NEW Sub Module 11.4 Air Conditioning and Cabin Pressurisatio

PIA TRAINING CENTRE (PTC)
Module 11A – TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

Category – A/B1 Sub Module 11.4 - Air Conditioning and Cabin Pressurization
MODULE 11A
Sub Module 11.4
AIR CONDITIONING AND CABIN PRESSURIZATION (ATA 21)
ISO 9001 ‐ 2008 Certified For Training Purpose Only
PTC/CM/B1.1/M11A/02 Rev. 00
11.4 Mar 2014
PIA TRAINING CENTRE (PTC) Module 11A – TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

Contents
11.4.1 AIR SUPPLY ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 2
SOURCES OF AIR SUPPLY INCLUDING ENGINE BLEED, APU AND
GROUND CART ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 2
11.4.2 AIR CONDITIONING ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 6
AIR CONDITIONING SYSTEMS ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 6
AIR CYCLE MACHINE (ACM) OR COLD AIR UNIT (CAU) ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 8
DISTRIBUTION ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 21
SYSTEMS ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 21
FLOW, TEMPERATURE AND HUMIDITY CONTROL SYSTEM ‐‐‐‐‐‐‐‐‐‐‐‐ 25
11.4.3 PRESSURISATION ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 38
PRESSURISATION SYSTEM ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 38
CONTROL AND INDICATION INCLUDING CONTROL AND SAFETY
VALVES ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 43
CABIN PRESSURE CONTROLLERS ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 44
11.4.4 SAFETY AND WARNING DEVICES ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 57
PROTECTION AND WARNING DEVICES ‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐‐ 57
11.4 - i Mar 2014
Page Intentionally Left Blank
11.4 - ii Mar 2014
INTRODUCTION
The atmosphere above10 000 ft is too thin and cold for normal
breathing.
Passenger carrying aircraft, operating above this height need an

air conditioning and pressurization system. The temperature of
the air passing through the passenger cabin, flight deck and
other compartments must be strictly controlled, as well as flow
rate and level of humidity.
Cabin temperature will normally be maintained between 15 and

30 degrees Celsius. Additionally, a controlled amount of
pressurization is necessary, so that the air pressure in the
passenger cabin and adjacent areas does not exceed the
equivalent of the ambient air pressure at 8000ft. Air conditioning
is also essential for un-pressurized aircraft types.
A typical air conditioning and pressurization system comprises

eight principle sub-systems:
 Air Supplies (Pneumatics)

 Cooling
 Heating
 Temperature Control
 Humidity Control
 Mass Flow Control
 Distribution
 Pressurization
11.4 - 1 Mar 2014
11.4.1 AIR SUPPLY
The source of fresh air supply and arrangement of essential Normally the compressor or blower will be mechanically driven
components will vary between aircraft type and each air from the accessory gearbox of the main engine and its air
conditioning system, but in general one of the following methods supply routed via a temperature control system, in a similar
will be adopted. manner to the engine bleed method.
SOURCES OF AIR SUPPLY INCLUDING ENGINE BLEED,

APU AND GROUND CART Auxiliary Power Unit (APU)
Sources Of Air Supply The APU is a small gas turbine engine, which can be connected
into the main air supply system and provide an independent
Engine Bleed Air (Compression) means of air conditioning and pressurization, either on the
This method is the most common and is installed on the ground or in flight, when the main engines cannot supply. It will
majority of modern aircraft types. Very hot air is tapped from the utilize the engine bleed air principle outlined above.
main engine compressor stages and supplied to the cabin, flight
deck and other areas. Before the air enters the cabin, it is
passed through a temperature control system, which reduces its
temperature and pressure. Additionally, a means of flow control
is utilized and in some aircraft, humidity control forms part of the
system. (See Fig 1)
In pressurized aircraft, the discharge of the conditioned air is

regulated to maintain the cabin pressure at the selected
pressure altitude.
Air Compressors Or Blowers
This method is used on turbo-prop, piston engine or even

turbojet aircraft where main engine compressor bleed is
unavailable or unsuitable.
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Ram Air Ground Cart
This method is normally found as the primary ventilation system This will be an independent means of heating or cooling the
on un-pressurized aircraft. A ram air scoop placed directly into passenger cabin on the ground. It can be used on aircraft that
the airflow will provide the means of air supply as the aircraft do not have an APU. The trolley will be connected externally to
moves forward. the aircraft, via a purpose built inlet into the air conditioning
system and normally employs a combustion type heater and the
Since the air at altitude will be cold, the temperature control means to control the output of the air temperature from a control
system through which it passes before entering the cabin will panel the cart.
normally be a form of heater.
A self-contained combustion type heater will be employed, or

the some form of exhaust gas heater. The air conditioning
ducting will be routed around the combustion heater casing or
around engine exhaust duct to obtain convection heating.
On pressurized aircraft, a ram air system can be used as a

means of emergency ventilation, following a complete loss of
the main system.
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11.4.2 AIR CONDITIONING
AIR CONDITIONING SYSTEMS

Expansion provides cooling when the pressure of the charge
When bleed air is used as the air supply, the air tapped off the air is reduced by increasing its velocity and expanding it across
engine compressor can reach a temperature in excess of 300
degrees Celsius. This is obviously far too hot to be fed directly
into the air-conditioned areas, so it must first be cooled down to the turbine of a so-called Air Cycle Machine (ACM) or Cold Air
around 20 degrees Celsius. Unit (CAU). In this way, the temperature of the charge air can
be rapidly lowered to zero degrees Celsius, irrespective of the
There are two main methods of cooling; ram air temperature
 Air Cycle and Energy Conversion, cools by making the hot air do work. This
 Vapor Cycle cooling systems. is achieved by using the charge air to drive a turbine, which is
connected by a shaft to the compressor or fan within the cold air
Air Cycle Cooling unit, thus converting heat energy into kinetic energy. This
method will also help to reduce the charge air to zero degrees
Air cycle cooling relies on three basic principles; Celsius.
 Surface heat exchange, Heat Exchangers

