MODULE 6 :

AIRCRAFT SYSTEMS AND STRUCTURES - AEROPLANE

SUB-MODULE 6.3 :

Pneumatic and Air Systems

( ATA 36 )
o High-pressure air systems and components
o Bleed air pneumatic systems
o Safety precautions when working with high-pressure gas system.
o Pneumatic control system features, components and function.
o Inspection and maintenance of air/pneumatic systems.
o Ducting, mass flow, pressure control/indication, leak detection, valves,
alternate supply, auxiliary Power Unit (APU), and ground cart supply.
 PNEUMATIC AND AIR SYSTEM
o Pneumatic systems are fluid power systems that use a compressible fluid, air.

o These systems are dependable and lightweight and because the fluid is air there is no
need for a return system.

o Some advantages of using compressed air are:

• Air is universally available and in unlimited supplies.
• Pneumatic system components are reasonably simple and lightweight.
• No return lines are fitted resulting in a weight saving.
• There is no fire hazard and the danger of explosion is flight.
• Contamination is minimised by the use of filters.

o Some disadvantages of pneumatic systems:

 Leaks are difficult to trace.
 Not suitable for large components due to the rapid drop pressure when selection is
made.
 Air carries moisture which condenses and posses a corrosion, contamination and
freezing threat to the internal workings of the components and the pipework.
 PNEUMATIC AND AIR SYSTEM

o Pneumatic and Air Systems on aircraft have historically taken three

meanings :

 Low Pressure and Vacuum System

( Air pumps: Up to 10 psi )

 Medium Pressure Pneumatic Systems

( Engine Bleed: Up to 150 psi )

 High Pressure Pneumatic Systems / Full Pneumatic System

( Engine Driven Air Compressor / High pressure storage bottle: Up to 3500 psi )
 Low Pressure and Vacuum System

o A system used to supply driving power, in the form of a suction of air, to several
gyro instruments, such as :

 ADI (artificial horizon)

 DGI (heading indicator)
 Turn & Bank indicator.
 De-icing Boots

o The system is used as an alternative to electrical power, and is considered as a

failsafe system, in that should the electrical power supply to the aircraft systems
fail, then the pilot will still have some essential flight instruments available.

o The vacuum driven instruments are now used only on light aircraft.
 Low Pressure and Vacuum System
Pressure Sources

1. Venturi Tube Systems

o Aircraft that do not have a pneumatic pump to evacuate the instrument cases
can use venturi tubes mounted on the outside of the aircraft .

o Air flowing through the tube speeds up in the narrowest part, and according to
Bernoulli's principle,the pressure drops. This "suction" is fed to the instrument
case by a piece of tubing.

o Filtered air flows into the instruments through filters built into the instrument
cases. In this system, ice can clog the venturi tube and stop the instruments
when they are most needed.

o This system is not suitable for aircraft that fly above 18,000 ft.
For aircraft flying higher than 18,000 ft there is a compressor system
which provides enough air-mass through the gyro.
Fig. Ventury tube
 Pressure-reducing needle valve -
is used to decrease the suction.

4 inHg 4 inHg 2 inHg

The two attitude instruments operate on approximately 4 inHg suction; the turn-and-
slip indicator needs only 2 inHg.
2. Engine Driven Air Pump
o Many aircraft equipped with reciprocating engines obtain a supply of low-
pressure air from vane-type pumps.

o These pumps are driven by electric motors or by the aircraft engine.

 Wet Air Pumps

o Wet pumps have steel vanes that are lubricated and sealed with engine oil
which is drawn in through the pump mounting pad and exhausted with the
discharge air. This oil is removed from the discharge air with an oil separator
before it is used for de-icing or driving the instruments.

