Aironn Katalog Eng

PP
SMOKE, EXHAUST AND PRESSURIZATION SYSTEMS SOLUTIONS
AT I O N
SMART
FA N A U T O
ET
LIC ATIO
S M O K E , E X H AU S T
Aironn klimlendirme Sistemleri San. ve Taahht A..
AND PRESSURIZATION
Head Office: Tatlsu Mah. enol Gne Bulvar Mira Tower Kat: 2 D: 12
erifali - Ataehir / stanbul
Tel: (0216) 594 56 96 Fax: (0216) 594 57 17
E-mail: [email protected]
SYSTEMS SOLUTIONS
Ankara regional directorate: Yldzevler Mah. 708. Sok No: 8/2, 06550 ankaya / Ankara
Tel ve Fax : (0312) 441 80 88 E-mail: [email protected]
www.aironn.com.tr
EN
As you are well aware, everything starts with encouragement.

The demand that you will raise for your own products
today will promise the domestic goods to be of higher quality and
more reasonable day by day.
A nation that relies on its own is the
one that has gained the right to live.
Turkey may only advance with the development
of Turkish economy with Turkish hands.
Buy Turkish goods, use Turkish goods.
Let Turkish Lira remain in Turkey.
M. K. Atatrk
AND PRESSURIZATION
SYSTEMS SOLUTIONS
CONTENTS
page
AIRONN:
Dynamic Air Management
Jet Fan Ventilation Systems for Car Parks
55
System Components
79
Project Management Process
89
101
Jet Fans
117
J- Smart
121
Axial Fans
125
Fan Selection Curves
141
Tests and Certifications
163
References
171
ET
FA N O T O
YG
ULAMA
AS
AKILLI
Pressurization system
YO N
S
1
Aironn:
Dynamic Air Management
ironn commenced operations with the purpose of being the manufacturers

in ventilation industry and forming its manufacturer identity as a specialized establishment focused on fans. Aironn, which manufactures fire,
smoke, pressurization fans and jet fans as its primary product group,
started out with setting up a Research and Development department. The company
considered Research & Development as a universal culture and strengthened its
competitiveness through innovation.
It was certificated that the Aironn products, which were tested by the organization
named Applus having an internationally accredited fire resistance test laboratory,
could resist to 300 C for 2 hours. Aironn Tubeaxial Fan and Jet Fan groups also
have EN 12101-3 CE certificate.
Research & Development Department is separated into two working groups specific
to the subject; Combustion Group and Fan Design Group.
CFD studies and distinctive fan blade designs of Fan Design Group are carried out
within the body of Aironn. Aironn Test Laboratory established at the beginning of
2011 by means of fan test tunnels designed within Aironn as per the standards operates in order to experientially carry out the performance verification tests of axial
Fans, Cell Fans and Jet Fans within their product range.
While planning the location and design of test tunnels, the installations were conducted with the foresight of a potential influence from flows outside the channels..
In the disciplines of air craft and mechanical engineering at the levels of bachelor
and masters degrees, it is regularly checked if the values of fan performance measurement realized by the expert engineers experienced in experimental aerodynamics are in accordance with the verified numerical performance values.
The department of Fire-Fan Interaction and Analysis Laboratory based on optical

methods will also be set up in the developing test laboratory in near future.
Aironn analyzes through CFD the real interaction of axial fans, which will function in
the smoke exhaust shaft and fresh air shaft of jet fan system, at the time of indoor
fires and proposes solutions.
Aironn also realizes the automation services of its installed systems. J-Smart, which
is especially developed for jet fan automation, is an innovative practice. J-Smart also
brings along a significant advantage in terms of initial investment costs. Since it requires less cabling and material,
it provides 50 % savings on such costs. The jet fan can be
run at the required cycle between 0 & 100. The motors
consume 7 to 8 times more power in start-up compared to
their routine operation conditions. In J-Smart system, starting current is less than 80 %. The facts that it can operate
at a cycle between 0 & 100 and the starting current is low
provide energy saving between 30 % and 50 %. As the motor is a soft start, mechanical parts do not have difficulty which extends the life of the system. Motor runs
more silently. Since J-Smart system provides more data, it enables the control of the
system in a more versatile and proper manner.
Aironn invests in employing a professional team of engineers in order to keep the
customer satisfaction as high as possible. By taking the advantage of having advanced production facilities, it meets customer demands fast and comes up with flexible
solutions. Aironn, which can meet the expectations of the investors, mechanical
project office, implementation firm, control firm fast and be a solution partner if required, proves its customer oriented nature with post-sales services.
We are proud of being a domestic manufacturer investing in research

and development.
10
esearch and Development, which is the main principle

of production according to the mentality of Aironn,
closely follows up productivity, certification, technological and scientific developments. In our CFD
(Computational Fluid Dynamics) studies, we use 2 CFD
codes; Ansys CFX and CFD Design. We can now explain
the real behaviour of Aironn brand axial smoke exhaust
and jet fans, which we manufacture thanks to CFD
codes, for the evacuation of smoke in case of indoor
fires as well as their real interaction with the ambient
fluid system. The study on ascertaining the location and capacity of axial and jet fans
can now be explained via CFD numerically as well, and our firm is able to provide
objective answers to the customers. Aironn, with its CFD codes, can at the same
time make distinctive fan blade designs within its structure.
Aironn has many car park projects that solved via CFD the real interraction of jet fan
system and axial fans, which work with the smoke exhaust shaft and fresh air shaft,
to the fluid by applying smoke evacuation systems in car-parks at the time of fire.
Research and Development is the priority of our company that gains more and more
experience day by day in order to respond in the most correct and fastest way to the
immediate solution seeking of the market and calculation restrictions. Research and
Development department within Aironn is divided into two special study groups as
Combustion Group and Fan Design Group. Carrying out analysis as to under which
circumstances the indoor geometry and fresh air suction trigger and weaken fire in
case extinguishing system does not work in car-parks and enclosed spaces and
working on numerical methods are among the future goals of Combustion Group.
Fan design, on the other hand, is especially a sensitive subject that we pay special
attention to.
One of the mottos that we also adopted as our guidance is There is no time and
cost difference between installing the pipe slanted or straight. This might sound
simple to some, but is actually closely related to our fan design subject. In order to
improve the fluid system of our axial type smoke exhaust fans and jet fans, and
design fans which can function in line with the requirements of our customers, it is
required to improve the blades of the fans day by day.
11
Research and Development, which is the main principle of production

for Aironn, means efficiency and following up the technological
and scientific developments by also applying them. Aironn does
the following study exampled below for all the equipment of fans
produced by Research and Development and Design team;
ANALYSIS OF STRAINS ON THE SHEET METAL PARTS AS PER

SHEET METAL BODY DESIGN AND LOAD PATTERN IN AXIAL
FANS THROUGH FINITE ELEMENT METHOD
SUMMARY
In this study; in various sheet metal body designs, various sheet metal thickness
values and various load patterns, effects on load carrier sheet metal parts are examined by using finite element method. 3 different body types are studied and by
using different metal sheet thickness values in these body types, the conditions of
metal sheet parts that form the construction according to the parallel and vertical
fan axis installations are examined under static load.
Interior diameter of the examined fan is taken as 1250mm. Fan motor is a smoke
exhaust motor with 45 kW power and has a temperature endurance of 300C/2H.
Fan propeller has nine blades.
Solidworks is used for CAD modelling and ANSYS v14 Mechanical is used for finite
element modelling.
In the study; various bending angles, bending times and sheet metal thickness
values are observed and various strain and stress values of motor and fan hub carrying parts are recorded. Through these analyses, whether different constructions
and different sheet metal thickness values are convenient for the load pattern is
revealed.
INTRODUCTION
Fans are turbomachines which pressurize air and similar gases to make it flow through a
specific flow path. Generally, electric motors are used for driving fans. Fans consist of
Figure 1 View of motor and propeller of axial fans
12
propeller, motor and body. Propeller and motor are assembled to the body by sheet metal
parts. In other words; body is the carrier of motor and propeller by support sheet metal
parts.
These sheet metal parts can be in various thicknesses, bending types and designs.
They are assembled to each other by welding and / or nuts & bolts to form the fan
body. The fan which is modelled has a cylindrical shaped outer body, 2 horizontal
ground assembly legs, 2 motor support legs and a motor carrying base.
Figure 2 Computer modeled view of axial fan
MODELLING
3 different types of fan body were modelled. For cylindrical outer body, horizontal assembly legs and motor support leg, the sheet thickness was taken as 4 mm. Two
different sheet thicknesses - 4 mm and 5 mm were modelled for motor carrying
base. Various bending angles and extra bendings were tried for motor support leg.
Modelled fan bodies are;
Figure 3 Body structure of bending angles of motor support legs for Type 1 fan body
13
Figure 4 Additional bendings on motor support leg for Type 2 fan body
Figure 5 Type 3 fan body and bending angles of motor support leg
Projection of the motor leg was reflected over the motor carrying base drawing, and
the surface where the force would be applied in the analysis was formed.
Figure 6 Projection of the motor leg on motor carrying base.
14
By use of SolidWorks program, fan bodies whose design and modelling had been
made, were later saved in .SLDPRT format by save as option. This newly saved file
was invited to the program once more, and solid bodies were deleted and surface
bodies were formed.
Figure 7 Surface bodies were formed by deleting solid bodies on the drawing.
Figure 8 Surface bodies which belong to fan sheet metal parts
Surface bodies obtained were then saved as in .STEP format again.
ANALYSIS
ANSYS Static Structural module was used during calculations by finite element
method. Static Structural window was opened within Workbench window which is
15
user interface and three dimensional figure models in STEP format were introduced
to the work page by selecting import.
Figure 9- ANSYS Workbench user interface and display image of Static Structural modules
As galvanized sheet was used at the stage of fan production, structural steel was
selected for the material features of parts for analysis purposes on engineering
data tab.
Figure 10 Engineering data tab where the material features are introduced and material features
16
By opening work analysis file program window where the material features were introduced, sheet thickness features for surface charts were set down.
Figure 11 Sheet thicknesses were given separately for each part
As the sheets would be connected to each other by nuts & bolts method, the holes
on the sheets to be connected were grouped within. For this grouping, Named
Selection was used.
Figure 12 Classification of holes to be bolt on
17
For the surfaces that are in contact, Frictionless contact type was selected. For detached surfaces, Pinball radius was selected for the application of contact type.
Figure 13- Determination of the contact type and the selection of Pinball radius
For nuts & bolts method, Bonded contact type was applied to the edges of the classified holes. As the surfaces with holes were disjointed, it was enabled by use of
Pinball radius that the contacting edges identified each other.
Figure 14- Bolted joint contact type
18
After necessary contacts were identified for fan sheet body model, boundary conditions were set to the problem. For the axial rotation of the fan horizontally, fixed support
boundary condition was identified to the bottom surface of horizontal assembly leg
and the part was fixed in numerical space. The weight of motor and fan was taken as
P = 290 kg and the centre of gravity was calculated in Solidworks program.
Figure 15 Calculation of the centre of gravity coordinates of the motor and fan
The centre of gravity coordinates are as follows; X= 0,14 mm Y= 2,29 mm Z =

-113,08 mm The centre of gravity coordinates took the diameter centre of cylindrical
sheet as reference.
In the definition of force for motor and fan, Remote force option was selected by
taking the centre of gravity coordinates of motor and fan as force application centre
of the force that is 2900N. Motor support leg projection surface was selected as
force application surface.
Figure 16- Definition of boundary conditions on fan body and loads
19
After the definition of necessary boundary conditions for analysis, the process of
meshing was initiated by calculations using finite element method. After meshing,
the mesh quality is as follows;
Figure 17 View of sheet metal parts after meshing and Orthogonal Quality
Figure 18 Aspect ratio after meshing
Figure 19 Skewness distribution after meshing
20
Figure 20 Element Quality after meshing
Figure 21- General view of Fan body after meshing
Figure 22 Motor carrying base after meshing
After the completion of meshing, the problem, to which the boundary conditions and
loads were defined, was solved by use of Solve tab. Meshing and definition of boundary conditions were reformed in line with the body type and load pattern.
21
COMPARISON OF THE RESULTS

1) Strains in Fan Body in Horizontal Loading
Four different analyses are made for horizontal loading. Fan body types and sheet
metal thicknesses in these analyses are:
1. Analysis

Fan Body Type: Type-1

Horizontal Ground Assembly Leg Sheet Metal Thickness: 4mm
Cylindrical Sheet Metal Thickness: 4mm
Motor Support Leg Sheet Metal Thickness: 4mm
Motor Carrying Base Sheet Metal Thickness: 4mm
2. Analysis


Motor Support Leg Sheet Metal Thickness: 4mm
3. Analysis


Motor Support Leg sheet Metal Thickness: 4mm
4. Analysis


Total Deformation of fan bodies
22
Figure 24- Analysis 2 Total deformation of fan body in case of horizontal load
23
In case of horizontal load, deformations of fan bodies over motor carrying base were
observed to be more. In 4 different analyses carried out, the total deformation
values in case of horizontal load are as follows;
1st Analysis: 1,61 mm
2nd Analysis: 0,87 mm
3rd Analysis: 1,56 mm
4th Analysis: 1,55 mm
Equivalent Stress on Sheet Metal Parts
Figure 27- Analysis 1 Equivalent stress on sheet metal parts
24
As seen in figures 27, 28, 29 and 30, the stress is concentrated on motor carrying
base and motor support legs. In 4 different analysis carried out, the maximum equivalent stress values on sheet metal parts are as follows;
1st Analysis: 188,08 Mpa
2nd Analysis: 150,12 Mpa
3rd Analysis: 128,98 Mpa
4th Analysis: 171,36 Mpa
25
Distribution of Equivalent Stress Safety Factor on Fan Bodies
Figure 31 - Analysis 1 Equivalent stress safety factors on fan bodies
26
In analyses carried out for fan bodies in case of horizontal load, minimum equivalent
stress safety factors came out as follows;
1st Analysis: 1,32
2nd Analysis: 1,66
3rd Analysis: 1,93
4th Analysis: 1,45
Distribution of Tensile Stress Safety Factor on fan bodies
Figure 35 - Analysis 1 Tensile stress safety factors on fan body
27
In analyses carried out for fan bodies in case of horizontal load, minimum
tensile stress safety factors came out as follows;
1st Analysis: 1,21
2nd Analysis: 1,47
3rd Analysis: 1,82
4th Analysis: 1,44
28
Distribution of deformation, stress and safety factors on motor carrying base

in case of horizontal loading
Figure 39 - Analysis 1 Deformation, stress and safety factors on motor carrying base
29
In figures 39, 40, 41 and 42, it is seen that the stress that occurs on motor carrying
base is concentrated around motor bolt connection holes. Regional stress and deformations on parts are shown by color dispersion.
30
Distribution of deformation, stress and safety factors on motor support leg
Figure 43 - Analysis 1 Deformation, stress and safety factors on motor support leg
31
In different analyses carried out for horizontal loading, the safety factor was over 1.
The minimum deformation value was observed in the second analysis and maximum
safety factor was in the third analysis.
32
1) Stress on fan body in case of vertical loading

7 different analyses were carried out for vertical loading. The types of fan body and sheet metal
thickness of parts used in the analyses are as follows;
1st Analysis


2nd Analysis


Motor Support Leg sheet Metal Thickness: 4mm (the number of motor connection holes is
reduced)
3rd Analysis