 Expansion and
 Energy conversion. These are components within the air conditioning system that
transfer heat from one gas stream to another. Ram air is used
Surface heat exchange provides cooling by passing the air as the cooling medium to cool the very hot charge air ducted
tapped from the engine compressor (charge air) across some from the engine compressor or the gearbox mounted air
form of heat exchanger. The charge air is subjected to the effect compressor or blower.
of a colder cross flow, normally ambient air, scooped by an
intake and passed across the heat exchanger as the aircraft Depending on where they are placed within the air conditioning
moves forward (ram air). Although 90% of heat is given up in system, heat exchangers are often described as;
this way, the charge air temperature can never be reduced
below the ram air temperature by this method alone.  A ‘Pre-cooler’ or ‘Primary Heat Exchanger’
 An ‘Inter-cooler’ or ‘Secondary Heat Exchanger’
11.4 - 6 Mar 2014
The basic construction is a sealed unit containing a series of

cooling passages; through which the charge air flows and over
which the ram air is directed. Between these passages are thin
corrugated strips that also serve to dissipate heat as the ram air
passes over them.
11.4 - 7 Mar 2014
AIR CYCLE MACHINE (ACM) OR COLD AIR UNIT (CAU) It becomes compressed on passing through the diffuser ring,
increasing its temperature and energy. From the compressor,
The ACM/CAU is the primary component in an air cycle cooling the hot air is directed across the inter-cooler matrixes over
system. A number of different types can be found including; which ram air passes and is then directed into the turbine volute
nozzle ring, where it drives the turbine. The resultant expansion
 The turbo-compressor, and energy conversion rapidly lowers the air pressure and
 The brake turbine and temperature.
 The turbo-fan.
It is then directed towards the passenger cabin. (See Fig 4)
All three use the charge air to drive the turbine and the major The ACM/CAU compressor and turbine wheels rotate at
differences between each type, relates to the overall weight for extremely high speeds, often in excess of 80,000 rpm, so
a given mass flow, the size and method of dissipating the power efficient bearing lubrication is essential to ensure smooth and
output of the turbine. trouble-free running.
The Turbo-Compressor Two lubrication methods are used; Integral wet sump
arrangements, or pressurized air bearings that need no oil
The turbo-compressor type consists of a turbine driving a lubrication.
centrifugal compressor and operating in conjunction with an
inter-cooler connected between the compressor and turbine The wet sump type normally has a sump containing oil and a
stages. means of metering it to the bearings usually by the use of
integral ‘wicks’ or with an ‘oil slinger’ that pumps an optimum
Its basic construction consists of two main casings, the turbine oil/air mix to the bearings. This ensures the correct amount of oil
volute and compressor volute casings. The two casings are at the bearings at all times. Oil replenishment is critical however,
connected together and enclose a bearing housing with two as too much oil will lead to the charge air being oil contaminated
bearing assemblies, supporting a shaft upon which the turbine and too little oil may result in a premature seizure of the rotating
and compressor wheels are mounted. shaft.
The turbine wheel revolves within a nozzle ring and the The air bearing type uses a pressurized air supply to support
compressor wheel rotates within a diffuser ring. The very hot the shaft in a similar manner to the ‘hovercraft principal’. As the
charge air from the engine compressor bleeds and routed via rotor ‘floats’ on a thin layer of air, it is essential that this type is
the pre-cooler, enters the eye of the ACM/CAU compressor. kept clean and dry and completely free from oil and grease
11.4 - 8 Mar 2014
11.4 - 9 Mar 2014
The Brake-Turbine
The brake-turbine type of ACM/CAU, has its charge air routed

directly from the pre-cooler to drive the turbine. The air expands
across the turbine as before, resulting in a large temperature
and pressure drop. Since this layout dispenses with the need for
an inter-cooler, it results in a greater efficiency due to weight
saving. To safeguard against the turbine rotating too fast, it is
coupled with a compressor, which rotates in ambient air and
consequently acts as a braking medium. Additionally, the slower
rotation of the shaft further improves turbine output efficiency.
(See Fig 5).
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The Turbo-Fan
The turbo-fan type is mechanically similar to the brake-turbine

arrangement. In this case however, the turbine drives a large
centrifugal fan instead of a normal compressor. The fan is
draws a large quantity of ambient air over the pre-cooler, which
cools the incoming charge air.
The major advantage of this type over the other two is that with
the fan-induced airflow over the pre-cooler, it can be used with
the aircraft stationary on the ground with the aircraft engines
running. It does not need to rely solely on ram air as the cooling
medium for the pre-cooler.
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Vapour Cycle Machine
The vapor cycle cooling system can be used as an alternative to The liquid receiver acts as a reservoir and provides storage for
the air cycle cooling system. Although not commonly used these the refrigerant, normally a highly volatile chemical such as
days for air conditioning systems, the system may be used as Freon. The refrigerant will pass from the liquid receiver to a
the means to remove heat from electrical and electronic thermostatic expansion valve where it is metered and released
equipment. into the evaporator. The very hot charge air from the main
engine bleed flows across the evaporator, releases heat that
The system relies on the principle of the ability of a refrigerant to vaporizes the liquid refrigerant and passes into the passenger
absorb heat when changing from a liquid to a gas, through the cabin at a much lower temperature.
process of vaporization or expansion.
Meanwhile, the now vaporized refrigerant gas is directed
For example, if you were to put a drop of a highly volatile liquid towards the turbo-compressor. It is drawn into the compressor
such as methylated spirits or petrol on the back of your hand, it wheel, the coupled turbine of which is driven by the main engine
will feel cold. This is because the liquid starts to evaporate and bleed air. (Note: In some cases, an independent means instead
draws the heat necessary for evaporation from your hand. of a turbo-compressor may be used to compress the refrigerant
Liquids with a low boiling point have a stronger tendency to gas, such as an electric motor, as in a domestic refrigerator).
evaporate at normal temperatures than those with a high boiling
point. The refrigerant gas leaves the compressor at a high pressure
and temperature and passes across the matrix of the condenser.
Furthermore, the amount of pressure acting on a liquid The gas is cooled by the ram air, flowing across the matrix and
substance will affect its state. A sufficient reduction in pressure so condenses back into a liquid once again. It then returns to
will cause any liquid to change state into a vapor or a gas. the liquid receiver to repeat the refrigeration cycle once again.
Conversely, a corresponding increase in pressure will reverse
the process. The condenser fan is used to induce air across the condenser
matrix when the aircraft is stationary on the ground and no ram
The major components of a typical system are a liquid receiver, air is available.
a thermostatic expansion valve, an evaporator, a turbo-
compressor, a condenser and a condenser fan. Often these
components are mounted close together to form a line-
replaceable refrigeration pack or vapor cycle cooling pack.
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Heating
Un-pressurized aircraft use a ram-air system for ventilation. At

