Cabin Atmosphere M

Chapter 14
CABIN
ATMOSPHERE CONTROL
Chapter 14
 SECTION A.
FLIGHT PHYSIOLOGY.
 SECTION B.
OXYGEN AND PRESSURIZATION SYSTEMS.
 SECTION C.
CABIN CLIMATE CONTROL SYSTEMS.
INTRODUCTION
 The crew and passengers of modern, high-

performance aircraft are physically unable to
survive the extreme environment in which these
airplanes fly without some sort of conditioning of
the air within the cabin and cockpit.
 Primarily because of the various altitudes at

which an aircraft operates, the cabin atmosphere
must be controlled to increase the comfort of the
occupants or even to sustain their lives.
INTRODUCTION
(Cont.)
 This chapter will discuss the physiology of the human
body that determines the atmospheric conditions required
for life, how oxygen and cabin altitude are controlled to
provide a livable atmosphere for the aircraft occupants,
and how the comfort needs of the passengers and crew
are met.
 aircraft altitude. The actual height above sea level at which the
aircraft is flying.
 cabin altitude. Used to express cabin pressure in terms of
equivalent altitude above sea level.
SECTION A
FLIGHT PHYSIOLOGY
 In order to understand the reason for
controlling the cabin atmosphere or
environment, it is necessary to understand
both:
 The characteristics of the atmosphere.
 The physiological needs of the persons
flying within that atmosphere.
THE ATMOSPHERE
.The air surrounding the earth
 The atmosphere envelops the earth and extends

upwards for more than 20 miles.
- one mile=5280 ft.
=1.609 km.
 More than one-half of the mass of the air surrounding the

earth is bellow about 18,000 feet.
- Because air has mass and is compressible, the gravity of

the earth pulls on it and causes the air at the lower levels
to be more dense than the air above it.
THE ATMOSPHERE
(cont.)
The atmosphere is a physical mixture of gases.
- Nitrogen ……….. 78% of the air.
- Oxygen ……….. 21% of the total mixture.
- The remainder is composed of water vapor, carbon

dioxide and inert gases such as argon, neon, and
krypton. ……………… 1%
THE ATMOSPHERE
(cont.)
 Oxygen is extremely important for

both animal and plant life.
 It is so important for animals that
if they
are deprived of oxygen for even a few
seconds, permanent damage to the brain
or even death may result.
THE ATMOSPHERE
(cont.)
 Air density
 The density of the air refers to the number
of air molecules within a given volume of
the atmosphere.
THE ATMOSPHERE
air density
- As air pressure decreases, the density of the air
also decreases.
- As temperature increases the density of the air

decreases.
- This change in air density has a tremendous

effect on the operations of high altitude aircraft
as well as physiological effects on humans.
THE ATMOSPHERE
(cont.)
 Turbine engine-powered aircraft are efficient at
high altitudes, but the human body is unable to
exist in the cold and oxygen-deficient air, so
some provisions must be made to provide an
artificial environment to sustain life.
Atmospheric pressure is determined by the height of a
column of mercury.
under standard sea-level conditions, the atmospheric
pressure supports a column 29.92 inches, or 760
.millimeters, high
Sea level pressure
 29.92 inches of mercury (HG.)
 76.00 centimeter of mercury (HG.)
 760 millimeter of mercury (HG.)
 14.696 pounds per square inch.
 1.013 bars.
- (1 bar=14.5 psi)
 1013.2 millibars.
- one millibar=.02953 inches of mercury (HG.)
Cabin Atmosphere Control
Systems
 Temperature
 *Standard temp of air at sea level is [15°C, 59°F].
 *Temp decreases with altitude to stabilize and remain

constant above ( 36000ft ) at (-55°C) - (-69.7°F ).
Systems
 *Why is ( 36000ft ) a desirable altitude for jet A/C to
operate ?
 -above ( 3600ft ) temp stabilize , air density and jet thrust

drop of rabidly .
 -below ( 36000 ) , temp drop , pressure decreases , this

result is a steady decreases in air density as will as
decrease in jet thrust .
 *Oxygen partial pressure : the pressure which is

produced by percentage of oxygen in the air that equal
21 % of air pressure [ percentage of oxygen remains
constant at altitude changes ] .
Systems
 1- Hypoxia :The sluggish condition of mind and
body caused by a deficiency or lack of oxygen.
 * Symptoms :
 A - headache , deep breathing .
 B - dizzy.
 C - tingling in fingers .
 D- coordination and judgment will be impaired .
 E - Vision will be impaired and sleepily .
 *Hypoxia affects more at night than in day time .
 [ is always to use some form of supplemental
oxygen above 10000ft .
Systems
 2- Hyperventilation: excess amount of carbon dioxide in
blood
 *symptoms :
 a – dizzy
 b – tingling in fingers
 c - having hot and cold sensation
 d – nausea and drowsiness
 e – unconscious
Cabin Atmosphere Control Systems
 3- Carbon monoxide poisoning: is the product of
incomplete combustion of fuels, which contain carbon
 * Carbon monoxide
 1- colorless 2- odorless 3- tasteless
 -Oxygen starvation : when ( CO ) load up in hemoglobin

until it cannot carry much needed O2 .
 *symptoms :
 a – sluggishness
 b – warm feeling
 c – headache
 d – throbbing in temples
 e – ringing in ears
 f – dizziness
 h – dimming of vision
Systems
 *IfCO poisoning is suspected :
 1 – shunt off the heater.
 2 – open all vents as possible.
 3 – equipped with 100 % oxygen
 *oxygen produced commercially by :
 1 – liquefying air
 2 – electrolysis the water
One type of carbon monoxide detector consists of a tablet
.that changes color when exposed to carbon monoxide
Cabin Atmosphere
Control Systems
SECTION B
OXYGEN AND PRESSURIZATION SYSTEMS

Systems
 For aircraft that fly at extremely high altitude a
combination of :
 Pressurization and supplementary oxygen for
emergencies is required.
 At higher altitudes (generally above 10,000
feet) the air is thin enough to require
supplemental oxygen for humans to function
normally.
Systems
 CHARACTERISTICS OF OXYGEN:
1. Colorless.
2. Odorless.
3. Tasteless.
4. Oxygen will not burn, but it does support
combustion so well that special care
must be taken when handling.
Systems
 Oxygen is produced commercially by:
1. Liquefying air, and then allowing nitrogen to

boil off, leaving relatively pure oxygen.
2. electrolysis of water. when electrical current
is passed through water(H2O), it will break
down into its two elements, hydrogen and
oxygen.
Systems
 Aviator's breathing oxygen is similar to that
used for commercial purposes, except that is
additionally processed to remove almost all of
the water.
 Water in aviation oxygen could freeze in the

valves and orifices and stop the flow of oxygen
when an aircraft is flying in cold conditions found
at high altitude. because of the additional purity
required
Systems
 Because of the additional purity required, aircraft
oxygen systems must never be serviced with an
oxygen that does not meet the specifications for
aviator's breathing oxygen.
 This is usually military specification MIL-O-27210.
 These specifications require the oxygen to have no

more than two milliliters of water per liter of gas.
 Oxygen used in aircraft systems is at least 99.5%

pure and is practically water free.
Systems
 SOURCES OF SUPPLEMENTAL OXYGEN
 1- GASEOUS OXYGEN.
 2- LIQUID OXYGEN.
 3- CHEMICAL, OR SOLID, OXYGEN.
 4- MECHANICALLY-SEPERATED OXYGEN.
Systems
 SOURCES OF SUPPLEMENTAL OXYGEN
 Most of the aircraft in the general aviation
fleet use gaseous oxygen stored in steel
cylinders under a pressure of between
1,800 and 2,400 psi.
Systems
 Advantages
1. -Ease of handling.
2. -Available at most of the airports used by
these aircraft.
 Disadvantages
1. -High pressure.
2. -Heavy in weight.
Most general-aviation aircraft store oxygen
in steel, high pressure cylinders
Systems
 2- LIQUID OXYGEN
 Most military aircraft carry their oxygen in a liquid
state.
 Liquid oxygen is a pale blue, transparent liquid that will

remain in its liquid state as long as it is stored at a
temperature of below -181˚F.
 This is done by keeping it in a Dewar flask that

resembles a double-wall sphere having a vacuum
between the walls. The vacuum prevents heat
transferring into the inner container.
Military aircraft usually use liquid
oxygen, stored in special containers
.called Dewar
Systems
 2- LIQUID OXYGEN
 Advantages
1. - Economical of space and weight.
2. - No high pressure involved in the system.
 Disadvantages
1. - Difficulty in handling the liquid at its
extremely low temperature.
2. - Requires periodic replenishing because of losses
from the venting system even when the system is
not used.
Systems
 CHEMICAL, OR SOLID, OXYGEN
 Many large transport aircraft use solid oxygen generators as a
supplemental source of oxygen to be used in the event of cabin
depressurization.
 A solid oxygen generator consists of a shaped block of a
chemical such as sodium chlorate encased in a protective steel
case.
 When ignited large quantities of gaseous oxygen are released

as a combustion by-product.
 They are ignited either electrically or by mechanical igniter.
 On a volume basis, the storage capacity of oxygen in candles

is about three times that of compressed gas.
Systems
 Solid oxygen generators, called candles, are
used in many large aircraft to provide
supplemental oxygen in case of
depressurization. They are also found in some
smaller business aircraft.
 The system generators are inert below 400°F even under
severe impact
 Advantages
1. - Unlimited shelf life.
2. - Do not require any special storage conditions.
3. - Inexpensive .
4. - Lightweight.
 Disadvantages
1. - Cannot be tested without actually being used.
2. - There is enough heat generated when they are used.
3. - Once they start burning, they cannot be extinguished and
will continue to burn until they are exhausted.
89: Which of the following are characteristic of a chemical or solid
state oxygen system?|1. An adjustable oxygen release rate.|2. A
volume storage capacity about three times that of compressed
oxygen.|3. The system generators are inert below 400°F even
under severe impact.|4. A distribution and regulating system
similar to gaseous oxygen systems.
A: 2 & 3.
B: 3 & 4.
C: 1 & 2.
Systems
 MECHANICALLY-SEPERATED OXYGEN
 A new procedure for producing oxygen is its extraction from the air by a
mechanical separation process.
 Air is drawn through a patented material called a molecular sieve.
 As it passes through, the nitrogen and other gases are trapped in the sieve and
only the oxygen passes through.
 Part of the oxygen is breathed, and the rest is used to purge the nitrogen from
the sieve and prepare it for another cycle of filtering.
 This method of producing oxygen is currently being used in some medical

facilities and military aircraft.
 It appears to have the possibility of replacing all other types of oxygen

because of the economy of weight and space and no need for ground
replenishing.
Systems
 OXYGEN SYSTEMS AND COMPONENTS
 GASEOUS OXYGEN SYSTEMS CONSISTS OF:

1. Tanks to store oxygen.
2. Regulators to reduce the pressure from the high pressure

in the tanks to the relatively low pressure required for
breathing.
3. Plumbing to connect the system components .

