ATITA AIRFRAME STUDY PLAN: 10

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BOOKLET:01

CONTENTS

Objectives/Advice 2

Introduction 2

Pneumatic Control 2

Activity 1 4

Electrical Control 5

Electronic Control 9

Activity 2 10

Activity 3 15

Self Assessment 17

Self Assessment Review 18

Summary 18

Recommended Reading 18

Suggested Practical Activities 19

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OBJECTIVES/ADVICE

When you have completed this booklet, you should be able to:-

 Describe how a pneumatically operated discharge valve is

controlled.

 Explain, with the aid of a diagram, the operation of a

pneumatic discharge valve.

 Describe what effects movement of a discharge valve has upon

cabin altitude.

 Explain, in simple terms, the basic requirements for an

electrically operated pressurization system.

 Explain how electrically operated discharge valves are

controlled.

INTRODUCTION

Aircraft pressurization systems work on the principle that air which is

supplied for ventilation, heating and cooling purposes, is maintained
at a constant rate of flow into the cabin under all conditions of flight.
The pressure within the cabin can then be varied by controlling the
release of the air supply through a discharge or outflow valve. The
position of the discharge valve is controlled by a pressure controller
or regulator.
In this booklet we shall examine the various methods which are used
to control the discharge or outflow valve.

PNEUMATIC CONTROL

This method of controlling the discharge of air from cabin utilizes low
pressure air signals which are obtained from various sources. These
signals are used to open or close the discharge valve in response to
commands from the pressure controller.

Before we look at a typical pneumatically operated discharge valve,

there are two points to remember:

 Increasing pressure signals from the controller will move the

discharge valve towards the closed position.
 Decreasing pressure signals from the will move the discharge
Valve towards the open position.
Let us now study the main features and the operation of the
discharge valve shown in Fig. 1.

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SIGNALS FROM CONTROLLER

PRESSURE FILTER
BULKHEAD

STATIC
VENT

DUMP
VALVE

SKIN LINE

Fig. 1 PNEUMATIC DISCHARGE VALVE

Operation

 Pressure signals from the controller enter the pressure

transmitter A.

 Cabin pressure enters the discharge valve body through the

filter, and also enters the valve head area B via the ports C.

 Low pressure (less then cabin pressure) signals from the

controller will cause the pressure transmitter diaphragm to
move upwards, thereby allowing discharge valve body pressure
to escape through the open control valve D. The discharge
valve head spring is only strong enough to keep the valve
closed when not in use.

 Since we now have cabin pressure acting beneath the valve

head, and less than cabin pressure acting above it, the valve
will move upwards (open).

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When high pressure signals enter the pressure transmitter, the

control valve D will close, thus arresting cabin pressure in the
discharge valve body. Under these conditions cabin pressure will be
felt on both sides of the valve head but, due to the spring and the
slightly larger surface area on top of the valve head, the valve will
move downwards (closed).

ACTIVITY 1 3 Minutes

How cabin altitude is affected by the movement of the

discharge valve towards the open position during climb?

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COMMENTS ON ACTIVITY 1
Your answer should contain the following:

When the discharge valve moves towards the open position, air in
the cabin will escape more readily, thus causing cabin pressure to
decrease. Cabin altitude will therefore increase when the discharge
valve moves towards the open position.

I hope that you found this activity quite straightforward, but let us
consider the events which follow.

As the cabin altitude increases, the decreasing pressure will be felt in

the pressure controller and its altitude pack and rate of change
mechanisms. This will result in a corresponding change in the
pressure signals being transmitted to the discharge valve causing it
to take up a position appropriate to the selected cabin altitude and
rate of change. (More on this and other features of the discharge
valve in future booklets.)

Now let us take a look at an electrical method of controlling the

discharge of cabin air.

ELECTRICAL CONTROL

Before studying the operation of an electrically operated discharge

valve, we need to take a brief look at the various systems and
components which will ultimately operate the valve.

Fig. 2 on the next page shows in schematic forms the different

sources of electrical information which are passed to the pressure
controller. Before you study the diagram in detail a quick word about
the pressure controller. Apart from the electrical signals it receives
from the pressure control panel etc., it also receives air pressure
signals from within the cabin. The air pressure is converted into an
electrical signal by means of a transducer within the pressure
controller itself.

Now to Fig. 2. The pressure control panel is used by the pilot to

select cabin altitude and rate of change (ROC). As usual he can also
select various modes of system operation including:

 AUTO.
 MANUAL A.C. or D.C.

In the AUTO setting, the pressurization system will function

completely automatically. Should this system fail, the pilot can select
one of two manual modes of operation using either a.c. or d.c.
electrical power.

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Fig. 2 ELECTRICAL PRESSURE CONTROL

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A discharge valve position indicator on the control panel enables the

pilot to monitor the valve position at any time.

If MANUAL is selected, a switch below the indicator allows the pilot to

control the opening and closing of the discharge valve by selecting
the switch to OPEN or CLOSE and monitoring the valve position on
the indicator. The cabin altitude and ROC indicators would also be
monitored to ensure that limits were not being exceeded.

