US ARMY ORDNANCE SCHOOL

STUDY GUIDE FOR WHEELED VEHICLE MECHANIC (91B10)

SECTION 609 EPA
RECOVERY/RECYCLING REFRIGERANT
APRIL 2012
FORT LEE, VIRGINIA 23801

April 2012

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STRATOSPHERIC OZONE DEPLETION 3
MONTREAL PROTOCOL 3
TECHNICIAN TRAINING AND CERTIFICATION…………………………..……. 4
SALES RESTRICTIONS………………………………………………………….… 4
DEFINITION OF MOTOR VEHICLE AIR CONDITIONER (MVAC)…………....... 4
PENALTY 5
RECOVER - RECYCLE – RECLAIM 5
REQUIRED EQUIPMENT 5
RETROFITTING TO HFC-134a PROCEDURES AND REQUIREMENTS 7
REFRIGERANT LUBRICANTS PAG vs ESTERS…………………………….....…..8
SIGNIFICANT NEW ALTERNATIVE POLICY (SNAP)…………………………....8
TERM "DROP-IN" REFRIGERANT………………………………………………......8
REFRIGERANT BLENDS……………………………………………………………10
RECOVERY CYLINDERS............................................................................................10
DISPOSAL OF EMPTY / NEAR EMPTY CYLINDERS . ...........................................11
SHIPPING & TRANSPORTING ...................................................................................11
RECOVERY REQUIREMENTS ...................................................................................11
MANIFOLD GAUGE SET ..........................................................................................123
RECYCLING PURITY SPECIFICATION REQUIREMENTS ....................................13
CHECKING FOR NON-CONDENSABLE GASES ....................................................14
LEAK TESTING ............................................................................................................14
TOPPING OFF ...............................................................................................................15
SAFETY…………………………………………………………………………..........16
RECOMMENDED SERVICE PROCEDURES FOR THE
CONTAINMENT OF 134a..…………………………………………………………...16
HFC-134a........................................................................................................................16
OTHER ALTERNATIVES TO CFC-12 …………………………………………… 18
DICTIONARY AND ACRONYMS OF TECHNICAL TERMS……………………...23
PRESSURE AND TEMPERATURE CHART CHECKING NONCONDENSABLE
GASES………………………………………... 26
IMPORTANT NUMBERS…..…… ………………………………………30

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 STRATOSPHERIC OZONE DEPLETION
During the last half century, CFC refrigerants (chlorine - fluorine - carbon) have dramatically changed our
lifestyles. Little did we know that the use and release of these compounds into the atmosphere would have
devastating effects on the Earth's environment. The greatest effect is far removed from the Earth's surface, in the
Stratosphere. Located between 10 and 30 miles above the Earth's surface, the Stratosphere contains the Ozone
layer. The Ozone layer is the earth's security blanket. The Ozone layer serves two important functions. Ozone
protects us from harmful Ultra Violet Radiation and helps to maintain stable Earth temperatures. 1Release of
refrigerants into the atmosphere is known to cause a depletion of Ozone. Depletion of Ozone in the Stratosphere
causes;
 Increased eye disease (Cataracts)
 Skin cancer
 Crop loss
 Deforestation
 Reduced marine life
 Increased ground level ozone

Remember that ozone is “good up high, bad nearby”: even though it protects us when it is in the stratosphere,
ozone at ground level can be harmful to breathe and is the prime ingredient in smog. Many man-made sources
such as CFC-12 (also known as FREON) contribute to ground level ozone.

An Ozone molecule consists of three oxygen atoms (O3). When CFC's are released into the atmosphere, the
Ozone molecule is broken down. The Chlorine in the CFC is the culprit. A single Chlorine atom attacks the
ozone molecule, taking one of its oxygen atoms, creating Chlorine Monoxide (CIO) and Oxygen (O2). The
Chlorine molecule then goes on to attack another ozone molecule taking another oxygen atom, forming more
O2 and then releasing the single Chlorine atom. The Chlorine atom continues this chain reaction destroying as
many as 100,000 ozone molecules. It is now clear why the production of CFC refrigerants must be phased out
and CFC's currently in use must be recovered and recycled. Technicians must never intentionally vent
refrigerants to the atmosphere.

Section 609 of the Federal Clean Air Act, as regulated by the US Environmental Protection Agency (EPA),
requires facilities that repair or service motor vehicle air conditioning systems, or dismantle a motor vehicle air
conditioner to service other parts of an automobile, must certify to the EPA that they are using approved
recovery equipment, and that no person may service a motor vehicle air conditioner unless they have been
properly trained and certified in how to properly recover and recycle refrigerants. The final regulations for
Section 609 became effective as of August 13, 1992. Section 609 also established standards and requirements
for recovery and recycling equipment. It was enacted to monitor the prevention of venting ozone depleting
chemicals into the atmosphere and the destruction of stratospheric ozone depletion.

MONTREAL PROTOCOL
Following several years of negotiations, an international agreement (treaty) regulating the phase out
production and use of CFC's, HCFC’s, Halon’s, methyl chloroform, and carbon tetrachloride entered into force
in mid 1989. Known as the Montreal Protocol, this landmark agreement initially called for a production and
consumption freeze. It currently calls for a stepwise reduction and eventual production phase out of various
ozone depleting substances such as CFC’s. The production phase-out of CFC’s was completed on December 31,
1995.

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 The production phase-out raised the price of virgin CFC-12, and Congress has levied an excise tax on CFC's
and other chemicals that deplete the ozone layer. As a result of the tax and dwindling supply, there is an added
financial incentive for the automotive industry to implement recovery and recycling activities. The tax and
reduced supply have also increased the demand for a replacement ozone friendly refrigerant.

HFC-134a (hydrogen - fluorine - carbon) contains no chlorine. At present, most new car manufacturers use
HFC-134a as a replacement for CFC-12 and older vehicles may be converted to use HFC-134a by following
proper retrofit procedures. Although HFC-134a is considered ozone friendly, it is not without environmental
impact. It has been found to be a greenhouse gas and contributes to the problems of global warming. Effective
November 15, 1995, HFC-134a must be recovered.

Technician Training and Certification

Technicians who repair or service CFC-12 and HFC-134a motor vehicle air conditioners must be trained and
certified by an EPA-approved organization. Training programs must include information on the proper use of
equipment, the regulatory requirements, the importance of refrigerant recovery, and the effects of ozone
depletion. To be certified, technicians must pass a test demonstrating their knowledge in these areas. Once you
are certified you are certified for life. You are certified to handle all refrigerants and you do not need to be
recertified to handle other refrigerants. A list of approved testing programs is available from the Hotline and the
web site.

Certification Requirements

Service shops must certify to EPA that they have acquired and are properly using approved refrigerant
recovery equipment, and that each person using the equipment has been properly trained and certified. The
certification statement shall include the name and address of the service establishment, the name of the
equipment manufacturer, equipment model and serial number, and equipment date of manufacture.

Sales Restrictions

Section 609 has long prohibited the sale of small cans of ozone-depleting refrigerants to anyone other than a
certified technician. The sale of any size container of CFC-12 to anyone other than certified technicians was
prohibited under section 608 of the Act beginning on November 14, 1994. This provision is intended to
discourage "do-it-yourselfers" who recharge their own air conditioners. Such individuals often release
refrigerant because they typically do not have access to recovery/recycling equipment. The Agency encourages
"do-it-yourselfers" to bring their cars to certified technicians who can properly fix air conditioners using
approved equipment. This avoids damage to A/C equipment by improper charging and helps to protect the
environment
Definition of "Motor Vehicle Air Conditioning"

Under the Significant New Alternative Policy (SNAP) program, the motor vehicle air conditioning (MVAC)
end-use includes all forms of air conditioning that provide cooling to the passenger compartments in moving
vehicles. This definition includes both MVAC’s, defined under the section 609 regulations at 40 CFR 82.32,
and MVAC-like equipment, defined under the section 608 regulations at 40 CFR 82.152. EPA regulations
issued under sections 608 and 609 of the Clean Air Act distinguish between MVAC’s and MVAC-like
equipment for purposes of refrigerant recycling and handling. EPA includes both in the SNAP MVAC end-use
and has relied on this definition since the original SNAP rule of March 18, 1994 (59 FR 13044).

