o

licence By Post @ CopyrIght B1 11.4 11.15 ISSUE 181

AUTHORITY

It is IMPORTANT to note that the information in this book is for

study/training purposes only.

When carrying out a procedure/work on aircraft/aircraft equipment you

MUST always refer to the relevant aircraft maintenance manual or equipment
manufacturer's handbook.

You should also follow the requirements of your national regulatory authority
(the CAA in the UK) and laid down company policy as regards local
procedures, recording, report writing, documentation etc.

For health and safety in the workplace you should follow the
regulations/ guidelines as specified by the equipment manufacturer, your
company, national safety authorities and national governments.
ACKNOWLEDGEMENTS

With special thanks to:

AIRBUS INDUSTRIE
BAE SYSTEMS

for permission to reproduce drawings.

CONTENTS

PAGE
Definitions 1
Heating unpressurised aircraft 1
Charge air 4
Basic system 5
Mass flow control 6
Charge air cooling 10
Vapour cycle cooling 11
Air cycle cooling 12
Water extractor 15
Humidifier 16
Temperature control 17
Distribution system 23
Pressurisation principles 30
Mechanical pressurisation control 36
Electrical pressurisation control 38
Computer controlled pressurisation 43
Flight deck indications 47
Safety valves 47
Cabin sealing 51
Pressurisation testing 55
Oxygen systems 59
Continuous flow system 61
Demand system 62
Chemical system 63
Components 64
Testing 67
Safety precautions 69
Portable oxygen equipment 73
Airbus A320 and BAe 146 systems - examples
HOW TO TACKLE THIS BOOK

There are parts of the book that are reasonably complicated so you may have
to read through these parts more than once, but having said that, you should
be able to understand most of the book after the first read without too much
difficulty.

You should understand the relationship between "Cabin Conditioning" and

"Pressurisation" - the clean charge air is forced into the cabin at the correct
temperature and humidity (air conditioning), and pressurisation is achieved
by controlling the rate at which it is allowed to leave the cabin. Air leaving the
cabin also provides ventilation - which is part of air conditioning.

You should be able to draw and describe:

* The different sources of charge air.

* The charge air supply system to the cabin.
* A temperature control method.
* An air distribution system.
* A cabin pressurisation control system - mechanical - electrical-
electronic.
* Emergency and standby methods of pressure control.
* Chemical and gaseous oxygen systems.
* The various methods of cabin sealing.

You should be able to describe:

* The need for cabin conditioning.

* The need for pressurisation.
* The need for oxygen systems.
* A cabin pressurisation test; the fault finding, and rectification.
* Oxygen system testing, fault finding and testing.

You should be able to define:

* Cabin conditioning.
* Pressurisation.
 AIR CONDITIONING 85 CABIN PRESSURISATION

AIR CONDITIONING

The task of Air Conditioning is to maintain the cabin air in a suitable condition
for human consumption. Air Conditioning includes the separate control of
Ventilation, Temperature, Humidification and Filtration.

Ventilation

Ventilation is achieved by controlling the rate at which the charge air enters the
cabin , and the rate at which it is allowed to leave. The supply system should. be
able to supply air at a minimum rate of 0.4 lb (0.18 kg) per. pa~senger per minute
(JAR25) .This ensures a minimum oxygen content and ventilation.

Temperature Control

Temperature Control is achieved by controlling the temperature of the air

supply, normally by varying the proportions of hot, and cold air available. The
cabin temperature is maintained at a selected figure, between 600F - 80°F.

Humidity

The amount of water vapour in cabin air should result in a Relative Humidity of
30% - 40°1c». A lower relative humidity would cause dry throats etc., whereas a
higher relative humidity may cause condensation to occur on cabin windows
and bulkheads.

Filtration

Simple filters in the air supply system ensure that the air is free from debris.

UNPRESSURISED AIRCRAFT (Ram Air System)

These are usually ventilated by ram air which may be filtered and heated prior
to entering the cabin. The air is vented overhead via external vents. The
biggest problem is heating and this may be achieved by using an engine
exhaust heat exchanger, or a combustion heater.

Exhaust Heat Exchanger (Piston Engine) (Fig. 1)

Air enters through an intake connected to a heater mutT which surrounds the
exhaust pipe of a piston engine exhaust system.

- 1-
After heating, the air passes into the cabin via a chamber through which cold
air also flows from an intake situated either in the fuselage or in the wing
depending on the installation. Mechanically operated valves are provided to
control the mixing of the air flows and so regulate the temperature.

HOT RAM AIR

EXHAUST FROM
1'\-------"\------"\
..
TO CABIN

ENGINE
..
EXHAUST TO
RAM A I R - - - ATMOSPHERE

Fig. 1 HEATER MUFF

Question: Can you list any advantages or disadvantages with this type of
heater? (10 minutes).

Answer: Advantages - cheap and efficient.

Disadvantages - will not work when the aircraft is stationary and
presents a major hazard if an internal leak occurs. This can cause
carbon monoxide poisoning and consequently carbon monoxide
detectors are fitted in the cockpit.

Combustion Heating (Fig. 2)

Air for combustion is obtained from a blower or by direct ram and the fuel is
metered from the aircraft fuel system by a solenoid-operated control valve. A
filter and safety valve are also incorporated in the fuel supply line to the
combustion chamber.

The fuel-air mixture is ignited by a spark plug, the burning gases travelling the
length of the combustion chamber and passing through transfer passages to
an exhaust outlet. Ventilating air from the ram air intake passes through the
heater and is heated by contact with the outer surfaces of the combustion
chamber.

Blower operation and supply of fuel is normally controlled by a single switch.

Regulation of the cabin temperature is carried out by manual setting of a
mechanically controlled switch installed in the ducting downstream of the
heater.

-2-
 COLD AIR OUTLETS WINDSCREEN DEMIST

WARM AIR
COMBUSTION HEATER
RAM AIR OUTLETS
-
BLOWER (CABIN)
I
RAM AIR
BLOWER (COMBUSTION) EXHAUST
[
IGNITION
SOLENOID VALVE (FUEL)

FUEL SUPPLY

Fig. 2 UNPRESSURlSED AIRCRAFT COMBUSTION

HEATER SYSTEM

Gas Turbine Exhaust Heat Exchanger

On some turboprop aircraft air may be heated by an exhaust heat exchanger in

the jet efflux, Ram air is passed through the exchanger and then into the
cabin.

Question: Why do you think the jet engine exhaust gas heat exchanger is not
fitted to pure jet engines? (5 minutes)

Answer: The turbo prop engine relies on the propeller for about 90°,fa of its
propulsive efficiency. The pure jet engine relies 100% on the
exhaust gases. So the exhaust gases of the turbo prop engine can
be disturbed without affecting the performance of the engine too
much where as a pure jet would be seriously affected.

-3 -
 ~
.
---
T.., 160 deg C

,
w
...
fI)
SURFACE HEAT
EXCHANGER .
\INTERCOOLER
RAM ~
- 18

i" ''\
AIR

DISTRIBUTION
p - 3&PSI 1"'1 / SYSTEM
9
fI)
d
TAPPING FROM
JET ENGINE OR
RESTRICTIVE MASS FLOW
CONTROL - TAPPING. ~
e! ENGINE DRIVEN BLEED MASS FLOW
rn
~
COMPRESSOR CONTROL - ENGINE
DRIVEN COMPRESSOR SURFACE HEAT
EXCHANGER. fr l -
21

~
B
~
PRE-COOLER RAM AIR
19

•
~ - 22
o
o 25 24

~o THIS BASIC SYSTEM SHOWS ONE AIR SUPPLY TO THE CABIN

WITH AN AIR CYCLE COOLING SYSTEM. ON SOME AIRCRAFT
A VAPOUR CYCLE COOLING SYSTEM IS USED WHICH WOULD

;
g
REPLACE THE COLD AIR UNIT (AIR CYCLE MACHINE) (10) AND
INTERCOOLER (11).

fI) ~
f2
~

( (
 SIMPLE PRESSURISATION AND AIR CONDITIOlfllfG SYSTEM

LEGEND FOR FIGURE 3

1. SUPPLY (CHARGE AIR)

2. HOT AIR TO DEMIST AND ANTI ICING SYSTEMS
3. ONE WAY VALVE (NON RETURN VALVE)
4. FILTER (NOT FITTED TO SOME AIRCRAFf)
5. ELECTRICALLY OPERATED SHUT OFF VALVE
6. MASS AIRFWW CONTROL
7. CATALYTIC OZONE CONVERTER (FITTED TO SOME AIRCRAFr)
8. ELECTRICALLY OPERATED TEMPERATURE CONTROL VALVE
(INPUTS FROM TEMPERATURE SENSING BRIDGE OR MANUAL
CONTROL)
9. PRECOOLER
10. COLD AIR UNIT OR AIR CYCLE MACHINE
11. INTERCOOLER
12. MIXING CHAMBER
13. DUCT PRESSURE RELIEF VALVE
14. WATER EXTRACTOR
15. HUMIDIFIER
16. NON RETURN VALVE
17. DUCT THERMOSTAT
18. HOT AIR TO WINDSCREEN DEMIST
19. DOOR SEAL SYSTEM PRESSURE TEST CONNECTION
20. DOOR SEAL CONTROL VALVE
21. INFLATABLE DOOR SEAL - IF FITTED
22. COLD AIR TO PASSENGER AND CREW FRESH AIR LOUVRES
23. STATIC PRESSURE PICK UP POINT
24. CABIN PRESSURE PICK UP POINT
25. CABIN PRESSURE CONTROLLER
26. DISCHARGE OR OUTFLOW VALVE
27. EMERGENCY INWARD AND OUTWARD PRESSURE RELIEF
VALVES
28. MANUAL DUMP VALVE
29. CABIN PRESSURE TEST SENSING POINT
30. CABIN GROUND PRESSURISATION CONNECTION

PRESSURISED AIRCRAFr

The system in Fig. 3 shows a pressurisation and air conditioning system. It is

based on the Hawker Harrier system, and has been chosen because of it's
simplicity and because it incorporates much of the basic systems and
principles used on other aircraft such as the D.C. 10, Boeing aircraft and
Airbus aircraft. Once we have completed all the components in the system we
will have a look at some actual civil aircraft systems.

-5-
The air supply is from engine bleed or from an engine driven compressor or
blower. The compression is adiabatic and the air gets hot. The main problem
then, is that of cooling. This can be achieved by air cycle cooling or by vapour
cycle cooling. Heating, if necessary, can be by air compression, i.e. increasing
the pressure in the supply ducts and hence its temperature. In some aircraft
electrical heater elements are also used though these are not common.

Air Supply (Charge Air)

Air is obtained in one of two ways:-

(a) From an engine driven compressor or blower driven by the engine
auxiliary gearbox, at approx. 2000C.
(b) By tapping air directly from the compressor of the engine, at about the
same temperature. This is the most common method. On many engines
there are two tappings, one on the 8th. stage and the other about the
13th. stage. The supply from the higher stage is modulated at higher
engine r.p.m.

On multi engined aircraft the air conditioning systems (from the supply to the
cabin) are usually duplicated and the supply is taken from each engine and
from the A.P.U.

Non-Return Valves

Fitted in various parts of the system generally to hold pressure should the
system fail up stream of the valve.

Solenoid Operated Shut-Off Valve

Fitted to most systems to allow the pilot to shut the system ofT, e.g. in the event
of an engine fire,

Silencer

The noise from blowers and compressors is such that on some aircraft
silencers are fitted.

MASS FLOW CONTROL

The rate of air entering the cabin is kept reasonably constant by some form of
mass flow control. Thus with varying engine/compressor speed the rate of .
supply to the cabin is kept constant. This is achieved by the use of a SPILL
VALVE when the air is being supplied by an engine driven compressor and a
VARIABLE ORIFICE VALVE for systems where the charge air is tapped from
the engine compressor itself.

- 6-
 Spill valve control is usually employedwhere the air originates from an engine
driven compressor. The spilling of unwanted air will reduce the compressor
load and therefore the load on the engine, thus saving fuel.
However, if the" supply of air is tapped directly from the compressor section of
the engine, spilled air would represent a loss from the engine. Thus unwanted
air is prevented from leaving the engine by the use of a variable flow control
valve situated in the ducting. This means that only the mass flow required at
anyone time would be tapped from the engine.

Variable Orifice Valve (Fig. 4 and 7)

The flow control valve embodies a variable orifice, the area of which is set by
the pressure of the air flow entering the valve. The valve consists of a body
housing a combined spring-loaded piston and an acorn-shaped valve assembly.
The latter registers with an orifice plate in the outlet connection.

"" With the piston at rest and held at the limit of its travel by the spring, the
smallest diameter of the valve acorn is located in the orifice plate. In this,
position, the annular space between the valve head and the orifice plate, is at a
maximum. As system pressure overcomes spring pressure, the space and the
airflow are progressively reduced, by virtue of the valve shape, to maintain a
constant flow.

With most large aircraft the modulation of the air supply from the jet engine
compressor casing is via electrically operated valves signalled by pressure
sensors in the duct. The drawing below shows a simple mechanical valve used
on some smaller aircraft.

