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CESSNA SINGLE ENGINE/LIGHT TWIN PRESSURIZATION

THIS PROGRAM IS ,-RESENTED BY CESSNA TECHNICAL TRAINING IN ORDER TO

PROVIDE A THOROUGH UNDERSTANDING OF THE THEORY, OPERATION, AND MAINTENANCE
DF THE PRESSURIZED CENTURION AND PRESSURIZED SKYMASTER.

COMPDNENT LOCATIONS, FUNCTIONS, INTERCONNECT BETWEEN COMPONENTS, AND KEY

MAINTENANCE REQUIREr1ENTS WILL BE DISCUSSED IN DETAIL THROUGHOUT THE
WORKBOOK, FILMSTRIP/TAPE PRESENTATION.

THIS PROGRAM DISCUSSES THE PRESSURIZATION SYSTEMS IN GENERAL WITHOUT

PROVIDING SPECIFIC DETAILS ACCORDING TO AIRCRAFT SERIAL NUMBERS.

THERE

ARE SOME DIFFERENCES IN THE SYSTEMS AND THESE DIFFERENCES ARE SPECIFIED
IN THE PUBLICATIONS WHICH MUST BE USED TO INSPECT AND MAINTAIN THESE
AIRCRAFT _ THE REQUIRED PUBLICATIONS ARE:

PRESSURI ZED CENTURION SERV ICE MANUAL

PRESSURIZED CENTURION PARTS CATALOG
PRESSURIZED CENTURION PILOTS OPERATING HANDBOOK
PRESSURI ZED SKYMASTER SERV ICE MANUAL
PRESSURIZED SKYMASTER PARTS CATALOG
PRESSURI ZED SKYMASTER PILOTS OPERATING HANDBOOK

TABLE OF CONTENTS

SECTION 1

1-1

WHY PRESSURIZE

1-13

REVIEW QUESTIONS

SECTION 2

SECTION 3

2-1

PRESSURIZED CENTURION
AIR DISTRIBUTION SYSTEM

2;:?i

PRESSURIZATION CONTROL SYSTEM

2 -11

INSTRUMENTS AND WARNING DEVICES

2-13

REV I E~J QU ESTI ON S

2-17

PRESSURIZED SKYMASTER

3-1
SYSTE~l

FRONT AIR DISTRIBUTION

REAR AIR DISTRIBUTION

SECTION 4

SECTION 5

SYSTEt~

3-3

3 -7

PRESSURIZATION CONTROL SYSTEM

3-9

REVIEW QUESTIONS

3-11

COMPONENT OPERATION

4-1

OUTFLOW VALVE - ISOBARIC CONTROL MODE

4-1

OUTFLOW VAL VE - DIFFERENTIAL CONTROL MODE

4- 3

CONTROLLER

4- 7

SAFETY VALVE

4-11

SYSTEM OPERATION

4 -15

REVIEW QUESTIONS

4-21

INSPECTION

5-1
5-1

MAINTENANCE

5-3

TROUBLESHOOTING

5-11

FINAL REVIEW QUESTIONS

5 -15

INSPECTION AND MAINTENANCE

SECTION I - WHY PRESSURIZE?

Generally speakin9, most light piston-driven aircraft in today's general

aviation fleet are flown at low altitudes due to the economics of this
type aircraft (cost vs. number of passengers, range and altitude).

The exception is the turbocharged piston-driven aircraft.

Turbocharged

aircraft are flown at higher altitudes where it is more economical to

operate (at high altitudes a turbocharged piston-driven aircraft will
burn less fuel for a given airspeed than it does for the same airspeed
at lower altitudes).

In other words, at higher altitudes the aircraft

becomes more efficient.

In addition, bad weather and turbulence can

be avoided by flying above the weather in relatively smooth air; "no

lumps and bumps".

This can be accomplished with increased passenger

comfort if the aircraft has a pressurization system.

Let us consider the composition of the earth's atmosphere.

The air we

breathe is made up of 78% Nitrogen, 1.1% inert gases and only 20.9%
Oxygen.

This proportion remains constant throughout the entire atmosphere.

However, as we climb in altitude, the air becomes less dense, resulting

in an oxygen deficiency.
, / INERT GASES
_---T-r-_

OXYGEN

NITROGEN

1-1

Standard day atmospheric pressure at sea level is 14.70 PSI or 29.92

inches of Hercury.

The following chart illustrates the relationship between altitude and

pressure:
AL nTUDE

.
"

'

..

,;' ." . :~.A,..:.

PSI

INCHES OF HG.

30,000 ............................ 4.36 .......... 8.87

29,000 ................ '. . . . . . . . . . .. 4. 56. . . . . . . . .. g. 28
28,000. . . . . . . . . . . . . . . . . . . . . . . . . . .. 4. 77 . . . . . . . . .. 9. 71
27,000 ............................ 4.99 .......... 10.16
26,000 ............................ 5.21. ......... 10.60
25,000 ............................ 5.45 .......... 11.09
24,000 ............................ 5.69 .......... 11.58
23,000. . . . . . . . . . . . . . . . . . . . . . . . . . .. 5. 94 .......... 12.09
22,000. . . . . . . . . . . . . . . . . . . . . . . . . . .. 6.20 .......... 12.62
21,000 ............................ 6.47 .......... 13.17
20,000 ............................ 6.75 .......... 13.74
19,000 ............................ 7.03 .......... 14.31
18,000 ............................ 7.33 .......... 14.92
17 ,000. . . . . . . . . . . . . . . . . . . . . . . . . . .. 7. 64 .......... 15 . 55
16,000 ............................ 7.96 .......... 16.20
15,000 ......... ; .................. 8.29 .......... 16.87
14,000. . . . . . . . . . . . . . . . . . . . . . . . . . .. 8. 62 .......... 17 . 54
13,000 ........................... , 8. 98 .......... 18.28
12,000. . . . . . . . . . . . . . . . . . . . . . . . . . .. 9.34 .......... 19. 01
11,000 ............................ 9.72 .......... 19.78
10,000 ............................ 10.10 .......... 20.56
9, ODD .......................... 10.51. ......... 21. 39
8, 000 ............................ 10.91. ......... 22.21
7,000 ............................ 11.34 .......... 23. 08
6,000 ............................ 11. 77 .......... 23.96
5,000 ............................ 12.22 .......... 24.87
4,000 ............................ 12.71 .......... 25.87
3,000 ............................ 13.21 .......... 26.89
2,000 ............................ 13 .71 .......... 27 .90
1, aDO ....... , ............. 14.20 .......... 28.90
Sea Level ......................... 14.70 .......... 29.92

With respect to the air at high altitudes, the proportion of the oxygen
remains the same, but the quantity of the oxygen per given volume of air
becomes 1 ess.
PRESSURE AND DENSITY ARE DIRECTLY PROPORTIONAL.

AS ALTITUDE

INCREASES, PRESSURE DECREASES, AND LIKEWISE, AIR DENSITY DECREASES.

1-4

To illustrate the effects of altitude, consider for a moment a person

in a sealed capsule with no ambient air influence.

As soon as his

oxygen supply diminishes, he will experience some discomfort, will

suffer from fatigue and becomes irrational.

If he is not supplied

with oxygen soon, his physical and mental performance will be seriously
affected.

If the capsule is opened, and air is allowed to enter, a

person can survive in relative comfort at LOWER altitudes.