Now that you have some idea about the various inputs to the
pressure controller, we can turn our attention to the discharge valve
itself.

Discharge Valve

The valve, which is shown in Fig. 3 on the next page, is a gate type
valve and is driven by either an a.c. or d.c. electric actuator
depending upon the pilot's selection. For example:

 AUTO The pressure controller uses an a.c. actuator.

 STBY The pressure controller uses a d.c. actuator. This

mode is a back-up to the AUTO mode and takes
control when AUTO fails for any reason.

 MANUAL The discharge valve is controlled directly through

the
pressure controller using either the a.c. or the d.c.
actuator.

If MANUAL A.C. is selected, the valve will operate quickly, 4 seconds

from fully open to fully closed and vice versa. This setting is used
when a fast response is required. In the MANUAL D.C. setting, the
speed of valve operation is slower, 8 seconds from fully open to fully
close. This setting is used when a slower and more accurate valve
positioning is required.

The purpose of the thrust nozzle of the discharge valve is to create a

venturi effect on the discharging air. This results in additional thrust
being produced which in the cruise position, can amount to some 60
lbs.

Now that you have been introduced to a fairly simple electrical

pressurization system, I think it's time to study the operation of an
electronic system which is installed in one of the latest high
technology passenger aircraft.

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 AC ACTUATOR

GATE
ATITA

FWD

AC ACTUATOR
COUPLING
MODULE AS-05-02

FRAME
OPEN
TAKE OFF CLOSE

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AIRFRAME

PIVOT

GATE

FWD

FRAME
REVISION: 00
STUDY PLAN: 10

FUSELAGE LINE
CRUISE
OPEN POSITION
TAKE OFF

Fig. 3 ELECTRICALLY OPERATED DISCHARGE VALVE

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ELECTRONIC CONTROL

This system operates much in the same way as in the previous case,
but has some additional refinements which utilize computer
technology.

Fig. 4 shows the pressurization control panel from which the crew
can select various modes of operation which are described below.

Fig. 4 PRESSURISATION CONTROL - ELECTRONIC SYSTEM

Mode Select Switch:

This permits the selection of one of two completely automatic

pressure controllers, and a manual position should both automatic
controllers fail.

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 Manual Valve Control:

 This knob enables the crew to select the discharge valve

position when the mode select switch is in the MANU.1\L mode.

 Discharge Valve Position Indicator:

 This indicator enables the crew to monitor the position of the

discharge valve in all mode selections.

 AUTO RATE:

This knob selects the cabin ROC. In the normal setting shown
in Fig. 4 the cabin ROC will automatically be controlled to 500
ft/min during climb and 300 ft/min during descent.

ACTIVITY 2 3 Minutes

Why is the system designed to provide a lower cabin ROC

during descent?

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COMMENTS ON ACTIVITY 2

Our eardrums are more sensitive to the positive pressure increases

which are encountered during descent, particularly at the lower
altitudes. It is for this reason that the cabin ROC is controlled to a
lower setting than during ascent.

Now let us continue with our study of the pressurization control panel
in Fig. 4.

 Landing Altitude Counter:

The destination airport altitude is set using the landing altitude

selector. This will ensure that the system fully depressurizes
the aircraft on landing.

 AUTO INOP:

This light illuminates when both pressure controllers fail. If only

one controller fails, the other will be automatically switched in
and the light will remain extinguished.

Pressure Controller

Fig. 5 on the next page shows one of the two identical pressure
controllers. Each has its own built in test equipment (BITE) which
enables the controller to store any faults it may develop, and to allow
the maintenance engineer to check for controller and system faults.
Operation of the BITE controls will illuminate the appropriate light(s)
if a fault exists, and the engineer will take the appropriate
maintenance action.

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TEST BUTTON
FOR LIGHT

PRESSURE SENSOR

BITE
INSTRUCTIONS

STATIC
FAULT LIGHTS
LIGHT

BITE
CONTROLS

Fig. 5 ELECTRONIC PRESSURE CONTROLLER

The controller is fed with numerous inputs which include:

 Ambient pressure signals from the air data computer.

 Cabin pressure.

 Engine thrust lever position - this tells the controller when take
off is commencing.

 Air/ground logic - this initiates the controller into flight or

ground mode.

 Tachometer - this provides a feedback signal from the

discharge valve motor to the controller to improve the motor's
response.

 Various system component inputs to the fault detection circuits

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of the controller.

From this information you can appreciate just how automated and
powerful modern pressurization systems have become.

Discharge Valve

The discharge valve shown in Fig. 6 consists of two electrically

operated doors or panels, two a.c. motors and one d.c. motor, the
tachometer which we have already mentioned, and a potentiometer
which feeds signals to the valve indicator on the pressure control
panel.