4th Analysis


5th Analysis


Motor Support Leg sheet Metal Thickness: 4mm (bends are welded)
6th Analysis


Motor Support Leg sheet Metal Thickness: 4mm (bends are welded)
7th Analysis


33
Figure 47 - Analysis 1 Total deformation of fan body in case of vertical loading
34
35
In case of vertical loading for fan bodies, it was observed that the motor support leg
was forced to be twisted due to moment effect caused by the load. As per 7 different
analyses, the total deformation values in case of vertical loading are as follows;
1st Analysis: 1,33 mm
2nd Analysis: 1,33 mm
3rd Analysis: 1,18 mm
36
Equivalent Stress on Sheet Metal Parts
Figure 54 - Analysis 1 Equivalent stress on sheet metal parts
37
38
As seen in figures 54, 55, 56, 57, 58, 59 and 60, the stress is concentrated on
motor carrying base and motor support legs. In 7 different analysis carried out, the
maximum equivalent stress values on sheet metal parts are as follows;
1st Analysis: 718,19 Mpa
2nd Analysis: 294,97 Mpa
3rd Analysis: 294,98 Mpa
In case of vertical loading, the equivalent stress was observed to have reached the
highest value in the 1st and 7th analyses.
Distribution of Equivalent Stress Safety Factor on Fan Bodies
39
40
41
In analyses carried out for fan bodies in case of vertical loading, equivalent stress
minimum safety factors came out as follows;
1st Analysis: 0,34
2nd Analysis: 0,84
3rd Analysis: 0,84
4th Analysis: 1,01
5th Analysis: 0,99
6th Analysis: 0,98
7th Analysis: 0,34
Distribution of Tensile Stress Safety Factor on fan bodies
Figure-68- Analysis-1 Tensile stress safety factors on fan body
42
43
44
In analyses carried out for fan bodies in case of vertical loading, tensile stress
minimum safety factors came out as follows;
1st Analysis: 0,35
2nd Analysis: 0,79
3rd Analysis: 0,79
4th Analysis: 0,91
5th Analysis: 0,88
6th Analysis: 0,87
7th Analysis: 0,35
It was observed that the tensile stress was concentrated around the bending edges
of motor support leg.
Distribution of deformation, stress and safety factors on motor carrying base in case of vertical loading
45
46
47
Figure 81- Analysis 7 Deformation, stress and safety factors on motor carrying base
In figures 75, 76, 77, 78, 79, 80 and 81, it is seen that the stress that occurs on motor carrying
base is concentrated around motor bolt connection holes. Regional stress and deformations on
parts are shown by color dispersion.
48
Distribution of deformation, stress and safety factors on motor support leg
49
50
51
In different analyses carried out for vertical loading, the safety factor was over 1 in
the 4th analysis. The minimum deformation value was observed in the 6th
analysis.
RESULT
As a result of static analysis for axial fans carried out by finite elements method as
per 3 different fan body types, various sheet metal thicknesses and different loading
conditions modelled on the computer; it was concluded that Type-2 fan body was
more suitable for horizontal and vertical loading conditions. For horizontal loading,
motor carrying base which is in 4 mm thickness was found sufficient whereas motor
carrying base in 5 mm thickness was deformed less in case of vertical loading.
52
OUR FAN TESTING LABS

It is a great source of pride both within ourselves and for our company to know that
our axial fan performance and motor power curves calculated by using numerical
methods are also confirmed experimentally.
While planning the location and design of test tunnels, the installations were conducted with the foresight of a potential influence from flows outside the channels.
In the disciplines of air craft and mechanical engineering at the levels of bachelor
and masters degrees, the values of fan performance measurement realized by the
expert engineers experienced in experimental aerodynamics were understood to be
in accordance with the verified numerical performance values.
53
2
System Components
Jet Fan Car Park

Ventilation System
Definitions
entilation systems designed for enclosed car parks are planned based on
two basic needs. First need is to discharge gases listed below- which are
hazardous to human health and released by the cars in the garage during
daily use. Second one is to help the evacuation of people and intervention
of fire brigades to the fire and reduce financial damage caused by high temperature
in case of fire.
EXHAUST GASES
Nitrous dioxide
NO2
Carbon monoxide
CO
Benzene
C6H6
Benzo(a)pyrene
BaP
Sulphuredioxide
SO2
Lead
Pb
Carbon
Ozone
O3
CO EFFECT
CO Concentration (Parts Per Million)
Effect
1500
Headache after 15 minutes, faint after

30 minutes, death after 60 minutes
2000
Headache after 10 minutes, faint after

20 minutes, death after 60 minutes
3000
Safe up to 5 minutes maximum, faint

after 10 minutes.
6000
ok ksa srede ba ars ve ba

dnmesi, 10-15 dakikada hayatn
kaybetme.
Acceptable Maximum CO Concentration

World Health Organization 1987
CO Limit
56
For 8 hours
25 ppm
For 1 hour
75 ppm
CAR PARK CO CONTROL

Germany
Required CO ventilation level is 12-16m3/h-m2. This

makes 4 or 5 air changes per hour.
(Garagenveordnungen Der Lnder)
England
6 air changes per hour is required in whole HVAC system

under normal circumstances. 50% of the exhaust points
must be near the ceiling, other 50% must be near the
ground. (Approved document B, Fire Safety, B3 section
11.6)
ABD
ASHRAE 13.3 m3/h- m2 (3.7 l/s-m2)

NFPA 18 m3/h- m2 (5 l/s-m2)
CAR PARK CO VENTILATION

Air Change
m3/h-m3
Fan Capacity per square

meter m3/h-m2
4.0 - 5.0
12.0 - 16.0
6.0
18.0
ASHRAE
4.4
13.3
NFPA
6.0
18.0
England
US
NFPA
CAR PARK SMOKE CONTROL

Removal
of
Smoke
Helping fire brigades

with evacuation of smoke
more rapidly through
ventilation after the fire
is extinguished.
Discharge It is made to help

of
reducing smoke density
Smoke
and temperature level
during fire.
Smoke evacuation
system does not aim to
protect any part of the
car park against smoke
or help peoples
evacuation from
the car park.
Smoke
Control
Helping fire brigades for

locating the source of fire
Controlling fire more
rapidly
Performing required
search and rescue
operations
EXHAUST
EXHAUST
EXHAUST
SUPPLY
EXHAUST
SUPPLY
57
STANDARDS FOR SMOKE CONTROL

BS 7346-7
Components for smoke and heat control, Part 7: Code of

practice on functional recommendations and calculation
methods for smoke and heat control systems for covered car
parks systems.
TS EN 12101
Smoke and heat control systems Part 5: Guidelines on

functional recommendations and calculation methods
forbsmoke and heat exhaust ventilation systems
Part 5: Calculation methods for smoke and heat discharge
systems.
NFPA 92
Recomended Practice for Smoke-Control System
Smoke released from fires in enclosed car parks is very dangerous because it can
move very fast through the partitions in the car park without encountering any
obstacles.
If these partitions are wide and height of the car park is low, smoke free lower layer
depth decreases and smoke spreads in whole car park and it gets difficult to find
the source of fire because of poor visibility.
About ten years ago, enclosed car park ventilation was used to be made by exhaust
of dirty air and supply outdoor air only by use of ducted system or ventilation of
outdoor air naturally. This sytem was also used for the exhaust of smoke at the time
of fire.
The fact that ducted HVAC systems are cumbrous in installation, cost, energy consumption, artitechtual conditions and aesthetics has recently paved the way for jet
fan systems that are more innovative and ergonomic and resulted them to become
more popular and widely used.
Basic Principle in Jet Fan Systems

Basic principle of jet fan systems is directing smoke to the building exhaust openings (shafts) by creating momentum in necessary situations.This type of system
provides advantages in proper distribution of fresh air in the whole enclosed space
and exhaust of this air. This system is composed of main exhaust fans, exhaust
shafts; fresh air fans and fresh air shafts in multi storey car parks, jet fans, CO detector systems, smoke or heat detector systems, smoke dampers, fresh air dampers,
main control panels and other panels.
58
Advantages of jet fan systems over other systems;

Because the only duct line in a jet fan system is the building shaft; pressure losses
in jet fan systems will be less than the other systems. Consequently, power consumption and operating costs of fan motors used in jet fan systems will be less than
the other systems.
In ducted systems, 50% of the exhaust grills are designed at ceiling level and 50%
of them are designed at ground level. Because jet fan systems create high velocity
air flows at ceiling level; heavy gases at the ground level are directed to exhaust
shaft by mixing with the exhaust flow. Taking into consideration that the smoke is
stratified at the ceiling level at the beginning of fire, ducted system will only use 50
% of its capacity. When the smoke reaches the ground, it will not be able to provide
the visibility range specified in standards.
REVERSE STRATIFICATION
VENTILATION
FIRE SOURCE
Another advantage of jet fan systems is keeping smoke under control in case of fire
by partitioning the car park according to the fire scenarios. So, ducted systems can
discharge smoke but cannot control smoke.
Jet fan systems can discharge smoke faster than traditional ducted systems
which typically have 10 air change rate per hour.
Jet fans are only used for directing airflow and reverse stratification if air flow velocity exceeds critical air flow velocity. Because car parks are very wide spaces, airflow
control is much more complicated. Jet fans should prevent smoke from diffusing
transversely through proper design.
59
Jet fan systems should be considered as a whole. Every step concerning the system
should be considered properly and carefully. Proper design, CFD and car park analyses are important steps in systems design. Production, automation and service are
other important steps. Production should be supported by research and
development.
Fire Energy Is Transferred To Smoke
Air Flow
Air Flow
Critical Velocity
60
System Design
2.1. Present Arrangements and Standards in Car Park Ventilation
It is required in our country that smoke exhaust system is used in enclosed
car parks over 2.000 m2. This is stated in article 60 under Regulation on Fire
Protection of Buildings (2009).
1. In order to consider the car parks, which are used for motor vehicles, as open
type, the total opening area must be more than 5% of the floor area. Otherwise,
these car parks are considered enclosed. In open car parks, if the openings are
on both facades, they must be opposing and each opening area must be more
than half of the total necessary opening area. If the openings face an open space
like an areaway, the width of the open space in question must at least be as high
as story height of the car park and for each additional story opening to areaway,
it must be increased at least as much as its half. In enclosed car parks covering
a total area of over 600 m2, automatic sprinkler system, fire extinguisher cabinet
and hose couplings must be present.
2. For enclosed car parks over 2.000 m2, mechanical smoke exhaust system must
be set up. This system must be independent from other systems serving other
parts of the building and provide at least 10 air changes per hour.
As there is no criterion in the fire code of our country regarding the use of jet fans,
Internationally accepted standards should be taken as a basis in matters not stated
in the regulations should be applied. Most known and applied source, Code of
61
62
RESEARCH AND
DEVELOPMENT
DESIGN
CFD
ANALYSIS
PROJECT
DESIGNING
PRODUCTION
TEST
AUTOMATION
COMISSIONING
AFTER SALES
SERVICES
practice on functional recommendations and calculation

methods for smoke and heat control systems for covered
car parks BS7346-7:2006, should be taken as a basis.
As per this standard, on the condition that jet fans are
used in car parks, smoke zones will be properly designed
for safety and automatic fire detection system will be set
up.
In the fire code of Turkey and other standards, it is stated
that 10 air changes minimum is required. However, the
word minimum is generally omitted and 10 air changes
is taken as a standard without the consideration of
design criteria. BS 7346-7:2006 mentions 4MW of fire
load in car parks having a sprinkler system. However, vehicles such as public transport vehicles, minivans and jeeps, carry much more fire loads than what is specified
as a basis. As the usage of plastics has risen in the structure of such todays vehicles, the fire load of these vehicles is at least twice more than the ones determined
for normal vehicles and there are also examples of some vehicles having five times
more fire loads. Also taking into account the materials used in automobile upholster,
the real fire potential will be much higher. While determining the smoke exhaust
rate, 10 air change generally remains insufficient.
The required minimum smoke exhaust theory should be based as per the following
data;
Released heat load
Radiation losses
Ring of fire
Open section beneath the
smoke layer
Supply air temperature
: 4MW
: 25 %
: 12 m
: 1.75 m
: 15 C
As per the specified values, the required minimum smoke exhaust rate is around
60.000 m3/h.
2.2. Criteria to be considered during design

At the stage of designing jet fan ventilation systems, the following points should be
taken into consideration in general;
Exhaust points
Fresh air intake points
Fire load in design
Means of Egress
Fire-fighting (Fire brigades access point to the building)
Car park geometry
Required Fresh air flow rate
Required Exhaust air flow rate
Smoke control
Activation of jet fans
Other factors
63
2.2.1 Exhaust system

One or more exhaust outlets are placed at the points that are believed to be most
appropriate and practical. They are most ideal to be across the fresh air intake and
at the furthest point within the car-park borders. Minimum two parallel fans should
be placed to each exhaust shaft.Exhaust shafts should either be of ferro-concrete or
steel construction. These practices will enable an effective air flow within the car
park.
Big car parks should be divided into zones taking into account the standardized boundaries and geometry. Each zone should have an exhaust shaft. These exhaust
shafts should be away from the zone borders if there is not any physical division in
between the zones. As per BS, zone border should be 2.000 m2 in sprinkler free
systems and 4.000 m2 in systems with sprinkler.
2.2.2 Fresh Air Supply

The car parks should be designed in a way to supply fresh air. In single storey car
parks, ramps usually supply this need. Fresh air supply enables the ramps that are
exposed to high concentrations of poisonous gas released due to traffic to be efficiently ventilated.
In multi-storey car parks, alternative ways are being developed for fresh air supply.
For fresh air supply in these car parks, holes for fresh air shafts are born on walls
and fans are placed inside the shafts.
2.2.3. Fire load calculation

Fire load calculation is an important factor for creating a realistic design and calculating a reliable ventilation flow rate.
It is generally accepted that 4 MW of energy is released from a car fire at peak heat
release rate. However, as stated earlier, some vehicle types have much more fire
loads than this.
2.2.4. Means of Egress

The emergency exit points and access route of fire brigades should be determined
at the stage of designing. To avoid exposure to smoke in emergency exit and fire
brigade access points, these points should be well identified. During jet fan distribution and localization of shafts, this factor should not be overlooked.
As shown in Figure 1, smoke is controlled at the time of fire in order to keep the poisonous gases away from the emergency exits and through that way, fresh air is preserved in bigger part of the car park.
64
This is one of the main differences that distinguish the ducted systems from jet fan
system. Ducted systems discharge the flue gases from the grills located both low
and high. Jet Fan Systems, on the other hand, different in principle provides a better
smoke control with the help of jet fans.
FRESH AIR
Figure 1 General view of the jet fan smoke exhaust systems
Ducted System
50 % suction from
upper section
50 % suction from
lower section
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2.2.5. Fire-fighting
Rendering the access of fire brigades to the building as well as their fire-fighting
efforts possible is the key factor of a car-park ventilation system. Regardless of
where the fire breaks out, the design of the building should allow the fire- fighting
teams to find at least one access point not affected by the smoke. So, by keeping
the visibility range at sufficient levels, it is enabled that the fire brigades approach
the scene safer and intervene in a more cautious way.
Ducted systems that can be identified as traditional cause the visibility range to
be at limited levels by letting smoke spread to all parts of the car park, so it hinders
human escape and fire brigades reach to the fire point as well as their intervention.
With the help of an exhaust flow rate calculated by taking the engineers approach,
jet fan system can control the smoke regardless of car park size. This will make both
the reach of emergency exit points and the access and intervention of fire brigades
possible.
2.2.6. Fresh Air Flow Rate