 Dry Air Pumps

o Dry air pumps were developed so that there was no oil in the discharge air and
therefore there were no requirements for an oil separator.
The pump vanes are made from carbon and are self lubricating.
The main problem with this kind of pump is that the vanes are easily
breakable by any contaminants that enters the pump. To prevent this form
occurring the inlet air is filtered.
 Fig. Wet Air Pumps
 Fig. Dry Air Pumps
o Figure 12-77 - Vane-type pumps.
 Air Pump Construction and Operation

o Figure 12-77 shows a schematic view of one of these pumps, which

consists of a housing with two ports, a drive shaft, and two vanes.

o The drive shaft and the vanes contain slots, so the vanes can slide back
and forth through the drive shaft.

o The shaft is eccentrically mounted in the housing, causing the vanes to

form four different sizes of chambers (A, B, C, and D).

o In the position shown, B is the largest chamber and is connected to the

supply port. As depicted in Figure 12-77, outside air can enter chamber B
of the pump.

o When the pump begins to operate, the drive shaft rotates and changes
positions of the vanes and sizes of the chambers. Vane No.1 then moves to
the right, separating chamber B from the supply port.
Air Pump Construction and Operation

o Chamber B now contains trapped air.

o As the shaft continues to turn, chamber B moves downward and becomes

increasingly smaller, gradually compressing its air.

o Near the bottom of the pump, chamber B connects to the pressure port and
sends compressed air into the pressure line.

o Then chamber B moves upward again becoming increasingly larger in area. At

the supply port, it receives another supply of air.

o There are four such chambers in this pump and each goes through this same
cycle of operation. Thus, the pump delivers to the pneumatic system a
continuous supply of compressed air from 1 to 10 psi.

o Low-pressure systems are used for wing deicing boot systems.

 Low Pressure and Vacuum System -
Interface

Fig. Single-engine instrument vacuum system using a steel-vane, wet-type

vacuum pump.
Medium Pressure Pneumatic Systems
( Bleed Air Pneumatic System )
 SAFETY PRECAUTIONS

o When working on bleed air systems, it is important to

follow the precautions below:

 Bleed air is hot! Do not touch pipes and ducts.

 Always replace seals, (normally crush seals), when replacing joints.

 Tighten clamps to the torque figure quoted in the Maintenance Manual.

 Never lever against ducts, as dents cause hot spots.

 All duct supports and struts must not put any strain on to the duct.
 Medium Pressure Pneumatic Systems
( Bleed Air Pneumatic System )

o These are used on most turbine-engined aircraft and are supplied with
compressed air tapped from the engine compressor ( Compressor Bleed Air )

o A medium-pressure pneumatic system (50–150 psi) usually does not include

an air bottle and used for :

 Engine starting System

 Anti Ice & De-icing System
 Airconditioning & Cabin Pressurization system
 Air driven hydraulic pumps
 Engine thrust reverser actuators
 Water tank pressurization systems
 Hydraulic tank pressurization systems
 Medium Pressure Pneumatic Systems
Pressure Sources – Older or Small Aircraft

 Turbo compressor - as fitted on Boeing 707 aircraft

 Reciprocating engine “ Supercharger “

 Engine driven compressor or blower - such as the Godfrey compressors as

fitted to the VC-I0 and Fokker F-27.

 Exhaust gases Driven Compressor - as on some small turbo prop aircraft.

Turbo compressor
Boeing 707
A turbo compressor used to pressurize cabins mostly in
turboprop aircraft
A reciprocating engine supercharger can be used as a
source of pressurization if it is upstream of carburetion
Engine driven – Blower ( VC-10 and F-27 Aircraft )
A jet pump flow multiplier ejects bleed air into a venturi
which draws air for pressurization from outside the
aircraft
 Medium Pressure Pneumatic Systems
Pressure Sources – Modern Aircraft

o Pneumatic sources in flight

 Engine Compressors - Bleed Air
 Airborne Auxiliary Power Unit (APU) – Bleed Air
- As alternate source - if designed for bleed air
supply in flight.

o Pneumatic sources on ground are:

 Mobile starter units or ground pneumatic networks
- Fixed installed in hangars or on the tarmac.
 APU - Bleed Air
 Engine Compressors - Bleed Air

http://www.b737studyguide.com/B737NGiPad/AirSystemsSGR/
PneumaticSystem800.html
 Medium Pressure Pneumatic System
Distribution and Control - Components

Main Components

 1. Ground Pneumatic Connection

Pneumatic hose adapter with integrated check valve.

 2. High Pressure Control Valve

This is used to determine the source of engine compressor stage.

 3. LP Check Valve
Prevents reverse flow to the engine low stage compressor.

 4. Pressure Regulating Valve

Shuts off or regulates the pneumatic supply pressure.
Main Components

 5. Over Pressure ( Relief ) - Valve

Closes in case of malfunction of the pressure regulating valve to protect the
users against over pressure.

