021 06-00-00 Pneumatic - Pressurisation and Air Cond Amend0

TEXTBOOK
PNEUMATIC PRESSURISATION AND AIR CONDITIONING SYSTEMS
020 00 00 00 AIRCRAFT GENERAL KNOWLEDGE

021 06 00 00 PNEUMATIC PRESSURISATION AND AIR CONDITIONING
SYSTEMS
HP
NO. 2
ENGINE
LP
TO DEICING
SYSTEM
AIR CONDITIONING
OFF
OFF
RECIRC
CABIN
BLEED
RECIRC
F/C FAN
NORM
20
40
C
0
DUCT
60
80
TEMP
100
MIN
MAX
BLEED
CABIN
CAB
DUCT
F/C
DUCT
GAUGE
OFF
F/C FAN
OFF
AUTO
MAN
COOL
F/A
WARM
CABIN
PACKS
TEMP
CONTROL
COOL
WARM
TO NO. 1
AIRCONDITIONING
PACK
FLT COMP
FROM NO. 1 ENGINE

BLEED-AIR SYSTEM
(SIMILAR TO NO. 2 SYSTEM)
TO NO. 2
AIRCONDITIONING
PACK
Pneumatic / Pressurisation / Air Conditioning
Table of Contents:
Air driven systems _____________________________________________________ 3

Pneumatic systems ____________________________________________________ 4
Air conditioning system _______________________________________________ 14
Pressurisation _______________________________________________________ 25
Infowerk
Page 2

Air driven systems
"Pneumatic, Vacuum systems" Pneumatic, or air driven systems, can be used to
power gyroscopic flight instruments, provide pressurization and air conditioning,
operate de-icing systems and power landing gear and brake systems in lieu of
hydraulics.
Air
Oil
seperator
Central
air filter
Heading
indicator
Oil
Attitude
indicator
Engine Oil
Suction
gage
luprication
and cooling
Vane-type
vacuum pump
Turn and slip

indicator
Suction relief
valve
Needle valve
F - 27 Pneumatic Landing Gear / Brake System
Sensing Line
L.H. Nacelle
R.H. Nacelle
Main
Storage Bottle
Alternate
Storage Bottle
Isolating
Valves
Isolating Valves
ROD
Air Filter
Pneumatic Panel
Alternate
Landing Gear
Control System
Infowerk
Alternate
Wheelbrake
System
Wheelbrake
System
Landing Gear
Control System
Nose Wheel
Steering
Page 3
Pneumatic systems
"Gyro pneumatic systems"
Venturi suction systems are simple systems, where a venturi tube mounted on
the outside of the fuselage is directed into the slipstream of the propeller.
Air flowing through the venturi produces a low pressure inside the instruments.
Propeller Wash
Venturi
Pressure - reducing
needle valve
Suction
regulator
030
L
330
2 M in . Tur n
R
2 MIN TURN
Heading
indicator
Air flows into the instrument
Attitude
indicator
Turn und Slip

indicator
Air filter
cases through built-in filters to
Heading
Indicator
spin the gyros.

The likelihood of ice buildup
and venturi blockage during
Attitude
Indicator
IFR conditions limits the use of

venturi systems to light VFR
Venturi suction
aircraft.
Turn and slip

Indicator
Needle valve
Infowerk
Page 4
Modern aircraft equipped with pneumatic gyros use engine driven vane type
pumps.
Vane Type Air Pump
Outlet
Inlet
Shaft
Vane
Case
Rotor
Two types are in use - wet and dry pumps.

Wet vacuum pumps are lubricated by engine oil. The oil lubricates and cools the
pump, but has to be routed through an air-oil separator and drained back into the
tank before the air can be directed overboard.
Air
Oil
seperator
Central
air filter
Heading
indicator
Oil
Attitude
indicator
Engine Oil
Suction
gage
luprication
adn cooling
Vane-type
vacuum pump
Turn and slip