4. Masks to deliver the oxygen to the crewmember or
passenger.
 1- STORAGE CYLINDERS
 a) Low pressure steel cylinders
 b) High pressure steel cylinders
 a) Low pressure steel cylinders
 Most military aircraft at one time used a low-pressure
oxygen system in which the gaseous oxygen was
stored under a pressure of approximately 450 psi in
large yellow-painted low pressure steel cylinders.
 These cylinders were so large for the amount of

oxygen they carried that they never became popular in
civilian aircraft, and even the military has stopped
using these systems.
Systems
 b) High pressure steel cylinders
 Today, almost all gaseous oxygen is stored in
green painted high-pressure steel cylinders
under a pressure of between 1,800 and 2,400
psi.
Systems
 b) High pressure steel cylinders:
 All cylinders approved for installation in an aircraft must
approved by the :
 1- Department of Transportation (DOT)
 2- Inter State Commercial Commission (ICC)
 types
 -ICC/DOT 3AA 1800 type.
 -ICC/DOT 3HT 1850 type.
 -Aluminum bottles are also available, but are much less common.
 -DOT-E-8162 “composite” bottles are becoming more
common.
Systems
 Cylinders must be hydrostatically tested to 5/3 of their
working pressure with water .
 - 3AA cylinders are tested with water pressure of 3,000 psi
every five years and stamped with the date of the test.
 - 3HT cylinders are tested with water pressure of 3,083 psi

every THREE years and stamped with the date of the test.
 - E-8162 cylinders are tested to the same standards as the 3HT
cylinders,
16: What test is used to determine the serviceability of an
oxygen cylinder?
A: Pressure test with manometer.
B: Pressure test with nitrogen.
C: Pressure test with water.
50: Composite oxygen bottles that conform to DOT-E-8162
have a service life of
A: 5 years or 5,000 filling cycles whichever occurs first.
B: 10 years or 5,000 filling cycles whichever occurs first.
C: 15 years or 10,000 filling cycles whichever occurs first.
Systems
 3AA and 3HT cylinders must be taken out of
service after 24 years, or after they have been
filled 4,380 times, whichever comes first.
 Composite oxygen cylinders which are made

of an aluminum shell wrapped with Kevlar and
conforming to DOT-E-8162 must be retired
from service after 15 years or 10,000 filling
cycles, whichever occurs first.
Systems
 to be considered airworthy all oxygen
cylinders must be stamped near the filler
neck with the:
1. - Approval number (DOT number)
2. - Date of manufacturer. ( serial number).
3. - Dates of all of the hydrostatic tests.
 Oxygen cylinders should be painted green
and identified with the words AVIATOR’S
BREATHING OXYGEN written in white
letters on the cylinders.
 Oxygen used in aircraft systems is at least 99.5
percent pure and is practically water free
77: An aircraft oxygen bottle may be considered airworthy if it has been
hydrostatically tested and identified
A: with the test date, DOT number and serial number stamped on the cylinder near the
neck.
B: with the DOT number, serial number and manufacturer stamped on the cylinder near
the neck.
C: with the DOT number and manufacturer stamped on the cylinder near the neck.
80: (1) Oxygen used in aircraft systems is at least 99.5 percent pure and is
practically water free.|(2) Oxygen used in aircraft systems is 99.5 percent pure and
is hospital quality. Regarding the above statements,
A: only No. 1 is true.
B: both No. 1 and No. 2 are true.
C: neither No. 1 nor No. 2 is true.
75: High-pressure cylinders containing oxygen for aviation use can be identified
by their
A: green color and the words “BREATHING OXYGEN” stenciled in 1-inch white letters.
B: yellow color and the words “AVIATOR’S BREATHING OXYGEN” stenciled in 1-inch
white letters.
C: green color and the words “AVIATOR’S BREATHING OXYGEN” stenciled in 1-inch
white letters.
Systems
 If the pressure in an oxygen cylinder becomes
too great, the safety disk ruptures and the
oxygen is vented overboard through a discharge
line which is covered with a green discharge
indicator. This indicator is on the outside of the
aircraft where it is visible on the preflight walk-
around inspection.
88: On transport category aircraft what might be an indication of an over
pressure event of the aircraft oxygen system?
A: The green thermal expansion disk missing.
B: The green thermal expansion disk in the cockpit missing.
C: The green thermal expansion disk on the oxygen regulator missing.
83: If a high-pressure oxygen cylinder is to be installed in an airplane, it

must meet the specifications of the
A: aircraft manufacturer or the cylinder manufacturer.
B: Department of Transportation.
C: National Transportation Safety Board or the Standards of Compressed Gas
Cylinders.
84: Before a high-pressure oxygen cylinder is serviced, it must be the

correct type and have been
A: hydrostatically tested within the proper time interval.
B: approved by the National Transportation Safety Board.
C: inspected by a certificated airframe mechanic
17: How often should standard weight high-pressure oxygen cylinders be
hydrostatically tested?
A: Every 5 years.
B: Every 4 years.
C: Every 3 years.
18: To be eligible for recharging, a DOT 3HT oxygen cylinder must have been
hydrostatically tested every three years and be retired from service after
A: 24 years or 4,380 filling cycles.
B: 15 years or 10,000 filling cycles.
C: 10 years or 5,000 filling cycles.
23: The main cause of contamination in gaseous oxygen systems is

A: moisture.
B: dust and other airborne particulates.
C: other atmospheric gases.
Systems
 - Regulators
 1- CONTINUOUS FLOW REGULATORS.
 a- MANUAL CONTIUOUS FLOW REGULATORS.
 b- AUTOMATIC CONTIUOUS FLOW REGULATORS.
 2- DEMAND REGULATORS.
 a- DILUTER DEMAND REGULATORS.
 b- PRESSURE DEMAND REGULATORS.
Systems
 - Regulators
 This type of regulator allows oxygen to flow from the storage
cylinder regardless of whether the user is inhaling or exhaling.
 Continuous flow systems do not use oxygen economically, but
their simplicity and low cost make them desirable when the
demands are low.
 The emergency oxygen systems that drop masks to the

passengers of large jet transport aircraft in the event of cabin
depressurization are of the continuous flow type.
Systems
 - Regulators
 Continuous Flow Regulators are either of
manual or automatic type.
 Both of these are inefficient in that they do not

meter the oxygen flow according to the
individual’s need.
Systems
 - MANUAL CONTINUOUS FLOW REGULATORS
 The user adjusts the knob so that the flow
indicator needle matches the altitude being
flown.
 If the flight altitude changes, the pilot must

readjust the flow rate.
 MANUAL CONTINUOUS FLOW REGULATOR

Systems
 1- CONTINUOUS FLOW REGULATORS
 - Automatic continuous flow regulators
 Automatic continuous flow regulators have
a barometric control valve that automatically
adjusts the oxygen to correspond with the
altitude.
 The flight crew need only to open the valve on
the front of the regulator, and the correct
amount of oxygen will be metered into the
system for the altitude being flown.
Systems
 - Regulators
 Demand regulators allow a flow of oxygen only

when the user inhaling.
 This type of regulators is much more efficient

than the continuous flow type.
Systems
 - Regulators
 - Diluter Demand Regulators
 Diluter Demand Regulators are used by flight crews
on most commercial aircraft.
 A diluter demand regulator dilutes the oxygen supplied

 to the mask
Diluter with
demand air from cabin.
oxygen
regulator.
Systems
 - Regulators
 - Pressure Demand Regulators
 Pressure Demand Regulators operate in much
the same way as diluter demand regulators
except at extremely high altitudes, where
oxygen is forced into the mask under a positive
pressure.
 This pressure demand regulator supplies oxygen under
pressure for flights above 40,000 feet
Systems
81: Oxygen systems in unpressurized aircraft are generally
of the
A: continuous-flow and pressure-demand types.
B: pressure-demand type only.
C: portable-bottle type only.
Systems
 MASKS
 - Masks are used to deliver the oxygen to
the user.
 Types.
 1- Continuous Flow Masks.
 2- Demand-type Masks.
Systems
 MASKS: deliver the oxygen to the user
 2- Demand type
 1-Continuous flow masks are usually the re
breather type .
 Types
 1- Simple bag-type disposable mask.
used with some of the portable systems.
 2- Rubber bag-type mask.
used for some of the flight crew systems.
Systems
 MASKS
 Re breather type masks are used with continuous
flow oxygen systems.
 The oxygen masks that automatically drop from
the overhead compartment of a jet transport
aircraft in the event of cabin depressurization are
of the rebreather type.
Systems
 MASKS
 2- Demand-type Masks
 Demand-type masks deliver oxygen only when
the wearer inhales.
 Demand-type Masks must fit tightly to the face

so no outside air can enter.
Systems
 MASKS
 2- Demand-type Masks
 A full-face mask is available for use in case the
cockpit should ever be filled with smoke.
 These masks cover the eyes as well as the

mouth and nose, and the positive pressure
inside the mask prevents any smoke entering.
70: What controls the amount of oxygen delivered to a mask in a
continuous-flow oxygen system?
A: Calibrated orifice.
B: Pressure reducing valve.
C: Pilot’s regulator.
71: In the diluter demand oxygen regulator, when does the demand valve
operate?
A: When the diluter control is set at normal.
B: When the user demands 100 percent oxygen.
C: When the user breathes.
72: The primary difference between aviation breathing oxygen and most
other types of commercially available compressed oxygen is that
A: the other types are usually somewhat less than 99.5 percent pure oxygen.
B: aviation breathing oxygen has had all the water vapor removed.
C: aviation breathing oxygen has a higher percentage of water vapor to help
prevent drying of a person’s breathing passages and possible dehydration.
Systems
 Plumbing
 Most of the rigid plumbing lines that carry high-
pressure oxygen are made of stainless steel,
with the end fittings silver soldered to the
tubing.
 Lines that carry low-pressure oxygen are made

of aluminum alloy and are terminated with
either the flare or flareless type fittings.
Systems
 Plumbing
 Only valves carrying the correct part number should
be used to replace any valve in an oxygen system.
 Many of the valves used in oxygen systems are of the

slow-opening type to prevent a rapid in-rush of oxygen
that could cause excessive heat and become a fire
hazard.
 Other valves have restrictors in them to limit the flow

rate through a fully open valve.
Systems
 Typical Installed Gaseous Oxygen Systems
 If an aircraft has installed oxygen system, it will
be one of three types:
 1- Continuous flow type.
 2- Diluter demand type.
 3- Pressure demand type.