SPRING

1---4~ OUTLET

PISTON ORIFICE PLATE

Fig. 4 VARIABLE ORIFICE VALVE

-7 -
When contacts X and Y close; the When contacts Y and Z close;
actuator closes the spill valve the actuator opens the s pill valve
inaeaslng the air flow to the cabin. deaeasing the air flow to the cabin.

OIAPHUGH

.....- - 0 - -....... "Ill VALVE

• eUIIUflT

ACtUAtO_
ouel

flOW

The Venturi tube provides a negative

The duct static union senses a
pressure relative to the DENSITY pressure (suction) relative to the
of the supply air. VELOCITY of the air flow.

FIG. 5 SPILL VALVE SYSTEM

- 8-
Catalytic Converter (not shown in figure 3)

Fitted in the supply ducting from the jet engine (on the BAe 146 [those fitted
with this option] it is between the engine tapping and the isolation/pressure-
reducing valve). It removes contaminates/odours from the air supply by a
reaction process between the metal plates and the hot air - enhancing
passenger comfort.

The converter consists of special metal elements fitted within a metal

container covered with a fire-proof material. It is connected into the ducting
using "V" clamps and seals.

ENGINE DRIVEN COMPRESSOR

SPILL VALVE

N.R.V.
FLOW CONTROL VALVE

FIG. 6 SPILL VALVE SYSTEM FOR ENGINE

DRIVEN COMPRESSOR

PRESSURE
NON-RETURN REDUCING

- ENGINE
COMPRESSOR
- VAlVE

SHUT.()ff
VALVE
VAlVE

FlOW CONTROl
..
TO SYSTEM
STAGE

FIG. 7 FLOW CONTROL SYSTEM FOR A TAPPING

OFF A JET ENGINE

-9 -
Flow Control Spill Valve (Fig. 5 and 6)

The flow controller controls the operation of the spill valve when "Pressurised
Flight" and "Automatic" airflow control is selected on the appropriate switches.

An increase in air Density will cause the absolute capsule pack to compress.
An increase in air Velocity will cause a greater suction on the right of the
diaphragm and cause it to move to the right. This combustion of density and
velocity signals provides mass airflow information to gradually open contacts X
and Y as mass flow increases. Any further increase will close contacts Y and Z
to provide a 'less air' or spill valve 'open' signal.

If the mass flow controller fails, the airflow switch can be used by the flight
crew to "inch" the spill valve actuator towards an 'increase air' or 'decrease air'
position. The switch is spring loaded to return to 'OFF' from these two
positions.

Temperature Control Valve

This may be manually or automatically controlled to provide the desired

temperature in the cabin. It is set so that a certain quantity of hot air (say at
2000C) goes direct to the mixing chamber while the rest of the air goes via the
cooling system which may cool it to as low as -20°C (Concorde).

When set to "automatic" the valve is controlled either by a bridge system or by

a computer. Sensors are placed in the system and in the cabin to send signals
to the bridge system or the computer. The output of the temperature control
system will control the valve so that a certain amount of hot air is sent to the
mixing unit to be mixed with a certain amount of cold air ensuring the
temperature of the air to the cabin is "just right".

COOLING

Cooling of the charge air may be achieved using either an air cycle system or a
vapour cycle system.

Question: What system is your aircraft fitted with? (1 minute)

Answer: Of course, I don't know what system your aircraft has but some
examples (to my knowledge) are:
AIR CYCLE SYSTEM VAPOUR CYCLE
Harrier VC 10
Concorde
Boeing
Airbus

As you can see, the most popular is the air cycle system.

- 10 -
Vapour Cycle Cooling (Fig. 8)

The principle of vapour cycle cooling is based upon the ability of a refrigerant to
absorb heat in the process of changing from a liquid to a gas. The major
components of a typical system are a liquid receiver, a thermostatic expansion
valve, an evaporator, a turbo-compressor, a condenser and a condenser fan.
The function of the fan is to induce air through the condenser when the
refrigeration system is used during ground operation. Figure 8 illustrates the
interconnection of these components which are generally mounted together to
form a refrigeration pack.
...

~o
-- fAN

•
AM
DIST1U8UT'ION
Fig. 8 VAPOUR CYCLE COOLING SYSTEM

- 11 -
The liquid receiver provides storage for the refrigerant which passes from the
receiver to the thermostatic expansion valve, and is then released into the
evaporator. The hot charge air passes across the evaporator, releases heat to
boil the liquid refrigerant, and passes to the cabin at a much lower
temperature. The vaporised refrigerant is drawn into the compressor the
coupled turbine of which may be driven by an independent air supply (e.g. a
tapping from a wing de-icing systems), by the main air supply or, in some
systems, by electrical means. The gas leaves the compressor at high pressure
and high temperature, and passes through the matrix assembly of the
condenser in which it is cooled by ram air. The refrigerant gas condenses into
a liquid at high pressure and flows back into the receiver to continue the
refrigeration cycle.

_
-- - ..- .. - .. - .. - .. - .. ..-

Fig. 9 CATALYTIC OZONE CONVERTER

Air Cycle Cooling (Bootstrap System) (Fig. 10)

There are several different systems employing an air cycle machine or cold air
unit. The most usual configuration is the Bootstrap System but other systems
exist such as the Brake Turbine and Turbo Fan systems. I shall concentrate
on the Bootstrap with a brief mention of the Brake Turbine. In all cases the
cold air unit (the Americans call it an air cycle machine) is the heart of the
system.

- 12 -
The cold air unit consists of a turbine driving a centrifugal compressor and
operates in conjunction with a secondary heat exchanger (inter-cooler) ducted
between the compressor and the turbine. The charge air from the pre-cooler
enters the unit at the compressor inlet, is compressed and passed to the inter-
cooler where its temperature is reduced before it passes into the turbine which
it drives; more heat is extracted as the air expands and drives the turbine and
the cooled air passes out of the unit into the ducting to the cabin or cockpit.

Only a limited amount of heat can be extracted from the air by direct heat
exchange, Le. by means of the inter-cooler, and the heat imparted to the air by
compression raises its temperature to a level where this heat exchange is
efficient. Further reduction of temperature is obtained at the turbine.

Question: How is the ram air provided? (2 minutes)

Answer: When the aircraft is flying it is provided by ram effect. When it is

stationary air is drawn through the coolers by fans driven by:
(a) Air from an engine tapping.
(b) The cold air unit.
(c) Electric motors - rare.

CHARGE AIR

PRE-CooLER INTER COOLER

RAM AIR

CONTROL VALVE,

- TO CABIN

COMPRESSOR TURBINE

Fig. 10 BOOTSTRAP SYSTEM

- 13 -
Brake Turbine Air Cycle Cooling (Fig. 11)

When cold air is selected, charge air from the pre-cooler enters the turbine to
rotate the turbine. This action expands the charge air across the turbine and
results in a drop in pressure and a considerable drop in temperature. The cold
air discharged from the turbine outlet enters the cabin via the mixing chamber.

- ..
"- -- - ---- --.
:,,---------)t -
COMPRESSOR

AMBIENT AIR~
:1:
I I
"~\~=~~,---
I'
~_ TO CABIN

0',I 1I
,,'-..
,"f"
I I
I

" - It
- ...... _.,
CHARGE AIR - -

PRE COOLER RAM AIR

CONTROL VALVE

Fig. 11 BRAKE TURBDfE

Cold Air Unit (Fig. 12)

The cold air unit illustrated consists of an inward flow turbine driving a
centrifugal compressor on a common rotor shaft. The assembly is contained in
two main casings, the turbine volute casing and the compressor volute casing.
The casings are clamped together by a two piece clamping ring and enclose a
bearing housing; two ball bearings seat in the bearing housing and support
the rotor shaft. The turbine wheel and the compressor wheel are similar, each
consisting of an aluminium alloy wheel fitted with aluminium alloy blades. The
turbine wheel rotates within a nozzle ring and the compressor wheel within a-
diffuser ring. Rotational speeds are high and the unit has its own oil sump,
filter and dip stick.

Pre-Cooler and Intercooler

These are heat exchangers, Le. components which transfer heat from one fluid
to another and in the air conditioning system are air-to-air coolers. In the
turbo-compressor layout the two heat exchangers can be fitted as a single unit.

- 14-
The pre-cooler reduces the charge air temperatun: to a. reasonabl~ level and
also ensures more efficient operation of the cold air unit by reducing the
temperature loads on the unit, while the inter-cooler is necessary to reduce the
temperature of the air from compressor to turbine of the cold air unit.

OIFFUSllt
IIING

COM~.ISSO"
"O~UTI OUT1.IT
TO INTlR.COOUJt

Fig 12 COLD AIR U1UT

Duct Pressure Relief Valve

Operates automatically if excessive duct pressure is generated.

Water Extractor (Fig. 13)

The function of the water extractor is to trap the moisture in the air supply
before it reaches the cabin. Within the double-cases cylinder are, at the inlet
end, a coalescing chamber having a triple-layered wall (fabric/fme-wire mesh/
coarse-wire mesh) and, at the outlet, a combined swirl and collecting chamber.
A centrally-located relief valve permits a straight-through flow if the caolescer
becomes blocked.

In operation the moisture in the charge air is caused to coalesce (come

together) in the coelescer assembly. The moisture droplets are separated from
the air by the centrifugal force created by the swirling action of the air. The air
is caused to swirl by swirl vanes (ring vanes). In some extractors the water
droplets are separated out by the action of impingement.

- 15 -
 Many vertical aluminium tubes are fitted in the unit after the coalescer which
cause the water droplets to impinge onto them and run down to be collected at
the bottom.

This motion expels the water through holes in the wall at the outlet end of the
chamber where it runs down into a sump between the casings and out through
two drain holes into a common open-ended pipe which discharges overboard
below the fuselage under the cabin.

RING VANE COALESCER ASSEMBLY

OUTLET
+-- INLET

DRAIN RELIEF VALVE

/
DRAIN

Fig. 13 WATER EXTRACTOR

Humidifier (Fig. 14)

In aircraft operating for long periods at high altitudes, it is necessary to

increase the moisture content of the air used for conditioning and pressurising
the cabin in order to overcome physical discomfort arising from low relative
humidity. Various humidity control methods may be adopted but a typical
system consists of a humidifier unit supplied with water (from an individual
tank or domestic water system) and also with air under pressure.

The water and air supplies, which are controlled by electromagnetic valves,
pass through a jet nozzle system within the humidifier in such a manner that
the water is atomised and enters the distribution ducting in the form of a fine
spray. On some aircraft the humidifier is controlled automatically by a
humidistat (hygroscopic switch).

If the unit is fitted it is always downstream of the water extractor and it is

usual to switch it on as the aircraft climbs through 10,000 feet and to switch it
ofT as it descends through this altitude.

- 16-
 r---,
I , •
I I 0-.--........
I I •
I I •
I·
I . I

28V D.C. rr ~ L~_..J

0--11_1--0;: 11
0
;:,GtI •
".o__--'
• -.;..;...---.......
HUM'DIT Y ..&. AIR
CONTROL
'LIGHT
EN(; '."EL

• CHARGE AIR

AIR CONTROL VALVE

WATER CONTROL VALVE

t AIR SUPPLY

WATER SUPPLY

Fig. 14 HUMIDIFIER

Temperature Control (Fig. 15)

Control of air temperature in passenger cabins, flight crew and other

compartments, is accomplished by modulating the valves installed in the air
ducting of heating and cooling sections of the air conditioning system. The
methods of control vary and depends on the type of aircraft and the air
conditioning system employed.

- 17-
In general control can be :-

(a) Manual (Mechanical)

(b) Electrical- automatic with manual option.
(c) Computerised - automatic with manual option.

One mechanical method, for example, is employed in aircraft utilising an

engine exhaust heating system, consists of valves which can be manually
positioned to regulate the temperature by varying the proportions of hot and
cold air passing through a mixing box before delivering it to the cabin. In some
installations, hot and cold air enters the cabin through separate valves and
ducting.

In a combustion heating system, the electrical power supply to the solenoid

valve is automatically controlled by a duct thermostat. When the temperature
of the air flowing from the heater exceeds the thermostat setting, the
thermostat de-energises the solenoid valve to isolate the fuel supply to the
heater. As the heater cools, the thermostat opens the valve to restore the fuel
flow and the combustion process. By cycling on and off, the heater maintains
an even temperature in the cabin.

In systems utilising compression heating and air cycle methods of cooling, the
temperature control system is designed to automatically modulate actuator
motors which control particular valves. A typical system comprises a duct
temperature sensing element, a temperature selector, cabin temperature
sensing element and automatic control unit (Fig. 15).

These components are electrically interconnected to form a resistance bridge

circuit which is only in balance when the cabin air temperature is at the
selected value. If the bridge circuit is placed out of balance by a resistance
change in either of the sensing elements due to temperature variation, or by
varying the selector switch setting, an error signal is produced which is fed to
an amplifier stage of the control unit. the amplified signal is then fed to the
actuator motor (T.C.V. Actuator) which positions the valve to adjust the air
flows and so correct the temperature change until the bridge circuit is restored
to a balanced condition. This re-balancing is achieved by the duct sensor
sensing the 'new' air temperature - changing its resistance - and balancing the
bridge. When the bridge is balanced the actuator stops moving and the
temperature control valve is held at its new position.

Manual controls are provided to permit overriding of the automatic circuit.

