Sii Asi 772136a Cessna 350 400 Rev G Final

SEAMECH INTERNATIONAL, INC.
BELLAIRE, TX
VAPOR CYCLE AIR CONDITIONING WITH AUTOMATIC CLIMATE CONTROL
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS
R-134a VCS
Cessna Aircraft Company

Models 350/400
ASI-772136A
SEAMECH INTERNATIONAL, INC. R-134a Air Conditioner System
Cessna Aircraft Company Instructions for Continued Airworthiness
Models 350/400 Air Conditioning with Climate Control
Seamech International, Inc.

Service Training
Printed in U.S.A.
Document # 772136A
All rights reserved. All information contained in

this manual is based on the latest product
information available at the time of printing. The
right is reserved to make changes at anytime
without prior notice. No part of this publication
may be reproduced, stored in a retrieval system,
or transmitted in any form or by any means,
electronic, mechanical, photocopying, recording
or otherwise, without the prior written
permission of Seamech International, Inc. This
includes text, figures and tables.
Always check Technical Service Bulletins and

the current service information for details that
may supersede any information included in this
document.
SEAMECH INT’L, INC. PAGE 2 OF 45 ICA-VCS AIR COND. SERVICE

Seamech Doc: ASI-772136A Rev G

BELLAIRE, TEXAS 77401
REVISION LOG
REVISION REVISION DESCRIPTION DATE
NUMBER PAGES OF REVISIONS
A -Initial Release of Service Instructions 06/07/2004
B Multiple -Updated various procedures for reasons of clarification and 04/02/2005

current EPA service requirements
C 35-36 -Added advanced diagnostics to document for improved 04/29/2005

troubleshooting
D 9, 17, 36 -Added tightening torque spec for trinary switch replacement. 08/25/2005
-Added parameter-programming function to document for
improved serviceability.
-Changed name from Lancair to Columbia Aircraft Mfg Co. to
reflect name change.
E Multiple -Corrected clerical errors and improved clarity for improved 10/18/2005
comprehension.
19,33, -Updated control head depictions to show current Columbia
32 Aircraft configuration.
-Added notes regarding the compressor mode to provide
clarification.
F 33 - Updated information to switch the control head display from C° to 02/28/06

F° and vise versa.
G -All reference to Columbia changed to “Cessna” or “Cessna 4/20/2009

Aircraft Company”, as appropriate throughout the manual
9 -¶2.0, added reference to Clean Air Act technician requirements
11 -¶3.0, added the applicable dash no. tube sizes to table, added the
use of a backup wrench when torquing, added Warning on the
unauthorized use of VCS flush
13 - replaced VCS schematic – removed part numbers
15 - replaced picture of compressor, added compressor fitting torques
- added Caution on over torquing compressor fittings
16 - replaced picture of the condenser assembly
- added pressure tolerances to operational description
-added Warning on the use of cleaners
17 - replaced picture of the evaporator module
18 - replaced picture of the expansion valve and revised the operating
description of the expansion valve
- replaced the receiver/dryer picture and added pressure
tolerances


REVISION LOG
19 - added pressure tolerance to the receiver/dryer description
- replaced picture of the cabin temp. sensor
20 - replaced picture of the defog/floor vent valve
- revised valve operating description with “There is always at least
10% flow…”
21 - replaced picture of the ECS shut-off valve
- replaced picture of the heater temp. actuator
22 - replaced picture of the ECU
- added Caution
23 - added “Refer to section 7.2.2 for fault codes.”
- ¶4.1.2, added …”(approx. 10%)”…
24 - ¶5.0, added “ Only MAC certified….”
-¶5.1, added “Automatic” to charging station
- ¶5.2.2, added Note on various methods of charging VCS
25 - ¶5.2.2, added …”directly to the receiver/dryer.”
- ¶5.2.3, added …”and save or later re-installation.”
- ¶5.2.4, added “Screw down the manifold quick connects.”
- ¶5.2.11, added …”yellow”…
- ¶5.3, revised Note: “There are various methods…”
- ¶5.3, revised Note: “It is necessary to run…”
26 - added ¶5.3.2 and renumbered subsequent ¶’s.
- deleted ¶5.3.8 “Move aircraft to run-up area.”
- ¶5.3.6, added …”high and low”…
- ¶5.3.7, added …”high and low”…
- ¶4.3.10, added …”on the gauge set.”
- ¶5.3.11, added …”low pressure”…
27 - ¶5.3.12, added …”by weight.”
- revised ¶5.3.15
29 - ¶6.1.1, added “Refer to belt manufacturer…”
- ¶6.1.3, added “Verify the suction and discharge hoses…”
- ¶6.1.4, added “ Verify hose clamps are secure.”
- ¶6.2, added …”per the manufacturer’s instructions.”
30 - ¶6.5, added …”for proper belt tension requirements.”
31 - ¶6.6, change title to “LEAK TESTING REFRIGERANT SYSTEM
FOR TROUBLESHOOTING”
32 - First bullet on page 32 rewritten
- Note added “There are various methods…”
- second bullet added …”on the gauge set”…
- third bullet added …”gauge set”…
- ¶6.8 added …”and recover the R134a refrigerant.”
33 - ¶6.9 added …”Polyol Ester”…
- also in ¶6.9 added …”or through the high pressure port…”
- ¶6.9.1 added “Drain all of the oil from the component…”
34 - revised ¶6.10 pressure and performance diagnosis chart.
35 - added “The following diagrams are provided as reference…”