altitude, the ram-air passing through the cabin would be very
cold, so a heating system is required.
Heating systems can be generally divided into two types:
 Exhaust heating systems

 Combustion heating systems
Exhaust Heating Systems
In its simplest form, this type of heating system employs a

heater muff that surrounds the exhaust pipes coming from a
piston engine, or the jet pipe of a turbo-jet. A ram air scoop at
the forward end of the heater muff allows some of the cold air to
go to directly to a mixing valve. The remainder enters the muff
and surrounds the exhaust/jet pipes. Heat from the pipes is
transferred into the ram air and carried to the mixing valve. The
heated air joins the cold air at the mixing valve and the
combined flow is directed into the passenger cabin.
Some form of control lever, operated from within the aircraft and
connected to the mixing valve, allows the proportion of hot and
cold air to be modulated in order to suit the cabin heating
requirements.
To cater for the possibility of the ventilation air becoming

contaminated from the exhaust pipes, some aircraft will be fitted
with carbon monoxide detectors within the cabin area. These
are indicators filled with brightly colored crystals, which turn
black if exposed to dangerous levels of carbon monoxide.
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Combustion Heating Systems
This system uses a purpose built combustion chamber heater

assembly to provide the heat source, rather than the previously
described exhaust heating method. Fuel is directed from the
aircraft fuel system, through a pressure regulating and shut off
valve that ensures the fuel is at the correct pressure for
atomization. Other components include a fuel filter, a fuel pump
and spray nozzle, where it is atomized and ignited with an
igniter plug. The combustion chamber assembly heats up the
ram air that passes around it.
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DISTRIBUTION SYSTEMS
Duct sections throughout both the cabin and cockpit are joined
Cabin Distribution together with clamps or clips. Means of equalizing the duct
pressures and balancing the air flows are designed into each
The air distribution system on most aircraft takes cold air from system. The systems are protected from excess pressures by
the air conditioning packs and hot air bleed from the engines use of a spring loaded pressure relief valve usually located in
and mixes the two in a mixer unit to the required temperature. the main distribution manifold. The main manifold is located
The air is then distributed to side wall and overhead cabin vents. immediately downstream from the mixing units in the air
On some aircraft the cabin air is then drawn back into the conditioning bay.
mixing unit by re-circulating fans where it is mixed with new air
and then redistributed. All major components are usually
located together in a designated bay for ease of maintenance.
A gasper fan provides cold air to the individual overhead air

outlets for aircrew and passengers. This air can be drawn direct
from outside or from the cooling packs. Each passenger or crew
can control the amount of air received by controlling the position
of air outlet. This outlet could be a rotary nozzle or a louvre.
Conditioned air systems dispense temperature controlled air

evenly throughout the cabin and crew areas. One duct system
supplies the cockpit while another supplies the cabin. The cabin
ducting is then divided into two systems, the overhead and the
sidewall systems. The overhead system releases air into the
cabin from outlets in ducting running fore and aft in the cabin
ceiling. The sidewall duct system takes air through ducting
between the sidewall and cabin interior linings and releases it
through cove light grills and louvres.
A cockpit controlled selector valve located on the main

distribution manifold allows all overhead, side wall or any Fig 11
combination of the two systems to be used and varies the flow
between the two.
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Fig 12
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On large aircraft a cockpit controlled dual selector valves Re-Circulation Air System
divides the air between cockpit and cabin areas. These butterfly
valves are interlinked. When one is fully open the other is fully To improve cabin ventilation and supplement airflow the cabin
closed and vice versa. air is recirculated back to the main distribution manifold where it
is mixed with conditioned air form the cooling packs. The use of
Air is exhausted from the passenger cabin through grills and recirculated air improves airflow and offloads the air supply
outflow valves in the sidewalls above the floor. This air can then system. This off loading of the air conditioning packs is
be directed around the cargo compartment walls where it converted into a fuel saving.
assists in compartment temperature control. Some air then
flows to the cargo heat distribution duct under the compartment The re-circulation fan will draw air from the cabin area, through
floor and is then discharged overboard through the outflow a check valve and filter assembly to remove any smoke and
valves. noxious odors before passing it to the mixer unit for
redistribution. The check valve prevents any reverse flow
Below each floor air exhaust outlet is a flotation check valve. through the fan and ducting when the fan is not in use.
This valve is a plastic ball held in a cage. If the cargo
compartments become flooded the balls float up the cage and
seals off the floor to help prevent water from entering the cabin.
Aircraft may be separated into zones each with its own air
conditioning system and controls for that zone located in a
distribution bay. Some areas may have a remote heat
exchanger and fan assembly in the vapor cycle system, to allow
cooling to specific areas such as avionics bays, fed from one of
the zone packs.
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Fig 13
Fig 14
11.4 - 24 Mar 2014
FLOW, TEMPERATURE AND HUMIDITY CONTROL SYSTEM
Temperature Control
In order to operate the aircraft in an infinite number of climatic temperatures occurs, the controller will send an output signal, to
and operating conditions, the temperature in the passenger re-position the air mixing valve until parity exists once more.
cabin, flight compartment and other areas needs to be regulated
for comfort.
During manual operation, the temperature control circuit
Temperature regulation for the majority of aircraft that employ bypasses the controller and connects the temperature selector
the engine bleed air method is usually accomplished by on the flight deck, directly to the air-mixing valve. Other sensors
controlling the proportion of hot and cold air coming from the air in the system transmit compartment temperatures to indicators
supply system. An electric motor driving a double butterfly type on the flight deck overhead panel, so that the actual
air mixing valve, regulates the cabin temperature, by allowing a temperatures and the position of the air-mixing valve can be
controlled amount of hot air to by-pass the air cycle system. monitored.
This air is then recombined in proper proportions with the cold
air that has been directed through the air cycle system at a
downstream mix chamber. The position of the air-mixing valve
is determined by signals from the temperature control system.
The temperature control system is normally operated
automatically or as a manual system, if the automatic
temperature controller should fail.
During automatic operation, the temperature controller