Fans inside shaft supply required amount of air and keep the CO concentration
inside the car park at a specific rate depending on the level of poisonous gases released due to vehicle traffic inside.
The highest CO concentration allowed by World Health Organization (WHO 1987) in
order to create a healthy environment inside the car parks is;
75 ppm for 1 hour
25 ppm for 8 hours
In German Standards (2004), this rate is declared as 50 to 60 in average for a 15
minute long period. In English Standards (2006), it is 30 ppm for 8 hours and cannot
exceed 90 ppm on ramps and holes for 15 minutes. The practice in our country is
close to German Standards.
Under normal ventilation conditions, air flow rates can be set as 3 air changes per
hour at the times when vehicle traffic is not intense inside the car park. The number
of jet fans that are controlled as per the level of poisonous gases inside and the quantity of flow rates can be diversified.
The air change as per BS 7346 Standard for daily ventilation:
Single storey car park volume - 6 air changes per hour
For daily ventilation, 4 to 5 air changes is applied per hour in our country.
The cycle of the jet fans identified by the fresh air quantity supplied depending on
the smoke release and the exhaust quantity during fire is switched by means of
sensors. Fresh air supplied during smoke exhaust/discharge circulates all through
the fire zone by means of jet fans which are located according to the previously determined fire scenario. By this way, the smoke is carried to the shaft dampers.
However, it is important to state that the shaft dampers only at the fire zone should
be open at the time of fire. The closed shaft dampers on other floors will prevent the
spread of smoke to these floors.
66
Region-1
Region-1
Region-2
Region-2
Region-3
Region-3
Fire
Control
System In
Region 2
Region-1
Region-1
Region-2
Region-2
Region-3
Region-3
Region-1
Region-2
Region-3
67
2.2.7. Smoke Control

Smoke exhaust system is set up in order to evacuate the people in the car park at
the time of fire before they are harmed by the smoke, increase the visibility range of
the fire brigades who arrive at the scene of incident and prevent the temperature
rise within the car park.
As a basic guide, in order to keep the smoke under control, it should be discharged
with the exhaust capacity as much as the least released smoke flow rate. Fan capacities should be determined based on this criterion for car parks and zones less than
2000 m2 rather than 10 air change.
The smoke is directed to the exhaust point through an air corridor by the jet flows
created by the jet fans. At the time and after the exhaust system and jet fans catch
the smoke, a smoke corridor will be formed.
Jet fans to be activated at the time of fire depend on the zone where the fire breaks
out. The information provided through the fire detection system helps the fans
control the smoke flow.
The activation of all the jet fans available or many in numbers causes excessive and
unbounded air flow also overloading the shafts. So, the car parks are divided into
zones having proper smoke control within in order to avoid the unnecessary functioning of jet fans in big car parks.
This principle is generally figured in Figure 2.
Figure 2- Zone functioning principle in general
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Air velocity in the corridor should be designed in a way to overcome the buoyancy
force the smoke was exposed to due to fire load. For this case, a nominal load of
4MW is taken into account. As all the air exhausted from the car park will flow in the
smoke corridor, it will also have a significant cooling effect on the flue gas. This way,
the fire damage caused by the flue gas will be reduced to a certain extent.
The width of the smoke corridor depends on a number that changes based on factors
such as the height of the above of the car park beam, number of the beam and
depth of the beam, size of the car park and car park geometry.
Taking the factors affecting the width of smoke corridor as a basis; velocity related
with the height of the above of the car park beam is required for the control of the
flow created by a certain fire load. Taking this into consideration, the air flow volume
to be exhausted from the car park will need to be calculated depending on the fire
conditions. This is figured in Figure 3.
Figure 3- Smoke corridor
69
Figure 4- Protection of floors where there is no fire
2.2.7. Activation of Jet Fans

At the time of system design, the below listed criteria should be taken into consideration in order to ensure reliability.
Fan impulse
Distance between fans
Number of fans
Exhaust flow rates of fans in shafts
Smoke displacement quantity
Location limits
Jet fan impulse enables the movement of 8 times more of the air than the quantity
passing through the fan. As a result, the unnecessary usage of fans will render the
system useless as mentioned earlier. The usage of limited number of fans, on the
other hand, will remain insufficient for the systems control of the air flow.
With regard to location limits, they affect the aerodynamic performance of the
system in forecasting the intervals in between and numbers of jet fans to be placed.
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Other Factors to be taken into consideration in project designing

1. Smoke exhaust shafts should be positioned as per the fire escape stair
locations.
2. During the positioning and directing of jet fans, it should be paid attention that
the entrained smoke will not affect the fire escape stairs and escape corridors
and not enter the safety halls and stairs due to dynamic pressure.
3. In jet fan systems, exhaust discharge fans should immediately become active to
enable the required smoke discharge. After the evacuation of the people from
the car park, jet fans should be activated to direct the smoke to exit points.
The duration of this process depends on one or a few factors;
The geometry and size of the car park
Location and number of jet and discharge fans
The number of people present in the car park
Location and number of exits
This time period is generally considered as 3 minutes.
4. The air velocity should not exceed 5 m/s in exit routes and ramps. Exceeding of
air velocity limit may hinder the peoples escape.
5. Main exhaust fan capacity should be divided into two and connected to different
power sources. If any problem occurs, at least 50% of the system will be working
this way.
6. Intake openings used for natural ventilation should be sufficient, there should be
no smoke recirculation and air should be well distributed. The maximum inflow
velocity should be 2m/s.
7. If the jet fans are placed on car park ceilings vertically over the vehicles, the efficiency is 55 % whereas when placed horizontally on the driving corridor ceiling,
the efficiency is 90 %.
8. In order to prevent the attraction of airflow to the ceiling (coanda effect), reflectors are used in order to keep the air away from the ceiling.
DORU
YERLEM
RIGHT PLACEMENT
WRONG PLACEMENT
CORRECT PLACEMENT
RIGHT PLACEMENT
WRONG PLACEMENT
71
9. In open car-parks, dead spots can be eliminated by supporting the natural ventilation by jet fans.
10. Due to low ceiling height in underground car-parks (around 2.5 meters), it should
be taken into account that the smoke may spread to the whole floor in a very
short time in case of fire.
11. During the sizing of the fan group, pressure drop that occurs in the entire system
starting from the fresh air intake until the exhaust point should be taken into
account.
12. Beams or any other obstacle on the ceiling should be taken into account while
placing the jet fans. These obstacles cause turbulence by developing resistance
to airflow.
DISTANCE OF
SUCTION SIDE
DISTANCE BETWEEN JET FAN

AND CEILING
DISTANCE TO BEAMS
13. Necessary precautions should be taken for the obstacles close to jet fans. The
beams and columns should not prevent the smoke from spreading along and
not cause turbulence. For the highest performance of fans, the distance
between the nearest beam/wall and fan should at least be 0.5 m at the fan entrance and 2 m at the fan exit. Beam height should not be more than 0.4 m. In
case of otherwise, the fans should be hung down or the distance to the beam
should be increased.
14. As the installments such as springs, trays etc. pass underneath the beams, mounting of jet fans adjacent to the ceiling does not provide an advantage in terms
of benefiting from the car park height. So, the bottom surface of the jet fan
should correspond to the bottom surface of the installment which is closest to
the floor.
15. Reflux of the smoke should not exceed 10 m.
16. Through jet fans, the air can be carried 20 to 80 meters away.
17. The size and number of jet fans depend on the purpose of use; whether it is for
smoke exhaust (CO) or smoke control.
18. At the stage of design, it is necessary to foresee the probable refluxes in case
of smoke. The refluxes extend the exhaust time as a result of the adverse direction of the smoke aimed to be discharged. The unwanted flow of smoke is also
a factor that affects negatively the escape of people and fire-brigades intervention. There is also the risk of smoke entering the unnecessary areas and damaging the building components in vain.
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Why do the refluxes occur?

After the smoke is first directed from the jet fan, displacement increases due to a
couple of environmental factors mentioned below and momentum effect of the fan
over the smoke will be less. As the smoke moves away from this jet effect, an irregular flow will appear and start to spread. So, the arrangement of the jet fan distribution from this angle at optimum level is an important factor.
At design stage, foreseeing refluxes requires experience on CFD programs rather
than knowledge on fluid dynamics. The intervention of the designer will be more possible after using the related CFD equipment.
In order to enlighten this subject, it will be useful to mention a research carried out
at Heat and Combustion Engineering Department of Ghent University.
As per this research, the following findings were obtained;
d= a(vcr-vin)
0 m < d < 15 m.
So, reverse stratification distance is related with the critical velocity, feed rate and
a.
a= 111qc
qc: convective heat transfer per unit area
d: reverse stratification distance
The following findings were obtained for critical velocity;
It increases parallel with the area of the source of fire
It increases parallel with the convective heat transfer quantity per unit area
It increases parallel with the car park height
It slightly decreases as the width of the car park increases
These situations will naturally go parallel with the horizontal reflux distances. In order
to avoid refluxes, it is necessary to correctly arrange the horizontal and vertical distance between the jet fans. As stated, this changes based on the thermal power of
the heat source, car-park height and width. The change of critical velocity with the
heat flow is shown below. The width here is 16 m and height 2.4 m.
Vcr,in (m/s)
2.6
2.2
1.8
1.4
1
0
500
-N
conv
1000
1500
(kW/m )
2
AF = 26 m2 - Dh = 2.4 m - w = 16 m
Figure 5: Change of critical velocity with the heat flux
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Design Control Stage

CFD Analyses
3.1 CFD (Computational Fluid Dynamics) Cold Flow Analyses and

Smoke Spread Analyses
In the system in which the design stage is over and commissioning stage is next, performance evaluation of the system is made with the help of Cold Smoke Tests. In
this test; smoke tablets and smoke generators are used to observe smoke discharge. However; if the system fails this test, a problem such as observing the system all
over again might be faced.
Consequently, simulating the test is a better choice than performing it in real life with
designed and constructed system. This will obviously be beneficial for the investor
in terms of time and cost.
If we are to comment on the car park volumes taking into account that there are cars
inside either moving or parked in, they have an irregular flow path. The fluid which
gained momentum by jet fans is exposed to various surface tensions (in other words
friction forces). In this point of view, it may not always be possible to predict fluid
movements without performing CFD analysis.
When interpreting cold flow analyses results, the system should meet the following
criteria in evaluating system performance:
Conformity of jet fans to main flow space
Suitability of shaft locations
Preventing refluxes as much as possible
No clearance
System should meet the occupant comfort in terms of shaft air flow velocities
Pressure gradient should not be higher than zero (in terms of refluxes)
In addition to fire smoke discharge analyses;
Smoke mushroom cloud diameter should not exceed 10m
Jet fan should make cooling effect (to prevent harmful effects of smoke on building structure)
Smoke should be diluted in terms of displacement (Poisoning effect of smoke
should not affect places in high displacement values smoke is poisonous over
100ppm)
Range of vision values should be in acceptable levels.
3.2 Computational Fluid Dynamics (CFD) Steps

In order to evaluate the results when system is constructed and to verify the system
design; car park flow analyses are performed after pre-planning period. CFD process
74
is performed for optimizing the system and locating clearances if any. Design steps
are as follows;
After two dimensional design, three dimensional solid geometry is built. Solution is
made after identifying the analysis values required for parameter value solutions
such as meshing, flow space in steady state or time dependent numerical web, solution of flow equations in enclosed space; flow velocity, pressure, temperature, local
mean lifetime and smoke distribution and concentration, flow rate in any crosssection, sufficiency of ventilation, performance of any fan in working conditions etc.
By display and complete analysis options, problem solving results are revealed in
a clearer way.
75
t = 240 s
t = 240 s
t = 240 s
76
3.3 Cooling Effect of Jet Fans

Below are some figures that we believe might be useful. We conducted a study to
prove that jet fans also had a cooling effect. According to this study, the temperature of smoke which drifts throughout the space can be reduced down to 30C.
Consequently, sprinkler equipments which are far from the fire will not be activated
and will be prevented from operated in vain.
Figure 6 Smoke temperature gradient
Figure 7 Smoke temperature gradient
77
Figure 8 Space Temperature Distribution
78
3
System Components
Jet Fan Car Park Ventilation

System Definitions
n the scope of car park ventilation and smoke exhaust systems; car-parks are
designed reqiuring the usage of Jet fan ventilation systems, which leaves out the
necessity of a duct within the car parks, combined with Jet Fans, Axial Exhaust
Fans and Fresh Air Fans.
The system works with the control of jet fans in sufficient numbers, as combined with
the usage of main axial exhaust fans in proper capacity, according to sensed CO concentrations and smoke signals, from a programmable main control panel, in line with
the flow chart which had been determined earlier.
Control panel should be programmed according to the quantity of airflows/ventilation necessary in car park to provide a healthy and safe environment for daily ventilation and ventilation in case of emergency/fire situations.
All the equipment and services provided below including detailed engineering
studies, project management as described below should be perceived as the inseperable parts of Car Park ventilation system with Jet Fans.
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Main Components of Jet Fan Systems
System Control Panel
Control panel is responsible for the operation of all the

mechanical equipments (axial fans, jet fans, smoke/
air dampers, doors etc.) of the system in compliance
with the scenarios identified to PLC (Programmable
Logic Card), according to the signals coming from all
carbon monoxide sensors and/or fire/smoke detection systems.
Jet Fans (In floor ceilings)

Jet fans are ventilation equipments which are responsible for transferring the high velocity of air present in car
park, have sound absorbers at suction and discharge
sides and are assembled to the ceiling. They are responsible for circulating air through all the sections of car park
by moving air in small volumes in high velocities and consequently creating a low pressure area near the ceiling of
the car park.
Capacities, sizes and numbers of equipments required to
be used can vary depending on the geometry of car park,
suppliers and types of these equipments. Jet fans come
ready for assembly process with assemble legs and all
accessories from the supplier.
Axial Fans (for exhaust and/or fresh air

requirement)
Main duty of the axial fans is the discharge of dirty air
and/or fire smoke from the car park and supply of
fresh air from outside required for the car park.
Capacities and power values of axial fans are calculated according to the exhaust and fresh air flow rates
specified by local car park fire and ventilation codes.
The fans and accessories selected according to these
calculations are typically supplied as demounted.
These should be assembled properly in the field.
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Storey Dampers (axial fan dampers, wall

dampers)
Air/Smoke dampers are located in ventilation shafts
and are responsible for the circulation of exhaust and/
or fresh air between storeys.
Sound absorbers (round type,

offstage type)
Sound absorbers are responsible for reducing
the noise generated by main axial fans to the
desired sound levels. They are located in inlet
and outlet of axial fans.
Supplementary and subsidiary equipments