Systems
 Most single engine aircraft utilize a continuous flow
oxygen system.
 The external filler valve is installed in a convenient

location and is usually covered with an inspection
door.
 The external filler valve has an orifice that limits the

filling rate and is protected with a cap to prevent
contamination when the charging line is not
connected.
Systems
 The DOT approved storage cylinder is installed in the
aircraft in a location that is most appropriate for weight
and balance considerations.
 The shutoff valve on the cylinder is of the slow

opening type and requires several turns of the knob to
open or close it.
 This prevents rapid changes in the flow rate that could

place excessive strain on the system or could
generate too much heat.
Systems
 Some installations use a pressure reducing
valve on the cylinder.
 When a reducer is used, the pressure gauge

must be mounted on the cylinder side of the
reducer to determine the amount of the oxygen
in the cylinder.
Systems
 The pressure gauge is used as an indication of
the amount of oxygen in the cylinder.
 The pressure regulator reduces the pressure in

the cylinder to a pressure that is usable by the
masks.
 The regulator may be either a manual or

automatic type.
19: What type of oxygen system uses the rebreather bag-type
mask?
A: Diluter demand.
B: Continuous flow.
C: Demand.
69: If oxygen bottle pressure is allowed to drop below a
specified minimum, it may cause
A: the pressure reducer to fail.
B: the automatic altitude control valve to open.
C: moisture to collect in the bottle.
Systems
 The mask couplings are fitted with restricting orifices
to meter the amount of oxygen needed at each mask.
 The pilot’s coupling has an orifice considerably larger

than that provided for the passengers.
 The reason is that the pilot and other flight

crewmembers require more oxygen since they are
more active, and their alertness is of more vital
importance than that of passengers.
Systems
 The typical general aviation aircraft has an installed

system similar to this one.
Systems
 Some installations incorporate a therapeutic
mask adapter.
 This used for any passenger that has a health

problem that would require additional oxygen.
 The flow rate through a therapeutic adapter is

approximately three times that through a
normal passenger mask adapter.
Systems
 Each tube to the mask has a flow indicator built
into it.
 This is simply a colored indicator that is visible

when no oxygen is flowing. When oxygen flows,
it pushes the indicator out of sight.
Systems
 Pressurized aircraft do not normally have
oxygen available for passengers all of the time,
but FAR part 91 requires that under certain
flight conditions, the pilot operating the controls
wear and use an oxygen mask.
Systems
 Most executive aircraft that operate at high
altitude are equipped with diluter demand or
pressure demand oxygen regulators for the
flight crew and a continuous flow system for the
occupants of the cabin.
 Aircraft operating at high altitudes above 40,000

feet will usually have pressure demand systems
for the crew and passengers.
Systems
 The masks for the light crew normally feature a
quick-donning system.
 This mask is connected to a harness system

that fits over the head. This system is designed
so the mask can be put on with one hand and
be firmly in place, delivering oxygen, within a
few seconds.
Systems
 LIQUID OXYGEN SYSTEMS
 Civilian aircraft do not generally use liquid

oxygen (LOX) system because of:
 1-the difficulty in handling this form of oxygen.
 2-It is not readily available to the fixed-base

operators who service general aviation aircraft.
Systems
 Military aircraft use liquid oxygen almost
exclusively because of the space and weight
saving.
 One liter of liquid oxygen will produce

approximately 860 liters of gaseous oxygen at
the pressure required for breathing.
Systems
 Liquid oxygen is held in a spherical
container and in normal operation the
buildup and vent valve is back-seated so
some of the LOX can flow into the buildup
coil where it absorbs enough heat to
evaporate and pressurize the system to
the amount allowed by the container
pressure regulator, normally about 70 psi.
Systems
 When the supply valve on the regulator is
turned on, LOX flows from the container into
the supply evaporator coil where it absorbs
heat and turns into gaseous oxygen.
 If, for any reason, excessive pressure should

build up in the system, it will vent overboard
through one of the relief valves.
Systems
 CHEMICAL OXYGEN SYSTEMS
 This system uses chemical oxygen generators
also called “oxygen candles” to produce
breathing oxygen.
 Oxygen candles contain sodium chlorate mixed
with appropriate binders and a fuel formed into a
block.
 An igniter, actuated either electrically or by a
spring, starts the candle burning.
 Filters are located at the outlet to prevent any

contamination entering the system.
Systems
 OXYGEN SYSTEM SERVICING
 All oxygen servicing should be done outdoors, or at

least in a well-ventilated area.
 Removable or portable supply cylinders should be

removed from the aircraft for servicing.
 When oxygen servicing is performed in the aircraft,

suspend all electrical work.
 Manufacturer’s service information must be used while

performing service of aircraft oxygen systems.
Systems
 - SERVICING GASEOUS OXYGEN SYSTEMS
 Compressed gaseous oxygen demands

special attention because of both
 1-its high storage pressure
 2-its extremely active chemical nature.
Systems
 - LEAK TESTING GASEOUS OXYGEN SYSTEMS:

 Searching for leaks are made using a special leak
detector. (form of non-oily soap solution)
When an aircraft’s oxygen system has developed a leak, the :68

lines and fittings should be
.A: removed and replaced
.B: inspected using a special oxygen system dye penetrant
C: bubble tested with a special soap solution manufactured specifically
.for this purpose
Systems
 If a leak is found, the pressure is released from the system, and

the fittings checked for proper torque.
 Flare less fittings can leak from both under and over tightening.
 If the fittings properly torque and still leaks, remove the fitting
and examine all of the sealing surfaces for indication of
damage.
 It may be necessary to replace the fitting and reflare the tube or

install a new flare less fitting.
Systems
 - Draining the Oxygen System
 Draining of the oxygen system should normally be done after
the high-pressure bottle has been removed or isolated from the
system.
 Either outdoors or in a well-ventilated hangar, the system’s

pressure should be bled off by opening the appropriate fitting.
 Normally a system will require purging after the system has

been drained.
 All the safety precautions should be followed during any oxygen

draining procedure.
Systems
 - Filling an Oxygen System
 Oxygen servicing carts usually consist of six large
cylinders, each holding approximately 250 cubic feet
of aviator’s breathing oxygen.
 A seventh cylinder, facing the opposite direction and
filled with compressed nitrogen.
 Each oxygen cylinder has its own individual shutoff
valve, and all of the cylinders are connected into a
common service manifold that has a pressure gauge
Systems
 the pressure inside oxygen bottles should never be
allowed to drop below approximately 50 psi to prevent
moisture to collect inside it and cause rust or
corrosion.
 When an aircraft’s oxygen system is being filled from
a large supply cart, the cylinder having the lowest
should be used first.
 The valve on the cylinder should be opened slightly to
allow some oxygen to purge all of the moisture, dirt
and air from the line.
 The ambient temperature determines the pressure
that should be put into the oxygen system.
Systems
 Purging A Gaseous Oxygen System:
 If the oxygen system has been opened for
servicing, it should be purged of any air that may
be in the lines.
 - To purge a continuous flow system
 -Oxygen masks are plugged into each of the
outlets and the oxygen supply valve turned on.
 -Oxygen should be allowed to flow through the
system for about ten minutes.
Systems
 Purging A Gaseous Oxygen System:
 Diluter demand and pressure demand systems

may be purged by placing the regulators in the
EMERGENCY position and allowing the oxygen
to flow for about ten minutes.
 After the system has been thoroughly purged,

the cylinders should bee filled to the required
pressure.
Systems
 FILLING A LIQUID OXYGEN SYSTEM
 Service carts for liquid oxygen normally carry the LOX
in 25- or 100 liter containers.
 Protective clothing and eye protection must be worn

since liquid oxygen has such a low boiling point that it
would be sure to cause serious frostbite if spilled on
the skin.
 Any empty LOX system or that hasn’t been in use for

some time should be purged for a few hours with
heated dry air, or nitrogen.
Systems
 FILLING A LIQUID OXYGEN SYSTEM
 The service cart should be attached to the aircraft system and,
after placing the build up and vent valve in the vent position, the
valve opened on the service cart.
 As the LOX flows from the service cart into the warm converter,
it vaporizes rapidly and cools the entire system.
 Considerable gaseous oxygen is released during the filling

procedure, and it vents to the outside air through the buildup
and vent valve
 This venting of the gaseous oxygen will continue until liquid
oxygen starts to flow out of the vent valve.
 A steady stream of liquid indicates that the system is full.