continually monitors cabin temperatures and repositions the air
mixing valve if necessary to keep the temperature at the
selected level.
In order to achieve this, the controller receives signals from

temperature selector on the flight deck (the temperature
requested) and from temperature sensors in the passenger
cabin, flight compartment and supply ducts (the actual
temperature).If a difference between the requested and actual
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Fig 15
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Humidity Control
Water Separation – Water Extractor
Humidity control is the means to ensure that the correct amount
of water moisture content is in the air conditioning air within the Water can be introduced into the air conditioning system due to
aircraft cabin. This is necessary to ensure occupants do not the compression and expansion of the air in the ACM/CAU and
suffer from low humidity levels that are experienced with high other areas of the air cycle process.
altitude flight.
There are three types of water separator in general use; the
Humidity control can be achieved two ways; coalescer/diffuser type, the coalescer/bag type and the swirl
vane type.
 Water Separation
 Water Infiltration Coalescer/Diffuser Type
Water Separation This type consists of a coalescer constructed from layers of

Monel metal gauze and glass fiber cloth sandwiched between
It is the removal of excessive moisture from the charge air, layers of stainless steel gauze. It is supported by the diffuser
normally by a water extractor or separator. cone and held in place by relief valve housing. As the air leaves
the diffuser and passes over the coalescer, moisture in the air is
Water Infiltration converted into water droplets. The droplets enter the collector
shell and are deposited into collector tubes where they drain
It is the additions of moisture into the conditioned air as it enters down to a collector box from where the water is ejected
the cabin using water pump and spray nozzle. overboard.
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Fig 16
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Coalescer/Bag Type
A porous bag, supported by a shell is fitted within the extractor

to convert moisture into water droplets. A swirl is imparted into
the conditioned air and the centrifugal effect forces the droplets
to the outlet shell where it collects and drains from the
component. A bag visual indicator operated by back pressure
will show when the coalescer bag becomes dirty or blocked. In
this case, a relief valve will open to ensure flow is still available
Fig 17
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Swirl Vane Type
This type uses centrifugal force to spin the moisture-laden air

outwards against the exit shell. The swirl vane, either fixed or
rotating imparts the swirl by rotating the airflow at high speed.
The action separates the heavier water droplets in the moisture
and collects them in a sump, to be drained away.
11.4 - 30 Mar 2014
Fig 18
11.4 - 31 Mar 2014
Water Infiltration
Humidity control can also include the addition of water into the
air conditioning system. As an aircraft climbs to high altitude,
the moisture level in the air reduces to a much lower amount
than at lower levels of altitude. The reduction in moisture may
cause discomfort to the aircraft occupants. To counteract this,
moisture is added into the conditioned air, by pumping water
from a tank to a spray nozzle positioned at the cabin air inlet.
Humidity sensors will detect low humidity conditions and
automatically turn on the controller water pump to restore the
humidity to acceptable levels.
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Fig 19
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Mass Flow Control

Mass Flow Controller
Introduction
This type automatically caters for changes in air density, cabin
Legislation requires that a minimum amount of fresh air be back pressure and engine compressor supply pressure. At
supplied to passengers and crew. In addition stale air must be ground level and during takeoff and the early stages of flight,
removed and odors eliminated. Most pressurization systems the pressure available from the main engine compressor outlet
rely on the fact that air is delivered at a constant rate under all is high. As altitude increases or when the engines are set to
conditions of flight in order to function correctly. cruising speeds, the supply pressure drops.
Mass flow control systems constantly monitor the velocity and The amount of pressure from the engine compressor bleed
density of the air supply by either increasing or decreasing the acting on an altitude-compensated piston valve, determines the
demand upon the source of supply, or by spilling excess supply position the valve will adopt when opposed by a spring and
air overboard. back pressure from the cabin. The pressure drop across the
valve will vary the size of outlet ports and will thus determine the
The mass of air must be controlled at a constant value valve’s degree of opening and closing. This will result in a
regardless of aircraft altitude or cabin pressure. It must also constant mass flow downstream of the valve at all times
adjust for changes in main engine compressor speed in bleed
air systems, or changes in rotor speed when a separate air
supply from an accessory gearbox driven blower is incorporated.
11.4 - 34 Mar 2014
Mass Flow Control