indicator
Suction relief
valve
Needle valve
Infowerk
Page 5
Dry air pumps are lighter in weight and require no lubrication. They can drive
gyroscopic instruments with the suction they produce, as seen in this schematic.
Dry air pumps can also be used to produce positive air pressure.
Pressure systems are necessary on aircraft which fly at high altitudes where
there is not enough ambient air pressure to drive the gyros.
Twin Engine Vacuum System
Vacuum
regulator
Manifold check valve
Air
Pump
Suction
gage
Vacuum
regulator
Air
Pump
Attitude
indicator
Heading
indicator
Dry Vane-type
vacuum pump
Rotor and vanes are
made from carbon compounds.
Wear generates a microscopic
carbon deposit which acts as
lubricant
Filter
Twin Engine Pressure System
Pressure
regulator
Inline
filter
Manifold check valve
Pressure
regulator
Inline
filter
Inlet
filter
Inlet
filter
Air Pump
Air Pump
Gyro
pressure
gage
Pilots
gyros
Copilots
gyros
Infowerk
Page 6

Bleed air"
Turbine engine powered aircraft usually use bleed air from the engine
compressor.
This air is free from contamination and can be safely used for cabin
pressurization and air conditioning.
Infowerk
Page 7
Some aircraft use independent cabin compressors driven by bleed air to increase
the volume of air taken into the cabin.
Flush air inlet
Outside skin
Compressor turbine
Pressure
vessel
Outflow
valve
Bleed air
Turboprop
engine
Compressor
Another design uses a jet pump flow multiplier to increase the volume of air.
The jet pump is essentially a venturi inside a line from the outside of the aircraft.
A nozzle blows a stream of high-velocity compressor bleed air into the throat of
the venturi which produces a low pressure that draws air in from the outside.
This outside air is mixed with the compressor bleed air and carried into the
aircraft cabin.
Flush air inlet
Outside skin
Pressure
vessel
Outflow
valve
Jet pump
Bleed air
Turboprop
engine
Ambient Air
Compressor Bleed Air
Infowerk
To Cabin
Page 8
"APU bleed air"

The Auxillary Power Unit installed on most larger airplanes is usually capable of
providing bleed air to operate air cycle-machine-based air conditioning systems
on the ground.
Some APUs are designed to

operate in flight and can, if
required, provide bleed air for
pressurization and airconditioning as a backup in
emergencies.
ECS
PACK
RH
ECS
PACK
LH
Pre-cooler
APU
Pressure
regulator
and
relief valve
Water
seperator
AIRFOIL
DEICING
Infowerk
Page 9
"Ground Service Cart"

To pre-condition the airplane on the ground predominantly diesel powered
ground servicing carts can provide pre-heated or pre-cooled air at high volumes.
Ground service connections on the outside of the fuselage allow the supplied air
to be ducted into the aircraft air condition ducts.
FLT COMPT
BAGGAGE
COMPARTMENT
CABIN
CABIN AIR
FLT COMPT AIR
CONDENCER
MIXING
BOX
COMPRESSOR
AIR CYCLE
EXPANSION
MACHINE (ACM)
TURBINE
Ground air
service connector
Ground service connectors usually house a check valve to avoid loss of shipsupplied air once the cart is disconnected.
To prevent the aircraft from becoming pressurized on ground at least one door
should be left open if an air cart is connected and operating.
Air conditioning
ground coupling
Infowerk
Page 10
"Indications and warnings"

As an example of bleed air related indication and warnings in a modern glass
cockpit, look at the system of the Embraer 145.
There are 5 types of indication for the air conditioning system.
-
the indication on the engine indicating and crew alerting system display,
the indication on the environmental page on the multi function display,
the engine indicating and crew alerting system caution messages,
the engine indicating and crew alerting system advisory massages and
the central maintenance computer massages on the maintenance page of the

captains multi function display.
155
FMS
BSNB
3.5NM
1 MIN
-38 SAT
-12 TAT
446 TAS
88.2
CRZ
88.2
88.2
88.2
800
800
PACK 1 OVLD
PACK 2 OVLD
PACK 1 OVHT
PACK 2 OVHT
RAM AIR VLV FAIL
PACK 1 VLV FAIL
PACK 2 VLV FAIL
PACK 1 VLV CLSD
PACK 2 VLV CLSD
N
LUMEL
BSNB
25
10
94.3
790 KGH
1540 KG
25
94.3
790 KGH
1540 KG
UP UP UP
TGT
TX
OXY
PRESS
ECS
CABIN TEMP
+28 C
CKPT TEMP
+28 C
BLEED
TEMP
81 81
81 81
4000
7.4
1800 PSI
100
RTN
T/0
ECS
A/I
FUEL
HYD
MAINTENANCE MESSAGES
ELEC
M/P
RNG
OFF
1/03
AIR COND 1 LEAKAGE

