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Presented by:

The New York State Association of Service Stations and Repair Shops, Inc.

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Intellectual Property Of The New York State Association Of

Service Stations And Repair Shops, Inc.

ALL RIGHTS RESERVED

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Ralph Bombardiere Executive Director

New York State Association Of Service Stations &

Repair Shops

In 1955 the United States Congress passed the Air Pollution Control Act of 1955. Many states had already passed legislation dealing with air pollution. The language of this bill identified air pollution as a national problem and determined that steps needed to be taken to improve air quality and make people aware of this environmental hazard. Congress passed the Clean Air Act of 1963 which dealt with reducing air pollution by setting emissions standards for stationary sources such as power plants and steel mills. Amendments to the Clean Air Act were passed in 1965 through 1969 which authorized the Secretary of Health, Education and Welfare (HEW) to set standards for, among other things, auto emissions. It also authorized research on low emissions fuels and automobiles. The Clean Air Act of 1970 was a major revision setting more demanding standards for ambient air quality, new limits on emissions from both stationary and mobile sources and increased funds for air pollution research. The Montreal Protocol Substances That Deplete the Ozone Layer is a landmark international agreement designed to protect the stratospheric ozone layer. The treaty was signed in 1987 and amended in 1990, 1992, 1997, and 1999. The Montreal Protocol stipulates that the production and consumption of compounds that deplete ozone in the stratosphere – chlorofluorocarbons (CFCs), halons, carbon tetrachloride, and methyl chloroform – are to be phased out by 1996 (2005 for methyl chloroform). Scientific theory and evidence suggest that, once emitted to the atmosphere, these compounds could significantly deplete the stratospheric ozone layer that shields the planet from damaging UV-B radiation. Due to growing environmental concerns the Clean Air Act was revised in 1990 to address five major concerns: air quality standards, motor vehicle emissions and alternative fuels, toxic and pollutants, acid rain, and stratospheric ozone depletion. One of the major contaminants that scientists have identified is chlorofluorocarbons or as we call them R12/Freon. Scientists have determined that when R12 is released into the atmosphere it rises to the stratosphere where the chlorine atoms are

released. The chlorine atoms than eats away at the ozone layer causing a depletion that allows ultraviolet rays to hit the earth causing cancer and damage to wildlife and crops. In an effort to control the release of R12 into the atmosphere the United States Environmental Protection Agency with authority from the Clean Air Act required the elimination of the use of R12, and its replacement, and guidelines for the automotive industry for the capturing, recycling, and removal of R12 from automobile air conditioning systems. In it’s regulations, EPA mandated that every technician working on an automobile air conditioning system must be certified. Recent changes to the regulations include hydrochlofluorocarbns (HCFC’s) and hydroflourocarbons (HFC’s) in these requirements. To accommodate EPA’s requirement, and to provide a service to our members, the New York State Association of Service Stations and Repair Shops developed a course that was approved by EPA. Passing this course provides technicians with the certification to purchase a host of refrigerants and to repair automobile air conditioning systems. This booklet serves as a training vehicle to receive the certification. The technician must read and understand each item addressed in the booklet. After the booklet has been read and understood, and the certification included in the booklet has been filled out, there is a forty question test that the technician must complete. The completed certification and test answer sheet must be sent to the Gasoline Retailers Association of New York at 6 Walker Way, Albany, New York 12205. A check in the amount of $20.00 made payable to the New York State Association of Service Stations and Repair Shops must also be included. Once the test is graded, and the technician passes, the certification card and certificate will be mailed to the technician within two to three weeks. This is proof that you have completed and understood the necessary course that will permit you to purchase refrigerants and to repair automobile air conditioning systems. The fines for non-compliance are heavy. Technicians must be certified or they are not permitted to work on automobile air conditioning systems. If you have any questions please contact the Association office at 518 452.4367.

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U.S EPA A/C CERTIFICATION MVAC STUDENT COMPLETION RECORD

Carefully print all information requested. This information is used to produce your

MVAC certification card.

Course Date (MM) (DD) (YY)Certified Inspector Number

First Name Middle Initial

Last Name

Social Security or Alien Registration Number Birthdate (MM) (DD) (YY)

Address – Number, Street, Apt.

City State Zip Code ( ) -

County Code County Name Home Telephone Number

MVAC0 : 1 : 0 NYSASSRS, Inc. (GRANY)

Agent Name5 : 7 : 4 RALPH BOMBARDIERE

Instructor Name : :

Assistant or Co-Instructor Name

Business Name or Employer Name

Address – Number, Street

City State Zip Code ( ) -Business Telephone Number

(FOR DMV USE ONLY) MVAC Test Score: ___________

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A UTOMOTIVE

T ECHNICIAN

T RAINING

P ROGRAM

MVAC MOTOR VEHICLE AIR CONDITIONING

The person named below has successfully completed training and is certified to service Motor Vehicle Air Conditioning (MVAC) systems and perform refrigerant recovery and/or

recycling in accordance with section 609

FIRST LASTNAME

000-000-000 00/00/0000 ID Number Certification Date

For further information on M.V.A.C. or other technician training courses call the NYS Association of Service

Stations and Repair Shops at 518-452-1979

Upon submission of the completed certification and the successful passing of the test enclosed in this booklet, the above card will be mailed to the address indicated on the certification. Keep this card in a safe place as it is your proof of having completed the motor vehicle air conditioning course approved by the United States Environmental Protection Agency. With this card you can legally purchase R12, Freon, and repair air conditioning systems attached to a motor vehicle engine. The card is good for as long as you are in the industry and does not need to be renewed.

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The illustration represents what the ozone hole looks like. Chlorine atoms from R12 eat away at the Ozone cover and has opened a hole that allows ultra violet rays to strike the earth.

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THE OZONE LAYER PROTECTS THE EARTH

FROM ULTRAVIOLET RADIATION

WHICH CAN CAUSE SKIN CANCER

AND DAMAGE CROPS

The protection of the ozone layer is one of the main goals of the Clean Air Act. The release of ozone depleting chemicals, R12, chlorofluorocarbon, contain chlorine atoms that destroys the upper ozone layer and allows ultra violet rays to strike the earth.

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TO ADDRESS THE DEPLETION IN THE OZONE LAYER

AN INTERNATIONAL CONFERENCE

WAS CALLED KNOWN AS

THE MONTREAL PROTOCOL

Representatives from many countries met to discuss the depletion of the ozone layer.

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THE E.P.A. RESPONDED

TO THE PROBLEM OF OZONE DEPLETION BY

ESTABLISHING REQUIREMENTS FOR OZONE DEPLETING

SUBSTANCES, SUCH AS R12 AND THEIR

REPLACEMENTS

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Ozone Depletion Process

This flow chart outlines the path and time table for the release of the refrigerant from the time it begins to deplete the ozone layer.

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CFCs drift high up into the stratosphere where the sun’s ray break them apart, starting a chain reaction in which chlorine destroy ozone. As the level of protective ozone diminishes, larger amounts of ultraviolet (UV) radiation reach the Earth’s surface. For people, overexposure to UV rays can lead to skin cancer, eye cataracts, and can weaken the immune system. The above illustration shows how chloro-flourocarbon, R12 damages the ozone layer.

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R12 DESTROYS THE OZONE LAYER

* * * *

THAT IS WHY

LAWS HAVE BEEN PASSED TO ESTABLISH

RECYCLING SPECIFICATIONS FOR RECAPTURING R12

AND ITS REPLACEMENTS

AS OF DECEMBER 31, 1995 PRODUCTION OF R12 WAS BANNED

The chlorine atom in R12 causes the depletion of the ozone layer. Governments from all over the world joined together to establish laws and regulations to control the release of R12 into the atmosphere. Laws were also passed to restrict the manufacturing of R12. Existing stock was heavily taxed. This caused the continued use of R12 to be economically non-feasible.