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 Venting of CFC-12 and HFC-134a

Another section of the Clean Air Act, section 608, prohibits releasing CFC-12 or HFC-134a into the
atmosphere. It is illegal to vent as of 1 July 1992.

PENALTY
Section 609 of the Federal Clean Air Act, is regulated by the United States Environmental Agency (EPA).
Failure to comply could cost you and your company as much as $27,500 per day, per violation; and there is a
bounty (whistle blowers) of up to $10,000 to lure your competitors, customers and fellow workers to turn you
in. Service technicians who violate the provisions of the Clean Air Act may be fined, lose their certification, and
may be required to appear in Federal court.

THE THREE "R's"

RECOVER - RECYCLE – RECLAIM
Why is recovery of refrigerant necessary?
1. For the prevention of venting to the atmosphere.
2. For prevention of stratospheric ozone depletion.
3. For adequate supplies for service after production bans.
The processes of recovery, recycling, and reclaiming sound similar, but they are quite different. It is always a
good practice to recycle refrigerant after recovery, if it is going to be put back into the same system.

To RECOVER is to remove refrigerant in any condition from a system and store it in an approved external
container. Recovered refrigerant may not be returned to a motor vehicle air conditioning system (MVAC)
without first being recycled or reclaimed.

To RECYCLE is to clean refrigerant for reuse by separating the oil and removing moisture by passing it
through one or more filter driers. Recycled refrigerant may be returned to a MVAC. Contaminants in recycled
refrigerant are limited to moisture, refrigerant oil, and non-condensable gases to the levels set by the Society of
Automotive Engineers. Recycling occurs in the service shop.

To RECLAIM is to process refrigerant to a level equal to new product specifications as determined by

chemical analysis. RECLAIMED refrigerant must meet standards set fourth by the Air Conditioning and
Refrigeration Institute in ARI standard 700. Reclaimed refrigerant is intended for sale and may be used in any
application. Reclamation cannot be performed in a service shop. Generally a shop sends refrigerant either back
to the manufacturer or directly to a reclamation center.

REQUIRED EQUIPMENT
The EPA has approved the use of two types of equipment, recover/recycle and recover only. The
recover/recycle equipment extracts the refrigerant from the vehicle and cleans the refrigerant on-site. The
recover only equipment extracts the refrigerant into an approved container to be sent off-site for reclamation.
Either recover only, or recover/recycle equipment may only be used for the refrigerant for which it was
designed. NOTE: UL first certified recovery/ recycling equipment in September 1989. Approved equipment
must bear a label that states "design certified to meet SAE standards". Do not confuse this with other UL labels
that indicate equipment safety performance.

NOTE: Equipment must comply with applicable federal, state and local requirements.
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 Facilities that service or dismantle motor vehicle air conditioners must certify to the EPA that they are using
approved equipment. Servicing of motor vehicle air conditioners includes repairs, leak testing, and "topping off"
systems low on refrigerant.
Certification that a facility is using approved equipment by certified technicians is not transferable. If a facility
changes ownership, the new owner must submit a new certification statement to the EPA within 30 days of the
change of ownership.

NOTE: The recovery equipment shall incorporate a filter as a minimum requirement of a 15 Micron
filter to remove particulates.

Recover/recycle equipment must be certified by an EPA approved independent standards testing organization,
i.e. UL (Underwriters Laboratory) or ETL (Testing Laboratories Inc), to extract and recycle refrigerant from a
motor vehicle air conditioner to a standard set fourth by the Society of Automotive Engineers (SAE). The
equipment standards are SAE J1990 for CFC-12, and SAE J2210 for HFC-134a. Effective January 29, 1998, the
EPA adopted rulings for recover/recycle equipment where CFC-12 and HFC-134a share a common refrigerant
circuit. These single circuit machines contain special features to prevent cross-contamination in the refrigerant
circuit and must meet SAE standard J1770. Other dual refrigerant units are essentially two recycling machines
in one cabinet that do not share a common refrigerant circuit. These units must meet SAE J1990 and SAE J
2210 standards.

Equipment manufactured to SAE standards is capable of cleaning recyclable refrigerants, such as CFC-12 and
HFC-134a, to an acceptable level only if it was removed from a MVAC. Refrigerants from other types of
systems may contain impurities that the equipment cannot remove, such as acids from a hermetically sealed
compressor that has experienced a “burn-out”. Do not attempt to recover or recycle refrigerants from any
system other than a MVAC.

Recover-only equipment extracts refrigerant, but does not clean it. The standards for recover-only equipment
are SAE J2209 for CFC-12 and SAE J1732 for HFC-134a. Recovered refrigerant cannot be used to charge a
MVAC without first being recycled or reclaimed. Recovered refrigerant may be recycled using approved
recycling equipment. Otherwise, recovered refrigerant must be sent to an off-site reclamation facility. The
service establishment must maintain records identifying the reclamation facility where recovered refrigerant is
sent.

The new rulings also adopt a standard for equipment that recovers a single, specific refrigerant other than
CFC-12 or HFC-134a. This is not a specific SAE standard, but is one formulated by the EPA allowing UL and
ETL to approve recovery only equipment designed to extract a single alternative refrigerant. Most of the
alternative refrigerants that are approved under the EPA’s SNAP (Significant New Alternatives Policy) program
for use in motor vehicle air conditioners are blended compounds that may contain ozone depleting substances
such as HCFC-22. Recovery of these blended refrigerants requires a dedicated piece of equipment. They may
not be recovered using the same equipment used for CFC-12 or HFC-134a. It is a violation of EPA regulations
to recycle these refrigerants. The EPA requires that these blended refrigerants be sent to a certified reclaim
facility.

Contaminated refrigerants must be handled with some extra precautions. If you are unsure about a refrigerant,
EPA strongly recommends (but does not require) that technicians obtain a refrigerant identifier as a useful tool.
When a technician encounters a “mystery” refrigerant, it must be recovered using a piece of equipment
dedicated to this purpose. Unapproved refrigerants may contain a high percentage of flammable substances,
such as propane or butane, and a fire hazard may result. Check with your equipment manufacturer to be sure the
equipment has protection against risks of ignition. Once the refrigerant has been recovered, it must be properly
stored and/or sent to a reclamation facility to be reclaimed or destroyed.
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 RETROFITTING TO HFC-134a

The process of retrofitting a CFC-12 vehicle to HFC-134a may vary from vehicle to vehicle. Although there
are certain general procedures that must be followed when retrofitting, you should consult the vehicle
manufacturer and follow their recommendations.

Although section 609 of the Act does not govern retrofitting, section 612 of the Act, which describes the
Agency's Significant New Alternatives Policy (SNAP) program, does require that when retrofitting a CFC-12
vehicle for use with another refrigerant, the technician must 1) first extract the CFC-12, 2) must cover the CFC-
12 label with a label that indicates the new refrigerant in the system and other information, and 3) must affix
new fittings unique to that refrigerant. 4) In addition, if a technician is retrofitting a vehicle to a refrigerant that
contains R-22, the technician must ensure that only barrier hoses are used in the A/C system. 5) Finally, if the
system includes a pressure relief device, the technician must install a high-pressure compressor shutoff switch
to prevent the compressor from increasing pressure until the refrigerant is vented.

LABELS

Whether a car is originally designed to use a new refrigerant or is retrofitted, the technician must apply a
detailed label giving specific information about the alternative. The label's background color is chosen by the
manufacturer to be unique, and the label colors for each refrigerant are listed in an EPA fact sheet titled
"Fitting Sizes and Label Colors for Motor Vehicle Refrigerants." The label shows:

 the name and address of the technician and the company performing the retrofit
 the date of the retrofit
 the trade name, charge amount, and, when applicable, the ASHRAE numerical designation of the
refrigerant
 the type, manufacturer, and amount of lubricant used; and
 if the refrigerant is or contains an ozone-depleting substance, the phrase "ozone depleted"

This label covers up information about the old refrigerant, and provides valuable details on the alternative and
how it was used. It also tells the owner who performed the retrofit.

