ATA 21-Air Conditioning and Cabin Pressurisation

Fundamentals
eJAMF
Issue: 21.05.2010
Author: KlJ
Module 11.04 For Training Purposes Only

LTT 2006
Air Conditioning and Cabin Pressurisation
ATA 21, 36
EASA Part-66
B1
EJAMF_M11.04_B1_E
Training Manual
For training purposes and internal use only.

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AIR CONDITIONING & CABIN FUNDAMENTALS
PRESSURISATION
M11.04 AIR CONDITIONING & CABIN PRESSURISATION

FOR TRAINING PURPOSES ONLY!
HAM US/F KlJ 01.04.2008 ATA_DOC Page 1

SOURCES OF AIR SUPPLY FUNDAMENTALS
GENERAL SYSTEM DESCRIPTION
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SOURCES OF AIR SUPPLY INCLUDING ENGINE BLEED

INTRODUCTION
Pneumatics deals with compressed or pressurized gas as a source of power.
Normally the gas used in pneumatics is air.
On aircraft pneumatic energy is used for:
engine starting,
cabin pressurization and air conditioning,
wing anti−icing water reservoir pressurization, and
hydraulic reservoir pressurization on some aircraft.
You may find other systems and components that also work pneumatically, for
instance, air−driven pumps for hydraulics or air motors used for slat operation.
In any pneumatic system, air pressure and temperature need to be as constant
as possible to support the different consumers effectively.
HAM US/F KlJ 01.04.2008 01|INTRODUCTION/A/B1 Page 2

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Figure 1 Pneumatic System

HAM US/F KlJ 01.04.2008 01|INTRODUCTION/A/B1 Page 3
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AIR SOURCES
On all jet aircraft there is a very good air source available.
The engine compressor provides enough air for combustion purposes and also
for the pneumatic system.
You can see that the compressed air is bled from the engines, so therefore it is
called Engine Bleed Air or EBA. The engines are not the only source of air
supply for the pneumatic system. The auxiliary power unit APU is used to
supply the pneumatic system.
The only built−in air pressure sources are the engines and the APU. If both the
APU and engines are not running we can assume that the aircraft is on the
ground; if it isn’t we have a very serious problem.
If the aircraft is on ground, the pneumatic system can be supplied with external
air. This third air source can be delivered via connectors, the High Pressure
Ground Connectors.
HAM US/F KlJ 01.04.2008 02|Air Sources/A/B1 Page 4

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Figure 2 Pressure Sources

HAM US/F KlJ 01.04.2008 02|Air Sources/A/B1 Page 5
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BLEED AIR PRESSURE REGULATION

Here you have a very basic schematic of the pneumatic system.
You can see the engines, the APU, the High Pressure Ground Connector and
the feed lines to the consumers.
Normally, it is the engines that are the main source of air for the pneumatic
system, but first of all the engines produce thrust to fly the aircraft.
The engines have variable power requirements. If thrust is increased pressure
increases as well. Thrust changes generate varying amounts of air pressure.
However, this is undesirable as the consumers of the pneumatic system
require a constant predetermined level of pressure.
Therefore a pressure regulator is needed to maintain a constant level of
pressure and regulate the engine bleed air supply at high engine speeds. This
pressure regulator is known as the bleed valve.
At high engine speed the engine bleed air pressure is regulated. In a situation
when the engine thrust is at idle a second engine bleed port is used.
HAM US/F KlJ 01.04.2008 03|Bleed Air Press. Regul/A/B1 Page 6

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Figure 3 Pneumatic System Schematic

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bleed air pressure regulation cont.

The high pressure compressor comprises several stages and at every stage
the pressure is built up more and more.
So if air pressure is bled at a lower compressor stage through a bleed port then
the bleed air pressure is lower and when it is bled at a higher compressor stage
then the bleed air pressure is higher. Because the bleed air is bled from 2
compressor stages, the compressor stages are known in pneumatics as the
intermediate pressure, or IP, stage and the high pressure, or HP, stage.
So in situations where the higher pressure stage supplies the pneumatic
system there is a check valve to protect the engine compressor against
backflow.
For APU bleed air supply, no additional pressure regulator valve is needed but
a shut−off valve called the APU bleed valve is used to provide or to shut off the
APU bleed air and a check valve is used to prevent backflow.

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Figure 4 Engine Bleed Pick-ups

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TEMPERATURE REGULATION
The temperature in the pneumatic system must not exceed acceptable values.
You can see that if engine thrust increases then temperature increases and
vice versa. A built−in precooler is used to cool the engine bleed air
temperature. Cooling air is taken from the engine fan duct. The cooling air is
simply fan air. The cooling effect depends on the mass and temperature of fan
air.
You can probably guess that in order to vary the cooling effect, the mass of fan
air must also be varied. A fan air valve is used to allow more or less fan air to
pass the precooler.
HAM US/F KlJ 01.04.2008 05|Temp Regulation/A/B1 Page 10

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Figure 5 Temperature Regulation Components

HAM US/F KlJ 01.04.2008 05|Temp Regulation/A/B1 Page 11
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DISTRIBUTION
The pneumatic air is distributed via ducts.
Depending on the location of the air ducts they are known as the pylon duct,
the left and right wing ducts, the APU duct and the crossover duct or
cross−bleed manifold. The cross−bleed manifold is usually located in the
fuselage and connects the left and right wing pneumatic ducts. A cross−bleed
valve is found to isolate the left from the right wing pneumatic duct.
The pneumatic ducts are monitored by a leak detection system.
HAM US/F KlJ 01.04.2008 06|Distrubution/A/B1 Page 12

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Figure 6 Distribution Components

HAM US/F KlJ 01.04.2008 06|Distrubution/A/B1 Page 13
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CONTROL AND MONITORING

Control of the pneumatic system is achieved either manually via the pneumatic
control panel in the cockpit or automatically by the pneumatic controller.
The pneumatic controller is a computer with specified tasks. There is 1
pneumatic controller for each engine bleed air system. The role of the
pneumatic controller is to monitor pressure and temperature, to register leaks
and to monitor the operation of the pneumatic components.
HAM US/F KlJ 01.04.2008 07|Control and Monitoring/A/B1 Page 14

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Figure 7 Control and Monitoring

HAM US/F KlJ 01.04.2008 07|Control and Monitoring/A/B1 Page 15
AIR CONDITIONING FUNDAMENTALS
INTRODUCTION
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AIR CONDITIONING
INTRODUCTION
INTRODUCTION
Nowadays, aircraft fly at very high altitudes mainly for economic reasons.
This presents some problems, because humans are not able to live in this
environment without help.
At an altitude of 40,000 feet the temperature is about −56 Celcius
corresponding to 133 Fahrenheit.
The air pressure is so low that there is not sufficient oxygen for human survival.
Therefore, the crew and passengers must be protected against freezing and
death.
The air conditioning system makes sure there is correct pressure in the cabin
to support life and it also ventilates the cabin to keep the temperature in a
comfortable range.
Now imagine an aircraft standing on the ground on a hot and sunny day with no
air conditioning. This would be uncomfortable and potentially life−threatening
for passengers on board. Also the equipment on the aircraft would be in danger
of overheating.
In summary, we can say the air conditioning system cools and heats the air. It
also ventilates the cabin and pressurizes the aircraft at high flight altitudes.
HAM US/F KlJ 01.04.2008 01|Intro/A/B1 Page 16

INTRODUCTION
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Figure 8 Air Conditioning Tasks

HAM US/F KlJ 01.04.2008 01|Intro/A/B1 Page 17
INTRODUCTION
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PRESSURIZATION AND ZONES

The air conditioning system supplies pressurization to the whole passenger
compartment, the cockpit, all the cargo compartments and the avionic
compartment.
There are areas in the fuselage that are not pressurized and these are
separated by pressure bulkheads.
Areas that are not pressurized are the landing gear bays, the radome and the
tail cone.
HAM US/F KlJ 01.04.2008 02|Pressurization and Zones/A/B1 Page 18

INTRODUCTION
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Pressurized Areas
Unpressurized Areas
Figure 9 Pressurization and Zones

INTRODUCTION
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Pressurizazion and Zones cont.

Now let us enter the cabin of a B747−400.
It has a huge main deck and an upper deck where first class can be located.
Also, of course, it has a cockpit where people have to work and not to sleep!
Usually the air temperature is regulated to a lower temperature in the cockpit,
this is because the crew has to work. Also, the many electric and electronic
devices which cause heat in the cockpit make it necessary to keep the
temperature demand low.
On the upper deck an air temperature demand of about 24 Celcius,
corresponding to 75° Fahrenheit would be comfortable for the few people
located in first class who wish to sleep.
On the main deck an air temperature demand of, for instance, 20 Celcius,
corresponding to 68 Fahrenheit, would be sufficient because there are many
people sitting closely in this compartment.

INTRODUCTION
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Figure 10 Aircraft Decks

INTRODUCTION
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Pressurizazion and Zones Cont.

The aircraft is divided into several zones so that the cabin areas can be heated
individually.
In this example of a B747−400 there are up to 7 cabin zones which are named
here with letters. Zone A is the first zone and is located on the main deck.
On the upper deck there is zone U/D and the cockpit is zone F/D.
The number of zones depends on aircraft size.
For instance, on the Airbus A320 there are only 3 zones, the cockpit, the
forward zone and the aft zone.

INTRODUCTION
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Figure 11 Aircraft Zones

INTRODUCTION
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AIR CONDITIONING FUNCTIONS

The air conditioning system must make sure of 5 physical charactistics.
It must make sure that the air is:
fresh,
clean,
at a comfortable temperature,
at the correct humidity and
at the correct pressure.
HAM US/F KlJ 01.04.2008 05|Air Conditioning Functions/A/B1 Page 24

INTRODUCTION
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Figure 12 Requirements of Air Conditioning Systems

INTRODUCTION
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air conditioning functions cont.

There are regulations relating to freshness on board. These regulations state
that there is a minimum of fresh air which must be supplied to the cabin.
These regulations are stated in the FAR and JAR which determines the basic
requirements for aircraft design.
The regulations say that, on average, an acceptable limit of fresh air to be
supplied is 0.283 m3 per minute per person. This is about 0.35 kg per minute
at sea level.
The regulations, therefore, make it necessary that the whole of the cabin air be
exchanged every 3 to 5 min., depending on the number of people in the
aircraft. This means, for example, that a B747, which has a cabin volume of
nearly 800 m3 and 500 passenger seats, shifts a minimum 160 m3 of air in 1
minute.

INTRODUCTION
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Figure 13 Regulations for Airfreshness

INTRODUCTION
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Air Conditioning Functions Cont.

The air must be clean. It must be free of all harmful or hazardous gases or
vapors.
Air filters are fitted to keep the air clean and at high altitudes for extra
protection ozone converters are built in.
The temperature must be in a comfortable range. Most aircraft permit
temperature regulation in the range of about 18Celcius to 30Celcius,
corresponding to 64 Fahrenheit to 86 Fahrenheit.

INTRODUCTION
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Figure 14 Cleanliness and Temperature

INTRODUCTION
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The humidity of the air on board an aircraft is a big problem.
Humidity depends on air temperature, the warm air holds more water than cold.
Near the ground there is a lot of humidity in the ambient air.
The temperature regulation cycle causes the temperature to decrease
dramatically which results in water droplets.
To prevent the freezing of parts and valves and also to prevent fog and water
droplets in the cabin, this water is separated from the air.
However, at high flight altitudes the ambient air is very dry, so people feel
uncomfortable on long−range flights.

INTRODUCTION
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Figure 15 Humidity of Air

INTRODUCTION
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The last function of the air conditioning system we have to consider is
pressurization.
Pressurization has to be a compromise between passenger comfort and
structural design.
The best condition for passenger comfort would be to pressurize the cabin to a
value which is similiar to ground conditions. This would not be best for the
aircraft.
The best condition for the aircraft structure would be no pressurization at all to
stress the structure. This, of course, would not be good for the passengers!
The regulations state that it is reasonable to pressurize the cabin to a value
which corresponds to an altitude of 8000feet (2400meters). We say that the
cabin is in an altitude of 8000feet.

INTRODUCTION
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Figure 16 Pressurization
INTRODUCTION
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SYTEM LAYOUT
Here you see the principle layout of the air conditioning system.
The air supply comes from the pneumatic system.
The air conditioning system starts after the pack valve.
The air is cooled by 2 or more identical packs. Basic temperature and humidity
regulation are carried out in this area of the system.
The air conditioning system then mixes cooled air with hot air to give the
desired temperature in the conditioned compartments.
The air conditioning system also supplies the necessary cooling of panels,
batteries and electronic racks by ventilating them with air.
Finally, the conditioned air is distributed to the compartments.
The cabin and flight compartment are pressurized to supply a pressure
corresponding to all flight altitudes.
This is regulated by the outflow valve.
HAM US/F KlJ 01.04.2008 10|System Layout/A/B1 Page 34

INTRODUCTION
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Figure 17 System Layout

TEMPERATURE CONTROL OVERVIEW
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INTRODUCTION
In this lesson we will give you an overview of how the air conditioning system
does the temperature regulation.
The air used by the airconditioning system is bleed air from the pneumatic
system.
This pneumatic air is flow regulated by the pack valves, which are therefore
also called flow control valves.
From the pack valves the air goes to the packs. The air conditioning packs cool
the pneumatic air to a basic temperature.
The cooled air then flows to a mixing unit. The mixing unit mixes the cold air
from the packs with recirculated cabin air. This is for reasons of economy,
because you get the same airflow in the cabin with a lower pack airflow.
The temperature of the air that leaves the mixing unit is finally adjusted by a
certain amount of hot air that comes from upstream of the packs. This hot air is
also called trim air.
You can also supply air to the mixing unit from an external airconditioning unit
on the ground. You connect this unit to a low pressure ground connector if you
don’t want to use the packs on ground.
The temperature of the air that is now delivered to the cabin zones is regulated
in 2 steps.
Pack controllers regulate the temperature of the cold air that leaves the pack
and a zone controller regulates the amount of trim air that is mixed with the
cold air.
The zone controller regulates the temperature by comparing the actual cabin
temperature with a selected zone temperature set by the flight crew.