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History of the Montreal Protocol The original Montreal Protocol, signed in 1987, was the first step in international efforts to protect stratospheric ozone. Since that time, the Montreal Protocol has been repeatedly strengthened by both controlling additional ozone-depleting substances (ODS) as well as by moving up the date by which already controlled substances must be phased out. Under the original Montreal Protocol agreement (1987), developed countries were required to begin phasing out CFCs in 1993 and achieve a 50% reduction relative to 1986 consumption levels by 1998. Under this agreement, CFCs were the only ODSs addressed

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Amendments to the Montreal Protocol The original Montreal Protocol, signed in 1987, was the first step in international efforts to protect stratospheric ozone. Since that time, the Montreal Protocol has been repeatedly strengthened by both controlling additional ozone-depleting substances (ODS) as well as by moving up the date by which already controlled substances must be phased out. Under the original Montreal Protocol agreement (1987), developed countries were required to begin phasing out CFCs in 1993 and achieve a 50% reduction relative to 1986 consumption levels by 1998. Under this agreement, CFCs were the only ODSs addressed. The London Amendment (1990) changed the ODS emission schedule by requiring the complete phaseout of CFCs, halons, and carbon tetrachloride by 2000 in developed countries, and by 2010 in developing countries. Methyl chloroform was also added to the list of controlled ODSs, with phaseout in developed countries targeted in 2005, and in 2015 for developing countries. The Copenhagen Amendment (1992) significantly accelerated the phaseout of ODSs and incorporated an HCFC phaseout for developed countries, beginning in 2004. Under this agreement, CFCs, halons, carbon tetrachloride, and methyl chloroform were targeted for complete phaseout in 1996 in developed countries. In addition, methyl bromide consumption of methyl bromide was capped at 1991 levels. The Montreal Amendment (1997) included the phaseout of HCFCs in developing countries, as well as the phaseout of methyl bromide in developed and developing countries in 2005 and 2015, respectively. The Beijing Amendment (1999) included tightened controls on the production and trade of HCFCs. Bromochloromethane was also added to the list of controlled substances with phaseout targeted for 2004.

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Adjustments To The Montreal Protocol Would Speed Elimination Of Ozone-Depleting Substances On March 14, 2007, the United States Submitted A Proposal To Adjust The Montreal Protocol To Accelerate The Phase-Out Of Ozone-Damaging Chemicals. The U.S. proposal includes four elements that can be considered individually or as a package: • Accelerating the phase-out date of hydrochlorofluorocarbons (HCFCs) by 10

years; • Adding interim reduction steps; • Setting an earlier baseline; • Phasing out the most damaging HCFCs to the ozone layer as the first priority. These proposals further U.S. efforts to address ozone layer protection, cleaner air, and climate change by calling on the global community to act more quickly in phasing out hydrochlorofluorocarbons. Today, More Than 190 Countries Participate In The Montreal Protocol To Phase Out Ozone-Depleting Substances. With leadership from the United States, the Montreal Protocol was ratified in 1987 by 27 nations. Twenty years later, we have the opportunity to assess the progress that has been made under the Protocol as well as what remains to be done. Under The Montreal Protocol's First Stage, Chlorofluorocarbons (CFCs) Were Phased Out In Developed Countries By 1996 And Replaced By Less Harmful HCFCs. We are now entering the Montreal Protocol's second stage, which aims to phase out HCFCs by 2030 for developed countries and 2040 for developing countries. The Administration's Proposal Would Speed Up The Phase-Out Of HCFCs Under The Montreal Protocol's Second Stage. While the Montreal Protocol has already made tremendous strides to heal the ozone shield, the United States believes more steps can be taken to reduce HCFC consumption further and achieve a total phaseout sooner than the scheduled dates. Based on analysis, experience, and more rapid technology development, the U.S. technical team believes we can move faster by as much as ten years.

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The U.S. Continues Its Strong Leadership In Ozone Layer Protection. Since the Montreal Protocol was signed in 1987, the U.S. has achieved a 90 percent reduction in the production and consumption of ozone-depleting substances - ending the production and import of over 1.7 billion pounds per year of these chemicals. Faster healing of the ozone layer will help prevent human health damages caused by excess UV radiation, including skin cancer. U.S. Actions Under The Current Montreal Protocol And Clean Air Act Requirements Have Also Helped Protect Against Climate Change. Ozone-depleting substances - particularly chlorofluorocarbons (CFCs) - are damaging to the Earth's climate system. In 2005, the U.S. reduced annual emissions of ozone-depleting substances by 1,500 million CO2-equivalent metric tons per year. U.S. actions achieved a cumulative emissions reduction of about 13,000 million CO2-equivalent metric tons from 1987-2005 (not accounting for some offset from the influence of ozone depletion on the climate). Worldwide, The Montreal Protocol Has Cut In Half The Amount Of Global Warming Caused By Ozone-Destroying Chemicals That Would Have Occurred By 2010 Had These Chemicals Not Been Controlled.

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A/C Systems Basic 5 Part System

Typical air condition system – The refrigerant circulates through the system, changing from a liquid to a gas. In it gaseous state, the refrigerant absorbs heat and returns to a liquid. In it’s liquid state it circulates through the system, is put under pressure, and cooled. When cooled, the refrigerant returns to a gas ready to absorb heat again. R12 was the preferred refrigerant for automobile air conditioning systems for many years.

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609 OF THE PUBLIC LAW WHICH IS PART OF THE

CLEAN AIR ACT PROVIDES FOR

SERVICING MOTOR VEHICLE AIR CONDITIONERS

609 of the Public Law was established as part of the Clean Air Act to restrict the release of ozone depleting substances and substitutes.

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SECTION 609 OF PUBLIC LAW 101-549, NOVEMBER 15, 1990 DEFINES OZONE-DEPLETING

SUBSTANCES (i.e. R12) AS CLASS 1 OR CLASS 2 AND

RESTRICTS THEIR VENTING INTO THE ENVIRONMENT – AND –

ADDRESSES THE SERVICING OF MOTOR VEHICLE AIR CONDITIONERS

The Clean Air Act addresses contaminants that adversely affect the atmosphere. It provided for regulations and laws to control the release of refrigerants from air conditioners that would cause unwanted atmospheric charges. R12, Freon, Chloro-florocarbons used in older motor vehicle air conditioning is such a product. It contains a chlorine atom that once released will eventually reach the stratosphere and will destroy the protective ozone layer that filters ultra violet rays from striking the earth causing skin cancer among other diseases. R134, R12’s most popular replacement is a greenhouse gas. When emitted into the atmosphere it to can contribute to global warming. The section of the law that addresses the recapturing and recycling of the unfriendly contaminants is 609 of the Public Law. This section of the law regulates all air conditioning attached to a motor vehicle engine.

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ALL FREON – R12

MUST BE EVACUATED FROM THE SYSTEM

INCLUDING WHAT IS IN SERVICE HOSES

MATERIALS HAVING OZONE DEPLETION POTENTIAL

ARE CLASSIFIED AS CLASS 1 OR CLASS 2

UNDER SECTION 608 OF THE PUBLIC LAW

The regulations are specific on how to evacuate refrigerant from a motor vehicle air condition unit. The system must be connected to a vacuum and all refrigerant must be removed. The procedure to accomplish the total removal of refrigerant from an A/C system is outlined in SAE J1989.

The regulations have classified ozone depletion material into Class I and Class II.