Systems
 INSPECTING THE MASKS AND HOSES
 Disposable masks should be replaced with new masks after
each use.
 Permanent masks used by crew members are normally

retained by each individual crewmember.
 They should be occasionally cleaned by washing them with a

cloth wet with a lukewarm detergent solution and allowing them
to dry at room temperature.
 The face portion of the mask may be disinfected with a mild

antiseptic.
 The quick-donning masks for use by airliner flight

crews are part of the aircraft and not crew personal
equipment.
Most airlines requires each crewmember to don and

test the mask as part of the required preflight inspection.
Alcohol swabs in small sealed packets are provided to

sterilize the mask before the crewmember dons the
mask.
Systems
 INSPECTING THE MASKS AND HOSES
 The masks and hoses should be checked for
leaks, holes or rips, and replaced rather than
repaired.
 When storing the mask in the airplane, it should

be protected from dust and dampness, and
specially from any type of grease or oil.
Systems
 REPLACING TUBING, VALVES AND FITTINGS
 It is extremely important when installing any oxygen line in an aircraft that no
petroleum product is used as a thread lubricant, and that the lines are thoroughly
cleaned of any trace of oil.
 Trichloroethylene or some similar solvent may be used to clean the tubing and
fittings.
 After they are thoroughly clean, they should be dried either with heat or by blowing
them with dry air or dry nitrogen.
 The thread lubricant approved for use on tapered pipe thread connections in an
aircraft oxygen system is
MIL-G-27617 oxygen-compatible thread lubricant.
 Teflon tape applied to the male threads can be used in place of a thread lubricant.
85: A contaminated oxygen system is normally purged with
A: oxygen.
B: compressed air.
C: nitrogen.
86: How should you determine the amount of oxygen in a

portable, high-pressure cylinder?
A: Weigh the cylinder and its contents.
B: Read the pressure gauge mounted on the cylinder.
C: Measure the pressure at the mask.
87: What may be used as a lubricant on oxygen system

tapered pipe thread connections?
A: Silicone dielectric compound.
B: Glycerin.
C: Teflon tape.
Systems
 REPLACING TUBING, VALVES AND FITTINGS
 Before any tubing or fitting is replaced in an oxygen system,
the part must be thoroughly cleaned and inspected.
 The part should be checked for evidence of corrosion or

damage, and degreased with a vapor degreaser or ultrasonic
cleaner.
 The new line should be flushed with stabilized trichloroethylene,

acetone, or some similar solvent, and dried thoroughly with dry
air or nitrogen.
 If neither dry air nor nitrogen are available, the part may be
dried by backing it at a temperature of about 250˚F until it is
completely dry.
Systems
 PREVENTION OF OXYGEN FIRES OR EXPLOSIONS
 Safety precautions for oxygen servicing
 -The airplane and service cart should be electrically grounded
and all vehicles should be kept a safe distance away.
 - There should be no smoking, open flame or items which may

cause sparks within 50 feet or more depending upon the
ventilation of the area during servicing operation.
 - Since the clothing of a person involved in servicing an oxygen

system is likely to be permeated with oxygen, smoking should
be avoided for ten to fifteen minutes after completing the
oxygen servicing.
Systems

Safety precautions for oxygen servicing
 The most important consideration when servicing any type of
oxygen system is the necessity for absolute cleanliness.
 The oxygen should be stored in a well ventilated part of the

hangar away from any grease or oil.
 All high pressure cylinders not mounted on a service cart

should be stored upright, out of contact with the ground and
away from ice, snow or direct rays of the sun.
 Protective caps must always be in place to prevent possible

damage to the shutoff valve.
Systems
 Safety precautions for oxygen servicing
 The storage area for oxygen should be at least 50 feet away from any
combustible material or separated from such material by a fire resistant
partition.
 When setting up an oxygen storage area, you should be sure that it meets
all insurance company and Federal/State Occupational Safety and Health
Administration (OSHA) requirements.
 Because of the extreme incompatibility of oxygen and any form of

petroleum products, it is a good idea to dedicate all necessary tools to be
used exclusively with oxygen equipment.
 Any dirt, grease or oil that may be on the tools or on any of the hoses,
adapters, cleaning rags, or even on clothing is possible source of fire.
Systems
 PRESSURIZATION SYSTEMS
 The air that forms the atmosphere allows
people to live and breath easily at low altitudes,
but flight is most efficient at high altitudes where
the air is thin and the aerodynamic drag is low.
 In order for humans to fly at high altitudes, the

aircraft must be pressurized and heated so that
it is comfortable for the aircraft occupants.
 The purpose of pressurizing aircraft cabins is to:
 1- create the proper environment for
prevention of hypoxia.
 2- permit operation at high altitude.
The purpose of pressurizing aircraft cabins is to|(1) create the proper :79
environment for prevention of hypoxia.|(2) permit operation at high
,altitudes. |Regarding the above statements
.A: only No. 1 is true
.B: only No. 2 is true
.C: both No. 1 and No. 2 are true
 BASIC REQUIREMENTS:
 Five basic requirements for the successful
functioning of a cabin pressurization and
air conditioning system are:
 1- A source of compressed air for

pressurization and ventilation.
Systems
 2- A means of controlling cabin pressure by
regulating the out flow of air from the cabin .
 this is accomplished by a cabin pressure

regulator and outflow valve.
Systems
 3- A method of limiting the maximum
pressure differential to which the cabin
pressurized area will be subjected.
 Pressure relief valves, negative

(Vacuum) relief valves , and dump valves
are used to accomplish this.
Systems
 4- A means of regulating (in most cases
cooling) the temperature of the air being
distributed to the pressurized section of the
airplane .
 This is accomplished by the refrigeration

system, heat exchangers ,control valves
,electrical heating elements ,and a cabin
temperature control system.
Systems
 5- The sections of the aircraft which are to
be pressurized must be sealed to reduce
inadvertent leakage of air to a minimum.
 This area must also be capable of safely

withstanding the maximum pressure
differential between the cabin and
atmosphere to which it will be subjected.
Modes of cabin pressurization system.
1) un pressurized range : range ( 0 – 8000ft )

Reference champers build up → aneroid collapse →
cabin air enters the reference champers through cabin
air orifice flows to atmosphere through metering valve .
2- isobaric mode: range ( 8000 – 24000 )
Cabin is maintained at a constant altitude
Iso = same
Baric = pressure
3- constant pressure differential mode
range( above 24000ft ) .
Maintain the same differential pressure between the inside
and the outside
Systems
 - SOURCES OF PRESSURIZING AIR
 The pressurization of modern aircraft is
achieved by directing air into the cabin
from either:
 - the compressor section of a jet engine.
 - a turbo supercharger.
 - an auxiliary compressor.
Systems
 RECIPROCATING ENGINE AIRCRAFT
 - Pressurization air for smaller piston-

engine aircraft is provided by bleed air
from the engine turbocharger.
Systems
 TURBINE ENGINE AIRCRAFT
 The compressor in turbine engine is a good source of
air to pressurize the cabin, and since the air is quite
hot it is used to provide heat as well as pressurization.
 Compressor bleed air may be used directly, or it may

be used to drive a turbo compressor.
 Outside air is taken and compressed, and then,

before it enters the cabin, it is mixed with the engine
compressor bleed air that has been used to drive the
turbo compressor.
Systems
 The compressor portion of this system is turned by a
shaft attached directly to the turbine.
The turbine is driven by bleed air from the turbine
engine.
The ram air is compressed by the compressor and
then blended with bleed air to the correct pressure and
temperature.
Systems
 The jet-pump type pressurization uses aerodynamic
principals to eliminate most moving parts.
 -Compressor bleed air flows through the nozzle of jet

pump at high velocity and produces a low pressure
that draws air in from the outside of the aircraft.
 -The bleed air and the outside air mix and flow into
the cabin to provide the air needed for pressurization.
Systems
 Air Cycle Machines are used by many
modern turbine-engine aircraft to provide
both pressurization and temperature
control.
 Boeing calls these systems “packs”, an

acronym for pneumatic air conditioning kit
Systems
 Control of cabin pressure
 pressurization is accomplished by flowing more air into
the cabin than is needed and allowing the excess air to
leak out.
 There are two types of leakage in an aircraft pressure vessel;

controlled and uncontrolled.
 Uncontrolled leakage is the air that escapes around door and

window seals, control cables and other openings in the sealed
portion of the structure.
 Controlled leakage flows through the outflow valve and safety

valve.
Systems
 The controlled leakage is far greater than the
uncontrolled, and it determines the amount of
pressure in the cabin.
 Pressurization control systems can be of the

pneumatic or electronic type, with the electronic
type incorporating electrically controlled outflow
valves.
Systems
 PRESSURIZATION COCKPIT CONTROL
 Most pressurization systems have cabin
altitude, cabin rate-of-climb, and pressure
differential indicators.
 -aircraft altitude. The actual height above sea level

at which the aircraft is flying.
 -cabin altitude. Used to express cabin pressure in

terms of equivalent altitude above sea level.
Systems
 The cabin altitude gauge measures the actual cabin
altitude.
 The cabin altitude is almost always much below that of

the aircraft, except when the aircraft is on the ground.
 An example would be an aircraft cruising at 40,000

feet would normally have a cabin altitude of about
8,000 FEET
Systems
 The cabin rate-of-climb indicator allows the pilot or
flight engineer to adjust the rate the cabin altitude is
climbing or descending to levels that are comfortable
for the passengers.
 Normal climb rate is 500 feet per minute and normal

descending rate is 300 feet per minute.
 The cabin rate-of-climb can be automatic or manual

according to the type of the aircraft.
Systems
 The differential pressure gauge reads
the current difference in pressure between
the aircraft’s cabin interior and the outside
air
Systems
 If the cabin altitude exceeds 10,000 feet, on
most aircraft, an alarm (intermittent horn) will
sound, alerting the flight crew to take action.
Systems
 CABIN AIR PRESSURE REGULATOR AND
OUTFLOW VALVE OPERATION
 Cabin pressure regulators and outflow valves may be
pneumatically or electrically operated.
 Modern systems are almost entirely electronically controlled.
 The outflow valve is controlled by the cabin pressure regulator

and can be closed, open or modulated.
 The cabin pressure regulator contains an altitude selector and a

rate controller.
Systems
 PNEUMATIC REGULATOR AND OUTFLOW VALVE
OPERATION
 The outflow valve and the safety valve are
normally located in the pressure bulkhead at
the rear of the aircraft cabin.
 The safety valve is normally closed (except on

the ground) and is used primarily as a backup
in case of a malfunction of the outflow valve.
Systems
Systems
 Electronic Regulator and Outflow Valve Operation.
 Electronic regulators and electrically actuated outflow
valves perform the same function as pneumatic
systems, only the power source is different.
 Electrical signals are sent to the cabin pressure

controller from the cockpit control panel to set the
mode of operation, the desired cabin altitude and
either standard or local barometric pressure.
Systems
 All pressurized aircraft require some form of negative
pressure-relief-valve.
 This valve opens when outside air pressure is greater
than cabin pressure.
 The negative pressure-relief-valve prevents
accidentally obtaining altitude, which is higher than the
aircraft altitude.
 - This possibility would exist during descent.
 The outflow valves automatically drive to the full-open
position whenever the aircraft weight is on the wheels.
Systems
 AIR DISTRIBUTION
 The air distribution system on most
aircraft mixes cold air from the air-
conditioning packages (packs) and hot
engine bleed air in the conditioned air
manifold according to the temperature
called for by the flight crew.
Systems
 This pressurized air passes through a
combination check valve/shutoff valve on its
way to the delivery air ducts.
 - This check valve prevents the air pressure from being lost
through an operative compressor.
Systems

Air tem
sys
dis s fo
 The pressurized air is then distributed to side wall or

trib un
overhead vents in the cabin.

uti d o
on n
sys larg
 The cabin air is then drawn back into the conditioned

tem e a
air manifold by recirculation fans, mixed with new

incoming air, then distributed to the aircraft cabin.
is t ircra
yp ft
ica
 Each passenger can turn the conditioned air “on” or

lo
“off” by adjusting the air outlet control on the gasper

f
fan located in the overhead panel above each seat.

