LEARNING MODULE 03

Aircraft Pneumatic
System

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TABLE OF CONTENTS

Title Page
Aircraft Pneumatic Systems 5
High Pressure Pneumatic Systems 6
Ram Air Systems 9
Combustion Heater 10
Engine Driven Cabin Supercharger (Blower) Systems 11
Engine Bleed Air System 12

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TABLE OF REFERENCES

References No.
Khan, O. (2016) Aircraft Structures and Systems, EASA Module 13,
Aviation Maintenance Technician Certification Series 1
https://cutt.ly/0nrt7MK
Moir, I., Seabridge, A. (2008) Aircraft Systems: Mechanical, Electrical, and
Avionics Subsystems Integration, 3rd Edition 2
https://cutt.ly/SnrtERp
U.S. Department of Transportation, Federal Aviation Administration. (2016).
Pilot's Handbook of Aeronautical Knowledge. Washington, D.C.
3
:The Administration : [Supt. of Docs., U.S. G.P.O., distributed]
https://cutt.ly/dnruhVH
U.S Federal Aviation Administration. (2018). Aviation Maintenance
Technician Handbook – Airframe Volume 1, US Department of Transportation 4
https://cutt.ly/UnruFCI
Federal Aviation Administration. (2018). Aviation Maintenance
Technician Handbook – Airframe Volume 2, US Department of Transportation 5
https://cutt.ly/cnruMst
Jeppesen; A Boeing Company. (2011). A&P Technician Airframe Textbook
6
https://cutt.ly/lnrybrz

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LEARNING OUTCOMES

Course Learning Outcomes [CLO]

Module Learning Outcomes [MLO]
CLO 1. Understand the
Topic Learning Outcomes [TLO]
fundamental technical MLO 1. Identify and
aspects, principles of describe the basic
operation, design features components comprising an TLO 5. Analyze and describe
and construction of different aircraft pneumatic system. the whole operating process
airframe systems and its of an aircraft pneumatic
components. MLO 2. Describe the system.
operation regarding engine
CLO 2. Interpret the design bleed air system, ram air TLO 6. Distinguish the
principles and operation of systems and engine driven aircraft systems that was
different airframe systems to cabin supercharger (blower) being operated and powered
the context of inspection, systems. by aircraft pneumatic
service, repair and systems.
maintenance of these MLO 3. Understand and
systems.
analyze some aircraft
pneumatic system schematic
CLO 3. Identify the purpose diagrams.
and operation of the different
airframe systems in an
aircraft based in the
approved manufacturer’s
manual and regulatory
standards.

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AIRCRAFT PNEUMATIC SYSTEMS

Supplemental Video Presentation

“Know All About Aircraft Pneumatics

Systems – Airbus A320 Family"

https://cutt.ly/9neHYvn

A pneumatic system is fitted in most modern aircraft to supply some or all of the following
aircraft systems:

 Air conditioning
 Pressurization
 Airfoil/wing anti-icing and engine anti-icing
 Air turbine motors, examples:
o Engine starting
o Hydraulic power
o Thrust reverse
o Leading and trailing edge flap/slat operation
 Pneumatic rams, like in thrust reverser actuation
 Hydraulic reservoir and potable water tank pressurization
 Cargo compartment heating

Most of these systems use high volume low pressure airflow bled from the compressor
stages of a gas turbine engine. Other sources of supply are engine driven compressors
or blowers, auxiliary power unit (APU) bleed air and ground power units (GPU).

Some older turbo-propeller and piston engine aircraft use high pressure pneumatic
systems for the operation of landing gear, brakes, flaps etc. (like a Fokker F27 aircraft)
but these aircraft are a minority and hydraulic power has become the normal method of
operation for these systems.

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HIGH PRESSURE PNEUMATIC SYSTEMS

Supplemental Video Presentation

“High Pressure Pneumatic Systems"

https://cutt.ly/ineFmen

High pressure pneumatic systems are not generally used on modern transport aircraft as
large components such as landing gear are raised and lowered more efficiently by
hydraulic power. However these systems are still in use on aircraft such as the Fokker
F27 aircraft.