Fig 20
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Spill Valve Flow Controller
This type receives the charge air supply through a metering

duct, which senses variations in the velocity and density of the
air. The metering duct on sensing these variations transmits the
information to a mass flow controller, which converts the air
pressure signals into electrical signals. The electrical signals in
turn control the position of spill valves. They will move towards a
more open or closed position, to vary the amount of air spilled
overboard, thereby ensuring a constant flow rate into the cabin.
At sea level, with the engines at low power, the absolute

capsule D will be compressed by atmospheric pressure. The
contacts A, B and C will be in the position shown and the spill
valve will be towards closed.
With the main engines at take off power, the air velocity through
the venture increases, causing a pressure differential across the
controller diaphragm. This will cause contact B to move towards
contact C and when they touch, the spill valves will be driven
towards the open As the aircraft climbs, the static pressure in
the metering duct and controller will decrease. The absolute
capsule will now expand and the position of contacts A and C, Fig 21
will be adjusted in relation to contact B. When contact B is
touched, the spill valves will move towards closed once more
and once again the mass flow to the cabin will remain constant.
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Fig 22
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11.4.3 PRESSURISATION
PRESSURISATION SYSTEM
As aircraft became capable of obtaining altitudes above that at Sealing of the pressure vessel is accomplished by the use of
which flight crews could operate efficiently, a need developed seals around tubing, ducting, bolts, rivets, and other hardware
for complete environmental systems to allow these aircraft to that pass through or pierce the pressure tight area. All panels
and large structural components are assembled with sealing
carry passengers. Air conditioning could provide the proper
compounds. Access and removable doors and hatches have
temperature and supplemental oxygen could provide sufficient
integral seals. Some have inflatable seals.
breathable air.
The problem was that not enough atmospheric pressure exists

Pressurization systems do not have to move large volume of air.
at high altitude to aid breathing in and even at lower altitudes
Their function is to raise the pressure inside the vessel. Small
the body must work harder to absorb sufficient oxygen, through
reciprocating engine powered aircraft receive their
the lungs, to operate at the same level of efficiency as at sea
pressurization air from the compressor of a coupled
level. This problem is overcome by pressurizing the cockpit/
turbocharger. Larger reciprocating engine powered aircraft
cabin area. Cabin pressurization is a means of adding pressure
receive air from engine driven compressors and turbine
to the cabin of an aircraft to create an artificial atmosphere that
powered aircraft use compressor bleed air
when flying at high altitudes it provides gives an environment
equivalent to that below 10000 feet. The minimum quantity of
fresh air supplied to each person on board must be at least
0.5lb/ minute.
Aircraft are pressurized by sealing off a strengthened portion of

the fuselage. This is usually called the pressure vessel and will
normally include cabin, cockpit and possibly cargo areas. Air is
pumped into this pressure vessel and is controlled by an outflow
valve located at the rear of the vessel.
11.4 - 38 Mar 2014
Reciprocating Engine Powered Aircraft
Turbochargers are driven by the engine exhaust gases flowing

through a turbine. A centrifugal compressor is coupled to the
turbine. The compressors output is fed to the engine inlet
manifold to increase manifold pressure which allows the engine
to develop its power at altitude. Part of this compressed air is
tapped off after the compressor and is used to pressurize the
cabin. The air passes through a flow limiter (or sonic venturi)
and then through an inter-cooler before being fed into the cabin.
A typical system is shown at Figure 22.
Sonic Venturi
A sonic venturi is fitted in line between the engine and the

pressurization system. When the air flowing across the venturi
reaches the speed of sound a shock wave is formed which
limits the flow of air to the pressurization system
11.4 - 39 Mar 2014
Fig 23
11.4 - 40 Mar 2014
Large Reciprocating Engine Powered Aircraft
These aircraft use engine driven compressors driven through an

accessory drive or by an electric or hydraulic motor. Multi
engine aircraft have more than one air compressor. These are
interconnected through ducting but each have a check valve or
isolation valve to prevent pressure loss when one system is out
of action.
Turbine Powered Aircraft
The air supplied from a gas turbine engine compressor is

contamination free and can be suitably used for cabin
pressurization (Figure ). Some aircraft use an independent
compressor driven by the engine bleed air. The bleed air drives
the coupled compressor which pressurizes the air and feeds it
into the cabin.
Some aircraft use a jet pump to increase the amount of air

taken into the cabin (Figure ). The jet pump is a venturi nozzle
located in the flush air intake ducting. High velocity air from the
engine flows through this nozzle. This produces a low pressure
area around the venturi which sucks in outside air. This outside
air is mixed with the high velocity air and is then passed into the
cabin.
11.4 - 41 Mar 2014
Fig 24
Fig 25
11.4 - 42 Mar 2014
CONTROL AND INDICATION INCLUDING CONTROL AND

SAFETY VALVES;
Control And Indication The Isobaric Mode
There are 3 modes of pressurization, un-pressurized, the In this mode the cabin pressure is maintained at a specific cabin
isobaric mode and the constant–differential pressure mode. In altitude as flight altitude changes. The cabin pressure controller
the un-pressurized mode the cabin altitude remains the same begins to close the outflow valve as the aircraft climbs to a
as the flight altitude. In the isobaric mode the cabin altitude chosen cabin altitude. The outflow valve then opens or closes
remains constant as the flight altitude changes and in the (modulates) to maintain the selected cabin altitude as the flight
constant-differential pressure mode, the cabin pressure is altitude changes up or down. The controller will then maintain
maintained at a constant amount above the outside ambient air the selected cabin altitude up to the flight altitude that produces
pressure. the maximum differential pressure for which the aircraft
structure is rated. At this point the constant differential mode
The amount of differential pressure is determined by the takes control.
structural strength of the aircraft. The stronger the aircraft
structure the higher the differential pressure and the higher is The Constant-Differential Pressure Mode
the aircrafts operating ceiling.
Cabin pressurization puts the aircraft structure under a tensile
The Un-Pressurized Mode stress as the cabin pressure expands the pressure vessel. The
cabin differential pressure is the ratio between the internal and
In this mode the outflow valve remains open and the cabin external air pressures. At maximum constant-differential
pressure is the same as the outside ambient air pressure. This pressure as the aircraft increases in altitude the cabin altitude
mode is usually from sea level up to 5000` but does vary from will increase but the internal/external pressure ratio will be
aircraft to aircraft. maintained. There will be a maximum cabin altitude allowed and
this will determine the ceiling at which the aircraft can operate
11.4 - 43 Mar 2014
CABIN PRESSURE CONTROLLERS
Cabin Air Pressure Regulator

