11.16 Pneumatic/Vacuum (ATA 36) : Basic Maintenance Training Manual Module 11 Aircraft Structures and Systems

Basic Maintenance
Training Manual
Module 11 Aircraft Structures and Systems

11.16 Pneumatic/Vacuum (ATA 36)
Sep04 / THTT
Copyright by SR Technics Switzerland
Corresponding with EASA Part-66

For training purposes only
Cat: B1.1
11.16 - 1
Basic Maintenance
Training Manual
System Lay-Out
Introduction
The pneumatic system is a system that transports energy by means of hot air
pressure.
Pneumatic systems are used as power source for aircraft systems with high
power requirements (Thermal or mechanical).
The power/weight ratio is most better as for electrical- or hydraulic power
sources. There is even a safety aspect to use pneumatic systems because:
small leaks do not consequently following to a pneumatic system lost.
in case of electrical power loss in flight the pneumatic systems are still pressurized.

Mobile starter units or ground pneumatic networks fix installed in hangars or

on the tarmac.
APU
Engine compressors
General Safety Precautions
Before you pressurize a pneumatic system on ground make sure that the
electrical system is energized, otherwise pneumatic operated systems may
start unwanted and/or unprotected.
Do not supply pneumatic operated systems with cold pneumatic air
otherwise icing of turbines and valves may occur.
Figure 1: Pneumatic Sources
Users
Aircraft systems supplied by pneumatic systems are:
Air conditioning systems (Air cycle packs, Cabin compressors, Freon compressors)
Air driven hydraulic pumps
Engine starter motors
Engine thrust reverser actuators
Anti-ice or de-icing systems for wing, tail and air inlets
Cargo heating and ventilation systems
Galley and Lavatory ventilation systems
Pneumatic actuators (for Flight Control-, Thrust Revers-, Cargo Loading

Sys- tems)
Water tank pressurization systems
Hydraulic tank pressurization systems
Sources
Pneumatic sources in flight are:
Engine compressors
As alternate source: Airborne Auxiliary Power Unit (APU), if designed for

bleed air supply in flight.
Pneumatic sources on ground are:
Main Components
Ground Pneumatic Connection
Basic Maintenance
Training Manual
Pneumatic hose adapter with integrated check valve.

Figure 2: Typical Pneumatic System Lay-Out
High Pressure Control Valve

Is used to determine the source of engine compressor stage.
LP Check Valve
Prevents reverse flow to the engine low stage compressor.
Pressure Regulating Valve

Shut-off or regulates the pneumatic supply pressure.
Over Pressure Valve

Closes in case of malfunction of the pressure regulating valve to protect the
users against over pressure.
Fan Air Valve

Regulates the pneumatic supply temperature.
Heat Exchanger
Is used to cool the pneumatic air with fan air.
Isolation Valve
Is used to split or connect the different pneumatic systems.
APU Bleed Valve

Shut-off or allows APU bleed air supply.
Manifold Failure Sensing Element

Is used to detect bleed air leaks or duct rupture.
Sources
Pneumatic sources in flight are:
Engine compressors (low or/and high pressure stages depending on engine

power setting)
As alternate source: Airborne Auxiliary Power Unit (APU), if designed for

bleed air supply in flight.
Pneumatic sources on ground are:
Mobile starter units or ground pneumatic networks fix installed in hangars or

on the tarmac. For pneumatic ground sources, standard quick release connectors with a diameter of 3 inches are normally used.
APU
Engine compressors
Engine Bleed Air Supply System

The engine bleed air system consists of the power source (the engine compressors) and the control devices. These control devices regulate temperature and
pressure during system operation.
Basic Maintenance
Training Manual
Because of the great variation of air output available from a gas turbine engine
be- tween idle- and maximum power there is a need to maintain a reasonable
supply

The LP check valve prevents reverse flow to the engine low stage compressor.
Pressure Regulation
The pressure regulating valve shuts-off or regulates the pneumatic supply pressure to a constant value. The valve is pneumatic actuated and electrically
controlled by a shutoff solenoid or a torque motor, depending of aircraft type. In
case of electrical power loss, the valve opens and regulates a constant pressure.
Temperature Regulation
The fan air valve regulates the amount of fan cooling airflow via the heat
exchanger to control the required pneumatic temperature. The valve is
normally pneumatically actuated with control pressure from a thermostat or
from an electrically controlled torque motor, depending on the aircraft type.
Figure 3: Engine Bleed Air System
FAN
of air during low power operation as well as restricting excessive pressure and
temperature when the engine is at maximum power.
ENGINE
COMPRESSOR
STAGES
When low stage air is insufficient for the pneumatic system to maintain the prescribed flow or temperature requirements, the high pressure control valve will
open and allow high stage air to enter the bleed air ducting, so increasing the
engines output of bleed air.
As the output of compressor air depends on engine power the high pressure
control valve will be open at low power (Descent or Idle). As the engine power
increases low stage air pressure will increase and close the valve, so in normal
cruise flight bleed air will come from the low stage.
The high pressure control valve is normally pneumatically actuated and may be
controlled by solenoids or a torque motor.
LOW
HIGH PRESSURE
CONTROL VALVE
FAN
AIR
VALVE
HIGH
Compressor Stage Selection