REVISION LOG
38 - ¶7.1 added …”for cooling.”
41 - ¶7.2.5, deleted contents of this paragraph.


TABLE OF CONTENTS
Section Page
1.0 INTRODUCTION ......................................................................................................... - 9 -

2.0 SAFETY ......................................................................................................................... - 9 -
3.0 SYSTEM SERVICE PRECAUTIONS ........................................................................ - 10 -
4.0 SYSTEM DESCRIPTION .......................................................................................... - 12 -
4.1 AIR DISTRIBUTION .................................................................................................. - 23 -
5.0 SYSTEM EVACUATION AND CHARGING PROCEDURE ....................................... - 24 -
5.1 SPECIAL TOOLS AND EQUIPMENT .................................................................... - 24 -
5.2 INITIAL REFRIGERANT EVACUATION PROCEDURE ........................................ - 24 -
5.3 REFRIGERANT CHARGING PROCEDURE ......................................................... - 25 -
6.0 MAINTENANCE AND REPAIR .................................................................................... - 29 -
6.1 100 HOUR/ANNUAL INSPECTION .......................................................................... - 29 -
6.2 AIRWORTHINESS LIMITATIONS ............................................................................ - 29 -
6.3 COMPONENT ACCESS .......................................................................................... - 29 -
6.4 SPECIAL TOOLS & EQUIPMENT ........................................................................... - 29 -
6.5 BELT TENSIONING ................................................................................................ - 30 -
6.6 LEAK TESTING REFRIGERANT SYSTEM FOR TROUBLESHOOTING ............... - 31 -
6.7 EVACUATING REFRIGERANT SYSTEM NOTES ................................................... - 31 -
6.8 CHARGING REFRIGERANT SYSTEM NOTES ....................................................... - 32 -
6.9 REFRIGERANT OIL ................................................................................................. - 33 -
6.10 PRESSURE AND PERFORMANCE DIAGNOSIS ................................................... - 34 -
7.0 AUTOMATIC CLIMATE CONTROL SYSTEM .............................................................. - 38 -
7.1 OVERVIEW ............................................................................................................... - 38 -
7.2 DIAGNOSTICS .......................................................................................................... - 40 -
APPENDIX A....................................................................................................................... - 45 -


1.0 INTRODUCTION
The Cessna 350/400 Vapor Cycle System (VCS) air-conditioning system is not a primary flight
system. However, the system does perform the very important function of providing pilot and
passengers comfort while the aircraft is on the ground, taxiing or in flight. Aircraft air-
conditioning systems must not only provide effective passenger cooling, but must also
maintain a high reliability level to minimize aircraft downtime.
This information outlines the procedure for “charging” the refrigeration system with R-134a
refrigerant.
2.0 SAFETY
WARNINGS AND CAUTIONS FOR R134a REFRIGERANT
• Section 609 of the United States Clean Air Act requires all service technicians
working on mobile A/C systems to be certified in proper refrigerant recovery and
recycling.
• 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.
• Caution: Liquid refrigerant is corrosive to metal surfaces. Follow the operating

instructions supplied with equipment being used.
• Caution: Never add R-12 refrigerant to an air conditioning system designed to use
R-134a. Damage to the system may result.
• Caution: R-12 compressor oil cannot be mixed with the R-134a compressor oil.
They are NOT compatible.
• Caution: Do NOT use R-12 servicing equipment or parts on an R-134a air
conditioning system.
3.0 SYSTEM 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.
• 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”) (-6) 5/8-18 11-13
1/2” (.500”) (-8) 3/4-16 15-20
5/8” (.625”) (-10) 7/8-14 21-27
Trinary Switch Torque: 7 Ft-lbs.
• ALWAYS use a backup wrench when connecting or disconnecting fittings. 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.
Warning:
Unauthorized use of refrigerant system flush is strictly prohibited unless
accomplished in accordance with Seamech approved procedures. Failure to
adhere to this requirement will void all component warranties.