REMOVE ORIGINAL REFRIGERANT

The original CFC-12 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. As mentioned above, this requirement means that no
alternative can be used as a "drop-in."

INSTALL UNIQUE FITTINGS

Each new refrigerant must be used with a unique set of fittings to prevent the accidental mixing of different
refrigerants. These fittings are attachment points on the car itself, on all recovery and recycling equipment, on
can taps and other charging equipment, and on all refrigerant containers. If the car is being retrofitted, any
service fittings not converted to the new refrigerant must be permanently disabled. Unique fittings help protect
the consumer by ensuring that only one type of refrigerant is used in each car.

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 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 below notes this additional
requirement where appropriate.

COMPRESSOR SHUTOFF SWITCH

Some systems have a device that automatically releases refrigerant to the atmosphere to prevent extremely
high pressures. When retrofitting any system with such a device to use 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.
LUBRICANTS

PAG’s vs. ESTER.: The mineral oil used with R-12 cannot be sufficiently transported throughout the A/C
system by R-134a. Automobile manufacturers tested both PAG’s and Esters for refrigerant lubricant
miscibility, lubricity, chemical stability and materials compatibility. PAG’s are hygroscopic, which means that
they will draw water from the atmosphere when exposed. When retrofitting your vehicle to a new refrigerant,
you must also change your refrigerant oil. Oils cannot be mixed.

Choosing and Using Alternative Refrigerants for Motor Vehicle Air Conditioning

Ozone Protection Hotline (800) 296-1996

Significant New Alternatives Policy (SNAP)

In 1994, EPA established the SNAP Program to review alternatives to ozone-depleting substances like CFC-
12. Under the authority of the 1990 Clean Air Act (CAA), EPA examines new substitutes for their ozone-
depleting, global warming, flammability, and toxicity characteristics. EPA has determined that several
refrigerants are acceptable for use as CFC-12 replacements in motor vehicle air conditioning systems, subject to
certain use conditions. This fact sheet lists the use conditions in detail and provides information about the
current crop of refrigerants.

It is important to understand the meaning of "acceptable subject to use conditions." EPA believes such
refrigerants, when used in accordance with the conditions, are safer for human health and the environment than
CFC-12. This designation does not mean that the refrigerant will work in any specific system, nor does it mean
that the refrigerant is perfectly safe regardless of how it is used. Finally, note that EPA does not approve or
endorse any one refrigerant that is acceptable subject to use conditions over others also in that category.

Misleading Use of "Drop-in" to Describe Refrigerants

Many companies use the term "drop-in" to mean that a substitute refrigerant will perform identically to
CFC-12, that no modifications need to be made to the system, and that the alternative can be used alone or
mixed with CFC-12. However, EPA believes the term confuses and obscures several important regulatory and
technical points. First, charging one refrigerant into a system before extracting the old refrigerant is a violation
of the SNAP use conditions and is, therefore, illegal. Second, certain components may be required by law, such
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as hoses and compressor shutoff switches. If these components are not present, they must be installed. See the
section below on use conditions for more information on these points. Third, it is impossible to test a refrigerant
in the thousands of air conditioning systems in existence to demonstrate identical performance. In addition,
system performance is strongly affected by outside temperature, humidity, driving conditions, etc., and it is
impossible to ensure equal performance under all of these conditions. Finally, it is very difficult to demonstrate
that system components will last as long as they would have if CFC-12 were used. For all of these reasons, EPA
does not use the term "drop-in" to describe any alternative refrigerant.

Alternative Refrigerant Use Conditions

Under the SNAP rule, each new refrigerant must meet and comply with all EPA regulations and requirements.
If you choose to use an alternative refrigerant, make sure the service shop meets these requirements and that it
has dedicated recovery equipment for blends or recovery/recycling equipment for HFC-134a.

Applicability to Manifold Gauges and Refrigerant Identifiers

Manifold gauges allow technicians to diagnose system problems and to charge, recover, and/or recycle
refrigerant. A standard fitting may be used at the end of the hoses attached to the manifold gauges, but unique
fittings must be permanently attached at the ends of the hoses that attach to vehicle air conditioning systems and
recovery or recycling equipment. Similarly, refrigerant identifiers may be used with multiple refrigerants. The
connection between the identifier or similar service equipment and the service hose may be standardized and
work with multiple hoses. For each refrigerant, however, the user must attach a hose to the identifier that has a
fitting unique to that refrigerant permanently attached to the end going to the vehicle. Adapters for one
refrigerant may not be attached to end 2 and then removed and replaced with the fitting for a different
refrigerant. The guiding principle is that once attached to a hose, the fitting is permanent and is not removed.

Converting CFC-12 Equipment for Use with HFC-134a

EPA regulations prohibit technicians from changing fittings on the same unit back and forth so that the unit is
used for CFC-12 in the morning, HFC-134a in the afternoon, then back to CFC-12 again, etc.

EPA regulations specify that when equipment is converted for use with a new refrigerant, the converted unit
must be able to meet the applicable equipment standard set forth in the regulations. CFC-12 equipment may be
permanently converted for use with HFC-134a under certain conditions. EPA intends to issue regulations
placing certain restrictions on these retrofits in the future. Those restrictions may require that the manufacturer's
service representative rather than the automotive service technician perform the retrofit, that a unit may only be
retrofitted if retrofit procedures have been certified by an independent testing laboratory such as Underwriters
Laboratories, and that an appropriate label is affixed to the unit. In addition, the retrofitted unit must meet the
technical specifications of SAE standard J2210 and must have the capacity to purify used refrigerant to SAE
standard J2099 for safe and direct return to the air conditioner following repairs.

Currently, however, in the absence of any EPA regulations, a service facility may perform such a retrofit, or
may have the equipment manufacturer's service representative perform the retrofit, as long as the fittings are
changed in accordance with EPA's Significant New Alternative Policy (SNAP) program regulations. The
Agency cautions technicians, however, that even though recovering a given refrigerant using permanently
converted equipment is legal, it may not be technically desirable. The equipment is designed to be compatible
with specific refrigerants, and incompatible materials may cause short circuits, damage to seals, and compressor
failure. Technicians should check with the recovery equipment manufacturer for recommendations about the
recovery of refrigerants other than the refrigerant the equipment was originally intended to recover.
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Conversion of recovery equipment for use with other refrigerants may also invalidate any warranties offered by
the equipment manufacturer.

Using Older Equipment to Recover Blends

Technicians have a number of choices in recovering blend refrigerants. One option is that a technician may
permanently dedicate an older piece of equipment he owns to recovering one or more blend refrigerants. The
technician may also use this equipment to recover contaminated CFC-12 and HFC-134a and other "mystery
mixtures." This equipment, however, may no longer be used to recover uncontaminated CFC-12 or HFC-134a.
Refrigerant recovered using this kind of "junk" tank must then be shipped off-site for reclamation or destruction.

Using New Equipment to Recover Blends

Another option for recovering a blend refrigerant is to use a new piece of EPA-approved equipment designed
to recover, but not recycle, any single, specific blend refrigerant. The EPA regulation published in December,
1997, includes an appendix that describes the standards that this new equipment must meet.
In addition, EPA is currently working with independent testing laboratories and equipment manufacturers to
devise a standard for new equipment that can recover, but not recycle, both multiple blend refrigerants and
contaminated CFC-12 and HFC-134a. EPA will finalize a standard for this type of equipment by the end of
1998. This equipment may be commercially available by the 1998 A/C season. EPA expects to grandfather any
equipment purchased in 1998 before the EPA standard becomes finalized.

Recycling Blends

As of June 1, 1998, EPA allows recycling of refrigerant blends used in motor vehicle air conditioning systems
(MVAC’s), provided that recycling equipment meets a new Underwriters Laboratories (UL) standard (Standard
2964) and b) refrigerant is returned to the vehicle from which it was removed. The only exception to item b) is
for fleets of vehicles with a common owner; recycled blend refrigerant may be moved among vehicles within
such a fleet.