 6. Fan Air Valve ( Pre-cooler Control Valve )

Regulates the pneumatic supply temperature.

 7. Heat Exchanger ( Pre-cooler )

This is used to cool the pneumatic air with fan air.

 8. Isolation Valve
This is used to split or connect the different pneumatic systems.

 9. APU Bleed Valve

Shuts off or allows APU bleed air supply.

 10. Manifold Failure Sensing Element

This is used to detect bleed air leaks or duct rupture.
Typical Pneumatic System Lay-out
 Engine Bleed Air Supply System

o The engine bleed air system consists of :

 The power source ( Engine Compressors )

 The control devices.

o The Engine Compressor - Function to produces air pressure

o These control devices - Function to regulate temperature and

pressure during system operation.

o Because of the great variation of air output available from a gas turbine engine
between idle and maximum power there is a need to maintain a reasonable
supply of air during low power operation as well as restricting excessive pressure
and temperature when the engine is at maximum power.
Fig. Typical Power Source ( Engine Compressors )
Fig. Typical Engine Bleed Air control devices
 Compressor Stage Selection
o The air is ducted from two different stages of the compressor :

 Low pressure stage

 High pressure stage
o The high pressure control valve - is used to determine the source of engine
compressor stage.
o When low stage air is insufficient for the pneumatic system to maintain the
prescribed flow or temperature requirements, the high pressure control valve
will open and allow high stage air to enter the bleed air ducting, so increasing the
engines output of bleed air .
o As the output of the compressor air depends on engine power, the high pressure
control valve will be open at low power (during descent or idle).

o As the engine power increases low stage airpressure will increase and close the
valve, so in normal cruise flight bleed air will come from the low stage.

o The high pressure control valve is normally pneumatically actuated and

pneumatic controlled . The LP check valve prevents reverse flow to the engine low
stage compressor.
Pressure Regulation
o The Pressure Regulating and Shut-off Valve - shuts-off or regulates the
pneumatic supply pressure to a constant value.

o The valve is pneumatic actuated and electrically controlled by a shutoff solenoid or

a torque motor, depending on aircraft type.

o In case of electrical power loss, the valve opens and regulates a constant pressure.

Temperature Regulation

o The Fan air valve - Regulates the amount of fan cooling airflow via the heat
exchanger to control the required pneumatic temperature.

o The valve is normally pneumatically actuated with control pressure from

a thermostat or from an electrically controlled torque motor, depending on the
aircraft type
Fig. Engine Bleed Air System
Engine Bleed Air Control System

o The engine bleed air system is normally controlled and monitored by a -

Pneumatic System Controller (PSC) or a Bleed Monitoring Computer (BMC).

o The controller or computer receives all the necessary input signals from the engine
pneumatic system sensors, valves and bleed air control switches to monitor the
system or shut off the system in case of dangerous conditions. It provides warning
and status signals for the indication on the Engine Warning Display.

o The controller contains also a Built-In-Test Equipment (BITE) to localize and store the
failures of the faulty bleed air components.

o For troubleshooting, the BITE system can be used via a Centralized Fault Display
System (CFDS).
 APU Bleed Air Supply System

o There are different APU bleed air supply systems installed in modern aircraft.
The system varies with the respective APU Type.

o Most APUs are designed for bleed air extraction on ground only.
If an APU is designed for bleed air extraction in flight, then the bleed air
extraction is normally limited up to a specific flight altitude only.

o APU bleed air supply has normally a higher priority than engine bleed air supply.
That means the engine bleed supply is automatically inhibited if APU bleed is
selected.

o Three different APU bleed air supply systems are used:

 APUs which extracts the bleed air from the compressor of the power section.
( Example: B-747 )

 APU which extracts the bleed air from a separate load compressor driven by
the turbine of the power section ( Example: A330 )

 APU with two shafts (N1 & N2) which extracts the bleed air from the N1-
Compressor driven from the N1-Turbine (Example: MD-11)
 APUs which extracts the bleed air from the compressor of the power
section. ( Example: B-747 )
 APU which extracts the bleed air from a separate load compressor driven by
the turbine of the power section ( Example: A330 )
 APU which extracts the bleed air from a separate load compressor driven by the
turbine of the power section ( Example: A330 )
APU with two shafts (N1 & N2) which extracts the bleed air from the N1-
Compressor driven from the N1-Turbine (Example: MD-11)
APU Bleed Air Control System
o
The APU bleed air control system consists of two main systems :