10/03 20:50 OCCUR:01
AIR COND 2 LEAKAGE
10/03 20:50 OCCUR:01
DIG TEMP CONTROL 1 FAIL
10/03 20:50 OCCUR:01
DIG TEMP CONTROL 2 FAIL
10/03 20:50 OCCUR:01
DUCT TEMP SENSOR 1 FAIL
10/03 20:50 OCCUR:01
DUCT TEMP SENSOR 2 FAIL
10/03 20:50 OCCUR:01
Infowerk
Page 11
"Interface with other systems"

Hot engine bleed air, mainly used for pressurization and air conditioning, can also
be used for anti-ice and de-ice purposes such as engine intake and wing leading
edge heating and de-ice boot inflation.
HP
NO. 2
ENGINE
LP
TO DEICING
SYSTEM
AIR CONDITIONING
OFF
OFF
RECIRC
CABIN
BLEED
RECIRC
F/C FAN
NORM
20
40
C
0
DUCT
60
80
TEMP
100
MIN
MAX
BLEED
CABIN
CAB
DUCT
F/C
DUCT
GAUGE
OFF
F/C FAN
OFF
AUTO
MAN
COOL
F/A
WARM
CABIN
PACKS
TEMP
CONTROL
COOL
WARM
TO NO. 1
AIRCONDITIONING
PACK
FLT COMP
FROM NO. 1 ENGINE

BLEED-AIR SYSTEM
Infowerk
TO NO. 2
AIRCONDITIONING
PACK
Page 12
Bleed air is used to inflate door seals, power pneumatic autopilot servos and with
the use of a venturi to generate suction, to control cabin outflow valves or drive
pneumatic instrument gyros.
Quilted Fabric
Inflatable ( pneumatic) door seal
1.00" Min Clearance
Door Seal
Side view of
Quilted Fabric and Retainers
Infowerk
Bleed air pressure reduced to 18 psi

is used to inflate the door seal
Page 13

Air conditioning system
"Conditioning the air in an airplane" used to just mean turning on the heat to
warm the cockpit and cabin as airplanes generally fly in low temperature at high
altitudes.
Now with people accustomed to more creature comforts, cooling systems are
used to make the cabins more comfortable when the aircraft is on the ground.
Airplane pressurization and air conditioning requires outside or "ambient" air to

be forced into the aircraft cabin.
The easiest way to achieve this is by using an air-scoop that extends into the
slipstream. This ram air flow might be sufficient for low flying single or small multiengine aircraft.
Airplanes that cruise at altitudes of 10,000 ft or more require air supplied at a
higher pressure to maintain an air pressure in the cabin which is comfortable and
safe for crew and passengers.
The source for this air depends largely on the type of propulsion used on a
particular airplane.
22.000 ft
20.000 ft
18.000 ft
16.000 ft
Pressurization or
supplemental Oxygen required
14.000 ft
12.000 ft
10.000 ft
8000 ft
6000 ft
Non pressurized
4000 ft
2000 ft
Sea Level
Infowerk
Page 14
"Cooling systems". Vapor cycle cooling systems use a compressor to pump a

refrigerant through a closed system achieving a cooling effect once the gas
expands into a heat exchanger - the so-called evaporator.
Vapor Cycle System
Heat exchanger - evaprator
Air cycle cooling systems are

the true air conditioning
systems since they are
Cold air
Re-ciculated cabin air
capable of controlling the air
Blower
temperature over a wide range
Outlet
Inlet
Thermostatic
expansion valve
from maximum hot to
Compressor
maximum cold depending on
Receiver
dryer
the environment.
Ambient air
Condenser
Hot exhaust air
AIRCOND / PNEUMATIC
RECIRC
CKPT
C
ATTND
PACK 1
Environment control system pack
PAX
CABIN
PACK 2
XBLEED
WING 1
START 1
WING 2
START 2
GND
CONN
BLEED 1
APU BLEED
LEAK
BLEED 2
LEAK
Ground
connection
F
a
n
Ovbd
T2
T1
From engine
To cabin
Primary
Heat
Exchanger
Secondary
Heat
Exchanger
Water
Collector
Condenser
Emerg
ram
Reheater
Ram air inelt
Infowerk
Page 15
"Heating systems"
Most small aircraft use one of two types of heating systems:
The exhaust system heaters where air flows around the exhaust components and
picks up heat before it is carried into the cabin.
Exhaust System Heater
To cabin
Cabin heat
box
From engine cylinders
Overboard
Ram air
Heater muff
Exhaust
overboard
Or combustion heaters that use fuel from the aircraft fuel tanks to operate an
independent heater.
COMBUSTION HEATER
Combustion air scoop
Fuel tank
Sealed fuel control assembly