Each cabin zone has its own control loop.
The zone controller also defines the temperature of the cool air and sends this
information to the pack controller.
HAM US/F KlJ 01.04.2008 01|Introduction/A/B1 Page 36

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Figure 18 Air Conditioning System

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Introduction Cont.
The air conditioning packs, the valves and the mixing unit are located in the
center wing box area.
The air conditioning controls are located on the overhead panel in the cockpit.
You will also find the indication displays in the cockpit.
The pack and zone controllers are located in the avionics compartment.
The low pressure ground connectors are located on the lower fuselage,
accessible by a door.

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Figure 19 Air Conditioning Compartment Location

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Introduction cont.
The basic idea of cooling is that because heat is a form of energy it cannot be
made or destroyed, it can only be transformed.
Heat can only flow from an object to a cooler object.

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Figure 20 Heat Flow

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Introduction cont.
There are 3 types of cooling device used on aircraft.
They are the
heat exchanger,
the vapor−cycle machine and the
air−cycle machine.

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Figure 21 Cooling Devices

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PRINCIPLES OF COOLING
Heat exchangers are very effective, but they do not have sufficient power to
cool all of the cabin air, especially on the ground.
Vapor−cycle machines are used in aircraft when engine bleed air is not
available.
The cooling principle is basically the same as in a refrigerator. An expansion
valve expands a special pressurized cooling fluid by a specific amount.
The special cooling fluid expands which results in the fluid becoming colder.
This cold fluid flows through an evaporator, which is a special heat exchanger
and is heated by the cabin air which flows across the evaporator. So the result
is that the cabin air temperature decreases.
The cooling fluid, which is now heated by the cabin air, changes its state from a
fluid to a gas.
The special cooling fluid, which is now a gas, is compressed in the compressor.
This compression gives the gas a higher temperature. This hot gas flows
through a condensor, which is a special heat exchanger.
In the condenser the special cooling gas is cooled down by ambient air. It
becomes liquid and the cycle starts again.
You can find vapor cycle machines on small aircraft with propellers, on aircraft
without an APU and on older aircraft.
HAM US/F KlJ 01.04.2008 05|Principles of Cooling/A/B1 Page 44

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Figure 22 Heat Exchanger and Vapour Cycle Machine

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Principles of Cooling Cont.

Air−cycle machines use bleed air which comes from the pneumatic system.
The air is under pressure and hot.
The hot, pressurized air flows into a compressor, which increases the pressure
and the temperature.
The heat exchanger receives hot air from the compressor.
The heat exchanger has ambient air flowing across it. Heat decreases but
pressure remains equal.
After the air has been through the heat exchanger, it flows into a turbine. Here,
the air which is now warm, but still highly pressurized, expands and cools. This
cold air then goes to the cabin.
Air−cycle machines are driven by the turbine.
The turbine and the compressor are mounted on 1 shaft. These machines are
used in most jet aircraft.

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Figure 23 Air Cycle Machine

COOLING DESCRIPTION
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COOLING DESCRIPTION
COOLING PACK DESCRIPTION
The function of the cooling pack is to cool hot bleed air to a value given by the
pack controller.
The cooling pack has:
a pack valve, which is the tap of the pack,
an ozone converter which is located upstream of the pack valve and
a heat exchanger which usually has 2 units, the primary and secondary or
main heat exchanger.
There is also an air−cycle machine and a bypass valve also called temperature
control valve.
The cooling pack also has a ram air system which has ram air ducts with ram
air inlet and exit doors and a fan.
Cooling pack sensors sense the temperature in the pack and these permit the
pack to be controlled and monitored.
There is an anti−ice valve or sometimes an anti−ice function which eliminates
icing conditions in the water separator and so, of course, there is a water
separator.
The cooling pack has a pack check valve which is located downstream of the
water separator.
The pack check valve prevents backflow into the pack. Each pack has a pack
controller which controls pack operation.
HAM US/F KlJ 01.04.2008 01|Cooling Pack Description/B1/A Page 48

COOLING DESCRIPTION
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Figure 24 Cooling Pack Components

HAM US/F KlJ 01.04.2008 01|Cooling Pack Description/B1/A Page 49
COOLING DESCRIPTION
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OZONE CONVERTER
The ozone converter is built in upstream of the cooling pack.
Ozone converters are found particularly in aircraft which fly at high altitudes,
because there is a lot of ozone in the atmosphere. Because ozone harms a
person’s health, the function of the ozone converter is to minimize the amount
of ozone in the cabin.
The ozone converter minimizes the amount of ozone in the cabin by using a
catalyst which converts the ozone to harmless oxygen.
HAM US/F KlJ 01.04.2008 02|Ozone Converter/B1 Page 50

COOLING DESCRIPTION
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Figure 25 Catalytic Ozone Converter

HAM US/F KlJ 01.04.2008 02|Ozone Converter/B1 Page 51
COOLING DESCRIPTION
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PACK VALVE
The pack valve is a flow control valve, so it is sometimes named the pack flow
control valve or FCV.
It determines the amount of air going to the cabin.
For this reason it is located upstream of the air conditioning packs.
The pack valve is a venturi−type butterfly valve, which is controlled by a
solenoid.
It is pneumatically operated and spring−loaded to closed.
HAM US/F KlJ 01.04.2008 03|Pack Valve/B1 Page 52

COOLING DESCRIPTION
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Figure 26 Pack Valve

COOLING DESCRIPTION
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Pack Valve cont.

The pack valves have also a shut−off function.
It is controlled to close from the fire handle, during engine start and from the
pack switch.
Each pack has its own pack switch. These switches are located on the air
conditioning panel in the cockpit. Our example shows the air conditioning panel
of an Airbus A320, which has 2 packs.
Please recognize that in the aircraft you must always follow a check list before
you switch on the pack switch.
When a pack switch is operated the pack valve solenoid is de−energized and if
there is bleed air available the pack valve opens. Because of the fail−safe
philosophy, the pack valve also opens when the electrical power supply is
broken. Otherwise, if pneumatic power is not available the pack valve closes.
This is because the actuator spring closes the valve.
There is a microswitch built into the pack valve, it shows whether the pack
valve is fully closed or in the open position.
The pack valve also has a manual override which lets you fix the valve in a
closed position.

COOLING DESCRIPTION
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Figure 27 Pack Valve and Switches

COOLING DESCRIPTION
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PACK VALVE FUNCTION

The main function of the pack valve is to control the airflow to the cabin.
This is done with a regulating assembly.
The regulating assembly gets the airflow signal from a venturi tube, which
always measures a mass flow.
Unfortunatly with a constant mass airflow to the cabin you get an increasing air
velocity when you fly higher because of the decreasing cabin pressure.
But for a high passenger comfort you need a constant velocity of airflow what
means that the volume of airflow must be constant. Therfore the valve gets a
correction signal from the cabin pressure to allow the regulation of the constant
volume of airflow.
HAM US/F KlJ 01.04.2008 05|Pack Valve Function/B1 Page 56

COOLING DESCRIPTION
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Figure 28 Regulating Assembly

COOLING DESCRIPTION
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Pack Valve Function Cont.

To clarify this for you, let’s look at a diagram showing airflow into the cabin of
an narrow−bodied aircraft.
On the ground, the mass flow on this aircraft is about 1.1 kg/s and at 8000 ft,
which is the maximum permitted cabin altitude, the mass flow is about
0.86 kg/s.
The density of air at sea−level is about 1.225 kg/m3 and air density at 8000 ft
is about 0.96 kg/m3.
You can find volumetric flow by dividing the mass flow by density.
So at sea−level, the mass flow of 1.1 kg/s divided by the density of
1.225 kg/m3 gives volumetric flow of 0.9 m3/s.
At 8000 ft the mass flow of 0.86 kg/s divided by the corresponding air density
of 0.96 kg/s gives volumetric flow of 0.9 m3/s.
So, as you can see, volumetric flow is constant at all cabin altitudes.
You probably remember, from the first lesson, that regulations require a
minimum of 0.283 m3/min per person in the cabin. So let us make sure that the
regulations are fulfilled here.
Our aircraft, which is an Airbus A 320, supplies 0.9m3 of fresh air per second to
the cabin.
So first, let’s convert the volume flow to minutes by multiplying by 60 s per
minute then divide by the assumed maximum number of persons, which is, for
this aircraft type 150, this gives us 0.36 m3 per minute per person.
So this meets the regulations.

COOLING DESCRIPTION
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Figure 29 Airflow Diagram

COOLING DESCRIPTION
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Nowadays, air conditioning systems are able to save energy by adjusting the
airflow according to the number of passengers.
When the aircraft is fully loaded the total capacity of conditioned air is
necessary.
To change the airflow there is an air conditioning panel in the cockpit, where
you can select the necessary airflow.
If the aircraft is not fully loaded, all of the conditioned air is not necessary, so
the pushbutton is set to low flow and the pack valve closes partially.
If the aircraft is fully loaded, all of the conditioned air is necessary, so the
pushbutton is set to hi flow and the pack valve is more open.

COOLING DESCRIPTION
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Figure 30 High Flow Selection

COOLING DESCRIPTION
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On some aircraft you can select high, normal or low airflow. When the pack
flow selector is on normal, this means that the cabin is receiving 100% airflow.
When the pack flow selector is in high−position, then the pack valves supply
the cabin with more than 100% percent airflow.
When the pack flow selector is in LO-position then the pack valves supply the
cabin with 80% airflow.

COOLING DESCRIPTION
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Figure 31 Pack Flow Selector

COOLING DESCRIPTION
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HEAT EXCHANGER
Cooling in the cooling packs is a system of heat exchangers and a cooling
machine, the air−cycle machine.
Modern packs have 2 heat exchangers to improve the cooling effect. So you
can see what the 2 heat exchangers look like we have separated them for you.
They are named the primary heat exchanger and the secondary or main
heat exchanger.
Normally, as we have mentioned, the 2 heat exchangers are mounted together
so they appear to be 1 component.
The advantage of the 2 heat exchangers being mounted together is that only 1
cooling duct is necessary.
HAM US/F KlJ 01.04.2008 09|Heat Exchanger/B1 Page 64

COOLING DESCRIPTION
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Figure 32 Heat Exchanger

HAM US/F KlJ 01.04.2008 09|Heat Exchanger/B1 Page 65
COOLING DESCRIPTION
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AIR CYCLE MACHINE

Now let’s look closely at the air−cycle machine.
Its primary components are the compressor, the turbine and the fan.
Hot pneumatic air flows from the pack valve to the primary heat exchanger
where it is cooled down.
Air then goes to the compressor and is compressed, increasing its pressure
and temperature.
The air then flows to the secondary or main heat exchanger where the
temperature is decreased, but the pressure stays the same.
The air then goes to the turbine where it expands, causing the pressure and
temperature to decrease. The air then goes to the cabin.
HAM US/F KlJ 01.04.2008 10|Air Cycle Machine Intro/B1/A Page 66

COOLING DESCRIPTION
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Figure 33 Air Cycle Machine Description

HAM US/F KlJ 01.04.2008 10|Air Cycle Machine Intro/B1/A Page 67
COOLING DESCRIPTION
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Air Cycle Machine Cont.

When the air expands in the turbine it turns the turbine wheel.
This also turns the compressor wheel and the fan wheel, because they are all 1
component.
As the air−cycle machine’s components are air−carried no more lubrication is
necessary. You can see 1 tapping of the air bearing ventilation.
Once the process has started, air−cycle machines are self−sustaining if air is
available, because of this they are usually named boot−strap air−cycle
machines.
HAM US/F KlJ 01.04.2008 11|Air Cycle Machine/B1 Page 68

COOLING DESCRIPTION
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Figure 34 ACM Construction

COOLING DESCRIPTION
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Air Cycle Machine Cont.

You can now see the operation of the air−cycle machine again by looking at a
graph that shows the temperature and pressure dependence.
In our example the aircraft flies at an altitude of 39,000 feet.
When pneumatic air goes to the pack valve it has a temperature of 200
Celcius and a pressure of 45 psi.
After leaving the pack valve the pressure has changed but the temperature
stays the same.
After passing through the primary heat exchanger the air pressure is almost the
same but the temperature has decreased by about 70 Celcius.
After passing the compressor temperature and pressure increase.
The air then flows through the secondary or main heat exchanger where the
temperature decreases dramatically.
Now the turbine expands the air which causes the pressure and temperature to
decrease.
The pressure is now a little above the cabin pressure and the temperature is
below 0 Celcius.

COOLING DESCRIPTION
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Figure 35 Operation
COOLING DESCRIPTION
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BYPASS VALVE
To adjust the temperature in the pack there is a turbine bypass valve built in.
This valve is also called temperature control valve in some aircraft types. This
valve determines the air mass to the turbine.
The more air that flows to the turbine, the higher the turbine speed and the
more the cooling effect.
The location of the bypass valve can change with aircraft type. Sometimes,
only the turbine is bypassed. If this is the case, a bypass check valve is built in
to bypass the compressor, so only part of the air is compressed.
Sometimes, you can find a bypass valve which bypasses the whole air−cycle
machine.
HAM US/F KlJ 01.04.2008 13|Bypass Valve Intro/A/B1 Page 72

COOLING DESCRIPTION
ATA 21
Figure 36 Bypass Valve

HAM US/F KlJ 01.04.2008 13|Bypass Valve Intro/A/B1 Page 73
COOLING DESCRIPTION
ATA 21
Bypass Valve Cont.

