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Aircraft Air Conditioning & Pressurisation

This document discusses aircraft pressurization and air conditioning systems. It begins by outlining the learning outcomes, which are to understand regulatory requirements, describe system components and layouts, explain system operations, perform inspections and servicing, and understand documentation requirements. It then covers topics like atmospheric pressure changes with altitude, temperature variations with altitude, pressurization terminology, sources of pressurized air on reciprocating and turbine engines, and challenges of aircraft pressurization. Assessment methods include assignments, quizzes, and exams. Reference materials are also provided.

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126 views34 pages

Aircraft Air Conditioning & Pressurisation

This document discusses aircraft pressurization and air conditioning systems. It begins by outlining the learning outcomes, which are to understand regulatory requirements, describe system components and layouts, explain system operations, perform inspections and servicing, and understand documentation requirements. It then covers topics like atmospheric pressure changes with altitude, temperature variations with altitude, pressurization terminology, sources of pressurized air on reciprocating and turbine engines, and challenges of aircraft pressurization. Assessment methods include assignments, quizzes, and exams. Reference materials are also provided.

Uploaded by

ronasso7
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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AIRCRAFT AIR

CONDITIONING &
PRESSURISATION
AJD 20803
Learning Outcomes:

Upon completion of this course students should be able to:

 Identify and describe the appropriate regulatory requirements relating to Oxygen, Air
conditioning and Pressurisation Systems.

 Describe typical examples of the constructions, systems layout and components of the
Oxygen, Air conditioning and Pressurisation Systems using the appropriate drawings or
schematic diagrams.

 Describe the operations of the Oxygen, Air Conditi0ning System and Pressurisation Systems
and their related components using appropriate drawings and schematic diagrams.

 Perform inspections and identify discrepancy of the Oxygen System, Air Conditioning System
and Pressurisation Systems and their components as per the relevant technical documents.

 Perform servicing of the Oxygen System, Air Conditioning System and Pressurisation Systems
and their components as per the relevant technical documents.

 Effect of the documentations and certifications for maintenance tasks carried out on an
aircraft in accordance with the appropriate regulatory requirements.
Assessment Methods and Types

Assignments / Practices 50%

Quizzes 10%
Midterm exam 10%

Final exam 30%

TOTAL 100%
 There will be five (5) quizzes, once in every two (2) weeks.
 All quizzes will be done through the E-learn.
 There will also be descriptive quizzes to cover specific topics done
through the E-learn.
 Assignments will also be done through the E-learn.

QUIZ & ASSIGNMENTS.


Reference:

Compulsory

1. (CAP 562) Civil Aircraft Airworthiness Information and Procedures

2. Jeppesen Sanderson Training Product A& P Technician Airframe Textbook.

Additional:

1. (CAP 468) Section L – Licensing – Aircraft Maintenance Engineers

2. Relevant Aircraft Maintenance Manuals AMM

3. A & P Mechanics General Handbook, Aviation Maintenance Foundation Inc (USA)

4. A & P Mechanics Airframe Handbook, Aviation Maintenance Foundation Inc (USA)


WEEK 5
 Aircraft Pressurization Systems
 5.1 Pressurization Problems
 5.2 Pressurization Purpose and Requirements
 5.3 Pressurization Terminology
 5.4 Sources of Pressurization Air
 5.5 Reciprocating Engine Aircraft
 5.6 Turbine Engine Aircraft

WEEK 5
 Air has weight.
 A 1 square inch of air column from sea level to the top of the
atmosphere weigh 14.7 lbs.
 Therefore the pressure of air at sea level is 14.7 psi.
 This atmospheric pressure is also known as barometric pressure.
 Measured using barometer.
 This barometric pressure is expressed in inches of mercury or mm
of mercury. This represent the height of the column of mercury
when exposed to this pressure.

ATMOSPHERIC PRESSURE AND BAROMETRIC PRESSURE


1 SQUARE INCH OF AIR COLUMN FROM SEA LEVEL TO THE TOP OF
ATMOSPHERE WEIGH 14.7 LBS.
AT SEA LEVEL WEIGHT OF AIR
PUSHES MERCURY COLUMN TO
29.92 INCHES.
 Atmospheric pressure reduces with altitude.
 This is due to the shorter column thus lower weight.
 The rate of reduction of this atmospheric pressure is very rapid. At
50,000 ft the atmospheric pressure reduces to 1/10 of the sea
level pressure.

THE EFFECT OF ALTITUDE ON ATMOSPHERIC


PRESSURE.
ATMOSPHERIC PRESSURE DROP
WITH INCREASE IN ALTITUDE.
 Temperature variations in the atmosphere is a concern to aviators.
 Weather system produces changes in the temperature near the surface of the earth.
 Temperature changes as altitude increases.
 Troposphere is the lowest layer of the atmosphere.
 On average troposphere extends to about 38,000 ft altitude.
 At the pole its extend to around 25,000 to 30,000 ft.
 At the equator, it may extend to 60,000 ft.
 Most aviation activities take place in the troposphere. In this layer temperature decreases with
increasing altitude.
 This temperature rat of change is at -20C or –3.50F. For every 1,000 ft increased in altitude.
 The upper boundary of atmosphere is called tropopause. A constant temperature of -570C or -
690F.
 Above the tropopause is the stratosphere. In this layer temperature increases with altitude to
near 00C.
 Then in the mesosphere it decrease again.
Atmosphere contain ozone layer that protect the earth from the ultraviolet light of from the sun.
L Some civil aviation and many military aircraft operate in the straposphere.