(fire doors and screens, hooters, warning
signs etc.)
Various supplementary devices can be used for increasing the safety level of the system.
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Detection accessories which ensure smooth operation of ventilation

system:
Fire/Smoke detection systems
Thanks to fire /smoke detection systems, it is possible to immediately detect fire or
a smoke source in car parks and put fire safety sytems into use. Sensors are distributed and addressed in car park according to the related codes.
CO detection systems
By means of CO detection systems, air pollution inside car park can be measured at
any time. In line with these measurements, ventilation system works in various capacity levels as per the need. So, ventilation system works with part load when the
car park is not fully used whereas it works with full load when the car park is full.
Sensors are distributed and addressed in car park according to the related codes.
These components and information flow among them are demonstrated below.
Smoke/Fire
detection system
Power supply
CO Detection system
Control Panel
Smoke dampers
Jet fans
Axial fans
Fire doors, Fire screens,

Hooters, Visual warning
signs etc. Supplementary
equipments
83
Definitions of System
Components
1. Axial Type Smoke Exhaust Fans (300C, durable for 2 hours)
General features which axial type smoke exhaust fans should have are listed below;
Fan body should be larger than gear and motor group.
Fan body should be manufactured from hot-dip galvanized steel and fan hub
should be manufactured from cast aluminum.
Fans should conform to the temperature and endurance values (300C and 2
hours of duration) specified in EN 12101-3.
Fan motors should have the certificates which show that they conform to fire resistance class.
Isolated with ISO-H and in IP 55 protection class, fan motor should be single or
double speed IEC type motor. Fan and motor combination should have temperature endurance certificate (Standart EN 12101-3)
Fan blades should be assembled in correct angle with the hub which can meet
the required air flow rate. They also should be balanced statically and dynamically according to DIN ISO 1940-1.
Fan body linkage components and motors should have the implementation flexibility for horizontal and vertical assembly.
In cases that the sound levels of fans are considered critical, they may also be
supplied with sound absorber body (with double casing, 50 mm rock wool isolation and shell type body).
All the accessories which are used with these fans should endure specified
maximum operating temperature.
There should be inspection hatches in the body of these fans which enable
access to motor and make wiring easier.
There should be a terminal box coupled on the fan which has high temperature
endurance and manufactured from aluminum. Fan motors should be in IP55 protection class.
Power switch box connectors should be manufactured from ceramic.
Fan assembly supports and spring vibration isolators, which are suitable for horizontal and vertical assembly, should be supplied with the fan.
2 asbest free, fire proof flexible duct connection components and their accessories which support the connection between fan and ducting should be supplied
with each fan.
On the condition that the air reverse-returns when the fan is not working or one
of the parallel mounted fans is working, and if the suctioning of air over the nonworking fan (by-pass) is mentioned in the project ; back draft damper moving
with the air flow should be mounted to the air outlets of these fans. If these
dampers are required to be motor driven, one piece of micro switch should be
placed on the damper in order to see if it is completely open and the axial fan
should not be activated before the damper is in completely open position. (except
for emergency situations)
Unless otherwise specified, selected fan maximum rotational cycle should be
1475 rpm.
Power supply should be 380V/50Hz/3 phase
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2. Axial Type Fresh Air Fans

General features of axial type fresh air fan are:
Fan body should be larger than gear and motor group.
Fan body should be manufactured from hot-dip galvanized steel and fan hub
should be manufactured from cast aluminum.
Fan blades should be assembled in correct angle with the hub which can meet
the required air flow rate. They also should be balanced statically and dynamically according to DIN ISO 1940-1--Fan assembly supports and spring vibration
isolators, which are suitable for horizontal and vertical assembly, should be
supplied with the fan.
There should be inspection hatches in the body of these fans which enable
access to motor and make wiring easier.
Fan body linkage components and motors should have the implementation flexibility for horizontal and vertical assembly.
In cases that the sound levels of fans are considered critical, they may also be
supplied with sound absorber body (with double casing, 50 mm rock wol isolation and shell type body).
On the condition that the air reverse-returns when the fan is not working or one
of the parallel mounted fans is working, and if the suctioning of air over the nonworking fan (by-pass) is mentioned in the project ; back draft damper moving
with the air flow should be mounted to the air outlets of these fans. If these
dampers are required to be motor driven, one piece of micro switch should be
placed on the damper in order to see if it is completely open and the axial fan
should not be activated before the damper is in completely open position. (except
for emergency situations)
Unless otherwise specified, selected fan maximum rotational cycle should be
1475 rpm.
Power supply should be 380V/50Hz/3 phase
3. Jet Fan (300C, durable for 2 hours)

Jet fans should have a body manufactured from hot-dip galvanized steel and
should be in form of axial fans.
Fans should conform to the temperature and endurance values specified in EN
12101-3.
Inlets and outlets of jet fans should have a sound absorber and bodies of jet fans
should be manufactured in one piece form.
According to DIN ISO 1940-1 norm, it will be statically and dynamically balanced
at Q=6,3 quality.
With ISO-H isolation and at IP55 protection class, single speed IEC type motors,
which are suitable to run with double speed or frequency convertor, will be used.
Together with the fan and motor combinatoion, it should have temperature endurance certificate (EN 12101-3 standard).
Assembly supports should be assembled to the fan body.
Directing blades made of galvanized steel should be existent at the air outlet of
the fan in order to direct the airflow.
Fan motor should be 3 phase IEC motor and of efficiency class IE2, insulation
class H, protection class IP54. The front connections of the motor exposed to air
current with the terminal box outside the body should be made. The cable channels should be made of steel and convenient to function under ambient temperatures. Terminal box protection class should be IP65 and motors should either
85
be double or single cycle. For the ease of assembly, there should be support legs
on the fan body.
After the jet fans are hung in place and in case a motor intervention is required,
the jet fans should have a sliding motor assembly eliminating the need of taking
the jet fan down.
In order to avoid any foreign material to gain access inside the fan, protection
grid should be mounted over the fan inlet and this grid should be made of ganvanized steel wires.
4. Storey Dampers
Smoke dampers, which are commanded by car park ventilation/jet fan system
control panel, has multiple fan blades and suitable for operation in high temperature levels. Drive on/drive off and off position should have an indicator, the length of
a single blade should not exceed 2.0 m, the thickness of blades should be 1,50 mm
minimum and airfoil. Damper frame should be manufactured from galvanized sheet
metal.
To two position damper servomotor and damper-servomotor link mechanism, all
kinds of accessories serving for the intended purpose are included even if it is not
mentioned here.
Frame should have a flange which allows damper to be directly mounted to the wall.
Damper blades are moved by a servomotor which is connected to its body.
Servomotor and its mechanism are placed in an independent partition in the damper
body.
5. System Control Panel

Jet fan ventilation systems should be designed central control panel (if defined,
support control panels) and a PLC programmed according to an operation algorithm
during project phase, and operate with car park CO and smoke detection systems
integratedly.
Storey dampers, fresh air fans, jet fans and exhaust fans should be controllable by
these control panels according to the fire scenario which had been determined.
Main MASTER PANEL should be located in automation room and by using this panel;
conditions of zones and faults of systems in the zones should be tracked.
For the control of all the system components and panels from a single centre, the
car park may be watched, commanded and controlled through a computer to be
located in an area outside the car park and a screen connected to it.
Frequency converters of main shaft and jet fans should be located inside theses
control panels. The control points for Jet & Axial fans, which are to be controlled by
means of frequency converters, are listed below;
Operating information
Fault information
Control in desired cycle rate between 0% - 100% - proportional control
Rotation selection (For bi-directional fans)
Reporting on Operation duration
Maintenance time alert
Motor over loaded alert
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Motor stopped alert

Low voltage alert
High voltage alert
Grounding fault alert
U/V/W phase for each (grounding short circuit information)
Phase U-V, U-W, V-W short circuit information
For motorized smoke dampers;

Full open information
Control
For other systems
Carbon monoxide alarm (2 grades and if desired more)
Fire alarm information
There should be a Fire Situation Reset push button on the body.
There should be light indicators showing Stand-by / Fault / CO modes.
Features which control panels should have;
TUV or equivalent approval
CO-sampling sensors
All required system control modes and communication BUS interfaces
Coordination and protocol equalizations with Garage Fire and Smoke Detection
System, which are not within the scope of this specification but will be supplied
and mounted as part of Electric Work
Each zone on the master panel can be activated manually.
Panels should be able to control all the equipments, shaft fans and jet fans in
the system one by one as independent from each other, at the required speed
and direction and in a way that they can be programmed at different times. PLC
software should be written in that respect.
All system components and fault signals should be tracked by a touch-operated
LCD screen which is located on master panel.
Related automation software, all internal and operational diagrams, related
programming,
Fire situation reset push button
Light indicators of Stand-by / fault / CO modes
Timer for controlling CO ventilation
There should be dry contacts for the ones listed below:
For CO detection system
For fire alarm system
For system tracking by BAS (Stand-by / fault / CO / Fire etc.)
Related automation software, all internal and operational diagrams and programming should be supplied with control panel.
Maintenance switches:
In order to be able to de-energize during maintenance, there should be on and off
maintenance switch on the jet fans. If there is lock switch on the control panel for
jet fan, there might not be an extra maintenance switch.
With the fire signal, it should be enabled that fans are constantly run at high temperature by by-passing the frequency convertors and thermic protectors on the panels.
It should be possible to observe all the system components through a touch screen
of LCD panel on the Master panel and intervene.
87
6. CDF (Computational Fluid Dynamics Stimulation)

For achieving smoke control in a closed space, project design is made according to
air volume to be exhausted, shape and size of car parking garage, jet fan selection
determined by shaft locations. Project is supported by computational fluid dynamics
analyses. It is examined by the simulations generated by these analyses which focus
on discharge of exhaust gases in building in daily use or in case of fire. This way, the
behaviour of air flow and smoke exhaust in a real case can be foreseen.
In order to verify the project studies on jet fan ventilation system and ascertain the
position of jet fans in a sensitive manner, 3D model of the car park in question
should be formed and computional fluid dynamics stimulation should be done under
the defined conditions. Stimulation should be done through CFX, CFDesign or similar
internationally known software. The number and location of jet fans should be optimized depending on the stimulation results.
As a result of this study;
Details of air flow to appear within the car park
Air velocity profiles
Smoke distributions should be presented with detailed reports.
In a fire scenario, the following analyses should be made:
Smoke concentration at ceiling level, visibility range and air movements
Smoke concentration 1,5 meters above the floor, visibility range and air
movements
Heat distribution within the car park at the time of fire
For daily ventilation, the following analyses should be made;
Distribution of air velocity and air movements 0,5 meter above the floor
Distribution of air velocity and air movements 1,5 meters above the floor
Distribution of air velocity and air movements 2,0 meters above the floor
Details of air flow details to appear within the car park
7. Commissioning and Delivery

All electrical data, current values consumed by the fans at various speeds, sound
levels, air volumes should be measured and presented as a report. The software on
the control panel should be checked and necessary settings/revisions should be
made according to field measurements. Whether the system scenario is realistic or
not should be checked and necessary corrections should be made. Cold smoke test
should be carried out at different floor and zones and the functionality of the system
should be confirmed. All the results should be presented as a report.
88
4
Project Management
Period
1. PREPARATIONS FOR ASSEMBLY

2. ASSEMBLY
Assembly safety
Mechanical assembly
Controls on jet fans prior to assembly, jet fan assembly
Controls on axial fans prior to assembly, axial fan assembly
Mechanical assembly of dampers and sound absorbers
Electrical equipment assembly
Automation panel assembly
Wiring assembly
End connections of panels and fan motors, connection of jet fans to grid circuit
3. COMMISSIONING
Start up
System control panel

Controls on jet fans before start-up
Controls on axial fans before start-up
4. TEST
System mechanical tests

Sytem electrical tests
System functional tests
Smoke test
Cold smoke test
Hot smoke test
CFD test
Real fire test
5. PERIODICAL CONTROLS AND MAINTENANCE
90
Preparations before the

Assembly
efore giving a start to the assembly, it is very important to go through the

following tasks. First of all, necessary assignments should be made within
the supplier and project officer should be designated. This project officer
will be in close communication with the customer at all the stages of
system set-up in the field until the end of the project and will be responsible for the
smooth commissioning of the system.
Visits should be paid to the field and during these visits;

General observation should be made about the field,
Exhaust shafts and fresh air intake points should be checked,
Jet fan assembly locations should be checked
Ventilation shafts exhaust and fresh air points should be checked, their sizes
should be measured and compared with the values in the project, constructional
condition of the shaft should be checked. If gaps are planned to be left for
natural air ingress, their sizes and locations should be checked. The discharged
air should be prevented from going back in.
The details not shown in the project should be checked in the car park;
Openings not visible in the plan, possible by-pass points,
Obstacles, extremely low beams and/or curtain walls,
Locations, directions and structures of ramps and/or vehicle entrance/exit
points openings
Structure of shafts, especially the shaft inlets opening outwards should be
checked.
The locations of air dampers to be put in shafts should be checked.
Attention should be paid to the release points of exhaust air to the atmosphere
Scenarios for the daily and emergency operations of the system should be determined. After this, all will be programmed to PLC (Programmable Logic Card) by the authorized control panel manufacturer. For the proper setting of this scenario, a systems
flowchart should be prepared by the supplier. This chart should be shared with the
customer and project officers. The supplier should also check the types of energy
cables that will command the project equipment and make the necessary warnings
ensuring the usage of correct cable types in the field. Otherwise, although the field
equipment is fire resistant, the whole system may lose its function at the time of fire
due to the usage of incorrect cable types and that the cables are not fire resistant.
It should be born in mind at all stages that jet fan ventilation

system is a fire safety system.
91
Assembly
Assembly Safety

92
Fans should not be assembled in explosive and hazardous areas.

Protective foil on jet fans should be removed only after jet fan is assembled in
its place.
Against all involuntary actions, precautions should be taken at the time of assembly to avoid the rotation of blades.
General safety rules should be taken into account against all probable accidents.
Against involuntary operations, main switch should be turned off.
Fans should be lifted and carried by means of proper lifting and transport
vehicles.
During lifting and transport, one should not stay under the load in case of probable accidents caused by the sliding and falling of the equipment.
The assembly should be done by the authorized and competent staff meeting all
the requirements of the process.
All the system obligations and specifications should be fulfilled by the system
builder and implementer.
For all kinds of operations, precautions should be taken against the rotation of
blades in case of any inattentive behavior.
While watching the rotation of fan rotor, safety glasses should be used.
Safety parts (motor protection, safety grid etc) should not be demounted and deactivated. It should be checked as to whether they are in place and correctly
mounted.
MECHANICAL ASSEMBLY
Controls on jet fans before assembly

After jet fan is unpacked, it should be checked before mounting as to whether
any damage is sustained during transportation.
Jet Fan Assembly

Position of jet fan mounting should be in compliance with the project. If there is
anything non-conforming /against the project, the project officers should be informed and made aware accordingly. Necessary measures should be taken in
the field.
Jet fans can either be directly mounted to the ceiling or hung by a suspension
system depending on the structure of the ceiling.
Jet fan should be mounted as in balanced and proper state should not oscillate
and cause tautening of the body, jet fan blades should be prevented from
rubbing the body.
Jet fan mounting holes should first be marked on the ceiling by use of a template and then drilled.
Anchor bolts should be screwed well and balanced.
Jet fan carrier rails are recommended to be mounted to the ceiling by use of
minimum M8 screws.
If there are obstructions in the direction of jet fan air outlets, jet fan should be
levelled down and/or horizontally moved. All changes should be noted to the
project and reported to the project officers.
The lengths and diameters of carrier should be sufficient and the weight of the
jet fan unit should be distributed equally on the carrier.
Jet fan body should be protected against any deformation throughout the assembly process.
Jet fan should be within reach for maintenance works.
93
Controls on axial fans before assembly

