secure to retain module(s) to aircraft
as shown in figure 10.
2 Re-connect wiring to Heater Timer Module and/or Heater Control Module.
3 Install and secure the co-pilot’s side baggage compartment floor and right hand
aircraft battery cover using the original aircraft retaining screws.
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4 Re-connect right hand aircraft battery wiring, close and secure battery box cover.
5 Re-install carpeting.
50-00, section 4, pages 14-22).
K Actuator Module (see Figure 11)

1 Position and install the Actuator Module using 1 of AN526-832R12 screw, 1 of
AN960-8 washer and 1 of MS21043-08 nut. Tighten hardware to secure module.
2 Re-connect wiring connectors.
50-00, section 4, pages 14-22).
L Cabin Temperature Sensor (see Figure 12)

1 Install Cabin Temperature sensor by gently securing 4 of MS24693-29B screws
only enough to retain sensor in the center pedestal between pilot and co-pilot foot
wells. Ensure spacer is captured between the Cabin Temperature Sensor and
the grille on the back side of the center pedestal.
2. Connect wiring connector to Cabin Temperature sensor, noting clocking location
on connector.
3. Position center pedestal side cover(s) and secure aircraft screws retaining
cover(s) in place.
50-00, section 4, pages 14-22).
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AIR CONDITIONING SYSTEM ADJUSTMENT/TEST
1. General
The following provides removal and testing instructions for the Vapor Cycle System
2. Leak Test Refrigerant
WARNING

SAFETY section before leak testing the refrigeration system.
If air conditioning system is not cooling properly, determine if system is fully charged (see
“Pressure and Peformance Diagnosis” chart ection 21-50-00, section 3, page 504. If the
system is empty, evacuate and charge the system with 0.6lbs. (10oz. or 296 grams) of R-
134a refrigerant. Refer to “SERVICE” section for Refrigerant Charging Procedure. To
detect a leak in the system, perform the following procedures.
Operate the air conditioning system until operating temperature and pressures are
achieved based on the existing refrigerant charge. This is done by operating the
engine with the air conditioning on for 5 to 10 minutes.
Position the aircraft in a wind free work area. The absence of wind will aid in the
detection of small leaks.
Remove engine cowling, condenser access panel, the receiver/dryer access panel
and the evaporator housing cover prior to leak test to dissipate any accumulated
refrigerant. Aircraft cabin doors must be left open during test operation.
With the engine , use an R-134a Electronic Leak Detector and
search for leaks. Move probe slowly along the bottom side of lines and fittings,
because R-134a is heavier than air. Fittings, lines, or components that appear to
be oily usually indicate a refrigerant leak.
Inspect the evaporator core for leaks
With the engine , set the Automatic Climate Control
temperature to ”55°F (13°C)”, select “LO” for the blower speed and check for
leaks in the air conditioning outlet vents.
Inspect the evaporator drain tube outlet for the presence of refrigerant oil.
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A Evacuating Refrigerant System-General Notes

Refer to “SERVICE” section for complete system evacuation procedures.
WARNING

If the air conditioning system has been open to the atmosphere, it must be
evacuated before the system can be charged. Moisture and air mixed with
refrigerant will raise the compressor head pressure above acceptable operating
levels, reduce system performance and potentially cause internal system corrosion
resulting in severe damage. Moisture will also boil at near room temperature when
exposed to sufficient vacuum. To evacuate the refrigerant system use the following
procedure.
Connect a suitable charging station and manifold gauge set to the aircraft.
Open the low and high side valves and start the vacuum pump. When
suction gauge reads 26in. Hg (660 mm Hg) vacuum or greater, close all
valves and turn off vacuum pump. If system fails to reach specified vacuum,
the system has a leak that must be corrected. If system maintains the
specified vacuum for 30 minutes, start the vacuum pump then open the
suction and discharge valves to evacuate the system for an additional 40
minutes, minimum.
Close all valves. Turn off and disconnect the vacuum pump.
The system is now ready to be charged with R-134a refrigerant. Refer to
“SERVICE” section.
CAUTION: Do NOT overcharge the air conditioning system. This will

cause excessive compressor head pressure, loss of cooling,
noise and system failure.
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B Charging Refrigerant System-General Notes