The air is ducted from two different stages of the compressor, a low pressure
stage and a high pressure stage. The high pressure control valve is used to
determine the source of engine compressor stage.
LP CHECK
VALVE
PRESSURE
REGULATING
VALVE
STARTER
OVER
PRESSURE
VALVE
HEAT
EXCHANGER
OVERBOARD
EXAMPLE:
PRESSURE AND TEMPERATURE FIGURES
FOR DIFFERENT POWER SETTINGS
USERS
TAKEOFF
CRUISE
DESCENT
LOW STAGE
PRESS TEMP
[ PSI ] [ C ]
111
29
13
346
219
91
HIGH STAGE
PRESS
[ PSI ]
TEMP
[ C ]
420
110
34
606
427
179
Basic Maintenance
Training Manual
Engine Bleed Air Control System
The engine bleed air system is normally controlled and monitored by a
Pneumatic System Controller (PSC) or a Bleed Monitoring Computer (BMC).
The controller or computer receives all the necessary input signals from the
engine pneumatic system sensors, valves and bleed air control switches to
monitor the system or shutoff the system in case of dangerous conditions. It
provides warning and status signals for the indication on the Engine Warning
Display.
The controller contains also a Built In Test Equipment (BITE) to localize and
stores the failures of the faulty bleed air components. For trouble shooting the
BITE system can be used via a Centralized Fault Display System (CFDS).
Functional Description
(see Figure 4: Example of an Engine Bleed Control System (A320) on page 6)
The bleed air is normally supplied from the engine low pressure compressor
stage to minimize the engine fuel consumption. During low engine speed, if the
low stage pressure and temperature is insufficient, the air is supplied from the
high pressure compressor stage.
The transfer from one bleed stage to the other is achieved by the High Pressure
Valve (HPV). The HPV is pneumatically controlled and connected via a coupling
sense line with the Pressure Regulating Valve (PRV). The HPV is spring loaded
closed and starts to open at 8 psi high stage pressure. It regulates the
downstream pressure to 36 psi.
The HPV closes if:
the high stage pressure exceeds 100 psi or
the low stage pressure exceeds 36 psi or
the Pressure Regulating Valve (PRV) is closed. (The PRV discharge the
HSV opening pressure to ambient via the coupling sense line)
The Pressure Regulating Valve (PRV) regulates the pneumatic supply pressure
to 44 psi. The PRV is pneumatically operated and controlled by the Temperature
Limiting Thermostat (TLT) via a sense line. To prevent a pneumatic overheat
condition, the TLT reduces the PRV outlet pressure progressively if the
pneumatic supply temperature exceeds a maximum limit (>235C). The PRV is
spring loaded closed and starts to open at 8 psi upstream pressure.
The TLT vents the PRV opening pressure to ambient for closing the valve if:
a reverse flow condition exists (PRV upstream pressure lower as

downstream pressure) or

the Solenoid in the TLT is energized.

The Solenoid in the TLT is energized
if:
the ENG BLEED P/B is in "OFF" position or
the ENG FIRE P/B is pushed or
the Engine Starter Valve is open or
the APU supplies the respective pneumatic system or
the BMC detects an over pressure condition (> 56 psi) or
the BMC detects an over temperature condition (>257C) or
the BMC detects a leak in the respective pneumatic system.
The Over Pressure Valve (OPV) prevents excessive pneumatic supply pressure.
The valve is pneumatically actuated and normally spring loaded open. It start to
close if the upstream pressure exceeds 75 psi and is fully closed at 85 psi. The
OPV re-opens if the pressure decreases below 35 psi.
The pneumatic supply temperature is reduced if necessary in the heat
exchanger with cooling air from the engine fan compressor. The Fan Air Valve
(FAV) regulates the cooling air flow via the heat exchanger. The Fan Air Valve
is spring loaded close and pneumatically controlled to open by the Temperature
Control Thermostat (TCT) via a sense line. The TCT modulates the Fan Air Valve
to control the pneumatic temperature at 200C.
The Regulated Pressure Transducer (RPT) sends the PRV downstream pressure
signal to both BMCs for pressure indication and failure monitoring.
The Transfer Pressure Transducer (TPT) sends the transfer pressure (upstream
pressure of the PRV) to the BMC. The signal is used for failure monitoring of the
PRV & HPV.
The Temperature Sensor (TS) is a dual sensor and sends the pneumatic supply
temperature to both BMCs. The signal is used for temperature indication and
failure monitoring.
The BMC illuminates the FAULT light in the ENG 1 BLEED P/B if:
the regulated pressure is > 57 psi or
the regulated temperature is > 257 C or
the BMC detects a leak in the respective pneumatic system or
the PRV fails to close during engine start or APU Bleed supply or
the PRV fails to close if the engine is not running.