Converting CFC-12 or HFC-134a Recover/Recycle Equipment for Use with

Blend Substitutes
EPA currently prohibits the conversion of existing CFC-12 or HFC-134a recycling equipment for either
temporary or permanent use with a blend refrigerant, unless the equipment is used only to recover, but not to
recycle, the refrigerant. In the future, EPA may issue regulations allowing these conversions but placing certain
restrictions on who performs the conversions, what models may be converted, etc.

RECOVERY CYLINDERS
Recovery cylinders differ in many ways from disposable cylinders. Disposable cylinders such as those used for
new product, are not refillable and MUST NEVER be used for recovery.

Recovery cylinders are specifically designed to be refilled and are standard color coded with a gray body and
yellow top. Recovery cylinders have at least two ports, one vapor and one liquid. The EPA is concerned about
over pressurization or heating of these cylinders, resulting in a possible explosion. The EPA requires that a
refillable refrigerant cylinder MUST NOT BE FILLED ABOVE 80% of its capacity by weight, and that the
safe filling level be controlled by either mechanical float devices, electronic shut-off, or weight.
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 Before you begin transferring recycled refrigerant into an empty storage cylinder, the cylinder must be
evacuated to at least 27 in. HG of vacuum, in order to remove non-condensable gases from the cylinder. A
standard vacuum pump is used to evacuate and dehydrate the cylinder. Refillable cylinders must be UL or DOT
approved and must be hydrostatically tested and date stamped every five years.

Disposition of contaminated refrigerant cylinder: If the refrigerant in your “junk” recovery tank is a
chemical “soup”, either contaminated R-12 and R-134a, or mixture of those contaminated refrigerants and some
blend refrigerants that you are unfamiliar with, then the contents should be reclaimed or destroyed. You should
investigate all your options and pick the one that makes the most economic sense for you.

DISPOSAL OF EMPTY / NEAR EMPTY CYLINDERS

Before disposing of an empty or near empty disposable cylinder, the remaining refrigerant MUST be
recovered. Attach the cylinder to the recovery unit and remove any remaining refrigerant. Once the cylinder has
been reduced from a pressure to a vacuum (minimum 0 PSIG), it should be marked "empty" and should be
ready for disposal by puncturing a hole in to render it useless and then place in a recycled metal bin. NEVER
use a disposable container to recover refrigerant.

SHIPPING & TRANSPORTING

When transporting cylinders containing used refrigerant, the Department of Transportation requires that you
attach DOT classification tags and place a refrigerant label on each cylinder. Refillable cylinders used for
transporting recovered pressurized refrigerant must be DOT approved. All refrigerant recovery cylinders should
be inspected for rust. If they show signs of rust, they should be reduced to 0 psig and discarded. All reusable
cylinders must be hydrostatically tested and date stamped every five years. Some states may require special
shipping procedures to be followed based on their classification of used refrigerants. Check with the DOT and
EPA in the state of origin.

RECOVERY REQUIREMENTS
During service or dismantling of motor vehicle air conditioning systems, containment of the refrigerant is
mandatory. Never open a system without first following proper recovery procedures as set forth by SAE J1989
for CFC-12 and SAE J2011 for HFC-134a. The following procedure will serve as a guideline to refrigerant
recovery; always operate the recovery equipment according to the manufacturers' recommendations.

Verify the refrigerant to be recovered and connect the recovery equipment to the vehicle system service ports.
Operate the recovery unit to remove the refrigerant until the system has been reduced from a pressure to a
vacuum. With the recovery unit shut off, wait at least 5 minutes to determine if all refrigerant has been
removed. If the system returns to a positive pressure, indicating that there is still refrigerant left in the system,
additional recovery is required. Repeat the recovery operation until the vehicle A/C system vacuum remains
stable for 2 minutes.

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 Environmental Protection Agency
Final Clean Air Act Rule:
Protection of Stratospheric Ozone
Revision of Refrigerant Recovery Only Equipment Standards

The Environmental Protection Agency (EPA) is taking direct final action on motor vehicle refrigerant recovery
only equipment standards. Under Clean Air Act Section 609, motor vehicle air-conditioning (MVAC)
refrigerant handling equipment must be certified by the Administrator or an independent organization approved
by the Administrator and, at a minimum, must be as stringent as the standards of the Society of Automotive
Engineers (SAE) in effect as of the date of the enactment of the Clean Air Act Amendments of 1990. In 1997,
EPA promulgated regulations that required the use of SAE Standard J1732, HFC-134a Refrigerant Recovery
Equipment for Mobile Air Conditioning Systems for certification of MVAC refrigerant handling equipment.
SAE has replaced Standard J1732 with J2810, HFC-134a Refrigerant Recovery Equipment for Mobile Air
Conditioning Systems. EPA is updating its reference to the new SAE standard for MVAC refrigerant recovery
equipment used for MVAC servicing and MVAC disposal. This action reflects a change in industry standard
practice.

DATES: This rule is effective on September 16, 2008 without further notice, unless EPA receives adverse
comment by July 18, 2008. If we receive adverse comment, we will publish a timely withdrawal in the
Federal Register informing the public that some or all of the amendments included in this direct final rule will
not take effect.

Important aspects of the rule include:

• All new MVAC refrigerant handling equipment manufactured or imported after October 31, 2008, that
recovers,
but does not recycle, HFC-134a (R-134a) refrigerant must be certified to meet the revised 40 CFR Part 82
Appendix D requirements.

• The equipment must be certified by an EPA-listed laboratory as meeting J2810 standards, and clearly labeled
to indicate both compliance with J2810 requirements and the prohibition against direct re-use of recovered
refrigerant. Refrigerant may not be re-used without it first being processed to meet appropriate Air Conditioning
and Refrigeration Institute (ARI) and SAE specifications.

• The equipment must comply with applicable federal, state, and local requirements related to the handling of
HFC-134a (R-134a) material, and comply with applicable safety standards for electrical and mechanical
systems.

• The equipment must meet specific performance standards and be operated in accordance with operational
specifications.

The equipment must be capable of continuous operation in ambient temperatures of 50° - 120°F,
and be able to recover (extract) 95% of HFC-134a (R-134a) refrigerant from an MVAC system in
30 minutes or less without prior engine operation or external heating at ambient temperatures of
70° - 75° F, and 85% of refrigerant at ambient temperatures of 50° - 55°F.

12
 SAE J2788

The purpose of this SAE Standard is to provide minimum performance and operating feature requirements for
the recovery of HFC–134a (R–134a) refrigerant to be returned to a refrigerant reclamation facility that will
process it to the appropriate ARI 700 Standard or allow for recycling of the recovered refrigerant to SAE J2788
specifications by using SAE J2788-certified equipment. It is not acceptable that the refrigerant removed from a
mobile air-conditioning (A/C) system with this equipment be directly returned to a mobile A/C system.

This information applies to equipment used to service automobiles, light trucks, and other vehicles with similar
HFC–134a (R–134a) A/C systems.

1.1 Improved refrigerant recovery equipment is required to ensure adequate refrigerant recovery to reduce
emissions and provide for accurate recharging of mobile air conditioning systems. Therefore, 12 months
following the publication date of this standard, it supersedes SAE J1732.

MANIFOLD GAUGE SET

When servicing a system with a manifold gauge set, the high, low, and center hoses must have shut off valves
(low loss fittings) within 12 inches (30 cm) of the service ends. Shut off valves can be manually operated or
close automatically when the hose is removed. During all service operations, the shut off valves should be
closed until connected to the system or the charging source to prevent the introduction of air and to contain
rather than vent any refrigerant. When the gauge set is removed from the vehicle or charging source, it must be
connected to the recovery equipment to recover the refrigerant from the hoses.

RECYCLING PURITY SPECICFICATIONS REQUIREMENTS

Approved recycling equipment must meet all of the criteria that recovery only equipment must meet. In
addition, recycling equipment must clean the used refrigerant to the minimum purity level as defined in SAE
standards before it can be used in a motor vehicle air conditioning system. CFC -12 = SAE J1991 &
HFC - 134a = SAE J2099

CFC -12 = SAE J1991 HFC - 134a = SAE J2099

Moisture: 15 PPM by weight 50 PPM by weight
Refrigerant oil: 4000 PPM by weight 500 PPM by weight
Non-condensable gas: 330 PPM by weight 150 PPM by weight

The equipment incorporates an in-line filter/desiccant package and a moisture indicator that will alert the
operator when the moisture in the refrigerant exceeds the allowable level.

