Part-66 Subject

B1-11.d – Aeroplane Systems-Pneumatic

TOPIC 11.4.1: AIR SUPPLY

Overview
The air conditioning system pumps air at a selected temperature into the aircraft for
passenger comfort.
The pressurisation system controls the outflow of air to provide cabin pressure for passenger
safety and comfort within the structural limits of the airframe.
Both of these systems require an Air Supply to feed them.

Air Supply Sources

Air is received from either the engines, the APU or a ground source (Air Cart).
Air from the engines may be from direct bleed air, bleed air from the engine running a turbo
compressor, air provided by bleed air from the engine turbochargers or a jet pump.

Engine Bleed Air

With modern pressurisation systems in aircrafts that use turbine engines (jet or turboprop),
the pressurised air is taken from the engine compressor. It is bled off the compressor in one
or two places: usually around stages five and ten. Air from the fifth stage is considered low
pressure air and is supplied by what is called a low-stage bleed port. Air from the tenth stage
is naturally taken from the high-stage bleed port.
Low pressure air is used during takeoff, climb and cruise conditions. High pressure bleed air
is used during slow flight, descent and anytime the low pressure air supply is inadequate.
Both bleed ports are never open at the same time, and the changeover is automatic.
Usually the bleed air from an engine compressor is sufficiently free of contamination and can
be used safely for cabin air. Even so, there are several disadvantages when using bleed air
from turbine engine compressors. 1. The possibility of contamination of air from lubricants or
fuel in the event of leakage. 2. Dependence of the air supply on the engine performance.
Air pressure is adjusted by a pressure regulator or pressure regulating valve. This valve can
also act as a shutoff valve, signalled from the cockpit.

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Engine Bleed Air

Gas turbine engine air supply may be bled off from:
1. The low pressure compressor area – single spool.
2. The early stage high pressure compressor area - twin spool, or
3. The high pressure compressor area.
Due to the rise in pressure this bleed air has a very high temperature

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Turbo Compressors
Bleed air form a turbine engine is not free power, nor is it especially cheap. Any time air is
bled from the compressor, there is an equal amount of reduction in power output. If
pressurisation can be reduced or temperature allowed to moderate, there is a corresponding
increase in fuel efficiency. Because of the many disadvantages associated with the
pressurising sources, independent cabin compressors have been designed. These
compressors can be driven through accessory drive gearing or can be powered by bleed air
from an engine compressor.
Generally, the compressors can be separated into two groups: 1. Positive displacement
compressors (Roots-type blower). 2. Centrifugal compressors.

Positive Displacement Type

The action of a Roots-type blower is basically like that of a gear pump. It takes a
predetermined volume of air, compresses it then delivers it to the cabin duct. Rotors mounted
in an air tight casing on parallel shafts rotate at the same speed. Air travels around the
outside of the case and is dumped into the plenum at the exit. Pressure is built up because
the blower can deliver more air than the system can use. Each rotation adds more air and
pressure increases. Pressure is controlled in a cabin system by outflow valves. The blower
housing is finned to provide some cooling as well as some outside air being allowed to pass
through it.

Roots – type Blower

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Centrifugal Cabin Compressor

The cabin supercharger is essentially an air pump. It has a centrifugal impeller similar to a
turbo supercharger in the induction system of a reciprocating engine. Outside air at
atmospheric pressure is admitted to the supercharger and is then compressed by the high
speed impeller and delivered to a distribution system. These superchargers require a
variable-ratio drive mechanism which automatically adjusted to compensate for changes of
engines rpm. The drive ratio is at a maximum when operating at high altitude with low engine
rpm. Engine-driven cabin superchargers are generally mounted in the engine nacelle. The
supercharger is either splined directly to the engine accessory drive or is connected to an
accessory drive by a suitable drive shaft.