D.C. MOTOR
ACTUATOR

GEARBOX

AC MOTOR

ATTACHMENT
SCREWS

AC MOTOR ACTUATOR DRIVE LINK

ALIGNEMNT BUSH

DOOR PUSH ROD

AFT
DOOR

FWD
DOOR

Fig. 6 ELECTRICALLY OPERATED DISCHARGE VALVE

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Fig. 6 shows that the operating linkages are arranged in such a way
as to open the forward door downwards, while simultaneously
opening the rear door upwards. This arrangement produces a venturi
effect similar to that which we mentioned in the last system, to
provide additional thrust during flight.

The discharge valve motors receive their electrical signals from the
pressure controllers in the following pattern:

 No. 1 controller feeds No. 1 valve motor.

 No. 2 controller feeds No. 2 valve motor.

 Manual control inputs feed the d.c. motor.

Operation

Let us now consider the operation of a discharge valve during a

typical flight. The following sequence of events should also help you
to confirm your understanding of a typical pressurization system.

 Power Up:

The selected controller goes into standby mode while it tests

the BITE functions and verifies its own serviceability. When the
tests are completed it enters the ground mode.

 Ground Mode:

This will cause the controller to drive the discharge valve from
fully open to close then fully open again. At the same time it
will verify the correct operation of the valve and allow the
controller to determine valve position.

 Take Off Mode:

When the engine thrust levers are advanced 10 degrees from

idle, the controller enters the flight mode and sets cabin
altitude to 70 feet below the take off airport. This causes the
discharge valve to move towards closed in an attempt to create
a cabin pressure equivalent to -70 ft.

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ACTIVITY 3 5 Minutes

Why does the controller create this slight increase in cabin pressure
just before take off? (If you need a clue, think about the location of
the discharge valve and a typical take off run.)

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COMMENTS ON ACTIVITY 3

Your answer should contain the following points:

During the take off run, at the point of aircraft rotation, airflow would
be acting upon the discharge valve in such a way as to present an
obstruction to the discharge of cabin air. This would cause a slight
temporary rise in cabin pressure, a pressure 'bump' which would be
uncomfortable for the passengers. Increasing the cabin pressure to
the equivalent of 70 feet below take off airport altitude nullifies this
effect.
To continue our description. Immediately after rotation of the aircraft
the landing gear weight switches will signal the controller that there
is no weight on the wheels and it will enter the flight mode.

 Flight Mode:

Here the controller now reads in the aircraft altitude from the
air data computer and automatically determines the
appropriate cabin pressure. The controller will also detect any
changes in flight attitude such as climb, cruise, or descent, and
adjust cabin pressure accordingly by signaling the discharge
valve to move in the required direction.

This then completes our study of discharge valve control by an

electronic system. Though in practice such systems may contain
many additional features, they are beyond the scope of this module
due to their complexity and variety. You will, however, now have a
good understanding of the basic operation of such systems.

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SELF ASSESSMENT

Spend about 10 to 15 minutes on this, writing your answers in the

spaces provided.

1. In a pneumatically operated pressurization system, how is

movement of the discharge valve accomplished?

2. Once discharge valve movement has been initiated, what

causes it to stop moving?

3. What is the basic difference between a pneumatically operated

pressure controller and that which is to be found in an
electronic pressurization system?

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SELF ASSESSMENT REVIEW

1. In pneumatically operated pressurization system, the discharge

valve is moved under the influence of pressure signals which it
receives directly from the pressure controller.

2. Movement of the discharge valve ceases when the pressure

signal it receives from the controller stabilizes. This state of
affairs would exist when the controller senses that the cabin
altitude has reached the preselected altitude for example.

3. The basic difference is that whereas the pneumatically

operated controller senses variations in air pressure from the
different sources feeding it, and transmits pressure signals to
the discharge valve accordingly, the electronic controller
transmits only electrical signals to an electrically driven
discharge valve. The signals feeding the controller are usually
electrical, but it can also convert any air pressure signals which
it may be receiving into electrical signals by means of a
transducer.

SUMMARY

You should now have a reasonable understanding of the method by

which the discharge of pressurizing air is controlled. Examination of
even the most modern and complicated pressurization systems
should enable you to understand discharge control without too much
trouble.

RECOMMENDED READING

Civil Aircraft Inspection Procedures (CAIPs),

Part II Leaflet AL/3-24.

Airframe and Power plant Mechanics Handbook,

EA-AC 65-15A Airframe Handbook.

Aircraft Maintenance Manual (ATA 100) Chapter 21.

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SUGGESTED PRACTICAL ACTIVITIES

If you have access to a pressurized aircraft, locate the discharge

valve(s) and study the way in which they operate. Is there more than
one method of operation? Find out what determines which of the
methods of operation are used and the reasons for using each
particular method.

If you cannot perform these tasks on an actual aircraft, obtain a

pressurized aircraft Maintenance Manual and study the description
and operation of the discharge valve in Chapter 21.

If the aircraft you are studying has built in test equipment (BITE)
fitted, find out what the equipment can tell you about the operation
of the discharge valve(s).

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