4.0 SYSTEM DESCRIPTION

The Cessna 350/400 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. A combination of Steel and Aluminum fittings are used.
Refrigeration Cycle of the Columbia 350/400. -Compressor-

The refrigeration cycle can be broken into four The compressor has three jobs:
phases: 1. Circulates the refrigerant through the system
->Compression-done by the VCS compressor 2. Removes low-pressure vapor from the evaporator
->Condensation-done in the condenser 3. Compresses low-pressure vapor to a high-pressure,
->Expansion-done in the expansion valve high-temperature vapor.
->Evaporation-done in the evaporator
High-temperature,
high-pressure gas
Low-temperature,
low-pressure gas -Condenser-
-Evaporator- The condenser receives the
The refrigerant vaporizes in the high-temperature, high-pressure
evaporator. Heat and moisture vapor from the compressor.
from the aircraft are removed. This vapor is converted to a
liquid by removing heat.
Low-temperature,
low-pressure liquid
High-temperature,
high-pressure liquid
-Expansion Valve-
The expansion valve provides a regulated restriction
and thus a pressure drop for the liquid refrigerant.
Refrigerant cools as it passes through the valve.
Refrigeration Cycle
VCS Schematic

OUTSIDE
RAM
AIR
HEAT
EXCHANGER
HEATER
BOX FRONT SEAT
EYEBALL VENTS
DEFOG
DEF/HTR
FAN REAR SEAT
EYEBALL VENTS
ECS SHUT FRONT SEAT

OFF VALVE OVERHEAD OVERHEAD
EYEBALL VENTS FLOOD DUCTS
DEFOG/FLOOR
SELECTOR
VALVE
REAR SEAT
OVERHEAD
EYEBALL VENTS EVAPORATOR
FRONT FRONT WITH INTAKE
FLOOR VENT FLOOR VENT
CABIN AIR
OUTLET VENTS
REAR EYEBALL
FLOOR VENT
Airflow Schematic

COMPRESSOR
FITTINGS
Torque Specifications:
#8 Discharge fitting 15-20 ft/lbs

#10 Suction fitting 21-27 ft/lbs
VCS Compressor
The Cessna 350/400 utilizes a swash or wobble-plate-type axial compressor. The

3
displacement of the compressor is 147cm . The compressor cycles to regulate cabin
temperature and to avoid evaporator coil freeze-up.
The VCS compressor is engaged by a 14 or 28VDC magnetic clutch driven by a V-Belt off the
back of the engine via the accessory drive. The magnetic clutch is switched off during air
conditioning operation anytime the refrigerant system pressure drops below 29 psi (2 bar) or
rises above 397 psi (27 bar) at the Trinary switch, mounted on the Receiver/Dryer assembly.
CAUTION
Do not over torque hose fittings on compressor. Compressor fittings will break. Over
torquing of hose fittings will void compressor warranty..

Condenser/Fan Assembly
The condenser receives high-temperature, high-pressure vapor from the compressor. The
assembly is located beneath the main baggage compartment floor with vents for inlet and
outlet directly below, through the belly of the aircraft.
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 fans(also an LRU) are activated, as required, 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 235 psi +/- 5% (16 bar) and turns the
fans off when the refrigerant pressure decreases below 190 psi +/- 5% (13 bar).
WARNING:
Do not use cleaners on the condenser that are corrosive to aluminum such as Simple
Green. Corrosion caused by caustic cleaners will void all warranties.

Evaporator/Blower Assembly
The evaporator removes heat and moisture from air entering the aircraft cabin. The unit is
located under a cover against the aft wall of the main baggage compartment. The Cessna
350/400 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 assemblies from the Parts Department will be shipped as an

assembly with the coil, housing, blower, coil temperature sensor and expansion valve as one
unit.
Low-pressure liquid refrigerant from the expansion valve enters the evaporator. 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.

Expansion Valve
The expansion valve is located at the inlet to the evaporator. It is the connection point between
the high-pressure and low-pressure side of the refrigeration system. The expansion valve
meters the flow rate of the refrigerant via the capillary tube affixed to the low side manifold
fitting with a bulb clamp and provides a pressure drop, reducing pressure on the liquid
refrigerant before it enters the evaporator.
Receiver/Dryer with
Trinary Switch
The Receiver/Dryer acts as a storage and filter unit for refrigerant and oil. The Trinary switch
serves two functions; one portion of the switch cycles the condenser fans on when the
refrigerant pressure reaches 235 psi +/- 5% (16 bar) and turns off the fans at 190 psi +/-5%
(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 29 psi +/- 5% (2 bar) or exceeds 397