Fuel Filter
Pump
Combustion chamber
Fuel
filter
Spray nozzle
Heated
air
Exhaust shroud
Ignition unit
Ventilating
air scoop
Infowerk
Exhaust
Drain
Drain
Drain
Page 16

"Sources of air supply"
Airplane pressurization and air conditioning requires outside or "ambient" air to
be forced into the aircraft cabin.
The easiest way to achieve this is by using an air-scoop that extends into the
slipstream.
This ram air flow might be sufficient for low flying single or small multi-engine
aircraft.
Air-scoop
Infowerk
Page 17
Airplanes that cruise at altitudes of 10,000 ft or more require air supplied at a

higher pressure to maintain an air pressure in the cabin which is comfortable and
safe for crew and passengers.
The source for this air depends largely on the type of propulsion used on a
particular airplane.
AIR SUPPLY:
For airconditioning and pressurization
Turbo - Chargers
Blowers or Compressors
Gas -Turbine Bleed Air
"Air cycle machines"

Gas turbine powered transport aircraft use compressor bleed air for pressurizing
the cabins with temperature controlled air.
Infowerk
Page 18
Our schematic shows the air conditioning system for a twin-engine jet transport
aircraft with the engines mounted on the aft fuselage.
This airplane has two independent air conditioning systems that supply the cabin
with heated and cooled air that is mixed to produce pressurized air at the right
temperature.
Hot compressed bleed air is taken from the engines and from the auxiliary power
unit. It passes through pressure regulating and shutoff valves, flow limiters and
flow control valves to the air cycle machine where it is cooled.
Some of the hot air is tapped off before it goes through the cooler and is mixed
with the cold air by a temperature control valve to achieve the correct
temperature.
Gas turbine powered transport aircraft use compressor bleed air for pressurizing
the cabins with temperature controlled air.
From R.H. engine

Compressor
Temperature
control valve
Expansion turbine
13th stage
augmentation valve
Air cycle machine

Mix chamber
Ground pneumatic
connection
Anti-icing
pressure
regulating
shutoff valve
Ground air
conditioner
connection
Primary heat
exchanger
Cooling air
selector valve
Ram
air
APU load control

valve
Manual
crossfeed
valve
Sonic venturi
Flow conrol valve
Ground
cooling fan
Secondary heat
exchanger
Anti-ice
thermostat
Pressure regulating
& shutoff valve
8th stage
bleed check
valve
Ram air valve

Water seperator
Water seperator temperature control valve
From L.H. engine
Infowerk
Page 19
Aft
pressure
bulkhead

"ACM cooling"
The cold air for cooling the airplane is produced by removing heat energy from
the hot compressor bleed air.
The hot bleed air from the engines and APU flows into a primary heat exchanger
where it gives up some of its heat to ram air that flows through ducts.
After leaving the heat exchanger it flows through the air cycle machine where it is
further compressed by the centifugal compressor.
The temperature rise caused by this compression allows more heat energy to be
removed as the air flows through the secondary heat exchanger.
After leaving this heat exchanger the air gives up much of its energy as it spins
the expansion turbine which drives the air-cycle machine compressor.
Still more energy is extracted in the last stage of cooling as the air expands upon
leaving the turbine. When it leaves the expansion turbine the air is cold.
Compressor
Expansion turbine
Air cycle machine
Cold air to temperature

control valve
Primary heat
exchanger
Secondary heat
exchanger
Infowerk
Cooling air
selector valve
Ram
Page 20