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J1989 Oct 89

REFERS TO RECOMMENDED

SERVICE PROCEDURES FOR R 12

To help establish the guidelines and regulations to control the release of chlorofluorocarbons, R12, the E.P.A. had the Society of Automotive Engineers develop what are known as J standards. For example: J1989 – Established in October of 1989 it refers to recommended service procedures for the capturing of R12. It directs the technician to collect all the refrigerant in the system. By creating a vacuum and holding the vacuum until all the refrigerant is evacuated from the system.

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J1990

OCT 89 DEALS WITH

RECYCLING EQUIPMENT FOR

CARS, TRUCKS AND VEHICLES WITH

CFC 12 SYSTEMS

J 1990 Guideline addresses recovery and recycling equipment standards for R12. These standards include the filtering standards that the equipment must meet to reduce the amount of water, air and oil in the recycled R12 before it can be used again. The standard addresses the temperature at which the equipment can operate as well as the vacuum needed to remove all refrigerant in the system.

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SAE J1991 OCT 89

LIMITS MOISTURE REFRIGERANT OIL

AND NON-CONDESABLE GASES

FOR RECYCLED R12

J1991 Deals with the filtering standard for recovered R12. It established a minimum amount of non-combustible gases, air, oil and water that may remain in the refrigerant before it cannot be re-used. Recycled refrigerants may not exceed the following levels:

Moisture: 15 ppm by weight Refrigerant Oil: 4000 ppm by weight

Noncondensable Gases (Air): 330 ppm by weight

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SAE J2211

REFRIGERANT STORAGE

CONTAINER MUST MEET

D.O.T. CFR 49 OR UL STANDARD

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Significant New Alternative Policy • EPA HAS DETERMINED THAT SEVERAL

REFRIGERANTS ARE ACCEPTABLE FOR USE AS R12 SUBSTITUTES

• IT IS ILLEGAL TO CHARGE A SYSTEM WITH

ONE REFRIGERANT INTO A SYSTEM WITH ANOTHER BEFORE EXTRACTING THE OLD REFRIGERANT – “DROP IN”

• TECHNICIAN SHOULD IDENTIFY THE

REFRIGERANT IN A VEHICLE PRIOR TO EVACUATION

• EQUIPMENT “IDENTIFIER”

Refrigerants may not be commingled. Before retrofitting or adding refrigerant, the type of refrigerant in the system should be identified. Several tool suppliers have developed equipment that have the ability to identify the type of refrigerant in the system. If the type of refrigerant cannot be identified than the system should be evacuated completely.

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REFRIGERANT CONTAINERS MUST NOT BE FILLED

OVER 60% OF THEIR GROSS WEIGHT AND WHEN THEY ARE EMPTY

OR NEARLY EMPTY THEY MUST BEMARKED EMPTY & READY

FOR DISPOSAL

FREON, R12, CHLOROFLOROCARBON, THAT IS CAPTURED

MAY BE REUSED ONLY IF CLEANED TO SPECIFICATION

REQUIRED IS THE REMOVAL OF MOISTURE TO 15 PPM

REFRIGERANT OIL TO 4000 PPM AND NON-CONDENSABLE GASES (AIR) TO 330 PPM

OR LOWER

The regulation addresses containers that store refrigerant. They must not be completely filled and must be marked when empty or near empty.

In order to use captured refrigerant it must be filtered and air, water, and oil be brought to specific levels. These procedures are found in SAE J1991.

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1997 – All EPA Enforcement

• Two hundred seventy cases. • $169.3 Million in fines assessed.

• $25,000 penalty for shop in Wheeling,

W. Virginia for Performing A/C. • $125,000 fine for a scrap yard for not

recapturing CFC before shredding appliances. • $255,000 possible fine in a case where a

recycling shop sold recycled CFC that did not meet contamination levels required by

EPA. • Fine/jail time possible for a couple for illegally

importing CFC. • There are many more cases.

Enforcement of the law produced heavy fines in the early days of its creation. EPA continues to enforce this law and violators receive heavy penalties.

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HFC – 134a

THE MOST COMMON REPLACEMENT FOR CFC-12

IN MVAC SYSTEMS IS A NON-OZONE DEPLETING

SUBSTANCE

R134 is the most common replacement refrigerant for R12 in MVAC systems. It does not contaminate the ozone layer but is a greenhouse gas that would contribute to global warming.

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EQUIPMENT INTENDED

FOR USE WITH BOTH

CFC-12 AND HFC-134a

CONTAINS SPECIAL FEATURES

(i.e. FITTINGS)

TO PREVENT

CROSS-CONTAMINATION

IN THE

REFRIGERANT CIRCUIT

When retrofitting, the fittings used to charge and evacuate the system must be consistent with the regulation. The fitting used to charge or evacuate an A/C system must be unique to that refrigerant.

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HFC 134a & OTHER REFRIGERANTS

EFFECTIVE JANUARY 1998

• Venting into the atmosphere prohibited since November 15, 1995.

• Recycling is required.

• Proper equipment must be used.

• Recycling equipment must meet EPA standard and be UL or ETL labs approved.

• Recovery only equipment must meet the same standards.

• Technician must be certified.

• HFC 134a – non-ozone-depleting refrigerants may be purchased in any quantity by non-certified persons at this time.

When retrofitting, the fittings used to charge and evacuate the system must be consistent with the regulation.

The fitting used to charge or evacuate an A/C system must be unique to that refrigerant.

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RECORD KEEPING

Anyone who sells or distributes any ozone-depleting refrigerant must retain invoices that indicate the name of the purchaser, the date of sale, and the quantity of the refrigerant purchased.

Anyone who takes the final step in disposing of MVACs or MVAC-like appliances, but who does not recover the remaining refrigerant themselves, must maintain copies of signed statements verifying that the refrigerant has been evacuated.

Service facilities must certify to EPA that they own approved equipment. If refrigerant is recovered and sent to a reclamation facility, the name and address of that facility must be kept on site. Facilities need to keep on file copies of technicians wallet-size certification cards, or copies of their wall-size certificates.

Record keeping is a main part of the regulations and guidelines for the repair, capture, and recycling of refrigerant. Failure to keep proper records that follow the path of removed, recycled refrigerant can result in a violation.

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RETROFITTING I REMOVE ORIGINAL REFRIGERANT:

The original R12 must be removed from the system prior to charging with the new refrigerant. This procedure will prevent the contamination of one refrigerant with another. Refrigerants mixed within a system probably won’t work and could damage the system. This requirement means no alternative can be used as a “Drop-In.” Each new refrigerant must have a unique set of fittings. Each retrofit must have a label attached detailing the information on the new refrigerant and must indicate:

• Name of technician and company that performed the retrofit.

• Date of retrofit. • Type and how much refrigerant was used. • Type, manufacturer, and amount of lubricant used. • If refrigerant has ozone-depleting substances.

Retrofitting is popular when replacing R12 with an R134 refrigerant. It is important that the proper procedure be followed.

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STANDARD PROCEDURE FOR RETROFIT

The retrofit basically is a straightforward deal.

1. Test system for leaks

2. Repair leaks

3. Remove and drain mineral oil from compressor

4. Flush evaporator and condenser

5. Replace Accumulator / ReceiveRdrier

6. Install HFC-134a or other replacement service fittings. Use barrier hose as required such as with HCFC –22

7. Install proper amount and type or refrigerant oil (will be in kit)

8. Remove 95% of refrigerant using recovery system in a maximum of 30 minutes

9. Charge system with manufacturers specified amount of

refrigerant. This should be 80-90% of R12 capacity for R134a

10. Leak test system

11. Performance test system

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COMPRESSOR SHUTOFF SWITCH

Some systems have a device that automatically releases refrigerant into the atmosphere to prevent extremely high pressures. When retrofitting any system with such a device to a new refrigerant, the technician must also install a high-pressure shutoff switch. This switch will prevent the compressor from increasing the pressure to the point where the refrigerant is vented.