psi+/- 5% (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. It is important to note that the 14VDC switch and
the 28VDC switch, although identical electrically, have different electrical interface connectors.
The correct switch must be ordered based on the configuration (14VDC or 28VDC) of the
aircraft being serviced.
The tightening torque for the trinary switch is 7 Ft-lbs.
The receiver/dryer assembly is located in the electrical bay in the belly of the aircraft, on the
co-pilot’s side, beneath the main baggage compartment floor, forward of the condenser bay.
Cabin Temperature Sensor
Cabin temperature is determined by comparing the inside temperature of the aircraft with the
desired cabin temperature setting. The temperature is regulated by cycling the compressor
and regulating the evaporator blower speed during cooling requirements and by regulating the
heater temperature actuator (ECS mixing box) and heater/defogger blower speed during
heating requirements.
The temperature sensor assembly contains a calibrated thermistor and fan used to draw cabin
air over the thermistor. The sensor assembly is located on the inside of the access panel on
the co-pilot’s side knee bolster and is controlled by the ACCS ECU. 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.

Outside Air Temperature Sensor
The outside air temperature sensor is located in the condenser bay on the forward bulkhead.
This temperature sensor continuously measures the temperature of the air passing by the
outside of the aircraft. The sensor is used as a basic variable for temperature regulation. The
ECU also uses the signal from this sensor to calculate the temperature for the Outside Air
Temperature (OAT) indication on the digital Control Head display.
Defog/Floor Vent Valve Assembly
During heater operation this valve normally distributes air to the floor vents at a volume of
approximately 90% with the remaining 10% distributed to the windscreen defog outlets through
a by-pass in the housing. There is always at least 10% flow directed to the windscreen during
heater operation, even when defog is commanded “full off”. When the Defog mode is
selected the valve distributes nearly 100% of the air to the windscreen defog outlets. The
valve operates in either a “full on” or “full off” position. The Defog/Floor Vent Valve Assembly
is attached to the upper windscreen defog duct, beneath the center of the instrument panel.

ECS Shut-Off Valve Assembly
When the ACCS is operating in the air conditioning mode, this valve remains closed to prevent
outside air entering through the ECS mixing valve from entering the cabin and diminishing the
air conditioning performance. During the heat mode the valve opens allowing air from the ECS
mixing valve to enter the cabin. The ECS Shut-Off Valve Assembly is attached to the heater
blower, beneath the center of the instrument panel.
Seamech only
provides the
actuator for this
assembly
Heater Temperature Actuator

Heated air temperature in the cabin is adjusted via the “Heater Temperature Actuator”. It’s
located on the heater/ECS mixing box in the forward cabin. Its adjusting range extends from
“heating final stop” (all air channeled from the heat exchanger) to cooling “final stop (no air
channeled from the heat exchanger)”. 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.
ECU
The Electronic Control Unit (ECU) is located on the pilot’s side, beneath the evaporator cover,
in the aft baggage compartment. It 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. Actual Voltage at the blowers is reported back to the Control Head.
Caution:
The ECU operates on milliamps and is not field serviceable. Do not attempt to
troubleshoot ECU except from the control head or attempt to test by applying direct
voltage through the harness or to the pins of the ECU The ECU will become
unserviceable and the warranty will be voided.

CONTROL HEAD
The Control Head receives inputs from the pilot and the ACCS components. It is considered
the pilot’s interface for the entire ACCS. Fault codes are displayed on the LED screen for
troubleshooting. Refer to section 7.2.2 for fault codes.
4.1 AIR DISTRIBUTION
4.1.1 Air Conditioning

When air conditioned air is required, the evaporator blower is actuated and air is
distributed through the overhead ceiling console vents and associated flood ducts.
4.1.2 Heat
When heat is required, the ACCS shuts off the compressor and evaporator blower and
regulates the heater/defog blower in the forward cabin. Heated air is distributed
approximately 90% to the floor ducts with the remaining air (approx. 10%) being
diverted to the windscreen defog ducts.
4.1.3 Defog
When the Defog “ ” mode is selected the heater/defog blower is activated at
maximum speed and all air is distributed to the windscreen. Temperature selection on
the Control Head regulates the temperature of the defog air. Note that the temperature
can only be reduced to ambient levels since the air conditioning is not active during the
heat or defog modes.

5.0 SYSTEM EVACUATION AND CHARGING PROCEDURE
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. Only MAC certified personnel who are trained to service
and maintain R134a refrigerant systems should perform this work.
5.1 SPECIAL TOOLS AND EQUIPMENT
The following tools and equipment is required to charge the refrigerant system.
• Synthetic POE (ester) Refrigerant Oil, 2 fluid oz.