The equipment must also be capable of separating the oil from the refrigerant and be able to accurately
indicate the amount removed during processing. Since refrigerant dissolves in the oil, the measuring system
must take into account the dissolved refrigerant to prevent overcharging the vehicle with new lubricant. The
equipment should also be compatible with leak detection dye that may be found in some systems.

13
 CHECKING A RECYCLED REFRIGERANT CYLINDER FOR
NON-CONDENSABLE GASES

Before charging a vehicle air conditioning system with recycled refrigerant, the refrigerant container should be
tested for the presence of non-condensable gases (air). Some refrigerant recycling units are equipped with a
device to automatically purge non-condensables during the recycling process. Check your equipment
manufacturers operating instructions. If the equipment does not have such a device, the refrigerant can be tested
for non-condensables as follows:

 The container must be stored at a temperature 65° F (18.3° C) or above for a period of twelve hours, out
of direct sunlight.
 Install a calibrated pressure gauge with 1 psig divisions to the container and determine the container
pressure.
 With an accurate thermometer, measure the air temperature within 4 inches of the container surface.
 Compare the container pressure and temperature to determine if the container exceeds the pressure limits
found on a Pressure and Temperature Chart (PT).
LEAK TESTING
Although the EPA has not mandated leak repair at this time, when servicing an automotive air conditioning
system, you should repair leaks whenever possible. Adding refrigerant to a leaking system is harmful to the
environment, a waste of valuable refrigerant and it is unlawful in some states. Before beginning a service job,
the technician should perform a thorough visual inspection and leak check of the system.

When using an electronic leak detector, always follow the manufacturer's operating instructions. In addition to
the manufacturer's instructions, the following should be observed;

1. Always leak test with the engine off.

2. Only a small amount of refrigerant is required to perform a leak test. A gauge reading of 50 psig is all
that is needed. At temperatures below 50° F, leaks may not be measurable, since 50 psig may not be
attainable.
3. To avoid contaminating the tip of your leak detector, remove excessive dirt from suspected leak areas.
Do not \use cleaners or solvents; your detector may be sensitive to their ingredients.
4. Visually inspect the system, and look for signs of air conditioning oil leakage, damage, and corrosion on
all lines, hoses, and components. Each suspected area should be carefully checked.
5. Follow the system around in a continuous path to ensure that no areas are missed. If a leak is found,
continue to check the remainder of the system for additional leaks.
6. At each area checked, move the probe tip around the location at about 1" per second while holding the
probe no more than 1/4" from the surface of the area being leak checked.
7. To verify an apparent leak, blow shop air into the area of the suspected leak to clear any refrigerant that
may linger and repeat the leak check.
8. To leak test an evaporator core, operate the air conditioner with the blower motor on high for a
minimum of 20 seconds. Shut the air conditioner and blower motor off and wait for the refrigerant to
accumulate. Insert the leak detector probe into the blower resistor block or the condensate drain hole (if
no water is present). If the detector indicates a leak, the evaporator or the line connections to the
evaporator are leaking.

After a system has been opened for repair, the system should be properly leak tested before charging with
refrigerant. The system should hold a deep vacuum (27 in HG. or more) for at least one minute before charging.
14
A leak may be indicated if the system will not hold a vacuum. If the system will not hold a deep vacuum, a
minimum amount of refrigerant (enough to produce a positive pressure) can be added for the purpose of leak
testing.

An alternate method of leak testing is to use Dry Nitrogen (an inert gas) to pressurize the system to find
pin-point leaks with a soap and water solution. Whenever dry nitrogen from a cylinder is used in a service
procedure, you should always charge through a pressure regulator, and have a pressure relief valve installed
downstream from the regulator.

NEVER pressurize the system with oxygen or compressed air. When mixed with refrigerants and their
lubricants, oxygen or compressed air can cause an explosion.

TOPPING OFF
The EPA encourages, but does not require leak detection and repair for automotive air conditioning systems.
You may elect to set a policy of refusing to top off, but that policy should be made known to the customer up-
front and should not be represented as federal law.

NOTE: Some states and local governments may have laws stricter than the federal law concerning the issue of
leak repairs and topping off.

What's the difference between a topping off, and an evacuation and recharge? Why would I want one service or
the other?

A top-off involves simply charging refrigerant into your vehicle. An evacuation and recharge service includes
removing whatever remaining refrigerant is in your vehicle, removing impurities from that refrigerant using
recycling equipment, recharging it into the vehicle, and adding new refrigerant to replace whatever has leaked
out. The cost of both the topping-off and the evacuation and recharge will usually include a performance check,
and may include a test to discover the source of your leak.

Topping-off alone is less expensive than the evacuation and recharge service. So, why would you consider
the more expensive evacuation and recharge? The manufacturer of your vehicle has determined that a specific
amount of refrigerant 2.2 pounds, for example - is correct for your car. When you bring your vehicle into a
service facility, your technician has no way of determining precisely how much refrigerant is left in your
vehicle's system. As he tops off the system, then, he relies on his experience to guess how much refrigerant to
charge into the system; however, he may undercharge or overcharge the system; which could result in
compressor damage or a loss of performance. Most recent models have a feature that shuts an overcharged A/C
system down in hot weather.

On the other hand, during an evacuation and recharge, once the technician has extracted all remaining
refrigerant from the system, he will then be able to charge the system with the precise amount of refrigerant
recommended by the vehicle's manufacturer.

15
 Some technicians may tell you that evacuation and recharge is better for the system than a mere top-off
because, after the refrigerant is evacuated, it gets cleaned in the recycling equipment, and it's a good idea to
clean the refrigerant in your system. There is, in fact, no reason to clean the refrigerant in your system unless
you open up the system. If you request that your technician repair or replace system components in order to fix
leaks in your system, then he will need to open the system and should recycle the refrigerant.

SAFETY
The EPA is not only concerned with the prevention of refrigerant venting, but is also concerned with the
technicians overall safety. When handling refrigerants or operating recover/ recycle equipment, you should
wear safety glasses, protective gloves, and follow all equipment manufacturers’ safety procedures.

Always review the material safety data sheets when working with any solvents, chemicals, or refrigerants.

In the event of a large release of refrigerant in a confined area, IMMEDIATELY VACATE AND
VENTILATE the area. Inhaling refrigerant vapors can cause heart irregularities, unconsciousness, and oxygen
deprivation leading to death. Refrigerants are heavier than air. They will accumulate low in an area and push
oxygen towards the ceiling by displacement.

NEVER expose CFC-12 to open flames or hot glowing surfaces. At high temperatures, CFC-12 will
decompose and form Hydrochloric acid, Hydrofluoric acid, and Phosgene gas.

NEVER pressure test or leak test HCF-134a with compressed air. Mixtures of air and HFC-134a have been
known to be combustible and explode.

Recovery/ Recycling equipment must be labeled, “CAUTION- SHOULD BE OPERATED BY QUALIFIED

PERSONNEL ONLY.” The label should be prominently displayed on the equipment in a highly visible area.

HFC-134a
HFC-134a systems and equipment have unique service ports. These unique ports are designed to prevent HFC-
134a and other refrigerants from being mixed together in either an air conditioning system or within the service
equipment. In order to avoid cross contamination of refrigerants, as well as the different lubricants, separate
equipment shall be used when servicing HFC-134a systems.