Low temperature and high temperature limit control devices are also provided
fttlJ) '-0 "" ~
and ensure that
upper limits of supply air temperature are not exceeded.
"

- 18 -
 l l

MANUAL
CABIN CONTROL SWITCH
S£LECTOR
M,\STER
SWITCH
INC OEC

~
MAN
.
...en
OFF
AUTO
DUCT
TEMPERATURE SENSOR
> CONTROLLER
~
;
~

"
....\C
i
8
HIGH
LIMIT
SENSOR

.
HIGH BACK
OFF LIMIT SW

~ I vV\A '="
~
t'4
CABIN
SENSOR
o lOW lOW BACK
=a LIMIT
SENSOR. •
OFF LIMIT SW

~ \ ..............

~)@ (W .... )
\. )
-.
-'I
( . ..... ~ ...
(\
• " ••••.•

.. ......... ,)
".0' ..

t) '(}'I
. .©.
\
()
o
-
•
The T.C.V. motor could be a .d.c. split-field series motor or an induction motor
controlled by an automatic temperature controller. Manual control is usually
available at either the Stewards or Flight Deck Systems panel if the automatic
system fails.

A Cabin Selector at the Stewards or flight deck systems panel will allow small
changes of cabin temperature to be made while the system remains under
auto-control.

Modem controllers are normally static devices consisting of transducer and/or

semi-conductor circuits with a discrimination and simplifier function to provide
an output to drive the T.C.V. in either direction.

Some aircraft types have a standby air conditioning system to provide heated
air, to the flight deck, when the normal air supply fails.

Air Supply System - Example

Figures 16 and 17 show the air supply system for the A320. Note the
following:-

* Two engine tappings.

* A.P.U. supply.

* Anti-Icing/ de-icing connections.

* Ground supply.

* Control valves.

- 20-
 CD
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FIG_ 16 AIR SUPPLY SYSTEM - OFTEN CALLED A

PNEUMATIC SYSTEM - FOR THE A320

- 21 -
 FromAPU

® Control or shut off valve

:2t;) ~ Check valve
.... From en~ine 1 .~ " Q9j Fro~ engine 2
~ 2 2

~
o
0 Ram Ram
~ air air
1 = Cross bleed valve-pneumatic system
30 iAir conditionin
pack
.ir conditionin
2 = Valve, control flow-pack shut off
3 = Valve, regulator-trim air pressure
; pack
4 = Valves-trim air
-
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t;) 5 = Recirculating fan
6 = Filter
lV
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~ Pressurised
..;.,
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i
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4

i Flight I Forward: Aft

ompartment.I Passengercompartment
,

( l
Distribution System (Fig. 18 - Example 747)

The air used for conditioning purposes is distributed by a ducting system the
layout of which depends on the type of aircraft.

In large aircraft the air conditioning equipment is normally grouped together in

its own compartment or bay. the conditioned air is distributed to passenger
cabins through underfloor and hatrack ducting, the latter containing outlet
grilles and the requisite number of individual adjustable cold air louvres which
are supplied from a cold air source.

The distribution of air to flight crew compartments may, in some cases, be

through separate ducting or it may be through ducting tapped into the
passenger cabin ducting.

Typical locations for the air outlets are at floor and roof levels and in sidewalls.
Tappings are taken from the cabin and flight crew compartment ducting
systems for supplying warm air to cabin windows and wind shields for
demisting purposes.

After circulation the air is exhausted to atmosphere through the discharge or

outflow valves in the pressurisation system. On some aircraft zone distribution
and control may be employed.

Materials used in the manufacture of typical ducting systems are light-alloy,

plastic, fibreglass reinforced plastic and stainless steel, the latter being
normally usedfor the hot air sections of engine bleed air supply systems.

There are various methods of joining the duct sections together and to
components. In those most commonly used the joints are made by flanges and
ring clamps of V-section, by rubber sleeves fitted over the ends of duct sections
and secured either by adjustable clamps or by a rubber adhesive, and by
bolted flanges.

Fibreglass, formed into blanket sections by a covering of synthetic material,

e.g. nylon, is used for the lagging of duct sections. To permit longitudinal
movement of ducting as it expands and contracts, expansion bellows, sliding
clamps and gimbal mountings are provided.

A320

Figure 19 shows the distribution of the air within the aircraft and within the
cabin.

- 23-
FIG. 18 DUCT SYSTEM - 747

- 24-
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Potential Smoking zone
executive class non-smoking zone
Pneumatic Bleed Air System - Actual Systems

The following figures (20 to 22) are bleed air systems used on the Boeing and
DC 10 aircraft.

You should study these drawings and be able (with reference to the simple
system previously described) to understand how they work.

YOU DON'T NEED TO REMEMBER THE SPECIFIC DETAILS BUT YOU WOULD
BE REQUIRED TO BE ABLE TO DESCRIBE A MODERN MULTI ENGINED
AIRCRAFT SYSTEM.

In general:

(1) The supplies can be isolated by the pilot and on some aircraft are
monitored by computers.

(2) At low engine r.p.m. air is bled from the H.P. stage of the engine, at high
r.p.m. the air is taken from the LP. or L.P. stage.

(3) Air is pressure regulated to say 40 PSI by a pressure Regulating Valve

(some aircraft have a Mass Flow Controller that performs a similar
function). Air may be shut off automatically during:

* engine start

* A.P.U. air supply operation

* over pressurisation

* over heat

* fire push button operation

(4) The air conditioning packs (cooling) use air cycle systems - bootstrap
system.

- 26-
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 PRESSURISATION

To stay alive the human body requires oxygen. Insufficient oxygen, a condition
known as hypoxia will result in loss of consciousness and eventually death.

Hypoxia and Anoxia are both medical terms associated with lack of oxygen in
the body. Symptoms are progressive and start with:

* Poorer vision.
* Lack of concentration.
* A feeling of drunkenness.
* Inability to correct inappropriate actions.
* Unconsciousness.
* Death.

Air density and air pressure decrease with altitude. The effect of this is two
fold.
(1) The body absorbs oxygen through the lung walls during normal
breathing, and this process is assisted by the pressure of the air. The
lower the pressure therefore, the more difficult it becomes for the lungs
to perform their function.
(2) With decreased air density the proportions of the gases will remain
constant, but they are less in quantity. Oxygen content will be reduced.

Up to about 3.3 km (10,000 ft) altitude, there is sufficient air pressure and
oxygen content to support comfortable human life, but most modern aircraft fly
up to, and above, altitudes of 13 kin. (40,000 ft).

It follows then, that some artificial method must be employed to obtain cabin
conditions of less than 3.3 km (10,000 ft) when the aircraft is flying at its
operational altitude. A cabin altitude of 2.6 km (8,000 ft) is usually selected
and to achieve this a process known as pressurisation is adopted.

It is sometimes known as the 8,000 FEET STANDARD. In fact most

pressurised aircraft will have a variation of this.

Why is this standard adopted and not sea-level?

Consider the following:

Height Air Pressure

Sea Level 1.013 bar (14.7 lbf/in2 )

2.6 km (8,000 ft) 0.758 bar (11lbf/in2 )
13 km (40,000 ft) 0.186 bar (2.7 Ibf/in2 )

- 30-
 If the cabin altitude was sea-level and the aircraft altitude 13 km (40,000 ft)
then the differential pressure would be 1.013 bar less 0.186 bar, or 0.827 bar
(12 PSI).

If the cabin altitude was 2.6 km (8,000 £1) and the aircraft altitude 13 km
(40,000 ft) then the differential pressure would be 0.758 bar less 0.186 bar, or
0.572 bar (8.3 PSI).

It can be seen from the above examples that to maintain sea-level conditions
within the cabin at an altitude of 13 km (40,000 ft) a much greater internal
pressure would be felt on the fuselage structure than if the cabin altitude was
maintained at 2.6 km (8,000 ft). This would necessitate a stronger fuselage
structure which in turn would incur a weight penalty.

Because human life can be supported comfortably at 2.6 km (8,000 ft) altitude
this standard is selected on most modem airliners. The maximum differential
pressure is normally about 0.621 bar (9 PSI).

Three standards of pressurisation:

(a) Maintaining ground level conditions within the cabin up to its

operational ceiling. The pressure differential, (i.e. the difference between
local atmospheric pressure and cabin pressure), at 50,000 feet would be
13 PSI, ground level pressure being 14.7 PSI.

(b) Maintaining a cabin pressure equivalent to 8,000 feet, (with oxygen for
emergency use), when flying between that height and the operational
ceiling. The differential pressure at 50,000 feet would be 9 1/4 PSI (11
PSI - 1 3/4 PSI) Transport A/C.

,.... (c) Maintaining a cabin pressure equivalent to an altitude of 25,000 feet

between that height and the operational ceiling. The differential at
50,000 feet would be 33/4 PSI. Oxygen would be required by the crew.
(5 1/2 PSI - 1 3/4 PSI = 3 3/4 PSI) Fighter aircraft.

The Inter-Relationship of Pressurisation and Cabin Conditioning

Pressurisation is the process of arranging that the maximum cabin altitude

does not exceed that which will support comfortable human life regardless of
aircraft altitude.

Air Conditioning is the process of arranging that the cabin air is clean and is of
the correct humidity and temperature. This air is supplied to the cabin at such
a rate that at all times there is sufficient for some to be exhausted to
atmosphere thus providing ventilation. The rate at which this air is ventilated
to atmosphere controls the pressure in the cabin (Fig. 23)

- 31 -
 PRESSURISED
C.......

:7++;===::~_=CHARGE
AlP.

VARIABLE
DISCHARGE

Fig. 23 PRESSURISATION PRINCIPLE

Pressurisation - Theory

Let us take a simple approach first of all. With reference to Figure 24 - Note:
When we pressurise the cabin we can talk of Cabin Pressure which will
normally be the same as, or higher than Ambient Pressure. Or we can talk of
Cabin Altitude - which will normally be equal to or lower than Aircraft Altitude.

_ _ _ " AIRCRAFT ALTITUDE

- - = CASIN ALTITUDE

AIRCRAFT ALTITUDE

DESCENT
CABIN ALTITUDE

Fig. 24 SIMPLIFIED PRESSURISATION PROFILE

Question: What does Ambient Pressure mean? (1 minute)

Answer: It is the pressure of the atmosphere outside the aircraft at the

altitude the aircraft is at.

- 32-
Right, back to figure 24. Note the aircraft altitude fomi take-off to altitude,
then back to landing again.

In the simplest description note the Cabin Altitude at:

(A) Cabin altitude is the same as Aircraft Altitude. Pressure differential

across the cabin fuselage - zero.

(8) Ditto

(C) During climb the Cabin Altitude climbs at the same rate as Aircraft
Altitude - cabin differential remaining zero. This will continue until
pressurisation commences (say 8,000 feet) (c).

(D) Here pressurisation has commenced. Effectively - as the aircraft

continues to climb so the pressure is being increased in the cabin to
keep the cabin at a constant pressure equivalent to 8,000 ft. The cabin
then is being kept at a constant pressure while the aircraft continues to
climb. This means that ambient pressure is going down and therefore
the pressure differential (across the cabin wall) is increasing. It will
continue to increase (as the aircraft climbs) until maximum differential
(max. diff] pressure is reached.

Question: What governs the max, diff. pressure? (10 minutes)

Answer: Structurally it is the strength of the fuselage that limits the max.
diff., but this is controlled automatically by the pressure controller
controlling the discharge valve. (American - outflow valve).

(E) At this point the system is at max.diff. (say 8 PSI). Cabin altitude 8,000
ft., aircraft altitude 40,000 feet.

Question: With the max. diff. as it is - what would happen to cabin altitude
(or cabin pressure) if the aircraft continued to climb? (5 minutes)

Answer: Max. Diff. - by definition - cannot be exceeded. So if the aircraft

continued to climb then max. diff. would be continued to be
maintained - that is the cabin altitude would climb at the SAME
RATE as the aircraft altitude, or alternatively the cabin pressure
would go down.

- 33 -
A More Realistic System (Fig. 25)

In reality variations will occur with the simple arrangement shown above.
These changes may be summarised as:-

(a) The cabin is usually pressurised before take-off - to about a quarter of

a P.S.!.

(b) The cabin climb rate is selectable and is lower than the aircraft climb
rate.
(c) The same applies with descent rates.

(d) Landing airfield altitude is selected prior to landing.

(e) Cabin remains pressurised after landing (about 0.05 P.S.!.).

All the above is automatic, though rates are selectable within a range.

""'CotlL ft-.n' PUll

TAIlIOI'I' AEUl -lEA LnEL AI.TmJDE
• .w HO PRUSUIlE
CllI* Al.TmJDE - 0.000"
l.NCllNGAEUl - tao" AI.'I1TUDE

-.,ao" l\IOeAIlIC-....,."
- • .wHQ
-tao"
-100 .... ' " l3llO.... DOWN)
-LNClIHG
-AlIfO

NfI/C1lI#T - - -
~---

i
ODl!N

Fig. 25 TYPICAL PRESSURISATION PROFILE

- 34-
 ) )

The system has a maximum differential pressure of 8.06 psi.

Cabin excess altitude, excess pressure and negative excess pressure is prevented by the
automatic functions of two safety valves.
The digital pressurisation auto-controllers contain BITE facility for rapid trouble-shooting.