Systems
 CABIN PRESSURIZATION TROUBLESHOOTING
 If a malfunction occurs in the pressurization
system, the aircraft manufacturer’s service
manual should be used to troubleshoot and
repair the system.
PRESSURIZATION
MALFUNCTIONS
MALFUNCTION CONDITION POSSIBLE CAUSE
Pack trip.1 Generally an air-conditioning Pack temperatures too high

package overheat
Bleed trip.2 Bleed air from engine shut off Overheat
Supply duct overheat.3 Supply duct overheated Mixing valve or pack failure
Automatic cabin pressure.4 Manual operation Control failure

control failure
Rapid depressurization.5 Too much air exiting cabin Major hole in aircraft
)door or window blowout(
Explosive.6 All air exiting aircraft cabin Structure failure
depressurization
Low pressurization Inop pack or packs
Single pack operation.7 capabilities
Cabin Atmosphere
Control Systems
SECTION C
CABIN CLIMATE CONTROL SYSTEMS

Systems
 SECTION C
CABIN CLIMATE CONTROL SYSTEMS
 Flights might begin on the ramp at 95˚ Fahrenheit (35˚ Celsius)
and then climb to cruise at a temperature of -40 Fahrenheit (-
40˚ Celsius).
 Climate control systems then must be able to provide

comfortable cabin temperatures, regardless of the outside air
temperature.
 The quality of the air supply is also important: it must be free of

contaminants, fumes, odors or other factors that might affect
the health or comfort of the passengers or crew.
Systems
 VENTILATION SYSTEMS
 Most small general aviation aircraft have relatively
simple system to supply unconditioned ambient air to
the cabin, primarily for cooling.
 The system may consist simply of a window that can

opened in flight or by.
 any of several types of air vents that deliver ram air to
occupants
 Occasionally, the system may include a fan to assist in
moving air when the aircraft is on the ground.
Systems
 VENTILATION SYSTEMS
 Business jets and airliners generally have a system
that supplies cool, conditioned air to individual air
vents at each seats.
 The air vent system (sometimes called the gasper

system) consists of a gasper fan, ducts and overhead
ventilating air outlets above the passenger seats.
 Cooling air is blown over the passengers, which is

refreshing, but only when the passenger opens the air
outlet for the seat.
Systems
 HEATING SYSTEMS
 1- EXHAUST SHROUD HEATERS.
 Are used for small single engine aircraft.
 2- ELECTRIC HEATING SYSTEMS.

 Are used on some aircraft when they are on the ground and the
engines are not running.
 3- COMBUSTION HEATERS.
 Are used on light and medium twin-engine aircraft.
 4- Compressor bleed air heating

 is primarily used on large turbine powered aircraft.
Systems
 EXHAUST SHROUD HEATERS
 The most common type of heater for small single-engine
aircraft is the exhaust –shroud heater.
 A sheet-metal shroud is installed around the muffler in the

engine exhaust system.
 Cold air is taken into this shroud and heat is transferred to the
ambient air.
 This air is then routed into the cabin through a heater valve in
the fire wall.
 - When the heater is not on, this air is directed overboard.
Systems

EXHAUST SHROUD HEATERS
 This type of heater is quite economical for small aircraft.
 One of the problems with this type of heater is the possibility of carbon
monoxide poisoning.
 For this reason, it is very important that the shrouds be removed and the
exhaust pipes and mufflers carefully inspected on the schedule
recommended by the aircraft manufacturer.
 Some leaks may be present but not large enough to show up clearly when
the metal is cold, so these components should be tested with air pressure or
with a soapy water solution and watching for bubbles.
 Some aircraft have Airworthiness Directives that require the mufflers to be

removed, submerged in water, and pressurized with air to search for leaks.
Systems
 EXHAUST SHROUD HEATERS
 The welded-on studs
surface area of the muffler determines the
amount of heat that is transferred to the air from the
muffler.
 Some manufacturers have increased this area by

using welded – on studs.
 This type of muffler is more efficient but it must be

checked with special care as it is possible for minute
cracks to start where the studs are welded into the
muffler.
Systems
 ELECTRIC HEATING SYSTEMS
 The heaters use heating elements that create heat
through electrical resistance.
 Some aircraft use this type of heat when the aircraft is

on the ground and the engines are not running.
 A fan blows air over the heating coil to heat and

circulate the air back into the cabin.
 Safety devices are installed in these systems to

prevent them from overheating if the ventilating fan
should become inoperative.
Systems
 COMBUSTION HEATERS
 light and medium twin-engine aircraft are often
heated with combustion heaters.
 Combustion heaters consist of two stainless

steel cylinders, one inside the other.
Systems
 Air from outside of the aircraft is directed into the
inner cylinder, and aviation gasoline drawn from the
fuel tank is sprayed over a continually sparking igniter
plug.
 The combustion gases are exhausted overboard.
 Ventilating air flows through the outer cylinder around

the combustion chamber, picks up heat, and is
distributed throughout the cabin.
Systems
 The hot air ducts are normally located where
they will blow warm air over the passenger’s
feet and the lower parts of their bodies.
 The combustion heater uses engine fuel to

heat ram air, which heats the cockpit.
Systems
 COMBUSTION AIR SYSTEM
 A scoop on the outside of the aircraft picks up the air that used
in the combustion process.
 The combustion air blower forces this air into the combustion
chamber when there is insufficient ram air.
 A combustion-air-relief valve or a differential pressure regulator

prevents too much air from entering the heaters as air pressure
increases.
 The exhaust gases are then vented overboard at a location

where they cannot recirculate into the ventilation system.
Systems
 FUEL SYSTEM
 fuel is taken from the aircraft fuel system and
pressurized with a constant pressure pump,
and passed through a fuel filter.
 Fuel flow is controlled by a solenoid valve that

may be turned off by the overheat switch, the
limit switch, or by the pressure switch.
Systems
 VENTILATION AIR SYSTEM
 There is a ventilating fan in the heater that
operates when the aircraft is on the ground.
 When the aircraft becomes airborne, a switch

on the landing gear shuts off the ventilating fan
and all airflow is provided by ram air.
Systems
 COTROLS
 the only action required to start the combustion heater
is to turn the cabin heater switch ON and adjust the
cabin thermostat to the desired temperature.
 When the cabin heater switch is turned on, the fuel
pump starts, as well as the blowers for the ventilation
air and combustion air.
 As soon as the combustion air blower moves the

required amount of air, it trips a pressure switch that
starts the ignition coil supplying current to the igniter
plug.
Systems
 SAFETY FEATURES
 The duct limit switch is in the circuit to the
main fuel solenoid, and will shut off the fuel to
the heater if for any reason there is not enough
air flow to carry the heat out of the duct
Systems
 SAFETY FEATURES
 The overheat switch is the final switch in the
system.
 It is set considerably higher than the duct limit

switch, but below a temperature that could
cause a fire hazard.
Systems
 MAINTAINANCE AND INSPECTION
 1-The fuel filter should be cleaned regularly
 2-the spark plug should be cleaned and gapped
at the recommended interval.
 The entire system should also be checked for

any indication of fuel or exhaust leakage.
Systems
 AIRCRAF AIR CONDITIONING SYSTEMS
 A complete air conditioning system for an aircraft
should control both the temperature and humidity of
the air, heating or cooling as necessary.
 1- AIR-CYCLE AIRCONDITIONING SYSTEM.
 2- VAPOR-CYCLE AIR CONDITIONING.

Systems
 COMPRESSOR BLEED AIR HEATERS
 The air taken from one of the lower pressure
stages of the turbine engine compressor for air
conditioning and pressurization is generally
called compressor bleed air.
 Usually bleed air from a gas-turbine engine

compressor is free from contamination and can
be safely used for air conditioning and cabin
pressurization.
Systems
 In a jet transport aircraft, hot compressor bleed air is
taken from the engine compressors.
 An air-cycle machine (ACM) applies several basic

laws of physics to cool this bleed air and mix it with hot
bleed air to provide air at the desired temperature for
ventilation and pressurization.
 The air-cycle machine and its associated components

are often referred to as a “pack”.
Systems turbine exhaust
Ai
r i nt compressor combustion chamber
ak
e
Systems
 AIR-CYCLE AIRCONDITIONING
 The air cycle system utilizes bleed air from the turbine
engine to heat and cool air for cabin air conditioning.
Systems
 1- SHUTOFF VALVE:
 The air-conditioning shutoff valve, often called
the pack valve, is used to control the flow of air
into the system.
Systems
 2- PRIMARY HEAT EXCHANGER
 The primary heat exchanger is a radiator
through which cold ram air passes to cool
the hot bleed air from the engines
Systems
 3- AIR CYCLE MACHINE ( ACM)
 The air cycle machine consists of a centrifugal
air compressor and an expansion turbine that
drives the compressor.
Systems
 4- SECONDARY HEAT EXCHANGER
 This heat exchanger provides an additional
stage for cooling the hot engine bleed air after it
has passed through the primary heat
exchanger and the compressor of the ACM.
 It operates in the same manner as the primary
heat exchanger.
Systems
 5- WATER SEPERATORS
 The rapid cooling of the air in the turbine
causes moisture to condense in the form of a
fog, and when this foggy air passes through the
water separator, the tiny droplets of water
coalesce in a fiberglass sock and form a large
drops of water.
Systems
 6- AIR CYCLE MACHINE BYPASS VALVE
 Some systems use a refrigeration bypass valve to
keep the temperature of the air exiting the ACM from
becoming too cold.
 Generally this air is kept at about 35˚F (2˚C) by

passing warm bleed air around the ACM and mixing it
with the output air of the ACM.
 The primary purpose of this valve is to prevent

water from freezing in the water separator.
Systems
 VAPOR-CYCLE AIR CONDITIOING
 Heat is a form of energy that manifests itself in
the molecular movement within a material
 Temperature is a measure of the effect of heat

on a body or material.
Systems
 Heat can be added or removed from the refrigerant

without changing its temperature.
 Hot and cold are relative terms, with cold referring to

an absence of hotness.
 Hot generally refers to a condition completely opposite

from cold.
 If we place a pan of water on a heating element and
add heat to the water, a thermometer in the water will
show that the temperature rises as the heat is added.
 This heat is called sensible heat.
 But, if we continue to put heat into the water, it will

begin to boil, or change its state from a liquid to a
vapor, and when this change takes place, the
temperature will no longer rise.
 The heat put into a material as it changes its state

without changing its temperature is called latent heat
(heat of vaporization), and this heat will be returned
when the material reverts to its original state