Refer to “SERVICE” section for complete system evacuation procedures.
WARNING

R-134a refrigerant is a hydro fluorocarbon (HFC) that does not contain chlorine. An
R-134a refrigerant Recovery/Recycling Station that meets SAE standard J2210 must
be used to discharge the refrigerant system. Refer to the operating instructions
provided with the equipment for proper operation.
The method of charging is to completely discharge and evacuate the
system and recharge using a Recovery/Recycling Station approved for R-134a
refrigerant. Refer to the operating instructions provided with the equipment for
proper operation.
After the air conditioning system has been tested for leaks and evacuated, a
refrigerant charge can be injected into the system. The system capacity is 24oz.
(680 grams).
CAUTION: Do NOT Overcharge System
NOTE: System charge is 24 ounces (680 grams) of R-134a
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3. Pressure and Performance Diagnosis
Condition Possible Cause Correction

Low side and high side pressure 1. System refrigerant is low 1. Discharge, evacuate, leak test and
low charge system
Low side pressure high and high 1. Internal leak in compressor 1. Replace compressor
side pressure low 2. Drive belt slipping 2. Tension or replace belt
Low side and high side pressure 1. Condenser fins obstructed 1. Clean condenser fins
High 2. Air in refrigeration system 2. Evacuate, leak test and charge
system
3. Condenser fans inoperative 3. Troubleshoot condenser fans
4. Refrigerant system overcharged 4. Recover refrigerant and recharge
Low side pressure low and high 1. Restriction in refrigerant hose 1. Check hoses for kinks and
side pressure high 2. Restriction in receiver-dryer replace if necessary
3. Restriction in condenser 2. Replace receiver-dryer
4. Expansion valve is defective 3. Replace condenser
4. Replace expansion valve
Low side and high side pressures 1. Check for correct cooling at 1. If temperature is correct check
normal (inadequate cooling) evaporator assembly outlet for obstruction or leak in cabin
ducting
Compressor noise 1. Internal compressor damage 1. Replace compressor

3. Loose compressor mounting 3. Tighten compressor mounting bolts
4. Loose or worn compressor drive to correct torque values
belt 4. Tension or replace belt
Excessive vibration 1. Incorrect belt tension 1. Tension or replace belt

2. Compressor loose 2. Tighten compressor mounting bolts
to correct torque values
4. Drive or idler pulley worn 4. Replace defective pulley
Condensation leaking inside 1. Evaporator drain plugged or 1. Clean drain hose and check for
Aircraft kinked proper installation
Frozen evaporator coil 1. Faulty evap temp sensor 1. Replace evap temp sensor
2. Obstructed evaporator coil 2. Removed obstruction
FTA-010-7 Page 504

21-50-00 Issue 3
A/C SYSTEMS LLC
NOTE: The pressure values listed in this document vary according to environmental
factors and are to be used as a guideline for further troubleshooting, not as a sole source.
Ambient Temperature
70°F (21°C)
80
F
60 E A-Normal System
B-Low Refrigerant Charge
D
C-Refrigerant overcharge or
Receiver/Dryer restricted
40 D-Expansion Valve closed
E-Expansion Valve stuck open
F-Inadequate Compressor
performance
A C
20 NOTE: Chart should be
B considered as an aid to
NORMAL diagnostics not a single source.
100 200 300

High-Pressure
Low-Pressure Ambient Temperature

80°F (27°C)
80
E
60 F A-Normal System
D Receiver/Dryer restricted
E-Expansion Valve stuck open
C performance
A
20 B NOTE: Chart should be
considered as an aid to
NORMAL diagnostics not a single source.
100 200 300

High-Pressure
FTA-010-7 Page 505

21-50-00 Issue 3
A/C SYSTEMS LLC

90°F (32°C)
80
60 A-Normal System
F Receiver/Dryer restricted
D E-Expansion Valve stuck open
A performance
B
20 NORMAL NOTE: Chart should be
C considered as an aid to
diagnostics not a single source.
100 200 300

High-Pressure

100°F (38°C)
80
E
60 A-Normal System
F C-Refrigerant overcharge or
Receiver/Dryer restricted
A E-Expansion Valve stuck open
D F-Inadequate Compressor
B NORMAL performance
20 NOTE: Chart should be
C considered as an aid to
diagnostics not a single source.
100 200 300

High-Pressure
FTA-010-7 Page 506

21-50-00 Issue 3
A/C SYSTEMS LLC
AIR CONDITIONING SYSTEM INSPECTION/REPAIRS
1. General
The following provides inspection and Repair information for the Vapor Cycle System
2. Inspection
A 100 HOUR/ANNUAL INSPECTION