~
Cabin altitude safety 15000 ft
Max. cabin altitude 14000 ft
t.)
0\ selectable

12

(.0)
UI
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rn
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6z 8

~= 6

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11:\ en 25 30 35 40
 PRESSURE CONTROL

Pressure control is usually achieved by using a pressure controller and a

discharge valve or outflow valve. These may be mechanical, electrical or
electronic in operation. Control is automatic within pre-set limits but manual
override is provided, (Fig. 39) and inward and outward relief valves are
available in an emergency.

The pressure controller will send signals to the discharge or outflow valve and
control:

(a) when pressurisation commences

(b) the rate of which the cabin pressure changes and
(c) the cabin differential pressure (Le. the difference between the ambient
pressure and the cabin pressure).

N.B. In many aircraft a cabin altitude selector is also involved.

The maximum differential pressure values vary between types of aircraft but, in
general, they are such that the cabin pressure does not fall below that
equivalent to an altitude of 8,000 feet. The rate of pressure or cabin altitude
change can also be controlled and, within a small predetermined range, the
values which are selected on typical pressure controllers for normal operation
are between 300 and 500 feet per minute.

Mechanical Method of Pressure Control (Fig. 27)

This is used on older smaller aircraft. When reading the description that
follows you should refer to Figs 24 and 25 as well as Fig 27.

The pressure controller is mounted inside the cabin, it comprises a sealed

capsule chamber, two capsules, a beam operated control valve and a contact
assembly, (warning device).

The two capsule assemblies, one an absolute capsule and the other a
differential capsule, are linked by a beam, the centre of which bears against the
stem of a spring loaded control valve. The spring loaded control valve varies its
opening as the capsules expand or contract.

The control valve and differential capsule are vented to atmosphere by means
of a static pipeline. The sealed chamber is linked by pipeline to the diaphragm
chambers of the combined valve unit, and there is a metered orifice between
the sealed chamber and the cabin itself.

The diagram shows the units in the aircraft's take off condition, with both
capsules at nominal length. The control valve is held open, its orifice being
larger than the metered orifice. There is, therefore, no build up of pressure,
and the discharge valve is loaded solely by its light spring.

- 36-
 AIRPORT ALTITUDE SELECTOR

STATIC P'PE ,
WARNING DlVICt Otf'litlllTlAL C.APSULlS

ATMOSPHERE
SUL!D~
CAal~­
W. . .
CABIN

DIAPH'U.CM
C~AMilR

ORIFlCE

CONTROL VALVE
AaSOLUTt CAPS':US
CAPSUU CHAMBER OIA"

DISCHARGE VALVE PRESSURE CONTROLLER

Fig. 27 MECHANICAL PRESSURE CONTROL

As a result, air can spill freely from the cabin, giving atmospheric conditions
therein.

As the aircraft climbs, falling atmospheric pressure causes the absolute

capsule to expand, and the differential, (or atmospheric) capsule to collapse.
The control valve begins to close and an effect is felt at 8,000 feet when its
orifice is smaller than the metered orifice. A slight pressure rise is caused in
the capsule chamber which is communicated to the discharge valve diaphragm
chamber. This holds the diaphragm onto its seat, so causing a pressure build-
up in the cabin, until sufficient cabin pressure overcomes the pressure in the
diaphragm chamber against the diaphragm, thus giving a discharge of air from
the discharge valve, and a limit to the pressure build up in the cabin.

With further increase in altitude, the variation in capsule lengths slowly

reduces the control valve orifice thereby increasing the pressure in the capsule
chamber and in the diaphragm chamber of the discharge valve. Thus the cabin
pressure build up continues.

- 37-
At a pre-determined altitude, the beam reaches an altitude stop, preventing
further expansion of the absolute capsule. At this altitude the maximum
pressure differential is reached. Further contraction of the differential capsule
controls the beam to ensure the control valve orifice is the correct size to
maintain this maximum pressure differential.

The Airport Altitude Selector allows the selection of the altitude of the arriving
airport. It does this by interrupting the air signal from the pressure controller
to static and hence causing it to pressurise/depressurise early or later as
necessary.

An Electrical Method of Pressure Control

Used on some older commercial aircraft. In general:-

* Absolute and differential capsules have their positions transduced into

electrical signals by E & I bars.
* These signals are sent to summation units and the output from these
are sent to discharge valves.
* The discharge valves are operated by small electric motors which allow
cabin air pressure to operate the discharge valve directly.
* Potentiometers in the discharge valves send feed back signals to the
summation units,

The following is a general description of a system similar but not identical to

the V.C.IO.

The pressure control is automatic in operation, with crew provision to select

the cabin altitude and the rate of cabin altitude change desired.

In the event of failure of the normal system, maximum differential pressure is

limited by two independent and automatic safety valves. -.../

Automatic, emergency pressure controllers will prevent excessive loss of cabin

pressure and control maximum cabin altitude, unless the pressure loss is due
to a leak by-passing the discharge valves.

Normal controls are electro-pneumatic, Safety valves and emergency pressure

controllers are purely pneumatic in operation.

Cabin Selector consists of a case containing an absolute sensing element, for

controlling the selected cabin altitude, and a variable potentiometer to regulate
the rate of altitude change. (Fig. 28).

- 38-
 E PICK-OFF

BEZEL
ELECTRICAL
CONNECTION

ABSOLUTE CAPSULE

LINK
POTENTIOMETER WINDOW

Fig. 28 CABIN SELECTOR

Three selector knobs on the components face allow selection of:

(a) Cabin altitude desired (within the range - 2,000 to 9,000 ft).
(b) Rate of altitude change (between 200 and 800 feet/minute).
(c) Pointer position to the prevailing barometric pressure before selecting
the cabin altitude.

A dial on the instrument indicates the cabin altitude selected, with barometric
correction scales, in millibars and inches of mercury, engraved adjacently.

Transducer and Amplifier Pack (Fig. 29)

The pack consists of an ATR case housing 3 sensing elements and amplifiers.

One sensing element is for the rate of cabin altitude change, and comprises a
casing, the interior of which is open to cabin pressure through a calibrated
needle valve orifice. Located in the casing is a single capsule linked to the
pivoting 'I' armature of the integrally mounted "E and I" transducer. The
interior of the capsule is open to cabin pressure.

- 39-
The second sensing element is for the maximum differential pressure and again
comprises a casing. The interior of which is open to cabin pressure. A capsule
stack is located in the casing and is connected to the 'I' armature of an "E and
I" transducer. The interior of the capsule stack is connected to sense true
static pressure via an adapter and pipeline assembled into the pack. A flexible
pipe leads from the adapter to a locally mounted water drain and then from the
drain to static vents.

The third sensing element is an absolute capsule and controls normal

differential pressure. It is connected to an E and I bar in a similar way to the
other two.

MAX. DIFF. PRESSURE SENSING ELEMENT

RATE OF CHANGE SENSING ELEMENT ABSOLUTE CAPSULE

CABIN PRESSURE-
STATIC PRESSURE-C==:;;:=====~ ;.-. ~==:j

NEEDLE VALVE (PRE-SET)

Fig. 29 TRANSDUCER I AMPLIFIER PACK

The rate of change sensing element is pre-calibrated to select a maximum rate

of altitude change, and the differential sensing element is calibrated to control
at a cabin/atmosphere differential pressure of approximately 9 psi (max).

The main amplifier sums the electrical signals from the sensing elements, and
then amplifies any resultant in phase signal to operate the individual torque
motors of two electro-pneurnatic relays, one on each discharge valve. The flow
equalising amplifier corrects any inequality in the opening of the two discharge
valves to obtain a balanced flow of air from the cabin.

- 40-
 A ground test switch and electrical test sockets are provided on the amplifier
pack case. An interference bar prevents the test switch access cover being
replaced unless the switch is in the 'FLT' position. Selection of the switch to
the ground test position isolates the absolute and rate of change sensing
elements to enable maximum differential pressure checks to be carried out on
the ground.

,.-._ _- - \ - _ - PClIMAAY WllllCiNCi S

,.
,/
FAAME ,..

FIG. 30 E 85 I BAR TRAKSDUCER

Discharge Valve (Fig. 31)

,... The primary function of discharge or outflow valves is to regulate the discharge
of cabin air in response to the pressure signals received from the controller.
They also vary in design and construction but, in general, they are of two main
types. In one type the valves are operated by diaphragms and in the other by
electric actuators. The size and number of valves required for a particular type
of aircraft is governed by the amount of air necessary for pressurising, heating
and cooling purposes. In some types of discharge valve, safety valves and
inward relief valves are incorporated. A means of locking the valve to the
closed position in the event of a forced descent on water (ditching) is also a
feature of some discharge valves.

The valve consists of a case divided into an upper and lower chamber by a
diaphragm. A valve head is attached below the diaphragm and a spring in the
upper chamber loads the valve head onto a seat.

- 41 -
Mounted on the valve casing is an electro-pneumatic relay which consists of a
pad valve driven by a torque motor that is energised from the amplifier pack.
Each torque motor is a de operated electro-mechanical transducer. The
amplifier output current causes a magnetic unbalance within the torque motor
which results in armature rotation.

Depending upon the pad valve position a controlled pressure is established in

the upper chamber. The lower chamber is directly open to cabin pressure.

With the upper chamber at cabin pressure the load across the diaphragm is
balanced and the spring holds the valve head shut. With the upper chamber at
static pressure the cabin pressure in the lower chamber opens the valve
against the spring.

With the pad valve controlling the pressure in the upper chamber to between
cabin and static, the discharge valve head assumes a position where the
pressure in the upper chamber, supplements by the spring loading, is balanced
by the cabin pressure in the lower chamber and so regulates the flow of the air
from the cabin to atmosphere.

When there is no output from the amplifier pack the torque motor will position
the pad valve to close the static bleed and the discharge valve is shut.

Cabin pressure to the upper chamber of a discharge valve is piped via an air
drier and then a filter that are fitted locally.

A triple wound rectilinear potentiometer is mounted on top of the discharge

valve case and is operated by movement of the valve head. The three
potentiometer each provide one of the following functions:-

1. To operate a valve position indicatoron the engineer's control panel.

2. To provide a signal to the flow equalising amplifier.
3. To give a valve rate of movement signal to the main amplifier for overall
system stability.

An emergency pressure controller is mounted on the top of the discharge valve

casing and the bleed to static from the pad valve is piped through the controller
cover.

An absolute pressure sensing unit is mounted inside the cover and is

calibrated to control the static bleed if ever the cabin altitude exceeds a
nominal 9,000 ft. In this condition the discharge valve is regulated to maintain
a cabin altitude of 9,000 ft.

A solenoid valve is also mounted on the top of the discharge valve casing and
the static bleed line from the emergency pressure control is piped through it.
The solenoid is energised when the appropriate 'DISCHARGE VALVES' switch
on the engineer's panel is selected 'SHUT'. With the solenoid valve energised
the static bleed is closed and the discharge valve shuts.

- 42-
 DITCHING VALVE

POTENTImmTERS

CABIN
v: . 4 __
AIR

( Ji.A.&M.!' ifS

OUTSIDE EXHAUST AIR

Fig. 31 ELECTRICALLY CONTROLLED DISCHARGE VALVE

An Electronically Controlled Pressurisation System - Computer Controlled

The following is a simple description of a Boeing system (Fig. 32)

1. Cabin Selector. (Fig 33). The pilot selects the following:

(a) Auto or Manual.

(b) Rate of Pressurisation.
(c) Landing Altitude.

The selector provides a 'crew alert' on the EICAS computer when:

(a) There is electrical power failure.

(b) The rate of pressure change is too high.
(c) Cabin pressure gets too high.

2. EICAS (Engine Indication and Crew Alerting System).

3. PRESSURE CONTROLLER. (Fig. 34) Has a small inbuilt computer and

will convert analogue to digital (A to D) and digital to analogue (D to A)
signals. It also senses cabin pressure. The pressure controller modulates
the outflow valve when the cabin selector is set to 'auto'.

4. A.D.C. (Air Data Computer). This stores data on ambient and

barometric pressures which it sends as a digital signal to the controller.

- 43 -
 CABIN SELECTOR

~ Man (analog signal)

~
EICAS COMPUTER
"
~
~
!
~~
r-4
nI I PILOT SELECTION
~
t1\
--I~ ·rot

~
;.8 en
t1\
o
~ r-4 • WEIGHT S/W (digital signal)
!~ m
"~
nI
• THROTTLE S/W (digital signal)
~~ o
~

B ~ ADC (digital signal)

{

I= Analog signal
i Feed back signal (digital) r
-.
1':==:_ .
:::::J
PRESSURE CONTROLLER OUTFLOW VALVE

( \
 c.....' .... ~

~.,

I--·.. r
102970 I .........f'
WT. ,

o
--... I.", i'i"--
.~.,. ~

c.Mla
-:;....', -:', I., , I

.i.~. 'Q~o I .~. '~"

0 I -~ ~.'"
~ ....
f. ~ ~- • ~ __ .. ~;
,.". :--. ',.,
»,
,
,.."'"
.,'
"" ~:
t- I
.,'
t-.
"

,""
I ••
1.0'1,:11:

'..
I... 'l·...
'Mla

,n ..
",a.- /"
l '.'~.
.,,~:
I

FIG. 33 CABIN PRESSURE SELECTOR - BOEING

CAll. NnSUl
NUl
@

~
U.,.,
CON'UWII' STATUS

... _- ...,,-
..... lC,..fIII'
..,.. ~ r-\aI

000
Uf . . ." ~

FIG. 34 PRESSURE CONTROLLER .. BOEIlfG

- 45-
5. THRO'ITLE S/W. Operates on take ofT throttle setting. It sends a
digital signal to close the outflow valve.