But suppose we now take the capsule to HIGHER altitudes.

Since the

air pressure and air density is equal both inside and outside the capsule,
the person inside the capsule will again experience discomfort and fatigue
due to lack of oxygen.

This lack of oxygen is called "HYPOXIA".

The

effects of hypoxia can be serious if a lower altitude environment is not

encountered soon.

The following chart summarizes the most common symptoms of hypoxia:

AL TITUOE

TIME OF EXPOSURE

10,000' to
14,000'

Severa 1 Hours

Headache, fatigue, deterioration

of physical and mental performance.

15,000' to
18,000'

30 Minutes

Impairment of judgment, euphoria,

disregard for sensory perceptions, poor coordination, sleepiness, dizziness

20,000' to
35,000'

5 Minutes

Same symptoms as 15,000' to

18,000' but more pronounced

35,000' to
40,000'

15 to 45 Seconds

Immediate unconsciousness
(with little or no warning)

SYMPTOMS

As you can see, a person subjected to an environment of significantly

reduced air pressure, similar to that found at high altitudes, would only
be of use as a crew member for an extremely short time.

COMPRESSOR

1-6

One solution would be to provide the person inside the capsule with
supplemental oxygen.

However, this is only a short term remedy.

When

the oxygen supply is exhausted, the crew member once again suffers from
hypoxia.

The easiest solution would be to keep the capsule at a LOWER altitude

where normal activities can continue.

This is not always practical.

Per-

haps if we take a look at the laws of physics, we might find a suitabl e

solution.

If we compress air, we can INCREASE its pressure and at the same

time INCREASE its density.

Thus, if we can compress ambient air and

duct it into our capsule, we can produce an "artificial atmosphere" having

the same pressure as that of .a lower altitude, and thus provide the needed
oxygen, regardless of altitude.

Obviously, if we introduce compressed air into a sealed capsule, we will

increase the pressure, and likewise the oxygen supply, but what happens
to the capsule structure?

If we OVER-pressurize the capsule, structural

damage is likely to occur.

To preclude this possibility, we need a means

of controlling the pressure.

We could provide a means to regulate the air entering the capsule; then
the pressure would increase, but the air in the capsule would soon become
depleted of oxygen since the air is not moving through the capsule.

By

adding an OUTFLOW VALVE to our capsule, we can regulate the pressure inside
by controlling the outflow of air from the capsule, as well as exchanging
the air in the capsule by creating air flow.

To increase pressure,

the OUTFLOW VALVE would close, and to DECREASE the pressure, the OUTFLOW
VALVE would open.
1-7

COMPRES

r=====rv '-~==-=i. CCNTROOER

1-8

We can monitor the pressure inside our capsule by the use of a DIFFERENTIAL
PRESSURE GAUGE.

It would be referenced to the INSIDE pressure as well as

the OUTSIDE pressure, so it would indicate the difference between the

two references and thus show cabin differential pressure.

The pressure in the capsule is now regulated by the position of the outflow
valve.

But what would happen if the outflow valve were to stick closed?

One of two choices are available.

First, we could turn off our compressor,

which would eventually lead to our original problem--NO OXYGEN; or secondly,

we could install a second outflow valve.
referred to as the SAFETY VALVE.

This back-up outflow valve is

It is merely a redundant feature in our

pressurization system for the.purpose of insuring safety, and preventing

serious damage to our capsule.

Now that we can control the pressure in our capsule, what about the task
of flying the aircraft?

We need a means of automating and selecting our

system pressure to relieve the flight crew of manual pressure regulation

and monitoring .

. By adding a CONTROLLER, an ON-OFF SWITCH and a SAFETY SOLENOID in the system,

automatic monitoring of pressure and safety is accomplished.

The CONTROLLER

permits selection of any desired cabin pressure between sea level and
10,000'.

It monitors the pressure altitude inside the capsule, and at the

same time, controls the outflow valve to a position that maintains a

selected cabin pressure altitude.

,r

1-9

The SAFETY SOLENOID is controlled by an ON-OFF switch, which in turn,

controls the safety valve.

When the switch is in the "ON" position

(PRESSURIZE MODE) the SAFETY SOLENOID is de-energized allowing the

safety valve to close and the capsule will pressurize.

With the

switch in the "OFF" position, (NON-PRESSURIZE MODE) the SAFETY SOLENOID

is energized, which allows the safety valve to open, thus DE-PRESSURIZING
the capsul e.

THIS CONCLUDES SECTION ONE.

ANSWER THE QUESTIONS ON THE FOLLOWING PAGES.

1-11

[~l~~]

PRESSURIZED

PRESSURIZED CAPSULE

SECTION 2 - PRESSURIZED CENTURION

As this point in your workbook, you should be fairly well acquainted with
the pressurization system components and their immediate function.

Under-

standing WHY pressurization is important, gives you the basis from which
the purpose of each component can be further detailed.

Previously, we discussed the capsule in which pressurization took place.

Let's take a closer look at this capsule, its boundaries, construction,
and related components.

The pressure capsule is the cabin area of the Pressurized Centurion bounded
by the firewall on the front and extending to the aft cabin pressure
bulkhead.

The cabin floor, just aft of the rear doorpost, becomes the

bottom boundary, while the outer skins compose the remainder of our
"sea 1ed capsul e".

Li ke the 1arger twin Cessnas, the Pressuri zed Centuri Of]

is built on a "fail-safe" construction principle.

If anyone structural

part in the pressure capsule should fail, the remainder of the capsule would
remain intact and functional.

Double-row riveting, back-to-back formers,

added reinforcement members, and heavier-gauge channels are items that

provide the necessary strength to withstand the internal forces of pressurization.

This construction method gives the Pressurized Centurion the same

exceptional safety margin as cabin-class twin-engine aircraft.

Increased

rel iabil ity, safety, and infinite service 1 ife are the resul ts of "fail-safe"
construction.

2-1

1. Door Seal.
2. Window Seal (Foul Weather)
3. Windshield.

CABIN DOOR SEAL INSTALLATION

Cabi n Pressure

C)

Control
Cabl e

LABYRINTH CABLE SEAL

1.

Rivet

2.

Retainer

2.

Ski n

3.

Seal

PRESSURE DRAIN SEAL

2-2

Cabin sealing is accompjished in the same manner as the larger twins.

First, the skins and formers are aligned and held in place securely, while
all holes are drilled and reamed.

The skins are removed and sealant is

uniformly applied to the bare formers, then the skins are reinstalled.
While the sealant is still workable, the formers and skins are riveted
in place, resulting in an air-tight assembly.

Should.repair to the

cabin pressure capsule be necessary, detailed instructions are outlined

in the Pressurized Centurjon Service Manual.

Special types of sealants

are used in different areas of the pressure capsul e, so consul t the Service
Manual for proper sealant usage.

Not only does the pressure capsule require special sealing, but so does
the cabin door and emergency exit.
provide pressure retention.

The seals are specially designed to

They are inflated from the cabin side by

pressurized air which enters through holes in the hollow seal.

Inflating

the seals causes them to expand against the cabin door, emergency exit
and.fuselage structure for positive sealing.

Pressurization has necessitated other changes in the Pressurized Centuiron .

. Stronger doors, redundant safety latches, and changes in window design
provide safety and reliability.