Outside the cabin Cabin Atmosphere Control
Systems
 The vapor-cycle air conditioning system operates on
the same refrigeration cycle as the mechanical
refrigerator we use to cool our food and water.
 A refrigerant changes state from a liquid into a vapor,

and in doing so, it absorbs heat from the cabin.
 This heat is taken outside of the aircraft and is given

off to the outside air as the refrigerant returns
 Inside to a
the cabin
liquid state.
Systems
 Heat will flow from an object having a

certain level of energy into an object
having a lower level.
Systems
 The refrigerant used in an aircraft air-conditioning system is a

liquid under certain conditions.
 When its surrounded by air having a higher level of heat

energy, heat will pass from the air into the liquid.
 As the liquid absorbs the heat, it changes state and becomes a

gas.
 The air (cabin air) that gave up its heat to the refrigerant is
cooled in the process.
Systems
 The system is divided into two sides, one that accepts
the heat and the other that disposes of it.
 The side that accepts the heat is called the low side,
because here the refrigerant has a low temperature
and is under low pressure.
 The side that disposes (gives up) the heat is called the
high side, because here the refrigerant has a high
temperature and is under high pressure.
Systems
 Components of a vapor-cycle air conditioning system
 - Receiver-dryer.
 - Thermal expansion valve.
 - Evaporator.
 - Compressor.
 - Condenser.
Systems
 The system is divided at the compressor

where the refrigerant vapor is
compressed, increasing both its pressure
and temperature, and at the expansion
valve where both pressure and
temperature drop.
 The refrigeration cycle starts at the receiver–dryer
which acts as a reservoir to store any of the liquid
refrigerant that is not passing through the system at
any given time.
 - If any refrigerant is lost from the system, it is replaced from that in the receiver-
dryer.
 A desiccant agent is used in the receiver-dryer to

trap and hold any moisture that could possibly be in
the system.
 -This is necessary since a tiny droplet of water in the refrigerant

is all that is needed to freeze in the orifice of the expansion
valve, completely stopping operation of the system.
 Liquid refrigerant leaves the receiver-dryer and
flows under pressure to the expansion valve
where it sprays out through a tiny metering
orifice into the coils of the evaporator.
 The refrigerant is still a liquid, but it is in the

form of tiny droplets, affording the maximum
amount of surface area so the maximum
amount of heat can absorbed.
 The evaporator is the unit in an air-
conditioning system that produces the cold air.
 Warm air is blown through the thin metal fins

that fit over the evaporator coils.
 This heat is absorbed by the refrigerant, and

when the air emerges the evaporator, it is cool.
 When heat is absorbed by the refrigerant, it

changes from a liquid into a gas without
increasing its temperature.
 The heat remains in the refrigerant in the form

of latent heat.
The refrigerant vapor that has the heat from the
cabin is taken into the compressor, where
additional energy is added to increase both its
.pressure and temperature
 The refrigerant leaves the compressor as a hot, high-
pressure vapor.
 The heat trapped in the refrigerant vapors in the

condenser escapes into the walls of the coil and then
into the fins that are pressed onto these coils.
 Relatively cool air from outside the aircraft flows

through these fins and picks up the heat that is given
up by the refrigerant.
 When it loses its heat energy, the refrigerant vapor

condenses back into a liquid and then flows into the
receiver-dryer where it is held until it passes through
the system for another cycle.
4: When charging a vapor-cycle cooling system after evacuation, the low-
pressure gauge fails to come out of a vacuum. What is indicated?
Blockage in the system.
5: What component in a vapor-cycle cooling system would most likely be at fault if
a system would not take a freon charge?
Expansion valve.
9:The point at which freon flowing through a vapor-cycle cooling system
absorbs heat and changes from a liquid to a gas is the
Evaporator
11:What is the function of the evaporator in a freon cooling system
lower the temperature of the cabin air
12: in what the position of the thermostatic expansion valve in a vapor-cycle
cooling system is determined by temperature and pressure of the
freon in the outlet of the evaporator.
16: What unit in a vapor-cycle cooling system serves as a reservoir for the
refrigerant?
Receiver-dryer.
17: What is the condition of the refrigerant as it enters the condenser of a vapor-
cycle cooling system?
High-pressure vapor.
27: When checking a freon system, a steady stream of bubbles in the sight
gauge indicates the charge is?
Low.
29: What caused of Frost or ice buildup on a vapor-cycle cooling system
evaporator?
Inadequate airflow through the evaporator.
36: What component might possibly be damaged if liquid refrigerant is
introduced into the low side of a vapor-cycle cooling system when the pressure is
too high or the outside air temperature is too low?
Compressor.
49: How can it be determined that a vapor-cycle cooling system is charged with
the proper amount of freon?
Air bubbles in the sight glass disappear.
50: What is the function of an expansion valve in a freon cooling system?

Act as a metering device
Reduce the pressure of the liquid freon.
54: What is the condition of the refrigerant as it leaves the evaporator of a vapor-
Low-pressure vapor.
56: What type of oil is suitable for use in vapor-cycle cooling system?
Special high grade refrigeration oil.
57: When a vapor-cycle cooling system is not in operation, what is an indication
that the system is leaking freon?
Oil seepage.
58: What action should followed If the liquid level gauge in a vapor-cycle cooling
system indicates a low freon charge?
The system should be operated for a period of time to reach a stable condition
and then the freon level rechecked.
61: what will happen, when Refrigerant-12 is passed over an open flame?
It changes to phosgene gas.
64:What is the purpose of a subcooler in a vapor-cycle cooling system?

Cool the freon to prevent premature vaporization
76: What is the function of the condenser in a freon cooling system ?

Transfer heat from the freon gas to ambient air.
77: What is the condition of the refrigerant as it leaves the condenser of a vapor-
High-pressure liquid.
79: What is the condition of the refrigerant as it enters the evaporator of a vapor-
Low-pressure liquid.
85:At what point which freon flowing through a vapor-cycle cooling system
gives up heat and changes from a gas to a liquid is ?
Condenser.
Systems
 - REFRIGERANT
 Many different materials have been used as refrigerants in
commercial systems, but for aircraft air-conditioning systems,
dichlorodifluoromethane is almost universally used.
 -It is a stable compound at both high and low

temperatures.
 -It does not react with any of the materials in an air-
conditioning system.
 -It will not attack the rubber used for hoses and seals.
 -It is colorless and practically odorless.
Systems
 REFRIGERANT
 Rather than calling this refrigerant by its long
chemical name, it is just referred to as
Refrigerant-12, or, even simply as R-12.
 It also may be known by one of its many trade

names such as Freon-12®, Genetron -12®,
Istron -12®, Ucon-12®,
Systems
 REFRIGERANT
 When servicing an aircraft air-conditioning

system, it is extremely important to use only the
refrigerant specified in the aircraft
manufacturer’s service manual
Systems
 REFRIGERANT
 Refrigerant-12 boils at normal sea level pressure at 21.6˚F, (
-5.7°C) and if a drop of liquid R-12 contacts skin, it will cause
frostbite.
 It is extremely important to wear eye and skin protection any

time air conditioning systems are being serviced.
 R-12 is not normally toxic. However, when R-12 is burned its

characteristics change drastically, becoming deadly phosgene
gas.
Systems
 REFREGIRATION OIL:
 Used to lubricate the compressor seals and expansion valve.
 The oil is a special, highly refined mineral oil, free from such
impurities as water, sulfur or wax.
 The identification number of the oil refers to its viscosity. The

lower the number, the less viscous the oil.
 It is very important to use the oil specified in the aircraft

manufacturer’s service manual when servicing the system.
Systems
 RECEIVER-DRYER:
 The receiver-dryer removes moisture from the system. If
moisture remains in the system, the low temperature will cause
it to freeze, clog the small orifices within the system, and cause
the system to stop working.
Water will also react with the refrigerant to form hydrochloric
acid that is highly corrosive to the metal in the system.
 A sight glass is normally installed in the outlet tube to indicate
the amount of charge in the system.
 Bubbles can be seen in the glass when the charge is low.