6. WEIGHT S/W. Sends a digital signal on take off to change the

controller from take-off mode to flight mode.

7. OUTFLOW VALVE. (Fig. 35) Has a d.c. and a.c. actuators and is of the
thrust recovety type .

8. BITE (Built In Test Equipment). This is fitted to the controller:

(a) Press to test - checks all lamps.

(b) BITE switch pressed - faults will be displayed or 'no fault' lamp
will light.
(c) RESET switch pressed - system is reset and fault memory erased.

NOTE: Many of the components are duplicated.

CMP . . . . .
""n.ow,aLYI

FIG. 35 CABIN PRESSURE OUTFLOW VALVE - BOEDfG

- 46-
The A320 System (Fig. 36)

This shows a simple schematic of the A320 system. Notice:-

* Direct manual control of the outflow valve in an emergency.

* Duplicate pressure controllers.
* Thrust recovery type of outflow valve.
* Safety valves.

The 747 System

Figure 37 shows a schematic of the 747 system. Can you see any similarities/
differences between this system and the A320?

Flight Deck Indications (Fig. 38)

The cabin altitude to be selected and the corresponding aircraft altitude are
indicated by a dial and pointer system which forms part of the pressure
controller. In addition, pressure-sensing instruments are provided on a
pressurisation control panel to indicate prevailing cabin differential pressure,
cabin altitude and cabin rate of pressure change (rate of climb). Altitude
switches sensitive to cabin pressure are provided in some installations and are
connected to lights or horns which give warning of low pressure conditions.

Instruments of the remote transmitting type may also be provided in some

aircraft systems to indicate the position of certain valves, e.g. spill valves and
safety valves.

Safety and Inward Relief Valves

Safety valves are provided to relieve excess cabin pressure in the event of a
failure of the pressure controller and/or discharge valves. Inward relief vales
are provided to limit any possible negative differential pressure to a safe value.

Depending on the system adopted for a particular type of aircraft, the valves
installed may either be i the form of separate units, single integrated units, or
they may be combined with the discharge valves. The valves vary in
construction and operation but those most commonly used are either of the
type utilising diaphragm control similar to a discharge valve, or of the spring-
loaded hinged flap type. (Usual settings - about 1 P.S.I. above max. diff,
outwards - 1 P.S.!. negative inwards).

- 47 -
 :a
~ Manual
Cl) control
0\
I
t
~ ADIRS : I
Pressurisation

i
FMGS auto-controller • i

~
rIJ ,
Pressurisation.
.. I auto-controller • i

~
...2;o
00
z 3 motors and
gears

I Flap type
outflow valve

Electric and electronic ventilation

m Unpressurised
areas
( (
 g.-. I
10,000 FT
.....,..-CABIN --~-.m"'S-.• _._--~
ALnTUDE : - ~
•• I

_._J)
-~~~~;~--,
RATE OF Cl.IM8I
DESCENT
i•
L • •• •. , . - _.. _ •• _ ....... ~:: ~~NTA
I
I
:
I
l,)
n~;;::a:~=:,al;_~~~~·--:~=:-:~~~ :I PRESSURE
RELIEF
: VALVES
I OPEN AT
: 9.25. '.70
I PSI DloFF
: PRESS
I
·I
I

I
•
I
·
•
.. _,I
r---------
I•
I

I
•
•
,.
115V AC

CABIN
~ -_.__.__ ._ ..
CABIN PRESSURE
PRESSURE. CONTROLLER •
STATIC
PRESSURE+ NORMAL MAXIMUM
• PSI DIFF PRESS

28V DC

OUTFLOW VALVES

- PRESSURlZAnON
CONTROL
-AUTO
--·-AUTO FAIL
-MANUAL

FIG. 37 747 SCHEMATIC DRAWING - PRESSURE CONTROL

- 49-
 LANDING ELEVATION SELECTOR.

LANDING ELEVATIQ~

LANDING ELEVATION Counur

CABIN PUSS Panel

I WWJ
~~"i~,~llUm~DW~!.~.~~~
CABIN PRESS I
VALY£SIOtJttLOllll 'od 2 . L ~~ I
..,ro.... __!f_ Cabin Alt1aeter
.....
,/I LIMIT

~
AUTO PRESS viS LIKIT S.l.. <or

AUTO PUSSI VIS! 1.0

r~
I
..
."
f ~~
I ... I

.... Cabin VIS IDd_cacor

AOTO PRESS!I:£G 1 aDd I:£C 2
• ,nil

ADTO PI:£SS!SYS ........

\ ~::
KAH PKESS ~ 11-:11:Q --.- Cabin DIFF PRESS Indicator

~
V!S en Switch

Depressurization Valve Poa1tion Indicator

FIG. 38 FLIGHT DECK INSTRUMENTATION

- 50-
 Filters and Air Dryers

Filters are connected in the cabin air pressure sensing lines to the pressure
controllers and discharge valves and normally consists of a casing housing a
replaceable filter cartridge and fitted with appropriate inlet and outlet
connections.

In some aircraft installations, air driers are provided to eliminate the possibility
of ice forming in the pressure control system and are connected in the cabin air
pressure sensing lines to discharge valves, safety valves and inward relief
valves.

Two types of driers are in common use; one utilising the properties of a silica
gel drying agent, and the other consisting of a bafile box mounted on the inside
of the fuselage skin and utilising the skin temperature to condense any water
vapour present in the cabin air. The moisture deposited in the box eventually
drains away through an outlet in the box and aircraft skin.

Manual Control (Fig. 39)

If all else fails the pilot can control the discharge/outflow valve manually. It is
very crude compared to the automatic systems but it is only used in
emergencies.

CABIN SEALING

Air leakage is possible wherever the cabin skin is discontinuous, thus every
rivet hole, skin seam, pressure-bulkhead to skin joint, every connection of (or
passage of stringer through) pressure bulkheads, and every inspection door or
entrance door is a potential source of leakage.

To reduce air leakage of the skin, sealing material may be inserted into the
joints or a liquid compound may be sprayed or brushed in or over the joints
(from inside).

The important factor is to reduce air leakage to negligible proportions.

Doors (Figs. 40 and 41)

The sealing of inward opening doors presents very little difficulty owing to the
assistance given by the cabin differential pressure in holding them against
their seatings.

- 51 -
 :2
.
G)

is
CJ1
RV Si

i
a
8
~
t'"

OUTFLOW VALVE UOUlIICU

( (
 IRCRAFT
SKIN

TUllE
C~"'''1PING
STRIP

TUI! 5ULCiES J
"NO IUIOS J
"GAINS,
'UO

!\lIE CE~UTtD NU 'NFL':'~P

Fig. 40 SEALING OUTWARD OPEIflNG DOOR

DOOR - - - . . ..........;1 SIAI. """"NGIO

• TR'"
P .RFO.... SO THAT WldH
.... OOOR IS CLOSIO
CL':'M~ING IT 15 ~RII.OAgIO
STR.P OH IUO

"UIIIR SI"L
10NOI;) TO
I Z
_.
C:~':'''PI''G PIECE ~.'N IIIIALI.

Fig. 41 SEALING DlWARD OPEIflNG DOOR

For outward opening doors an inflatable rubber tube mounted on the

,.. component is used, which in the closed position is located opposite a shaped
bead on the frame. When pressure is applied to the inside of the tube, it
bulges, towards the bead until it comes into contact with it, closing the gap
and providing an air-tight joint. This type of seal requires a pressure of
approximately 5 - 8 lb. P.S.I.

The tube is inflated by being connected to the main cabin air supply line.

Transparencies (Fig. 42)

The illustration shows a typical method of mounting a flat or slightly curved

window on to a pressure cabins structure. To prevent internal misting, dry-air
sandwich construction may be used. This consists of fitting a spacer between
two transparent panels, thus forming a cavity which insulates the rear panel
from the front panel; the complete transparency is usually mounted on rubber
and secured with a clamping strip.

- 53-
 Fig. 42 WINDOW MOUIfTIlIG

Aircraft Controls (Figs. 43 and 44)

Control tubes or cables passing out of the pressure cabin must be sealed
against air leakage whilst allowing movement and self-alignment with a
minimum of resistance. One such device consists of a rubber bellows which
moves with the control. This arrangement is used with control systems using
twin cables, as the cabin pressure acting on the bellows causes a load on the
control which must be balanced by an equal opposing load.

Alternative methods of permitting the control rods or cables to slide through

some form of gland are frequently utilised. Several types have been developed
for this purpose, all of which rely on grease in conjunction with packing rings
to provide the air-tight joint. It is essential that such glands be kept well
greased both to ensure good sealing and to keep the friction loads as small as
possible.

SiCUIIlID TO IULJ("Q~
WITH IOLoTS
_UIIIIIl S~"G
IIU.OWS \
aoea'N

A'JIl-"1GHT JOINT
1011.M TO e:.tolU

Fig. 43 CONTROL CABLE SEAL USING RUBBER BELLOWS

- 54-
 FIG. 44 CONTROL TUBE SEALING GLAlfD

Improving sealing is effected if the movement through the bulkhead is rotary

rather than linear. The typical arrangement illustrated consists of a rubber
seal, clipped to and rotating with the control tube. Air pressure acting on the
splayed outer end of the rubber seal forms an airtight joint.

. TESTING OF PRESSURISATION SYSTEMS

Pressurisation systems must be tested to ensure that there are no serious

leaks and that pressure control equipment and pressure limiting devices
function correctly to maintain the cabin differential pressure within the limits
appropriate to the aircraft type. The periods at which functioning tests and
leak test should be made are specified in aircraft Maintenance Schedules.
Tests may also be necessary after repairs or modifications which affect tne
structural strength of a cabin, or after suspected damage to the fuselage, doors
or windows.

Precautions

The aircraft structure must be complete and fit for flight before attempting to
carry out any ground test.

Warning signals are placed and all personnel kept out of the area.

Personnel taking part within the pressurised area are certified medically fit to
comply with the pressure test and this would include freedom from colds and
sinus trouble.

- 55-
A minimum of two test operators should be inside the pressurised area during
the test where an external ground test unit is used. When using engines for
the air supply a third operator to run the engines is required.

When using an external ground test unit as the supply source,

intercommunication between test personnel inside the pressurised area and
those operating the test unit must be established. (A socket for the connection
of an interphone system is normally provided in aircraft for this purpose and is
located in an area such as a nose gear bay).

It is necessary to ensure that static pressure and pitot pressure pipelines,

within the pressurised area, are complete and connected to their relevant
instruments and components such as autopilot coupling units and height lock
units.

All external doors, clear vision windows, emergency exits, etc., should be free to
operate and, after closing, should be checked for security.

All internal doors should be opened:

* Galley doors.
* Flight deck doors.
* Toilet doors.
* Oven doors.
* Refridgerator doors, etc.

When sandwich type windows are fitted, a check for security should be made
and, where applicable, services for window de-misting purposes should also be
checked to ensure freedom from leaks and obstructions, and for correct
venting.

During all appropriate tests the rate of pressure change must not exceed the
values specified in the relevant aircraft Maintenance Manual.

Manometers and other portable test indicators, e.g. pressure gauges and
vertical speed indicators, required for testing must be checked and calibrated
at regular intervals.

Unless otherwise states in the repair scheme, a proof pressure test and leak
rate test must be carried out on completion of repairs laid down in the relevant
structural Repair Manual.

Where any disturbance of cabin air ducting has occurred, checks should be
made for correct alignment, security and freedom from foreign matter.
Airtightness should be checked as necessary by blanking local sections of
ducting and subjecting them to pressure tests.

- 56-
Any seals, glands or expansion joints should be checked for correct fitting, and
where controls pass through glands they should be lubricated as necessary
and in the manner specified.

Detachable blanking plates used when testing should not be sealed with
jointing compound.

Before attempting to open any doors, windows or hatches, at the conclusion of

tests, it must be ensured that cabin pressure has been reduced to prevailing
ambient conditions.

On satisfactory completion of tests, the operation of all windows, doors and

hatches (including those of galley units) should be checked.

Functioning Tests and Leak Rate Tests

The functional testing of pressurisation system components and leak rate

testing of a fuselage can be performed either by running the engines, by
connecting a ground air supply unit to an adapter provided in the aircraft for
test purposes or, in aircraft employing an auxiliary power unit, obtaining the
air supply from this unit. It is, however, recommended that functioning tests
be done by running the engines and utilising bleed air or air supplied from
engine-driven blowers, as this enables all components to be tested
simultaneously.'

Generally, a portable vertical speed indicator and mercury manometer or

pressure gauge are required, together with a stop watch and a pitot-static test
set. The test set is normally used for checking for leaks from pressure
controllers, pressure signal and static pressure pipelines, and also for checking
the function of discharge valves in response to selected pressure signal settings
from pressure controllers.