Where cables and rods exit the pressure capsule, special labyrinth seals
are installed to limit the escape of pressurized air from the cabin.

PRESSURE DRAIN SEALS are located in the lower skin of the fuselage.

In

the "unpressurized mode", the seal is relaxed and will allow moisture to
drain from the fuselage.

In the "pressurized mode", the seal expands

and closes the drain holes to prevent loss of pressurization.

2-3

PRESSURIZED CENTURION
.:""- ENGINE

AIR

SOURCE

....---...

PRESSURE
CAPSULE

FLOW
LIMITER

2-4

AIR DISTRIBUTION SYSTEM

Pressurization begins with compressed air.

The source of this compressed

air is the exhaust-driven TURBOCHARGER, located on the lower right-hand

side of the engine.

The primary function of the turbocharger is to provide

the engine with compressed air for high altitude operation.

The turbocharger compresses air into the "UPPER DECK SYSTEM", which is the
duct system between the compressor section of the turbocharger and the
throttle plate of the induction system.

A portion of this "UPPER DECK

AIR" is extracted and routed to the cabin for pressurization.

The SONIC VENTURI is the means by which air is extracted from the upper
deck.

It functions as a fixed bleed-air orifice (flow limiter) to limit

the amount of air taken from the upper deck, to prevent a deficiency of
air to the engine.

Compressing the air causes the temperature of the air to increase.

the air from the compressor section is very warm.

Thus

If this hot air were to

be routed directly to the cabin, it would provide a source of heat for

the cabin.

If heabing the cabin is NOT desired, the air can be cooled before entering
the cabin by the HEAT EXCHANGER, located on the lower 1 eft-hand side of
the engine compartment.

The HEAT EXCHANGER operates like a radiator.

Ambient air flows through the fins of the heat exchanger, around the core,
and exhausts overboard.

The cool ambient air has thereby cooled the air

2-5

PRESSURIZED CENTURION

~
7 ...

]I'" ENGINE
AIR

_SD_U_R_C_E--/I

PRESSURE
CAPSULE

OVERBOARD ' - - - - - - '

2-6

inside the core of the heat exchanger, and cool compressed air is allowed
to enter the cabin.

An air scoop in the lower forward left side of the

nose structure, and an exhaust scoop located in the lower side cowl panel
assures a high volume of ambient airflow through the heat exchanger.

A valve is included as part of the heat exchanger installation to enable

the pilot to select either warm or cool airflow through the heat exchanger.
In the "warm" position, the valve directs heated air from the engine
exhaust shroud through the heat exchanger.

A PUSH-PULL control, 1 abel ed

"CABIN HEAT" is located on the lower right side in the instrument panel.
This control operates the "air selector" valve in the heat exchanger
assembly for cabin temperature control.

After passing through the heat exchanger, pressurized air is routed into
the cabin through a MANUAL DUMP VALVE PLENUM, located on the forward
side of the firewall.

When the MANUAL DUMP VALVEi s opened, the pressuri zed

air is routed overboard.

this option.

A push-pull control in the cabin gives the pilot

In the event contaminated air enters the cabin, the MANUAL

.DUMP VALVE should be opened to route the contaminated air overboard.

With the MANUAL DUMP VALVE closed, pressurized air enters the cabin through
a flapper-type INLET CHECK VALVE installed on the aft side of the MANUAL
DUMP VALVE PLENUM.

In the event of a loss of incoming pressurized air,

the check valve will trap pressurized air in the cabin and prevent backflow.

Loss of pressurized air could be the result of an engine malfunction

or if the MANUAL DUMP VALVE is opened.

2-7

CODE

(J (J
11111111111111111

RAM AIR FLOW

HEATED RAM AlA FLOW
STATIC AIR

CABIN HEAT VALVE

PRESSURIZED AIR
FROM TURBOCHARGER
PRESSURIZED AlA VENTING
FROM CABIN

HEAT EXCHANGER

ELECTRICAL CONNECTION
-------

CABIN PRESSURE CHECK VALVE

PRESSURIZED AIR DUMP VALVE

---.'2~~~lf
I~~_~C~~~~~~

DrVERTER VALVE

TURBOCHARGER COMPRESSOR SECTION

SONIC VENTURI iFLOW lIMITERI

it:;:;-.-;-."".r>::~~4-'::::~ DEFAOSTER VALVE AND OUTLETS

, . ------,...L-J~:, j:~~'t~~r'P"CABIN
HEAT. DEFROSTER
AND
,
VENTILATING
AIR CONTROLS

PRESSURIZED AIR DUMP VALVE

CONTROL HANDLE

FLOOR LEVEL OUTLETS

MECHANICAL CONNECTION
PNEUMATIC CO-NNECTION

IJ~~~-j

--

/ \ "-

CABIN

CA31N PRESSURE CHECK VALvE

::ABIN PRESSURE CHECK VALVE
OVERHEAD DIRECTIONAL OUTLETS

OVERHEAD DIRECTIONAL OUTLETS

TO
TO CAB I~ PRESSURIZATION
SWITCH

ALTITUDE SELECTOR
CONTROL
OUTFLOW VALVE

SAFETY/DUMP VALVE

2-8

After passing through the inlet check valve, the pressurized air enters
a DIVERTER CHAMBER.

A valve within the diverter assembly is operated

by a push-pull control labeled FLOOR-OEFROST/OVERHEAD.

The valve directs

the airflow from the diverter assembly to either the floor registers or
to the overhead outl ets.

When the "CABIN HEAT" control is in the "COOL"

mode, the air may be ducted to both the floor registers and the overhead
outlets.

When the control is in the "CABIN HEAT" mode, the warm air is

ducted through the floor level outlets only.

This is accomplished by an

interconnect between the "FLOOR/OVERHEAD" control and the "CABIN HEAT"

control.

DEFROST air to the windshield is taken from the floor level distribution
system.

Fresh air is routed into the cabin when pressurization is not in use.
Leading edge openings located in the wings provide cool air which is
ducted into the cabin through CABIN PRESSURE CHECK VALVES.

There are

two valves; one per wing, located above each of the two forward seats
along the wing butt line.

Their function is to provide fresh air when

in the depressurized mode and to automatically close when the cabin is

pressuri zed.

NOTES

2-9

PRESSURIZED CENTURION
,E-.,EHGINE

~
...;:;q,.

OUTFLOW

...----..,

AIR
SOURCE

VALVE

PRESSURE
CAPSULE

FLOW
LIMITER

" -,"--_....1

"----'

_-_...1

\..

OVERBOARD .....

PRESSURIZATION SYSTEM

N~'

~
~

CABIN
PRESSU AE

PRESSURE

ON

...,...-L?-1D-_ _.J.
411

IF 5

DEPRESSURIZE

PRESSURIZE

I
I
I

L_I_ J

-SAFETY VALVE SOLENOID-ELECTRICAL SCHEMATIC

2-10

~
~"

>II

PRESSURIZATION CONTROL SYSTEM

To this point, we have discussed how air is INTROOUCEO into the cabin
providing cabin pressurization.

How pressurization is regulated and

controll ed will be the topic of the next discussion.

To provide an effective means of controlling cabin pressurization, an

OUTFLOW VALVE is installed in a recess in the upper aft cabin pressure
bulkhead.

By locating the outflow valve in the aft section of the cabin,

we produce a more effective exchange of air.