"Flow control valves"
Most flow control valves use butterfly valves to reduce or increase the flow of air
in a duct.
High pressure shut off valve
Actuator housing
Solenoid
Electrical
connector
Actuator cover
Access to
filter
Butterfly Valve
Flow control
valve
The position of the valve can be changed electrically through an electric motor or
pneumatically, through a bleed air actuated piston and cylinder assembly.
Flow rates can be a fixed setting for optimum performance of the air conditioning
system or a variable setting allowing the crew to control the air flow within pre-set
limits.
HP
NO. 2
ENGINE
LP
TO DEICING
SYSTEM
AIR CONDITIONING
OFF
OFF
RECIRC
CABIN
BLEED
FROM CABIN
SUPPLY DUCT
RECIRC
F/C FAN
NORM
20
40
C
0
DUCT
60
80
TEMP
100
MIN
MAX
BLEED
CABIN
CAB
DUCT
F/C
DUCT
GAUGE
OFF
F/C FAN
OFF
AUTO
MAN
COOL
F/A
WARM
CABIN
PACKS
TEMP
CONTROL
COOL
WARM
TO NO. 1
AIRCONDITIONING
PACK
FLT COMP
FROM NO. 1 ENGINE

BLEED-AIR SYSTEM
Infowerk
TO NO. 2
AIRCONDITIONING
PACK
Page 21
"Temperature control"
Temperature is controlled within the air conditioning system by mixing hot engine
bleed air with cold ACM discharge air.
Electrically-operated butterfly valves control the amount of hot air added to the
cold ACM discharge air.
Hot bleed air
Compressor
Butterfly valve
Expansion turbine
Air cycle machine
Cold ACM air

Primary heat
exchanger
Cooling air
Pack bypass
butterfly valve
Infowerk
ACM butterfly valve
Page 22
Dual valve systems can vary the ratio of airflow between the ACM and uncooled
air. The result is a temperature-controlled air conditioning pack.
Each pack consists of ACM, heat exchangers, ducting and control valves.
Each pack feeds into a common mixing chamber from where ducts route the
conditioned air into the cabin and cockpit air supplies.
The temperature of individual ducts may be controlled by adding or restricting
additional hot air using trim valves.
Each pack consists of ACM, heat exchangers, ducting and control valves.
Air cycle machine
Pack 2
FROM R.H. ENGINE
COMPRESSOR
TEMPERATURE
CONTROL VALVE
EXPANSION TURBINE
13TH STAGE
AUGMENTATION VALVE
AIR CYCLE MACHINE
Ducting and
control valves
MIX CHAMBER
GROUND PNEUMATIC
CONNECTION
ANTI-ICING
PRESSURE
REGULATION
VALVE
GROUND AIR
CONDITIONER
PRIMARY HEAT
CONNECTION
EXCHANGER
COOLING AIR
SELECTOR VALVE
RAM
AIR
APU LOAD
CONTROL VALVE SECONDARY HEAT
SONIC VENTURI
EXCHANGER
FLOW CONTROL VALVE
MANUAL
CROSSFEED
VALVE
GROUND
COOLING FAN
ANTI-ICE
THERMOSTAT
RAM AIR VALVE
PRESSURE REGULATION
& SHUTOFF VALVE
WATER SEPERATOR
8TH STAGE BLEED
CHECK VALVE
Heat exchanger
AFT PRESSURE
BULKHEAD
Ducting and
control valves
Heat exchanger
WATER SEPERATOR TEMPERATURE

CONTROL VALVE
FROM L.H. ENGINE
Pack 1
Air cycle machine
Temperature control panels are typically located in the cockpit with sub panels at
flight attendant stations.
Cockpit
AIR CONDITIONING
OFF
Flight attendant
OFF
RECIRC
CABIN
BLEED
RECIRC
F/C FAN
NORM
20
CABIN TEMP
40
C
0
DUCT
LIGHTING
NVS SYSTEM
60
80
TEMP
100
MIN
MAX
CABIN
OVERHD
PSU
TEST
BLEED
CABIN
CAB
DUCT
F/C
DUCT
GAUGE
OFF
CABIN
SIDEWALL
LAVATORY
PSU
ON/OFF
WARDROBE
BUFFET
OVERHD
AIRSTAIR
DOOR
ON/OFF
PAUSE
OFF
PAUSE
FAULT
DEGRADED
F/C FAN
OFF
AUTO
MAN
COOL
F/A
Infowerk
WARM
CABIN
PACKS
TEMP
CONTROL
COOL
WARM
FLT COMP
Page 23
"Humidity control"
If a given amount of air is cooled the relative humidity increases in relation to the
temperature decrease.
In an air conditioning system this would lead to condensation in the packs and
ducts.
To reduce the humidity in the system condensers can be incorporated in the pack
downstream of the heat exchangers.
RAM AIR
BAFFLE
REFER TO TEMPERATURE CONTROL
DESCRIPTION AND OPERATION
BLEED AIR
DUCT TEMP
SENSING BULB
DUCT O TEMP
SWITCH
TEMPERATURE PACK TEMPERATURE