and reference chamber exert a force against the inner face of
The pressure regulator maintains cabin altitude at a selected the outflow valve helping the spring to hold the valve closed.
level in the isobaric range and limits cabin pressure to a pre-set
pressure differential in the differential range by regulating the The position of the outflow valve controls the amount of cabin
position of the outflow valve. Normal operation of the regulator air that is allowed to flow from the pressure vessel and this
requires only the selection of the desired cabin altitude and controls the cabin pressure. The position of the outflow valve is
cabin rate of climb the adjustment of the barometric control. determined by the amount of reference chamber air pressure
that presses on the inner face of the outflow valve.
The regulator shown in Figure is a typical differential pressure
type regulator that is built into the normally closed air operated
outflow valve. It uses cabin altitude for its isobaric control and
barometric pressure for the differential control. A cabin rate of
climb controller controls the pressure change inside the cabin.
There are 2 main sections to the regulator, the head and

reference chamber and the base with the outflow valve and
diaphragm. The balance diaphragm extends outward from the
baffle plate to the outflow valve creating an air chamber
between the baffle plate and the outer face of the outflow valve.
Cabin air flowing into this chamber through holes in the side of
the outflow valve exerts a force against the outer face of the
valve which tries to open it. This force is opposed by the force of
the spring around the valve pilot which tries to hold the valve
closed.
The actuator diaphragm extends outward from the outflow valve

to the head assembly creating an air chamber between the
head and the inner face of the outflow valve. Air from the head
11.4 - 44 Mar 2014
Fig 26
11.4 - 45 Mar 2014
Isobaric Control System Differential Control System
The isobaric control system of the pressure regulator shown in The differential control system of the pressure regulator (Figure
Figure 27 incorporates an evacuated capsule, a rocker arm, 28) incorporates a diaphragm a rocker arm, a valve spring and
valve spring and a ball type metering valve. One end of the a ball type metering valve. One end of the rocker arm is
rocker arm is connected to the valve head by the evacuated attached to the head by the diaphragm which forma a pressure
capsule and the other end of the arm holds the metering valve sensitive face between the reference chamber and the
in a closed position. A valve spring located on the metering atmospheric chamber.
valve body tries to move the metering valve away from its seat
as far as the rocker arm allows. Atmospheric pressure acts on one side of the diaphragm and
reference chamber pressure acts on the other. The opposite
When the cabin air pressure increases enough for the reference end of the rocker arm holds the metering valve in a closed
chamber air pressure to compress the evacuated capsule the position. A valve spring located on the metering valve body tries
rocker arm pivots around its fulcrum and allows the metering to move the metering valve away from its seat as far as the
valve to move away from its seat an amount proportional to the rocker arm allows.
compression of the capsule. When the metering valve opens
reference pressure air flows from the regulator to atmosphere When reference chamber pressure increases to the system
through the atmospheric chamber. differential pressure limit set above the decreasing atmospheric
pressure it collapses the diaphragm which is set at differential
When the regulator is operating in the isobaric range, cabin pressure and opens the metering valve. Air flows from the
pressure is held constant by reducing the flow of reference reference chamber to atmosphere through the atmospheric
chamber air through the metering valve. This prevents a further chamber, which causes a reduction in the reference pressure.
decrease in reference pressure. This reduction in reference pressure causes the outflow valve to
open to reduce the cabin pressure to maintain the system
The isobaric control responds to slight changes in reference pressure differential
pressure by modulating to maintain a constant pressure in the
chamber throughout the isobaric range of operation. Whenever
there is an increase in cabin pressure the isobaric metering
valve opens which decreases the reference pressure and
causes the outflow valve to open which then decreases the
cabin pressure.
11.4 - 46 Mar 2014
Fig 28
Fig 27
11.4 - 47 Mar 2014
Safety Valves
Cabin Air Pressure Safety Valve
The pressure relief valve prevents cabin pressure from

exceeding the predetermined cabin to ambient pressure
differential. A negative pressure relief valve and pressure dump
valve may also be incorporated into this valve assembly.
Negative Pressure Relief Valve
A pressurized aircraft is designed to operate with the cabin

pressure higher than the outside air pressure. If the cabin
pressure were to become lower than the outside air pressure
the cabin structure could fail. Outside air is allowed to enter the
cabin to ensure that this does not happen. It is basically an
inward pressure relief valve.
Dump Valve
This valve is normally solenoid actuated by a cockpit switch.

When the solenoid is energized the valve opens dumping cabin
air to atmosphere. Cabin pressure will decrease rapidly until it is
the same as the outside air pressure and cabin altitude will
increase until it is the same as the flight altitude.
Ditching Valve
If any of the cabin control valves were situated below the water
level and the aircraft ditch in the water, the cabin would quickly
flood. To prevent this happening, either a mechanical or
electrical ditching selection, can be made by the crew to seal off
all pressurization valves and inlets.
11.4 - 48 Mar 2014
Electronic Pressurisation Control

If neither the fully or semi-automatic modes are available, (i.e.
Most modern airliners have the means to electronically control the pressure controller fails), the outflow valve can be
the cabin pressure automatically for the entire flight, from positioned directly from the flight deck by operating the electric
settings made by the flight crew before takeoff. torque motors to drive the valve. This is called the manual mode
The pressure control system consists: and a choice of an ac or dc electrical supply is available
 A flight deck control panel
 An automatic pressure controller with pressure sensing

inputs and outputs to monitoring indicators
 An electrically-driven gate-type outflow valve
 Inward and outward safety relief valves.
Flight Deck Control Panel
This provides a means for the flight crew to control the cabin
pressure by positioning the outflow valve. There are three mode
selections available; ‘Auto’, ‘Standby’ or ‘Manual’.
The desired mode will normally be ‘Auto’, where all settings

such as intended cruise (flight) altitude and destination airfield
(landing) altitude are made before flight. This will allow
automatic control of cabin pressure for the whole of that flight.
This is called the fully automatic mode.
Alternatively, ‘Standby’ or back up mode can be selected, where