Air enters the front of the

cabin and exits the rear.

When the outflow valve is mentioned, the SAFETY VALVE should also be
recalled.

The function of the SAFETY VALVE is to relieve cabin

pressure should the outflow valve malfunction.

It is located next to

the outflow valve on the aft cabin pressure bulkhead.

It also incorpor-

ates a means of keeping the cabin de-pressurized when pressurization is

not desired.

A SAFETY SOLENOID is incorporated in the SAFETY VALVE itself,

thereby directly controlling the position of the safety valve.

~abin

When the

pressurization switch located to the left of the controller is in

the "OFF" position, the SAFETY SOLENOID is energized, opening the SAFETY
VALVE, and thereby maintaining an unpressurized cabin.

Conversely, when

the switch is in the "ON" position, the safety solenoid is de-energized,

allowing the safety valve to close and the cabin to pressurize.

"

DD NOT CONFUSE THE TWO VALVES!

The safety valve incorporates a safety

solenoid and the outflow valve is connectet: "the controller by a

pol ethylene tube.

Both valves are accessible by removing the interior

panel at the aft pressure bulkhead.

A cabin pressurization CIRCUIT BREAKER is provided to protect the electrical portion of the pressurization system.

To select cabin altitude and meter reference pressure to the outflow

valve, a CONTROLLER is installed on the lower left instrument panel
within easy reach of the pilot.

This is the "BRAINS" of the pressurization

system.

CONTROLLER

INSTRUMENTS AND WARNING DEVICES

To monitor the pressurization system, there are two gauges that indicate cabin pressure altitude, cabin altitude rate-of-climb, and cabin
differential pressure.

.:.~::.r.:.!x=
::::~!.(;.,;

Pt(q:f

.:.::::~~

.;-.=.~;:.

.:.t~

I
I __ - TO PRESSURIZED
AIR DUMP VALVE

TO OUTfLOW VALVE
TO SAFETY/DUMP VALVE

PRESSURIZATION SYSTEM CONTROLS AND INSTRUMENTS

CABIN ALTITUDE WARNING LIGHT

2-14

CABIN ALTITUDE and DIFFERENTIAL PRESSURE are combined into one instrument.
The large needle indicates cabin pressure
, altitude, or the artificial
altitude created by the pressurization system. The smaller needle
indicates cabin differential pressure.

DIFFERENTIAL PRESSURE is the

difference in pressure between the inside and outside of the pressure

capsule.

A source from each pressure is referenced to the differential

pressure gauge.

The MAXIMUM CABIN DIFFERENTIAL PRESSURE is indicated

by a "red-l ine" at 3.35 PSI.

The second instrument associated with cabin pressurization is the

CABIN RATE-OF-CLIMB INDICATOR.

It is located on the

1 eft

instrument panel above the dump valve control handle.

side of the

It is vented

directly to the cabin and senses changes in pressure within the

cabin to show cabin rate-of-climb or descent.

A CABIN ALTITUDE WARNING LIGHT is incorporated to indicate when the cabin

pressure altitude reaches and exceeds 12,400

100 ft.

The light is

controll ed by a barometric pressure'switch locateJ forvJard of the instrument panel.

When this light illuminates, it reminds the pilot of

OXYGEN REQUIREMENTS necessary when the cabin altitude is in excess

of 12,400 ft.

The switch will reset at an altitude of apprOXimately

11,700 ft.

THIS CONCLUDES SECTION TWO.

ANSWER THE QUESTIONS ON THE FOLLOWING PAGES.

H::::::~ PRESSURIZED

......................................
........ . ... . . . ...... ...................
.
....... .........................................
. .
.
.
.
.
.
.
.
.
..
.
........................................
..... . .. ......................................... ..
~~.c:..::::: ::: :::::::::::: ::: ::: ::: :::::: :::::: :::::::::
.......... .... .. .... ....... ..........................................
......................................... ..
..... .. ..........................................
...... ......... ...... ...............
. . . . .. ...................
. . .. ... . . ... . . .. . .. ..........
..............
.... ........
..............
.
.................
.
...........
.. ............. .. .................
. ........... ...
......................
.............................
... . . . . .......... .... . . . . . .. . ... . . . ... . ........... .
:::::::::::: ..... :::: .. ::::::: ..................... .
............ ~~

PRESSURIZED CAPSULE

SECTION 3 - PRESSURIZED SKYMASTER

In this section, you will be able to relate the components of the Pressurized Centurion to those of the Pressurized Skymaster with only a few minor
differences.

The major difference becomes immediately apparent when comparing the two
aircraft.

The Pressurized Skymaster utilizes airflow from TWO engines.

One can basically assume that there will be TWO of each component in
the DUAL AIR DISTRIBUTION SYSTEM.

The Pressurized Skymaster has a pressure capsule beginning at the forward

firewall, and extends to the forward side of the rear firewall.

The

outside skins are the boundaries for the pressure capsule in all areas,
except the area directly over the main landing gear strut wells.
this area, the cabin floor becomes the boundary.

In

PRESSURE DRAIN SEALS

are located in the lower skin of the fuselage.

The pressure capsule of the Pressurized Skymaster is constructed in the

same manner as the Pressurized Centurion in that "FAIL-SAFE" methods
are employed, and sealing techniques are the same.

LABYRINTH SEALS

are used wherever cables exit the pressure capsule.

Cabin pressurization is provided by both the front AND rear engines in

normal operation, but pressurization can be easily maintained from the
airflow produced by only one engine.

~
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U)>LU~

0::u)
0..

'"'"

'"
1;

.-_.- 1:0
W

t
w

Cl
Z

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0::

u..

FRONT AIR DISTRIBUTION

The front turbocharger is located on the lower right side of the engine,
and is accessible by removing the lower right cowl panel.

Compressed air

is routed from the turbocharger into the "upper deck system", extracted
by the SONIC VENTURI (flow limiter) and routed through the front AIR
SELECTOR VALVE.

The AIR SELECTOR VALVE permits selection of either cool or warm pres surized air to enter the cabin. depending on the position of the front "PRESS
AIR TEMP" control located on the instrument panel.

If the control is in

the "COOL" mode. the air is directed through the HEAT EXCHANGER. where it
is cooled by ram ambient air and then routed to the cabin.

The scoop

for ram air to the heat exchanger is located in the left cowl nose cap.

When the "PRESS AIR TEMP" control is in the "WARM" mode, the CABIN AIR
SELECTOR routes pressurized air through the cabin combustion heater. rather
than through the heat exchanger.

The heater can then be operated if additional

cabin heat is desired.

After the air passes through either the cabin heater or through the heat
exchanger. the air is then routed through the front MANUAL DUMP VALVE
PLENUM. through the FIREWALL INLET CHECK VALVE. and into the cabin through
the defrost network and cabin floor outlets.

Standard equipmental so includes a recirculating blower located beneath

the instrument panel on the left side of the forward firewall.

The only

purpose of the blower is to circulate cabin air back through the heater
when operating in the "HEAT" mode. or through ventilators above the radios

,0

18

REAR AIR DISTRIBUTION ......