 Inlet Guide Vane (IGV) Control System

 Bleed Control system

o Inlet Guide Vane Control System controls the position of the load compressor
inlet guide vanes in order to avoid overtemperature (high EGT) of the power
section

o Bleed Control System controls the APU Bleed Control Valve in order to avoid
load compressor surge condition.
 IGV Control System

o The APU load compressor, driven with a constant speed from the turbine of the APU
power section, supplies the APU bleed air. The quantity of APU bleed air can be
controlled with the load compressor inlet guide vanes. The inlet guide vanes are
moved by the IGV actuator.

o The IGV actuator is fuel pressure actuated and electrically controlled by a torque
motor.
The APU ECB ( Electronic Control Box ) controls the torque motor according to the
aircraft pneumatic demand signals for air conditioning operation or engine start. The
bleed air quantity is limited by the APU Exhaust Gas Temperature (EGT). The EGT-
limit varies with the APU air inlet temperature.

o The actual EGT increases with the APU load. That means with a high APU generator
load the APU bleed air supply will be automatically reduced. (APU electrical power
supply has priority). If no APU bleed air is selected or during APU start sequence, the
IGVs will be controlled to close to unload the APU shaft.

o Above 20,000 ft flight altitude, the IGVs will be controlled to close. For this function
the ECB uses the pressure signal from the air inlet pressure sensor. (APU bleed air can
normally be used up to a specified flight altitude only).
 Bleed Control System

o The APU bleed control valve controls the air from the load compressor to the
pneumatic system or to the APU exhaust duct.

o The valve actuator is fuel pressure operated and controlled by a

torque motor .

o The APU ECB controls the torque motor in order to avoid load compressor
surge condition and to supply the aircraft pneumatic system.

o To provide this function, the ECB needs input signals from several sensors.
 Ground Supply

o For use on the ground when the engines are not running.
This unit will run until the aircraft is independent of the trolley.

o The ground cart is basically a compressor driven by an engine, usually a diesel.

o The compressor output pressure is regulated to match the aircrafts system

pressure.

o A quick release hose is connected from the cart to the aircraft service panel.

o The maximum aircraft systems pressure and operating instructions including

safety precautions are detailed on the inside of the service access panel.

o Instructions for operating the ground cart will be found on a panel on the carts
control panel.
BLEED AIR SYSTEM
DISTRIBUTION
 DISTRIBUTION
o Distribution is achieved by ducting and pipelines that carry the charge air from
the engine compressors to the various services that require air for their
operation.

o Due to the heat of the bleed air , any leakage of the ducts will cause an extreme
temperature rise in the area of the leak with the possibility of fire or damage to
the surrounding structure and equipment. Leak detection systems are therefore
incorporated.

o The ducting is made up of many sections for ease of maintenance and

cheapness of replacement.

o They are constructed of thin wall material and clamped together with joints that
allow for thermal expansion.

o Engine bleed air system ducts are manufactured from stainless steel and the
ducts and pipelines are usually manufactured from titanium as they are able to
withstand higher temperatures and are lighter in weight.

o The duct sections are supported throughout their length by clamps and tie rod
attachments to the aircraft structure
Ducts Supports
 Expansion Joints - Ducting :

o Joints are assembled cold and when in use the temperatures in the ducting can
reach up to 350 degrees F.

o Expansion devices must be incorporated into the systems to prevent any

distortion or buckling of the ducts.

o This expansion can be allowed for in several ways :

1. Pre-Stressed Joint
o One method is to have the duct sections installed slightly shorter in length and
allow them to expand with the heat to fit correctly.

o The ducts will be pre-stressed by the clamps when cold

Pre-Stressed Joint
2. Flexible Ball Joint
o Another method is with a flexible ball joint fitting at the duct ends.

o The joint is designed to allow for slight flexing and misalignment as well as
expansion.

o A flange on one end of the duct is connected to a bearing nut on the other and
screwed together to form the joint.

o Shims are used to ensure adequate clearance is maintained for the expansion and
flexing and a crush type metal seal is used to prevent air leakage at the joints.
Flexible Ball Joint
3. Cable Attachment Joint

o The cable attachment type joint is used where large temperature changes
exist,ie : from cold soak at high altitudes to maximum working
temperatures when the pneumatic system is selected on. This joint has
bosses attached at each end of the duct.

