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B1-11 (1) .4.1 Air Supply B-1 (2008)
B1-11 (1) .4.1 Air Supply B-1 (2008)
Turbo Compressors
Bleed air form a turbine engine is not free power, nor is it especially cheap. Any time air is
bled from the compressor, there is an equal amount of reduction in power output. If
pressurisation can be reduced or temperature allowed to moderate, there is a corresponding
increase in fuel efficiency. Because of the many disadvantages associated with the
pressurising sources, independent cabin compressors have been designed. These
compressors can be driven through accessory drive gearing or can be powered by bleed air
from an engine compressor.
Generally, the compressors can be separated into two groups: 1. Positive displacement
compressors (Roots-type blower). 2. Centrifugal compressors.
Turbo Chargers
The compressor of a turbine engine is a good source of air to pressurise the cabin, & since
the air is also quite hot (due to compression process - basic gas laws) it is used to provide
heat as well as pressurisation. Engine power is required to compress the air, so any bleed air
removed from the engine reduces engine power & efficiency.
Engine compressor bleed air may be used directly to pressurise aircraft or an alternative
method is where bleed air is used to drive a turbo-charger. By driving a turbo-charger, a
smaller amount of high pressure air is drawn from the engine compressor stage (bleed air).
The turbo-charger then provides the compressed air for cabin pressurisation. This means
that not as much engine power is removed from the engine compressor. The turbo-charger
method is more common in smaller aircraft applications.
In the turbo-compressor system, bleed air from the engine drives a turbine, which directly
drives a compressor. The hot compressed bleed air driving the turbine cools dramatically
(due to the work performed & the de-compression of the bleed air), so the air at the output of
the turbine is actually quite cold.
The compressor of turbo-compressor takes in outside air & compresses it. The act of
compressing the air heats it significantly.
The heated, compressed outside air is blended with the cooled, decompressed bleed air to
achieve to correct temperature & pressure before it enters the cabin or environmental
system.
Jet Pump
Some aircraft use a jet pump flow multiplier to increase the amount of air taken into the cabin.
The jet pump is essentially a special venturi inside a line from the outside of the aircraft. A
nozzle blows a stream of high velocity compressor bleed air into the throat of the venturi, and
this produces a low pressure that draws air in from the outside. This is mixed with the
compressor bleed air and carried into the aircraft cabin.
Basic Operation
Engine runs at constant speed.
The Load Control valve which is switched on from the cockpit provides pneumatics for
airframe users. The Anti Surge valve opens at start to prevent surge or compressor stall, and
closes when load control valve opens.
With the APU running above 95%, bleed air is available. With a switch in the cockpit, bleed
air can be selected on.
As soon as bleed air is selected “on” the surge valve will close. (The surge control valve will
be open when bleed air is not selected on, to ‘relieve’ the compressor thus reducing EGT).
This will move the butterfly valve in the air supply duct toward open. Pressure is acting on the
Load Control diaphragm and when the valve starts to open this pressure will diminish as air
flows through the aircraft ducting. This will have the effect of allowing some CDP to escape.
Now there will be less pressure acting on top of the butterfly actuator, slowing it’s opening
speed.
The speed with which the bleed air pressure dissipates from the Load Control diaphragm is
governed by the rate adjustment screw and this controls the speed that the butterfly opens.
If the EGT is too high, a Control Thermostat is used to reduce fuel flow. A Fuel Control unit
senses compressor discharge pressure for fuel control during operation and a Governor is
used for fuel control at full speed.
Centrifugal
Compressor
APU Types
Modern APU’s are small gas turbine engines. One of the functions of an APU is to supply
compressed air for air conditioning, systems pressurisation, anti-icing, and main engine
starting.
There are two basic types for supplying compressed air:
• Single compressor
• Dual compressor.
Air is supplied by the power section (gas generator) compressor or by a second compressor
called the load compressor.
The load compressor is driven from an extension of the power section compressor turbine
shaft and its pneumatic output is controlled by variable inlet guide vanes. The load
compressor can react to the pneumatic demands of the aircraft more efficiently than a single
compressor type, its ability to offload the load compressor when full demand is not required
make it far more fuel efficient and economical to operate. With some APU’s burning up to
500kg of fuel per hour the operating costs are significant.
In both types compressed air is delivered to the aircraft pneumatic system via a load control
valve. Most load valves are ‘open and close’ valves with no modulation function.
Ground Supply
An aircraft without a serviceable APU will require a source of pneumatics for ground
operations. Ground pneumatic supply is not designed to cope with the demands of the air
conditioning system. Use is normally restricted to main engine starting and short duration
maintenance checks.