TROPOSPHERE EXTENDS
HIGHER AT THE EQUATOR
THAN THE POLES.
RED LINE DEPICTED ATMOSPHERIC
LAYER WITH TEMPERATURE CHANGES.
 Aviation industry has exchangeable uses of the displacement
unit of atmospheric pressure in inches or mm of mercury with the
forces unit of psi.
 Meteorological has since also shifted the use of displacement
measuring unit to the force unit - hPa (hectopascal).
 1013.2 hPa is equal to 14.7 psi.

DISPLACEMENT UNIT OF MEASURES VERSUS


THE FORCES UNIT
ATMOSPHERIC PRESSURE
 When an aircraft is flown at higher attitude it burns less fuel for a
given air speed when compared to the same air speed at lower
altitude. This is due to the decrease in drag at altitude for lower
air density.
 Bad weather and turbulence can be avoided at higher altitude. It
is above the weather
ATMOSPHERIC CONDITION OUTSIDE
THE AIRCRAFT AT ALTITUDE.
 Cabin Altitude: the altitude on a standard day that has the same
pressure as the air pressure inside the cabin. 10.92 psi pressure inside
the cabin is 8,000 ft. cabin altitude.
 Cabin differential pressure: the difference between the air pressure
inside the cabin and the air pressure outside the cabin. (pressure
differential - psid).
 Cabin rate of climb: the rate of change of air pressure inside the cabin.
Feet per minute (fpm) of cabin altitude change.

PRESSURISATION TERMS.
 Degree of pressurisation and operating altitude of an aircraft are limited by its critical
design.
 To be comfortable the cabin pressure altitude of the aircraft must be at 8,000 ft. or lower,
regardless of the cruising altitude of the aircraft. This is to ensure crew and passengers have
sufficient oxygen present at sufficient pressure to facilitate full blood saturation.
 Pressurisation system must be designed to prevent rapid changes of cabin pressure,
preventing discomfort or injurious effect.
 Pressurisation system should circulate the air from inside the cabin to the outside at a rate
that quickly remove odour and to remove stale air.
 Cabin air must be heated and cooled as necessary.
 To pressurised, aircraft must be designed to contain air at a pressure higher than outside
atmosphere. It is therefore need to be sealed.
 Compressible seal (at the door), other seals, grommets and sealant make the cabin an air
tight pressure vessels. These includes cabin, flight compartment and baggage compartment.
 Air is then pumped into the cabin at a constant rate to a pressure slightly higher than
required.
 Control is maintained by the rate of air allowed to flow out of the cabin.

PRESSURISATION ISSUES.
 A key factor in pressurisation is the ability of the fuselage to withstand the force
of higher pressure inside the cabin against the atmospheric pressure outside.
This pressure differential range from 3.5 psi to 9 psi.
 Making the structure strong is of no problem if there is no limitation of weight.
 As new technology jet aircraft designed to be able to exploit the low drag at
high altitude, this make the challenges for higher differential pressure design.
 The design challenge continuous with the new composite technology and the
fatigue effect of pressurisation-depressurisation cycle of metal.

THE CHALLENGES OF AIRCRAFT PRESSURISATION.


CALCULATING THE DIFFERENTIAL PRESSURE (PSID)
 Reciprocating engine:
 Supercharger & turbo charger use to increase engine performance at higher attitude
by increasing the quantity and pressure of air at the induction system. Some of the air
can be routed to pressurise the cabin.
 Engine driven compressor. Through the accessary gear box.
 Supercharger and turbocharger carry the risk of contamination by oil, fuel and
exhaust gas.
 Engine driven compressor remove these risk but increase the aircraft weight and
consumed engine power.
 Design ceiling of reciprocating engine pressurisation are due to the reduced air for
engine power and pressurisation supplies at altitude. This is at about 25,000 ft.

SOURCES OF PRESSURISED AIR.


SUPERCHARGER.
TURBOCHARGER
TURBOCHARGER INSTALLATION.
A ROOT BLOWER: NO OIL FOR LUBRICATION.
A CENTRIFUGAL CABIN
SUPERCHARGER
 As jet engine uses compressed air for its operation, air from the compressor are
free from contaminants for cabin pressurisation. However it will reduce the volume
of the compressed air for engine operation.
 Modern large cabin turbofan engine have recirculation fan to reuse up to 50% air
from the cabin thus reduce consuming engine power.
 Smaller turbine engine use flow multiplier.
 less moving parts.
 Capacity to be pressurised are small.
 Bigger jet uses air cycle air conditioning and pressurisation system.
 Uses of engine bleed air.
 Elaborate system.

TURBINE ENGINE PRESSURISATION.


JET PUMP FLOW MULTIPLIER
TURBO COMPRESSOR ON TURBOPROP AIRCRAFT.
AIR CYCLE AIR-CONDITIONING SYSTEM.

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