11

11

11

19 ----{,:::~~-::

~;;>:------11

~13

18

14
19

13
11

11

10

9
-+-

1. Blower
2. Firewall Shutoff
Valve
3. Diverter Valve
4. Inlet Valve
5. Recirculation Tube
6. Heater Assembly
7. Adapter
B. Inlet Duct
9. Heat Exchanger

FRONT AIR DISTRIBUTION

10. Adapter
II. Air Selector Valve
12. Venturi
13. Copilot Outlet
(Heater)
14. Defroster Outlet
15. Auxiliary Ventilation
Outlet
16. Floor Level Outlet

17.
lB.
19.
20.
21.
22.
23.

Selector Assembly
Overhead Outlets
Afr Scoop
Diverter
Air Dump Valve
Outflow Valve
S,fety Valve
24. Stop
25. Control Assembly
26. Control Cable.

PRESSURIZATION AIR DISTRIBUTION SYSTEMS

3-4

when operating in the "COOL" mode.

It a 1so i ncorpora tes a FIREWALL SHUT -OFF

VALVE which closes to prevent loss of pressurization when the front DUMP
VALVE is opened for rear engine

operations.

All the selector valves

are manually operated by slide controls, located on the lower mid-right

instrument panel.

The front and rear dump valve controls are located on

the right side of the pedestal.

PRESSURIZED AIR
DUMP VALVE CONTROLS

HEATING AND VENTIL'ATING CONTROLS

----..,

PRESS AIR TEMP

FRONT

t: : d-I
I

PULL TO

DUMP

REAR-,

WARM

DEfROST

Off

fWD PASS
AUX AIR
--~

HIGH

LFII.ONT..J
CABIN PRESS
AIR

HEATER TEMP

REAR'