The required separate equipment for HFC-134a includes but, is not limited to:

16
 Hoses
 Gauges
 Recovery and recycling equipment
 Recovery cylinders
 Oil containers

HFC-134a will not mix with the mineral oil refrigerant lubricant used with CFC-12. The lubricants used with
HFC-134a are Poly Alkaline Glycol (PAG) or Poly Oil Ester (POE) synthetic oils. Most, but not all, automakers
equip their vehicles with PAG oils. PAG’s (esters) are gaining popularity in the automotive aftermarket. PAG
and POE oils are more hygroscopic than mineral oils. A hygroscopic oil has an affinity for moisture absorption.
Therefore, the use of an XH-7 or XH-9 desiccant (drier) is necessary. Reasonable caution should be used when
handling PAG oil. Avoid PAG oil contact with skin and painted surfaces. Make certain that when servicing a
motor vehicle air conditioning system, you install the correct oil, as there are there are several different PAG
oils. Using the wrong oil can cause serious damage to the system. When retrofitting a CFC-12 system to HFC-
134a, follow all manufacturers recommended procedures.

GENERAL PROCEDURES;
1. Perform a leak test and replace any leaking components. Since HFC-134a has a molecule that is about
80% the size and weight of a CFC-12 molecule it will leak from rubber hoses and O rings. Replacement
hoses and O rings must be made of non-permeable material. NOTE: Rubber hoses and O rings used in
CFC-12 systems become permeated with refrigerant oil. The refrigerant oil fills the pores and creates a
reasonable seal. Although -it is ideal to replace all rubber hoses and O rings with the non-permeable
type, this oil soaked rubber component will provide an acceptable seal for HFC-134a.
2. Recover any remaining CFC-12.
3. Connect an efficient vacuum pump to both the low and high sides. Operate the vacuum pump for 45
minutes after achieving a deep vacuum. (A vacuum of about 500 microns or 29.92" hg gauge pressure)
This step is extremely important to insure that less than 1% CFC-12 remains in the systems oil. One
percent or more CFC-12 can cause as much as a 50% rise in head pressure.
4. Replace the old drier or accumulator with a new one that contains an XH-7 or XH-9 desiccant.
5. Remove the compressor and drain the refrigerant oil. Replace any external compressor O rings with the
non-permeable type. Re-install the compressor and add the PAG oil.
6. Install new high side and low side HFC-134a fittings.
7. Attach vacuum pump and achieve a deep vacuum.
8. NOTE: Remember that HFC-134a has about 80% the molecular weight of CFC-12 and the new drier or
accumulator desiccant displaces approximately 15% more area than the old XH-5 desiccant. Where
exact charging weight is not available follow these steps;
9. Start the vehicle and run to operating temperature.
10. Place a large fan in front of the condenser to simulate 30 mph ram air.
11. Using an accurate thermometer, hold the thermometer 1" from the condenser and note the temperature.
Add 40° F. to your reading (this will allow you to approximate the condenser core temperature).
12. Using a temperature pressure chart for HFC-134a, charge the system (with the engine and system on)
until the high side gauge reading is equal to the approximate condenser core temperature. The system
should now be fully charged.
13. It is important to verify that you have not over charged or under charged the system. Verification begins
with checking the compression ratio. To check compression ratio, note on paper the low and high side

17
 gauge readings and add atmospheric pressure to both readings. Divide the high side reading (with the
atmospheric pressure added) by the low side reading (with the atmospheric pressure added). The result
should be between 6.5: 1 and 7.5: 1. A compression ratio of 8: 1 or higher may cause compressor failure.
A high compression ratio can be caused by an overcharge, insufficient air flow or an inefficient
condenser.
14. AFFIX HFC-134a LABEL TO THE SYSTEM - This final step is imperative to avoid future cross
contamination.

OTHER ALTERNATIVES TO CFC-12

As blends make their way into the retrofit market, you will need to understand how blends function. Some of
the blends are ternary, which means they are a three-part blend. Most ternary blends are used with an
alkylbenzene lubricant. Blended refrigerants will leak from a system in uneven amounts due to different vapor
pressures (called Fractionation). Due to these varying vapor pressures, charging in the liquid phase is required.

NOTE: If a blend contains HCFC-22, all hoses must be replaced with barrier type hoses.

EPA's SNAP program evaluates these substitutes to assess their effect on human health and the environment.
Before retrofitting a motor vehicle air conditioning system, make sure that the replacement refrigerant is EPA
SNAP approved.

18
 Recommended Service Procedure for the Containment ofHFC-134a
1. Scope

Refrigerant containment is an important part of servicing mobile air-conditioning systems. This procedure
provides guidelines for technicians for servicing mobile air conditioning systems and operating refrigerant
recycling equipment designed for HFC-134a (described in SAE 12210).

2. References

2.1 Applicable Documents-The following publications form a part of this specification to the extent specified.
The latest issue of SAE publications shall apply.
2.1.1 SAE Publications-Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.
SAE 12196-Service Hoses for Automotive
Air-Conditioning
SAE 12197 -Service Hose Fittings for
Automotive Air -Conditioning
SAE 1221 O-Refrigerant Recycling
Equipment for HFC-134a Mobile Air
Conditioning Systems
SAE 122l9-Concerns to the Mobile Air
Conditioning Industry

2.2 Definitions

2.2.1 Recovery/Recycling (R/R) Unit Refers to a single piece of equipment that performs both functions of
recovery and recycling of refrigerants per SAE 12210.
2.2.2 Recovery-Refers to that portion of the R/R unit operation that removes the refrigerant from the mobile air
conditioning system and places it in the R/R unit storage container.
2.2.3 Recycling-Refers to that portion of the R/R unit operation that processes the refrigerant for reuse on the
same job site to the purity specifications of SAE 12099.

3. Service Procedure

3.1 Connect the recycling unit service hoses, which shall have shutoff devices (e.g., valves) within 30 cm (12
in) of the service ends, to the vehicle air conditioning (A/C) service ports. Hoses shall conform to SAE 12196
and fittings shall conform to SAE 12197.
3.2 Operate the recycling equipment per the equipment manufacturer's recommended procedure.
3.2. 1 Verify that the vehicle A/C system has refrigerant pressure. Do not attempt to recycle refrigerant from a
discharged system as this will introduce air
(Non-condensable gas) into the recycling equipment which must later be removed by purging.
3.2.2 Begin the recycling process by removing the refrigerant from the vehicle A/C system. Continue the
process until the system pressure has been reduced to a minimum of 102mm (4 in) of mercury below
atmospheric pressure (i.e., vacuum). If A/C components show evidence of icing, the component can be gently
heated to facilitate refrigerant removal. With the recycling unit shut off for at least 5 minutes, check A/C system
pressure. If this pressure has risen above vacuum (0 psig), additional recycler operation is required to remove
the remaining refrigerant. Repeat the operation until the system pressure remains stable at vacuum for 2
minutes.

19
3.3 Close the valves in the service lines and then remove the service lines from the vehicle system. If the
recovery equipment has automatic closing valves, make sure they are operating properly. Proceed with the
repair/service.
3.4 Upon completion of refrigerant removal from the A/C system, determine the amount of lubricant removed
during the process and replenish the system with new lubricant, which is identified on the A/C system label.
Used lubricant should be discarded per applicable federal, state and local requirements.

4. Service With a Manifold Gauge Set

4.1 High-side, low-side, and center service hoses must have shutoff devices (e.g., valves) within 30 cm (12 in)
of the service ends. Valves must be closed prior to hose removal from the A/C system to prevent refrigerant loss
to the atmosphere.
4.2 During all service operations, service hose valves should be closed until connected to the vehicle A/C
system or to the charging source to exclude air and/or contain the refrigerant.
4.3 When the manifold gauge set is disconnected from the A/C system, or when the center hose is moved to
another device that cannot accept refrigerant pressure, the gauge set hoses should be attached to the recycling
equipment to recover the refrigerant from the hoses.