Inspections shall consist of the compressor drive belt and pulleys, hoses and air
ducting/vents, wiring, and component attachment.
The compressor drive belt shall be inspected for chafing and/or wear.
Replacement is considered to be “on-condition”.
The compressor drive belt pulleys shall be inspected for security, tightness and
rotational smoothness and freedom.
The refrigerant hoses shall be inspected for chafing, leaks and security. Leaks
will manifest themselves as an “oily” spot most common around connections.
The air ducting and vents shall be inspected for intake and outlet obstructions
or damage. Vent hoses shall be inspected for security and chafing.
Inspect the OAT sensor located at the forward right of the engine for security.
Inspect the wiring for security and condition.
Inspect under the instrument panel all wiring and connectors routed from the
ECU to the heat actuators. Inspect the condition and security of the heat
actuators.
Inspect all refrigerant hoses to include, the lines routed behind the left wall
interior panel for security and condition, look for “oily” spots. Ensure pitot static
tubing is separated from the smaller refrigeration hose (p/n 224513).
Inspect the air duct connection at Sta. 190 for condition and security.
Inspect the evaporator (sta. 190) and the condenser (sta. 215) for condition,
security and cleanliness. Inspect the attaching structure and attaching
hardware for condition and security. Inspect the receiver/dryer and attached
wiring (sta. 207) for condition and security.
Inspect the condenser exhaust screen and plenum for obstructions and
security. Inspect the attached doubler for condition and lose or missing rivets.
Inspect the condenser air intake for obstructions and security.
Inspect to insure that the evaporator drain tube is clear of obstructions and that
the drain line in not kinked.
FTA-010-7 Page 601

21-50-00 Issue 4
G58, 58, 58A, D55A, E55, E55A Wiring Diagram (reference KPAK drawing 2246305)
G58, 58, 58A, D55A, E55, E55A Wiring Diagram cont.
A/C SYSTEMS LLC
THIS PAGE INTENTIONALLY LEFT BLANK
FTA-010-7 Issue 1
A/C SYSTEMS LLC
SECTION III
INSTRUCTIONS FOR
CONTINUED
AIRWORTHINESS
(ICA)
FTA-010-7 Issue 1
A/C SYSTEMS LLC
Maintenance Requirements - Instructions for Continued Airworthiness

A/C Systems LLC
138 Sherron Dr.
Dickson, TN 37055
IFCA/MMS Issue: 1
“Modification of an aircraft and issuance of a new or amended Type Certificate (TC) Data Sheet or a
Supplemental Type Certificate (STC) obligates the aircraft operator to include the following maintenance
information in the operator’s Aircraft Maintenance Manual and the operator’s Scheduled Aircraft Maintenance
Program as specified.”
It is not the intention of this document to supersede any information in the aircraft manuals, except in those areas
listed herein. The information in this document is presented in ATA-100 format; however, minor deviations may be
encountered.
For aircraft to be operated in the US “The Airworthiness Limitations section is FAA approved and specifies
maintenance required under 43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program
has been FAA approved.”
This cover sheet and the documents listed in numbered paragraphs 1. through 4. below constitute the ICA.
1. Maintenance manual information (system description, operation, location, maintenance, service, removal,
installation, adjustment/testing, repair, and inspection) is contained in the Supplemental Maintenance
Manual.
2. Wiring diagram information is also contained in the Supplemental Maintenance Manual.
3. This ICA does not generate any additional Scheduled Maintenance program tasks except for those
inspections listed in the Supplemental Maintenance Manual, Section 05-00-00. The existing Aircraft
Maintenance Manual, or any applicable Supplemental Aircraft Maintenance Manual, remain in effect for the
applicable aspects of this STC.
4. The equipment added by this STC (ref: Air Cycle Air Conditioning System) are primarily on systems or
components. Specific non-functioning components are to be removed and replaced. Re-installed
components are to be operationally checked per the Supplemental Maintenance Manual, Section 21-50-00.
Troubleshooting should be accomplished in accordance with the included wiring diagrams in the
Supplemental Aircraft Maintenance Manual.
All rights reserved. No part of this work may be