After the axial fan is unpacked, it should be checked before mounting as to
whether any damage is sustained during transportation.
Axial Fan Assembly

Local laws, standards, norms and rules should be taken into consideration.
If the fan is mounted outdoors, rain water should certainly be prevented from
gaining access into the fan or the isolation. Flexible connection should be used
in round sound absorber connection of fans. This is generally a well-accepted
practice.
Vibration isolator should be placed beneath the fan carrier legs in order to avoid
active and passive vibration.
It should be ensured that the fan mounting location is convenient for maintenance works.
Mechanical Assembly of Dampers and Sound Absorbers

Motorized dampers should be selected, because the automation will be turned
on and off automatically in line with the data received from the system as required by the program.
On and off must be as fast as possible (3 15 seconds)
There should be no object hindering the movement of blades. Control and
change of the electric motor should be taken into consideration at the time of
assembly.
Sound absorbers should be mounted to the exhaust fan by flexible connections
and their weights should be on the floor by use of carrying legs independent from
the fan.
ELECTRICAL EQUIPMENT ASSEMBLY

Automation Panel Assembly
Automation panel should be located on a carrying base as stated in the project.
Automation panel should be at a different location.
ATTENTION! If the fan is to be operated as connected to the fire alarm system, all
the electrical protections of fan motor including PTC (thermistor) should be deactivated at the time of fire.
Wire Harness Assembly

Hot-dip galvanized cable ducts should be used for electric cables and these
cables should be properly installed through these ducts.
Data cables should not be installed in the same duct with the energy cables.
Energy cables have a negative effect on the transmitted data.
All kinds of cables should be addressed in a systematic way and labeled with a
durable material.
Cables should be selected as per the conditions of fire code in practice.
94
The cables should be in one piece with no joints from the supply point until the
receiver.
Making the end connections of panels and fan motors

1. Panel modules should be connected by mechanical assembly and mounted to the
floor over a carrying base.
2. The inlets to the panel and end connections of coupling wire between all kinds of
supply, power, control and dead cables that reached the panel and panel modules
should be made in a safe and tight manner.
3. The inlet joints and end connections of fan motor cables to terminal box should
be made by use of flexible end connectors, cord end terminal and cable terminal.
4. Terminal box covers should be closed, nuts including sleeve nuts should be
screwed tight enough.
Connection of Jet Fan to Grid Circuit

Connection should be made by licensed electricians.
After the completion of connection, connection box cover should be tightly closed,
dust ingress or moisture should be avoided.
Electrical data are present on the identification plate of the jet fan. Jet fan should
be connected to the grid circuit with a 4 core, noncombustible, nonflammable,
heat tolerant cable that is also of good quality without any addition made.
Electric cable should not be in contact with the jet fan body or attached.
95
Commissioning
Start-up
System control panel
The location of the control panel should be kept closed against the entry of any
personnel but the competent ones. To ensure this, the area should be furnished
with all kinds of security and warning signs.
Thermal switch current settings in the panel should be made in accordance with
the nominal currents of fan motors.
The connection points of all the equipment in the panel, contactor, terminal and
digital / analog inputs should be checked once more and the connecting screws
should be tightened if necessary.
Functional checks of control panel ventilation system and covers should be made.
The location of control panel should be free of moisture and dust.
Controls before the start-up of jet fans
The following controls should be made;
There is not any foreign material on the jet fan or within the sound absorber and
protective members are in place
Electrical connections are in accordance with the wiring diagram and electrical installation codes in practice
There is nobody in front of the jet fan when it first runs for the sake of prevent any
free parts that might have remained inside from popping out causing injuries.
After the above controls, jet fan is run for a short while and stopped to check the
rotation of the fan blade. The fan blade should be in the same direction as the
arrow sign on the fan body. If it rotates in the opposite direction, 2 of the phases
should be replaced.
While running the jet fan once more to see if it is in operational order, the following
controls should be made;
Current (amperage) measurement should be made at both speeds and it should
be ensured that the measured rates are not above the nominal currents stated in
the label.
It should be ensured that the jet fan blades rotate in a smooth manner and there
is no extreme sound caused by vibration.
Controls before the start-up of axial fans
The electrical connections should be completed in a proper manner and the motor
protection should be mounted.
Protecting members such as safety grid should be in place
Foreign materials and assembly equipments should be put away from the operation zone.
Cable entries should be isolated (against water)
Label power rates should not be exceeded.
Connections should be made in accordance with the label rates.
Fan suction inlet should be clean
After the above controls, axial fan is run for a short while and stopped to check the rotation of the fan blade. The fan blade should be in the same direction as the arrow sign
on the fan body. If it rotates in the opposite direction, 2 of the phases should be
replaced.
96
Test
System Mechanical Tests
All the fans that have been mounted are checked mechanically in order to see if they
are secure enough.
It should be checked that the jet fan blades rotate smoothly.
It should be ensured that there is no extreme sound caused by vibration.
Flexibility of vibration insulator pads during the operation of fans should be checked.
System Electrical Tests

Voltage reaching each fan motor is measured. It should be observed that the fan is
suitable for the operating voltage and all three phases are complete and in close
rates.
Current (amperage) measurement should be made at both speeds and it should be
ensured that the measured rates are not above the nominal currents stated in the
label.
System Functional Tests

Before giving a start to system functional tests, the operations of CO and smoke detection systems to relay data to car-park ventilation system should be checked by
the customer. The contractor should not initiate the functional tests before receiving
a confirmation from the customer.
It is checked that the system is operating synchronously as per the fire and ventilation scenarios. It is checked that the CO detection, fire detection and other signals
reach the automation panel. It should be tested that there is no problem in the operation of jet fans, exhaust and fresh air fans, motor operated dampers in the way
they are programmed as per the CO/fire signals coming from the areas stated in the
project. The operation of fans is tested under daily ventilation conditions.
Cold Smoke Test

In cold smoke test, artificial smoke is generated by special smoke tablets or smoke
machines in an area selected as per the demand of the customer. Signal of the
sensor in that area is obtained artificially. It is observed that the fans connected to
this signal operate in accordance with the fire scenario. Before the smoke spreads
out, it is observed that the smoke is directed to the exhaust point under the control
of jet fans and discharged.
97
98
Hot Smoke Test

Hot Smoke Test should certainly be carried out in the custody of fire brigades only
after the permission granted by the local fire authority.
In hot smoke test, hot smoke is generated by use of special fire trays in an area selected in line with the demand of the customer. It is aimed to exhaust the smoke at
high temperature caused by the conflagration of flammable chemicals on these
trays. Signal of the sensor in that area is obtained artificially. It is observed that the
fans connected to this signal operate in accordance with the fire scenario. Before
the smoke spreads out, it is observed that the smoke is directed to the exhaust point
under the control of jet fans and discharged.
CFD Test
The purpose is to start a car fire in a virtual environment and observe the smoke
exhaust ability of the car park ventilation system. This way, safety of the system can
be improved by making critical decisions even before the assembly process.
Before CFD analysis, the following subjects should be mutually agreed upon;
Approved projects should be received from the customer.
Critical fire points should be ascertained on the project.
Fire size in MW, number of cars planned to be burnt, number of fires to break
out should be decided.
Fire curve should be agreed.
After agreement is reached regarding these items, the contractor will carry out CDF
analysis, prepare the necessary modellings and report to be submitted to the
approval.
Real Fire Test

Real fire test should certainly be carried out in the custody of fire brigades only after
the permission granted by the local fire authority.
In real fire test, a car is set on fire at an area selected as per the demand of the customer and hot smoke is generated. It is aimed to exhaust the smoke at high temperature caused by the fire artificially started inside these cars. Actual / Artificial signal
of the sensor in that area is obtained. It is observed that the fans connected to this
signal operate in accordance with the fire scenario. Before the smoke spreads out,
it is observed that the smoke is directed to the exhaust point under the control of jet
fans and discharged.
99
Periodical Control and

Maintenance
Fire Regulations of Turkey, 2009
SMOKE CONTROL SYSTEMS
Design Principles Article 85
In this regulation, it is required that all kinds of systems, device and equipment
should be tested during the course of assembly and operation enabling the continuity of performance and operations, and are put through periodical controls, tests and
maintenance. Pressurization, ventilation and smoke discharge systems to be installed should be tested and maintained under the custody of fire attendent.
In order not to face with an undesired condition, periodical controls should be regularly made.
The following controls are recommended to be made once a year;
ATTENTION! The operations mentioned in items a,b and c should be carried out
after electricity is cut off from the master switch.
a. It should be ensured that the hub screw of the fan blade is not loose; if so, it
should be tightened.
b. If fan blade is dirty, it should be cleaned.
c. It should be ensured that the protecting components are in place.
d. Current (amperage) measurement should be made at both speeds.
e. Vibration should be checked.
f. Whether there is a loud noise caused by the engine bearing should be checked.
Vibration detection: dirty and corroded blades may lead to an increase in vibration.
In this case, the blades should be cleaned or balanced once again; if no result is obtained, it might be necessary to renew the blade.
Roller Bearings: average life expectancy of bearings mostly depends on the operating conditions and the environment. Sound and heating should be checked periodically. It is recommended that the results of controls as of the first start-up should be
recorded.
100
5
Pressurization Systems
1. Axial pressurization fans

2. Smoke detector
3. Differential pressure sensor
4. Inverter control panel
102
Pressurization Systems
Pressurization Systems Article 89

1. If the stair well height is higher than 30.5 m, emergency satairway should be
pressurized (except for residences). Even if emergency stairways which serve
for basement and upper storeys are in the same stairwell and if separated by a
smoke proof wall at ground level which is resistant to fire for 120 minutes and
has separate exits, the height of upper storeys are taken as base for the
stairwell.
2. In the buildings that have more than 4 basements, emergency stairways which
serve for basements are pressurized.
3. If building height is more than 51.50m, pressurization of emergency stairways
is a must.
4. Emergency lift shafts should be pressurized in order not to be affected by fire.
5. When the pressurization system works and all the doors are closed, pressure
difference between pressurized stairwell and occupied spaces should at least
be 50 Pa. In case the doors are open, this value should at least be 15 Pa.
NFPA 92
Building Type
Ceiling Height (m)
Pressure Difference (Pa)
With Sprinkler
Any
12.5
Without Sprinkler
2.75
25.0
Without Sprinkler
4.57
35.0
Without Sprinkler
6.40
45.0
103
Fire Pressure
Ks
T0
TF
h
:
:
:
:
3460 kg K/(m2s2)
Ambient temperature (K)
Fire scene temperature (K)
Ceiling height x 2/3
Minimum pressure difference calculation Article 89
To = 294 K (21C)
Tf = 1200 K (927C)
h = (2/3) x 2.75m
P = 16.3 Pa
With safety factor of 1.5
P = 16.3 Pa x 1.5 25 Pa
The force applied to the door handle to open the door by overcoming the force
applied on the door both by the pressurized air and automatic door closer should not
exceed 110 Newton.
Door Handle
Low Pressure Side
High pressure side

Door closer
Mr + A P (W/2) F (W-d) = 0
P : pressure difference, (Pa)
F : total force to open the door, (N),
Mr : Door closer and friction moments, (N.m)
W : Door width, (m)
A : Door area, (m2)
d : distance between door handle and door frame, (m)
Maximum pressure difference is determined according to maximum force which
must be applied to the door handle. The purpose is to make sure that people can
open the escape doors at any time.
Fr = Mr / (w-d)
Fr : Force which must be applied to overcome Mr moment, (N),
Mr : Door closer and friction moments, (N.m)
W : Door width, (m)
d : distance between door handle and door frame, (m)
104
The force which is required to overcome forces applied by door closing device and
friction is specified by Fr. Fr force should be considered in determining upper pressure difference value. Detailed information about Fr values can be found in Design
of Smoke Management System and NFPA 92.
W=1m
H = 2.15 m
d = 0.075 m
F = 110 N
P = 2 (W-d) (F - Fr) / (W A)
For Fr = 40 N then P = 60 Pa
For Fr = 25 N then P = 73 Pa
Critical velocity (m/s)
(8) Pressurization system should provide required air velocity which is enough to
prevent smoke access into the pressurized space during fire-fighting. This air velocity value should be provided when the doors of two adjacent floors and escape
doors are full open. Average velocity value should at least be 1 m/s when all the
doors are full open.
No wall clearance
Wall clearance is 0.93 m2

or Mechanical ventilation
Fire temperature (C)
(11) For preventing excessive pressure rises in stairwell, it is required to implement

solutions like excessive pressure dampers and frequency controlled fan systems.
Excessive pressure prevention methods
Opening outside escape doors
Barometrical damper
Variable air volume through feed back control
105
Excessive Pressure Prevention Methods

Pressure sensor
Floor
Floor
Floor
Variable cycle fan
Barometrical
dampers
Fan
Staircase door
open to outside
Fan with variable line

and blade
Fan
Floor
Excessive pressure
prevention through
open door to outside
Fan with by-pass damper
Excessive pressure prevention

through barometrical dampers
Floor
Fan with inlet vane

Fan
Excessive pressure prevention

with variable air volume
through feed back control
(12) Air supply from multiple points should be made for pressurizing enclosed staircases higher than 25 m. When air supply is made from two supply points, the distance in between these points must at least be half of the staircase height. If the height
of the building is more than 51.50m, then there should be a supply point in every
floor or in every three floors.
Air Supply from Single Point

Pressurization fan
Roof level
Supply air
Exterior door
Air Supply From Multiple Points

Roof Level
Shaft
Duct
Pressurization fan
Exterior door
106
There are two main criteria in pressurizing stairwells; one is maintaining the minimum
pressure difference value which will prevent smoke ingress into stairwell and the
other is keeping the value below the maksimum pressure difference which hinders
the opening of doors. The higher the building is, more problems in meeting the
maximum and minimum pressure difference criteria depending on the outside temperature appear.
Height Limitation
Pressurization Fan Fire Automation