Functional Test

All internal doors or hatches within the pressurised area of the fuselage should
be secured in the open position. In all cases the doors of equipment which
could be damaged in differential pressures, e.g. galley cupboards, ovens, etc.,
should be opened. Unpressurised areas adjacent to the pressure cabin should
be vented to atmosphere.

After entering the aircraft, the entrance doors, emergency exits and hatches,
toilet servicing connections, sliding and direct vision windows in the crew
compartment should all be closed. Where specified in the Maintenance
Manual, other apertures such as toilet ventilation bleed outlets should be
blanked off for the tests.

- 57-
All internal doors opened.

Electrical power should be switched on and the controls of the appropriate

cabin air temperature control system and pressurisation system units selected
to the settings specified in the aircraft Maintenance Manual for functional
testing.

When introducing the air supply, the cabin pressure should be controlled in
the manner appropriate to the system to ensure that the rate of pressure
change (normally given in feet per minute) does not exceed the maximum
values specified.

The cabin pressure should be allowed to increase until it stabilises at the

maximum working differential pressure for the aircraft type and a check
should be made to ascertain that the pressure remains constant with a
temporary increase in air supply. If the differential pressure stabilises at a
figure above or below the maximum value, the pressure controlling system
should be investigated and rectified as necessary after the conclusion of the
test. After such rectification a further test should be made.

Where multiple pressure control units are provided, each unit should be
selected in turn and checks made to ensure that the differential pressure
builds up and stabilises at the relevant maximum value.

Whilst the cabin is pressurised all flying controls should be operated to test the
efficiency of cable seals, etc.

The automatic action of safety valves should also be checked during

pressurisation system tests with the discharge valves isolated from pressure
signal sources. Air should be supplied to the cabin at the specified controlled
rate and a check made on the pressure at which the valves open. The cabin
should then be allowed to depressurise slowly until the valves close, and the
corresponding pressure noted. The pressures at which valves open and close
should be within the limits specified in the relevant aircraft Maintenance
Manual.

If during a pressure test the leak rate increases unduly, as denoted by both a
sudden fall in differential pressure and a sudden ascent indication on the
cabin vertical speed indicator, the pressure must be released and the fuselage
examined for the cause before continuing the test.

Leak Test

After the pressure has stabilised the air supply should be shut off and the
pressure allowed to fall by normal fuselage leakage. The time taken for the
pressure to fall over the range appropriate to the aircraft type must not be less
than that quoted in the Maintenance Manual.

- 58-
 If the leak rate is excessive, an inspection of the fuselage pressurised area
should be carried out with the cabin pressure held to the value specified for the
aircraft type. Escaping air may usually be detected by ear, but a soapy water
solution may be used to trace certain leaks and this should be cleaned off after
testing.

When inspecting the outside of the aircraft for leaks, inspection personnel
should exercise caution when entering nose gear bays or similar breaks in the
main pressurised area.

At the conclusion of functioning tests the air supply should be cut off and the
cabin pressure then allowed to fall gradually at a controlled rate. If the
pressure is released too rapidly moisture precipitation may occur and do harm
to electric cables and cabin installations.
Check that the cabin has depressurised by opening the d.v, window/dump
" ,... valve.

Carry out any compensation calculations (for ambient temperatures and

pressures) as stated in the manual. Re-configure aircraft to normal status.
Record all readings in the log book and sign.

OXYGEN SYSTEMS

With increase in altitude the pressure of the atmosphere and the partial
pressure of its oxygen content decreases, resulting in a deficiency of oxygen in
the blood and tissues of individuals subjected to such pressures. This
condition, known as 'anoxia' seriously impairs physical and mental abilities
and prolonged exposure to it can prove fatal. The purpose, therefore, of oxygen
systems in aircraft, is to offset the varying effects of anoxia by supplying
oxygen through a breathing mask at a controlled rate of flow.

Physiological Effects of Altitude Feet

Maximum altitude without oxygen at which flying

efficiency is not seriously impaired . 8,000

Altitude at which the incidence of decompression

sickness increases rapidly with exposures exceeding
ten minutes . 25,000

Maximum altitude at which sea level conditions can be

maintained by breathing 100% oxygen . 33,000

Maximum allowable altitude without pressure

breathing . 40,000

- 59-
Many aircraft cruise at altitudes where cabin pressurisation is necessary to
maintain conditions inside the cabin approximately equal to a maximum
altitude of 8,000 feet, regardless of the actual altitude of the aircraft above this
figure. Under such conditions oxygen is not normally needed. However, as a
precaution, oxygen equipment is installed for use in the event of a cabin
pressurisation system failure. In addition, portable oxygen sets are also
provided for therapeutic purposes, and for cabin attendants' use while moving
about the passenger cabin during low cabin pressure emergencies.

In some of the smaller and medium size aircraft designed without a cabin
pressurisation system, oxygen equipment may be installed for use by
passengers and crew when the aircraft is flown above 10,000 feet.

The oxygen is normally stored in gaseous form but, in some cases, systems
may be used in which oxygen is produced when required, by special oxygen
generators operating on a chemical reaction principle.

Gaseous oxygen is stored at approximately 1,800 P.S.!. and is reduced to the

low pressure required for breathing purposes by pressure regulator valves or
reducer valves. in oxygen generator systems the gas is produced directly at low
pressure.

Oxygen Supplies

Oxygen can be supplied in several ways, Le.

* Gaseous Stored in' oxygen bottles at pressure between 1000 and

2000 P.S.!. and put through pressure reducing valves
before supply to the regulator valves/oxygen masks.

* Chemical Stored as a chemical (sodium chlorate block) but

released as a low pressure gaseous supply to the
mask.

* Liquid Stored in its liquid state at cold temperatures, and as

it gases off is supplied as gaseous O2 to the oxygen
masks/ oxygen regulators. (Military aircraft).

* Sieve A special type of filter system that filters O2 out of the

ram air for crew use. (Military aircraft).

We, of course, will concentrate on two - gaseous and chemical.

- 60 -
 Gaseous Systems

These can be divided into two broad categories:-

"" Continuous flow.

"" Pressure demand.

Continuous Flow Systems (Fig. 45)

When the line valve and cylinder valve are turned 'on' oxygen will flow from the
cylinder through the high pressure pipe to the pressure reducing valve which
reduces the pressure to that required at the mask connection points. Reducing
valves may be fitted directly to cylinders together with shut-off valves, or they
may be separate units designed for 'in-line' coupling. A calibrated orifice is
normally provided in the sockets to control the flow of oxygen delivered to the
." mask.

The passenger system may consist of a series of supply sockets with mask
plug-in connections at each passenger seat group, or it may be the 'drop-out'
mask arrangement where, in the event of pressurisation system failure,
individual masks are presented automatically to each passenger from service
units. When the masks are pulled to the usable position, valves are opened to
permit oxygen to flow to the masks, the flow being indicated by a simple flow
indicator within each mask hose.

OVER-PRESSURISATION
INDICATOR DISC

H.: . PRESSURE GAUGE L.P. PRESSUR~ GAUGE

BURSTING
DISC

\ \
PLUG-IN MASKCONNECTION
POINTS OR PERMANENT
LINE MASKCONNECTORS
PRESSURE
VALVES

7
REDUCINGf
REGULATOR
VALVE

CHARGING
LINE VALVE
FUSELAGE
CHARGING POINT

FIG. 45 CONTINUOUS FLOW SYSTEM

- 61 -
 Any automatic control (e.g. barometric control valve) in the ring main supply
can be overidden manually by a member of the crew. Service units may also be
provided with a plug-in receptacle for attaching a separate mask for
therapeutic use.

The flow of oxygen in this system is continuous both during the breathing in
and breathing out cycles.

Dilu ter Demand System (Fig. 46)

A diluter demand or pressure demand system is one in which the oxygen is

diluted with air and the mixture is supplied only when the user inhales, i.e. as
demanded by an individual respiration cycle. It will be noted that there is a
regulator for each crew member who can control the regulator according to his
requirements.

Depending on the demand regulator fitted the following provisions may be

available:-

* Diluted supply - using cabin air as well as O2 - at low altitudes.

* Un-diluted supply at little or no pressure.
* Un-diluted supply at a positive pressure - at altitude.

- all on demand (Le. when the user breaths IN only).

OVER-PRESSURISATION
INDICATOR DISC
INDIVIDUAL
H.P. PRESSURE GAUGE L.P. PRESSURE GAUGE DEMAND
REGULATORS

\
LINE
PRESSURE
VALVES
REDUCINGI
REGULATOR
VALVE
LINEFILTER
" MASK
CHARGING / CONNECTIONS
LINE VALVE
FUSELAGE
CHARGING POINT

Fig. 46 PRESSURE DEMAND SYSTEM

- 62-
 SERVICE UNIT

II':SIWtion

\
"."..
I.......

Fig. 47 CHEMICAL OXYGEN GENERATOR

Chemical Oxygen Generator System (Fig. 47)

In these systems, oxygen is provided by a chemical generator and dispenser

units which are contained within service panels at each group of passenger
seats and other essential locations.

In the basic form, a unit consists of a generator, a 'drop-out' mask and hose.
The generator is comprised of a corrosion resistant steel cylinder containing a
thermal insulating liner, a compressed block of sodium chlorate and iron
powder, a filter, and a percussion operated firing cap mechanically
connected to the mask by a lanyard. The release of the panel and
masks is via a 28V solenoid connected electrically to an aneroid
capsule operated switch set at 14,OOOft. At this altitude the panel
opens automatically and the masks drop out on their lanyards.

When the mask is pulled downwards towards the user, the lanyard
trips the firing cap which ignites the sodium chlorate charge block.

- 63-
As the temperature of the block is raised a chemical reaction is created,
thereby producing a supply of low pressure oxygen which flows through the
filter to the mask. This process continues until the charge block is expended.
Oxygen normally flows for a period of 15 minutes, and although extremely high
temperatures are generated, the temperature of the oxygen delivered at the
mask does not exceed 10°C above ambient.

Oxygen generators are made in various sizes depending on the number of

passenger masks to be supplied. A valve to relieve any excess pressure is
incorporated, and an indication of an expended generator is also provided by
the change in colour of a band of thermal paint around the outside of the case.

Portable Oxygen Sets

A typical portable oxygen set consists of an alloy steel lightweight oxygen

cylinder fitted with a combined flow control/reducing valve and a pressure
gauge. A breathing mask, with connecting flexible tube and a fabric carrying
bag with the necessary straps for attachment to the wearer completes the set.
The charged cylinder pressure is usually 1,800 P.S.!. The capacities of sets
vary, a size most commonly used being 120 litres.

Depending on the type of set, it is normally possible to select at least two rates
of flow, 'Normal' and 'High'. With some sets three flow rate selections are
possible, Le. 'Normal', 'High' and 'Emergency' which would correspond to 2, 4
and 10 litres per minute with an endurance under these flow rates of 60,30
and 12 minutes respectively for a cylinder of 120 litre capacity.

Oxygen Storage Cylinders

Cylinders designed for the storage of gaseous oxygen are made from drawn
high tensile alloy steel and normally have a manual stop valve and, in many
instances, a pressure regulator and a pressure gauge threaded into the neck of
the cylinder. The charged pressure is usually 1,800 P.S.!. and capacities vary
from 80 litres for portable sets to 2250 litres for large installations.

Cylinders for use in aircraft systems are colour coded for identification
purposes, and there are two codes presently adopted: (1) Black for the main
body and white for the top hemispherical portion (the valve end) and (2) green
for cylinders on American aircraft. As a means of further identification of
cylinder contents, it is also necessary for the name of the gas and its chemical
formula to be marked at the valve ends of cylinders in accordance with British
Standard 2N 100 and International Organisation for Standardisation
recommendation ISOR448.

- 64 -
In addition, the following information is painted or stencilled on the bodies of
the cylinders:-

1. In red letters on a white background: 'Use No Oil'.

2. In white letters on the black cylindrical portion:

Name of manufacturer.
Drawing Assembly No.
Capacity Litres.
Test pressure .
Working pressure .
Test date .

Filters

Filters, generally of the gauze or sintered bronze type, are provided at points
downstream of oxygen cylinders and in some cases, immediately after the
ground charging connection. In most systems in current use a filter, usually of
the sintered bronze type, is normally embodied in the supply connection of a
particular component, e.g. a regulator or a reducing valve. In some instances
the charging connection is counter-bored to house a slug-type sintered bronze
filter which also acts as a restrictor to guard against too rapid charging of the
system.

Pressure Reducing Valves

These valves reduce the high pressure oxygen from the storage cylinders to the
pressure required in the low pressure part of the system. In a continuous flow
system the reduced pressure is supplied to the mask connection points. In a
pressure demand system the pressure from the reducing valve is comparatively
higher than that for a continuous flow system and further pressure regulation
is necessary at each regulator.

Flow Indicators

Oxygen flow is often indicated by a direct type of flow indicator, e.g. a float
inside the transparent hose of a mask, or by a pressure-operated blinker type
of instrument.

Components

The following paragraphs detail some of the procedures and precautions

generally applicable to the installation and maintenance of the principal
components comprising oxygen systems.

- 65-
 Reference should always be made to the approved Maintenance Manual.

