Aircraft Air Conditioning & Pressurisation
Aircraft Air Conditioning & Pressurisation
CONDITIONING &
PRESSURISATION
AJD 20803
Learning Outcomes:
Identify and describe the appropriate regulatory requirements relating to Oxygen, Air
conditioning and Pressurisation Systems.
Describe typical examples of the constructions, systems layout and components of the
Oxygen, Air conditioning and Pressurisation Systems using the appropriate drawings or
schematic diagrams.
Describe the operations of the Oxygen, Air Conditi0ning System and Pressurisation Systems
and their related components using appropriate drawings and schematic diagrams.
Perform inspections and identify discrepancy of the Oxygen System, Air Conditioning System
and Pressurisation Systems and their components as per the relevant technical documents.
Perform servicing of the Oxygen System, Air Conditioning System and Pressurisation Systems
and their components as per the relevant technical documents.
Effect of the documentations and certifications for maintenance tasks carried out on an
aircraft in accordance with the appropriate regulatory requirements.
Assessment Methods and Types
Quizzes 10%
Midterm exam 10%
TOTAL 100%
There will be five (5) quizzes, once in every two (2) weeks.
All quizzes will be done through the E-learn.
There will also be descriptive quizzes to cover specific topics done
through the E-learn.
Assignments will also be done through the E-learn.
Compulsory
Additional:
WEEK 8
Temperatures at high altitudes in which aircraft operate can be well below 0 °F. Combined with
seasonally cold temperatures, this makes heating the cabin more than just a luxury.
Pressurized aircraft that use air cycle air conditioning systems mix bleed air with cold air
produced by the air cycle machine expansion turbine to obtain warm air for the cabin. This is
discussed in the section that covers air cycle air conditioning in this chapter.
Aircraft not equipped with air cycle air conditioning may be heated by one of a few possible
methods.
Some turbine-powered aircraft not equipped with air cycle systems still make use of engine
compressor bleed air to heat the cabin.
Various arrangements exist. The bleed air is mixed with ambient air, or cabin return air, and
distributed throughout the aircraft via ducting. The mixing of air can be done in a variety of
ways. Mixing air valves, flow control valves, shutoff valves, and other various control valves are
controlled by switches in the cockpit.
One STC’d bleed air heat system uses mini-ejectors in helicopter cabins to combine bleed air
with cabin air. All of these bleed air heating systems are simple and function well, as long as
the valves, ducting, and controls are in operational condition.
COMBUSTION HEATERS
TYPICAL COMBUSTION HEATER AND ITS COMPONENTS
A MODERN COMBUSTION HEATER.
The air used in the combustion process is ambient air scooped from
outside the aircraft, or from the compartment in which the combustion
heater is mounted.
A blower ensures that the correct quantity and pressure of air are sent into
the chamber.
Some units have regulators or a relief valve to ensure these parameters.
The combustion air is completely separate from the air that is warmed and
sent into the cabin
FUEL SYSTEM
THE FUEL NOZZLE LOCATED AT THE END OF THE COMBUSTION CHAMBER SPRAYS AIRCRAFT
FUEL, WHICH IS LIT BY A CONTINUOUS SPARKING IGNITION SYSTEM SPARK PLUG.
Most combustion heaters have an ignition unit designed to receive aircraft
voltage and step it up to fire a spark plug located in the combustion chamber.
Older combustion heaters use vibrator-type ignition units. Modern units have
electronic ignition. The ignition is continuous when activated. This occurs when
the heater switch is placed in the ON position in the cockpit, and the
combustion air blower builds sufficient air pressure in the combustion chamber.
Use of the proper spark plug for the combustion heater is essential. Check the
manufacturer’s approved data. [Figure 16-102]
IGNITION SYSTEM
EXAMPLES OF IGNITION UNITS USED ON COMBUSTION
HEATERS.
The combustion heater controls consist of a cabin heat switch and a thermostat.
The cabin heat switch starts the fuel pump, opens the main fuel supply solenoid,
and turns on the combustion air fan, as well as the ventilating air fan if the aircraft
is on the ground.
When the combustion air fan builds pressure, it allows the ignition unit to start. The
thermostat sends power to open the fuel control solenoid when heat is needed.
This triggers combustion in the unit and heat is delivered to the cabin. When the
preselected temperature is reached, the thermostat cuts power to the fuel control
solenoid and combustion stops.
Ventilating air continues to circulate and carry heat away. When the temperature
level falls to that below which the thermostat is set, the combustion heater cycles
on again.
CONTROLS
Various automatic combustion heater controls prevent operation of the heater
when dangerous conditions exist.
As stated, a duct limit switch cuts off fuel to the heater when there is not enough
airflow to keep the heater duct below a pre-set temperature. This is usually
caused by a lack of ventilating air flow.
An overheat switch set at a higher temperature than the duct limit switch guards
against overheat of any kind. It is designed to cut fuel to the combustion heater
before an unwanted fire occurs. When this switch activates, a light is illuminated
in the cockpit and the heater cannot be restarted until maintenance determines
the cause.
Some heaters contain a circuit to prevent fuel from being delivered to the
combustion chamber if the ignition system is not working.
SAFETY FEATURES
Maintenance of combustion heaters consists of routine items, such as cleaning
filters, checking spark plug wear, and ensuring inlets are not plugged.
All maintenance and inspection of combustion heaters should be accomplished in
accordance with the aircraft manufacturer’s instructions.
Combustion heater manufacturers also produce maintenance guidelines that
should be followed.
Intervals between the performance of maintenance items and the time between
overhauls must be followed to help ensure a properly functioning heater is
available when it is needed.
Inspection of the combustion heater should be performed on schedule as provided
by the manufacturer or whenever a malfunction is suspected.
Inlets and outlets should be clear. All controls should be checked for freedom of
operation and function.
Close observation for any sign of fuel leaks or cracks in the combustion chamber
and/or shroud should be made. All components should be secure. An operational
check can also be made. Follow the manufacturer’s inspection criteria to ensure
the combustion heater is in airworthy condition.