• Automatic 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
5.2 INITIAL REFRIGERANT EVACUATION PROCEDURE
5.2.1 Air Conditioner Oil
The compressor as received from the supplier is pre-charged with air conditioner oil. Two fluid
ounces of synthetic POE (ester) refrigerant oil shall be added to the receiver/dryer at the time
of initial installation BEFORE charging the system.
5.2.2 System Evacuation Procedure
WARNING
Review warnings and cautions listed in above sections 2.0 and 3.0 before
evacuating refrigeration system.
NOTE: There are various methods of charging refrigerant into the air-conditioning system.
These include using an automatic R134a refrigerant recovery/recycle unit (Refer to the
manufacturer’s instruction manual.), or the use of manual charging equipment. The use of
manual charging equipment which includes the use of manifold pressure gauges, stand alone
vacuum pump and R-134a cylinder and weight scale is outlined in this section.

Prior to charging the system with R-134a refrigerant, the two fluid ounces of synthetic POE
ester) refrigerant oil must have been added directly to the receiver/dryer. The system must
then be evacuated for a MINIMUM of 45 minutes to remove air and moisture which if not
removed can damage the system or cause the system to perform incorrectly.
5.2.3 Remove service port caps from aircraft system and save for later re-installation 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.
5.2.4 Confirm that both valves of the charging manifold are closed and connect charging
manifold to service ports. Screw down the manifold quick connects.
5.2.5 Connect manifold charging (yellow) hose to vacuum pump. Turn ON pump.
5.2.6 Open both valves of charging manifold gauge set.
5.2.7 Open both valves of charging hose quick connect fittings.
5.2.8 Observe charging manifold gauges to verify vacuum.
5.2.9 Evacuate system for 45 minutes. Final system vacuum should be 25 to 29 inches of
mercury.
5.2.10 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.
5.2.11 Disconnect yellow 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.
5.3 REFRIGERANT CHARGING PROCEDURE
NOTE: There are various methods of charging refrigerant into the air-conditioning system.
These include using an automatic R134a refrigerant recovery/recycle unit (Refer to the
manufacturer’s instruction manual.), or the use of manual charging equipment. The use of
manual charging equipment which includes the use of manifold pressure gauges, stand alone
vacuum pump and 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. It is recommended that the
aircraft be moved to the run up area before beginning this service procedure
NOTE: If refrigerant Charging/Reclaim/Recycle Station is used, refer to applicable equipment

manufacturer instructions for VCS servicing.
5.3.1 Verify leak-check and evacuation of the system is completed.
5.3.2 Move aircraft to run up area as required. Follow all applicable safety precautions when
working around running aircraft engine.
5.3.3 Connect yellow manifold charging hose to R-134a cylinder. Open valve.
5.3.4 Very slightly open charge hose fitting at manifold gauge set and vent air from hose until
refrigerant is evidently escaping.
5.3.5 Place refrigerant bottle on 0 - 50 pound (0-25 kg) scale. Record weight.
5.3.6 Open both high and low manifold gauge set valves. Add refrigerant to system until
pressures stabilize.
5.3.7 Close high and low 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.
5.3.8 If necessary, warm the refrigerant bottle by immersion in warm water.
CAUTION
Do not use open flame to warm refrigerant bottle. Do not heat bottle above 125 °F
(51°C).
5.3.9 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.
CAUTION
Do NOT open high pressure (RED) valve on manifold gauge set.
5.3.10 With system operating, observe the system discharge and suction pressures on the
gauge set.
5.3.11 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 low pressure)
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.
5.3.12 Continue to add refrigerant until 24oz. (680 grams) of refrigerant have been added by
weight.
5.3.13 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.
5.3.14 With the system fully charged and operating, observe the suction and discharge
pressures. Typical values at various ambient temperatures, with hot cabins, are
shown below. These values vary according to environmental factors and are to be
used as a reference 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 psi psi psi psi
30 35 39 43 47
High Side Service Port 150 160 220 250 280
Pressure psi psi psi psi psi
220 235 310 320 340
5.3.15 Allow system to operate for at least 5 minutes to monitor pressure settings then
shutdown. Before shutdown though, disconnect the gauge set high side manifold line from the
service port. Opene the manifold gauge set manifold valve to bleed off any residual
refrigerant in the gauge set hoses.. This will prevent the refrigerant from spewing the next time
the manifold is connected.
NOTE: After shutdown, both suction and discharge pressures will begin to equalize.
5.3.16 Close refrigerant container shutoff valve. Record the refrigerant container final weight
and calculate system refrigerant charge.
CHARGE (lb.) = W initial (lb.) - W final (lb.)
5.3.17 Turn knob on suction and discharge charging hose quick coupler to closed position and
disconnect hoses from service ports.
5.3.18 Remove yellow charging hose from refrigerant container and store manifold gauge set.
5.3.19 Install service caps on fittings of air conditioning system.