The bypass valve is a butterfly type valve with a manual override, which also
operates as a position indicator.
The bypass valve is always electrically operated.
The pack controller determines the opening range of the valve by using the
pack outlet temperature.
The bypass valve closes more when the turbine outlet temperature is too high
and its opens more when the temperature is too low.
HAM US/F KlJ 01.04.2008 14|Bypass Valve/B1 Page 74

COOLING DESCRIPTION
ATA 21
Figure 37 Bypass Valve

HAM US/F KlJ 01.04.2008 14|Bypass Valve/B1 Page 75
COOLING DESCRIPTION
ATA 21
RAM AIR
The temperature in the cooling pack can be adjusted by the bypass valve, but
as we mentioned before, adjusting the ram air flow through the heat exchanger
influences the efficiency of the heat exchanger and therefore the temperature
in the cooling pack.
The heat exchanger has a cooling air inlet and it has a cooling air outlet.
As ram air is used as cooling air, the air inlet is named the ram air inlet or RAI
and the air outlet is named the ram air outlet or exit or RAE.
Here you can see a different type of heat exchanger. On this type of heat
exchanger the principle is the same, but the airflow is different from the other
type.
HAM US/F KlJ 01.04.2008 15|Ram Air/A/B1 Page 76

COOLING DESCRIPTION
ATA 21
Figure 38 Ram Air System

COOLING DESCRIPTION
ATA 21
Ram Air Cont.

Ram air is guided through ducts. The inlets and exits have adjustable doors.
Ram air door position affects the cooling effect of the heat exchangers.
When the doors are fully open the cooling effect of the heat exchangers is
highest. Here you see the 2 types of doors, they can be fully open, modulating
and fully closed.
Pack outlet temperature is determined by the position of the ram air inlet door,
the ram air exit door, and the bypass valve.
The ram air inlet is a naca−type air intake.
The movement of the ram air inlet door increases or decreases the size of the
naca scope. This movement lets more or less cooling airflow across the heat
exchangers.
The ram air outlet door is also adjustable. It can be just a flap or it can be a
louvre.
Ram air inlet and exit doors are opened and closed by electrically driven
actuators.
Potentiometers and limit switches − normally integrated into the actuators -
supply data for pack controller control and for indication functions.
A fan is found in the ram air system because on the ground there is no ram
effect. The fan is usually mounted on the same shaft as the compressor and
the turbine, so the fan runs when the pack is operative.

COOLING DESCRIPTION
ATA 21
Figure 39 Ram Air Inlet / Exit Doors

WATER SEPARATION
ATA 21
WATER SEPARATION
INTRODUCTION
In this lesson we examine why and how the cooling packs separate water from
bleed air in the cooling cycle.
Water has to be eliminated because temperatures can reach −50 Celsius,
corresponding to 122° Fahrenheit, in the cooling packs and any water droplets
in lines and valves could freeze. Also, any water in the cabin could end up as
fog or water droplets causing passenger discomfort and corrosion in the cabin
and the distribution lines.
As you can see from the diagram, the amount of water in the air depends
mainly on temperature.
The warmer the air, the more water it can carry. So, as you have probably
realized, air near the ground has a large amount of water dissolved in it. This
water condenses in the cooling cycle.
At high flight altitudes the air is very cold and, therefore, very dry so there is no
water which can condense in the cabin. This very dry air is good for the aircraft,
but not so good for the passengers who would prefer more humidity.
HAM US/F KlJ 01.04.2008 01|Introduction/B1 Page 80

WATER SEPARATION
ATA 21
Figure 40 Water Content in Air

WATER SEPARATION
ATA 21
Introduction Cont.
Water separation happens in the cooling pack.
There are 2 ways to separate water. Which system is used depends on the
manufacturer of the cooling pack.
Water can be separated in the high pressure loop, after the air is compressed
by the compressor and before it goes into the turbine.
Or water can be separated in the low pressure loop, which means the water
droplets are separated after leaving the air−cycle machine and before leaving
the pack.
In any system the separated water is then collected and sent to the ram air
inlet duct to increase the cooling efficiency of the heat exchanger.

WATER SEPARATION
ATA 21
Figure 41 Water Separation

WATER SEPARATION
ATA 21
LOW PRESSURE WATER SEPARATION

Let’s now look closely at the low pressure water separation system.
This is the design of a typical B747 pack. It has a water separator and a jet
pump.
The jet pump sprays the condensed water into the ram air inlet duct.
This condensed water increases the cooling efficiency of the heat exchanger.
HAM US/F KlJ 01.04.2008 03|Low Pressure Water Page 84

Separation/B1
WATER SEPARATION
ATA 21
Figure 42 Low Pressure Water Seperator

Separation/B1
WATER SEPARATION
ATA 21
Low Pressure Water Separation Cont.

The basic operating principle of a water separator is that water droplets are
heavier than air.
The first step, in the process of water separation, is to make the water droplets
bigger. So the air passes through a coalescer, which combines the water
particles, and makes larger water droplets.
The air with the water droplets is then circulated by swirl vanes. The result is
that the water droplets are centrifugally forced to a collector from where the
water is drained.
The coalescer is a type of a strainer or a gauze filter, so it could become
clogged by dirt or ice. Because of this, a pressure relief valve is built in which
lets the air bypass the coalescer.
Ice formation on the coalescer is prevented by controlling the air temperature
to the water separator.

Separation/B1
WATER SEPARATION
ATA 21
Figure 43 Water Separator

Separation/B1
WATER SEPARATION
ATA 21
Low Pressure Water Separation Cont.

The separated water is sent through the water line to the ram air inlet, which
increases the cooling efficiency of the heat exchanger.
There is a water aspirator, a type of jet pump, mounted at the heat exchanger
cooling air inlet. This aspirator sprays the water into the air stream.
Air is tapped downstream of the compressor, to induce water flow through the
aspirator.

Separation/B1
WATER SEPARATION
ATA 21
Figure 44 Water Aspirator

Separation/B1
WATER SEPARATION
ATA 21
HIGH PRESSURE WATER SEPARATION

The other type of water separation is high pressure water separation.
Here the fact is used that the cooler the air is, the less water it can dissolve.
With this method only compressed air from the compressor, which has been
cooled by the main heat exchanger, goes into the water separation loop.
Bypassed air is not used and does not go through the water separation loop.
Air from the pneumatic system passes through the open pack valve.
The first component in the pack which the air passes is the primary heat
exchanger. The air flows through the compressor and then goes to the
secondary or main heat exchanger.
Next, the water−loaden air flows to the reheater, which is an air to air heat
exchanger. The cooling air is turbine inlet air. The cool air is then cooled even
more by the condenser, which is also an air to air heat exchanger.
The cooling air, which the condenser uses, is turbine outlet air. This air, which
comes from the air−cycle machine turbine outlet, has a sub−zero temperature.
This very cold air cools the air in the condenser down to dew point, which is,
approximately 0 C, at sea−level.
The condensed water is collected in the water extractor. The water is then
sprayed on the ram air inlet side of the main heat exchanger.
After the water extractor, the air passes through the reheater again where it
increases in temperature.
The air then goes to the air−cycle machine turbine inlet.
Air passes the condenser after leaving the turbine. The air then goes to the
cabin.
HAM US/F KlJ 01.04.2008 06|High Pressure Water Page 90

Separation/B1
WATER SEPARATION
ATA 21
Figure 45 High Pressure Water Separation

Separation/B1
WATER SEPARATION
ATA 21
High Pressure Water Separation Cont.

The water extractor has swirl vanes which rotate the air.
Centrifugal force causes the heavier water droplets to collect in the drain sump.

Separation/B1
WATER SEPARATION
ATA 21
Figure 46 Water Extractor

Separation/B1
WATER SEPARATION
ATA 21
High Pressure Water Separation Cont.

The collected water is sent to the ram air inlet and because it is the high
pressure loop a jet pump is not necessary here.
As you know, air expansion in the turbine decreases the temperature and
pressure of the air.
The mixing of the dry conditioned air and the warm unconditioned bypassed air
makes the dew point of the air about 10 C. This makes sure that no
condensation occurs in the cabin air supply ducting and leaves a small amount
of humidity in the cabin.
Note that in the high pressure loop all water droplets are removed.

Separation/B1
WATER SEPARATION
ATA 21
Figure 47 Bypass Valve Function

Separation/B1
WATER SEPARATION
ATA 21
ICE PROTECTION
Here is a pack with a low pressure water separator.
A pressure transmitter sends differential pressure information between the
water separator inlet and outlet to the pack controller.
When the differential pressure increases, the pack controller assumes there is
ice and opens the turbine bypass valve more.
HAM US/F KlJ 01.04.2008 09|Ice Protection/B1 Page 96

WATER SEPARATION
ATA 21
Figure 48 Ice Protection

WATER SEPARATION
ATA 21
Ice Protection Cont.

In systems with a water separator in the high pressure loop, the differential
pressure is also measured to show an icing blockage.
The condenser is the component which could clog with ice. So the differential
pressure above the condenser is measured, on the high pressure side and on
the low pressure side. If the increasing differential pressure reaches a
predetermined value, the pack controller assumes an icing condition.
In the high pressure system a separate anti−ice valve is built in as a back−up
to the bypass valve, which usually prevents icing.
The anti−ice valve is usually closed, it opens if the delta−P sensors across the
condenser find an unusual pressure difference above the high pressure
delta−P sensors and the low pressure delta−P sensors.
The anti−ice valve supplies hot bleed air to the air−cycle machine turbine outlet
to melt the ice in the condensor and downstream equipment.

WATER SEPARATION
ATA 21
Figure 49 Anti-Ice Valve

WATER SEPARATION
ATA 21
Ice Protection Cont.

Here you can see where the air conditioning pack is located on the aircraft and
you can see in summary all the cooling components of the air conditioning
pack.

WATER SEPARATION
ATA 21
Figure 50 Air Conditioning Pack

PACK CONTROL
ATA 21
PACK CONTROL AND INDICATION

PACK SENSORS
Each air conditioning pack has its own pack controller and each pack controller
has a back−up controller.
The pack controller and its back−up can be designed as 2 separate black
boxes or as 1 device.
Each pack has its own pack switch in the cockpit.
Normally the pack controllers are located in the electric and electronic
compartment.
Each pack controller controls its pack completely and independently including
the pack outlet temperature with all associated operations.
HAM US/F KlJ 01.04.2008 01|Pack Sensors/B1 Page 102

PACK CONTROL
ATA 21
Figure 51 Pack Control Components

HAM US/F KlJ 01.04.2008 01|Pack Sensors/B1 Page 103
PACK CONTROL
ATA 21
PACK SENSOR
There are several sensors built−in to each pack.
The minimum number of sensors you could have in a pack is 3.
These sensors are:
the compressor discharge temperature sensor,
the pack discharge temperature sensor and
the compressor overheat switch.
This switch is installed for safety reasons and informs the pack controller of
abnormal conditions. In some aircraft types you can find an overheat sensor
instead of a switch.
The pack controller also receives other signals.
The pack controller monitors the pack flow control valve position and sends it
to the ECAM or EICAS for indication.
The pack controller controls the position of the bypass valve and signals the
valve to open more or less depending on the temperature necessary. The valve
position is measured by limit switches and a position potentiometer.
The pack controller controls the position of the ram air inlet door depending on
the temperature required and the flight mode.
The ram air inlet door position is measured by limit switches and a position
potentiometer.
The pack controller controls the position of the ram air exit door, depending on
the temperature required and the flight mode. The ram air exit door position is
measured by limit switches and a position potentiometer.
So, in summary, the pack controller receives signals from the pack flow control
valve, the bypass valve, the ram air inlet door and the ram air exit door.
The cockpit also sends a flow demand signal to the pack controller. So,
together with signals from these sensors, the pack controller receives all this
data about the pack.
Pack regulation starts when the flow control valve opens. When the pack
switch in the cockpit is set to ON, the signal goes directly to the pack valve.
The pack valve opens if bleed air is available.
HAM US/F KlJ 01.04.2008 02|Pack Sensor/B1 Page 104

PACK CONTROL
ATA 21
Figure 52 Pack Sensors

HAM US/F KlJ 01.04.2008 02|Pack Sensor/B1 Page 105
PACK CONTROL
ATA 21
PACK TEMPERATURE CONTROL

Now we are going to find out about the pack temperature control circuit.
Here we use a pack with a low pressure water separator to show the pack
regulation principle; it is almost the same on all aircraft.
During normal operation, the zone controller signals the required pack outlet
temperature. The zone controller receives its information from sensors in the
cabin. The zone controller then sends the required pack temperature demand
to the pack controller.
The pack outlet temperature is achieved by the pack controller modulating the
bypass valve, the ram air inlet door and the ram air exit door. This modulation
happens in a pre−determined sequence.
The modulation sequence is a compromise between minimum ram airflow and
sufficient pack airflow, while keeping sufficient heat transfer.
HAM US/F KlJ 01.04.2008 03|Pack Temperature Control Page 106

PACK CONTROL
ATA 21
Figure 53 Pack Temperature Control

PACK CONTROL
ATA 21
Pack Temperature Control Con...

In flight, for maximum cooling, the ram air doors are open and the bypass valve
is fully closed.
For maximum heating the bypass valve is fully opened and the ram air doors
are nearly closed.
The modulation of the ram air doors and the bypass valve follows a scheduled
sequence, which is programmed into the pack controller. The sequence can be
different from aircraft to aircraft; this depends on aircraft design and the
manufacturer.
In flight, usually, the ram air doors never fully open or fully close. This
minimizes the ram effect of the aircraft what saves fuel. It makes sure of a
minimum cooling airflow through the pack.
The bypass valve is modulated by the pack controller when the necessary
temperature can not be reached by modulating the ram air doors.
In some systems the bypass valve is controlled first when fast temperature
changes are needed.
On the ground, the ram air doors are fully open and the bypass valve is
modulated by the pack controller to get the required pack outlet temperature.
The ram air doors can only be modulated together but during take−off and
landing, in any case the ram air inlet door closes completly to prevent ingestion
of foreign matter.