reproduced or copied in any form or by any means
without written permission of A/C Systems LLC.
FTA-010-7 Issue 1
A/C SYSTEMS LLC
SECTION IV
AIRWORTHINESS
LIMITATIONS
(AWL)
FTA-010-7 Issue 1
A/C SYSTEMS LLC
AIRWORTHINESS LIMITATIONS
1. General
A. There are no changes to the Airworthiness Limitations generated during the modification of the
aircraft. If limitations were imposed, this document would supplement the Airworthiness Limitations for
the Baron aircraft, models G58, 58, 58A, D55A, E55 and E55A.
B. The Airworthiness Limitations section is FAA approved and specifies maintenance required under §§
43.16 and 91.403 of the Federal Aviation Regulations unless an alternative program has been FAA
approved.
C. This Airworthiness Limitations is for the Baron aircraft, models G58, 58, 58A, D55A, E55 and E55A,
and is to be supplied with the aircraft modification. Any additional information will be supplied through
revisions.
A/C Systems LLC.
138 Sherron Dr.
Dickson, TN 37055
FTA-010-7 Issue 1

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138 Sherron Dr.

Manual Number: FTA-010-7

REVISION NO. ISSUE DATE DATE INSERTED INSERTED BY

FAA Approved: _____________________________________ Date: _______________

D. Correspondence concerning this publication should be directed to:

C. Revision Filing Instructions

3. Chapter Organization and Numbering System

WARNING: CALLS ATTENTION TO THE USE OF MATERIAL, PROCESSES, METHODS,

CAUTION: CALLS ATTENTION TO METHODS AND PROCEDURES WHICH MUST BE

5. How to use the MMS

B. Referencing to the AMM, ICA and MMS

6. Reference, Supplemental and Support Documents

CHAPTER 00 – SECTION TITLE

Subject Ch-Se-Su Page

C. This manual supplement is controlled by revision issue. The revision log is

D. Correspondence concerning this publication should be directed to:

CHAPTER 05 – SECTION TITLE

Subject Ch-Se-Su Page

TIME LIMITS-MAINTENANCE CHECKS 05-00-00 1

TIME LIMITS/MAINTENANCE CHECKS-SCHEDULED MAINTENANCE

ITEM INSPECTION/CHECK INTERVAL

CHAPTER 21 – SECTION TITLE

Subject Ch-Se-Su Page

AIR CONDITIONING 21-50-00

AIR CONDITIONING SYSTEM DESCRIPTION/OPERATION

2. System Description and Location

The air conditioning system utilizes a swash or wobble-plate-type axial compressor.

The condenser receives high-temperature, high-pressure vapor from the

The condenser fan is activated, , by the Trinary switch, located on the

C. Receiver/Dryer with Trinary Switch

E. Evaporator and Blower

Blower Module Evaporator Module

F. Cabin Temperature Sensor

G. Outside Air Temperature Sensor

H. Defog Valve Actuator

J. Heater Temperature Actuator

K. Fresh Air Valve Actuator Assembly

L. Heater Timer Module

M. Heater Control Module

N. Electronic Control Unit (ECU)

A Terms and Definitions

ACCS Automatic Climate Control System

4 Automatic Climate Control System (ACCS)

Note: When the compressor “on” mode is activated, as indicated by the

The ACCS has self-diagnostic capabilities which can be displayed on the

a) To display the Diagnostics Fault Codes, turn on the Automatic Climate

CAUTION: DO NOT CHANGE ANY OTHER SETTINGS within the

e) Cabin Temperature Sensor Resistance vs. Temperature Curve

CABIN TEMPERATURE SENSOR

f) Outside Air Temperature Sensor Resistance vs. Temperature Curve

OUTSIDE AIR TEMPERATURE SENSOR

g) Evaporator Coil Temperature Sensor Resistance vs. Temperature Curve

AIR CONDITIONING SYSTEM MAINTENANCE PRACTICES

A The following are Warnings for working with R134a refrigerant.

FTA-010-7 Page 201

B The following are Cautions for working with R134a refrigerant.

C The following are Systems Service Precautions.

Hose Size Minimum Bend Radius

FAA Approved: _______________________ Date: _

AIR CONDITIONING SYSTEM DESCRIPTION/OPERATION

AIR CONDITIONING SYSTEM MAINTENANCE PRACTICES

AIR CONDITIONING SYSTEM SERVICE

AIR CONDITIONING SYSTEM REMOVAL/INSTALLATION