Pressurization fans are called out by fire alarm panel when fire mode is activated
by fire detecting sensors, water flow switches and fire alarm button.
If desired, pressurization fans can be activated by building general evacuation
warning.
Control units of pressurization fans should be independent for each stairwell and
they could operate on their own with the information transmitted from the pressure difference sensors located along stairwell.
Pressurization fans should not stop with the resetting of fire alarm panel. A different reset button should be identified.
If there is smoke in the air which these fans receive from outside, the fans should
stop working automatically without any delay.
Roof Level
Shaft
Duct
Pressurization fan
Outside door
107
Stairways
In case of a fire in a building, stairwells should be available for residents to evacuate the building easily. To avoid smoke ingress into the stairwell, a supply fan should
be used for supplying fresh air into the stairwell (which is called pressurization). The
principle of stairwell pressurization systems is generally based on a blow system
from a single point by use of a fan placed on the buildings. Smoke control using pressurization can be achieved by overcoming forces caused by chimney effect, wind
effect and fire (temperature) effect.
Stairwell pressurization is generally made by placing the fan in the top of the building
and supplying air from single point. We say generally here because the fan does not
necessarily have to be placed on top of the building. It is also possible to locate the
fan at the base of the building and pressurize through bottom blowing. The tests in
which the exit door is open and air is supply is from one point showed that the pressure difference between the stairway and the occupied space at the areas close to
the air supply was at a high level preventing the opening of doors and remained insufficient in avoiding smoke ingress at remote points. Particularly, this situation is
felt more significantly in high buildings. Multiple point supply methods are used for
eliminating the disadvantages of one point supply. Air supply from multiple points
means the supply of air through outlets at different locations into the stairwell by a
fan connected ducting system. By using this method, a much more stable pressure
distribution can be achieved.
The system is simply composed of fan, frequency inverter, smoke detector, control
unit, control panel and pressure differential sensor. When the doors are closed, frequency inverter adjusts the fan speed according to the data transmitted from pressure sensor to keep pressure differential of 50Pa between stairwell and indoor. In
case of fire, frequency inverter adjusts fan speed to maintain air flow in 1m/s velocity opposite to the direction of the stairs according to the data transmitted from the
control panel when the smoke is detected by the detector. This has two aims; first
is to evacuate people safely and second is to make the intervention of fire brigades
easier.
Single-stage or multiple-stage pressurization systems can be achieved by single-injection or multiple-injection. In single-injection systems, pressurization fan is located
at the tip. However, single-injection is not sufficient for high stairwells. Singleinjection systems are not recommended for buildings higher than 8 floors (Design of
Smoke Management Systems 1992). Particularly, when there are open doors, the
required pressure level can not be obtained. Multiple-injection systems are utilized
to eliminate the negative effects of open doors. For a safe pressurization system,
there should not be more than three floors between two injection points.
108
Sample Pressurization Fan Flow Rate and Pressure Loss Calculation

As per the standard called Class E in BS 5588 Part 4, calculations are made
based on buildings which have an evacuation time of more than 10 minutes.
Intended purpose of building use
Total number of storeys of the
building (basements are included)
Construction materials
used.
Building height
Storey height
Storey area
Stair well
building core
: Housing estate
: 20
: Intermediate wall thightness values will be
: 60 m
: 2,7 m
: 760 m2
: Has a cross-sectional area of 11.5 m2 in the
Sample Pressurization Fan Flow Rate and Pressure Loss Calculation

If the doors between stairwell and indoor are closed, air inside the stairwell will
infiltrate into occupied spaces. Infiltration area for each floor can be found by
Table 1.
Table 1. Air inflitration data for walls and tiles

Constructional Component
Building outer walls (building
fractures, including fractures of
windows and doors) Building
interior walls and stairwell walls
Elevator well walls
(building fractures included
but fractures of windows
and walls excluded)
Wall tightness
nflitration area
ratio A/Awall
Tight
Medium
Slack
Very Slack
0.70 x 10-4
0.21 x 10-3
0.42 x 10-3
0.13 x 10-2
Tight
Medium
Slack
0.14 x 10-4
0.11 x 10-3
0.35 x 10-3
nflitration area
ratio A/Awall
nflitration area ratio A/Atile

(Including building fractures and
fractures around vertical passages)
Note: A
Awall
Atile
Medium
0.52 x 10-4
: nflitration area (m2)

: Wall area (m2)
: Tile area (m2)
As_md = 2 x (2,5 m + 4,6 m) x 2,7 m x (0,11 x 10^-3)

= 0,00422 m2
109
Area of infiltration from stair door can be found with Table 2

Table 2. nflitration data when doors are closed
Door Type
Inflitration area
(m2)
Single-leaf door which opens

to pressurized space
0.01
Single-leaf door which opens to

outdoor from pressurized space
0.02
Double leaf door
0.03
Elevator Door
0.06
Inflitration area value in the ground floor where the main exit door is found as
0.02m2 and this value is 0.01 m2 in other floors.
Because stairwell door (SI_mk) and stairwell wall (SI_md) are parallel connected
flow ways; the total effective inflitration area between stairwell and occupied space
in ground floor (z) is;
As_mz = As_md + As_mkz = 0,00453 + 0,02 = 0,02422 m2
And in other floors (-5..-1\1..15);
As_m-5..15 = As_md (-5..15) + As_mk (-5..15) = 0,00453 + 0,01 = 0,01422 m2
Total inflitration area (SI_m) from the stairwell is;
As_mt = As_mz + As_m (-5..15)
= 0,02422 m2 + 19 storeys x 0,01422 m2
= 0,2944 m2
For the desired pressure value of 50 Pa between stairwell and corridor when the
doors are closed (KK), air flow rate passing through infiltration area of 0.3006 m2 is
calculated as follows;
Habson and Steward Relation
AE = Effective flow area

Qkk = 0,83 x 0,2944 50 = 1,728 m3/s
In case main exit door in the ground floor, the door of fire floor (the floor where the
fire broke out) and the door of the floor above the fire floor are open; the velocity
of the air flowing through these doors should be 1 m/s minimum
In case the infiltration is caused by open doors, inflitration area is the same as the
door sectional area. Pressure difference between hallway and outside is considered to be zero in ground floor.
When the air flows from open doors, infiltration area can be accepted as the
sectional area of the doors. Because air flow velocity through open doors is
considered as 1 m/s, air flow rate in fire floor (yk), which should be discharged
from open stair door (SI_yk) to outside is;
Qs_yk = 1.932 m2 x 1 m/s = 1.932 m3/s
110
The air which is infiltrated from fire floor to lobby, hallway or occupied spaces should
be able to flow outside the building freely. To accomplish this, infiltration areas and
openings in building envelope should be sufficient in fire floor. Otherwise, a ventilation opening should be made to the fire-escape stairs from the adjacent space.
Minimum Av which is opened directly from hallway to outside
Av = 1.932/ 2.5 = 0.773 m2
This opening is considered as a series of air flow paths with door in stairs. Effective
flow area in this case is:
Asd_yk = 0.718 m2
Required pressure difference for air to flow at a rate of 1.932 m3/s from an
effective infiltration area of 0.718 m2 is;
3Psd_yk = (1,932 m3/s 0,83 x 0,718)^2 = 10.51 Pa

Effective infiltration area should be calculated for the floor which is above the fire
floor. However, infiltration area value of the outside walls will be used instead of ventilation opening for this floor.
Infiltration area from the outside walls (from Table 1);
Ad_yk = 0.5 x 2 x (20 m + 38 m) x 2,7 m x (0,21 x 10^-3)
= 0,0328 m2
Asd_yk = ((1.932 x 0.0328 (1.932^2 + 0.0328^2)) = 0.0328 m2

Infiltration area, from the doors opening to the stairs and from the walls to the occupied spaces, of the other 17 floors (kk) where the doors are closed is calculated as:
As_kk = 17 floors x 0,01422 m2 = 0.242 m2
Infiltration area from the outside walls is calculated as:
AID_kk = 17 x 0.0328 m2 = 0.558 m2
And the total effective infiltration area of these floors is:
Asd_kk= ((0.242x0.558(0.242^2+0.558^2)) = 0.221 m2
111
So, total infiltration area between stairwell and outside is calculated as:
Asd= 1.932 + 0.718 + 0.0328 + 0.221= 2.904 m2 And air flow rate as per
velocity criterion is:
Q = 0.83 x 2.901 m2 x (10.11)Pa = 7.82 m3/s hesaplanr.
Air Flow Rate Calculation Based on Pressure Difference Criterion

In case main exit door in the ground floor, the door of fire floor (the floor where the
fire broke out) and the door above the fire floor are open, required air flow rate to
keep pressure difference at 10Pa between these floors and outside is:
Total infiltration area between stairwell and outside in three floors (ak) where there
are open doors (ak) is calculated as;
Asd_ak = 1.923 +0.718 + 0.0328 = 2.68 m2
Thus, for 10Pa of pressure difference;
Qsd_ak = 0.83 x 2.68 m2 x 10 Pa = 7.03 m3/s
Evaluation of Calculated Air Flow Rate Values

In case all the doors are closed and the pressure difference is 50Pa Qkk = 1.764
m3/s
Velocity criterion when there is minimum 1 m/s of air velocity from open doors Qhk
= 7.8 m3/s
Pressure criterion when there is minimum 10 Pa of pressure difference between the
stairwell and outdoor in the floors where there are open doors is calculated as Qbk
= 7.03 m3/s
Because the velocity criterion is the highest value, it is the required air flow value for
fan selection. Required minimum air flow rate is 1.764 m3/s for keeping pressure
difference at 50Pa and elimination of infiltration when all the doors are closed. If it
is very high, the pressure difference cannot be stable at 50Pa and this can cause
difficulty in opening the doors.
To eliminate this, relief damper or frequency inverter control should be used.
112
Pressure Loss Calculations of Ducts

For an 50 x 100 cm duct;
Table 4.5 Absolute Surface Roughness Coefficient for Duct Materials ()
Absolute Surface Coefficient (mm)
Type of the material

Glass and seamless plastic duct
PVC pipe
Sheet metal duct (clamped duct)
Concrete duct (smooth)
Concrete duct (rough)
Polished pipe
Brick duct
Flexibel pipe (according to
manufacturing materials)
0,0 ... 0,0015

0,01
0,15
0,5
1,0 ... 3,0
0,0015
3,0 ... 5,0
0,2 ... 3,0
For the sheet metal duct from the table; = 0.15 mm = 15 x 10^4 m
l = 22 m v = 16.25 m/s d = 0.48 m
/d = 1.5 x 10^-4 /0.48 = 3.125 10^-04
v.d = 16.25 m/s . 0.48 m = 7.8 m2/s
Dynamic viscosity can be found from table 1: 15.68 x 10^-6 m2/s
Inertia forces
Viscosity forces
vs = Velocity of the fluid
d = duct diameter
= dynamic viscosity of fluid
v = kinematic viscosity of fluid v = /
= density of fluid
Table 1. 1 Dynamic Viscosity
Temperature
-t(K)
Dynamic Viscosity
-(kg/m s) x 10-5
Kinematic Viscosity
-(m2/s) x 10-6
100
0.6924
1.923
150
1.0283
4.343
200
1.3289
7.490
250
1.488
9.49
300
1.983
15.68
350
2.075
20.76
400
2.286
25.90
450
2.484
28.86
113
Re = 10,05/15,68 x 10^-6 = 5 10^5

Duct pressure loss co-efficient value is found = 0.024 from Chart 1.1 by using
/d ratio and Reynolds number;
For air at 20 C
Smoke
Reynolds number Re
Chart 1.1 calculation of ;
Duct pressure loss coefficient

114
p1 p2 : Pressure difference between certain points (N/m2 = Pa)

l : Duct length (m)
R : Pressure loss in 1 meter (Pa/m)
: Duct pressure loss coefficient
d : Duct diameter (m)
: Density of air (kg/m3)
v : Velocity of air (m/s)
= 0.024 x 22 m / 0,48 m x (1.2 (kg/m3) / 2) x 16.25^2 = 174 Pa

Pressure losses on the diffusers and dampers should also be added to calculated
pressure loss.
115
Elevators
Elevators ARTICLE 62
Elevator well and engine room should resist fire at least for 60 minutes and be
manufactured from non-flammable materials.
In the elevator well, there should be a ventilation and smoke discharge chimney
which has an area of 0.025 times more than the well area (area of the chimney
can at least be 0.1m2) or wells should be pressurized.
Emergency elevators ARTICLE 63
At least one elevator should be used as an emergency elevator in the buildings
which are higher than 51.50 meters.
Engine room of the emergency elevator should be a separate room and elevator well should be pressurized.
Lobby, Hallway and Common

Spaces
Obligation ARTICLE 87
Smoke control system in the common spaces of buildings, which are higher than
51.50 meters, such as lobbies and hallways is obligatory.
Smoke Discharge System Automatization
Hallway smoke discharge system should only be activated if there is smoke in
hallway. That is to say, it should be activated when smoke detector detects
smoke.
It is not appropriate for the fire warning buttons to activate the scenario for smoke
discharge.
If flow switches connected to the sprinkler system serve for multiple smoke zones,
they should not be used for activation of smoke control scenario.
116
6
Jet Fans
AIR-JF
SERIES
AXIAL
JET FANS
Axial type jet fans

Ecliptic fan blade profiles which allows bidirectional blowing without efficiency loss
Fan body with integrated sound absorber
Rail assembly motor connection
315-355-400-500 mm diameter range
300C/2h fire resistantce certificate in
compliance with EN 12101-3
Galvanized sheet metal body
Cast aluminum fan blades
Dynamical balancing in accordance with ISO
1940/1-1986
Two-pole and Two/Four pole double cycle motor
options
Class H insulation
IP55 Protection class
High temperature resistant terminal box
coupled with fan
Protection grill and adjustable baffle
AIR-JF Series Jet Fan Components
118
Rail assembly structure which allows

easy access to motor-fan group without
demounting the device.
Adjustable baffle
Aironn design special fan blade form

which allows bi-directional blowing
without loss
Dynamically balanced fan hub
Protection grill for fan inlet
Racking legs which allows assembling in

various dimension ranges
Dimensions
MODELS
AIR-JF-315
367
479
1506
558
521
120
13
AIR-JF-355
407
519
1656
598
561
120
13
AIR-JF-400
452
564
1886
643
606
120
13
AIR-JF-500
552
666
2356
745
708
120
13
MODEL
Thrust
(N)
Airflow rate
(m3/h)
Motor power
(kW)
Current draw
(A)
Speed (rpm)
LpA dB Sound
level at 3 meter
distance
(LpA dB)
Weight
(Kg)
AIR-J-U-315
32/8
4.500/2.250
0,75/0,12
1,8/0,4
2.850/1.460
60/45
50
AIR-J-U-355
58/14
6.000/3.000
1,5/0,25
3,6/0,7
2.850/1.460
68/52
61
AIR-J-U-400
82/20
8.800/4.400
2,2/0,37
5,1/1,0
2.850/1.460
72/55
80
AIR-J-U-500
120/30
12.500/6.250
3/0,55
6,5/1,5
2.900/1.470
81/62
116
Accessories
Emergency stop switch
Frequency inverter
(optional accessory)
CE
GOST R
Rusya
119
7
J-Smart
J-Smart
Smart Jet Fan Automation
Implementation
n all the implementations done so far, jet fans have been used as double stage
and bidirectional conditionally and the control of these fans made by means of
motor safety switch/contactor/ thermal and auxiliary relays as well as PLC inlet/
outlet units connected to such data. Also, jet fan motors have been manufactured with two speed Dahlander wound motors. So, the cabling is made separately for
1. and 2. speed with (4 + 3 = 7 x 2.5 mm2) cable.
For carbon monoxide system, low (0-50 PPM) and high (50-120 ppm) level alarm
data is obtained and the system operates according to this 2 levels. The carbon monoxide level data in zones cannot be observed in detail in ppm.
In J-SMART smart fan implementation, all the jet fans are operated with frequency inverters with Fire Mode property. This way, there is no need for the usage of
materials such as contactor/ thermal and auxiliary relays. As the jet fans are controlled with the frequency inverter, they are manufactured as single wound. This way,
it is possible for jet fans to be operated at the required speed between % 0 & % 100
rather than double speed. In addition, by laying a cable in size of 4x 2,5 mm instead
of 7x2,5 mm, the costs of cables and labour involved in cable installation can be
saved. As the frequency inverter and central PLC communicate on the panel over a single cable, there will be
no need for an extra PLC inlet/outlet units for jet
fan condition, malfunction and command
information.
Besides, with J-Smart CO addition, jet fan
automation system and carbon monoxide alarm system can be presented in
one package. This way, the user can
see the average carbon monoxide
value for each zone from the J-Smart jet
fan automation system panel screen in
a detailed manner. This enables the
user to operate the jet fans of zones
having different carbon monoxide densities
at different speeds. This way, significant
energy is saved.
122
ADVANTAGES
Longer lasting Jet Fans
Frekans invertrl almada kalk, hz deiimleri ve duru aamalar yumuak bir
biimde gerekletiinden jet fan motor mekanik aksamnda zorlanmalar olduka
azalr. Ypranmann azalmas sonucunda mekanik aksamlarn mr uzar, yenilenme
gereksinimleri azalr, bakm ve malzeme giderlerinden tasarruf edilir. Frekans invertr, ebeke beslemesini, motor balantlarn ve motorun snmasn srekli izleyerek gereken durumlarda koruma saladklarndan jet fann bu gibi nedenlerle arzalanmasn nlerler.Bu noktalarda sisteme zarar verebilecek herhangi bir anormallik
belirlediklerinde bunu hata olarak kaydederler. Bu sayede bakm-arza personelinin
hatalarn nedenlerini geriye dnk olarak aramalarna yardmc olurlar. Bu sayede jet
fann toplam arza orann azaltmak ve hatalarn kaynaklarn daha abuk ve daha
doru olarak tehis ederek gidermek mmkn olmaktadr.
Less Cabling Cost