PACK CONTROL
ATA 21
Figure 54 Pack Temperature Control

PACK CONTROL
ATA 21
Pack Temperature Control Cont.

Let’s think about 3 examples of failure conditions that can occur in the pack.
These conditions are:
pack controller failure,
compressor overheat and
bypass valve failure.
If the pack controller is not operating, the alternate pack controller takes over.
HAM US/F KlJ 01.04.2008 05|Pack Temperature Control/B1 Page 110

PACK CONTROL
ATA 21
Figure 55 Failure Conditions - Pack Control Faillure

PACK CONTROL
ATA 21

If the compressor overheat sensor detects a temperature that exceeds for
example 220 C, than the pack valve reduces the airflow.
When the overheat condition stays on the FAULT light comes on in the pack
switch and the pilot must switch off the pack.

PACK CONTROL
ATA 21
Figure 56 Compressor Overheat

PACK CONTROL
ATA 21

If the bypass valve is not operating, it is shown by the out of sequence
schedule of the ram air doors and the bypass valve.
The pack controller triggers the ram air doors to open more, but only by a
limited amount.
On some aircraft types the anti−ice valve can be used as a back−up for the
bypass valve.

PACK CONTROL
ATA 21
Figure 57 Bypass Valve Failure

PACK CONTROL
ATA 21

The pack control and the pack outlet temperature regulation is done by the
pack controller. It modulates the bypass valve, the ram air inlet door and the
ram air exit door.
The modulation happens in a pre−determined sequence.

PACK CONTROL
ATA 21
Figure 58 Pack Control

PACK CONTROL
ATA 21
PACK INDICATION
All these signals about components and temperatures are used for pack
control, and you have probably worked out that they are also used for
indication.
HAM US/F KlJ 01.04.2008 09|Pack Indication/B1 Page 118

PACK CONTROL
ATA 21
Figure 59 Indication
PACK CONTROL
ATA 21
Pack Indication Cont.

Let us use a realistic Boeing example to show you the pack indications.
They are shown on the lower displays. Here in our example, the system page
is named the ECS page which stands for Environmental Control System.
The parts that concern us, are the on and off indications for the packs and the
information which comes from the pack flow control valve.
If 1 pack is inoperative or off, the pack controller automatically switches the
remaining pack or packs to high flow mode.
If all the packs are on, the flow is set to normal.
Hi-flow mode can also be selected manually.

PACK CONTROL
ATA 21
Figure 60 ECS Page

PACK CONTROL
ATA 21

On Airbus aircraft the related synoptic page is named the bleed page.
This is the bleed page of an A320. Let us concentrate on the pack related
indications.
The bleed page shows pack valve indication, pack flow indication and also the
compressor discharge temperature and gives the position indication of the
bypass valve.
C stands for cold and H for hot.
The bleed page also shows the pack outlet temperature.

PACK CONTROL
ATA 21
Figure 61 Airbus ECS Indication

PACK CONTROL
ATA 21

All the same information is available on Boeing aircraft, but not on a synoptic
page.
You find all the data about the pack on the ECS maintenance page.
The ECS maintenance page shows the pack outlet temperature and the pack
flow indication which is measured by a flow sensor.
The turbine bypass valve status is referenced to 100% heat. This is fully open.
The ram air doors position is referenced to 100% heat, which is fully closed.
The ECS maintenance page also shows the compressor discharge
temperature, differential pressure above the water separator, inlet and outlet
temperature of the primary heat exchanger and the outlet temperature of the
secondary or main heat exchanger.
The PTC channel shows which pack controller is in control of the pack. PTC
stands for pack temperature controller.
On this aircraft, the pack controllers alternate with their back−up controllers on
each flight.
If there is a malfunction in the pack or an overheat condition occurs, the pack
controller switches off the affected pack and the fault light comes on.

PACK CONTROL
ATA 21
Figure 62 Boeing ECS Maintenance Page

DISTRIBUTION
ATA 21
DISTRIBUTION
MIXING UNIT
The cold air from the packs goes into the mixing chamber unit also called the
plenum chamber and is then distributed to the different zones in the aircraft.
The mixing unit is a large chamber, like a big duct which has ports for incoming
air and outgoing air.
The mixing unit lets the cold air from the packs mix with discharged cabin air. It
directs the mixed air through the primary supply ducts to the different aircraft
zones.
HAM US/F KlJ 01.04.2008 01|Mixing Unit/B1/A Page 126

DISTRIBUTION
ATA 21
Figure 63 Mixing Unit

DISTRIBUTION
ATA 21
mixing unit cont.

Mixing unit location and output requirements are different on different aircraft
types.
You can see here the location of the mixing unit on a small aircraft, the Airbus
320. It only has 2 cabin zones to supply the forward zone and the aft zone.
From the mixing unit the air flows along the primary supply ducts that are
located horizontally along the fuselage. Then the air goes through riser ducts
which are located vertically along the fuselage.
The air finally goes to the zones through the outlets in the cabin.
The air for the cockpit supply goes through seperate ducts.

DISTRIBUTION
ATA 21
Figure 64 Mixing Unit Location

DISTRIBUTION
ATA 21
CABIN AIR DISTRIBUTION

In this example of an Airbus the passenger cabin air distrbution uses primary
supply ducts that are located on both sides of the cabin under the cabin floor.
From the primary supply ducts, small riser ducts go between the windows to
the outlets above and below the hatracks.
HAM US/F KlJ 01.04.2008 03|Cabin Air Distribution/B1/A Page 130

DISTRIBUTION
ATA 21
Figure 65 Passenger Cabin Air Distribution

DISTRIBUTION
ATA 21
Cabin Air Distribution Cont.

Here you can see a distibution system that uses the same components, but
has a different layout.
In this example the air first goes through big riser ducts to the ceiling and is
then distributed by primary supply ducts.

DISTRIBUTION
ATA 21
Figure 66 Air Distribution

DISTRIBUTION
ATA 21
Cabin Air Distribution Cont.

On some aircraft, the passengers have an individual air supply system.
The passengers individual air supply system, also named a gasper system, is
below the hatracks.
In this system you can adjust the outlets to change the quantity and direction of
the air.
The system is supplied by normal cabin air or an individual supply duct.

DISTRIBUTION
ATA 21
Figure 67 Passengers Individual Air Outlets

DISTRIBUTION
ATA 21
RECIRCULATION SYSTEM
As you have already seen the mixing unit also gets discharged cabin air to
increase the airflow rate to the cabin.
This system is called recirculation system.
The system supports the airflow from the packs, so that the packs do not have
to run on high airflow each time. This reduces the operational costs of the
aircraft.
When the recirculation system is on there is an airflow through the mixing unit
and through the cabin.
The recirculation fans suck discharged cabin air from the underfloor area, clean
it with filters and feed it back into the mixing unit.
HAM US/F KlJ 01.04.2008 06|Recirculation System/B1/A Page 136

DISTRIBUTION
ATA 21
Figure 68 Recirculation System

DISTRIBUTION
ATA 21
Recirculation System Cont.

Here you can see the location of the main components of a typical recirculation
system and what they look like: the air filters, the electrical recirculation fans
and the check valves that prevent a reverse airflow to the underfloor area.

DISTRIBUTION
ATA 21
Figure 69 Recirculation System Components

DISTRIBUTION
ATA 21
COCKPIT AIR SUPPLY

Now lets have a look at air distribution in the cockpit.
As the cockpit crew are responsible for the safety they need the very best
working conditions possible.
The cockpit area mainly gets fresh air from the packs. There are 2 different
ways to ensure that the cockpit only receives fresh air.
One way is to take air directly from the pack before it goes into the mixing unit.
The second method is the aerodynamic way. Here the air is taken from the
mixing unit but because of the location of the cockpit supply duct it gets only
fresh air.
HAM US/F KlJ 01.04.2008 08|Cockpit Air Supply/B1/A Page 140

DISTRIBUTION
ATA 21
Figure 70 Cockpit Air Supply

DISTRIBUTION
ATA 21
cockpit air supply cont.

The cockpit can become very cold in flight and sometimes very hot on the
ground because it has a large skin surface area and many windows.
This means that the cockpit needs a good air distribution system with many air
outlets to decrease these effects.
The air for the cockpit is distributed by a primary air supply duct that divides
into smaller riser ducts
The riser ducts supply air to several different air outlets. On some outlets the
airflow direction and mass can be adjusted, this makes it possible for the crew
to optimize their work environment.
On other outlets only the air mass can be adjusted, this type is found, for
example, above the windows.

DISTRIBUTION
ATA 21
Figure 71 Cockpit Air Supply Outlets

DISTRIBUTION
ATA 21
Cockpit Air Supply cont.

On some cockpit outlets you can switch on individual electrical heaters to
improve the comfort.
There are also electrical heaters in the passenger cabin to heat fuselage areas
that can become very cold during flight.

DISTRIBUTION
ATA 21
Figure 72 Cockpit Air Supply Heaters

DISTRIBUTION
ATA 21
RAM AIR AND GROUND SUPPLY

On some aircraft types you find an emergency ram air inlet that can supply
fresh ambient air to the mixing unit when all packs fail during flight.
When you open the emergency ram air inlet during flight, it guides fresh
ambient air into the mixing unit via a check valve. In the mixing unit the air is
mixed with the recirculated cabin air and distributed to the different aircraft
zones.
The emergency ram air inlet has an electrical actuator which extends the inlet
flap into the ambient airflow.
When the aircraft is on the ground you can supply conditioned air to the mixing
unit from an external airconditioning unit via a ground connector port. This
means that, on the ground, it is not necessary to use the packs to get
conditioned air.
HAM US/F KlJ 01.04.2008 11|Ram Air and Ground Supply/B1/A Page 146
DISTRIBUTION
ATA 21
Figure 73 Emergency Ram Air Inlet

HAM US/F KlJ 01.04.2008 11|Ram Air and Ground Supply/B1/A Page 147
ZONE TEMPERATURE CONTROL
ATA 21

INTRODUCTION
To understand the need for a zone temperature control system you should
remember the parameters that effect the cabin temperature.
These are:
the ambient temperature,
the radiation of the sun,
the cabin insulation,
the heat from equipment,
the heat from the passengers
and the temperature and rate of the air that is supplied to the cabin.
To compensate for all the different cooling and heating effects on the aircraft
zones we need a zone temperature control system.
The air supply to the zones must have different sources because of the
different conditions in each zone.
The cockpit usually gets fresh cool air directly from a pack.
The supply ducts for the cabin zones are connected to the mixing unit which
receives air from the packs and also usually from the recirculation system.
The air temperature in the mixing unit is different to the cockpit duct
temperature because of the recirculated cabin air.
The mixing unit supplies all cabin zones.
HAM US/F KlJ 01.04.2008 01|Introduction/B1/A Page 148

ATA 21
Figure 74 Zone Temperature Control - System Layout

HAM US/F KlJ 01.04.2008 01|Introduction/B1/A Page 149
ATA 21
TRIM AIR SYSTEM

To allow for individual control of all zone temperatures you need a trim air
system.
Each zone has one or more electrically operated trim air valve that controls the
amount of hot air that is mixed with the cold supply air.
A variation in the trim air valve position changes the temperature in the zone
supply duct. The temperature depends on the amount of hot trim air that is
added.
A change of the trim airflow will not only change the temperature but also the
pressure in the trim air supply duct. This change would also affect the flow
through the other trim air valves.
To minimize this effect the trim air system has a pressure regulating valve.
The trim air pressure regulating valve maintains a stable pressure in the trim air
supply duct. It also has a shut−off function to isolate the trim air system, for
example when there is a failure.
When the trim air pressure regulating valve closes then all trim air valves also
close.
The air source for the trim air system is usually downstream of the pack valves.
Remember that the pack valves are flow control and shut−off valves so the trim
air is usually part of the calculated airflow for the cabin.
When all packs are switched off the supply for the trim air system also stops,
because the trim air valves and the pressure regulating valve close. This
means that the cabin zones only get the recirculated cabin air and there is no
temperature control.
HAM US/F KlJ 01.04.2008 02|Trim Air System/A/B1 Page 150

ATA 21
Figure 75 Trim Air System

HAM US/F KlJ 01.04.2008 02|Trim Air System/A/B1 Page 151
ATA 21
MANUAL TEMPERATURE CONTROL

The Zone Temperature Control System work in automatic mode, but in many
aircraft types there is also a manual mode.
In the manual mode you can control the trim air valve directly with a
corresponding selector switch.
The switch is spring loaded in the center position, here labeled with OFF. When
you turn the switch, for example to the warm position, then the valve opens as
long as you hold the switch.
When you release the switch the valve stops in the new position.
When you select a new valve position the duct temperature changes quickly
and the cabin temperature changes slowly.
Therefore you must monitor the duct temperatures carefully to prevent a
system overheat.
HAM US/F KlJ 01.04.2008 03|Manual Temperature Control/B1 Page 152

ATA 21
Figure 76 Manual Temperature Control

HAM US/F KlJ 01.04.2008 03|Manual Temperature Control/B1 Page 153
ATA 21
AUTOMATIC TEMPERATURE CONTROL

In the automatic mode a computer does the control and monitoring of the
system.
Usually it is called the zone controller.
You must only select the required zone temperature on the selector. Usually
you can select a temperature between 18°C, corresponding to 64 in the
COOL position and 30°C, corresponding to 86F, in the WARM position.
The zone controller receives the zone temperature demands from the selectors
and compares it with the actual zone temperature, which is measured by
temperature sensors in the cabin.
From the result of this comparison the computer calculates the temperature of
the supply duct that is necessary to reach the selected cabin temperature. This
is called the duct temperature demand.
From all duct temperature demands the controller selects the coolest demand,
because this defines the necessary pack outlet temperature also called the
pack temperature demand. This signal is used by the pack controllers to
control pack operation.
When duct temperature demands are identical, the coolest demand for the
pack temperature regulation comes from the passenger cabin zones.
The reason for this is that the air from the pack that enters the mixing unit must
be cooler, than the air that is needed for the cockpit supply duct, because of
the recirculated warm air from the cabin.
To take into account the effect of the recirculated air, the zone controller needs
a temperature feedback from the mixing unit.
When the cockpit supply duct temperature becomes the coolest demand, the
zone controller can use a temperature feedback from the cockpit duct to
improve the regulation.
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Control/B1
ATA 21
Figure 77 Automatic Temperature Control

Control/B1
ATA 21
Automatic Temperature Control Cont.