COOL

lOW
Off

~'I

. ...J

HEATER

START

--1 -,

RUN
Off

.J

WARM,

'I

L,~
HOT

ON

I
L - - - -

TO REAR PRESSURIZATION AIR SELECTOR VALVE

1 - - - - - - - _ TO FRONT PRESSURIZATION AIR SELECTOR VALVE

- - - - - - - TO FRONT PRESSURIZED AIR DUMP VALVE AND

FIREWALL SHUTOFF VALVE
- - - - - - - - T O REAR PRESSURIZED AlA DUMP VALVE

CODE
RAM AIR FLOW

STATIC AIR
PRESSURIZED AIR

FRONT ENGINE

FROM FRONT TURBOCHARGER

PRESSURIZED AIR
fROM REAR TURBOCHARGER

HEAT EXCHANGER _ _ _ I

~illN"zx.rH

AIR SELECTOR VALVE

!1II!iJ'!I!WliJiJ%!iiil

RECIRCUlA TlNG PRESSURIZED

AIR FROM CABIN

PRESSURIZED AIR VENTING

FROM CABIN

AIR FLOW CHECK VALVE

COMBUSTION HEATER

---l!!iltrf

ELECTRICAL CONNECTION
MECHANICAL CONNECTION

COOL AIR BYPASS TUBe

PNEUMATIC CONNECTION

GROUND PAESSURIZATION
PRESSURE TEST PORT

'cm'''lESSORSECT10N OF TuRBOCHARGER
SONIC VENTURI {fLOW LIMITER}

RECIRCULATION BLOWER CHECK VALVE

--

FIREWALL SHUTOFF VALVE

~~~~:!I.:---_L

PRESSURIZED AIR DUMP VALVE

FRONT PASSENGER OUTLET

DEFROSTER VALVE

AlA RECIRCULATION BLowE

CABIN PRESSURE CHECK VALVE

VENTILATING AIR OUTLET
ABO.VE RADIOS
OVERHEAD DIRECTIONAL OUTLETS

-1-J~~~~~1~~~~

FLOOR LEVEL OUTLET

[FORWARD OF RUDDER PEDALSI

CONTROLLABLE
FLOOR LEVEL OUTLET
[UNDER FRONT PASSENGER"S SEA TJ

CONTROLLABLE
FLOOR LEVEL OUTLET
(UNDER PILOT"S SEAT!

CABIN PRESSURE CHECK VALVE

CABIN PRESSURE CHECK VALVE

OVERHEAD DIRECTIONAL OUTlETS

OUTFLOW VALVE

TO
ALTITUDE SELECTOR
CONTROL

TO CABIN PRESSURIZATION SWITCH

DUCT PRESSURE RELIEF VALVE

SAFETYiDUMP VALVE

CABIN PRESSURE CHECK VALVE

~~-

PRESSURIZED AIR DUMP VALVE

HEAT EXCHANGER RAM AIR INTAKE
!INSIDE REAR ENGINE AIR SCOOP}

PRESSURIZED AIR FLOW

FROM COMPRESSOR SECTION
OF TURBOCHARGER

AIR SELECTOR VALVE

VENtURI [FLOW lIMITERJ

REAR ENGINE

'f

;',

REAR AIR DISTRIBUTION

The rear distribution system is the same as the front, with the exception
of the ducting.

The ducts are modified to match the rear engine mounting.

The distribution network within the cabin is the overhead ventilation

system.

Note that the front engine supplies air to only the floor ducts

and rear engine supplies air to just the overhead ducts.

The turbocharger for the rear engine is mounted below the engine on the
left side of the engine compartment.

Compressor discharge from the rear

engine is routed up across the engine through the SONIC VENTURI (flow
limiter) to the CABIN AIR SELECTOR VALVE.

The REAR cabin air

~

se~r

valve diverts the air around the heat exchanger when the control is in
the "WARM" mode.

---control

Air is directed through the heat exchanger when the

is in the "COOL" mode.

Ambient ram air for cool ing the heat

exchanger is ducted through the rear engine air scoop.

There is no

combustion heater on the rear engine assembly.

Pressurized air is then routed to the rear MANUAL DUMP/VALVE PLENUM

and through the rear FIREWALL INLET CHECK VALVE.

The air then enters

a DIVERTER ASSEMBLY in the cabin which distributes the air through the
overhead outlets.

If all overhead outlets are closed, a RELIEF VALVE

---

in the DIVERTER ASSEMBLY "OPENS" and allows air to enter the cabin at
the rear firewall.

NOTES

C:ABIN-,

PRESSURE

ON

~~Jiil:::;"---TO
Off

SAFETY/DUMP VALVE

fT/IOOO

1-_ _ _ _ _ _ _ _ _ _ _ _

TO OUTFLOW VALVE

PRESSURIZATION SYSTEM CONTROLS AND INSTRUMENTS

The OUTFLOW and SAFETY VALVE on the Pressurized Skymaster are located on
the lower half of the rear pressure bulkhead.

The function of these

valves is the same as for the Pressurized Centurion; to control the

amount of air that leaves the pressure capsule or aircraft cabin, and as
a safety back-up, should the outflow valve stick closed.

The CONTROLLER for the pressurization system is located to the lower

left of the pilot's instrument panel.

The "ON-OFF" switch, CABIN RATE-

OF-CLIMB INDICATOR, and CABIN ALTIMETER/DIFFERENTIAL PRESSURE INDICATOR

are also located to the pilot's lower left.

A CABIN ALTITUDE WARNING LIGHT on the instrument panel is also included

as a means of monitoring cabin altitude.
this light is on.

Oxygen should be used when

The light is automatically turned on by a barometric

switch at a cabin altitude of 12,500

500 feet.

The light will go out

at approximately 11,500 feet.

THIS CONCLUDES SECTION THREE.

ANSWER THE QUESTIONS ON THE FOLLOWING PAGES.

Housing

Aft Press~re Bu1 khead

Diaphragm

BASIC OUTFLOW VALVE.

,
I

':

CONTROLLER

ll===,-"

---..

\_---

/
ORIFICE

CONTROLLED OUTFLOW VALVE

SECTION 4 - COMPONENT OPERATION

OUTFLOW VALVE-ISOBARIC CONTROL MODE

The construction of the outflow valve begins with a diaphragm and
housing which creates an internal chamber.

As the diaphragm contracts,

the outflow of cabin air is restricted.

the air is allowed to flow out freely.

As the diaphragm expands,

The natural shape of the

diaphragm tends to open the valve.

In order to control the position of the outflow valve, we can install

a valve labeled "the CONTROLLER".

The purpose of the controller is to

control the air pressure inside the outflow valve chamber.

But, unless

we provide some means to allow a flow of air through the outflow valve
chamber, the pressure in the chamber will be trapped, the valve will
close and we will not be able to open it.

By installing a bleed line to ambient air and incorporating an orifice

in the line, an air flow is created.

Now we can expand the chamber and

close the outflow valve by opening the controller completely.

Although

some of the pressure will bleed off through the overboard vent, the
remaining pressure will be more than sufficient to close the valve.

By

closing off the controller, air pressure in the chamber will bleed overboard, and the natural shape of the diaphragm will open the outflow valve.
Thus, we control the position of the outflow valve by the amount of air
pressure we direct to it through the controller.

,.------,
I

:.....-

CONTROLLER

I
\_-----

Diaphragm

,,--+-VALVE

ORIFICE

Ambient Air

OUTFLOW VALVE - INCLUDING DIFFERENTIAL VALVE

4-2

OUTFLOW VALVE-DIFFERENTIAL CONTROL MODE

The outflow valve will operate to maintain a selected cabin altitude.
However, we must incorporate some means of providing safety when
maximum cabin differential pressure is reached (3.35 PSI).

Since

cabin differential pressure is determined by the difference between

the pressure inside the aircraft compared to the pressure around the
outside of the aircraft, we will utilize these sources to automatically
control maximum differential pressure.

Utilizing the same outflow valve, we place a cylinder in the middle of

our valve.

Down the center of the cylinder we drill a passage to

ambient air.

Additional passages lead from the outflow valve chamber

to the center passage.

To isolate the chamber air from ambient air,

install a differential valve, but spring load the valve to the open
position.

A diaphragm is also installed between the differential valve

and housing.

NOTES

,------,
:
~ CONTROLLER
I

VALVE

Cabin Vent

PICCOLO TUBE

JlJnbient Air

OUTFLOW VALVE WITH COMPLETE DIFFERENTIAL PRESSURE REGULATOR

4-4

Above the differential valve, we create a diaphragm chamber, spring -loaded

to hold the valve closed.
cabin air pressure.

On one side of the diaphragm we will vent

On the other side of the diaphragm we vent ambient

air pressure through a line called a PICCOLO TUBE.

Thus, we have a

differential pressure regulator.

When at altitude, ambient air pressure is low and cabin pressure is high.
At maximum differential pressure, the force created across the diaphragm
compresses the larger spring, allowing the smaller spring to lift the
differential valve, and bleeding outflow valve chamber pressure overboard.
The natural shape of the outflow valve diaphragm opens and thus maintains
3.35 PSI maximum differential pressure.

NOTES

POPPET
.--_VALVE

BELLOWS

TO OUTFLOW
VALVE

THREADED
SHAFT
SPRIN

:-----~------)-~--}---/------

1 ___ 1

L.. _____~ AIR

i
k ___

FILTER

~---------~-------~-------

Cabin Air

SYSTEM CONTROLLER

4-6

CONTROLLER
In its simplest form, the controller is an altitude sensitive valve.
By opening and closing the valve, we control the amount of air pressure
directed to the outflow valve.

In order to make it responsive to

altitude change, we control the valve position with a sealed bellows

(29.92 IN. Hg. - Sea Level Pressure Altitude).

An increase in altitude

causes the bellows to expand, opening the poppet valve, and thus closing
the outflow valve.

Likewise, a decrease in altitude contracts the

bellows, closing the poppet valve, and allowing the outflow valve to
open.

The controller now operates, but we are unable to select cabin

altitudes.

By incorporating a knob, spring and screw mechanism, we

can set and adjust the amount of tension or preload on the bellows,
and thus select the point at which the poppet will begin to open.
The last component we need to install is an air filter to prevent
contamination to the system.

NOTES

4-7

MANUAL CONTROLLER

ISOBARIC POPPET

BELLOWS

ALT.SEL
KHOe

CABIN AREA
OUTFLOW VALVE

METERING

WAIN
DIAPHRAGM

OUTFLOW VALVE AND CONTROLLER SYSTEM

4-8

The outflow valve/controller system is now complete.

Remember the

controller is altitude selectable and altitude sensitive.

Also, the

outflow valve is referenced to three different levels of air pressure.

The highest of these pressures is cabin air pressure in the differential
pressure regulator lower section.

It enters the chamber through a micron

wafer filter in the side of the differential control section of the valve.
The second highest pressure in the outflow valve is metered control
pressure from the controller to the main diaphragm chamber.

The lowest

pressure reference is in the differential pressure regulator upper

section, which is ambient air pressure obtained from the piccolo tube.

NOTES

SAFETY VALVE

4-10

SAFETY VALVE
The final component in the pressurization system is the safety valve.