6.0 MAINTENANCE AND REPAIR
6.1 100 HOUR/ANNUAL INSPECTION
Inspections shall consist of the compressor drive belt and pulleys, hoses and air ducting/vents.
6.1.1 The compressor drive belt shall be inspected for chafing and/or wear.
Replacement is considered to be “on-condition”. Refer to belt manufacturer
guidelines for acceptable belt wear or replacement requirements.
6.1.2 The compressor drive belt pulleys shall be inspected for security, tightness and
rotational smoothness and freedom.
6.1.3 The refrigerant hoses shall be inspected for chafing, leaks and security. Leaks
will manifest themselves as an “oily” spot most common around connections.
Verify the suction and discharge hoses in the engine bay are not routed against
the engine exhaust system. Failure to do so will result in the hoses failing due to
heat distress.
6.1.4 The air ducting and vents shall be inspected for intake and outlet obstructions or
damage. Vent hoses shall be inspected for security and chafing. Verify hose
clamps are secure.
6.2 AIRWORTHINESS LIMITATIONS
This installation does not contain any time-change items aside from the compressor drive belt
which is to be replaced “on-condition” per the manufacturer’s instructions.
6.3 COMPONENT ACCESS
Access to the air conditioning system can be accomplished through the engine cowl, the
baggage compartment floor inspection panel and the evaporator trim cover located against the
aft, lower bulkhead of the baggage compartment.
6.4 SPECIAL TOOLS & EQUIPMENT
The following tools and equipment are required or recommended in addition to the tools and
equipment listed in section 5.1.
• Small hand tools and socket set

• Burroughs tool No. BT-33-73F (or equivalent) belt tension gauge (recommended)
• Torque wrench capable of reading Ft.-Lbs. or Nm.

6.5 BELT TENSIONING
Refer to Teledyne Continental Motors recommended service procedures for proper belt
tension requirements.
• Belt Part Number: TCM drive belt PN 653003-1. Refer to current TCM parts
information to confirm correct part numbers and ordering information.
• NOTE: Always consult the latest TCM parts information before ordering replacement
parts as part numbers are subject to change.
CAUTION:
Do NOT over tighten belt. After approximately 5 hours of initial operation, recheck belt
tension and adjust as required to maintain the correct belt tension.

6.6 LEAK TESTING REFRIGERANT SYSTEM FOR TROUBLESHOOTING
WARNING:
Review warnings and cautions listed in above sections 2.0 and 3.0 before leak testing
refrigeration system.
If air conditioning system is not cooling properly, determine if system is fully charged. Refer to
Pressure and Performance Diagnosis chart, section 7.8. If the system is empty evacuate and
charge the system with 0.6lbs. (10oz. or 296 grams) of R-134a refrigerant. Refer to section
5.3, “Refrigerant Charging Procedure” for instructions. 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 can be 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 and baggage compartment door must be left open during test
operation.
• With the engine NOT RUNNING, use an R-134a Electronic Leak Detector and search
for leaks. Move probe slowly along the bottom side of lines and fittings, as 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
o With the engine NOT RUNNING, 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.
o Inspect the evaporator drain tube outlet for the presence of refrigerant oil.
6.7 EVACUATING REFRIGERANT SYSTEM NOTES
Refer to section 5.2 for complete system evacuation procedures.
WARNING:
Review warnings and cautions listed in above sections 2.0 and 3.0 before evacuating
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 either an automatic R134a refrigerant recovery/recycle unit or a manifold

gauge set with a stand alone vacuum pump set to the aircraft refrigerant system.
NOTE: There are various methods of charging refrigerant into the air-conditioning
system. These include using an automatic R134a refrigerant recovery/recycle unit
(Refer to the manufacturer’s instruction manual.), or the use of manual charging
equipment. The use of manual charging equipment which includes the use of manifold
pressure gauges, stand alone vacuum pump and R-134a cylinder and weight scale is
outlined in this section.
• Open the low and high side valves on the gauge set and start the vacuum pump.
When suction gauge reads 26in. Hg (660 mm Hg) vacuum or greater, close all
gauge set 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 gauge set valves. Turn off and disconnect the vacuum pump.
The system is now ready to be charged with R-134a refrigerant. Refer to section 5.3.
CAUTION:
Do NOT overcharge the air conditioning system. This will cause excessive compressor
head pressure, loss of cooling, noise and system failure.
6.8 CHARGING REFRIGERANT SYSTEM NOTES
Refer to section 5.3 for complete charging procedure.
WARNING:
Review warnings and cautions listed in above sections 2.0 and 3.0 before charging
R-134a refrigerant is a hydrofluorocarbon (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 and recover the R134a refrigerant. Refer to the operating
instructions provided with the equipment for proper operation.
The REQUIRED 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.
6.9 REFRIGERANT OIL
It is important to have the correct amount of oil in the air conditioning system to 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 Polyol Ester oil: Ester RL-500S. This is a wax-free
refrigerant oil. Only refrigerant oil of the same type should be used to service the system. Do
NOT use any other oil! The oil container should be kept tightly capped until it is ready for use
and then 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, shaft seal, evaporator, or
condenser. Oil loss at a leak point will be evident by the presence of a wet shiny surface
around the leak.
Add an additional 1 fluid oz. (29 cc) of compressor oil to the system when a receiver-
dryer, condenser or evaporator core is replaced. This oil can be added into the
component being replaced or through the high pressure port of the refrigerant system if
using an automatic R134a refrigerant recovery/recycle unit
6.9.1 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.
Drain all of the oil from the component being replaced. Add back into the system the
same amount of new oil that was drained from the replaced component.
When the compressor is replaced, the new compressor is factory filled with the correct
amount of oil. Drain all the oil from the new compressor. Add back into the new
compressor the same amount of new oil that was drained out of the old compressor.

