Editing Environmental control system (section)

== Cold air unit ==
The primary component for the functioning of the cold air unit (CAU) is the [[Air cycle machine|Air Cycle Machine]] (ACM) cooling device.  Some aircraft, including early [[Boeing 707]] aircraft, used [[vapor-compression refrigeration]] like that used in home [[air conditioner]]s.

An ACM uses no [[Freon]]: the air itself is the [[refrigerant]].  The ACM is preferred over vapor cycle devices because of reduced weight and maintenance requirements.

Most jetliners are equipped with PACKs [[Air cycle machine#Abbreviations|Meaning of abbreviation see here]]. The location of the air conditioning (AC) PACK(s) depends on the design of the aircraft. In some designs, they are installed in the wing-to-body fairing between the two wings beneath the [[fuselage]]. On other aircraft ([[Douglas Aircraft]] [[Douglas DC-9|DC-9 Series]]) the AC PACKs are located in the tail. The aircraft PACKs on the [[McDonnell Douglas DC-10]]/[[MD-11]] and Lockheed [[L-1011]] are located in the front of the aircraft beneath the [[flight deck]].  Nearly all jetliners have two PACKs, although larger aircraft such as the [[Boeing 747]], Lockheed [[L-1011]], and McDonnell-Douglas DC-10/[[MD-11]] have three.

The quantity of bleed air flowing to the AC pack is regulated by the flow control valve (FCV).  One FCV is installed for each PACK. A normally closed isolation valve prevents air from the left bleed system from reaching the right PACK (and ''vice versa''), although this valve may be opened in the event of loss of one bleed system.

Downstream of the FCV is the cold-air unit (CAU), also referred to as the refrigeration unit. There are many various types of CAUs; however, they all use typical fundamentals. The bleed air enters the primary ram-air heat exchanger, where it is cooled by either ram air, expansion or a combination of both. The cold air then enters the compressor, where it is repressurized, which reheats the air.  A pass through the secondary ram-air heat exchanger cools the air while maintaining the high pressure. The air then passes through a turbine which expands the air to further reduce heat.
Similar in operation to a turbo-charger unit, the compressor and turbine are on a single shaft. The energy extracted from the air passing through the turbine is used to power the compressor.
The air flow then is directed to the reheater before it passes to the condenser to be ready for water extraction by water extractor.<reF>{{cite book|title=Ernsting's Aviation and Space Medicine 5E|year=2016|editor1=David Gradwell|editor2=David Rainford|location=United States|publisher=CRC Press|page=202|isbn=978-1444179958}}</ref>

The air is then sent through a water separator, where the air is forced to spiral along its length and centrifugal forces cause the moisture to be flung through a sieve and toward the outer walls where it is channeled toward a drain and sent overboard. Then, the air usually will pass through a water separator coalescer or the sock.  The sock retains the dirt and oil from the engine bleed air to keep the cabin air cleaner.  This water removal process prevents ice from forming and clogging the system, and keeps the cockpit and cabin from fogging on ground operation and low altitudes.

For a sub-zero bootstrap CAU, the moisture is extracted before it reaches the turbine so that sub-zero temperatures may be reached.

The temperature of the PACK outlet air is controlled by the adjusting flow through the ram-air system (below), and modulating a temperature control valve (TCV) which bypasses a portion of the hot bleed air around the ACM and mixes it with the cold air downstream of the ACM turbine.