Figure 1 - Philippine Air Force (PAF) Fokker F27 used as transport and maritime patrol aircraft.

Compressed air has some advantages over other systems:

 Air is universally available and is free.

 Air is lighter than hydraulic fluid.
 No fire hazard.
 No viscosity problems with changes of temperature.
 The system is lighter because no return lines are required.

The major disadvantage of air is its compressibility.

The diagram shown below depicts the high pressure, closed center system used on the
Fokker F27. The four stage compressor is driven from the accessory gearbox of the turbo-
prop engines.

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The unloading valve ensures that the system pressure is maintained at 3300psi. A shuttle
valve enables the system to be charged from an external source.

Figure 2 - Fokker F27 high pressure pneumatic system.

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Two (2) components provide protection against the possibility of water freezing in the
system,

 A moisture separator, which removes 98% of the water present in the air.
 A dryer which removes the remaining water using a desiccant such as silica gel or
anhydrous aluminum silicate.

A 10 micron filter ensures that the air is clean before it enters the system. Three air bottles
(reservoirs, accumulators) are provided to store the high pressure (HP) air ready for
instant use. The 750 cubic inch for the main system, a 180 cubic inch for the brakes and
a 180 cubic inch for emergency use.
Most of the components operate with a pressure of 1000 psi, so the air is passed through
a reducing valve before being used by the landing gear, passenger door, nose wheel
steering and propeller brake.

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RAM AIR SYSTEMS

Supplemental Video Presentation

“Ram Air – Pneumatics"

https://cutt.ly/OneY1Z2

In these systems, which are used in used in unpressurized piston engine aircraft, ambient
atmospheric air is introduced to the cabin through forward facing air intakes.

Some of this ram air can be heated by exhaust or combustion heaters and then mixed
with the cold ambient air in varying proportions to give a comfortable cabin temperature.

It is of extreme importance that the supply (ram) air does not come into contact with, or
is contaminated by, the exhaust gases or the air used for combustion.

Figure 3 - A light aircraft hot and cold air system.

A typical system for a light aircraft is shown in the figure above which also features hot
windscreen demisters and a fresh air blower for use on the ground when there is no ram
air.

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The heater muff or exhaust muff is a close fitting cowl around the exhaust pipe which
allows ram air to come into close contact with the hot exhaust pipe to provide hot air for
heating the cabin.

Fresh cold air can be allowed into the cabin through the ram air inlets on the wing leading
edge. After use the air is dumped overboard through a vent on the underside of the
aircraft.

COMBUSTION HEATER
The fuel used in the heater is normally that which is used in the aircraft's engines and the
heater works by burning a fuel/air mixture within the combustion chamber. Air for
combustion is supplied by a fan or blower and the fuel is supplied via a solenoid operated
fuel valve.

Figure 4 - An illustration of a combustion heater.

The fuel valve is controlled by duct temperature sensors but can be manually overridden.
The system is designed so that there is no possibility of leaks from inside the chamber
contaminating the cabin air.

In addition the system must be provided with a number of safety devices which must
include:

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  Automatic fuel shut-off in the event of any malfunction.
 Adequate fire protection in the event of failure of the structural integrity of the
combustion chamber.
 Automatic shut-off if the outlet air temperature becomes too high.

SYSTEMS USED FOR PRESSURISED FLIGHT ̶ ENGINE DRIVEN

CABIN SUPERCHARGER (BLOWER) SYSTEMS

Figure 5 – A schematic diagram of an engine driven cabin compressor (blower) system.

When a supply of air from the compressor of a gas turbine engine for air conditioning or
pressurization is not available, cabin air supply may be provided by blowers driven
through the accessory gearbox or by turbo compressors driven by bleed air.