When you select a higher zone temperature demand then you need to add hot
trim air to the air in the supply duct.
For this task there is an automatic trim air control circuit which changes the
position of the trim air valve.
The new position of the valve is calculated from the difference between the
duct temperature demand and the actual duct temperature.
A damping circuit prevents temperature cycling and overshoot. The circuit uses
the rate of the temperature signal from the duct temperature sensor for the
damping calculation.
In some systems there is a special temperature rate sensor called the
anticipator which is used to carry out this task.
The trim air valve control circuits have also a duct temperature limitation circuit.
This circuit limits the duct temperature in our example to about 60°C,
corresponding to 140F, to prevent a duct overheat.
There are identical trim air valve control circuits for each individual zone.
Some zone temperature controllers have additional circuits to compensate for
environmental changes during flight.
The first circuit is called the altitude correction. It compensates for the cooling
effects of decreasing cabin air humidity and outside temperature. This is done
by automatically adding a temperature value to the selected temperature of all
zones when the flight altitude increases.
The second circuit is the cruise correction. It compensates for reduced
passenger activity during cruise flight. This is done by giving an extra increase
to the passenger cabin temperature demand.

Control/B1
ATA 21
Figure 78 Trim Air Valve Control Circuits

Control/B1
ATA 21
PROTECTION CIRCUTS
The protection circuits of the zone temperature control system protect the
system from duct overheat in the event of component malfunctions or
miscontrol in manual mode.
The protection circuits are independent of the temperature control circuits. The
circuits can be either external or internal to the zone temperature controller.
The protection circuits use sensors or overheat switches in the air supply ducts
located downstream of the trim air valves.
When the duct temperature exceeds a critical level, which in this example is
about 90°C, corresponding to 194F, then the protection circuit becomes
active. It triggers a crew alert in the cockpit, for example a FAULT light in the
control pushbutton.
At the same time the protection circuit automatically closes the trim air
pressure regulating valve. This also closes the trim air valves.
The hot trim air therefore stops independently of the failure source.
In some aircraft types you must indicate to the protection circuit that you have
recognized this failure condition by pressing the pushbutton which displays the
fault light.
When the trim air system is off, then the ducts are only supplied from the
packs and the recirculation system. This cools down all ducts.
When the duct temperature decreases below for example 70°C, corresponding
to 158F, the FAULT light extinguishes. This indicates that you can reactivate
the zone temperature control system.
When the trim air system is on again, the trim air pressure regulating valve and
the trim air valves move to the position that is defined by the zone temperature
control circuit.
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ATA 21
Figure 79 Protection Circuits

HAM US/F KlJ 01.04.2008 06|Protection Circuits/B1 Page 159
AIR CONDITIONING SYSTEM FUNDAMENTALS
ATA 21
COMPONENTS
The zone controller which is the main component is usually a digital computer.
It is located in the electric and electronic equipment compartment.
The other components are usually located behind the forward cargo
compartment.
All trim air valves in an aircraft are generally of the same valve type. They are
usually operated by an electrical stepper motor.
The valves have potentiometers and limit switches for position feedback and
for control and indication.
Usually, there is also a manual override and visual position indicator on the
valve.
The trim air system switches off completely when a trim air valve is blocked in
the open position or when the zone controller doesn’t get a feedback signal
from a valve.
HAM US/F KlJ 01.04.2008 07|Components/B1 Page 160

AIR CONDITIONING SYSTEM FUNDAMENTALS
ATA 21
Figure 80 Trim Air Valve

ATA 21
Components Cont.
The trim air pressure regulating valve is a solenoid controlled and pressure
actuated valve.
When the solenoid is de−energized, the valve is closed by a spring.
When you energize the solenoid then the valve is openes by air pressure from
the pneumatic system.
The valve regulates the downstream pressure to, for example, 4 psi above
cabin pressure.
The exact value depends on the aircraft type.
The valve position is always monitored by the zone controller by means of a
limit switch.
There is also often an pressure switch or sensor downstream of the valve
which monitors the trim air pressure.
Our example shows the trim air pressure regulating valve located inside the
pressurized area of the aircraft. In this case the valve receives cabin pressure
directly.
In this example which shows another aircraft type, there are 2 valves in the
unpressurized area near the packs.
In this case cabin pressure is supplied via pressure reference tubes.
Some valves have a second solenoid. It is energized when the duct
temperature increases to an overheat condition. This reduces the trim air
pressure and also the hot airflow.

ATA 21
Figure 81 Trim Air Pressure Regulating Valve

ATA 21
Components Cont.
Finally, we will have a look at the temperature sensors in the zone temperature
control system.
We can differentiate between 2 types of temperature sensor installation. The
duct temperature sensors and the zone temperature sensors. All sensors are
of the thermistor type.
The duct sensors measure the temperature of the airflow directly and send the
signal to the zone controller. If a sensor fails the zone controller usually closes
the corresponding trim air valve.
To prevent this some aircraft types have 2 sensors in 1 housing.
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ATA 21
Figure 82 Duct Temperature Sensors

HAM US/F KlJ 01.04.2008 09|Components Page 165
ATA 21
Components Cont.
The zone temperature sensors are installed in the cabin ceiling area.
There is 1 or more in each zone, depending on the size of the zone.
The sensors must be ventilated to measure the real temperature. In some
aircraft types this is done by an electrical fan.
Another way is for the sensors to be connected to the lavatory ventilation or the
equipment cooling system which draws air through the sensors.

ATA 21
Figure 83 Zone Temperature Sensors

ATA 21
CONTROLS AND INDICATIONS

The main controls and indications are in the cockpit. The controls are on the
airconditioning panel, located on the overhead panel in modern aircraft and the
indications on the lower display of the central warning system.
Indications on a typical airconditioning system page:
Actual cabin temperature measured by the temperature sensors in the
cabin.
Actual duct temperature measured by the duct temperature sensors.
Actual trim air valve position measured by the potentiometer inside the
valve.
Valve symbol of the pressure regulating valve. This signal comes from the
limit switch. (here closed)
On the control panel there is a ”HOT AIR” pushbutton used to switch on or
reset the trim air system and 3 control knobs for the zone temperature
selection in automatic mode.
Note that in this aircraft there is no manual mode.
To activate the airconditioning system on the ground, electrical and pneumatic
power must be available and you have also to perform all safety precautions
specified by the check list. You must also make sure that a window or cabin
door is open to prevent pressure build−up in the cabin.
The trim air pressure regulation valve and the trim air valves stay in the closed
position, when the pack valves are closed.
The packs of some aircraft types start with a predetermined start sequence.
This can give you unexpected indications. For example the duct temperatures
decrease even with a higher temperature selection. This happens because the
trim air valves stay closed for a certain time to increase the airflow through the
packs. This gives a faster acceleration of the aircycle machine.

After several minutes the system reaches the stabilized situation.
HAM US/F KlJ 01.04.2008 12|Controls and Indications/B1 Page 168

ATA 21
Figure 84 Controls and Indications

ATA 21
Controls and Indications Cont.

We will now have a look at the controls and indications on a wide bodied
aircraft, the Boeing 747.
The location of the components in the cockpit is the same as the A320 but
obviously they look different.
The temperature control knob for the cockpit, known here as the flight deck,
has an automatic and a manual mode.
There are 2 temperature indications for the cockpit on the EICAS display. The
left and smaller one gives the selected temperature and the right one gives the
actual temperature.
For the passenger zones there is a master temperature selector on the cockpit
panel with an automatic and an alternate mode.
The selected master temperature is also shown on the display. During cruise
flight you can select individual passenger zone temperatures from a panel on
the purser station.
There is the trim air pushbutton which you can use to switch off the trim air
system manually and the ”zone reset ” pushbutton, which allows you to reset a
temperature control system fault, here indicated by the amber light. This must
be done for example when there has been an overheat or other system failure.

ATA 21
Figure 85 B747 Controls and Indications

VENTILATION
ATA 21
VENTILATION
INTRODUCTION
You can find several different types of ventilation systems on an aircraft.
There is a ventilation system for the galleys and lavatories which removes hot,
humid and stale air.
Another type of ventilation system in the cargo compartments can change the
air when necessary, for example, when carrying live cargo.
There is also a separate system for equipment cooling.
The first system we are going to study is the cargo ventilation.
The various cargo compartments can be sub−divided into 4 different ventilation
types:
the non−ventilated cargo compartment,
the ventilated cargo compartment heated,
the ventilated cargo compartment unheated and
the air−conditioned cargo compartment.

VENTILATION
ATA 21
Figure 86 Ventilation Systems

VENTILATION
ATA 21
NON VENTILATED CARGO COMPARTMENT

The non−ventilated cargo compartment is airtight and, therefore, can only be
used for goods and baggage.
This type of cargo compartment gets very cold in flight. Cabin air cannot enter
this type of cargo compartment.
The discharged cabin air flows through grills, goes around the outside of the
cargo compartment and then goes overboard through the outflow valves.
HAM US/F KlJ 01.04.2008 02|Cargo Compartment − Non Page 174

Ventilated/A/B1
VENTILATION
ATA 21
Figure 87 Non-ventilated Cargo Compartments

HAM US/F KlJ 01.04.2008 02|Cargo Compartment − Non Page 175
Ventilated/A/B1
VENTILATION
ATA 21
VENTILATED CARGO COMPARTMENT

In a ventilated cargo compartment system, cabin air goes through an exit grill
and enters the cargo hold.
The air is extracted from the compartment by differential pressure or by fans
and it then goes overboard through the outflow valves.
Another way to ventilate the forward cargo compartment is to supply it with
discharge air from the equipment cooling system via a duct.
HAM US/F KlJ 01.04.2008 03|Cargo Compartment − Page 176

Ventilated/A/B1
VENTILATION
ATA 21
Figure 88 Ventilated Cargo Compartments

Ventilated/A/B1
VENTILATION
ATA 21
Cargo Compartment - Ventilated Cont.

Here is a typical ventilated cargo compartment for you to study.
Note the 2 motor−operated isolation valves. These valves must close in the
event of a cargo fire to stop the airflow.
Usually the isolation valves are open and the cabin air can flow through the
cargo compartment to the outflow valve.
To increase the airflow a blower fan and an extraction fan can be built−in. This
type of ventilation system can be used in most cargo compartments.

Ventilated/A/B1
VENTILATION
ATA 21
Figure 89 Ventilated Cargo Compartment

Ventilated/A/B1
VENTILATION
ATA 21

Here you can see another view of a ventilated cargo compartment.
A blower fan sucks the cabin air through a cabin air inlet. The air then goes
through the inlet isolation valve and enters the cargo compartment through air
inlets on the left wall.
The air is extracted through 2 ceiling outlets at the rear wall and leaves through
an extraction fan and an outlet isolation valve.

Ventilated/A/B1
VENTILATION
ATA 21
Figure 90 Ventilated Cargo Compartment on Airbus

Ventilated/A/B1
VENTILATION
ATA 21

For controlling the cargo ventilation system there is a cargo ventilation panel in
the cockpit.
The cargo ventilation panel is located on the overhead panel.
The aft isolation valve pushbutton initiates the fans and valves in the aft cargo
compartment.
When the aft isolation valve is selected to on, the off light goes out, the system
is activated and the cargo ventilation controller opens the isolation valves.
When the controller receives the fully open signal from the 2 isolation valves,
then the fans begin to operate.
The cargo ventilation controller checks the position of the isolation valves. If
they are not in agreement, the controller closes the 2 valves, stops the blowers
operating and activates a fault light in the isolation valve pushbutton.
The cargo ventilation controller also sends data to the ECAM display so the
failure can be monitored.

Ventilated/A/B1
VENTILATION
ATA 21
Figure 91 Cargo Ventilation Controller

Ventilated/A/B1
VENTILATION
ATA 21
CARGO COMPARTMENT - VENTILATED AND HEATED

Some ventilated cargo compartments also have heating systems which are
used, for example, to prevent freezing during long distance flights.
Two different types of heating systems are used.
One way to heat the cargo compartment is by using hot bleed air from the
pneumatic system. This gives the high temperatures needed.
You can heat the cargo compartment by using an electrical heater which can
be combined with blowers to heat the cabin air.
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and Heated/B1
VENTILATION
ATA 21
Figure 92 Cargo Heating System

and Heated/B1
VENTILATION
ATA 21
Cargo Compartment - Ventilated and Heated

In this case, the air comes from the cockpit and the electric and electronic
compartment through an equipment cooling exhaust duct, passes the heater,
and then the air goes through a distribution duct into the cargo compartment.
Electrical heaters start heating the cargo compartment when it gets too cold
during flight. In this system the heater is activated automatically by a
temperature switch when the temperature decreases below about 7° C,
corresponding to 45F.

and Heated/B1
VENTILATION
ATA 21
Figure 93 Electrical Heating System

and Heated/B1
VENTILATION
ATA 21
Cargo Compartment - Ventilated and Heated Cont.