Systems
 THERMAL EXPANSION VALVE
 The thermal expansion valve is the control
device which meters the correct amount of
refrigerant into the evaporator.
 There are two types of thermal expansion
valves:
 1- The internally equalized thermal expansion valve.
 2- The externally equalized thermal expansion valve.
Systems
 THERMAL EXPANSION VALVE
 The internally equalized thermal expansion valve adjusts the
amount of refrigerant so it finishes turning to a gas as it leaves
the evaporator coils
 The externally equalized thermal expansion valve is used on

large evaporators to compensate for pressure loss due to
length of the evaporator coils.
Systems
 EVAPORATOR:
 The evaporator is usually mounted in a housing with a blower.
 The blower forces cabin air over the evaporator coils.
 The refrigerant absorbs heat from the cabin air, thereby
cooling it before it returns to the cabin.
 A drip pan is mounted below the evaporator to catch water
that condenses out of the air as it cools.
 The capillary of the thermostat is placed between the fins of
the evaporator core to sense the temperature of the coil, and it
is this temperature that controls the cycling of the system.
Systems
 COMPRESSOR:
 The compressor circulates the refrigerant
through the system.
 Aircraft air-conditioning systems usually use
reciprocating-type compressors, which have
reed valves and a lubricating system that uses
crankcase pressure to force oil into its vital
parts.
Systems
 COMPRESSOR:
 On small aircraft, compressors are usually belt driven
by the engine. Very similar to the arrangement used in
an automobile.
 On large aircraft, compressors are driven by electric or
hydraulic motors, or by bleed air powered turbines
 A magnetically controlled clutch turns the compressor
on and off as required to cool the cabin. This is similar
to the system used on most modern cars.
Systems
 CONDENSER:
 The condenser is the radiator-like component
that receives the hot, high-pressure vapors
from the compressor and transfers the heat
from the refrigerant vapors to the cooler air
flowing over the condenser coils.
Systems
 SERVICE VALVES:
 Service valves provide access to the system to
service it with refrigerant.
 There are two types of valves commonly found

in aircraft air-conditioning systems:
 1- Schrader valves.
 2- Compressor isolation service valves.
Systems
 Schrader valves:
 Schrader valves are often used when it is not
convenient to service an aircraft system at the
compressor because of the proximity of the propeller.
 The valves are mounted on either side of the

evaporator or in some other part of the system where
they can be reached for servicing.
 One of the valves is in the high side of the system,

and the other is in the low side.
Systems
 SERVICE VALVES:
 Compressor isolation service valves:
 Compressor isolation service valves are
normally mounted on the compressor itself.
 In addition to allowing entry the system for the
service hoses, this valve can also be used to
isolate the compressor from the system for
servicing without losing the refrigerant charge.
Systems
 SERVICE EQUIPMENTS:
 1- MANIFOLD SET.
 2- REFREGIRANT SOURCE.
 3- VACUUM PUMP.
 4- LEAK DETECTOR.
Systems
 The manifold set consists of:
 - Three fittings to which the service hoses are
attached.
 - Two hand valves with O-ring seals.
 - Two gauges, one for measuring the pressure
in the low side of the system and one for the
pressure in the high side.
Systems
 The low-side gauge:
 The low-side gauge is a compound gauge,
meaning that it will read pressure on either side
of atmospheric pressure.
 The high-side gauge:
 The high-side gauge is a high-pressure gauge
that has a range of from zero up to around 600
psi, gauge pressure.
Systems
 When these valves are turned fully clockwise,
the center fitting is isolated.
 When the low-side valve is opened by turning it

counterclockwise, the center fitting is opened to
the low-side gauge and the low-side service
line.
 The same is true for the high side when the
high-side valve is opened.
Systems
 The charging hoses:
 The charging hoses are attached to the fittings of the manifold
set for servicing the system.
 The high side fitting may be located either at the compressor

discharge, the receiver-dryer, or on the inlet side of the thermal
expansion valve.
 The low-side service valve may be located at the compressor

inlet, or at the discharge side of the expansion valve.
 The center hose attaches to the recovery/recycling/vacuum unit

for evacuating the system, or to the refrigerant supply for
charging the system.
Systems
 The charging hoses:
 Charging hoses used with Schrader valves must
have a pin to depress the valve, and these hoses are
normally color-coded to quickly identify them.
 The high-side hose is red.
 The low-side hose is blue.
 The center hose is yellow.
1: Which section of a turbine engine provides high pressure bleed air to an air
 cycle machine for pressurization and air-conditioning?
A: Turbine compressor.
B: Inlet compressor.
C: C-D inlet compressor duct.
2: At which component in an air-cycle cooling system does air undergo a pressure

and temperature drop?
A: Expansion turbine.
B: Primary heat exchanger.
C: Refrigeration bypass valve.
3: In a freon vapor-cycle cooling system, where is cooling air obtained for the condenser?
A: Turbine engine compressor.
B: Ambient air.
C: Pressurized cabin air.
4: What is ventilating air used for on a combustion heater?

A: Provides combustion air for ground blower.
B: Carries heat to the places where needed.
C: Provides air required to support the flame.
5: Turbine engine air used for air-conditioning and pressurization is generally
called
A: compressed air.
B: ram air.
C: bleed air.
6: In the combustion heater, combustion air system, what prevents too much air
from entering the heaters as air pressure increases?
A: Either a combustion air relief valve or a differential pressure regulator.
B: Only a differential pressure regulator can be used.
C: Only a combustion air relief valve can be used.
7: The cabin pressure of an aircraft in flight is maintained at the selected altitude

by
A: controlling the air inflow rate.
B: inflating door seals and recirculating conditioned cabin air.
C: controlling the rate at which air leaves the cabin.
8: What controls the operation of the cabin pressure regulator?

A: Cabin altitude.
B: Bleed air pressure.
C: Compression air pressure.
9: The basic air-cycle cooling system consists of
A: a source of compressed air, heat exchangers, and a turbine.
B: heaters, coolers, and compressors.
C: ram air source, compressors, and engine bleeds.
10: The purpose of the dump valve in a pressurized aircraft is to relieve

A: all positive pressure from the cabin.
B: a negative pressure differential.
C: pressure in excess of the maximum differential.
11: What component might possibly be damaged if liquid refrigerant is introduced

into the low side of a vapor-cycle cooling system when the pressure is too high or
the outside air temperature is too low?
A: Compressor.
B: Condenser.
C: Evaporator.
12: How can it be determined that a vapor-cycle cooling system is charged with
the proper amount of freon?
A: Air bubbles in the sight glass disappear.
B: The compressor loads up and RPM decreases.
C: Air bubbles appear in the sight glass.
13: When charging a vapor-cycle cooling system after evacuation, the low-
pressure gauge fails to come out of a vacuum. What is indicated?
A: Blockage in the system.
B: The expansion valve failed to close.
C: The compressor is not engaging.
14: What component in a vapor-cycle cooling system would most likely be at fault
if a system would not take a freon charge?
A: Expansion valve.
B: Condenser.
C: Receiver-dryer.
15: Frost or ice buildup on a vapor-cycle cooling system evaporator would most
likely be caused by
A: the mixing valve sticking closed.
B: moisture in the evaporator.
C: inadequate airflow through the evaporator.
21: Hot compressor bleed air operates the conditioned air system on some
turbine aircraft, how is cold air supplied?
A: By the air cycle machine turbine.
B: By the flow control unit.
C: By the ram cycle cooling unit.
22: For use in pressurized aircraft, which is generally the least complicated and
requires the least maintenance?
A: Chemical oxygen generator systems.
B: High-pressure oxygen systems.
C: Low-pressure oxygen systems.
24: Where does the last stage of cooling in an air-cycle air-conditioning system
occur?
A: Refrigeration unit compressor.
B: Secondary heat exchanger.
C: Expansion turbine.
20: The altitude controller maintains cabin altitude by modulation of the

A: safety and outflow valves.
B: safety valve.
C: outflow valve.
25: The point at which freon flowing through a vapor-cycle cooling system gives up heat
and changes from a gas to a liquid is the
A: condenser.
B: evaporator.
C: expansion valve.
26: The point at which freon flowing through a vapor-cycle cooling system absorbs heat and
changes from a liquid to a gas is the
A: condenser.
B: evaporator.
C: expansion valve.
27: How is the cabin pressure of a pressurized aircraft usually controlled?

A: By a pressure-sensitive switch that causes the pressurization pump to turn on or off as required.
B: By an automatic outflow valve that dumps all the pressure in excess of the amount for which it is
set.
C: By a pressure-sensitive valve that controls the output pressure of the pressurization pump.
28: Which is considered a good practice concerning the inspection of heating and exhaust
systems of aircraft utilizing a jacket around the engine exhaust as a heat source?
A: Supplement physical inspections with periodic operational carbon monoxide detection tests.
B: All exhaust system components should be removed periodically, and their condition determined
by the magnetic-particle inspection method.
C: All exhaust system components should be removed and replaced at each 100-hour inspection
period.
29: On some cabin pressurization systems, pressurization on the ground is
restricted by the
A: main landing gear operated switch.
B: cabin pressure regulator.
C: negative pressure-relief valve.
30: The cabin pressure control setting has a direct influence upon the
A: outflow valve opening.
B: pneumatic system pressure.
C: inflow valve opening.
31: The function of the evaporator in a freon cooling system is to

A: liquefy freon in the line between the compressor and the condenser.
B: lower the temperature of the cabin air.
C: transfer heat from the freon gas to ambient air.
32: What is the purpose of a mixing valve in a compressor bleed air air-
conditioning system?
A: Control the supply of hot, cool, and cold air.
B: Distribute conditioned air evenly to all parts of the cabin.
C: Combine ram air with conditioned air.
33: What component of a pressurization system prevents the cabin altitude from becoming
higher than airplane altitude?
A: Cabin rate-of-descent control.
B: Negative pressure relief valve.
C: Positive pressure relief valve.
34: If the liquid level gauge in a vapor-cycle cooling system indicates a low freon charge, the
system should
A: be operated and a pressure check performed.
B: be operated for a period of time to reach a stable condition and then the freon level rechecked.
C: not be operated until freon and oil have been added.
35: If the cabin rate of climb is too great, the control should be adjusted to cause the
A: outflow valve to close slower.
B: outflow valve to close faster.
C: cabin compressor speed to decrease.
36: The position of the thermostatic expansion valve in a vapor-cycle cooling system is
determined by temperature and pressure of the
A: freon entering the evaporator.
B: air in the outlet of the condenser.
C: freon in the outlet of the evaporator.
37: The function of the condenser in a freon cooling system is to
A: transfer heat from the freon gas to ambient air.
B: change liquid freon into a gas before it enters the compressor.
C: transfer heat from the cabin air to the liquid freon.
38: The function of an expansion valve in a freon cooling system is to act as a

metering device and to
A: reduce the pressure of the gaseous freon.
B: increase the pressure of the liquid freon.
C: reduce the pressure of the liquid freon.
39: Which prevents a sudden loss of pressurization in the event that there is a
loss of the pressurization source?
A: Firewall shutoff valve.
B: Cabin pressure outflow valve.
C: Delivery air duct check valve.
40: When servicing an air-conditioning system that has lost all of its freon, it is
necessary to
A: check oil and add as necessary, evacuate the system, relieve vacuum, and add freon.
B: check oil and add as necessary, evacuate the system, and add freon.
C: check oil and add as necessary, and add freon.
41: The primary function of the cabin pressurization system outflow valve is to
A: provide protection against over pressurization.
B: maintain the desired cabin pressure.
C: maintain the same cabin air pressure at all altitudes.
42: One purpose of a jet pump in a pressurization and air-conditioning system is to