5. Supplemental Refrigerant Checking Procedure for Stored Portable Containers

5.1 Certified recycling equipment and the accompanying recycling procedure, when properly followed, will
deliver use-ready refrigerant. In the event that the full recycling procedure was not followed or the technician is
unsure about the non condensable gas content of a given tank of refrigerant, this procedure can be used to
determine whether the recycled refrigerant container meets the specification for non condensable gases (air).
(Note: The use of refrigerant with excess air will result in higher system operating pressures and may cause A/C
system damage.)
5.2 The container must be stored at a temperature of 18.3 °C (65 degrees F) or above for at least 12 hours,
protected from direct sunlight.
5.3 Install a calibrated pressure gauge, with 6.9 kg (1 psig) divisions, on the container and read container
pressure.
5.4 With a calibrated thermometer, measure the air temperature within 10 cm (4 in) of the container surface.
5.5 Compare the observed container pressure and air temperature to the values given in Tables 2 to determine
whether the container pressure is below the pressure limit given in the appropriate table. For example, at an air
temperature of 21°C (70 degrees F) the container pressure must not exceed 524 kg (76 psig),
5.6 If the refrigerant in the container has been recycled and the container pressure is less than the limit in
Tables 2, the refrigerant may be used.
5.7 If the refrigerant in the container has been recycled and the container pressure exceeds the limit in Tables 2,
slowly vent, from the top of the container, a small amount of vapor into the recycle equipment until the pressure
is less than the pressure shown in Tables 2.
5.8 If. after shaking the container and letting it stand for a few minutes, the container pressure still exceeds the
pressure limit shown in Tables 2, the entire contents of the container shall be recycled.

20
TABLE 2.- MAXIMUM ALLOWABLE CONTAINER PRESSURE (ENGLISH)

Temp, F psig Temp, F psig Temp, F psig Temp, F psig

65 ............................................................
69 79 90 93 115 107 144
66 ............................................................
70 80 91 94 117 108 146
67.......................................................
71 81 93 95 118 109 149
68 ...........................................................
73 82 95 96 120 110 151
69 ...........................................................
74 83 96 97 122 111 153
70 ...........................................................
76 84 98 98 125 112 156
71 ............................................................
77 85 100 99 127 113 158
72 ...........................................................
79 86 102 100 129 114 160
73 ............................................................
80 87 103 101 131 115 163

74 .............................................................. 88 105 102 133 116 165

82
75 ............................................................
83 89 107 103 135 117 168
76 ............................................................
85 90 109 104 137 118 171
77 ............................................................
86 91 111 105 139 119 173
78 ..............................................................
88 92 113 106 142 120 176

6. Containers for Storage of Recycled Refrigerant

6.1 Recycled refrigerant should not be salvaged or stored in disposable containers (this is one common type of
container in which new refrigerant is sold). Use only DOT 49 CFR or UL approved storage containers,
specifically marked for HFC-134a, for recycled refrigerant.
6.2 Any container of recycled refrigerant that has been stored or transferred must be checked prior to use as
defined in Section 5.
6.3 Evacuate the tanks to at least 27 in Hg below atmospheric pressure (vacuum) prior to first use.

7. Transfer of Recycled Refrigerant

7.1 When external portable containers are used for transfer, the container must be evacuated to at least 27 in Hg
below atmospheric pressure (vacuum) prior to transfer of the recycled refrigerant to the container. External
portable containers must meet DOT and UL standards.
7.2 To prevent on-site overfilling when transferring to external containers, the safe filling level must be
controlled by weight and must not exceed 80% of the container gross weight rating.

8. Safety Note for HFC-134a

8.1 HFC-134a has been shown to be nonflammable at ambient temperature and atmospheric pressure.
However, recent tests under controlled conditions have indicated that, at pressures above atmospheric and with
air concentrations greater than 60% by volume, HFC-134a can form combustible mixtures. While it is
recognized that an ignition source is also required for combustion to occur, the presence of combustible
mixtures is a potentially dangerous situation and should be avoided.
8.2 Under NO CIRCUMSTANCE should any equipment be pressure tested or leak tested with air/HFC-134a
mixtures. Do not use compressed air (shop air) for leak detection in HFC-134a systems.

21
9. Disposal of Empty/Near Empty Containers

9.1 Since all refrigerant may not have been removed from disposable refrigerant containers during normal
system charging procedures, empty/near empty container contents should be recycled prior to disposal of the
container.
9.2 Attach the container to the recycling unit and remove the remaining refrigerant. When the container has
been reduced from a pressure to vacuum, the container valve can be closed and the container can be removed
from the unit. The container should be marked "Empty". after which it is ready for disposal.
III. SAE J2099, issued December, 1991.
Standard of Purity for Recycled HFC-134a for Use in Mobile Air Conditioning Systems

Foreword
The purpose of this standard is to establish the minimum level of purity required for recycled HFC-134a
removed from. and intended for reuse in, mobile air conditioning systems.

1. Scope

This standard applies to HFC-134a refrigerant used to service motor vehicle passenger compartment air-
conditioning systems designed or retrofitted to use HFC134a. Hermetically sealed, refrigerated cargo systems
are not covered by this standard.
2. References
2.1 Applicable Documents The following publications form a part of this specification to the extent specified.
The latest issue of SAE publications shall apply.
2.1.1 SAE publications-Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001.
SAE J221O HFC-134a Recycling Equipment for Mobile Air-Conditioning Systems
SAE J2 211 Recommended Service Procedure for the Containment of HFC134a

3. Purity Specification

The refrigerant referred to in this standard shall have been directly removed from, and intended to be returned
to, a mobile air conditioning system. Contaminants in this recycled refrigerant shall be limited to moisture,
refrigerant system lubricant, and non-condensable gases, which, when measured in the refrigerant liquid phase,
shall not exceed the following levels:
3.1 Moisture-50 ppm by weight
3.2 Lubricant-500 ppm by weight
3.3 Noncondensable Gases (Air)-150 ppm by weight
4. Requirements for Recycle Equipment Used in Direct Mobile Air-Conditioning Service Operations
4.1 Such equipment shall meet J221O, which covers additional moisture, acid, and filter requirements.
5. Operation of the Recycle Equipment Recycle equipment operation shall be in accord with SAE J2211.

22
 Dictionary and Acronyms of Technical Terms

Ambient Air: Any unconfined portion of the atmosphere: open air, surrounding air.
Air Conditioner: Device used to control temperature, humidity, cleanliness and
movement of air in conditioned space.
Air Conditioning: Control of temperature, humidity, air movement and cleaning air in a confined space
ASHRAE: American Society of Heating, Refrigerating, and Air-Conditioning Engineers
Atmospheric Pressure: Pressure that gases in air exert upon the earth (14.7 psia).
Blend: A mixture of various refrigerants. (Charge as a liquid state is recommended)
CAA: Clean Air Act; Compliance Assurance Agreement
Charge: Amount of refrigerant placed in a refrigerant unit.
Chlorofluorocarbons (CFCs): A family of inert, nontoxic, and easily liquefied chemicals used in refrigeration,
air conditioning, packaging, insulation, or as solvents and aerosol propellants. Because CFCs are not destroyed
in the lower atmosphere they drift into the upper atmosphere where their chlorine components destroy ozone
Class I Substance: One of several groups of chemicals with an ozone depletion potential of 0.2 or higher,
including CFCS, Halos, Carbon Tetrachloride, and Methyl Chloroform (listed in the Clean Air Act), and Huffs
and Ethyl Bromide (added by EPA regulations).
Class II Substance: A substance with an ozone depletion potential of less than 0.2. All Huffs are currently
included in this classification
Compressor: Pump of a refrigerating mechanism that draws a low pressure on cooling side of refrigerant cycle
and squeezes or compresses the gas into the high-pressure or condensing side of the cycle.
Cylinder, Refrigerant: Cylinder in which refrigerant is stored and dispensed. Color coded painted on cylinder
indicates kind on refrigerant.
Dehydrator-receiver: Small tank that serves as liquid refrigerant reservoir and also contains a desiccant to
remove moisture. Used on most automobile air conditioners.
De Minimus- Minimum quantities of refrigerant released to the atmosphere in the course of making good faith
attempts to recover and recycle refrigerant or safely dispose of refrigerant.
Department of Transportation (DOT): A governmental unit that regulates the transportation of refrigerants
from one location to another.
Desiccant: Substance used to collect and hold moisture. A drying agent.
Diagnostics: The process of identifying or determining the nature and circumstances of an existing condition.
Environment: The sum of all external conditions affecting the life, development and survival of an organism.
Environmental Protection Agency (EPA): A governmental agency empowered to protect the environment.
Evacuation: Removal o air (gas) and moisture from a air conditioning system.
Filter: Device for removing small foreign particles from a fluid.
Fluorocarbons (FCs): Any of a number of organic compounds analogous to hydrocarbons in which one or
more hydrogen atoms are replaced by fluorine. Once used in the United States as a propellant for domestic
aerosols, they are now found mainly in coolants and some industrial processes. FCs containing chlorine are
called chlorofluorocarbons (CFCs). They are believed to be modifying the ozone layer in the stratosphere,
thereby allowing more harmful solar radiation to reach the Earth's surface.
Gas: Vapor phase of a substance.
Global Warming: An increase in the near surface temperature of the Earth. Global warming has occurred in
the distant past as the result of natural influences, but the term is most often used to refer to the warming