a cabin altitude setting must be made for each desired cabin
pressure change. The input setting is then controlled
automatically as before. This is called the semi-automatic mode.
11.4 - 49 Mar 2014
Fig 30
Fig 29
11.4 - 50 Mar 2014
Automatic Pressure Controller
The pressure controller provides output control signals to the

outflow valve’s ac or dc torque motors. The motors position and
modulate the valve to establish and control actual cabin
pressure in accordance with the controller’s pre-programmed
climb, cruise or descent schedules. This will ensure that for
every aircraft altitude there will be a particular cabin altitude.
Input signals to the controller are from the flight deck control
panel, cabin and ambient pressure sensors, barometric
correction and air/ground sensing.
11.4 - 51 Mar 2014
Fig 31
O
11.4 - 52 Mar 2014
outflow Valve Operation Inward And Outward Safety Relief Valves
The valve has a moving gate designed to cover or uncover an Fuselage frames are designed to accept tensile loads
aperture in the fuselage skin. An increase in the aperture size associated with and outward force from within the pressure cell.
will cause cabin pressure to fall (cabin altitude to ascend), Their ability to withstand compression loads that would occur if
whereas a decrease in the aperture size results in an increase the pressure outside the aircraft were higher than within the
in cabin pressure (cabin altitude to descend). The gate is driven pressure cell is poor. Therefore an inward relief valve will open
by one of two electrically driven motors, the choice of ac or dc and equalize the pressure if the inward or negative differential
motor being determined by flight crew input. exceeds about 0.5 psid.
Motor input signals come from the controller when in the auto or Two outward relief valves are fitted to prevent the maximum
standby modes, or directly from a control panel switch when in outward differential pressure from exceeding the structural limit.
the manual mode. This will typically be around 8.5psid.
Even though the main pressure control is electronic, the safety

relief valves are mechanical operated and are completely
independent of any automatic control system
11.4 - 53 Mar 2014
Fig 33
Fig 32
11.4 - 54 Mar 2014
Cabin Pressure Indication
Most pressurization systems have three basic cockpit indicators

cabin altitude, cabin rate of climb and the pressure differential
indicator. The cabin altitude gauge measures the actual cabin
altitude.
The cabin rate of climb indicator tells the pilot the rate that the
cabin is either climbing or descending. (I.e. the rate at which the
cabin loses or gains pressure) A typical maximum climb rate is
500ft per minute and the maximum descent rate is 300ft per
minute. The control can be automatic or manual depending on
aircraft type.
The differential pressure gauge (Figure 35) reads the difference

between the cabin and the outside air pressures. This
differential pressure is normally controlled and maintained to a
structural limitation around 7psid. This depends on the aircraft
type and the operating ceiling of the aircraft. The differential
pressure gauge may be combined with the cabin altitude
11.4 - 55 Mar 2014
Fig 34 Fig 35
11.4 - 56 Mar 2014
11.4.4 SAFETY AND WARNING DEVICES
PROTECTION AND WARNING DEVICES
To ground test the pressurization system with the engines Once the system has cooled down sufficiently the crew may
running, at least three men are required inside the aircraft for have an option to reselect the overheated system. The overheat
safety reasons. may have been caused by a fault in the automatic temperature
control system in which case the pilot may be able to control the
Both air conditioning and pressurization systems use safety and system manually via a manual selector switch on the cockpit
warning devices to protect the aircraft from possible controller.
catastrophic failures. Some of the protection devices may be
inhibited in certain stages of flight; landing or take off where the Extraction or ventilation fans will be protected in much the same
extra distractions caused by such warnings may be too much way. An overheat will signal the central warning panel with
for the crews to deal with safely. associated caution/warning lights and aural chimes. The fan
may be isolated automatically or manually. Once the fan has
With the air conditioning system the main concerns are with cooled down it may be possible to re-select if required. Fans
overheating of the air conditioning packs and extraction and may also be protected from over or under speeding, which will
ventilation fans, as well as hot air leaks from ducting which also have an effect on the system temperatures. Speed sensors
could damage surrounding structure or components. on the fan will indicate a fault when over or under speed limits
are reached and a warning signal is sent to the cockpit central
Overheating warning panel with associated caution/warning lights and aural
chimes.
Most packs systems are protected from overheating by a
thermal switch downstream of the pack outlet. If the outlet
temperature reaches a pre determined figure the switch will
operate causing the pack valves to shut, preventing air from
getting to the packs, as well as sending a warning signal to the
cockpit central warning panel with associated caution/warning
lights and aural chimes and to illuminate a fault light on the pack
selector switch.
11.4 - 57 Mar 2014
Duct Hot Air Leakage
Any ducting that includes joints is liable to leak under abnormal

conditions. A duct protection system will include fire-wire
elements around the hot zones such as engine air bleeds, air
conditioning packs and auxiliary power units if fitted.
The sensing elements will be the thermistor type. As the

temperature around the wire increases the resistance
decreases until an electrical circuit is made. When the circuit is
made a warning signal is sent to the cockpit central warning
panel with associated caution/warning lights and aural chimes.
The leaking duct may be isolated automatically or may require
the pilot to take action to close off the air valves. The faulty
system will then remain out of use.
Excess Cabin Altitude
If the cabin altitude was allowed to increase unchecked the

crew and passengers could unknowingly suffer the effects of
hypoxia. This dangerous condition is obviously undesirable
especially for the aircrew. Most aircraft give a warning on the
CWP with associated audio and visual warnings when the cabin
altitude reaches 10000 feet.
11.4 - 58 Mar 2014
Smoke Detection Smoke Detectors
The smoke-detection system of the aircraft monitors certain Solid-State Type

