ATPL(A) Nortávia Flight School

José Miguel Cavaleiro Mendes

Topics
Topics ........................................................................................................................................................ 1
Introduction .............................................................................................................................................. 1
Vacuum (Pneumatic) System – Basic Operation ...................................................................................... 2
Vacuum Instruments ................................................................................................................................ 3
Early Recognition of System Failure and Signs of Failure ......................................................................... 7
Causes of Failure or Vacuum System Malfunction ................................................................................... 8
Redundancy .............................................................................................................................................. 9
Significance to Pilots ............................................................................................................................... 10

Introduction
In most general aviation (GA) aircraft, pneumatic systems (known as vacuum systems),
control the directional gyro indicator (or heading indicator) and attitude indicator. Some
autopilot aircraft systems, and de-ice systems, even, are fed by these systems as well. As
a result, these devices are of the utmost importance for pilots who fly at night or in
Instrument Meteorological Conditions (IMC).

1
Vacuum (Pneumatic) System – Basic Operation
The core of these systems consists of an engine-driven vacuum pump is at the core of
these devices. Through a filter, the air pump pulls air into the machine. The gyroscopes,
spinning at high RPM’s, create a fast-moving current of air flows over the vanes within
the heading and attitude predictor gyros.

Wet and dry air pumps are the two most common varieties. Engine oil is used to
lubricate the interior of wet air pumps, whereas dry vacuum pumps are self-lubricating
and have an oil-free exhaust flow that eliminates deposits and provides a much cleaner
supply of air pressure. Dry air pumps are also less costly and weigh half as much as wet
air pumps.

Basic Components of a Vacuum System, namely of a C152 (generally of the dry system
type):

 Vacuum Pump

 Vacuum Relief Valve

 Air Filter

 Suction Gauge

 Instruments

Note: Importance of the suction gage – “Vacuum” is a differential pressure

indicator, which indicates that the pressure being measured is compared against the
ambient pressure, through the use of a sealed diaphragm or capsule. It illustrates how
much lower the pressure in the device is than in the atmosphere. The measuring unit
used to calibrate the suction gage is inches of mercury. The desired suction range is
from 4.5 to 5.4 inches Hg, in the case of a Cessna 152.

2
Basic Vacuum System

Vacuum Pump

3
Vacuum Instruments

Attitude Indicator (AI)

This instrument gives information to the pilot as to the airplane’s attitude relative to the
horizon. For this to happen, an internal gyroscope is used. The display of the AI features
a small plane in straight and level flight, with the upper part being a blue sky and the
lower part the earth, usually in a brown color.

Furthermore, it incorporates a scale, representing a degree of pitch up or pitch down

moment. Moreover, the scale on top of the AI relates the degree of rolling moment, the
bank angle.

The attitude indicator's gyro is mounted in a horizontal plane and relies on space rigidity
to operate.

4
5
 Directional Gyro or Heading Indicator (HI)

The HI presents to the pilot the current compass 360-degree rose position, the heading
that the aircraft is flying, and for this uses a spinning gyro, too. The rose comes typically
in 5-degree intervals, with every 30 degrees enumerated, in a compass card with north
as zero or "N." The spinning gyro rotates around the vertical plane.

The heading indicator creeps or drifts from its fixed location due to precession caused by
friction. The drift can be extreme if the bearings are tired, dusty, or poorly lubricated.
The gyro is centered in space, and the Earth rotates in space at a rate of 15° per hour,
creating another mistake in the heading indicator. When frictional precession is taken
into consideration, the heading indicator will display up to 15 degrees of error per hour.

6
Early Recognition of System Failure and Signs of Failure

The heading and attitude indicators are normally pneumatically, despite in some newer
aircraft such electrically powered flight instruments are already used. In case the
autopilot has also a pneumatic mechanism, the effects of a system failure are amplified
to a great scale.

Most times, unfortunately, the early detection of these failures is difficult. Instruments
operated by vacuum gradually begin to provide contradictory and unreliable data, so
instrument scanning skills are essential. Since a low reading typically signifies a
malfunction, it is of a great deal of importance to include the suction indicator in every
pilot’s flow scans.

A visible annunciator warning signs is highly recommended, as well as red flags on the
indicators.

A key aspect to understand as to why it is so important to be proactive at all times to

detect early signs of pneumatic malfunction is, without a doubt, to prevent spatial
disorientation, as even though these system malfunctions do not lead to accidents,
necessarily, spatial disorientation , however, does.

7
Causes of Failure or Vacuum System Malfunction
Contamination by solid particles from inside the pneumatic device, which can destroy
the pump and plug valve openings, is one of the most common causes. However, some
other causes are possible, among them:

 Worn out hoses or incorrectly installed

 Abrupt engine stoppage

 A hose with a weak connection or broken, causing pollutants to pass through the
filter and into the system.

 Oil, water, or engine washing solvents contaminate liquids.

 Sudden engine deceleration

 Blocked air intake

8
Redundancy
Redundancy in aviation, as it is widely known, is one of the best methods to achieve the
best level of safety possible. Although many newer planes have redundant systems,
older planes normally do not, hence the pilots themselves, or operators, ensure that
vacuum system redundancy can be installed, for frequent flights in IMC or night VMC.

In this sense, this redundancy can be assured through several ways:

• Backup attitude and heading indicators that are operated by electricity

• An electric or engine-driven air pump for redundancy.

• A standby vacuum mechanism that depends on the pressure difference between the
engine's intake manifold and the atmosphere.

A1 A2 A1 A2

Redundancy concept

9
Significance to Pilots
It is important for a pilot or operator to adequately maintain aircraft instruments and
related systems, as well as to obtain corrections or replacement at the first sign of any
malfunction.

Many pilots believe that the vacuum system is the weak link in the chain of reliable
components that keep an airplane aloft and under balance. The attitude indicator and
directional gyro are operated by the vacuum system of most airplanes.

A malfunction in the vacuum system/instrument can lead to another system failure, or

leave a residue of debris on the components of the nearby systems. Also a replacement
device, such as an electronic vacuum pump or an alternative vacuum supply connected
to the intake manifold, is a risky option since it just solves the pump failure and not the
possible failure of any component of the system, as a consequence, hence the need for
the pilot to be proactive at all times and watch for any signs of impending
failures/malfunctions.

1
0