Now let’s examine an heating system which uses bleed air for cargo
compartment heating.
In this system, hot pneumatic air flows through a control valve and an override
valve to the cargo compartment. Air then enters the cargo compartment
through the distribution duct, leaves over flapper doors and goes overboard via
the outflow valve.

and Heated/B1
VENTILATION
ATA 21
Figure 94 Cargo Compartment Hot Air Flow

and Heated/B1
VENTILATION
ATA 21

Cargo heating is activated by the cargo heat pushbutton switch on the air
conditioning panel in the cockpit.
When the cargo heating system is activated, the ON light illuminates in the
switch.
A signal is then sent to the control system relays which open the override
valve. The override valve acts as a normal shut−off valve.
You can select 2 different temperatures with the temperature selector switch in
the cargo compartment. Which temperature you select depends on the freight
type. This selector switch activates either a 7° C or 21° C temperature control
switch in the cargo compartment which regulates the temperature.
When the temperature selector is set to 21 C or 70F and the temperature
control switch detects a temperature lower than 21 C or 70F then the control
system relays open the control valve.
Hot air then enters the cargo distribution duct and the temperature increases.
When the selected temperature is reached, then the temperature switch sends
a signal via the temperature selector to the control system relays that close the
control valve.

and Heated/B1
VENTILATION
ATA 21
Figure 95 Cargo Heating System Control

and Heated/B1
VENTILATION
ATA 21

If there is a problem in the system and there is a dramatic temperature
increase in the cargo compartment an overheat circuit is activated.
An overheat switch detects the high temperature and sends a signal to the
control system.
The result is that the on light on the aft cargo heat pushbutton extinguishes and
an amber light illuminates. At the same time the control system closes the
override valve which shuts off the hot air and the zone temperature controller
gives the advisory message of ”aft cargo heat” to the EICAS display.

and Heated/B1
VENTILATION
ATA 21
Figure 96 Cargo Overheat Protection

and Heated/B1
VENTILATION
ATA 21
CARGO COMPARTMENT - AIR CONDITIONED

Sometimes aircraft transports sensitive freight which need a selectable
constant temperature.
In this case you also need an air conditioned compartment, which can be
cooled.
Most of the air comes from the cabin and enters the cargo compartment
through an inlet isolation valve.
To achieve the temperature that is needed you can add either cold air from the
packs through an isolation valve or hot air which is supplied from the pneumatic
system via a hot air valve.
HAM US/F KlJ 01.04.2008 12|Cargo Compartment − Air Page 194

Conditioned/B1
VENTILATION
ATA 21
Figure 97 Air Conditioned Cargo Compartments

Conditioned/B1
VENTILATION
ATA 21
Cargo Compartment - Air Conditioned Cont.

In this example of an air conditioned aft cargo compartment, 1 pack supplies
conditioned air which goes to the cabin and to the cargo compartment.
Before reaching the cargo compartment this conditioned air flows through a
shut−off valve and, if necessary, mixes with hot bleed air.
The conditioned air then passes a check valve and enters the compartment
through spray tubes in the cargo compartment ceiling. The air then exits
through 2 flapper doors into the area of the outflow valves and goes overboard.
So you can see that in this system no cabin air enters the cargo compartment.

Conditioned/B1
VENTILATION
ATA 21
Figure 98 Cargo Compartment Air Supply

Conditioned/B1
VENTILATION
ATA 21

You can select the necessary cargo temperature with the selector on the cabin
temperature control panel. The rotary switch has a temperature range of 5 C -
26 C, corresponding with 41F to 79F.
The selected temperature is controlled by a computer named the zone
temperature controller, which gets the cargo compartment temperature from
sensors.
The zone temperature controller uses this information to regulate the trim air
modulation valve.

Conditioned/B1
VENTILATION
ATA 21
Figure 99 Air Conditioned Cargo Compartment Contol

Conditioned/B1
VENTILATION
ATA 21

If the aft cargo air conditioning system detects a fault condition, a message
starting with the word ”cargo” is sent to the EICAS display.
If the whole aft cargo air conditioning system does not operate, a separate
ventilation system starts automatically.
This system has 2 blowers and uses cabin air. The system can also be used on
the ground.

Conditioned/B1
VENTILATION
ATA 21
Figure 100 Fault Condition

Conditioned/B1
VENTILATION
ATA 21
LAVATORY AND GALLEY VENTILATION

This segment describes the function and layout of a typical lavatory and galley
ventilation system.
Air from the lavatories and galleys must be removed because this air can be
smelly, hot and wet. So there is a ventilation system of ducts and extraction
fans.
Air is removed from the lavatories and galleys by the extraction fan.
The extraction fan transports the air to the area of the outflow valve. The fan
runs continuously when electrical power is available or is switched off when
enough differential pressure is present to transport the air.
Some aircraft have a second fan in reserve in case the first fan does not
operate.
In the lavatory, cabin air enters through a grill in the door and the air is
extracted through the duct in the ceiling.
A small quantity of fresh conditioned air comes through a separate duct from
the cabin distribution system.
The galley is ventilated in the same way.
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Ventilation/B1/A
VENTILATION
ATA 21
Figure 101 Lavatory and Galley Air Extraction

HAM US/F KlJ 01.04.2008 16|Lavatory and Galley Page 203
Ventilation/B1/A
EQUIPMENT COOLING SYSTEM
ATA 21

OVERVIEW
As you know, a modern aircraft uses many computers, electronic display
systems and other electric systems.
Most of this equipment is located in the cockpit and in the electric and
electronic compartment. This concentration of electric and electronic
components generates a lot of heat.
So the components need a cooling system to keep the temperature within an
acceptable range in order to prevent damage to the equipment.
A typical cooling system blows air around and through the electronic
components using a system of ducts and holes.
To cool the equipment you can use discharged cabin air or conditioned air from
the packs or air from outside the aircraft.
The hot air produced by the equipment is then transported directly out of the
aircraft or to the underfloor area from where it will be transported out of the
aircraft via the outflow valves or it may be used in an economic way.
So, to recap, the hot air can be transported directly out of the aircraft, sent to
the underfloor area or it is used to heat the forward cargo compartment.
Sometimes the air remains in a closed loop and is reused after cooling by a
skin heat exchanger.
The equipment cooling system is completely independent of the air conditioning
system. It is usually fully automatic and controlled and regulated by its own
equipment cooling computer. But a manual override on the panel in the cockpit
is always avaiable.
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ATA 21
Figure 102 Equipment Cooling System

HAM US/F KlJ 01.04.2008 01|Overview/A/B1 Page 205
ATA 21
SYSTEM COMPONENTS
The equipment cooling system uses electrically operated valves to control the
air flow for the different modes of operation. These valves work as shut−off
valves, but in some aircraft they can also be moved to a partially open position.
There are 2 similar fans in this cooling system which transports the air. They
guarantee system operation even if 1 fan is not operating.
Sometimes there is a skin heat exchanger installed which increases the cooling
efficiency. The skin heat exchanger is a duct or duct system directly under the
aircraft skin. It works as an air − to − air heat exchanger. Warm air flows
through this duct and is cooled by the cold skin when the aircraft is flying at
high altitudes.
HAM US/F KlJ 01.04.2008 02|System Components/A/B1 Page 206

ATA 21
Figure 103 Equipment Cooling via Skin Heat Exchanger

ATA 21
System Components Cont.

For abnormal situations such as smoke there are extra valves in the equipment
cooling systems.
For example there is an override valve.
When it is open the differential pressure forces the surrounding air through the
panels and equipment out of the aircraft.
In some aircraft types there is also an air conditioning inlet valve which allows
use of conditioned air for cooling the equipment.

ATA 21
Figure 104 Abnormal Situations

ATA 21
AUTOMATIC OPERATION
Usually the equipment cooling system works automatically in 2 different modes.
These modes depend mainly on the ambient temperature and whether the
aircraft is on the ground or in flight.
In automatic operation there are 2 normal modes.
One is called inboard, which means that the exhaust air goes to the underfloor
area or to the forward cargo compartment.
The second mode is called outboard, which means that the air goes out of the
aircraft.
The outboard mode is normally used on ground.
The electric equipment is cooled by air from outside the aircraft which enters
through the skin air inlet valve.
The 2 fans transport the air, which exits the aircraft via the extractor valve. All
other valves are closed.
When the outside temperature is so cold that the equipment could be damaged
by ice or humidity, cabin air is used instead of ambient air.
HAM US/F KlJ 01.04.2008 04|Automatic Operation/A/B1 Page 210

ATA 21
Figure 105 Equipment Cooling - Outboard Mode

ATA 21
Automatic Operation Cont..

The inboard mode is normally used during flight, take off and landing. In this
mode the skin inlet and extractor valves are closed and discharged cabin air is
used.
In this inboard mode, as you can see, the air flows through the electric
equipment and then goes to the underfloor area or to the forward cargo
compartment.
During automatic operation, the equipment cooling system computer receives
all the data necessary to ensure that the equipment cooling system operates in
the best and safest way for the equipment.
In addition to the 2 modes shown, in some aircraft types there are several other
submodes available.
These Modes are defined by the manufacturer for each aircraft type.

ATA 21
Figure 106 Equipment Cooling - Inboard Mode

ATA 21
OVERRIDE OPERATION
The override operation occurs for example when the equipment cooling system
has a component failure or if smoke is detected.
In these abnormal situations the cockpit crew gets an indication from the
controller. When this happens they must manually operate the cooling system.
HAM US/F KlJ 01.04.2008 06|Override Operation/A/B1 Page 214

ATA 21
Figure 107 Override Operation

ATA 21
Override Operation
If there is a component failure, for example if 1 fan is damaged then a low flow
situation is detected by a low flow detector. This low flow detector sends a
signal to the equipment cooling system computer. In this case, the cockpit crew
gets a caution message on the ECAM or EICAS display.
On some aircraft types a fault light is also displayed.
In our example the blower push button switch has to be pushed to close the
valves.
The equipment continues to be cooled by the 1 operational fan which moves
the air in a closed circuit around the equipment and by the surrounding air from
the cockpit.
On some aircraft this configuration is selected automatically.
The cooling efficiency can be increased by supplying conditioned pack air or by
using a skin heat exchanger.

ATA 21
Figure 108 Override Mode - Fault Condition

ATA 21
Override Operation cont.

If a smoke detector detects smoke you get a smoke warning in the cokpit, and
on some aircraft a fault light also illuminates.
When this happens the equipment cooling system must be set to the override
mode and the air sent out of the aircraft for safety.
The switch or switches for putting the system in override operation are on the
ventilation panel.
You must press the blower and extract pushbutton switches to put the system
in override operation.
The override operation turns off the 2 fans, opens the extractor valve, and on
some aircraft also the air conditioning inlet valve. All other valves are closed.
The cabin differential pressure gives an air flow through the equipment and
causes the air to flow out of the aircraft.
The system operates in the same way if the 2 fans are damaged.
A ground crew call horn alerts the ground crew when the cooling air gets too
hot or a blower is not working correctly.

ATA 21
Figure 109 Override Mode - Smoke Condition

PRESSURE CONTROL SYSTEM
ATA 21

DEFINITIONS
As you probably already know from the aerodynamic lessons the atmospheric
pressure decreases with a function of increasing altitude.
Modern jet aircraft operate at altitudes of about 40,000 ft.
Human beings prefer an atmospheric environment near sea−level, but they can
usually compensate the effects of decreasing pressure up to an altitude of
10,000 ft. Therefore we need a pressurized aircraft cabin.
The cabin pressure is usually expressed by the cabin pressure altitude or cabin
altitude for short.
The aviation regulations for commercial aircraft limit the maximum cabin
altitude during flight to 8,000 ft. This is a compromise between acceptable
environmental conditions and the structural stress applied to the fuselage as a
result of the pressurized cabin.
Atmospheric pressure is usually measured in hecto Pascal. But in the cabin
pressurization many values are given in psi, so we will mainly use the psi scale.
For example the pressure difference between the absolute pressure inside the
cabin and the ambient pressure, called differential pressure or Dp, is
measured in psi.
The differential pressure is the parameter for the structural stress from cabin
pressurization.
To make the amount of stress easier to understand you must calculate the
force that acts on 1m2 of fuselage area.
The standard dimension for force is the Newton and you should remember that
14.5 psi corresponds to 10 Newton per cm2. . This gives for a differential
pressure of 8.2 psi a force of about 56500 Newtons that act on 1m2.
This corresponds to a weight of 5,700 liters of water that act on the earth
surface that is 5.7 tons.
HAM US/F KlJ 01.04.2008 01|Definitions/A/B1 Page 220

ATA 21
Figure 110 Cabin Altitude Differential Pressure

ATA 21
Definitions Cont.
When the aircraft is on ground with open doors the ambient pressure and the
cabin pressure are the same.
Now the aircraft climbs to 40,000 ft in 20 minutes. This means that the aircraft
has a positive rate of climb of 2,000 ft /min, this is also called vertical speed.
In the same time the cabin has to climb only to 8000 ft. This is called the cabin
rate or cabin vertical speed. In our example the cabin climbs, with a positive
climb rate of 400 ft/min. This means that the pressure in the cabin decreases
at the same time
When there is a negative cabin rate, like during a descent, then the pressure
increases. This means that an increase of cabin altitude is always a decrease
of the cabin pressure and a decrease of cabin altitude is an increase of cabin
pressure.

ATA 21
Figure 111 Cabin Rates

ATA 21
Definitions Cont.
The pressure changes and therefore the cabin rates must not exceed a certain
value for a longer period of time.
This is because the human ear needs some time to compensate for the
pressure inside the inner ear.
Therefore the positive cabin rate should not exceed 500 ft/min and the negative
cabin rate should not exceed 300 ft/min.