TRIM VALVES
CONTROL VALVES
RAM AIR
OVERBOARD
SILENCERS
DUCT TEMP
SENSOR
TO FLIGHT COMPARTMENT
COMPRESSOR
DISCHARGE
OVERTEMPERATURE
SWITCH
CONDENSER
MIXING
BOX
FILTER
HEAT
EXCHANGER
WATER
TRAP
RECIRCULATION
AIR FAN
WATER
NOZZLE
SILENCER
GROUND AIR
SERVICE
CONNECTOR
RAM AIR
AIR CYCLE
MACHINE (ACM)
(S.O.O. 8069)
Alternately water
separators may be
PACK
BYPASS VALVE
TURBINE
BYPASS VALVE
WATER SEPARATOR
installed as stand-alone
units downstream of the
PLENUM
COMP
ACM.
FAN
TURB
BLEED AIR
FROM No.1
AND No.2
NACELLES
RAM
SCOOP
CHECK
VALVE
EXHAUST
LEFT WING REFRIGERATION PACK
Infowerk
Page 24
Pressurisation
"Aircraft pressurization systems"
High altitude is a hostile environment in which the human body cannot survive
without a great deal of help.
However, it is the ideal environment for long distance flight.
Turbine engines operate efficiently and the lower density of the air decreases
drag. The humidity at high altitudes is low, so weather conditions are excellent
most of the time.
Trial flights flown in the 1930's with pilots wearing pressurized suits proved the
existence of strong high altitude winds today called jet streams.
The first pressurized airplane flew in 1936. A special version of the Lockheed
Model 10 Electra with turbocharged engines had a fully pressurized cabin and
was able to make flights to an altitude of 25,000ft maintaining a cabin altitude of
10,000 ft or less.
Infowerk
Page 25
"Principles of pressurization"
Aircraft are pressurized by sealing off a strengthened portion of the fuselage
called the pressure vessel and pumping air into it.
FLT COMPT
Baggage
compartment
Cabin
CABIN AIR
FLT COMPT AIR
Air conditioning pack
The cabin pressure is controlled by one or more outflow valves, usually located at
the rear of the pressure vessel.
The opening of these valves is controlled by the cabin pressure controller which
regulates the amount of air allowed to leave the cabin in order to achieve and
maintain a desired differential pressure or cabin altitude.
CABINE ALTITUDE
DUMP
7
CAB ALT
1000 ft
10
M
A
N
0
-1
RATE
2
1
Outflow
valve
INCR
AUTO
ALT
BAR
CAB
SET
NORM
Control panel
Cabin pressure
controller
Outflow
valve
Infowerk
Page 26
"Modes of pressurization"
There are three modes of pressurization:
-
the unpressurized mode,
the isobaric mode and
the constant differential mode.
"Unpressurized mode"
In the unpressurized mode the cabin altitude is always the same as the flight
altitude. The outflow valve remains fully open and the cabin pressure is the same
as the ambient air pressure.
CABIN
20000
0
0
1
2
6
5
4
15000
DIFF PSI
30
20
14
12 10
ALT
FT x
1000
UP
4
0
DOWN
2
RATE
10000
Cabin
(Pressure Vessel)
tail section
(unpressurized)
Outflow Valve
fully open
6000
5000
4000
3000
2000
1000
Sea level
Infowerk
Page 27
FPM x
1000