6.10 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. Belt 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

It could also be a bad clutch too. 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
5. Bad clutch 5. Replace compressor
6. Over tension on compressor 6. Replace drive belt and retension
drive 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

The following diagrams are provided as a reference to support troubleshooting of

the refrigerant system. Other environmental conditions can cause differences in
pressure readings that are outside of the guidance provided. Only a technician
who is MAC certified and has been trained in the theory and operation of a R134a
refrigerant system should perform maintenance and troubleshooting of the
system.
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
90°F (32°C)
80
60 A-Normal System
F Receiver/Dryer restricted
D E-Expansion Valve stuck open
A performance
B
NORMAL
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
C considered as an aid to
diagnostics not a single source.
100 200 300

High-Pressure

7.0 AUTOMATIC CLIMATE CONTROL SYSTEM

7.1 OVERVIEW
The Automatic Climate Control System (ACCS) for the Cessna 350/400 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 heater and air conditioning
blower speed by utilizing pulse width modulation control circuitry.
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 for cooling. 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.

7.1.1 Control head functions
The temperature display can be

switched from °C to °F (and vise versa)
by one of the following methods:
1. Press and hold the temperature
“+” and “-“ buttons simultaneously.
OR
2. Press and hold the OAT button. At
the same time press either of the
temperature UP or DOWN buttons. Turns the compressor “mode” On or
Off. Pressing this button “toggles” the
compressor “mode” selection On and
Off.
Displays outside
Raises cabin
air temperature
temperature in 1°
for 5 seconds.
increments.
Raises fan speed.
Possible in all Mode
selections. Speed is
indicated as a
percentage in the
display for 5 seconds
after the selection is
made.
Lowers cabin
Lowers fan speed.
temperature in 1°
Possible in all Mode
increments.
selections.
-Defog Mode-
Turns ACCS The majority of the air is directed to
off. the windscreen. Pressing this button
“toggles” the defog mode on and off.
Turns ACCS on.

Resumes present
mode and
temperature.
-Automatic Mode-
All functions are controlled
automatically. All previously selected
manual settings are cancelled.

7.2 DIAGNOSTICS
7.2.1 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 “Maintenance and Repair”, section 6.0 for
additional information.
7.2.2 Fault Display Codes:
Fault Information Correction

Code
E00 No Faults -
E01 Cabin Temp Sensor-Shorted Check cabin temp sensor wiring and sensor for correct
operation. Refer to temperature/resistance graph, section
8.2.3
E02 Cabin Temp Sensor-Open Check cabin temp sensor wiring and sensor for correct
operation. Refer to temperature/resistance graph, section
8.2.3
E03 Evap Temp Sensor-Shorted Check evaporator coil temp sensor wiring and sensor for
correct operation. Refer to temperature/resistance graph,
section 8.2.5
E04 Evap Temp Sensor-Open Check evaporator coil temp sensor wiring and sensor for
correct operation. Refer to temperature/resistance graph,
section 8.2.5
E05 Not Currently Used -
E06 Not Currently Used -
E07 OAT Sensor-Shorted Check OAT sensor wiring and sensor for correct operation.
Refer to temperature/resistance graph, section 8.2.4
E08 OAT Sensor-Open Check OAT sensor wiring and sensor for correct operation.
Refer to temperature/resistance graph, section 8.2.4
E09 Not Currently Use -
E10 Heater Blend Air Actuator-Open Check actuator sensor wiring and sensor for correct
operation.
E17 No Communication with ECU Check ECU wiring and system circuit breakers for correct
operation.
7.2.3 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 7.2.1).
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.