BARRIER HOSES

HCFC-22, a component in some blends, can seep out through traditional hoses. Therefore when using these blends, the technician must ensure that new, less permeable “barrier” hoses are used. These hoses must be installed if the system currently uses old non barrier hoses. The table of refrigerants notes this additional requirement where appropriate.

When retrofitting a system from R12 to R134 the system must not be left with the ability to emit R12 into the stmosphere.

The guidelines cautioned against the use of some replacement refrigerants. For example: A/C hose must meet more stringent standards because some refrigerants leak more easily than others.

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SALVAGE YARD, SCRAP RECYCLING FACILITIES

• Refrigerant captured from vehicles to be destroyed may be reused if recycled according to specifications.

• Properly recovered and recycled refrigerant may

be resold under certain conditions. • EPA now permits the transportation of recovery

and recycling equipment from one site to another.

• Refer to handout “Recovering Refrigerant at

Salvage Yards and Other Motor Vehicle Disposal Facilities.”

Junk and salvage yards must remove refrigerants from vehicles before disposal. This refrigerant may be reused if filtered to specific levels.

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BEST SERVICE PRACTICES FOR MVAC SYSTEMS

Checking MVAC for leaks Start by checking for existence of a leak by checking pressure level of the refrigerant. Then proceed with leak detect tests to find location of the leak. Leak detection tests may use any method that meets sound professional judgment such as:

• A soap bubble test; or • Electronic leak detectors; or • Ultrasonic leak detectors; or • A vacuum test; or • A fluorescent dye and black light test; or • An infrared test or near infrared; or • Halon refrigerant gas detection methods

Under no circumstances should any equipment be pressure or leak tested with air/R134a mixtures. Under no circumstance should an R134a system be leak tested with compressed (shop) air.

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Using Electronic Leak Detectors

Using an electronic leak detector is generally the fastest way to find an unknown leak. They can be used to quickly find a leak, or to find the area in which the leak exists, in a sealed system when you don’t even know where to start. An electronic leak detector gets you real close to the leak. After you find the area in which the leak is detected, you can usually decrease the sensitivity of the some types of detectors to pin point the area of the leak. The leak area is then coated with soap solution to verify the exact point of the leak. • Always leak check with engine off. • Only a small amount of refrigerant (50 psi) is required. • Follow manufacturers recommendations as to cleaning the area so as not

to contaminate the tip of the detector. • Electronic leak detectors must be designed to detect a certain type of or

multiple types refrigerant, i.e. (CFC, HFC, HFCF, etc.).

Warning: You must be careful because you can waste a lot of time if you’re using a detector that is not compatible with the refrigerant that is contained in the system you are leak testing. Know your leak detector’s capabilities and also what it is not capable of detecting. • Carbon monoxide and alcohol can affect the sensitivity of most

electronic leak detectors. Be sure neither is present when leak detecting.

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• Operation usually depends on a variation of current flow caused by ionization of decomposed refrigerant between two oppositely charged platinum electrodes.

• Important Warning: Most electronic leak detectors are not recommended

to be used in atmospheres that contain flammable or explosive vapors. The sensor operates at an extremely high temperatures. If this sensor comes in contact with a combustible gas, an explosion will occur. This can be very dangerous and costly. It will probably ruin your electronic leak detector and/or possibly damage or destroy a building because of an explosion. Most manufactures will not honor warrantee products against abuse, and exposing a refrigerant sensor to combustible gases, constitutes abuse.

Some Pointers when using electronic leak detectors: • If the leak is suspected to be very small, it may be possible to enclose the

suspected component for a period of by wrapping a suspected leak in cellophane. Then using an electronic leak detector, cut the cellophane at the bottom while using an electronic detector to detect any refrigerant that may have accumulated in the pouch over time.

• If the detectors alarm goes off, you have verified the leak exists in that

component, tubing or area. • Refrigerant has a higher specific volume than air, therefore refrigerants

will fall when exposed to atmospheric pressures. This means leak detecting on the bottom sides of the piping or components will be more effective in detecting a leak and will save you time.

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Finding and Fixing Refrigerant Leaks

Fixing refrigerant leaks is a tedious but important task. The following tips can help prevent leaks and speed their repair:

• Use rubbeRgasketed brass caps for all service port connections and keep

them wrench-tight (rather than just hand-tight). Have plenty of spares on hand—like the valve caps on your car tires, they have a way of wandering off. Replace these gaskets (or the complete caps) periodically, because they can become dry and cracked.

• Enforce a standard of cleanliness for all refrigerant lines. Keep the

copper pipes wiped down with a clean rag. Refrigerant leaks also leak oil, and it is easier to find oil on clean pipes.

• Look for leaks first on flanged and screw fittings, rather than on soldered

joints. • Minimize the number of times that refrigerant gauges must be connected to the service ports—each time this happens, it bleeds a bit of refrigerant from the system. • Repair a leaking coil only once and mark it with paint or chalk. The next time it leaks, replace the coil completely. • Repairing refrigerant leaks requires several steps, including refrigerant recovery, nitrogen charging, inspection with a leak detector, brazing or otherwise fixing the leak, vacuum drying, and recharging. Fixing a refrigerant leak can cost from US$250 to as much as $1,000 if components such as the evaporator coil must be replaced.

• Should it be necessary to replace hoses, ensure they meet SAE standard J2196

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Properly Charging (and Recharging) MVAC Systems

If the system is to be recharged, the equipment manufacturer must ensure that the vacuum removal performance leaves the system 98% free of Non Condensable Gas (NCG) before recharging. The refrigerant must be recharged to the correct refrigerant charge. This amount is available either from the current owners manual, or on the label attached under the hood.

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Revisions to §82.36(a)(4) and §82.36(a)(5)

• §82.36(a)(4), effective as of January 1, 2008 creates new

standards for equipment that recovers and recycles HFC-134a, as well as possibly recharging systems with that same refrigerant. The standards are set forth in Appendix C, which is based on SAE J2778.

• §82.36(a)(5), effective as of October 31, 2008 creates new

standards for equipment that recovers HFC-134a. The standards are set forth in Appendix D, which is based on SAE J2810.

The recovery equipment must be capable of recovering 95% of the refrigerant in 30 minutes or less at an ambient temperature of 70-75F. The equipment must be capable of indicating and recharging the system to within +/- 15g (0.5oz) vehicle manufacturers specifications. Charging or recharging must be done by an approved technician on equipment that meets SAE J2788 or is otherwise approved. The equipment must be certified every 5 years. The approved equipment list can be obtained from the EPA website: http://www.epa.gov/Ozone/title6/609/technicians/appequip.html

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INCORRECT SYSTEM CHARGES

Incorrect Calculation of Charge Incorrect calculation of charge can result in either of two scenarios, either • Inadequate charge of the system resulting in decreased cooling capacity,

or

• Overcharge of the system, resulting in either damage to the compressor, or release of the refrigerant by way of a blow back valve.

Any of these three scenarios is undesirable. Although equipment inaccuracy may be at fault the more likely explanation is inaccurate calculation of charge by the technician, specifically conversion of ounces to pounds on the way to calculating the number of grams.

• For example 8 oz is ½ lbs or 0.5 lbs. However a common error is to convert 8 oz to 0.8 lbs. In actuality 0.8 lbs is 12.8 oz.