When a single speed motor is used, the cable section is 4 x 2,5 mm. The cost of
N2XH FE 180 cable with section of 4 x 2,5 mm is 56 % less than N2XH FE 180
cable with 7 x 2,5 mm section. Besides, using a cable section of 4 x 2,5 mm means
reducing the labour cost.
PPM
Consumed Power (kW)

50
Hz
100-120
Example: Operation with frequency inverter at 35 Hz,

the fan power of 1,5 kW will reduce down to:
(Low frequency / nominal frequency) x Nominal
power= (35/50) X 1,5 kW) = 0,76 kW
45
Hz
40
Hz
35
Hz
30
Hz
25
Hz
1,5
80-100
1,1
60-80
0,51
40-60
0,76
20-40
0,32
0-20
0,18
More flexible Scenarios

With J-Smart smart automation implementation,
the users can operate the jet fan system at the required speed either as time-adjusted or depending on the carbon monoxide level. There are no
two speed limits such as 1st cycle and 2nd cycle.
In the zones having different carbon monoxide
densities, jet fans can operate at different speeds
proportionately as per ppm values.
Single cycle jet fan motor
PPM
100-120
80-100
60-80
40-60
20-40
0-20
Jet fan speed frequencies (Hz)

50
45
40
35
30
25
Less Malfunction Source

In jet fan implementation with frequency inverter, much less switch material is used. As savings are
made over contactors, phase sequence relay and phase protection relay, thermal switch and motor
123
winding, less malfunction sources occur. By also eliminating the starting

current during the start-up of jet fans as well as mechanical strains, it
increases the lifespan of the motor.
More silent operation

In jet fan implementation with frequency inverter, the start-up of jet fans is more
silent than direct start implementation.
Less Energy Consumption

In start-up with frequency inverter, starting current
does not exceed 1,5-2 times more of the rated current
of the motor. This starting current rate reaches 3 4
times in voltage control based devices and 7 to 8
times in stepped control based motors. During slow
down, frequency inverter does not draw any current
from the grid circuit and even consumes the energy
supplied back by the motor running like a generator
on a resistance. Voltage controlled devices, on the
other hand, generate currents towards the low speed
winding, and supply voltage to the main winding if necessary during slow-down. This means energy consumption throughout the slow-down process. With the
usage of inverter, energy savings are provided up to
30 50 % compared to the stepped jet fans.
Control of more points

Jet fan & Axial Fans (With frequency inverter)
Fan operating information
Fault information
Control in desired cycle rate between 0% - 100% - proportional control
Rotation selection (For bi-directional fans)
alma Sresi raporlama = Reporting on Operation duration
Bakm zaman bilgilendirme = Maintenance time alert
Motor ar ykte bilgisi = Motor over loaded alert
Motor durduruldu bilgisi = Motor stopped alert
Dk gerilim bilgisi = Low voltage alert
Yksek gerilim bilgisi = High voltage alert
Topraklama hatas = Grounding fault alert
Faz U/V/W - toprak ksa devre bilgisi - ayr ayr = Phase U/V/W Grounding short
circuit alert
Faz U-V, U-W, V-W ksa devre bilgisi = Phase U-V, U-W, V-W short circuit alert
Motorized smoke dampers
Damper full open information
Control
Other Systems
Carbon monoxide alarm (All values between 0-100 ppm are detailed)
Fire alarm information
124
8
Our Axial Fans
AIR-A
SERIES
AXIAL TYPE
FRESH AIR FANS
Dimension range between 400-1250 mm

diameters
Galvanized coated sheet metal body
(ABS fan baldes as alternative)
Dynamical balancing in accordance with
ISO 1940/1-1986
Convenient for horizontal and vertical installations
Adjustable fan blade angle
Two/Four/Six pole and double cycle motor options
Class F insulation
Terminal box coupled with fan (optional)
Protection grill on discharge outlet (optional)
AIR-A Series Axial Fan Components
126
Corrosion resistant dip galvanized coated

sheet metal body
Unique Aironn design

cast aluminum fan blades
Dynamically
balanced fan hub
IE2 Efficiency class fan motor
Inspection hatch which allows easy

access to motor and makes electrical
connections easier.
Vibration damping isolator options
Dimensions
MODELS
0D
AIR-A-400
AIR-A-450
0N
456
360
417
400
430
280
363
488
9x8
515
400
417
455
482
330
363
548
9x8
AIR-A-500
556
450
417
500
532
380
369
593
9x8
AIR-A-560
622
500
417
560
596
410
363
666
9x8
AIR-A-630
696
540
417
634
667
450
363
728
9x8
AIR-A-710
776
600
417
714
747
510
364
818
9x8
AIR-A-800
867
680
555
805
838
610
505
910
11x16
AIR-A-900
968
760
680
904
939
670
627
1009
11x16
AIR-A-1000
1069
850
750
1005
1040
760
701
1110
11x16
AIR-A-1120
1188
950
750
1124
1159
840
698
1129
12x16
AIR-A-1250
1308
1060
750
1250
1279
950
700
1354
12x16
Examples of Accessories
Sound absorber with

steel sheet metal body
(with Al-Zn coating
alternative)
Protection grill
Companion flange
Motorized/
unmotorized
dampers
Emergency stop
switch
Frequency
inverter
Differential
pressure sensor
installations
Pressurization
system control
panel
Terminal connection
box
127
AIR-A
SERIES
AXIAL SMOKE
EXHAUST FANS
300C/2h fire resistance certificate in compliance

with EN 12101-3
diameters
Hot-dip galvanized sheet metal body
Dynamical balancing in accordance with ISO
1940/1-1986
Convenience for horizontal and vertical
installations
Class H insulation
Terminal box which is coupled with fan, has high
temperature resistance and has porcelain
connecting terminals.
AIR-A Series Axial Fan Components
128
Corrosion resistant dip galvanize

coated sheet metal body
Unique Aironn design cast

aluminum fan blades
300C/2h fire resistant fan motor

connections easier
High temperature resistant terminal

connection box
Vibration damping isolator options
Dimensions
MODELS
0D
AIR-A-400
AIR-A-450
AIR-A-500
0N
456
360
417
400
430
280
363
488
9x8
515
400
417
455
482
330
363
548
9x8
556
450
417
500
532
380
369
593
9x8
AIR-A-560
622
500
417
560
596
410
363
666
9x8
AIR-A-630
696
540
417
634
667
450
363
728
9x8
AIR-A-710
776
600
417
714
747
510
364
818
9x8
AIR-A-800
867
680
555
805
838
610
505
910
11x16
AIR-A-900
968
760
680
904
939
670
627
1009
11x16
AIR-A-1000
1069
850
750
1005
1040
760
701
1110
11x16
AIR-A-1120
1188
950
750
1124
1159
840
698
1129
12x16
AIR-A-1250
1308
1060
750
1250
1279
950
700
1354
12x16
Sound absorber with

steel sheet metal body
(with Al-Zn coating
alternative)
Protection grill
Companion flange
Motorized/
unmotorized
dampers
Emergency
stop switch
Frequency
inverter
Differential
pressure sensor
installations
Control panel for

pressurization
systems
129
AIR-AS
SERIES
SOUND ABSORBER BODY

AXIAL TYPE FRESH AIR FANS
Aironn licenced 50mm thick rock wool isolated

double membrane body structure
diameters
Hot-dip galvanize coated sheet metal body
Cast aluminum fan blades (ABS fan blades as
alternative)
Dynamic balancing in accordance with ISO
1940/1-1986
installations

Two/Four/Six pole and double cycle motor
options
Class F insulation
AIR-AS Series Axial Fan Components
Hot-dip galvanized coated,

50mm thick rock wool isolated double
membrane body
Unique Aironn design cast aluminum

fan blades
IE2 Efficiency class

fan motor
Vibration damping
isolator options
Dynamically balanced
fan hub
Protection grill
130
Companion flange
Motorized/
un-motorized
dampers
Emergency
stop switch
Frequency
inverter
Differential
pressure sensor
installations
Control panel for

pressurization
systems
Terminal
connection box
AIR-AS
SERIES
SOUND ABSORBER BODY AXIAL TYPE

SMOKE EXHAUST FANS
Aironn licenced 50mm thick rock wool isolated

double membrane body structure
300C/2h fire resistance certificate in compliance with EN 12101-3
diameter
Hot-dip galvanized sheet metal body
1940/1-1986
installations
options
Class H insulation
Terminal box which is coupled with fan, has
high temperature resistance and has porcelain
connecting terminals.
AIR-AS Series Axial Fan Components
Hot-dip galvanized, 50mm thick rock

wool isolated double membrane body

aluminum fan blades

connection box
Vibration damping
isolator options
Protection grill
Companion flange
Motorized/
unmotorized
dampers
Emergency stop
switch
Frequency
inverter
Differential
pressure sensor
installations
Control panel for

pressurization
systems
131
AIR-AC
SERIES
CELL TYPE AXIAL

FRESH AIR FANS

diameters
Body structure (glass wool layered) with sound
isolation
1940/1-1986
Adjustable fan blades
options
Class F insulation
IP55 protection class
AIR-AC Series Axial Fan Components
132
Corrosion resistant dip

galvanized sheet metal body

aluminum fan blades

connections easier.
Dimensions
MODELS
AIR-AC-400
519
AIR-AC-450
569
AIR-AC-500
619
AIR-AC-560
AIR-AC-630
434
557
572
29
486
607
552
29
514
337
510
534
424
535
535
657
592
29
534
424
535
708
569
774
778
679
844
762
39
684
590
800
742
29
684
571
760
AIR-AC-710
858
759
924
AIR-AC-800
948
809
1114
742
29
684
670
760
954
50
854
950
970
AIR-AC-900
1043
904
1209
1104
50
1002
950
1000
AIR-AC-1000
1143
AIR-AC-1120
1263
1145
1309
1104
50
1004
1100
1000
1123
1430
1305
50
1205
1200
1200
AIR-AC-1250
1393
1253
1560
1305
50
1205
1200
1200
Emergency stop
switch
Frequency
inverter
Differential
pressure sensor
installations
Control panel for

pressurization
systems
Terminal
connection box
133
AIR-AC
SERIES
CELL TYPE AXIAL

SMOKE EXHAUST FANS
300C/2h fire resistance certificate in compliance with EN 12101-3

diameters
Body structure (rock wool layered) with sound
isolation
1940/1-1986
Adjustable fan blades angle
options
Class H insulation
Terminal box which is coupled with fan, has
high temperature resistance and has porcelain
connecting terminals
AIR-AC Series Axial Fan Components
134
Corrosion resistant dip galvanized sheet

metal body

fan blades
Inspection hatch which allows

easy access to motor and electrical
connections.

connection box
Dimensions
MODELS
AIR-AC-400
519
AIR-AC-450
569
AIR-AC-500
619
AIR-AC-560
AIR-AC-630
434
557
572
29
486
607
552
29
514
337
510
534
424
535
535
657
592
29
534
424
535
708
569
774
778
679
844
762
39
684
590
800
742
29
684
571
760
AIR-AC-710
858
759
924
AIR-AC-800
948
809
1114
742
29
684
670
760
954
50
854
950
970
AIR-AC-900
1043
904
1209
1104
50
1002
950
1000
AIR-AC-1000
1143
AIR-AC-1120
1263
1145
1309
1104
50
1004
1100
1000
1123
1430
1305
50
1205
1200
1200
AIR-AC-1250
1393
1253
1560
1305
50
1205
1200
1200
Emergency stop
switch
Frequency
inverter
Differential
pressure sensor
installations
Control panel for

pressurization
systems
135
AIR-AR
Series
ROOF TYPE AXIAL

FRESH AIR FANS

diameters
Horizontal air throw, mushroom shaped design
1940/1-1986
options
Class F insulation
Terminal box which is coupled with fan
(Optional)
AIR-AR Series Roof Fan Components
136
Corrosion resistant dip galvanized

coated sheet metal body

aluminum fan blades

connections easier.
Dimensions
MODELS
AIR-R-U-400
400
420
32
500
700
680
AIR-R-U-450
455
420
32
555
800
680
AIR-R-U-500
500
420
32
600
800
685
AIR-R-U-560
560
420
32
660
900
706
AIR-R-U-630
630
450
32
730
990
768
AIR-R-U-71O
710
500
32
810
1150
817
AIR-R-U-800
800
560
32
900
1260
919
AIR-R-U-900
900
680
32
1000
1330
1073
Emergency stop
switch
Frequency
Inverter
Differential
Pressure Sensor
Installations
Control Panel for

Pressurization
System
Terminal
connection box
137
AIR-AR
SERIES
ROOF TYPE AXIAL

SMOKE EXHAUST FANS
300C/2h fire resistance certificate in compliance

with EN 12101-3
diameters
Horizontal air throw, mushroom shaped design
1940/1-1986
Class H insulation
Terminal box which is coupled with fan, has high
temperature resistance and has porcelain
connecting terminals
AIR-AR Series Roof Fan Components
138
Corrosion resistant dip galvanized coated

sheet metal body

fan blades

connections easier.
High temperature resistant

terminal connection box
Dimensions
MODELS
AIR-R-U-400
400
420
32
500
700
680
AIR-R-U-450
455
420
32
555
800
680
AIR-R-U-500
500
420
32
600
800
685
AIR-R-U-560
560
420
32
660
900
706
AIR-R-U-630
630
450
32
730
990
768
AIR-R-U-71O
710
500
32
810
1150
817
AIR-R-U-800
800
560
32
900
1260
919
AIR-R-U-900
900
680
32
1000
1330
1073
Emergency stop
switch
Frequency
Inverter
Differential
Pressure Sensor
Installations
Control Panel for

Pressurization
System
139
140
9
Fan Selection Curves
AIR-A-U/400-6/Two-Pole/Airflow-Pressure Curves
8
10
12
14
16
18
20
22
24
26
28
30
32
34
AIR-A-U/400-6/Two-Pole/Power Curves
8
10
12
14
16
18
20
22
24
26
28
30
32
34
142
AIR-A-U/400-6/Four-Pole/Airflow-Pressure Curves
8
10
12
14
16
18
20
22
24
26
28
30
32
AIR-A-U/400-6/Four-Pole/Power Curves
8
10
12
14
16
18
20
22
24
26
28
30
32
143
AIR-A-U/450-6/Two-Pole/ Airflow-Pressure Curve
8
10
12
14
16
18
20
22
24
26
28
8
10
12
14
16
18
20
22
24
26
28
144
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
145
8
10
12
14
16
18
20
22
24
26
28
30
8
10
12
14
16
18
20
22
24
26
28
30
146
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
147
8
10
12
14
16
18
20
22
24
26
28
8
10
12
14
16
18
20
22
24
26
28
148
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
149
8
10
12
14
16
18
20
AIR-A-U/630-6/ Two-Pole/Power Curves
8
10
12
14
16
18
20
150
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
AIR-A-U/630-6/ Four-Pole/Power Curves

8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
151
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
152
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
153
8
10
12
14
16
18
20
22
24
26
28
30
32
34
AIR-A-U800-3/ Four-Pole/Power Curves
8
10
12
14
16
18
20
22
24
26
28
30
32
154
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
155
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
156
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
157
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
158
AIR-A-U/1000-6/Four-Pole/Airflow-Pressure Curve
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
159
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
160
8
10
12
14
16
18
20
22
24
26
28
30
32
8
10
12
14
16
18
20
22
24
26
28
30
32
161
8
10
12
14
16
18
20
22
24
8
10
12
14
16
18
20
22
24
162
10
Testing and Certification
LGAI
LGAI Technological Center, S.A.