Cylinders

The handling and transportation of cylinders requires that extreme care be

exercised at all times. They must not be allowed to fall over, or be knocked or
jarred against hard or sharp objects, or against each other.

(i) Rapid opening of valves to allow a sudden release of oxygen under

pressure from the outlet connections should be avoided.

(ii) Cylinders must be checked to ensure that the date of the last pressure
test has not expired and that the storage pressure is not below the
minimum specified in the relevant manual. A pressure of 200 to 300
P.SJ. is typical.

Pipes

Pipes and fittings should be inspected for damage, cleanliness and signs of
corrosion. If a pipe is damaged or deformed it should be removed and a new
pipe fitted. The security of pipe attachments and the conditions of electrical
bonding connections should be checked.

Masks

The procedure for the installation of masks depends largely on whether they
are of the plug-in type or automatic drop-out type, and full details should,
therefore, be obtained from relevant manuals. In general, the following points
should be observed during installation and maintenance:-

(i) Masks should be properly stored without kinking or twisting of the

hoses.
(ii) Masks and hoses should be free from cracks, breaks and other damage
or deterioration. Plug-in couplings should be checked for proper
insertion and removal.
(iii) Stowage compartments should be inspected for cleanliness and general
condition.
(iv) Reservoir bags, where used in service panels, must be correctly
positioned and folded to ensure efficient drop-out.
(v) Masks should be cleaned and disinfected before installation, and also
whenever the oxygen system has been used, and at the periods specified
in approved Maintenance Schedules.

- 66-
Thread Lubrication

With the exception of teflon sealing tape to specification MIL-T-27730, it is

recommended that the application of any other lubricants or antiseize
compounds to the threads of pipe or component connections be avoided.
Remember grease will cause explosions.

Leak Testing

Whenever a system component, e.g. cylinder, pipe or regulator, etc., has been
removed, re-installed, or the system has in any way been disconnected, tests
for leakage should be carried out. The system pressure should be at its normal
maximum value.

Leaks should be located using a leak detecting solution free from any
combustible substances unless, of course, particular leaks are large enough to
be heard or felt. Solutions recommended for this purpose are those conforming
to specifications MIL-L-25567 "B" and MIL-L-25567 "C" Type 1.

Pressure Tests

Pressure testing of oxygen cylinders is required at stated periods (e.g. every

four years) normally indicated in the relevant manuals and schedules. The
date of pressure test is usually stamped on the neck ring of a cylinder or
painted on the top hemispherical portion.

NOTE: The dates of any previous pressure tests should not be over-
stamped or obliterated.

Flow Testing

Where the testing of flow rates is required at various points in a system (e.g. at
mask socket connections) special oxygen flowmeters should be used in
accordance with the manufacturer's instructions. These flowmeters generally
consist of a float inside a glass cylinder graduated for the appropriate flow
ranges in litres per minute.

Cleaning

Cleaning is of the utmost importance in the installation and maintenance of an

oxygen system since contamination can provide noxious or toxic fumes to the
user, prevent system components from operating properly, or cause fires and
explosion.

- 67-
Contamination of the exterior surfaces of components may also cause fires in
the presence of leaking oxygen and possible sources of ignition (e.g. electrical
equipment).

Functional Testing

The functional testing of systems 'in-situ' should be carried out at the periods
specified in approved Maintenance Schedules and whenever a component has
been changed. The methods of conducting tests, and the equipment required,
vary between types of systems and reference should always be made to the
relevant manuals for full details. In general, the methods include tests for
leakage, flow checks at mask connections and, where appropriate, the
simulation of the automatic drop-out action of masks.

Charging of Oxygen Systems

For the charging of oxygen system cylinders, breathing oxygen to British

Standard N3 must be used. Oxygen produced for other applications, e.g.
welding, may contain excess water which could freeze in and obstruct
pipelines, regulators and valves of the oxygen system.

Oxygen Contamination

At specified periods, or if for any reason the system is thought to be

contaminated, the oxygen should be tested and if necessary the system purged.
Purging should always be carried out if it is known that a system is empty.

The main cause of contamination is moisture in the system and this may be
due to damp charging equipment, charging of cylinders when their pressure is
below a certain minimum value, and the small amount of moisture contained
in breathing oxygen may, due to repeated charging especially in very cold
weather, also cause contamination.

Although the introduction of moisture into the aircraft oxygen system can be
considerably reduced by using the correct charging procedure, cumulative
condensation in the system cannot be entirely avoided. There have been
instances where oxygen systems, unused for long periods, have developed an
unpleasant odour which necessitated purging to clear the system of moisture.

Oxygen Moisture Tests

To test the moisture content of oxygen in the aircraft system a hygrometer,

based on the dew-point principle, is used.

- 68-
By determining the dew-point (i.e. the temperature at which the gas becomes
saturated) of the oxygen and referring this to a conversion chart the moisture
content of the oxygen can be established.

The type of apparatus normally used depends on a flow of oxygen (at a

constant rate and pressure) impinging on the surface of a mirror, the
temperature of which is gradually lowered(e.g. by means of carbon dioxide)
until a mm of moisture is formed on the mirror thus determining the dew-
point.

NOTE: Breathing oxygen dew-point is -400C at 300 P.S.I. with a flow rate of 15
litres per minute. This corresponds to a moisture content of 0.0056 grammes
per cubic metre at Standard Temperature and Pressure.

SAFETY PRECAUTIONS

Before carrying out any work on an oxygen system, the following precautions
against fire should be taken:-

(i) Provide adequate and properly manned fire-fighting equipment.

(ii) Display "No-Smoking" and other appropriate warning placards outside

the aircraft.

(iii) If artificial lighting is required, use explosion-proof lamps and hand

torches (e.g. equipment complying with BS 229 and BS 889).

(iv) Testing of aircraft radio or electrical systems should be avoided.

(v) Ensure that the aircraft is properly earthed.

(vi) Ensure that charging or servicing units, appropriate to oxygen systems

are used and that they, and all other necessary tools, are serviceable and
free of dirt, oil, grease or any other contaminants.

(vii) Where work on an oxygen system is to be performed in a confined space

within the aircraft, adequate ventilation must be provided to prevent a
high concentration of oxygen.

(viii) Pipe and component connections should be wiped clean and dry if
contamination is present.

[ix] One of the most serious hazards with oxygen is the penetration of the
gas into clothing which can take place when a person has been exposed
to an oxygen-rich atmosphere.

- 69-
 In this state a small particle of hot ash from a pipe or cigarette, can
ignite the clothing which will immediately burst into a fierce flame.
Clothing which has been saturated by oxygen should be kept away from
naked lights or any other source of heat until a period of a quarter of an
hour has elapsed, or until thorough ventilation with air has been
affected.

(x) A clean area, with bench surfaces and tools free of dirt and grease,
should be used whenever it is necessary to carry out work on oxygen
system components. Remember grease and 02 will cause explosions.

The following general procedures and precautions should be followed when

handling, testing and cleaning any part of an oxygen system:-

(i) Clean, white, lint-free gloves should be worn by servicing personnel.

(ii) Before installing a component, it must have been cleaned in accordance

with the cleaning instructions laid down in relevant manuals. In order
to avoid contamination, protective/blanking caps should not be removed
until immediately before the installation of the component. When the
caps are subsequently removed, the fittings of the component should be
checked to ensure they are clean and free of contaminants, e.g. flaked
particles from protective caps.

(iii) Shut-off valves should always be opened slowly to minimise the

possibility of heat being generated by sudden compression of high
pressure oxygen within the 'confined spaces of valves or regulators.
Particular attention must also be paid to any torque values specified for
valve operation.

(iv) Before uncoupling a connection, the oxygen supply must be turned off.
Connections should be unscrewed slowly to allow any residual pressure
in the line or component to escape. . . . _/

NOTE: If a cylinder valve is not completely closed, or is leaking, and

there is a time lag after bleeding a line, sufficient oxygen
pressure could build up in the line to become potentially
dangerous.

(v) Certain components are stored in polythene bags which should not be
opened until immediately prior to installation. If a bag containing a
component has been torn or unsealed during storage, the component
should be re-cleaned.

- 70-
 (vi) All open pipe ends or component apertures should be kept capped or
plugged at all times, except during installation or removal of
components. Only protection caps or plugs designed for the purpose
should be used.

(vii) On replacement of a component requiring electrical bonding or power

supply connections, e.g. an electrical transducer, the circuit should be
tested.

(viii) For leak testing, only those solutions specified in the relevant manuals
must be used. Care must be taken to prevent a solution from entering
any connection, valve or component. All tested parts must be wiped
clean and dried immediately.

(ix) For the testing of components, clean dry filtered air or nitrogen may be
used instead of oxygen. On completion of the tests, components should
be purged with breathing oxygen.

NOTE: Guidance on the requirements for gases to be used for

testing is given in Appendix "C" to British Standard 2N 100.

Soldering

If soft soldering or silver soldering is required on any part of an oxygen system

it is important that only specified materials are used, particularly in the case of
fluxes. After soldering, or silver soldering operations have been completed, it is
of the utmost importance to ensure that all traces of flux or scale are
completely removed by thorough cleaning. A trace of flux or a minute piece of
scale inside a pipe or component could cause an explosion when in contact
with high pressure oxygen, Resin-based soldering fluxes should never be used
" for soldering nipples, connections, etc., on oxygen system pipes.

Thread Lubrication

With the exception of teflon sealing tape to specification MIL-T-27730, it is

recommended that the application of any other lubricants or anti-seize
compounds to the threads of pipe or component connections be avoided. The
tape, which contains a lubricating compound, should be applied to all except
the first two threads of male fittings, and not more than three wraps of tape
should be used. The tape should be wrapped in a direction opposite to the
running thread; any excess should be trimmed off.

NOTE: All traces of previous tape should be removed from threads and
extreme care must be taken to prevent debris from entering the oxygen system.

- 71 -
Chemical Oxygen Generators

Unexpended generators should be handled with extreme care to prevent

inadvertent removal of the firing pin. A blanking cap is normally fitted over the
pin and this should remain in position until the generator is finally installed
and the lanyard is tied to the disconnect ring of the mask. If a generator
should become activated it should be immediately placed on a non-combustible
surface.

(i) A minimum clearance of 5/8" must exist between a generator and its
heat shield to allow proper cooling when the generator is activated.

(il) Oil or grease must not be used to lubricate the hinges or latch
mechanism of a service panel door.

(ill) When closing the door of a service panel it should be checked that the
hoses between the generator and masks will fold without kinking or
twisting.

- 72-
 PORTABLE OXYGEN EQUIPMENT

The requirements are set out in scale "L" of the ANO and in J.A.R. 25.

In addition to the permanently installed emergency oxygen system, there is a

requirement for portable oxygen equipment when the aircraft is operating
above flight level 350. This equipment must be sufficient to treat two people at
the same time. It must also allow a crew member free use of his hands while
using the equipment in an aircraft decompression emergency.

This requirement is met by lightweight, portable oxygen sets which can be

carried around the cabin by the flight crew. They are sometimes called
Therapeutic Oxygen Kits as one of their purposes is to treat passengers for
medical reasons. The set consists of an oxygen storage cylinder, its storage
bag, straps, a flexible tube and a face mask. The equipment is stowed in
" normal flight but is easily accessible when needed. This equipment must be
C.A.A. approved.

Oxygen Cylinders

There are three different sizes of oxygen cylinder available with capacities
varying from 30 to 120 minutes supply of oxygen. The oxygen is pressurised to
1800 P.SJ. The.cylinder is retained in a tight fitting bag which has straps
which go round the neck and waist of the user to allow free use of the hands
and prevent injury, by holding the cylinder firmly against the body.

Control Head

The pressurised oxygen passes through a pressure reducing valve in the

,... control head to provide a steady flow of 2 to 4 litres per minute depending on
the setting of the control. The control knob at the top of the control head has
three settings, "OFF", "LOW", "HIGH". There are two bayonet fittings for tubes,
one of which is normally blanked off with a plug head which gives a visual
indication of the approximate amount of oxygen left in the cylinder.

Supply Tube

This can be used as an integral part of the set or as a separate item. It is a 4

foot length of reinforced, non-kinkable, plastic tubing. It has a bayonet fitting
connection to the control head and a simple push-on connection on the face
mask.

- 73 -
Mask

This is a plastic face mask which will supply a continuous flow of oxygen from
the flexible tube to the person's mouth and nose. A strap is provided to go
around the head to keep the mask in position. The mask is kept in a carrying
bag.

Maintenance

All servicing must be carried out in accordance with the approved

manufacturer's maintenance schedule. The following points should be noted.

(a) Changing of cylinders must only be by an approved organisation.

(b) Care must be taken not to crush the mask face piece when the
equipment is stowed or stored. This is because the plastic material of
which it is made will split if left in a crushed position.
(c) If the equipment has been used the mask must be
sterilised before being put back into service.
(d) It is important to keep the oxygen set clean and away
from oil, grease or debris.

PORTABLE OXY.GEN SMOKE SET AND MASK (Crew Smoke Mask)

The requirements are set out in scale "R" of the A.N.O. and in J.A.R. 25. This
equipment must be sufficient to protect the pilot in command and at least one
other member of the crew from smoke, C02 and other harmful gases while on
the flight deck or fire-fighting. The equipment must allow the crew member
using it to communicate with other persons and to use the internal radio
equipment.