• To convert from ounces to pounds divide the number of ounces by 16. Hence 4 oz = 0.25 pounds. So if the total weight of a charged compressor should be 3 lbs 4 oz, that converts to 3.25lbs. Multiplying by 454 grams per pound we get 1475.5 grams total weight. If however the technician decides the weight should be 3.4 lbs, then the total weight would be 1543.6g which is 68.1 grams (approximately 2.25 oz) higher than it should be. Since tolerance for these measurements are 15g, this is 4.5 times out of tolerance.

• Errors become even worse as the number of ounces rises. For example 12 oz converts to .75 lbs or 340.5 grams. If technician incorrectly converts 12 oz to 0.12 lbs, that converts to 54.5 grams. This represents an undercharge by 286 grams, roughly 9.5 oz. This is 19 times out of tolerance and sure to bring a complaint from the customer of inadequate cooling.

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CONVERSION FACTORS

1 ounce (oz) = 0.625 pounds (lb) 28.4 grams (g) .0284 kilograms (kg) 1 pound (lb) = 16 ounces (oz) 454 grams (g) 0.454 kilograms (kg) 1 gram (g) = 0.0352 ounces (oz) 0.00220 pounds (lb) 0.001 kilograms (kg) 1 kilogram (kg) = 35.2 ounces (oz) 2.20 pounds (lb) 1000 grams (g)

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Equipment Inaccuracy

When recharging the system to the amount specified by the vehicle manufacturer, it is necessary to charge the system with an accuracy of +/- 15g (0.5 oz). The equipment manufacturer must provide a method or service to check accuracy of the system.

• If a scale is used and the desired charge is 500g, the actual and indicated

charge must be within the range of 485g to 515g. The differential between the laboratory scale accuracy standard (+/- 3g). The technician must use the supplied method, usually calibration weights to verify scale accuracy. Calibration weights are used to check the zeroing process (that the scale registers 0 grams when nothing is on it) of the scale.

• If a mass flow system is used for charge determination, it must maintain

accuracy equal to the 15g (0.5 oz) specification. The equipment manufacturer must provide a method and any necessary testing devices with the machine. It must also supply enough consumables to last 5 years for periodic testing as recommended.

If any other system is used for charge determination, such as a positive displacement pump, the manufacturer must provide a method and any needed devices to check accuracy, including temperature compensating trim, if used.

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PROPER USE OF REFRIGERANTS

Recovery and Disposal of Contaminated Refrigerants

Used refrigerant must be recovered using equipment that meets SAE J2788. Additionally equipment that was purchased before March 6, 1996 which recovers refrigerant, regardless of whether it is capable of recycling may be used, so long as it is substantially identical to certified equipment. Contaminated refrigerant, refrigerants, refrigerant blends, and refrigerants which cannot be identified, must be stored in gray colored, with a yellow top, portable refillable tanks, while awaiting recycling/reclamation. The container must be permanently marked in black print, with letters at least 20mm tall, “CONTAMINATED REFRIGERANT – DO NOT USE MUST BE REPROCESSED.” If the repair shop does not have the necessary equipment to recycle and recharge a system it must be sent out for reclamation. Refrigerant reclamation involves purifying used refrigerant to meet industry product specifications for newly manufactured refrigerant.

Used Refrigerant From Non Mobile Sources

Regulations bar recovering/recycling/recharging used refrigerant from non-mobile sources by equipment designed for this purpose with MVAC systems This because MVAC equipment are not designed to properly recover or purify refrigerants from stationary air conditioners. Instead recovery and recycling must be done with Section 609 approved equipment. Reclaimed refrigerant must meet and be tested to verify that it has attained ARI 700 or ISO 12810, or equivalent specification prior to resale

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Purity of New R134a

R134a intended for use in a mobile A/C system must be at least 98% pure with a maximum of the following contaminants:

Moisture – 50 ppm (parts per million) by weight Lubricant (Polyalkylene Glycol) – 500 ppm by weight Noncondensable Gases (Air) – 150 ppm by weight New R134a meets the manufacturers specification, usually at least 99.9% pure

Recovering Refrigerant from Disposal Cylinders

It is illegal to recover and then reinstall the same refrigerant without having recycled the product first. For many automobile repair shops this entails sending the products out for recycling and purchasing the recycled product. For the purpose of recovering refrigerant from a disposal tank the recovery equipment should be capable of removing all but 2% of a non-refillable tank, and 5%, within 30 minutes, from a test vehicle (2005 Chevy Suburban). Equipment must be tested every 5 years. Cylinders from which refrigerant has been recovered should be marked as empty and then recommended practice is to open them to the atmosphere to empty the remaining refrigerant.

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Field Coupling of Flexible Hose Assemblies

Hose Assembly Requirements

SAE J2064 Describes the manufacturing requirements for hose assemblies.

The types of hoses include but are not limited to: Type A – Elastomeric, Textile Reinforced Type B – Elastomeric, Wire Reinforced Type C – Barrier, Textile Reinforced Type D – Thermoplastic, Textile Reinforced, Elastomeric Cover Type E. – Veneer, Textile Reinforced Type F – Veneer, Barrier, Thermoplastic Liner All hoses must be marked with the SAE number (J2064), type class and inside diameter, and hose manufacturer’s code marking. The marking shall appear on the outside cover of the hose at intervals not greater than 380 mm (about 15 in.)

Hose assemblies may be fabricated by the manufacturer, an agent for or customer of the manufacturer, or the user. Fabrication of permanently attached fittings to refrigerant hose requires specialized assembly equipment. Refrigerant hose from one manufacturer may not be compatible with fittings supplied by another manufacturer. Similarly, assembly equipment from one manufacturer may not be interchangeable with that of another manufacturer.

MVAC Refrigerants Fitting Sizes & Label Colors

These fittings and labels must be used with alternative refrigerants when used in motor vehicle air conditioning systems. For more details, see EPA's fact sheet titled "Choosing and Using Alternative Refrigerants for Motor Vehicle Air Conditioning," available from the hotline and on the web site.

Fitting Sizes Refrigerant Contact

High Side Service Port Low Side Service Port 30-lb. Cylinders Small Cans Diameter (inches)

Pitch (threads/inch)

Thread Direction

Diameter (inches)

Pitch (threads/inch)

Thread Direction

Diameter (inches)

Pitch (threads/inch)

Thread Direction

Diameter (inches)

Pitch (threads/inch)

Thread Direction

CFC-12 (post-1987) multiple

6/16 24 Right 7/16 20 Right 7/16 20 Right 7/16 20 Right

CFC-12 (pre-1987) 7/16 20 Right 7/16 20 Right 7/16 20 Right 7/16 20 Right

HFC-134a multiple quick-connect quick-connect 8/16 16 Acme Right 8/16 16 Acme Right

Freeze 12 Technical Chemical 800-527-0885

7/16 14 Left 8/16 18 Right 8/16 18 Right 6/16 24 Right

Free Zone / RB-276

Refrigerant Gases 888-373-3066

8/16 13 Right 9/16 18 Right 9/16 18 Right 6/16 24 Left

Hot Shot ICOR 800-357-4062 10/16 18 Left 10/16 18 Right 10/16 18 Right 5/16 24 Right

McCool Chill-It

McMullen Oil Products, Inc. 800-669-5730

6/16 24 Left 7/16 20 Left .368 26 Right 14mm 1.25mm spacing Left

GHG-X4 / Autofrost People's

Welding 800-382-9006

.305 32 Right .368 26 Right .368 26 Right 14mm 1.25mm spacing Left

GHG-X5 8/16 20 Left 9/16 18 Left 9/16 18 Left not sold in small cans R406A .305 32 Left .368 26 Left .368 26 Left 8/16 20 Left GHG-HP not yet developed* Ikon-12 / Ikon A

Ikon 505-345-2707 not yet developed*

FRIGC FR12

Intercool 800-555-1442

quick-connect, different from HFC-134a

quick-connect, different from HFC-134a 8/16 20 Left 7/16 20 Left

SP34E Solpower 888-289-8866 7/16 14 Right 8/16 18 Left 8/16 18 Left 5/16 24 Left

R426A (RS-24, new formulation)

Refrigerant Solutions Ltd

Quick connect, different from HFC-134a and FRIGC FR12

Quick connect, different from HFC-134a and FRIGC FR12

Quick connect, different from HFC-134a and FRIGC FR12

Quick connect, different from HFC-134a and FRIGC FR12

R420A RMS of Georgia

0.5625 (9/16) 18 Right 0.5625

(9/16) 18 Left 0.5625 (9/16) 18 Left 0.5625

(9/16) 18 Right

* These refrigerants have not been marketed yet; therefore, fittings have not been developed.

