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sensor in the forward left side of the cockpit. In the
MAN mode, the TEMP thumbwheel control maintains
airtlow and temperature. If cockpit inlet airtlow temperature
(in either AUTO or MAN) exceeds 250 OF, a
cockpit overtemperature switch closes the hot-airmodulating
valve.
The conditioned air entering the cockpit is divided
forward and aft, with 50 percent of the air going to each
cockpit. A CANOPY air diffuser lever on the right console
in each cock-pit individually controls the percentage
of airflow through the cockpit diffusers and the canopy
defog nozzles. When the lever is in CABIN AIR (full
aft), 70 percent of the air is directed through the cockpit
diffusers and 30 percent through the canopy defog nozzles.
In DEFOG, 100 percent of the air is directed
through the canopy defog nozzles.
2.30.2.2 Vent Airflow Thumbwheel. This control
has no function.
2-135 ORIGINAL
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2.30.2.3 Anti-G Suit. Each anti-g suit is connected
to the aircraft pressurization system by an anti-g suit
hoset hat delivers pressurizeda ir to the suit control valve
and then to the suit through a composite disconnect.
Below 1.5g, the suit remains deflated. A springbalanced
anti-g valve automatically opens when g
forces exceed 1.5g. Operation of the anti-g suit valve
may be checked by depressing the test button marked
G VALVE on each crewman’s left console.
2.30.3 Electronic Equipment Cooling. Ambient
cooled equipment in the electronic bays is cooled by the
air exhausted from the cockpits. Equipment incapable
of being cooled by free convection is cooled from the
cold-air manifold.
A schematic of the radar and electronic equipment
cooling is shown in FO-14. Controls and lights are
shown in Figure 2-77.
2.30.3.1 Radar Liquid Cooling. Radar equipment
is cooled by liquid coolant (FO-14). The heat is rejected
in the ram-air heat exchanger.T his is accomplishedb y
circulating coolant fluid through the electronics and
mm-air heat exchanger and/or the radar heat exchanger.
The cooling loop is also used for automatic warmup of
the radar using 400 OF manifold.
The radar liquid cooling loop incorporates a separate
ram-air liquid-heat exchanger.A ram-air door is located
under the right glove, forward of the primary heat exchanger
inlet. There are no cockpit controls for this
ram-air door. It is controlled by the radar controller and
is independento fthe air-conditioninga ndp ressurization
system. The radar systemr am-air heat exchangera utomatically
maintains the liquid temperature within operating
limits when ram air is used for cooling.
2.30.3.1 .I Controls and Lights. Figure 2-77 shows
the controls andl ights associatedw ith the radar cooling
loop. The radar cooling loop is activated by the RADAR
COOLING switch on the RIO left outboard console. In
ON, the radar cooling loop is activated for airborne
operation. A temperature sensor in the heat exchanger
outlet illuminates the SENSOR COND advisory light
when the liquid temperature goes above 104 OF. In addition,
a pressure switch in the radar pump illuminates
the SENSOR COND advisory light when pump output
pressure is too low.
If the coolant pump temperature rises to 230 A5 OF,
the thermal switch opens, shutting down the pump to
prevent pump failure and illuminating the SENSOR
COND advisory light.
2.30.3.1.2 Ground Operation. During ground operation
with electrical power, external air-conditioning,
and servo air available to the aircraft and the GND CLG
switch in RADAR, the cockpit low-flow sensor is overridden.
The OFF position of the GND CLG switch enables
cockpit air priority. With engines rumiing on the
ground, select OFF on the ground cooling switch.
2.30.3.2 Cockpit Air Priority Function. The cockpit
air priority function is operational during all engineon
operations (FO-14). It provides the cockpit with
priority over the radar liquid-cooling loop in the event
there is a shortage of conditioned air. On engine power,
the GND CLG switch (Figure 2-77) should always be
in OFF and the canopy locked to enable the cockpit air
priority function.
There is no indication to the flightcrew that the cockpit
priority action is taking place unless it progressesto
the point that the SENSOR COND advisory light illuminates.
Even then, it is only one of several problems
that could have triggered the light.
2.30.4 Pressurization
2.30.4.1 Cockpit Pressurization. From sea level
to 8,000 feet altitude the cockpit is unpressurizedB. etween
altitudes of 8,000 feet to 23,000 feet the system
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F-14D 飞行手册 Flight Manual 1(132)