As the protection of the users eyes as well as respiration is required, the whole
face is covered by a mask. A flexible tube connects the mask to a pressure
oxygen cylinder.

SMOKE MASK

The smoke mask covers the whole face, excluding the ears. It is held in airtight
contact with the face by an adjustable harness which goes round the back of
the head. The body of the mask is made of flexible plastic and rubber. There is
a large, transparent visor with a demisting facility. Inside there is a
microphone connected to an external socket. This in turn, can be connected to
the aircraft intercom system so that the user can be in contact with other flight
crew members. There is also a speech diaphragm which enables the user to
speak audibly to another person without removing the mask.
Incorporates an oxygen supply and a demand regulator.

- 74-
 RUBBER FACEPIECE
-,
FILTER

FLOW
INDICATOR

~ BAYONET PLUG
FIG. 48 PASSENGER OXYGEN MASK

FACEPIECE

INNER MASK

EXPIRATORY VALVE _ _-.1

MICROPHONE

COMBINED INTERCOM/OXYGEN CONN.

\

FIG. 49 CREW SMOKE MASK

- 75 -
Oxygen Supply

There is a reinforced, non-kinkable, plastic tube connecting the face mask to

the control head which is on top of the oxygen cylinder. The control head has a
simple ON/OFF knob and a contents gauge. The oxygen cylinders are in two
sizes containing either 310 or 530 litres of oxygen at 1800 P.S.!.

Servicing

As this equipment is C.A.A. approved, all servicing must be carried out in

accordance with the approved manufacturer's maintenance schedule. Care
must be exercised in the handling, storage and stowage of the face mask. All
parts must be kept clean and free from oils, greases and other contaminants.
Always remember that oils and oxygen are an explosive combination when in
contact with pressurised 02.

AIRWORTHINESS NOTICE NO. 67 PORTABLE OXYGEN EQUIPMENT -"

PRESSURE RELIEF

This Airworthiness Notice is applicable to all portable oxygen equipment carried

in Passenger aircraft in the Transport Category exceeding 5700 Kg MTWA. It
also applies to all aircraft manufactured after 1st. July 1990 which exceed
5700 Kg. MTWA.

With effect from 1st July 1990 all portable oxygen equipment shall be provided
with an overtemperature/overpressure relief device.

Such a device may not be necessary if it can be shown by a fire test that a
failure of a part of the equipment (e.g. contents gauge) performs a sirr-ilar
function and satisfies the requirement of this notice.

BOEING 777 MASK

Figure 50 shows the details of the 777 oxygen mask and stowage.

The mask assembly consists of a smoke visor and oxygen regulator.

The assembly is housed in its storage box and is remov~d by o~e~ing the 0
front lids. The regulator is of the dilute/demand type WIth prOVISIon for 100 Yo
oxygen supply if necessary.

It is interesting to note that all 02 demand regulators are now fitted to the
face mask, where as they used to be fitted on the flight deck panel closest to
the appropriate crew member.

- 76-
 OXYGENR.OW
1N0f<:I<TOR

loIASKIflEGUlATOR
ASSElotlILY RESETIT'EST
SLIDE
eotm:IOl.

RESETIT'EST
SlIDE
CONTIlOl

MASKSTOWAGE BOX MASKSTOWAGE BOX

(WOO CLOSED) (UDSOPEN)

REI.EI.SE L£VER
(2 LOCATlONS)

NORMAIJ
100%
SWITCH

DILUTER
DEMAND
REGUl"TOR

PRESS
TO ~--+-- EMERGENCYI
TEST
TEST
MASKJREGULATOR ASSEMBLY SELECTOR

(SHOWN INFlATED) DILUTER DEMAND REGULATOR

FIG 50 CREW OXYGEN MASK WITH DEMAND REGULATOR

AND SMOKE VISOR

QUESTION: They are obviously heavy and cumbersome to fit to the

mask as opposed to the panel. Can you think of the reason
why they are now fitted to the mask? (10 mins)

ANSWER: Because they are "demand" regulators they provide a

supply only when the wearer breaths IN. If there is a length
of tubing between the mask and the regulator then there is
a delay between the beginning of the IN breath and the
regulator demand valve opening. Thus in the old days the
wearer noticed a perceptible (but small) delay between
breathing in and the supply of oxygen.
There has always been a need to fit them as close to the
mask as possible but their bulk and weight prohibited
their fitment to the mask until lightweight models where
developed.
- 77-
Now you have got through that successfully read through the following notes
on the A320. YOU DO NOT HAVE TO REMEMBER THE DETAIL BUT YOU
SHOULD BE ABLE TO RELATE WHAT IS IN THEM TO WHAT HAS BEEN SAID
AND YOU SHOULD KNOW THE PRINCIPLES.

Once you have studied that lot have a go at the cabin conditioning part of the
assessment (full students). You can cheat if you wish (and get 10 out of 10)
but we won't be impressed.

if you are not sure of anything get back to your tutor.

""""""""""""""""""""""""""""""""""""""""""

- 78-
~A320 Environmental Control System (ECS)
Main features :
· Pneumatically controlled bleed system
· Automatic temperature control system with automatically controlled degradation
in the event of control failure (no crew action necessary)
· High performance air conditoning packs with HP water separator
This new pack design allows a reduced bleed flow for fuel economy
· Three position flow control according to cabin load conditions
· Dual digital pressurisation control system with automatic switch over after first fai-
lure case. Alternatively used for each flight.
· Pre-pressurisation (approx. +200ft) on take-off
· Uses flight plan data from FMGC (LOG-all. : CRZ-FL; Time to TOC/LOG) and
actual data from ADIRS to control cabin all. and rate of change, automatically
according to FLT phase. 0

· Back-up control law in case of dual FMS failure using landing elevation selector
· Manual control back-up mode
· Max differential pressure : 8.06 psi
Safety valve setting : 9.0 psi
Max negative differential pressure: 1.0 psi
· ECS-BITE is connected to the CFOIU

Equipment cooling
· Equipment cooling is achieved ln flight by means of air, cooled by a skin heat
exchanger which is fully or partially operative according to skin temperature.
· On the ground the skin heat exchanger is normally by-passed (above -15 C) and
external air is circulated through, automatic, electrically operated, skin valves.

Distribution
· Flight deck - flow adjustable outlets (15%-100%)
· Passenger cabin - conditioned air enters at overhead stowage compartment
level and is extracted at floor level.
- Low air velocity avoids draughts while effectively dissipating
smoke and odours thus enhancing passenger comfort.

- individual passenger air outlets are optional.

- 1-
~A320 ECS - Cabin press. control
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-2-
~A320 ECS - Avionics cooling

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supply

~A320 ECS - System schematic

ILIEDAIR
EMER RAM AIR REGULATION

LP GROUNO CONN

I
ILEEGAIR
REGULATION ENG 1

TRIM AIR PRESSURE REGULATING

VALVE VALVE

-3 -
 The A320 has two oxygen systems; the flight crew system and the passenger and attendants
system.
Flight crew system
The standard system is shown, A standard 40 ft3 oxygen composite cylinder or optio-
nally 76.6 ft3 or 115 ft3 oxygen steel cylinders or a 77.1 ft3 composite cylinder can be fitted in the
equipment bay. The system supplies diluted or 100°A» oxygen for up to four flight deck occu-
pants. In addition, a single 11 ft3 portable oxygen cylinder is fitted.
Passenger and attendants system
Solid state chemical oxygen generators are installed within the passenger compartment to
provide oxygen for passengers and attendants through continuous flow masks (see below). The
masks deploy automatically when the cabin altitude reaches 14,000 ft. In addition, each
mandatory attendantls provided with a single 11 ft3 portable cylinder for supplementary oxygen,
as and when required. '

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* 2 Mask Units ( 5)
Key • 3 Mask Units (37)
'Y 4 Mask Units (18)

OXYGEN SUPPLY A320

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Flight crew system

8
7
First
officer's
Supply
mask manifold

Oxygen
indicating 1
and
en
switching

( ] 1 - Oxygen storage cylinder

I i "4"tfJ--l 2 - HPILP overpressure safety discharge indicator
- Pressure control assembly
faptain', occupant's 3
mask I mask: 4 - Solenoid supply valve
5 - Manifold
8 lO'p.!~_n~l) 6 - LP test point
7 - Pressure switch
8 - Flight crew mask with mask mounted demand type
regulators and combined smoke goggles

OXYGEN SYSTEM A320

An example of a cabin pressurisation test - BAe 146

The following is an actual example of a cabin pressure test on a BAe 146. You
should read through the test and be able to understand what it is all about.
There is no requirement that you should remember the details but you should
be able to relate them to your own experience/the information in this book.

Remember. If you work on 146's do check the maintenance manual for the correct
procedure as this book is not subject to amendment action.

Ensure hydraulic system tanks are pressurised to more than 10 PSI before
pressurising the fuselage.

The following checks are then carried out:

(a) Discharge Valve Function Check

Close all doors and windows, ensure both pack switches are set to off
and cabin air switch to fresh. Introduce the selected air supply, depress
-
mode switch on pressurisation panel and check it is lit. Turn MAN
rotary switch to shut, check discharge valve indicators both show shut.
Turn MAN rotary switch to open, check both valves open.

Select DISCH valves switch to SHUT 1, check valve position indicator.

Vary MAN rotary switch between OPEN and SHUT. Check No. 2
discharge valve responds to switch movement. Repeat test on valve 1
with valve 2 shut.

(b) Select pack 1 to on in fresh air mode. Slowly turn MAN rotary switch
from OPEN towards SHUT and watch increase in cabin pressure as
shown on pressure differential gauge with VSI showing rate of descent to
not allow pressure to exceed 6.0 psi then select pack 1 to off. Watch
VSI, if a very rapid rate of climb is observed it may be necessary to select
pack 1 back ON to prevent the conditions on the aircraft becoming very
uncomfortable or dangerous for the personnel on board. If this does
-
occur check for major leaks and slowly lower the pressure using manual
control. If the rate of climb is not excessive check the time taken for
cabin pressure to fall from 4.0 psi to 3.0 psi. The time taken should be
not less than 60 seconds. Then slowly turn MAN rotary control to open
until cabin differential reduces to zero.

(c) Controller Check

Select pack 1 to on, select local barometric pressure (QFE) on cabin

altitude controller inset scale, check that the pointer indicates zero
cabin altitude. Depress MODE switch, check that it is not lit, the
controller is now in auto and check the discharge valves remain open.

- 1-
 (d) Rate of Change Check

Depress the GRND PRESSN switch on the GRND TEST panel, check it
remains lit. Then set the RATE control on the cabin altitude control to
its detented position. Select -2000' cabin altitude and check the rate of
change is between 275 and 375 ft/rnin and the cabin differential
pressure stabilises between 0.7 and 1.4 psi, then select zero and check
the cabin rate of change is between 450 and 600 It/rnin and check the
cabin pressure stabilises at zero. Repeat the above operations with
RATE control at minimum then maximum, the minimum should not be
less than 150 It/rnin and the maximum not less than 1,500 ft/min.

(e) Dump/Ditch Control Check

Check that the DISCH valves switch is selected normal and the MAN
-",a.; rotary switch is set to open. Depress MODE switch and check it is lit.
Then depress GRND PRESSN switch on the ground test panel and check
its light is extinguished. Slowly pressurise the cabin to 1 psi by rotating
the MAN switch towards shut then select pack 1 to off. Select
DUMP/DITCH and ensure both valves immediately open. When the
cabin pressure reduces to zero, check both valves close. Select disch
VALVES switch to normal and MAN rotary switch to open.

(1) Pressurisation Check

Disconnect the pneumatic pipe between the positive pressure relief valve
and the T-piece connected to the diffuser on the forward No. 1 discharge
valve. Blank off the T-piece connected to the diffuser but leave the pipe
connected to the press diff valve open to cabin pressure. Ensure aircraft
is ready for pressurisation select pack 1 to on, rotate MAN switch
towards shut, slowly pressurise the cabin, ensure cabin diff is limited to
,... maximum differential, in no case exceed 6.8 psi. When the pressure
relieves valve 1 should remain closed while valve 2 opens to relieve
pressure. Slowly depressurise the cabin and select pack 1 off.
Reconnect the pneumatic pipe on the forward discharge valve. Repeat
the test disconnecting the pipe on the rear No. 2 discharge valve and
check the relief functions on valve 1. Reconnect the pneumatic pipe No.
2 valve.

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-2 -
 146 Pressurization Philosophy

J ,
Aufo Manual

I
WT on
I "'
WT off
I
WT on or off
1
I
Normal
,
Normal
I
Shut 1
i
Shut 2

I 1
Recirc or Recirc or Recirc or
Recirc or Fresh
Fresh Fresh Fresh
I
Both valves fully I l I
open As selected Valve 1 shut Valve 2 shut
VJ Valve 2 as Valve 1 as
selected selected
Normal Shut 1 Shut 2

I
Recirc or
I
Recirc or
1
Recirc or
Fresh Fresh Fresh

I
Both valves
t
Valve 1
I
Valve 2
controlling shut shut
Valve 2 Valve 1
controlling controlling

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