Campus UAB s/n
Apartado de Correos 18
E - 08193 Bellaterra (Barcelona)
T +34 93 567 20 00
F +34 93 567 20 01
www.applus.com
X/F
Title:
File No. 13/5402-2107
Determination of the category of a fan for smoke extraction at

300C/2h according to the European standard UNE EN 12101-3:2002
and UNE EN 12101-3:2002/AC:2006, "Smoke and heat control
systems - part 3: Specification for powered smoke and heat exhaust
ventilators."
N 9/LE 897
Tested material:
A fan for smoke extraction at 300C/2h reference AIR-A-U/12509-18/30-4-50Hz/300-2 from AIRONN
File number: 13/540213/5402-2107
Sponsor reference:
Aironn Havalandirma
Ve Klima Sistemleri
Sanayi Dis Ticaret
Limited Sirket.
Baris Mahallesi Dr. Zeki Acar
Cadessi. 1802 Sokak No:3
(Tbitak karsisi)
Posta kodu:41400
Gebze-KOCAELI/TURKEY
Report date:
29th April of 2013
Test carried on:
15th February of 2013
This document will not be reproduced otherwise than in full.

Only the reports with the original signature or collated will be legally valid.
This document consists of 41
pages out of which 34 are annexed

d
LGAI Technological Center S.A. Inscrita en el registro Mercantil de Barcelona, Tomo 35.803, Folio1, Hoja N B-266.627 Inscripcin 1 C.I.F. : A-63207492
Page 1
5. - CLASSIFICATION
5.1 Specifications of received fan
Fan reference: AIR-A-U/1250-9-18/30-4-50Hz/300-2 supplied by Aironn:
Motor:
Manufacturer: LEROY SOMER
Model: LSHT200 LT
Serial number: 728519A13001
Type: F300
Constructive size: 200 L
Power: 30 kW
Impeller rotational speed: 1460 rpm.
Voltage: 400 V
Frequency: 50Hz
Cos : 0.84
Polarity: 4p
Has the next classification:

CLASS F3
F300 (60
(60 minutes of minimum operation).
Motor model: LSHT200 LT of LEROY SOMER
Fan model:
AIRAIR-A-U/1250
U/12501250-9-18/3018/30-4-50Hz/30050Hz/300-2: Operation during 133
133 minutes
Including 9 minutes of warming and 2 minutes for the stop.
Fan located inside the furnace with the inlet and outlet air flow in
horizontal direction.
Fire Laboratory Responsible

Fire Resistance Responsible

LGAI Technological Center, S.A
The results refer exclusively to the sample, product or material tested and under the
conditions indicated in this document.
Quality Service Warranty

Applus+, guaranties that this work has been realized following the exigencies of our Quality and
Applus+
Sustainable System, complying with honoring the contractual conditions and the legal standard.
We would be very grateful if you would send us any comment you consider appropriate , addressing
either to the signatory of this document or to the Applus+ Quality Director, to the direction
[email protected]
File number: 13/5402-2107
164
Page: 7
165
LGAI

Campus UAB s/n
Apartado de Correos 18
E - 08193 Bellaterra (Barcelona)
T +34 93 567 20 00
F +34 93 567 20 01
www.applus.com
X/F
Title:
File No. 13/5402-230
Determination of the category of a fan for smoke extraction at

300C/2h according to the European standard UNE EN 12101-3:2002
and UNE EN 12101-3:2002/AC:2006, "Smoke and heat control
systems - part 3: Specification for powered smoke and heat exhaust
ventilators."
N 9/LE 897
Tested material:
A fan for smoke extraction at 300C/2h reference AIR-J-U-315-45
0,12-0,75 4-2 50Hz 300-2 from AIRONN
File number: 13/540213/5402-230
Sponsor reference:
Aironn Havalandirma
Ve Klima Sistemleri
Sanayi Dis Ticaret
Limited Sirket.
Baris Mahallesi Dr. Zeki Acar
Cadessi. 1802 Sokak No:3
(Tbitak karsisi)
Posta kodu:41400
Gebze-KOCAELI/TURKEY
Report date:
29th April of 2013
Test carried on:
13th February of 2013
This document will not be reproduced otherwise than in full.

Only the reports with the original signature or collated will be legally valid.
This document consists of 43 pages out of which 36
are annexed
LGAI Technological Center S.A. Inscrita en el registro Mercantil de Barcelona, Tomo 35.803, Folio1, Hoja N B-266.627 Inscripcin 1 C.I.F. : A-63207492
Page 1
5. - CLASSIFICATION
5.1 Specifications of received fan
Fan reference: AIR-J-U-315-45 0,12-0,75 4-2 50Hz 300-2 supplied by
Aironn (6 blades):
Motor:
- Manufacturer: LEROY SOMER
- Model: LSHT80L
- Serial number: 395110
- Type: F300
- Constructive size: 80
- Power: 0.75/0.12 kW
- Impeller rotational speed: 2880/1470 rpm.
- Voltage: 400 V
- Frequency: 50 Hz
- Cos : 0.84
- Polarity: 2/4p
Has the next classification:

CLASS
CLASS F300 (60
(60 minutes of minimum operation).
Motor model: LSHT80L of LEROY SOMER
Fan model:
AIRAIR-J-U-315315-45 0,120,12-0,75 44-2 50Hz 300300-2: Operation during 13
134 minutes
Including 7 minutes of warming and 2 minutes for the stop.
Fan located inside the furnace with the inlet and outlet
outlet air flow in
horizontal direction.
Fire Laboratory Responsible

Fire Resistance Responsible

LGAI Technological Center, S.A
The results refer exclusively to the sample, product or material tested and under the
conditions indicated in this document.
Quality Service Warranty

Applus+, guaranties that this work has been realized following the exigencies of our Quality and
Applus+
Sustainable System, complying with honoring the contractual conditions and the legal standard.
We would be very grateful if you would send us any comment you consider appropriate , addressing
either to the signatory of this document or to the Applus+ Quality Director, to the direction
[email protected]
File number: 13/5402-230
166
Pgina: 7
167
168
169
MY TOWERLAND ATAEHR
EVORA PARK
RINGS ISTANBUL
11
References
References
172
SELN YAPI - RINGS STANBUL

Smoke Exhaust Fans,
Pressurization Fans and Jet Fans
TEKNK YAPI - EVORA PARK

Smoke Exhaust Fans and Jet Fans
DEDEMAN BOSTANCI HOTEL

Smoke Exhaust fans and Jet Fans
AVRASYA EXHIBITION CENTER

LMAK MERSN STADYUM

MY WORLD EUROPE
Smoke Exhaust Fans, Pressurization
Fans and Jet Fans
JUMEIRAH BEACH HOTEL - BAKU,

AZERBAIJAN
KAHRAMANMARA - RONESANS
SHOPPING CENTER
Smoke Exhaust Fans
SHAHDAG SHOPPING CENTER &

HOTEL AZERBAIJAN
AAOLU ANDROMEDA
Smoke Exhaust Fans, Jet Fans and
Ex-Proof Fans
MY TOWERLAND ATAEHR
HYATT HOTEL BAKU, AZERBAIJAN

173
174
ARTA GNER NAAT;

ISPARTAKULE 1 AND
ISPARTAKULE 2 HOUSES
All Ventilation Fans, Fire Smoke
Exhaust, Sanctuary Fans and
Aspirators
SARISSA HOUSES
Smoke Exhaust Fans and
Jet Fans
ARTA GNER NAAT;

ISPARTAKULE 3 HOUSES
All Ventilation Fans, Fire
Smoke Exhaust, Sanctuary
Fans and Aspirators
PIRI REIS UNIVERSITY

Jet Fans
ALIKAN NAAT;
ISTANBUL YORUM HOUSES
All Ventilation Fans, Jet Fans,
Smoke Exhaust Fans, Roof
Aspirators, Duct Type Aspirators,
Cell Type Aspirators
SAMSUN RONESANS
SHOPPING CENTER & HOTEL
Smoke Exhaust Fans
EDREMIT IDAPARK
SHOPPING CENTER
Smoke Exhaust Fans and Cell
Type Apirators
BAYRAKTAR GROUP
BAYRAKTAR PLAZA
Smoke Exhaust Fans
AYKUTOGLU SHOPPING
CENTER & RESIDENCE
Jet Fans
ASTAY REAL ESTATES

AKADEMIA APARTS
Jet Fans
AGAOGLU 212 RESIDENCE

Smoke Exhaust Fans,
Pressurization Fans and
Jet Fans
DUMANKAYA ADRES-BOTANK
Jet Fans
MASLAK MY HOME
Smoke Exhaust Fans and Jet
Fans
SUNEL TOBACCO FACTORY

Smoke Exhaust Fans
NEZH TOWERS
Fans
GOLDEN WAY HOTEL

Fans
FEVZIYE SCHOOLS
FOUNDATION ISIK COLLEGE
Smoke Exhaust Fans,
Ventilation Fans
GREIF FACTORY
Roof Type Smoke Exhaust Fans
BOZ GROUP; ASHGABAT

RACECOURSE -TURKMENISTAN
Jet Fans and Duct Type Fans
IMES HOTEL
Fans
ANTAKYA MAHVELI CAR PARK

Fans
OZKARDESLER TRADE CENTER

Fans
ACARLAR TRADE CENTER

Smoke Exhaust Fans
112 IMMEDIATE AID DENIZLI

Smoke Exhaust Fans
175
176
AAOLU MY PRESTIGE CHEEF

RESTAURANT
BASAKSEHIR MUNICIPALITY
AKSARAY UNIVERSITY
BORSA RESTAURANT
AIRPORT SHOPPING CENTER

TARFA A.. - BURSA

Duct Type Aspirators
As you are well aware, everything starts with encouragement.

The demand that you will raise for your own products
today will promise the domestic goods to be of higher quality and
more reasonable day by day.
A nation that relies on its own is the
one that has gained the right to live.
Turkey may only advance with the development
of Turkish economy with Turkish hands.
Buy Turkish goods, use Turkish goods.
Let Turkish Lira remain in Turkey.
M. K. Atatrk

PP
SMOKE, EXHAUST AND PRESSURIZATION SYSTEMS SOLUTIONS
AT I O N
SMART
FA N A U T O
ET
LIC ATIO
Aironn klimlendirme Sistemleri San. ve Taahht A..
AND PRESSURIZATION
Head Office: Tatlsu Mah. enol Gne Bulvar Mira Tower Kat: 2 D: 12
erifali - Ataehir / stanbul
Tel: (0216) 594 56 96 Fax: (0216) 594 57 17
E-mail: [email protected]
SYSTEMS SOLUTIONS
Ankara regional directorate: Yldzevler Mah. 708. Sok No: 8/2, 06550 ankaya / Ankara
Tel ve Fax : (0312) 441 80 88 E-mail: [email protected]
www.aironn.com.tr
EN

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PP

SMOKE, EXHAUST AND PRESSURIZATION SYSTEMS SOLUTIONS

As you are well aware, everything starts with encouragement.

Jet Fan Ventilation Systems for Car Parks

Project Management Process

Fan Selection Curves

Tests and Certifications

ironn commenced operations with the purpose of being the manufacturers

The department of Fire-Fan Interaction and Analysis Laboratory based on optical

We are proud of being a domestic manufacturer investing in research

esearch and Development, which is the main principle

Research and Development, which is the main principle of production

ANALYSIS OF STRAINS ON THE SHEET METAL PARTS AS PER

Figure 1 View of motor and propeller of axial fans

Figure 2 Computer modeled view of axial fan

Figure 6 Projection of the motor leg on motor carrying base.

Figure 8 Surface bodies which belong to fan sheet metal parts

Surface bodies obtained were then saved as in .STEP format again.

Figure 11 Sheet thicknesses were given separately for each part

Figure 12 Classification of holes to be bolt on

Figure 14- Bolted joint contact type

The centre of gravity coordinates are as follows; X= 0,14 mm Y= 2,29 mm Z =

Figure 16- Definition of boundary conditions on fan body and loads

Figure 18 Aspect ratio after meshing

Figure 19 Skewness distribution after meshing

Figure 20 Element Quality after meshing

Figure 21- General view of Fan body after meshing

Figure 22 Motor carrying base after meshing

COMPARISON OF THE RESULTS

Fan Body Type: Type-1

Fan Body Type: Type-1

Fan Body Type: Type-2

Fan Body Type: Type-3

Total Deformation of fan bodies

Equivalent Stress on Sheet Metal Parts

Figure 27- Analysis 1 Equivalent stress on sheet metal parts

Figure 28- Analysis 2 Equivalent stress on sheet metal parts

Figure 29- Analysis 3 Equivalent stress on sheet metal parts

Figure 30- Analysis 4 Equivalent stress on sheet metal parts

Distribution of Equivalent Stress Safety Factor on Fan Bodies

Figure 31 - Analysis 1 Equivalent stress safety factors on fan bodies

Figure 32 - Analysis 2 Equivalent stress safety factors on fan bodies

Figure 33 - Analysis 3 Equivalent stress safety factors on fan bodies

Figure 34 - Analysis 4 Equivalent stress safety factors on fan bodies

Distribution of Tensile Stress Safety Factor on fan bodies

Figure 35 - Analysis 1 Tensile stress safety factors on fan body

Figure 36 - Analysis 2 Tensile stress safety factors on fan body

Figure 37 - Analysis 3 Tensile stress safety factors on fan body

Figure 38 - Analysis 4 Tensile stress safety factors on fan body

Distribution of deformation, stress and safety factors on motor carrying base

Distribution of deformation, stress and safety factors on motor support leg

1) Stress on fan body in case of vertical loading

Fan Body Type: Type-1

Fan Body Type: Type-1

Fan Body Type: Type-1

Fan Body Type: Type-2

Fan Body Type: Type-2

Fan Body Type: Type-2

Fan Body Type: Type-3