ATA 21
Figure 112 Cabin Rate Limits

ATA 21
SYSTEM LAYOUT
As you have learned already the pressurized cabin gets a constant airflow from
the air conditioning system.
The pressure in the cabin is regulated by 1 or more outflow valves, which limit
the amount of air leaving the cabin. You can find the valves on the aft fuselage
or on some aircraft there is 1 aft valve and 1 forward valve.
Air also leaves the cabin via leakages and overboard vents for example from
the lavatories. This is taken into account by the control circuits.
The cabin pressure and therefore the cabin altitude is stable when the amount
of air which enters the cabin and the amount of air which leaves the cabin are
the same.
When pack number 2 is switched off the cabin air supply is decreased.
Without any reaction the cabin altitude increases.
To stabilize the cabin altitude you must also decrease the amount of air that
leaves the cabin.
When the outflow valves are driven to a more closed position the airflow that
leaves the cabin is decreased. This stabilizes the cabin altitude again at for
example 6,000 ft.
Another parameter that influences the cabin pressure is the flight altitude,
because it determines the differential pressure at the outflow valves.
When the aircraft flies higher, for example at 40000 ft, the differential pressure
increases. This also increases the airflow through the outflow valves if they
stay in the same position. Therefore to hold the cabin altitude at the same level
you must drive the outflow valves toward closed.
Note that some aircraft types have a reduced maximum flight altitude when
only 1 pack is operating. This is for when you cannot hold the cabin altitude
even with fully closed outflow valves.

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Figure 113 Cabin Pressurization System

ATA 21
System Layout Cont.

Some aircraft types have an overboard shut-off valve instead of a forward
outflow−valve.
Usually the valve is closed and the recirculation fans suck the air from the
forward cabin underfloor area back into the distribution.
When the recirculation fans are switched off the valve opens to extract the air
from the forward area to overboard.

ATA 21
Figure 114 Overboard Shut-off Valve

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PROTECTION FUNCTIONS
The aviation regulations require that pressurization systems have protection
functions.
They must prevent damage to the aircraft and injury to the people on board,
when the system has a failure or when extreme environmental conditions
appear.
The protection functions must become active when there is an excessive cabin
altitude, or excessive differential pressure, or negative differential pressure.
When the cabin altitude increases above normal values − 3 things must
happen at different altitudes.
Before reaching 10000 ft the flight crew gets a warning to put on the oxygen
masks.
At 14000 ft the oxygen masks are automatically released from the
passenger cabin ceiling.
At 15000 ft the outflow valves must close automatically and independently
of the normal control signal.
HAM US/F KlJ 01.04.2008 06|Protection Functions/A/B1 Page 230

ATA 21
Figure 115 Excessive Cabin Altitude or Pressure

ATA 21
Protection Functions Cont..

When the differential pressure increases the stress on the aircraft structure
also increases.
To prevent structural damage the aircraft must have at least 2 safety valves
also called positive pressure relief valves. You can find the valves for example
in the area of the aft pressure bulkhead.
The valves open against a spring when the differential pressure exceeds a
maximum allowed value. This value depends on the aircraft type and starts at
about 8.5 psi.
Below this value the valve closes again so that the differential pressure is
limited to this value.

ATA 21
Figure 116 Excessive Differential Pressure

ATA 21
Protection Functions Cont..

A negative differential pressure means that the pressure in the cabin is lower
than the ambient pressure. This is very dangerous because the fuselage is only
constructed for a positive differential pressure.
A negative pressure relief valve prevents this, because it opens when the
ambient pressure is higher than the cabin pressure.
In some aircraft types you do not find a separate negative pressure relief valve,
because this is also a function of the safety valve.

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Figure 117 Negative Differential Pressure

ATA 21
Protection Functions Cont.

Pressure differences can also happen between different pressurized areas
inside the aircraft.
For example between the airtight cargo compartments and the underfloor area.
To prevent damage to walls you can find equalization valves in these
compartments.
The valves are springloaded flapper valves that open when there is a small
pressure difference.
In the event of a rapid pressure change the equalization valves are not large
enough. Therefore additional blowout panels blow out of their frames and allow
pressure equalization. This can happen for example in a rapid decompression
or an explosion.

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Figure 118 Equalization Valves

ATA 21
CONTROL AND INDICATION

In the cabin pressurization systems on modern aircraft the control panel is on
the overhead panel in the cockpit.
The main indications appear on the system synoptic of the ECAM or EICAS.
Here we will use the ECAM display as an example.
The cabin pressurization system usually works in 3 different modes:
the automatic mode,
the semiautomatic mode and
the manual mode.
In the automatic mode, the system operates fully automaticaly and requires no
manual inputs.
On the system display the indication of the landing field elevation has changed
from auto to manual and shows the selected value of 2000 ft.
Cabin pressurization is controlled in the auto and semi automatic mode by 1 of
the 2 redundant cabin pressure controllers, also called CPC.
When 1 controller fails the other controller takes over control and you can see
the result on the system display.
In the semi automatic mode the system operates primarily automatic but needs
some manual inputs, for example you must select the landing field elevation.
HAM US/F KlJ 01.04.2008 10|Control and Indication/B1 Page 238

ATA 21
Figure 119 Indication

ATA 21
Control and Indication Cont.

When both cabin pressure controllers fail the flight crew gets a failure message
and must select the manual mode.
The manual mode always has priority over the automatic modes even when the
controllers are ok.
In manual mode you directly control the outflow valves with a toggle switch.
The switch is springloaded to neutral.
In our example the aircraft flies at 30000 ft with a stable cabin altitude of
6000 ft. This means that the cabin vertical speed is zero and the differential
pressure is about 7.4 psi and the outflow valve is partially open.
As long as you hold the toggle switch in the up position the outflow valve drives
to open at about 3/s. This decreases the cabin pressure which increases the
cabin altitude with a positive cabin vertical speed until a new stabilized situation
is reached.
As long as you hold the toggle switch in the down position the outflow valve
drives to closed at about 3/s. This increases the cabin pressure which,
decreases the cabin altitude with a negative cabin vertical speed until a new
stabilized situation is reached.
Normaly you should only toggle the manual control switch for short periods to
prevent rapid pressure changes.
You have now seen all indications of the cabin pressurization system in the
manual mode.
In the automatic modes the same indications are used.

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Figure 120 Cabin Pressure Controller

ATA 21
DITCHING MODE
In some aircraft types you can find a ditching pushbutton on the control panel.
You can use this button to isolate the cabin from entering water during an
emergency landing on sea
When you press the ditching pushbutton you close all valves below the flotation
line of the aircraft, and also the pack valves, so water can’t enter the aircraft via
these valves.
When the negative pressure relief valve is located below the flotation line, as in
our example, a standpipe prevents water entering the cabin.
HAM US/F KlJ 01.04.2008 12|Ditching Mode/B1 Page 242

ATA 21
Figure 121 Ditching Mode

ATA 21
ditching mode cont.

When you press the ditching pushbutton with the aircraft on the ground you
must be very careful, because the closing valves can injure personnel that are
near the valves.
You must also ensure that the cabin is not pressurized by an external air
conditioning unit, because an uncontrolled cabin pressure can build up .
Note that the equipment cooling is also effected when their valves are closed.
During the aircraft normal ground time the outflow valves are fully open to
prevent unintended cabin pressurization.
You can see on the indication that the valves for the equipment cooling system
are also open.

ATA 21
Figure 122 Ditching Mode

ATA 21
AUTOMATIC MODE
As you already know a cabin pressure controller automatically controls the
normal pressurization.
To do this the controller uses the atmospheric ambient pressure. It receives the
pressure from the air data system or from a static port. It also uses the cabin
pressure from a direct pressure port on the controller.
The controller converts pressure signals into altitudes.
For an average value it uses the references of the international standard
atmosphere which you know from other units such as aerodynamics and
oxygen.
To get exact values you must take into account the actual weather conditions
which influence the pressure. This is acheived by a reference pressure signal
called the barometric correction.
In modern aircraft either the flight management or the air data system delivers
this signal automatically.
On other aircraft you must select this barometric correction value on the
pressurization panel.
HAM US/F KlJ 01.04.2008 14|Automatic Mode/B1 Page 246

ATA 21
Figure 123 Automatic Mode

ATA 21
Automatic Mode Cont.

To study the normal operation of the cabin pressurization system we look at the
cabin altitude in relation to the flight altitude during different phases of a flight.
We start our flight with the aircraft parked on the ground. During this time the
pressurization system works in the ground mode.
The controller usually gets the ground information automatically from the
air/ground sensing system.
On some older aircraft types you must set a switch on the control panel to the
”ground position” to go to the ground mode. In the ”ground mode” the outflow
valves are commanded to the fully open position to prevent unintended cabin
pressurization.
The result is that the aircraft and the cabin altitude are the same as the airport
elevation, which is 1000 ft in our example .

ATA 21
Figure 124 Ground Mode

ATA 21

When take off is initiated the pressurization system starts the pre-
pressurization mode.
This situation is usually detected on the ground by the throttle position and the
engine parameters.
On some aircraft types pre-pressurization starts when the aircraft accelerates
to a certain speed.
On aircraft with the flight/ground switch on the panel you must select the flight
position to start the pre-pressurization. The pre-pressurization mode increases
the cabin pressure which decreases the cabin altitude to below the airport
elevation.
The higher cabin pressure stabilizes the fuselage, as shown in our example
with Perkies balloon.
It also proves that there are no air leaks from the cabin, for example at the
doors. It also prevents pressure fluctuations during aircraft rotation when the
airflow hits open valves.

ATA 21
Figure 125 Pre-Pessurization Mode

ATA 21

When the aircraft leaves the ground the air ground logic activates the climb
mode.
Modern pressurization systems have an internal and an external climb mode.
In the internal climb mode the controller calculates the cabin rate in proportion
to the aircraft altitude rate, so that at the maximum flight altitude, here for
example 40000 ft, you reach the maximum cabin altitude of 8000 ft. This mode
is therefore also called proportional mode.
A disadvantage of the internal mode is that the cabin rate is sometimes high
and changes during the climb which is not comfortable for the passengers.

ATA 21
Figure 126 Internal Climb Mode

ATA 21

In the external climb mode the controller calculates a smooth and constant
cabin rate. This is more comfortable for the passengers.
This calculation is based on information from the flight management system
which calculates the time to reach the top of climb.

ATA 21
Figure 127 External Climb Mode

ATA 21

2 abnormal situations can stop the external climb mode:
When there is no flight management data available the pressure controller
automatically switches to the internal mode.
When the pilot interrupts the climb and the aircraft starts to descend the
controller activates the abort mode. In this mode the cabin altitude is
automatically decreased to the value for a landing at the take off airport.
This decreases the workload for the pilots during an unplanned flight
abortion.

ATA 21
Figure 128 Abort Mode

ATA 21

In normal flights the cruise phase follows the climb phase.
The pressure controller switches to the cruise mode when the aircraft reaches
the top of the climb or when the pilot stops the climb early for example due to
advice of air traffic control.

ATA 21
Figure 129 Cruise Phase

ATA 21

In cruise mode the cabin altitude is regulated to a determined level.
Normally the pressure controller uses the cabin altitude with the maximum
differential pressure because this gives the best passenger comfort.
A safety margin allows to keep a constant cabin altitude even when the aircraft
makes small altitude changes.

ATA 21
Figure 130 Cruise Mode

ATA 21

When the planned cruise altitude is lower than the maximum flight altitude, for
instance during short flights, then the cabin altitude is also calculated with the
maximum differential pressure.
Only when the cabin altitude for landing will be higher than the cabin altitude for
maximum differential pressure then the cabin altitude for landing is already
used as the cabin cruise altitude.

ATA 21
Figure 131 Cruise Mode

ATA 21

When the aircraft begins to descend the controller starts the descent mode.
This mode can work again in either internal or external mode, with basically the
same functions as the climb mode.
In the external descent mode the controller needs additional data from the flight
management system. These are:
the landing field elevation which is the elevation of the landing airport and
the time to arrival, which is the time to fly from the top of descent to the
airport.
The final cabin altitude is calculated to between 100 and 200 ft below the field
elevation. This is for the same reason already shown for the pre pressurization
mode.
The internal descent mode is used when FMS data is not available. In this
situation you must select the field elevation manually, which you learned in the
semi−automatic operation.
The cabin rate is recalculated in proportion to the aircraft altitude rate.
After touchdown, which is detected by the air ground logic, the controller
switches back to the ground mode. This means that the outflow valves drive to
the fully open position which depressurizes the cabin over a defined time
period.
In aircraft with the flight−ground switch you must select the ground position
after touchdown to activate the ground mode.
In aircraft with 2 cabin pressure controllers the controller in command is
changed at touchdown
The standby controller becomes the active 1 and vice versa.

ATA 21
Figure 132 Descent Mode

ATA 21
OUTFLOW AND SAFETY VALVES

Outflow valves have independent electrical motors with gears and position
sensors.
The outflow valve in our example has 3 motors: 2 AC motors and 1 DC motor.
Only 1 motor can be active at a time.
Outflow valves of modern aircraft also have electronic circuits that convert
digital signals from the pressure controllers into analog control signals for the
2 AC motors.
When cabin pressure controller number 1 is active, AC motor number1 drives
the outflow valve. AC motor number 2 is disabled by a brake.
When cabin pressure controller number 2 is active AC motor number 2 drives
the outflow valve. AC motor number 1 is disabled by a brake.
When the cabin pressurization system is switched to manual mode the
DC motor is used. This allows manual pressure control at any time even when
only DC power is available from the electrical power system.
HAM US/F KlJ 01.04.2008 24|Outflow and Safety Valves/B1 Page 266
ATA 21
Figure 133 Outflow Valves

ATA 21
Outflow and Safety Valves Cont.