Centrifugal Cabin Compressor

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Turbo Chargers
The compressor of a turbine engine is a good source of air to pressurise the cabin, & since
the air is also quite hot (due to compression process - basic gas laws) it is used to provide
heat as well as pressurisation. Engine power is required to compress the air, so any bleed air
removed from the engine reduces engine power & efficiency.
Engine compressor bleed air may be used directly to pressurise aircraft or an alternative
method is where bleed air is used to drive a turbo-charger. By driving a turbo-charger, a
smaller amount of high pressure air is drawn from the engine compressor stage (bleed air).
The turbo-charger then provides the compressed air for cabin pressurisation. This means
that not as much engine power is removed from the engine compressor. The turbo-charger
method is more common in smaller aircraft applications.
In the turbo-compressor system, bleed air from the engine drives a turbine, which directly
drives a compressor. The hot compressed bleed air driving the turbine cools dramatically
(due to the work performed & the de-compression of the bleed air), so the air at the output of
the turbine is actually quite cold.
The compressor of turbo-compressor takes in outside air & compresses it. The act of
compressing the air heats it significantly.
The heated, compressed outside air is blended with the cooled, decompressed bleed air to
achieve to correct temperature & pressure before it enters the cabin or environmental
system.

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Jet Pump
Some aircraft use a jet pump flow multiplier to increase the amount of air taken into the cabin.
The jet pump is essentially a special 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, and
this produces a low pressure that draws air in from the outside. This is mixed with the
compressor bleed air and carried into the aircraft cabin.

Auxiliary Power Units (APU)

Turbine powered transport aircraft require large amounts of power for starting and operation.
Engine starting and ground air conditioning require high-pressure, high-volume pneumatic air
source that frequently is not available at remote airports. To meet these demands for ground
power, when the engines are not running, most large turbine aircraft are equipped with APUs.
A typical APU consists of a small turbine powerplant driving an electric generator. In addition,
an APU’s compressor supplies bleed air to a load compressor for heating, cooling, anti-ice
and engine starting. As with any other gas turbine engine, bleed air loads generally place the
greatest demand on an APU.

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Basic Operation
Engine runs at constant speed.
The Load Control valve which is switched on from the cockpit provides pneumatics for
airframe users. The Anti Surge valve opens at start to prevent surge or compressor stall, and
closes when load control valve opens.
With the APU running above 95%, bleed air is available. With a switch in the cockpit, bleed
air can be selected on.
As soon as bleed air is selected “on” the surge valve will close. (The surge control valve will
be open when bleed air is not selected on, to ‘relieve’ the compressor thus reducing EGT).
This will move the butterfly valve in the air supply duct toward open. Pressure is acting on the
Load Control diaphragm and when the valve starts to open this pressure will diminish as air
flows through the aircraft ducting. This will have the effect of allowing some CDP to escape.
Now there will be less pressure acting on top of the butterfly actuator, slowing it’s opening
speed.
The speed with which the bleed air pressure dissipates from the Load Control diaphragm is
governed by the rate adjustment screw and this controls the speed that the butterfly opens.
If the EGT is too high, a Control Thermostat is used to reduce fuel flow. A Fuel Control unit
senses compressor discharge pressure for fuel control during operation and a Governor is
used for fuel control at full speed.

Load Control Valve Combustion Chamber

Compressor Air Inlet

Radial Turbine

Centrifugal
Compressor

Anti Surge Valve

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APU Types
Modern APU’s are small gas turbine engines. One of the functions of an APU is to supply
compressed air for air conditioning, systems pressurisation, anti-icing, and main engine
starting.
There are two basic types for supplying compressed air:
• Single compressor
• Dual compressor.
Air is supplied by the power section (gas generator) compressor or by a second compressor
called the load compressor.
The load compressor is driven from an extension of the power section compressor turbine
shaft and its pneumatic output is controlled by variable inlet guide vanes. The load
compressor can react to the pneumatic demands of the aircraft more efficiently than a single
compressor type, its ability to offload the load compressor when full demand is not required
make it far more fuel efficient and economical to operate. With some APU’s burning up to
500kg of fuel per hour the operating costs are significant.
In both types compressed air is delivered to the aircraft pneumatic system via a load control
valve. Most load valves are ‘open and close’ valves with no modulation function.

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Ground Supply
An aircraft without a serviceable APU will require a source of pneumatics for ground
operations. Ground pneumatic supply is not designed to cope with the demands of the air
conditioning system. Use is normally restricted to main engine starting and short duration
maintenance checks.

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