7.2.4 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 7.2.3).
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.
7.2.5 Parameter-Programming Function

–DELETED-

7.2.6 Cabin Temperature Sensor Resistance vs. Temperature Curve
Resistance
KΩ
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

7.2.7 Outside Air Temperature Sensor Resistance vs. Temperature Curve
Resistance
KΩ
19
17
15
13
11
1
10 20 30 40 50 60 70 77 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
7.2.8 Evaporator Coil Temperature Sensor Resistance vs. Temperature Curve
Resistance
KΩ
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

APPENDIX A
DICTIONARY OF TERMS
ACCS Automatic Climate Control System

AUTO Automatic
Defog
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.


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SEAMECH INTERNATIONAL, INC.

VAPOR CYCLE AIR CONDITIONING WITH AUTOMATIC CLIMATE CONTROL

INSTRUCTIONS FOR CONTINUED AIRWORTHINESS

Cessna Aircraft Company

Seamech International, Inc.

All rights reserved. All information contained in

Always check Technical Service Bulletins and

SEAMECH INT’L, INC. PAGE 2 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INTERNATIONAL, INC.

B Multiple -Updated various procedures for reasons of clarification and 04/02/2005

C 35-36 -Added advanced diagnostics to document for improved 04/29/2005

F 33 - Updated information to switch the control head display from C° to 02/28/06

G -All reference to Columbia changed to “Cessna” or “Cessna 4/20/2009

SEAMECH INT’L, INC. PAGE 3 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INTERNATIONAL, INC.

SEAMECH INTERNATIONAL, INC.

SEAMECH INT’L, INC. PAGE 5 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INT’L, INC. PAGE 6 OF 45 ICA-VCS AIR COND. SERVICE

1.0 INTRODUCTION ......................................................................................................... - 9 -

SEAMECH INT’L, INC. PAGE 7 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INT’L, INC. PAGE 8 OF 45 ICA-VCS AIR COND. SERVICE

• Avoid breathing R-134a air-conditioner refrigerant and lubricant vapor or mist.

• Do not intentionally drop, puncture or incinerate refrigerant containers.

• The evaporation rate of R-134a refrigerant at average temperature and altitude is

SEAMECH INT’L, INC. PAGE 9 OF 45 ICA-VCS AIR COND. SERVICE

• Caution: Liquid refrigerant is corrosive to metal surfaces. Follow the operating

3.0 SYSTEM SERVICE PRECAUTIONS

Hose Size Minimum Bend Radius

• Position refrigerant lines so to avoid exhaust components, flight controls, or items

Tube O.D. Thread Size Torque

Trinary Switch Torque: 7 Ft-lbs.

SEAMECH INT’L, INC. PAGE 11 OF 45 ICA-VCS AIR COND. SERVICE

4.0 SYSTEM DESCRIPTION

Refrigeration Cycle of the Columbia 350/400. -Compressor-

SEAMECH INT’L, INC. PAGE 13 OF 45 ICA-VCS AIR COND. SERVICE

ECS SHUT FRONT SEAT

SEAMECH INT’L, INC. PAGE 14 OF 45 ICA-VCS AIR COND. SERVICE

#8 Discharge fitting 15-20 ft/lbs

The Cessna 350/400 utilizes a swash or wobble-plate-type axial compressor. The

SEAMECH INT’L, INC. PAGE 15 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INT’L, INC. PAGE 16 OF 45 ICA-VCS AIR COND. SERVICE

Replacement evaporator assemblies from the Parts Department will be shipped as an

SEAMECH INT’L, INC. PAGE 17 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INT’L, INC. PAGE 18 OF 45 ICA-VCS AIR COND. SERVICE

The tightening torque for the trinary switch is 7 Ft-lbs.

Cabin Temperature Sensor

SEAMECH INT’L, INC. PAGE 19 OF 45 ICA-VCS AIR COND. SERVICE

Outside Air Temperature Sensor

Defog/Floor Vent Valve Assembly

SEAMECH INT’L, INC. PAGE 20 OF 45 ICA-VCS AIR COND. SERVICE

ECS Shut-Off Valve Assembly

Heater Temperature Actuator

SEAMECH INT’L, INC. PAGE 21 OF 45 ICA-VCS AIR COND. SERVICE

SEAMECH INT’L, INC. PAGE 22 OF 45 ICA-VCS AIR COND. SERVICE

4.1 AIR DISTRIBUTION

4.1.1 Air Conditioning

SEAMECH INT’L, INC. PAGE 23 OF 45 ICA-VCS AIR COND. SERVICE

5.0 SYSTEM EVACUATION AND CHARGING PROCEDURE

5.1 SPECIAL TOOLS AND EQUIPMENT

• Synthetic POE (ester) Refrigerant Oil, 2 fluid oz.

5.2 INITIAL REFRIGERANT EVACUATION PROCEDURE

5.2.1 Air Conditioner Oil

5.2.2 System Evacuation Procedure