areas of the aircraft for the presence of smoke, which can be an
indication of an impending fire condition. These may include but Solid-state smoke or toxic gas warning systems operate by
are not limited to cargo and baggage compartments and the comparing signals from two detecting elements, one located in
lavatories of transport category aircraft. the area being monitored, the other exposed to outside air.
A smoke- detection system is used where the type of fire These detecting elements consist of a heating coil encased in a
anticipated is expected to generate a substantial amount of coating of semiconductor material. Carbon monoxide or nitrous
smoke before temperature changes are sufficient to actuate an oxides, if present, will be absorbed into this coating and change
overheat-detection system. the electrical current-carrying capability of the detector.
To be reliable, smoke detectors must be maintained so that These elements are connected into a type of bridge circuit so
smoke in a compartment will be indicated as soon as it begins that when both elements are conducting evenly the bridge will
to accumulate. In order for the detector to operate properly, be balanced, and no warning signal will be present. If the
smoke detector louvers, vents, and ducts must not be element in the area being monitored is subjected to CO gas or
obstructed. nitrous oxides, an unbalanced condition will be created across
the bridge and the warning circuit will illuminate the cockpit-
Smoke detection instruments are classified by method of warning lamp.
detection, and, in some cases, an aircraft will have different
types of detectors installed in various locations.
The presence of carbon monoxide gas (CO) or nitrous oxides

are dangerous to flight crews and passengers, and may indicate
a fire condition. Detection of the presence of either or both of
these gases could be the earliest warning of a dangerous
situation.
11.4 - 59 Mar 2014
Fig 36
11.4 - 60 Mar 2014
Ionization Type
Ionization-type smoke detectors use a small amount of

radioactive material to ionize some of the oxygen and nitrogen
molecules in the air sample drawn into the detector cell. These
ions permit a small electrical current to flow through the detector
chamber test circuit.
If smoke is present in the air sample being drawn through the

detector, small particles of the smoke will attach themselves to
the oxygen and nitrogen ions, reducing the electrical current
flow in the test circuit. If the current flow falls below a preset
value, the alarm circuit will activate visual and aural cockpit
alarms. [Figure 37].
Fig 37
11.4 - 61 Mar 2014
Light Refraction Type
This type of detector consists of a photoelectric cell a beacon

lamp, and a light trap, all mounted on a labyrinth. Air samples
are drawn through the detector unit, usually by a small
circulating fan. When smoke particles are present, they refract
light into the photoelectric cell.
An accumulation of 10% smoke in the air causes the

photoelectric cell to conduct current.
When activated by smoke the detector supplies a signal to a

smoke detector amplifier, which activates a warning light and
aural warning in the cockpit. [Figure 38]
A test switch permits checking the operation of the smoke

detector. Closing the switch connects 28 V DC electricity to the
test relay. When the test relay energizes, voltage is applied
through the beacon lamp and test lamp in series to ground. A
fire indication will be observed only if the beacon and test lamp
the photoelectric cell, the smoke detector amplifiers, and
associated circuits are all operable. [Figure 39]
With some light-refraction smoke detectors, the detector can be

functionally tested with a flashlight equipped with a red-colored
lens. Directing the light beam into the detector simulates the
light condition that would be produced with smoke.
However, when conducting a test in this manner, ambient light

must be shielded from entering the detector for the test to be
effective.
11.4 - 62 Mar 2014
FIG 38
FIG 39
11.4 - 63 Mar 2014

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PIA TRAINING CENTRE (PTC)

Module 11A – TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

AIR CONDITIONING AND CABIN PRESSURIZATION (ATA 21)

Page Intentionally Left Blank

Passenger carrying aircraft, operating above this height need an

Cabin temperature will normally be maintained between 15 and

A typical air conditioning and pressurization system comprises

 Air Supplies (Pneumatics)

11.4.1 AIR SUPPLY

SOURCES OF AIR SUPPLY INCLUDING ENGINE BLEED,

In pressurized aircraft, the discharge of the conditioned air is

Air Compressors Or Blowers

This method is used on turbo-prop, piston engine or even

Ram Air Ground Cart

A self-contained combustion type heater will be employed, or

On pressurized aircraft, a ram air system can be used as a

11.4.2 AIR CONDITIONING

AIR CONDITIONING SYSTEMS

 Surface heat exchange, Heat Exchangers

The basic construction is a sealed unit containing a series of

The brake-turbine type of ACM/CAU, has its charge air routed

The turbo-fan type is mechanically similar to the brake-turbine

Vapour Cycle Machine

Un-pressurized aircraft use a ram-air system for ventilation. At

Heating systems can be generally divided into two types:

 Exhaust heating systems

Exhaust Heating Systems

In its simplest form, this type of heating system employs a

To cater for the possibility of the ventilation air becoming

Combustion Heating Systems

This system uses a purpose built combustion chamber heater

A gasper fan provides cold air to the individual overhead air

Conditioned air systems dispense temperature controlled air

A cockpit controlled selector valve located on the main

FLOW, TEMPERATURE AND HUMIDITY CONTROL SYSTEM

During automatic operation, the temperature controller

In order to achieve this, the controller receives signals from

Water Separation This type consists of a coalescer constructed from layers of

A porous bag, supported by a shell is fitted within the extractor

Swirl Vane Type

This type uses centrifugal force to spin the moisture-laden air

Mass Flow Control

Mass Flow Control

Spill Valve Flow Controller

This type receives the charge air supply through a metering

At sea level, with the engines at low power, the absolute

The problem was that not enough atmospheric pressure exists

Aircraft are pressurized by sealing off a strengthened portion of

Reciprocating Engine Powered Aircraft

Turbochargers are driven by the engine exhaust gases flowing

A sonic venturi is fitted in line between the engine and the

Large Reciprocating Engine Powered Aircraft

These aircraft use engine driven compressors driven through an

Turbine Powered Aircraft

The air supplied from a gas turbine engine compressor is

Some aircraft use a jet pump to increase the amount of air

CONTROL AND INDICATION INCLUDING CONTROL AND

Control And Indication The Isobaric Mode

CABIN PRESSURE CONTROLLERS

Cabin Air Pressure Regulator

There are 2 main sections to the regulator, the head and

The actuator diaphragm extends outward from the outflow valve

Isobaric Control System Differential Control System