The safety valve is installed to limit
cabin pressure in the event the
I
/

outflow valve sticks closed.

The safety valve is very similar to the outflow valve in construction.

It consists of a chamber created by a diaphragm and a housing with an
overboard bleed and solenoid control valve.

The same type of pressure

regulator utilized on the outflow valve is also used on the safety

valve.

The safety valve is designed to be fully open, or fully closed.

During normal pressurized operation the pressurization switch is placed

in the "ON" position.

This de-energizes the dump sol enoid, closing the

bleed valve, and blocking off the small bleed passage on the left.

Cabin

air pressure then enters the diaphragm chamber and closes the valve.
Remember, the safety valve is not connected to the controller or outflow
va 1ve!

In the event the outflow valve

m~lfunctions,

and fails to regulate

maximum cabin differential pressure, (3.35 PSI) the safety valve pressure
rEgulator will open the safety valve.

At 3.45 PSI differential pressure,

the differential valve will allow the diaphragm chamber pressure to bleed
overboard through the center drilled passage.

The natural form of the

safety valve diaphragm will open the safety valve, and cabin air will be
vented overboard.

If the pilot does not wish to operate in the pressurized mode. he moves
the pressurization switch to the "OFF" position.

This energizes the dump

solenoid,lifting the bleed valve, and allowing the safety valve to remain
in the open position.

, MANUAL CONTROLLER

ALT. SEL

...

CABIN AREA

>-'
N

SAFETY VALVE

OUTFLOW VALVE

DU"P
BOLENOtO

METERING

r"'

-MAIH
(){APHRAGM

PRESSURIZATION CONTROL SYSTEM

Summarizing what we have learned, we have an outflow valve modulating to

control cabin pressure.

The outflow valve is repositioned by the

controller in the instrument panel.

as well as being adjustable.

The controller is altitude sensitive

If the outflow valve should malfunction,

the safety valve will limit maximum differential pressure before structural
damage can occur.

NOTES

--

'---TO PRESSURIZED
AIR DUMP VALVE

TO OUTFLOW VALVE
TO SAfETY/DUMP VALVE

PRESSURIZATION SYSTEM CONTROLS AND INSTRUMENTS

ill

DIFFERENTIAL MODE
ISOBARIC MODE
UNPRESSURIZED MODE

PRESSURIZATION SYSTEM OPERATIONAL FLIGHT

4-14

SYSTEM OPERATION
Now that we have an overall picture of the pressurization system as applied
to the Pressurized Centurion and Pressurized Skymaster, 'let's take a more
in-depth look at the control system from a total operational view.

The controller allows the pilot to select a pressure altitude at which the
cabin will begin to pressurize, as shown on the outer scale.

The inner

scale represents the altitude at which maximum differential pressure will

be reached.

The difference between the outer scale and the inner scale is

referred to as the "ENVELOPE".

We can best ill ustrate the envelope by

assuming that the controller is selected to hold a 4,000' pressure altitude

in the cabin--as shown on the outer scale.

The maximum differential pressure

altitude will then be 12,000' as shovln on the inner scale.

So the "envelope"

in this case has a base of 4,000' and an upper limit of 12,000'.

As long as

the aircraft is flown at an altitude inside this envelope, the controller

will influence the outflow valve to regulate cabin pressure altitude at a
constant pressure equivalent to 4,000'.

As the aircraft climbs and descends within the envelope, the differential
pressure increases and decreases accordingly, in order to maintain a
constant absolute pressure altitude of 4,000' in the cabin.
ALTITUDE INCREASES, AMBIENT PRESSURE DECREASES.

Remember, AS

In order to compensate

for the decrease in ambient pressure as we climb, we must compress more

air into the cabin to build up the differential pressure to keep a constant
cabin altitude.

Upon descent, the opposite is true.

As long as the aircraft is BELOW the envelope as selected on the controller, the outflow valve remains open and the cabin is unpressurized.

When the aircraft cl imbs and penetrates the lower 1 imit of the envelope,
the outflow valve is positioned to restrict outflow which causes pressure
to start building inside the cabin.

As the climb continues within the

envelope, the outflow valve slowly closes to maintain preselected cabin

altitude as the outside ambient pressure decreases.

Thus, cabin absolute

pressure remains constant, keeping cabin pressure altitude at the value

selected on the controller.

If the airplane levels off at any altitude within the envelope, the outflow
valve will stabilize, and differential pressure stops building.

The outflow

valve will then modulate, only as necessary, to hold that particular differential pressure.

But if the climb continues through the envelope above maximum differential
pressure altitude, the outflow valve will open to prevent the cabin from
exceeding 3.35 PSI maximum differential pressure.

Now the system has shifted

from isobaric control by the controller to differential pressure control by

the outflow valve differential pressure regulator.

Once the cabin is

pressurized to maximum differential pressure, a continued climb will LOWER

ambient pressure.

As a result, cabin pressure also decreases at the same

rate in order to maintain a 3.35 PSI maximum differential between the cabin
pressure and ambient pressure.

4-17

In review, the outflow valve position is influenced by the controller

while the aircraft is being operated BELOW the envelope and INSIDE the
envelope.

When the aircraft is operated ABOVE the envelope, the outflow

valve has a built-in maximum differential pressure regulator, or limiter,

which overrides the influence of the controller when "red-line" (3.35 PSI)
differential pressure is reached.

THIS CONCLUDES SECTION FOUR.

ANSWER THE QUESTIONS ON THE FOLLOWING PAGES.

SECTION 5 - INSPECTION AND MAINTENANCE

Generally, maintenance of pressurization components consists of visual

inspection, preventive maintenance, and a complete functional test to
verify proper operation.

INSPECTION
Areas that require inspection are covered in detail in the Service
Manual.

The areas mentioned below are but a few of those items:

The controller, outflow valve, safety valve and pneumatic line between
the controller and outflow valve should be checked for condition and
security.

All manually operated valves and various check valves in the distribution
systems should be checked for proper operation and sealing.

Cabin windows and doors should be inspected around seal areas for
possible leakage.

The door seal should be inspected for tears and cuts

as repairs can be made to this seal.

Each control cable which is routed through a bulkhead from a pressurized

to a non-pressurized section must be inspected to determine if they are
adequately sealed.

Controls should be checked for freedom of movement and proper rigging.

5-1

&----11

~)1
,

16

17
18
19

13

I.
2.
3.
4.
5.

Tube

Union
Nylon Elbow
Bushing
Adjusting screw
6. Lock Nut
7. Outflow Valve
B. Snap Ring

Screen
Spacer
Gasket
Piccolo Tube
Lock-O-Seal
Nut
Snap Ring
16. Screen
9.

10.
II.
12.
13.
14.
15.

17. Safety Valve

lB.

19.
20.
2I.
22.
23.
24.

Gasket
Spacer
Dump Solenoid
Lock Nut
Adusting Screw
O-Ring
Nut

OUTFLOW VALVE AND SAFETY VALVE ASSEMBLIES

5-2

There are special inspection requirements detailed in Chapter 2 of the

Service Manual for the pressure capsule.

These inspections are to be

conducted at various intervals, ranging from each 50 hours to every

15,000 hours to ensure continued safety and reliability.

MAINTENANCE
Maintenance on the pressurization control system is limited to component
replacement, replacement of the controller filter, cleaning of the outflow
valve and safety valve.

The valves should be cleaned with isopropyl alcohol

or mild detergent solution.

THE VALVES FROM STICKING!

BE SURE TO WIPE AWAY ANY RESIDUE TO PREVENT

Cleaning of the outflow and safety valve micron

wafer filters may be accomplished by using a vacuum cleaner and hose.

not apply full vacuum or you may damage the micron wafer.
hose away far enough to keep the suction low.

Hold the suction

The micron wafer should

not be removed as it fits so snugly, it could be damaged upon removal.

1. Elbow
2. C antral Knob
3. Selector Assembly
4. Filter

ALTITUDE CONTROL SELECTOR ASSEMBLY

5-3

Do

The Labyrinth Seals, used wherever cables exit the pressure capsule,
must be installed with the slant of the ."teeth" toward the pressure
capsule.

This allows air pressure to push the teeth out to form a

seal around the cable.

These cable seals are packed with MIL-G-B1322

grease prior to installation, and the cable is lubricated for the

full length of its travel within the seals.

At scheduled intervals,

the seals must be removed, cleaned, inspected, and repacked with grease.

Cabin Pressure

C)

Contra 1

==~~~~~~~~~

C)

Cabl e

LABYRINTH CABLE SEAL

5-4

Pressure drain seals located in the lower skin of the fuselage should
be cleaned as necessary.
drains.

Caution should be used when cleaning these

Never insert sharp tools or metal objects into the drains as

this will puncture the pressure seals.

1.
2.

Rivet
Skin

2.
3.

Retainer
Seal

PRESSURE DRAIN SEAL

When special installations or repairs are being made, care must be

taken not to induce leaks into'the pressure capsule.

The Service

Manual covers structural repairs and should be referenced when making

any repairs or installations in or near the pressure capsule.

5-5

H~::H:::::::iiil

CRITICAL VISION AREA

I 'I NON-CRITICAL VISION AREA

Left windows typical

for right windows.

==

Left windows typical

for right windows.

CRITICAL VISION AREA

Wt::ttd

5-6

NON-CRITICAL VISION AREA

Maintenance of cabin windows is critical.

Damaged window panels and

windshields should be removed and replaced if the damage is extensive.

\

Windows are sealed with EC-1675B and EC-1675A accelerator (3M Co.).
~~~