Label Colors

To comply with the conditions on the use of motor vehicle refrigerants, a detailed label must be applied that features a unique background color. This table summarizes the colors chosen for the refrigerants listed as of June 3, 1997. The information required for each label is listed in EPA's fact sheet titled "Choosing and Using Alternative Refrigerants for Motor Vehicle Air Conditioning," available from EPA's world wide web site and from the Stratospheric Ozone Hotline at 800-296-1996. Refrigerant

Background

CFC-12

White

HFC-134a Sky Blue Freeze 12 Yellow Free Zone / RB-276 Light Green Hot Shot Medium Blue GHG-X4 Red R406A Black GHG-X5 Orange GHG-HP not yet developed* Ikon-12 / Ikon A not yet developed* FRIGC FR12 Grey SP34E Tan R426A (RS-24, new formulation) Gold R420A Dark green (PMS #347)

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Replacement Refrigerants and Retrofitting MVAC Systems

Substitutes Acceptable Subject to Use Conditions for

CFC-12 (class I ODS) in MVACs

Substitute (Name Used in the Federal Register) Trade Name Retrofit/ New

HCFC-22 R, N (Buses Only)*

HFC-134a R, N HFC-152a N

R406A

GHG, GHG-X3, GHG-12, McCool, Autofrost X3

R, N

GHG-X4, R414A (HCFC Blend Xi)

GHG-X4, Autofrost, Chill-it, Autofrost X4

R, N

Small auxiliary power units that include an engine, electrical alternator, water pump, air conditioning compressor and a heat exchanger used in tractor trailers in conjunction with passenger compartment climate control systems that already use an acceptable substitute refrigerant.

R, N

Hot Shot, R414B (HCFC Blend Omicron) Hot Shot, Kar Kool R, N

FRIGC FR12, (HCFC Blend Beta), R416A FRIGC FR12 R, N

Free Zone, (HCFC Blend Delta) Free Zone / RB-276 R, N

Freeze 12 Freeze 12 R, N GHG-X5 GHG-X5 R, N GHG-HP (HCFC Blend Lambda) GHG-HP R, N Ikon 12, Ikon A (Blend Zeta) Ikon 12 R, N SP34E SP34E R, N Stirling Cycle N CO 2 N RS-24 RS-24 R, N Evaporative Cooling N R426A RS-24 R, N

Key: R = Retrofit Uses, N = New Uses

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According to EPA regulations, the use of any alternative refrigerant to replace R12

requires at a minimum that: • unique service fittings be used in order to minimize the risk of cross-contamination of either the aiR conditioning system or the service facility's recycling equipment; • the new refrigerant be identified by a uniquely-colored label in order to identify the refrigerant in the system; • all R12 be properly removed from the system before filling the system with an alternative refrigerant; • in order to prevent release of refrigerant to the atmosphere, a high-pressure compressor shutoff switch be installed on any system equipped with a pressure relief device; and • separate, dedicated EPA-approved equipment be used to recover the R12 from the system. • In addition, alternative refrigerant blends that contain HCFC-22 must be used with barrier hoses.

A number of refrigerants other than R134a have been listed by EPA as acceptable under its Significant New Alternatives Policy (SNAP) program, or are under SNAP review. The SNAP program evaluates substitutes only for their effect on human health and the environment, and not for performance or durability. None of these refrigerants have been endorsed by the OEMs for use in vehicles, and few have had extensive testing in a wide range of vehicle models. In addition, most are currently not readily available in all areas of the country. While some manufacturers of alternatives may be marketing their products as "drop-ins," keep in mind that because the regulations described above apply to any substitute for R12, there is no such thing as a refrigerant that can literally be dropped in on top of the existing R12 in the system.

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Prohibited Flammable Refrigerants

Substitutes that have not been accepted fall in to 3 main classes. As of May 2001 the following proposed refrigerant fell into these three classes.

• unacceptable: Illegal to use as a substitute for CFC-12 in motor vehicle air conditioners.

• proposed acceptable subject to use conditions: May be used legally. EPA will accept public comment on these refrigerants and then make a final ruling. There is no formal EPA position until then, and it is inappropriate for advertising to imply that EPA has found the product acceptable.

• not submitted: Illegal to use or sell as a substitute for CFC-12 in motor vehicle air conditioning systems.

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Unacceptable Substitutes for ODS in Refrigeration and Air Conditioning

Substitute (Name Used in the Federal Register)

ODS Being Repla

ced

End-uses Reason

All flammable refrigerants, including OZ-12® (Hydrocarbon Blend A), HC-12a® (Hydrocarbon Blend B), and Duracool 12a except HFC-152a in new MVACs

CFC-12

Motor vehicle air conditioning, retrofit and new

Lack of adequate assessment that characterizes incremental flammability risk

OZ-12® (Hydrocarbon Blend A), HC-12a® (Hydrocarbon Blend B), and Duracool 12a

CFC-12

All end-uses other than industrial process refrigeration, retrofit and new

Lack of adequate assessment that characterizes incremental flammability risk

R141b CFC-11 centrifugal chillers, new

High ODP; other substitutes with lower overall risk have been identified

R176 (R176 contains CFC-12, HCFC-22, and HCFC-142b. It is a different product from RB-276, typically sold under the name "Free Zone.")

CFC-12 All end-uses, retrofit and new Contains CFC-12

R403B R502 All end-uses, retrofit and new

Contains a perfluorocarbon that exhibits extremely high GWP and very long lifetime

R405A CFC-12 All end-uses, retrofit and new

Contains a perfluorocarbon that exhibits extremely high GWP and very long lifetime

MT-31

all CFCs and HCFCs

All end-uses, retrofit and new Toxicity of a constituent

Hexafluropropylene (HFP) and blends containing it

all CFCs and HCFCs

All end-uses, retrofit and new HFP is toxic

NARM-22 HCFC-22 All end-uses, retrofit and new Contains HCFC-22

Self-Chilling Cans using HFC-134a or HFC-152a

CFC-12, HCFC-22, R502

Household Refrigeration, Transport Refrigeration, Vending Machines, Cold Storage Warehouses and Retail Food Refrigeration; retrofit and new

Unacceptably high greenhouse gas emissions from direct release of refrigerant to the atmosphere

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SERVICING CONSIDERATIONS FOR

POSSIBLE FUTURE MVAC SYSTEMS

R744 (Carbon Dioxide) Systems R744 has carbon dioxide as its refrigerant. It is highly noncombustible, and has a very low global warming potential when compared to other refrigerants. It requires extremely high pressures, from 30 to 200 atmospheres to operate in a refrigeration cycle. It operates on a transcritical cycle the compressor outlet temperature is extremely high (around 160°C).