Here you can see a safety valve which has an overpressure and negative
pressure relief function.
The valve has the following main parts:
A controller assembly and
a diaphragm assembly which is normally pressed by a spring to the valve
body.
Please note, the valve only works correctly if the airflow is not blocked.
Sensitive parts are:
the filter, the fixed orifice and
the static pressure port.
During normal operation the valve is kept closed by the spring force which is
assisted by the cabin pressure. This ensures no air can go from the cabin to
ambient and vice versa.
ATA 21
Figure 134 Safety Valve

ATA 21

When the positive differential pressure limit is exceeded the controller
assembly vents the control chamber to ambient.
This decreases the pressure above the diaphragm which allows the cabin
pressure on the lower side to lift the diaphragm assembly. This releases the
excessive cabin pressure to ambient.
ATA 21
Figure 135 Differential Pressure

ATA 21

When there is a negative differential pressure the higher ambient pressure lifts
the diaphragm assembly, so that ambient air can enter the cabin. This
equalizes the different pressures.
ATA 21
Figure 136 Differential Pressure

ATA 21
CABIN PRESSURE LEAKAGE TEST

During this test you pressurize the cabin to a pressure which is about 4 psi
higher than the ambient pressure.
This gives a very high absolute cabin pressure which is not reached during the
normal operation of the aircraft. This pressure can damage pressure sensitive
equipment inside the pressurized area of the aircraft.
Pressure sensitive equipment includes:
computers with pressure ports,
oxygen regulators and masks,
sensitive pressure switches and
fluid tanks for example water tanks and auxiliary fuel tanks.
To prevent damage to equipment always follow the instructions in the
maintenance manual very carefully.
For example you must remove pressure sensitive components such as the
oxygen regulator and masks. You must also remove components like this
computer which has cabin pressure ports or you must seal the cabin pressure
ports as shown here on the pressure switch.
Components that are connected to external pressure ports such as the air data
computer must have airtight connections to the pitot static system.
You must also protect the liquid tanks against pressure damage, for example fill
the water tanks.
You must also ensure all aircraft skin outlets are closed to pressurize the cabin.
This means you have no normal equipment cooling. This can cause
overheating in electrical and electronic equipment.
HAM US/F KlJ 01.04.2008 28|Cabin Pressure Leakage Test/B1 Page 274
ATA 21
Figure 137 Leakage Test

ATA 21
Cabin Pressure Leakage Test Cont.

Prior to pressurization inform other personnel and put safety barriers in
position.
This keeps people out of the working area and prevents for example that
anybody tries to open a door from the outside.
On some aircraft types you can find a red warning light on the door which
illuminates when the cabin is pressurized.
You can do the pressurization with special external equipment via the low
pressure ground connector. In this example no personnel is needed inside the
cabin or cockpit to monitor the pressurization.
Another possibility for pressurization is to use normal pressure sources for
example the APU and switch on the packs. In this case 2 personnel must be in
the cockpit for safety reasons to operate and monitor the system. These
personnel must be healthy and must not have influenza.
You need also a person outside the aircraft with an interphone connection to
monitor the aircraft and cockpit personal.
Before the pressurization starts you must switch on the aircraft beacon lights.
The pressurization is done in the manual mode which you have already seen
in this lesson.
Always use the aircraft type related test procedure in chapter 5 of the
maintenance manual and the additional company related procedures.
ATA 21
Figure 138 Safety Barriers

EJAMF M11.04 B1 E
TABLE OF CONTENTS
M11.04 AIR CONDITIONING & ICE PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
CABIN PRESSURISATION . . . . . . . . . . 1 PACK CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
PACK SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
SOURCES OF AIR SUPPLY INCLUDING ENGINE BLEED . . . . . . . 2 PACK SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PACK TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . 106
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PACK INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
AIR SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
BLEED AIR PRESSURE REGULATION . . . . . . . . . . . . . 6 MIXING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
TEMPERATURE REGULATION . . . . . . . . . . . . . . . . . . . . 10 CABIN AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . 130
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 RECIRCULATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 136
CONTROL AND MONITORING . . . . . . . . . . . . . . . . . . . . . 14 COCKPIT AIR SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 RAM AIR AND GROUND SUPPLY . . . . . . . . . . . . . . . . . . 146
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ZONE TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
PRESSURIZATION AND ZONES . . . . . . . . . . . . . . . . . . . 18 TRIM AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
AIR CONDITIONING FUNCTIONS . . . . . . . . . . . . . . . . . . 24 MANUAL TEMPERATURE CONTROL . . . . . . . . . . . . . . . 152
SYTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 AUTOMATIC TEMPERATURE CONTROL . . . . . . . . . . . 154
TEMPERATURE CONTROL OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . 36 PROTECTION CIRCUTS . . . . . . . . . . . . . . . . . . . . . . . . . . 158
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
PRINCIPLES OF COOLING . . . . . . . . . . . . . . . . . . . . . . . . 44 CONTROLS AND INDICATIONS . . . . . . . . . . . . . . . . . . . . 168
COOLING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
COOLING PACK DESCRIPTION . . . . . . . . . . . . . . . . . . . 48 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
OZONE CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 NON VENTILATED CARGO COMPARTMENT . . . . . . . . 174
PACK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 VENTILATED CARGO COMPARTMENT . . . . . . . . . . . . . 176
PACK VALVE FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 56 CARGO COMPARTMENT - VENTILATED AND
HEATED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
CARGO COMPARTMENT - AIR CONDITIONED . . . . . . 194
AIR CYCLE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
LAVATORY AND GALLEY VENTILATION . . . . . . . . . . . . 202
BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
RAM AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
WATER SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 206
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
AUTOMATIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 210
LOW PRESSURE WATER SEPARATION . . . . . . . . . . . . 84
OVERRIDE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 214
HIGH PRESSURE WATER SEPARATION . . . . . . . . . . . 90
PRESSURE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Page i
EJAMF M11.04 B1 E
TABLE OF CONTENTS
DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
SYSTEM LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
PROTECTION FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . 230
CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . . . . . 238
DITCHING MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
AUTOMATIC MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
OUTFLOW AND SAFETY VALVES . . . . . . . . . . . . . . . . . . 266
CABIN PRESSURE LEAKAGE TEST . . . . . . . . . . . . . . . . 274
Page ii
EJAMF M11.04 B1 E
TABLE OF FIGURES
Figure 1 Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Pressure Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Pneumatic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Ram Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Engine Bleed Pick-ups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Ram Air Inlet / Exit Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Temperature Regulation Components . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Water Content in Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Distribution Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Water Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Low Pressure Water Seperator . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Air Conditioning Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Pressurization and Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Water Aspirator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Aircraft Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 High Pressure Water Separation . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Aircraft Zones . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Water Extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Requirements of Air Conditioning Systems . . . . . . . . . . . . . . . 25 Figure 47 Bypass Valve Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Regulations for Airfreshness . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Cleanliness and Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Anti-Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Humidity of Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Air Conditioning Pack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Pack Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Pack Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Air Conditioning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Pack Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Air Conditioning Compartment Location . . . . . . . . . . . . . . . . . . 39 Figure 54 Pack Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Heat Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Failure Conditions - Pack Control Faillure . . . . . . . . . . . . . . . . 111
Figure 21 Cooling Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Compressor Overheat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Heat Exchanger and Vapour Cycle Machine . . . . . . . . . . . . . . 45 Figure 57 Bypass Valve Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Air Cycle Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Pack Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Cooling Pack Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Catalytic Ozone Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 ECS Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Pack Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Airbus ECS Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Pack Valve and Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Boeing ECS Maintenance Page . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Regulating Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Mixing Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Airflow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Mixing Unit Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 High Flow Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Passenger Cabin Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Pack Flow Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Air Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Passengers Individual Air Outlets . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Air Cycle Machine Description . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Recirculation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 ACM Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Recirculation System Components . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Cockpit Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Page i
EJAMF M11.04 B1 E
TABLE OF FIGURES
Figure 71 Cockpit Air Supply Outlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 Equipment Cooling - Inboard Mode . . . . . . . . . . . . . . . . . . . . 213
Figure 72 Cockpit Air Supply Heaters . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 107 Override Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 Emergency Ram Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 108 Override Mode - Fault Condition . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 74 Zone Temperature Control - System Layout . . . . . . . . . . . . . . 149 Figure 109 Override Mode - Smoke Condition . . . . . . . . . . . . . . . . . . . . . 219
Figure 75 Trim Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 110 Cabin Altitude Differential Pressure . . . . . . . . . . . . . . . . . . . . 221
Figure 76 Manual Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 Cabin Rates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 77 Automatic Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 112 Cabin Rate Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 78 Trim Air Valve Control Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 113 Cabin Pressurization System . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 79 Protection Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 114 Overboard Shut-off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 80 Trim Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 115 Excessive Cabin Altitude or Pressure . . . . . . . . . . . . . . . . . . . 231
Figure 81 Trim Air Pressure Regulating Valve . . . . . . . . . . . . . . . . . . . . . 163 Figure 116 Excessive Differential Pressure . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 82 Duct Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 117 Negative Differential Pressure . . . . . . . . . . . . . . . . . . . . . . . . . 235
Figure 83 Zone Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 118 Equalization Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 84 Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 85 B747 Controls and Indications . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 120 Cabin Pressure Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 86 Ventilation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 121 Ditching Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Figure 87 Non-ventilated Cargo Compartments . . . . . . . . . . . . . . . . . . . . 175 Figure 122 Ditching Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 88 Ventilated Cargo Compartments . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 123 Automatic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 89 Ventilated Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 124 Ground Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 90 Ventilated Cargo Compartment on Airbus . . . . . . . . . . . . . . . . 181 Figure 125 Pre-Pessurization Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 91 Cargo Ventilation Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 126 Internal Climb Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 92 Cargo Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 127 External Climb Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 93 Electrical Heating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 128 Abort Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 94 Cargo Compartment Hot Air Flow . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 129 Cruise Phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Figure 95 Cargo Heating System Control . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 130 Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Figure 96 Cargo Overheat Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 131 Cruise Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 97 Air Conditioned Cargo Compartments . . . . . . . . . . . . . . . . . . . 195 Figure 132 Descent Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 98 Cargo Compartment Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 133 Outflow Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 99 Air Conditioned Cargo Compartment Contol . . . . . . . . . . . . . . 199 Figure 134 Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 100 Fault Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201 Figure 135 Differential Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 101 Lavatory and Galley Air Extraction . . . . . . . . . . . . . . . . . . . . . 203 Figure 136 Differential Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 102 Equipment Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 137 Leakage Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Figure 103 Equipment Cooling via Skin Heat Exchanger . . . . . . . . . . . . 207 Figure 138 Safety Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Figure 104 Abnormal Situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 105 Equipment Cooling - Outboard Mode . . . . . . . . . . . . . . . . . . . 211
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EJAMF M11.04 B1 E
TABLE OF FIGURES
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EJAMF M11.04 B1 E
TABLE OF FIGURES
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Fundamentals

Module 11.04 For Training Purposes Only

Air Conditioning and Cabin Pressurisation

For training purposes and internal use only.

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

M11.04 AIR CONDITIONING & CABIN PRESSURISATION

HAM US/F KlJ 01.04.2008 ATA_DOC Page 1

SOURCES OF AIR SUPPLY INCLUDING ENGINE BLEED

HAM US/F KlJ 01.04.2008 01|INTRODUCTION/A/B1 Page 2

Figure 1 Pneumatic System

HAM US/F KlJ 01.04.2008 02|Air Sources/A/B1 Page 4

Figure 2 Pressure Sources

BLEED AIR PRESSURE REGULATION

HAM US/F KlJ 01.04.2008 03|Bleed Air Press. Regul/A/B1 Page 6

Figure 3 Pneumatic System Schematic

bleed air pressure regulation cont.

HAM US/F KlJ 01.04.2008 04|Bleed Air Press. Regul/A/B1 Page 8

Figure 4 Engine Bleed Pick-ups

HAM US/F KlJ 01.04.2008 05|Temp Regulation/A/B1 Page 10

Figure 5 Temperature Regulation Components

HAM US/F KlJ 01.04.2008 06|Distrubution/A/B1 Page 12

Figure 6 Distribution Components

CONTROL AND MONITORING

HAM US/F KlJ 01.04.2008 07|Control and Monitoring/A/B1 Page 14

Figure 7 Control and Monitoring

HAM US/F KlJ 01.04.2008 01|Intro/A/B1 Page 16

Figure 8 Air Conditioning Tasks

PRESSURIZATION AND ZONES

HAM US/F KlJ 01.04.2008 02|Pressurization and Zones/A/B1 Page 18

Figure 9 Pressurization and Zones

Pressurizazion and Zones cont.

HAM US/F KlJ 01.04.2008 03|Pressurization and Zones/A/B1 Page 20

Figure 10 Aircraft Decks

Pressurizazion and Zones Cont.

HAM US/F KlJ 01.04.2008 04|Pressurization and Zones/A/B1 Page 22

Figure 11 Aircraft Zones

AIR CONDITIONING FUNCTIONS

HAM US/F KlJ 01.04.2008 05|Air Conditioning Functions/A/B1 Page 24

Figure 12 Requirements of Air Conditioning Systems

air conditioning functions cont.

HAM US/F KlJ 01.04.2008 06|Air Conditioning Functions/A/B1 Page 26

Figure 13 Regulations for Airfreshness

Air Conditioning Functions Cont.

HAM US/F KlJ 01.04.2008 07|Air Conditioning Functions/A/B1 Page 28

Figure 14 Cleanliness and Temperature

Air Conditioning Functions Cont.

HAM US/F KlJ 01.04.2008 08|Air Conditioning Functions/A/B1 Page 30

Figure 15 Humidity of Air

Air Conditioning Functions Cont.

HAM US/F KlJ 01.04.2008 09|Air Conditioning Functions/A/B1 Page 32

HAM US/F KlJ 01.04.2008 10|System Layout/A/B1 Page 34

Figure 17 System Layout

TEMPERATURE CONTROL OVERVIEW

temperature with a selected zone temperature set by the flight crew.

HAM US/F KlJ 01.04.2008 01|Introduction/A/B1 Page 36

Figure 18 Air Conditioning System

HAM US/F KlJ 01.04.2008 02|Introduction/A/B1 Page 38

Figure 19 Air Conditioning Compartment Location

HAM US/F KlJ 01.04.2008 03|Introduction/A/B1 Page 40

Figure 20 Heat Flow

HAM US/F KlJ 01.04.2008 04|Introduction/A/B1 Page 42

Figure 21 Cooling Devices

HAM US/F KlJ 01.04.2008 05|Principles of Cooling/A/B1 Page 44

Figure 22 Heat Exchanger and Vapour Cycle Machine

Principles of Cooling Cont.

HAM US/F KlJ 01.04.2008 06|Principles of Cooling/A/B1 Page 46