o There are usually 3 short cables equally spaced around the duct.
o The cables have a swaged ball end fittings at one end and a swaged
threaded fitting at the other.

o Each end is located in a bracket on the ducting. A seal is fitted around the
duct before the ducts are connected. A nut is fitted on the threaded end
and tightened.

o This pulls tightens the cables and seals the duct. A small gap is left at the
seal ends to allow for expansion.
Cable Attachment Joint
Pneumatic Duct Leak
Warning Systems
 Pneumatic Duct Leak Warning Systems

o Pneumatic leak warning systems are important to prevent overheat

conditions and structure damage in case of a pneumatic duct leak or rupture.

o In modern aircraft the system is also used to provide an automatic shut off of
the affected pneumatic system.

o Three different techniques are applied to monitor a pneumatic manifold leak

or duct rupture:
 Leak detection by thermal switches

 Leak detection by manifold failure loop

 Leak detection by pressure switches

Leak detection by thermal switches

This method use thermal switches connected in parallel to the warning light and if
applicable to the automatic shut off circuit.

The thermal switches close if the overheat setting is reached and open after cool
down

Leak detection by thermal switches

 Leak detection by manifold failure loops

o This method is used in modern aircraft. The manifold failure loop is a grounded
flexible metallic tube filled with a salt mixture.

o Included in the tube is a conductor insulated by the salt crystal. The conductor is
connected via plugs and wires to the sensing device.

o If the temperature of the salt mixture reaches the overheat setting, the salt melts and
provides a current flow to energize the sensing relay or amplifier.

o After cool down the salt will crystallize again and interrupt the current for the sensing
relay. The sensing device with the loop test circuit is normally incorporated in a
pneumatic controller. But it can also be a separate unit called the Manifold Failure
Controller (MFC).

o The advantage of this detection system is that in case of a single open loop, the leak
warning is not lost.
o The overheat setting of the loops may by different depending on the type of salt
mixture.

o To monitor longer pneumatic ducts, multiple loops are connected in series.

o The detection system can be tested by energizing a test relay.

o The test relay opens the loop circuit and sends a ground signal through the loops to
energize the sensing relay.

o The test makes sure that no loop has an open circuit and the sensing relay and the
warning light is functional.
Leak detection by manifold failure loops
Leak detection by pressure switches

o There are aircraft which have, for safety reasons, double walled pneumatic
ducts in the pressurized zones.

o A leak of the inner duct is monitored by a pressure switch and indicated by a

DUCT LEAK light located on the maintenance test panel.

o After repair of the leaky duct, the DUCT LEAK light must be reset by pressing
the RESET BUTTON on the maintenance panel.
Leak detection by pressure switches
 Pneumatic System
Indications and Warnings
Indications and Warnings

Indications
o To monitor the pneumatic system, normally pneumatic pressure and temperature
indicators are installed in the cockpit. On newer aircraft this indications may be
shown on a system display screen. (See Figure 16.27)

Warnings
o To alert the flight crew if dangerous or abnormal conditions in the pneumatic
system exists warning and caution lights are provided in the cockpit.

o Typical Warning lights are:

 "PNEUM TEMP HI" This warning light comes on, if the pneumatic
temperature exceeds a set threshold (2551)

 "PNEUM MANFLD FAIL' This warning light comes on, if a duct rupture
or a leak in a pneumatic manifold is detected.
Typical Caution lights are:

 "PNEUM ABNORM" This caution light comes on, if the pneumatic

pressure or temperature is abnormal or valves and sensors fail.