R152a Systems

R152a has been suggested as a replacement refrigerant for R134a in automotive systems. R152a is Difluoroethane which is an HFC and very similar to R134a, tetraflouroethane. Because it's a hydrofluorocarbon and not a hydrocarbon, it behaves much like R134a. It has a global warming potential nearly one-tenth that of R134a. It is flammable.

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Low Global Warming Potential (GWP) Refrigerant Systems

Global warming potential (GWP) is a measure of how much a given mass of greenhouse gas is estimated to contribute to global warming. It is a relative scale which compares the gas in question to that of the same mass of carbon dioxide (whose GWP is by definition 1). The substances subject to restrictions in the Kyoto protocol either are rapidly increasing their concentrations in Earth's atmosphere or have a large GWP. The GWP of R134a is 1300. The GWP of R152a is less than 150. The GWP of R744 is 1. A new class of refrigerants are just now being studied. The fluorine substituted olefin HFO-1234yf appears to be of possible use as replacements. This HFO-1234yf chemical is flammable with a low GWP.

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A/C Certification in Review • Ultraviolet radiation - hits the earth through the Ozone Hole

• The service of motor vehicles air conditioners is regulated through Section 609 of the

Public Law and is part of the Clean Air Act

• One of the methods used to reduce ozone is to recycle R12 • SAE-J2196 regulates the flexible automotive air conditioning hoses • A shut off valve must be within 12 inches of the connecting point

• All refrigerant must be remove from an AC System, even what is in the hoses

• Refrigerant may be reused if it is cleaned to specification standards

• When recycling CFC 12 the product shall not exceed 15 PPM by weight, refrigerant

oil shall not exceed 4,000 PPM by weight and non-condensable gases (air) shall not exceed 330 PPM by weight

• HFC-134a when recycled must meet the standards set in SAE-J2099 and no more

than 50 PPM by weight of moisture, 500 PPM by weight of lubricant, or 150 PPM by weight of non-condensable gases

• A repair facility may recharge a leaking A/C system at the customers request and if

the shops policy is to perform this type of repair

• The removal of mineral oils in an HFC-134a retrofit is important and all or as much of the mineral oil must be removed.

• When performing a CFC-12 System retrofit, all the CFC-12 must be extracted, a label

installed indicating they type of refrigerant used how much refrigerant was used the name of the technician and shop, new unique fitting must reinstalled

• If a customer does not want the system repaired after refrigerant has been added to

the system to trouble shoot the shop may top off the system at the customers request or can remove the amount of refrigerant installed to diagnose the problem

• A system may be topped off if the proper refrigerant is used unless local law prohibits

it • When evacuating an A/C system shut the unit off for 5 minutes to determine if the

system has a leak. If there is still pressure continue recovery until the vacuum level remains stave for 2 minutes

• Recycled refrigerant may be sold if it cleaned to specifications.

SYSTEMS TRAINING IN AIR CONDITIONING RECOVERY, RECYCLE, RECHARGING

DIRECTIONS: Please indicate the one answer you think is most correct on your answer sheet 1. The Montreal Protocol is a/an _______________ agreement.

A. local B. state C. national

D. international 2. The ozone layer protects the earth from A. microwave radiation. B. radio frequency radiation. C. ultraviolet radiation. D. frequency modulation radiation. 3. Section 609 of Public Law 101-549, November 15, 1990 deals directly with A. ozone depletion. B. servicing of motor vehicle air conditioners. C. public air conditioning systems. D. air exchange systems. 4. Due to the damaging effect of R12 on the ozone layer, it is necessary to A. vent systems during normal service. B. recycle R12. C. use only new freon. D. service systems in contained areas. 5. “Approved refrigerant recycling equipment” shall, at a minimum, be as stringent as standards set by A. SAE – J2788 B. API - MS. C. National NF. D. DOT - TCP specifications. 6. Flexible automotive air conditioning service hoses must comply with A. API-MS. B. SAE 10-30. C. SAE - J2196. D. DOT-TCP.

60

7. SAE - J1990 Oct. 89 deals with recycle equipment for A. automobiles. B. light duty trucks. C. vehicles with similar CFC-12 systems. D. all of the above. 8. Storage containers for recycled refrigerant should be A. SAE approved. B. DOT CFR Title 49 approved. C. UL approved. D. B and C above. 9. To prevent on-site overfilling, safe fill level must be controlled by weight and not exceed _________ of container gross weight.

A. 50% B. 60% C. 70%

D. 80% 10. Empty/near empty containers’ contents should be reclaimed, reduced to a vacuum,

and A. painted green. B. labeled hazardous. C. marked empty and ready for disposal. D. trucked only by a hazardous waste handler. 11. Servicing and recycling hoses should have an approved shut-off within __________

of the connection point.

A. 20 inches B. 15 inches C. 12 inches

D. 6 inches 12. CFC-12 trapped in service hoses and gauges A. may be vented. B. is of no concern. C. must be recovered. D. is contaminated. 13. SAE - J 1989 Oct. 89 deals with A. refrigerant types. B. safety standards. C. purity standards. D. recommended service procedures for the containment of R12.

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14. According to EPA requirements, recovered R12 A. must be disposed of. B. can be reused immediately. C. can be reused only if cleaned to specific standards. D. may not be sold. 15. SAE - J1991 Oct. 89 standards of purity for use in mobile air conditioning systems

states that contaminants in recycled R12 shall be limited to A. moisture. B. refrigerant oil. C. noncondensable gases. D. all of the above. 16. In recycled CFC-12, moisture shall not exceed 15 PPM by weight, refrigerant oil

shall not exceed 4,000 PPM by weight, and noncondensable gases (air) shall not exceed

A. 220 PPM by weight. B. 330 PPM by weight. C. 550 PPM by weight. D. 660 PPM by weight. 17. All recycling equipment and servicing equipment should be operated and maintained

as recommended by the operating manuals from the equipment manufacturers and used only by

A. shop owners. B. line mechanics. C. section 609 certified personnel. D. equipment manufacturers’ salespersons. 18. HFC-134a refrigerant recycled to SAE-J2099 standards must meet the following

levels of contamination. A. moisture: 50 ppm by weight. B. lubricant: 500 ppm by weight. C. non-condensable gases: 150 ppm by weight. D. all of the above. 19. A customer has a leaking A/C System.

A. An A/C system with substantial leaking may not be “topped-off” under any

circumstances, even if the customer and the service facility wish to do so. B. “Topping-off” without making at least an attempt to repair the leaking system

would be in violation of EPA regulations. C. A repair facility must recharge the A/C system if the customer demands. D. It is highly encouraged to perform leak fixing before charging refrigerants

into the system.

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20. During a HFC-134a retrofit, the removal of mineral oils is:

A. not important because HFC-134a is US-EPA approved substitute refrigerant and therefore is compatible. B. not important because the replacement lubricating oil is compatible with the existing mineral oil per US-EPA requirements.

C. important because no more than 50% of the mineral oil must be removed per US-EPA requirements.

D. none of the above. 21. When retrofitting a CFC-12 A/C System the technician must A. extract the CFC-12. B. cover the CFC-12 label and replace it with a label that indicates the new refrigerant in the system. C. affix new fittings unique to that refrigerant. D. all of the above. 22. A shop adds refrigerant to diagnose a failed A/C system. The customer decides not to repair the system. The shop A. must remove all the refrigerant in the system.

B. must remove the A/C system and send it off to a recycling facility to , and have the refrigerant removed and processed.