The windshield is sealed with EC-160BB and EC-160BA (3M Co.).

Certain repairs to window panels and windshields are allowed and can
be made without removing the damaged part from the aircraft.
"WARNING"

If temporary repairs are made, the aircraft must be operated

in the unpressurized mode until replacement of windows can be made.

No repairs are recommended on stressed or compounded curves where
repairs would affect the pilot's or copilot's vision.

Minute scratches

may be removed by rubbing with automobile body cleaner or fine-grade

rubbing compound.

NOTES

5-7

__--~------~3----

rOo
~,
A~)j;d

4
3

/
4

D
8

B
5. Seal
6. Sealer (Type 1)
7. Retainer
B. Sealer (Type II)

1. Window
2. Windshield
3. Door

4. Frame

CABIN DOOR, EMERGENCY EXIT AND WINDOW SEALING

5-8

Maintenance of the door includes removal and installation, rigging,

door seal repair and replacement, repairs to the cabin upper door
lift assist on the Pressurized Skyrnaster and emergency exit door
assist replacement on the Pressurized Centurion.

When repairing the cabin door seal the work area must be clean.
door seal need not be removed from the door.

The

Remove only enough

damaged seal to allow installation of the rubber mold.

Seals with a damaged area of holes or gaps in excess of six inches

in length should not be repaired.

The seal should be replaced.

Ensure

that the door frame seal is installed with existing air holes in the
seal toward the pressure source.

Repairs are allowed to the Pressurized Skyrnaster door lift assist.

It

uses a nitrogen air charge in the lower portion and hydraulic fluid in
the upper portion.

The Pressurized Centurion emergency exit door assist requires only

removing and replacing.

5-9

~[
5
4
3

6
)

10

9
J

2
-1

c-c
1. Fuselage Structure
2. Sealer

9.
10.
11.
12.
13.
14.
15.

3. Nut

4.
5.
6.
7.
8.

Retainer
Window
Screw
Cabin Skin
Doubler

Hinge
Seal
Door Seal
Door Skin
Lower Door Seal
Lower Door Structure
Air Hole

CABIN WINDOW AND DOOR RETAINERS AND SEALS

5-10

15

TROUBLESHOOT I NG

TROUBLE
CABIN DOES NOI PRESSURIZE.

PROBABLE CAU SE
Safety valve will not close.

REMEDY

Check position of pressurization switch; should be ON.

Check vent screen, if dirty,
clean.

Check circuitry to valve

solenoid.

Outflow valve will not

Check setting of cabin

control.

altitude controller.
Check screen on altitude
controller, if obstructed,
clean.

Insufficient air supply.

Check

poslt~on

of pressurized

air dump c~ntrols; "push in"

for pressurization. Check
engine power settings. Check
venturi, ducting, connections,

valving and rigging for leaks;

repair.

CABIN PRESSURE WILL NOT

GO TO MAXIMUM D IFFERENTIAL.

Insufficient air supply.

Check position of pressurized

air dump controls; "Push in"
for pressurization.

Check

engine power settings. Check

venturi, ducting, connections,
valving and rigging for leaks;
repair.
Excessive cabin leakage.

Locate leakage areas and repair

as required.

Outflow valve not regulating

properly.

Replace valve.

Cabin differential gage not

indicating properly.

Replace gage.

Fresh air check valve not

sealing.

Inspect valves. Clean or

repair as required.

5-11

TROUBLESHOOT I NG
TROUBLE

CABIN PRESSURE EXCEEDS

MAX muM DIFFERENT IAL

REMEDY

PROBABLE CAUSE

Outflow valve not regulating

properly.

Replace valve.

Cabin differential gage not

indicating properly.

Replace gage..

Safety valve not regulating

properly.

If more than 3.5 pSi, replace

valve.

CABIN PRESSURE GOES TO

MAX:muM DIFFERENTIAL
INDEPENDENT OF AIRCRAFT ALT-~

Outflow valve controlling

Control line plumbing leaking

immediately.

or Tl1ptured.

CABIN ALTITUDE OVERSHOOTS ALTITUDE ON

SELECTOR.

Poppet valve is sticking in

closed position.

Replace controller.

~ABIN

PRESSURE
. LUCTUAT ION ON
FULL DIFFERENTIAL.

Safety Valve Discrepant

Replace Safety Valve.

CABIN ALTITUDE
INCRLA.SES WITH
REDUCED POWER.

Cabin leakage rate too high.

Upper deck pressure too low.

Verify and pinpoint

discrepant area per
instruction.

Faulty turbocharger
con troller.

Troubleshoot turbocharger.

Switch inadvertently turned

to OFF or intermittent
electrical malfunctions.

Place switch ON; check switCh,

wiring or solenoid valve in
safety valve for operation and
security.

CABIN DEPRESSURIZES
SUDDENLY OR INTERMlTTENTLY.

Leak in casting of outflow

valve; replace.

NOTES

5-12

FOLLO\HNG ARE ADDlTIajAL TRCXJBLESHOOTING PROCEDURES FOR THE PRESSURIZED

SKYl"1ASTER CNLY.
TROUBLE
CABIN DEPRESSURIZES
WITH FRONT ENG INE AIR
DUNPED (MAXlMUN POWER
REAR ENGINE).

CABIN DEPRESSURIZES
WITH REAR ENGINE AIR
DlJHPED (HAXlMUN POWER
FRONT ENGINE).

CABIN DEPRESSURIZES
WITH FRONT ENGINE
NOT RUNNING - PROP
IN FEATHER (NAXINUN
POWER REAR ENGINE).

CABIN ALTITUDE EXCESSIVE

WHILE PRESSURIZING WITH
REAR ENGINE PROPELLER
FEATHERED.
CABIN FAILS TO DEPRESSURIZE CONPLETELY WHEN"
BOTH PRESSURIZATION AIR
CONTROLS ARE PULLED.

PROBABLE CAUSE
Front firewall check valve

REMEDY
Replace or repair.

leak.
Cabin leakage rate excessive.

Seal cabin as required.

Fresh air check valves not

sealing.

Inspec t valves.
repair.

Aft fi,ewall check valve

Replace or repair.

Clean or

leaking.
Cabin leakage excessive.

Seal cabin as required.

Fresh air check valves not

sealing.

Inspect valves.
repair.

Heater check valve leaking.

Replace or repair.

Cabin leakage excessive.

Seal cabin as required.

Fresh air check valves not

sealing.

Inspect valves.
repair.

Cabin leakage

Seal cabin as required.

e~cessive.

Fresh air check valves not

Clean or

Clean or

sealing.

Inspec t valves; clean or

repair.

Cabin differential pressure

gage not indicating properly

Check gage; replace if

necessary.

Improper sealing of firewall

shutoff valve and/or pressurized air dump valve at rear
firewall.

Repair or replace and

rig as required.

THIS WiCWDES SECfIm FIVE. JlNSWER THE FINAL REVlB'1 GlJESTIONS ON THE
FOLLOrII~Ki PAGES.

5-13