"Isobaric mode"
In the isobaric mode the cabin altitude always remains constant.
The cabin pressure is maintained at a specific cabin altitude as the flight altitude
changes.
The cabin pressure controller begins to close the outflow valve at a selected
cabin altitude.
The outflow valve closes and opens or modulates to maintain the selected cabin
altitude up to the flight altitude that produces the maximum differential pressure
for which the aircraft structure is rated.
Isobaric Mode
20000
CABIN
0
0
1
Max Differential Pressure
6
5
4
15000
DIFF PSI
30
20
14
12 10
ALT
FT x
1000
UP
4
0
DOWN
2
RATE
10000
tail section
(unpressurized)
Cabin
(Pressure Vessel)
Outflow Valve
closed
6000
5000
4000
3000
2000
1000
Sea level
Infowerk
Page 28
FPM x
1000
"Constant-differential mode"
In the constant-differential mode the cabin pressure is maintained a constant
amount above that of the outside air pressure.
Cabin pressurization puts the structure of an aircraft fuselage under a tensile
stress as the pressure inside the pressure vessel tries to expand it.
The cabin differential pressure expressed in "psid" is the difference between the
internal and external air pressure and is a measure of the stress on the fuselage.
When the cabin differential pressure reaches the maximum for which the aircraft
structure is designed the cabin pressure controller automatically shifts to the
constant-differential mode and allows the cabin altitude to increase, but maintains
the maximum allowable pressure differential.
CABIN
0
0
1
20000
6
5
4
Diff Pressure Constant
DIFF PSI
30
20
14
12 10
ALT
FT x
1000
UP
4
0
DOWN
1
RATE
15000
10000
Diff Pressure Build Up

6000
5000
4000
3000
2000
1000
Sea level
Infowerk
Page 29
FPM x
1000

021 06-00-00 Pneumatic - Pressurisation and Air Cond Amend0

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021 06-00-00 Pneumatic - Pressurisation and Air Cond Amend0

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TEXTBOOK

PNEUMATIC PRESSURISATION AND AIR CONDITIONING SYSTEMS

020 00 00 00 AIRCRAFT GENERAL KNOWLEDGE

FROM NO. 1 ENGINE

Pneumatic / Pressurisation / Air Conditioning

Air driven systems _____________________________________________________ 3

Pneumatic / Pressurisation / Air Conditioning

Turn and slip

F - 27 Pneumatic Landing Gear / Brake System

Pneumatic / Pressurisation / Air Conditioning

Air flows into the instrument

Turn und Slip

cases through built-in filters to

spin the gyros.

IFR conditions limits the use of

Turn and slip

Pneumatic / Pressurisation / Air Conditioning

Two types are in use - wet and dry pumps.

Turn and slip

Pneumatic / Pressurisation / Air Conditioning

Manifold check valve

Twin Engine Pressure System

Manifold check valve

Pneumatic / Pressurisation / Air Conditioning

Pneumatic / Pressurisation / Air Conditioning

Flush air inlet

Flush air inlet

Compressor Bleed Air

Pneumatic / Pressurisation / Air Conditioning

"APU bleed air"

Some APUs are designed to

Pneumatic / Pressurisation / Air Conditioning

"Ground Service Cart"

Pneumatic / Pressurisation / Air Conditioning

"Indications and warnings"

the indication on the environmental page on the multi function display,

the engine indicating and crew alerting system caution messages,

the central maintenance computer massages on the maintenance page of the

AIR COND 1 LEAKAGE

Pneumatic / Pressurisation / Air Conditioning

"Interface with other systems"

FROM NO. 1 ENGINE

Pneumatic / Pressurisation / Air Conditioning

Inflatable ( pneumatic) door seal

1.00" Min Clearance

Bleed air pressure reduced to 18 psi

Pneumatic / Pressurisation / Air Conditioning

Airplane pressurization and air conditioning requires outside or "ambient" air to

Pneumatic / Pressurisation / Air Conditioning

"Cooling systems". Vapor cycle cooling systems use a compressor to pump a

Air cycle cooling systems are

Re-ciculated cabin air

capable of controlling the air

temperature over a wide range

from maximum hot to

maximum cold depending on

Hot exhaust air

Environment control system pack

Ram air inelt

Pneumatic / Pressurisation / Air Conditioning

Exhaust System Heater

From engine cylinders

Sealed fuel control assembly

Pneumatic / Pressurisation / Air Conditioning