ATA 21 – Air Conditioning

and Pressurization
Prepared by: Engr. James Sinoben
Air Conditioning and Pressurization
Aircraft are flown at high altitudes for two reasons:
▪ First, an aircraft flown at high altitude consumes less fuel for a given airspeed
than it does for the same speed at a lower altitude because the aircraft is more
efficient at a high altitude.
▪ Second, bad weather and turbulence may be avoided by flying in relatively
smooth air above the storms.
In order to fly at higher altitudes, the aircraft must be pressurized or suitable
supplemental oxygen must be provided for each occupant.
The Atmosphere
▪ As air pressure decreases, the density of the air also decreases. Conversely, 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.

𝑝 = 𝜌𝑅𝑇
Oxygen and Hypoxia
▪ The resultant sluggish condition of mind and body produced by insufficient
oxygen is called hypoxia.
▪ There are several scenarios that can result in hypoxia. During aircraft operations,
it is brought about by a decrease in the pressure of oxygen in the lungs at high
altitudes.
▪ Greater pressure pushes the oxygen from the lung alveoli into the bloodstream.
As the pressure is reduced, less oxygen is forced into and absorbed by the blood.
 Oxygen pressure
Altitude MSL (feet)
(psi)
0 3.08
5,000 2.57
10,000 2.12
15,000 1.74
20,000 1.42
25,000 1.15
30,000 0.92
35,000 0.76
40,000 1.57
Cabin Pressurization

▪ A cabin pressurization system typically maintains a

cabin pressure altitude of approximately 8,000 feet
at the maximum designed cruising altitude of an
aircraft.

Definition of Terms:

Cabin altitude—given the air pressure inside the cabin, the altitude
on a standard day that has the same pressure as that in the cabin.
Rather than saying the pressure inside the cabin is 10.92 psi, it can
be said that the cabin altitude is 8,000 feet (MSL).

Cabin differential pressure—the difference between the air

pressure inside the cabin and the air pressure outside the cabin.
Cabin pressure (psi) – ambient pressure (psi) = cabin differential
pressure (psid or Δ psi).
Bleed Air
▪ On aircraft powered by turbine engines, bleed air from the engine compressor
section is used to pressurize the cabin.
▪ When air enters a turbine engine, it goes through a series of compressors, which
significantly increase the air temperature and pressure before mixing that air with
fuel and igniting it. A small portion of that compressed air, however, does not enter
the combustion chamber and instead is redirected from the engine via valves,
ducting and manifolds to various other areas of the aircraft.
▪ This engine bleed air is very hot, between 200 to 250 degrees C, and very high in
pressure, around 40 psi.
Bleed Air
▪ Because the air at high altitudes is too thin to meet human oxygen needs, engine
bleed air is used to provide appropriate cabin pressurization as well as air -
conditioning.
▪ After leaving the engine and passing through the air-conditioning pack, where it is
cooled, this bleed air is combined with recirculated cabin air before it enters the
cabin.
HOW ENERGY FROM BLEED AIR CAN BE
UTILIZED IN AIRCRAFT SYSTEMS
▪ START THE ENGINE: Bleed air can be extracted from the APU to power the air
turbine starter, which provides the initial torque needed to get the engine’s main shaft
rotating
▪ COOL THE CABIN: By directing a controlled supply of bleed air to the aircraft’s A/C
packs, the temperature of the cabin’s air conditioning can be easily regulated
▪ KEEP POTABLE WATER FLOWING: Bleed air can be used to pressurize the potable
water holding tank, eliminating the need for an onboard water pump
▪ IMPROVE AIRCRAFT AERODYNAMICS: When fed through specialized wing flaps,
bleed air can enhance the boundary layers formed on the wings, making the aircraft
even more aerodynamic
▪ DE-ICE THE WINGS: Hot bleed air is perfect for keeping critical parts of the aircraft
(i.e. the wings) ice-free