Such systems were necessary for piston engine and turbo-propeller aircraft and are used
for some turbo-jet aircraft where the air supply from the compressor is considered to be
too dirty (contaminated). These blowers may be of the centrifugal or positive
displacement (Rootes) type.

The blower must be capable of supplying the required mass flow of air under all operating
conditions which means that at sea level with the engine running at high speed too high

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a mass flow will be delivered, therefore in order to prevent over pressurization of the
supply ducts, a mass flow controller signals spill valves to vent the excess air flow to
atmosphere. This method is wasteful and is avoided where possible by using variable
speed drives.

In such a system, the mass flow produced by the engine is dependent on the rotational
speed of the blower and the air density. This air can be heated by restricting the flow by
means of a choke valve which can be progressively closed to increase the temperature
and pressure of the air leaving the blower and opened to prevent excessive temperatures
and pressures.

The hot and cold air supplies are mixed in varying proportions to maintain the delivery
temperature at a comfortable level for both passengers and crew. Selection and control
may be automatic or manual.

ENGINE BLEED AIR SYSTEM

Supplemental Video Presentation

“Engine Bleed Air Explained"

https://cutt.ly/IneGHrV

Supplemental Video Presentation

“Bleed Air – Pneumatics"

https://cutt.ly/WneF10V

The engine bleed air system consists of the power source (the engine) and control
devices for temperature and pressure regulation during operation.

Because of the great variation of air output available from a gas turbine engine between
idle and maximum rpm there is a need to maintain a reasonable supply of air during low
rpm as well as restricting excessive pressure when the engine is at maximum rpm.

It is usual to tap two pressure stages to maintain a reasonable pressure band at all engine
speeds.

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Figure 6 - Air sources and uses in an aircraft. (Schematic)

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 Figure 7 - Air sources and uses in an aircraft. (Actual)

Figure 6 shows a typical bleed air system with air being ducted from two stages of the
compressor, a low pressure (LP) stage and a higher pressure (HP) stage. In this case
the stages used are the 5th and 9th.

The two sources are combined together at the High Pressure Shut-Off Valve (HPSOV).
This valve is pressure sensitive and pneumatically operated and is open when there is
insufficient air pressure from the LP system to maintain the required flow.

As the engine speeds up the LP air pressure will increase until it closes the high pressure
shut-off valve so that, in all normal stages of flight, bleed air will come from the LP stages.

The high pressure shut-off valves are designed to open relatively slowly on engine start
up or when air conditioning is selected to minimize the possibility of a surge of air
pressure. They are also designed to close very quickly to prevent an ingress of fumes or
fire to the cabin in the event of an engine fire.

The bleed air control valve is the separation point between the engine and the pneumatic
system manifold and allows the bleed air to enter the pneumatic system and is controlled
electrically from the flight deck. Non-return valves (NRV) are installed in the LP stage

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ducts to prevent HP air entering the LP stages of the engine when the high pressure shut-
off valve is open.

Most multi-engine aircraft also keep the supplying engines or sides separate with each
engine supplying its own user services. These are kept independent by isolation valves
which are normally closed but which may be opened if an engine supply is lost to feed
the other side's services.

The system will be fitted with a duct pressure gauge, valve position indicators and
overheat sensors both inside and outside the supply ducts.

The system will also be fitted with safety devices to prevent damage to the supply ducting
due to over pressure or overheat.

 Over pressure
This is usually caused by failure of the high pressure shut-off valve and a pressure
relief valve is fitted to the engine bleed air ducting. If the over pressure persists, a
sensor bleeds high pressure shut-off valve opening pressure and forces the valve
to close.

 Overheat
An electrical temperature switch downstream of the bleed air control valve will
close the valve if the temperature of the air reaches a predetermined level.

Both overheat and over pressure conditions will be indicated to the pilots by
warning lights. If an overheat occurrence took place, the bleed valve switch would
be selected 'OFF' and the isolation valve opened to restore the lost system.

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