 "USE ENG PNEUM SUPPLY" This caution light comes on, if the
pneumatic system is still supplied by the APU to remember the pilots that
they must use the engine pneumatic supply system
Typical Pneumatic Indication and warning
 High Pressure Pneumatic Systems
( FULL PNEUMATIC SYSTEM )

o Extensive high-pressure pneumatic systems (1000 - 3000 psi) powered

by engine-driven compressors are generally fitted on the older types of
aircraft ( Fokker F – 27 ) and are used to operate services such as :

 Landing gear
 Nose Gear Steering
 Wing flaps
 Wheel brakes
 De-icing boots ( at reduced pressure ).
 High-Pressure Systems

o For high-pressure systems, air is usually stored in High Pressure metal bottles at
pressures ranging from 1,000 to 3,500 psi, depending on the particular system.[Figure 12-
70]

o High-pressure bottle may be:

1. Pre-charged on ground only

Disadvantage of discontinuous use permitting only for
limited/emergency services

2. Re-charged during flight

Advantage of continuous use; recharging being done from air
compressors driven from engine gearbox
.
Fig. High-pressure pneumatic system.
Fig. Pneumatic brake system.
 High Pressure Pneumatic Systems
( FULL PNEUMATIC SYSTEM )
Component

o Pneumatic systems are often compared to hydraulic systems, but such

comparisons can only hold true in general terms.

o Pneumatic systems do not utilize :

• reservoirs,
• hand pumps,
• accumulators,
• regulators,
• engine-driven
• electrically driven power pumps - for building normal pressure.

o But similarities do exist in some components.

Fig. Pneumatic systems Lay Out
Engine-Driven Compressors
 Air Compressors

o On some aircraft, permanently installed air compressors have been added to

recharge air bottles whenever pressure is used for operating a unit.

o Several types of compressors are used for this purpose.

Some have two stages of compression, while others have three, depending on the
maximum desired operating pressure

Relief Valves

o Relief valves are used in pneumatic systems to prevent damage.

o They act as pressure limiting units and prevent excessive pressures from bursting lines
and blowing out seals
Fig. Relief valve
 Control ( Selector ) Valves

o Control valves are also a necessary part of a typical pneumatic system.

o Figure 12-72 ,
Illustrates how a valve is used to control emergency air brakes.

o The control valve consists of :  A three-port housing,

 Two poppet valves,
 A control lever with two lobes.
o In Figure 12-72A ,
The control valve is shown in the “ off - position “
A spring holds the left poppet closed so that compressed air entering
the pressure port cannot flow to the brakes
 Control ( Selector ) Valves

Figure 12-72A
 Control ( Selector ) Valves
Emergency
brake control -

Figure 12-72B
 Control ( Selector ) Valves

o In Figure 12-72B,
The control valve has been placed in the “ on position “
One lobe of the lever holds the left poppet open, and a spring closes the
right poppet.

o Compressed air now flows around the opened left poppet, through a drilled passage,
and into a chamber below the right poppet.

o Since the right poppet is closed, the high-pressure air flows out of the brake port and
into the brake line to apply the brakes.

o To release the brakes, the control valve is returned to the off position.
[Figure 12-72A] - The left poppet now closes,stopping the flow of high-pressure
air to the brakes.

o At the same time, the right poppet is opened, allowing compressed air in the brake
line to exhaust through the vent port and into the atmosphere.
 Check Valves

o Check valves are used in both hydraulic and pneumatic systems.

o Figure 12-73 illustrates a flap-type pneumatic check valve.

o Air enters the left port of the check valve, compresses a light spring, forcing the
check valve open and allowing air to flow out the right port.

o But if air enters from the right, air pressure closes the valve, preventing a flow of
air out the left port.

o Thus, a pneumatic check valve is a one-direction flow control valve.

Fig. Flap Type Pneumatic Check Valves
 Orifice Type Restrictors
o Restrictors are a type of control valve used in pneumatic systems.

o Figure 12-74 illustrates an orifice-type restrictor with a large inlet port and
a small outlet port.

o The small outlet port reduces the rate of airflow and the speed of
operation of an actuating unit.

Fig. Orifice-type restrictor

 Variable Restrictor

o Another type of speed-regulating unit is the variable restrictor. [Figure 12-75]

o It contains an adjustable needle valve, which has threads around the top and
a point on the lower end.

o Depending on the direction turned, the needle valve moves the sharp point
either into or out of a small opening to decrease or increase the size of the
opening.

o Since air entering the inlet port must pass through this opening before
reaching the outlet port, this adjustment also determines the rate of airflow
through the restrictor.
Fig. Variable Restrictor
 Filters

o Pneumatic systems are protected against dirt by means of various types of

filters. A micronic filter consists of a housing with two ports, a replaceable
cartridge, and a relief valve.