C. can remove the amount of refrigerant installed to diagnose the problem. D. only B and C are correct. 23. The first step in retrofitting an MVAC unit is: A. flush the evaporator and condenser. B. install replacement service fittings. C. test system for leaks and repair them. D. remove 95% of refrigerant using recovery system.. 24. During the process of refrigerant recovery, the technician should:

A. operate the recovery unit until the system has been reduced from a pressure to

a vacuum; then immediately close the valves in the service lines and remove the lines from the vehicle.

B. after shutting the recovery unit off for 2 minutes, determine that the system has no pressure; if it still has pressure, perform more recovery until the vacuum level remains stable for 5 minutes.

C. after shutting the recovery unit off for 5 minutes, determine that the system has no pressure; if it still has pressure, perform more recovery until the vacuum level remains stable for 2 minutes.

D. first connect the recovery equipment’s service hoses, which must have shutoff valves within 4 inches (10 cm) of the service ends.

63

25. Assuming that any ozone-depleting refrigerant is extracted from an MVAC bound for disposal and located at a motor vehicle disposal facility, the refrigerant may be sold to:

A. anyone. B. a recycling facility registered with DOT only. C. a reclaimer or a section 609 certified technician, if it has been recovered with approved section 609 equipment. D. no one. The refrigerant must be recycled before it can be resold. 26. Which of the follow statement about checking MVAC for leaks is false.

A. A fluorescent dye with a black light is a good way to visualize the leak. B. Use compressed (shop) air when checking for R134a leaks. C. Electronic leak detection can be used to locate the area where the leak is. D. A soap bubble test is a good way to pinpoint the location of a leak.

27. When using an electronic leak detector A. Make sure you have the right detector for the refrigerant used. B. Check for leaks with the engine turned off. C. Both a and b. D. Neither a nor b.

28. Repairing refrigerant leaks requires several steps, including A. Refrigerant recovery B. Nitrogen charging, C. Vacuum drying D. All of the above.

29. Which of the following statements is true about recharging an MVAC system? A. The system must be 50% free of non-condensible gases before recharging. B. The recharging equipment must be able to recharge the system to within +/-

15g (0.5oz) of vehicle manufacturers specifications. C. Charging or recharging may be done by anyone so long as an approved

technician is on the premises. D. The equipment must be certified every 20 years.

30. True or False. To obtain a list of approved equipment for recovery or for recovery / recycling / recharging, send a written inquiry to the EPA.

A. True B. False

64

31. 12 ounces converts to how many pounds? A. 0.12 B. 0.75 C. 1.2 D. Impossible to say without more information.

32. Which of the following statements are false regarding recharging equipment.

A. When recharging the system to the amount specified by the vehicle manufacturer the equipment must charge the system to an accuracy of +/- 15g (0.5 oz)

B. The equipment manufacturer must provide a method or service to check accuracy of the system.

C. The differential between the laboratory scale reading and true weight, must be less than +/- 3g). The technician must use the supplied method, usually calibration.

D. The repair shop must pay for testing supplies to check the accuracy of equipment for the first 5 years. After that no testing is necessary.

33. What is true about the tanks that recovered refrigerant must be stored in while awaiting being sent for recycling? A. They must be portable refillable tanks. B. They must be gray with a yellow top. C. They must be marked “CONTAMINATED REFRIGERANT – DO NOT

USE MUST BE REPROCESSED.” D. All of the above.

34. True or False. Regulations bar recovering/recycling/recharging used refrigerant from non-mobile sources by equipment designed for this purpose with MVAC systems A. True B. False

35. R134a intended for use in a mobile A/C system must be at least 98% pure with a maximum of the following contaminants: A. Moisture – 50 ppm (parts per million) by weight B. Lubricant (Polyalkylene Glycol) – 500 ppm by weight C. Noncondensable Gases (Air) – 150 ppm by weight D. All of the above.

36. When is it legal to recover and then reinstall the same refrigerant without having recycled the product first? A. When the refrigerant is going back into the same MVAC system. B. When the owner requests it of the section 609 technician. C. Never D. Only if it is determined that there is no leak in the MVAC system.

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37. In order to avoid confusion when recharging MVAC systems, standards have been set for the hardware for each refrigerant. They are: A. Different coupling fitting sizes for the service ports, 30 lb containers and

small cans must be used. B. the background of the label marking the refrigerant for systems must have a

unique color code. C. Both a and b. D. Neither a nor b.

38. When replacing refrigerants with a new refrigerant in an MVAC system the following is

true.

A. Unique service fittings must be used to minimize the risk of cross- contamination of either the aiR conditioning system or the service facility's recycling equipment;

B. To prevent release of refrigerant to the atmosphere, a high-pressure compressor shutoff switch should be installed on any system equipped with a

pressure relief device. C. Refrigerant blends that contain HCFC-22 must be used with barrier hoses. D. All of the above.

39. All of the below refrigerants are considered unacceptable replacement due to flammability concerns except _____________.

A. OZ-12® B. R134a C. HC-12a® D. Duracool 12a

40. Global warming potential (GWP) is a measure of how much a given mass of greenhouse gas is estimated to contribute to global warming. It is a relative scale which compares the gas in question to that of the same mass of carbon dioxide. Based on this we can determine that the GWP of R744 is _____.

A. 1 B. 152 C. 1300 D. 5000.

IMPORTANT – READ THE NOTE BELOW BEFORE TAKING THE TEST

AND/OR FILLING OUT THE U.S. EPA A/C CERTIFICATION MVAC STUDENT COMPLETION RECORD

NOTE: If this booklet will be used by more than one person photocopy the answer sheet and U.S. EPA A/C Certification MVAC Student Completion Record. Send the answer sheet (pg. 64), and the completed certification (pg. 65) to: Gasoline Retailers Association of New York, 6 Walker Way, Albany, N.Y. 12205. A check ($15 member, $20 non-member) made payable to the N.Y.S. Association of Service Stations & Repair Shops must be sent with the test and certification.

66

Center for Automotive Technology and Training

Motor Vehicle Air Conditioning (MVAC) Test Answer Sheet

Name: __________________________Date:________________

Please circle the letter of the answer you select. If you wish to change your answer, place an X through the wrong answer and circle the letter you want for your answer. 1. A B C D 21. A B C D 2. A B C D 22. A B C D 3. A B C D 23. A B C D 4. A B C D 24. A B C D 5. A B C D 25. A B C D 6. A B C D 26. A B C D 7. A B C D 27. A B C D 8. A B C D 28. A B C D 9. A B C D 29. A B C D 10. A B C D 30. A B C D 11. A B C D 31. A B C D 12. A B C D 32. A B C D 13. A B C D 33. A B C D 14. A B C D 34. A B C D 15. A B C D 35. A B C D 16. A B C D 36. A B C D 17. A B C D 37. A B C D 18. A B C D 38. A B C D 19. A B C D 39. A B C D 20. A B C D 40. A B C D

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U.S. EPA A/C CERTIFICATION MVAC STADENT COMPLETION RECORD

Course Date (MM) (DD) (YY)Certified Inspector Number

First Name Middle Initial

Last Name

Social Security or Alien Registration Number Birthdate (MM) (DD) (YY)

Address – Number, Street, Apt.

City State Zip Code ( ) -

County Code County Name Home Telephone Number

MVAC0 : 1 : 0 NYSASSRS, Inc. (GRANY)

Agent Name5 : 7 : 4 RALPH BOMBARDIERE

Instructor Name : :

Assistant or Co-Instructor Name

Business Name or Employer Name

Address – Number, Street

City State Zip Code ( ) -Business Telephone Number

(FOR DMV USE ONLY) MVAC Test Score: ___________