A: produce a high pressure for operation of the out-flow valve.
B: provide for augmentation of airflow in some areas of the aircraft.
C: assist in the circulation of freon.
43: After cleaning or replacing the filtering element in a combustion heater fuel system, the
system should be pressurized and
A: all connections checked for leaks.
B: the fuel filter bypass valve reset to the filter position.
C: a sample of fuel taken downstream from the filter to ensure proper operation of the new filtering
element.
44: The operation of an aircraft combustion heater is usually controlled by a thermostat

circuit which
A: alternately turns the fuel on and off, a process known as cycling.
B: meters the amount of fuel continuously entering the heater and therefore regulates the heater’s
BTU output.
C: regulates the voltage applied to the heater’s ignition transformer.
45: The air-cycle cooling system produces cold air by
A: extracting heat energy across a compressor.
B: passing air through cooling coils that contain a refrigerant.
C: extracting heat energy across an expansion turbine.
46: (Refer to Figure 13.) Determine what unit is located immediately downstream
of the expansion valve in a freon refrigeration system.
A: Condenser.
B: Compressor.
C: Evaporator coils.
47: When checking a freon system, a steady stream

 of bubbles in the sight gauge indicates the charge is
A: high.
B: correct.
C: low.
48: An aircraft pressurization cycle is normally considered to be

A: one complete series of events or operations that recur regularly.
B: one take off and one landing.
C: when the fuselage reaches its maximum pressure differential one time.
49: Which best describes cabin differential pressure?
A: Difference between cabin flight altitude pressure and Mean Sea Level pressure.
B: Difference between the ambient and internal air pressure.
C: Difference between cabin pressure controller setting and actual cabin pressure.
51: The cabin pressurization modes of operation are

A: isobaric, differential, and maximum differential.
B: differential, unpressurized, and isobaric.
C: ambient, unpressurized, and isobaric.
52: (1) Usually bleed air from a gas-turbine engine compressor can be safely used
for cabin pressurization.|(2) Independent cabin condition air machines (air cycle
machine) can be powered by bleed air from an aircraft turbine engine
compressor.|Regarding the above statements,
B: only No. 2 is true.
C: both No. 1 and No. 2 are true.
53: A pressurization controller uses
A: bleed air pressure, outside air temperature, and cabin rate of climb.
B: barometric pressure, cabin altitude, and cabin rate of change.
C: cabin rate of climb, bleed air volume, and cabin pressure.
54: What unit in a vapor-cycle cooling system serves as a reservoir for the
refrigerant?
A: Receiver-dryer.
B: Evaporator.
C: Condenser.
55: What is the condition of the refrigerant as it enters the condenser of a vapor-
A: High-pressure liquid.
B: Low-pressure liquid.
C: High-pressure vapor.
56: What is the condition of the refrigerant as it enters the evaporator of a vapor-
A: High-pressure liquid.
B: Low-pressure liquid.
57: The evacuation of a vapor-cycle cooling system removes any water that may
be present by
A: drawing out the liquid.
B: raising the boiling point of the water and drawing out the vapor.
C: lowering the boiling point of the water and drawing out the vapor.
58: What is the condition of the refrigerant as it leaves the evaporator of a vapor-
A: Low-pressure liquid.
B: Low-pressure vapor.
59: What is the condition of the refrigerant as it leaves the condenser of a vapor-cycle
cooling system?
A: Low-pressure liquid.
B: High-pressure liquid.
60: In what position should the bottle be placed when adding liquid freon to a vapor-cycle
cooling system?
A: Vertical with the outlet at the top.
B: Horizontal with the outlet to the side.
C: Vertical with the outlet at the bottom.
61: When purging a freon air-conditioning system, it is important to release the
charge at a slow rate. What is the reason for the slow-rate discharge?
A: Prevent the large amount of freon from contaminating the surrounding atmosphere.
B: Prevent excessive loss of refrigerant oil.
C: Prevent condensation from forming and contaminating the system.
62: When a vapor-cycle cooling system is not in operation, what is an indication

that the system is leaking freon?
A: Oil seepage.
B: Bubbles in the sight glass.
C: An ozone-like odor in the immediate area.
63: In an operating vapor-cycle cooling system, if the two lines connected to the
expansion valve are essentially the same temperature, what does this indicate?
A: The system is functioning normally.
B: The expansion valve is not metering freon properly.
C: The compressor is pumping too much refrigerant.
64: The purpose of a subcooler in a vapor-cycle cooling system is to

A: augment the cooling capacity during periods of peak demand.
B: aid in quick cooling a hot aircraft interior.
C: cool the freon to prevent premature vaporization.
65: (1) A small amount of water in a vapor-cycle cooling system can freeze in the
receiver-dryer and stop the entire system operation.|(2) Water in a vapor-cycle
cooling system will react with refrigerant to form hydrochloric acid which is highly
corrosive to the metal in the system.|Regarding the above statements,
B: only No. 2 is true.
C: both No. 1 and No. 2 are true.
66: When Refrigerant-12 is passed over an open flame, it

A: changes to methane gas.
B: is broken down into its basic chemical elements.
C: changes to phosgene gas.
67: What type of oil is suitable for use in vapor-cycle cooling system?
A: Low viscosity engine oil with the inability to absorb water.
B: Special high grade refrigeration oil.
C: Highly refined synthetic oil, free from impurities with special water absorbing additives.
82: The purpose of the airflow metering aneroid assembly found in oxygen diluter demand
regulators is to
A: regulate airflow in relation to oxygen flow when operating in emergency or diluter demand
positions.
B: regulate airflow in relation to cabin altitude when in diluter demand position.
C: automatically put the regulator in emergency position if the demand valve diaphragm ruptures
73: What is used in some oxygen systems to change high cylinder pressure to low system
pressure?
A: Pressure reducer valve.
B: Calibrated fixed orifice.
C: Diluter demand regulator.
74: In a high-pressure oxygen system, if the pressure reducer fails, what prevents high-
pressure oxygen from entering the system downstream?
A: Check valve.
B: Pressure relief valve.
C: Manifold control valve.
76: (Refer to Figure 14.) One hour after an oxygen system was charged for a leakage check,
the oxygen pressure gauge read 460 PSI at 63°F; 6 hours later the temperature was 51°F. (A
5 PSI change is the maximum allowable in a 6-hour period.) What pressure gauge readings
would be acceptable to remain within the allowable limits?
A: 445 to 450 PSI.
B: 446 to 450 PSI.
C: 455 to 460 PSI.
78: In a gaseous oxygen system, which of the following are vented to

blow out plugs in the fuselage skin?
A: Pressure relief valves.
B: Filler shutoff valves.
C: Pressure reducer valves.

Cabin Atmosphere M

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Chapter 14

 The crew and passengers of modern, high-

 Primarily because of the various altitudes at

 The atmosphere envelops the earth and extends

 More than one-half of the mass of the air surrounding the

- Because air has mass and is compressible, the gravity of

- Nitrogen ……….. 78% of the air.

- Oxygen ……….. 21% of the total mixture.

- The remainder is composed of water vapor, carbon

 Oxygen is extremely important for

- As temperature increases the density of the air

- This change in air density has a tremendous

 *Standard temp of air at sea level is [15°C, 59°F].

 *Temp decreases with altitude to stabilize and remain

 -above ( 3600ft ) temp stabilize , air density and jet thrust

 -below ( 36000 ) , temp drop , pressure decreases , this

 *Oxygen partial pressure : the pressure which is

 -Oxygen starvation : when ( CO ) load up in hemoglobin

OXYGEN AND PRESSURIZATION SYSTEMS

1. Liquefying air, and then allowing nitrogen to

 Water in aviation oxygen could freeze in the

 This is usually military specification MIL-O-27210.

 These specifications require the oxygen to have no

 Oxygen used in aircraft systems is at least 99.5%

 Liquid oxygen is a pale blue, transparent liquid that will

 This is done by keeping it in a Dewar flask that

 When ignited large quantities of gaseous oxygen are released

 They are ignited either electrically or by mechanical igniter.

 On a volume basis, the storage capacity of oxygen in candles

 Air is drawn through a patented material called a molecular sieve.

 This method of producing oxygen is currently being used in some medical

 It appears to have the possibility of replacing all other types of oxygen

2. Regulators to reduce the pressure from the high pressure

3. Plumbing to connect the system components .

 These cylinders were so large for the amount of

 - 3HT cylinders are tested with water pressure of 3,083 psi

 Composite oxygen cylinders which are made

83: If a high-pressure oxygen cylinder is to be installed in an airplane, it

84: Before a high-pressure oxygen cylinder is serviced, it must be the

23: The main cause of contamination in gaseous oxygen systems is

 The emergency oxygen systems that drop masks to the

 Both of these are inefficient in that they do not

 If the flight altitude changes, the pilot must

 MANUAL CONTINUOUS FLOW REGULATOR

 Demand regulators allow a flow of oxygen only

 This type of regulators is much more efficient

 A diluter demand regulator dilutes the oxygen supplied

 Demand-type Masks must fit tightly to the face

 These masks cover the eyes as well as the

 Lines that carry low-pressure oxygen are made

 Many of the valves used in oxygen systems are of the

 Other valves have restrictors in them to limit the flow

 1- Continuous flow type.

 2- Diluter demand type.

 3- Pressure demand type.

 The external filler valve is installed in a convenient

 The external filler valve has an orifice that limits the

 The shutoff valve on the cylinder is of the slow

 This prevents rapid changes in the flow rate that could