23
predicted to occur as a result of increased emissions of greenhouse gases. Scientists generally agree that the
Earth's surface has warmed by about 1 degree Fahrenheit in the past 140 years. The Intergovernmental Panel on
Climate Change (IPCC) recently concluded that increased concentrations of greenhouse gases are causing an
increase in the Earth's surface temperature and that increased concentrations of sulfate aerosols have led to
relative cooling in some regions, generally over and downwind of heavily industrialized areas.
Global Warming Potential: The ratio of the warming caused by a substance to the warming caused by a
similar mass of carbon dioxide. CFC-12, for example, has a GWP of 8,500, while water has a GWP of zero.
Greenhouse Effect: The warming of the Earth's atmosphere attributed to a buildup of carbon dioxide or other
gases; some scientists think that this build-up allows the sun's rays to heat the Earth, while making the infra-red
radiation atmosphere opaque to infra-red radiation, thereby preventing a counterbalancing loss of heat.
Halon: Bromine-containing compounds with long atmospheric lifetimes whose breakdown in the stratosphere
causes depletion of ozone. Halons are used in firefighting.
Hydrochlorofluorocarbon (HCFC’s): A type of refrigerant that’s is damaging the ozone layer but, to lesser
degree than CFC’s. (ie. HCFC-22)
Hydrofluorocarbons (HFC’s): A type of refrigerant that will not damage the ozone layer. (ie. HFC-134a)
Hygroscopic: High ability of a substance to absorb and release moisture. (ie. Salt)
Leak Detector: Device or instrument, such as a halide torch, an electronic sniffer,or soap solution to detect
leaks.
Liquid: Substance whose molecules move freely among themselves, but do not tend to separate like those of
gases.
MAC: Mobile Air Conditioner
Material Safety Data Sheet (MSDS): A compilation of information required under the OSHA Communication
Standard on the identity of hazardous chemicals, health, and physical hazards, exposure limits, and precautions.
Section 311 of SARA requires facilities to submit MSDSs under certain circumstances.
Micron: Unit of length in metric system equal to one millionth.
Micron Gauge: Instrument for measuring vacuums very close to a perfect vacuum.
Motor vehicle air conditioning: Systems, or MVACS, provide comfort cooling for passengers in cars, buses,
planes, trains, and other forms of transportation. MVACS pose risks related to widely varying ambient
conditions, accidents, and the location of the evaporator inside the passenger compartment. Given the large
number of cars in the nation's fleet, and the variety of designs, new substitutes must be used in accordance with
established retrofit procedures. Flammability is a concern in all applications, but the conditions of use and the
potential for accidents in this end-use increase the likelihood of a fire. In addition, the number of car owners
who perform their own routine maintenance means that more people will be exposed to potential hazards.
SNAP has identified substitutes for CFC-12 and HCFC-22.
Nitrogen: A gaseous element comprising ¾’s of the earth’s atmosphere by weight.
Noncondensable gas: Gas which does not change into a liquid at opening temperatures and pressures.
Oil, Refrigerant: Specially prepared oil used in refrigerant mechanism which circulates, to some extent, with
refrigerant.
Ozone (O3): Found in two layers of the atmosphere, the stratosphere and the troposphere. In the stratosphere
(the atmospheric layer 7 to 10 miles or more above the earth's surface) ozone is a natural form of oxygen that
provides a protective layer shielding the earth from ultraviolet radiation. In the troposphere (the layer extending
up 7 to 10 miles from the earth's surface), ozone is a chemical oxidant and major component of photochemical
smog. It can seriously impair the respiratory system and is one of the most wide- spread of all the criteria
pollutants for which the Clean Air Act required EPA to set standards. Ozone in the troposphere is produced
through complex chemical reactions of nitrogen oxides, which are among the primary pollutants emitted by
combustion sources; hydrocarbons, released into the atmosphere through the combustion, handling and
processing of petroleum products; and sunlight.
Ozone Depletion: Destruction of the stratospheric ozone layer which shields the earth from ultraviolet radiation
harmful to life. This destruction of ozone is caused by the breakdown of certain chlorine and/or bromine
containing compounds (chlorofluorocarbons or halons), which break down when they reach the stratosphere and
then catalytically destroy ozone molecules.
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Ozone Depletion Potential (ODP)- A scale that assigns the level or the abilitiy of a substance to deplete the
stratospheric ozone layer, based on R-11 with an ODP value of 1.0.

Ozone Hole: A thinning break in the stratospheric ozone layer. Designation of amount of such depletion as an
"ozone hole" is made when the detected amount of depletion exceeds fifty percent. Seasonal ozone holes have
been observed over both the Antarctic and Arctic regions, part of Canada, and the extreme northeastern United
States.
Ozone Layer: The protective layer in the atmosphere, about 15 miles above the ground, that absorbs some of
the sun's ultraviolet rays, thereby reducing the amount of potentially harmful radiation that reaches the earth's
surface.
Parts Per Billion (ppb)/Parts Per Million (ppm): Units commonly used to express contamination ratios, as in
establishing the maximum permissible amount of a contaminant in water, land, or air.
Permeable: Having openings that allow the passage of liquid or gas.
Positive Pressure: A pressure greater than atmospheric.
PSIG: Pressure Per Square Inch Gauge
Refrigerant: Substance used in refrigerating mechanism. It absorbs heat in evaporator by change of state liquid
to a gas, and releases its heat in a condenser as the substance returns from gaseous state back to a liquid.
Ultraviolet Rays: Radiation from the sun that can be useful or potentially harmful. UV rays from one part of
the spectrum (UV-A) enhance plant life. UV rays from other parts of the spectrum (UV-B) can cause skin
cancer or other tissue damage. The ozone layer in the atmosphere partly shields us from ultraviolet rays
reaching the earth's surface.
Vacuum: Pressure lower than atmospheric.
Vacuum Pump: Device used for creating vacuums for testing or drying. Used to dehydrate and evacuate an a/c
system from noncondensable gases (ie. Air and water).

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PRESSURE TEMPERATURE CHART FOR CHECKING NONCONDENSABLE GASES

TEMP OF CFC-12 HFC-134a TEMP OF CFC-12 HFC-134a

65 74 69 93 115 115
66 75 70 94 116 117
67 76 71 95 118 118
68 78 73 96 120 120
69 79 74 97 122 122
70 80 76 98 124 125
71 82 77 99 125 127
72 83 79 100 127 129
73 84 80 101 129 131
74 86 82 102 130 133
75 87 83 103 132 135
76 88 85 104 134 137
77 90 86 105 136 139
78 92 88 106 138 142
79 94 90 107 140 144
80 96 91 108 142 146
81 98 93 109 144 149
82 99 95 110 146 151
83 100 96 111 148 153
84 101 98 112 150 156
85 102 100 113 152 158
86 103 102 114 154 160
87 105 103 115 163
88 107 105 116 165
89 108 107 117 168
90 110 109 118 171
91 111 111 119 173
92 113 113 120 176

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IMPORTANT PHONE NUMBERS AND
POC’S

EPA HOTLINE 1-800-296-1996

TACTICAL SUPPORT EQUIPMENT

DEPARTMENT
126 Edgewood Road
US Army Ordnance School
Fort Lee, Virginia 23801-1716

608/609 CERTIFICATION CLERK

DSN (312) 539-9180/9172
COMM (804) 765-9180/9172
FAX (804) 765-9188

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