o Normally, air enters the inlet, circulates around the cellulose cartridge, and flows
to the center of the cartridge and out the outlet port. If the cartridge becomes
clogged with dirt, pressure forces the relief valve open and allows unfiltered air
to flow out the outlet port.

o A screen-type filter is similar to the micron filter but contains a permanent wire
screen instead of a replaceable cartridge.

o In the screen filter, a handle extends through the top of the housing and can be
used to clean the screen by rotating it against metal scrapers.
 Desiccant/Moisture Separator

o The moisture separator in a pneumatic system is always located downstream of the

compressor.

o Its purpose is to remove any moisture caused by the compressor.

o A complete moisture separator consists of : a reservoir, a pressure switch,

a dump valve, and a check valve. It may also include a regulator and a relief valve.

o The dump valve is energized and deenergized by the pressure switch.

When deenergized, it completely purges the separator reservoir and lines up to
the compressor.

o The check valve protects the system against pressure loss during the dumping cycle
and prevents reverse flow through the separator.
 Chemical Drier

o Chemical driers are incorporated at various locations in a pneumatic system.

Their purpose is to absorb any moisture that may collect in the lines and other
parts of the system.

o Each drier contains a cartridge that should be blue in color. If otherwise noted,
the cartridge is to be considered contaminated with moisture and should be
replaced.

Fig. Chemical driers

High Pressure Pneumatic System
For Emergency Backup Systems
 Emergency Backup Systems

o Many aircraft use a high-pressure pneumatic back-up source of power to extend the
landing gear or actuate the brakes, if the main hydraulic braking system fails.

o The High Pressure Nitrogen stored in steel bottles or cylinders is installed on

aircraft hydraulic system, and is not directly used to actuate the landing gear
actuators or brake units but, instead, it applies the pressurized nitrogen to move
hydraulic fluid to the actuators.

o This process is called Pneudraulics.

o The following paragraph discusses the components and operation of an emergency

pneumatic landing gear extension system used on a business jet. [Figure 12-76]
 Nitrogen Bottles

o Nitrogen used for emergency landing gear extension is stored in two bottles, one
bottle located on each side of the nose wheel well.

o Nitrogen from the bottles is released by actuation of an outlet valve.

o Once depleted, the bottles must be recharged by maintenance personnel on the

ground.

o Fully serviced pressure is approximately 3,100 psi at 70 °F / 21 °C, enough for

only one extension of the landing gear.
 Gear Emergency Extension
Cable and Handle

o The outlet valve is connected to a cable and handle assembly.

o The handle is located on the side of the copilot’s console and is labeled -
EMER LDG GEAR.

o Pulling the handle fully upward opens the outlet valve, releasing compressed
nitrogen into the landing gear extension system.

o Pushing the handle fully downward closes the outlet valve and allows any
nitrogen present in the emergency landing gear extension system to be vented
overboard.

o The venting process takes approximately 30 seconds

 Dump Valve

o As compressed nitrogen is released to the landing gear selector/dump valve

during emergency extension, the pneudraulic pressure actuates the dump valve
portion of the landing gear selector/dump valve to isolate the landing gear system
from the remainder of hydraulic system.

o When activated, a blue DUMP legend is illuminated on the LDG GEAR DUMP VLV
switch, located on the cockpit overhead panel.

o A dump valve reset switch is used to reset the dump valve after the system has
been used and serviced.
o Figure 12-76
 Emergency Extension Sequence:

1. Landing gear handle is placed in the DOWN position.

2. Red light in the landing gear control handle is illuminated.

3. EMER LDG GEAR handle is pulled fully outward.

4. Compressed nitrogen is released to the landing gear selector/dump valve.

5. Pneudraulic pressure actuates the dump valve portion of the landing gear selector/dump valve.

6. Blue DUMP legend is illuminated on the LDG GEAR DUMP switch.

7. Landing gear system is isolated from the remainder of hydraulic system.

8. Pneudraulic pressure is routed to the OPEN side of the landing gear door actuators, the UNLOCK side of the
landing gear uplock actuators, and the EXTEND
side of the main landing gear sidebrace actuators and nose landing gear extend/retract actuator.

9. Landing gear doors open.

10. Uplock actuators unlock.

11. Landing gear extends down and locks.

12. Three green DOWN AND LOCKED lights on the landing gear control panel are illuminated.

13. Landing gear doors remain open

….. E n d. …..