The FAULT light extinguishes when the ENG 1 BLEED P/B is set to OFF position
provided the failure cause is removed.
11.16 - 6
Module 11 Aircraft Structure
WATER TANK
PRESSURIZATION
HOT AIR VALVE

ACTUATOR
PACK 2
X - FEED
VALVE
PACK 1
Cat: B1.1
HYDRAULIC TANK
PRESSURIZATION
LH WING
ANTI-ICE
RH WING
ANTI - ICE
FROM ENG 2
FUEL PRESS.
TEMPERATURE
LIMITING THERMOSTAT
APU
ECB
POSITION
TEMP. CONTROL
TCT
ENERGIZED TO CLOSE
PRV & HPV
TLT
TO 200C
COMP
APU
(LIMITS TEMP. TO 235-245C

VENT BY REDUCING THE PRV OUT- LET PRESS. TO 17,5 PSI & PREVENTS REVERSE FLOW BY CLOSING THE PRV & HPV)
IGV ACT
TM
AIR INLET
HEAT
EXCHANGER
APU BLEED
VALVE OPEN
INLET
ENG 1 FIRE
FUELGUIDE VANE ACTUATOR

PRESS.
OVER BOARD
PUSH
FAV
FAN AIR VALVE
TEMPERATURE INDICATION
& FAILURE MONITORING
TRANSFER
PRESSURE TRANSDUCER
TPT
BMC 1
USED FOR PRV & HPV
FAILURE MONITORING
X - FEED VALVE CLOSE
OVER
PRESSURE VALVE OPV TO BMC 2
REGULATED
PRESSURE TRANSDUCER
CLOSED > 85 PSI REOPEN <
35 PSI
Corresponding
For training purposes
with EASA
onlyPart-66
TEMPERATURE
CONTROL THERMOSTAT
APU BLEED
CONTROL
TM
VALVEACT
HP GROUND
CONNECTION
TO BMC 2
PRESSURE INDICATION
& FAILURE MONITORING
REG
RPT
2
STARTER
VALVE OPEN
APU BLEED
LH ONLY
ENGINE
STARTING SYSTEM
APU BLEED
LH & RH
PRV CLOSE CMD
REG
PRESSURE
REGULATING VALVE
(REG: 44 PSI)
TRASFER PRESS. < 4 PSI AND ENGINE NOT RUN

COUPLING SENSE LINE
PRV
HIGH
PRESSURE VALVE
SET
FF
RESET
10s TD
OVER TEMP. > 257C OVER PRESS. > 57 PSI
PRV CLOSE
FF
Q
SET
LH WING LEAK
LH PYLON LEAK
REG
BLEED MONITORING COMPUTER (BMC 1)

HPV
CHECK VALVE
(REG: 36 PSI)
PACK 1
ENG 1 BLEED
FA
N
LOW
STAGE (5 )
th
HIGH
STAGE
(9th)
ENGINE COMPRESSOR STAGES
FAULT
OFF
X - BLEED-
APU BLEEDAUTO
FAULT
ON
SHUT
PACK 2
ENG 2 BLEED
OPEN
FAULT
OFF
opyright by SR Technics Switzerland Sep04 / THTT
Figure 4: Example of an Engine Bleed Control System (A320)
Basic Maintenance Training Manual
TEMPERATURE SENSORTS
Basic Maintenance
Training Manual
APU Bleed Air Supply System
There are different APU bleed air supply systems installed in modern aircrafts.
The system varies with the respective APU-Type.
The most APUs are designed for bleed air extraction on ground only. If an APU
is designed for bleed air extraction in flight, then the bleed air extraction is
normally limited up to a specific flight altitude.

Figure 6: APUs witch extracts the bleed air from a separate load compressor driven by the turbine of the power section (Example: A330).
APU bleed air supply has normally a higher priority as engine bleed air supply.
That means, the engine bleed supply is automatically inhibited if APU bleed is
selected.
Three different APU bleed air supply systems are mainly used:
Figure 5: APUs witch extracts the bleed air from the compressor of the
power section. (Example: B-747)
Figure 7: APUs with two shafts (N1 & N2) witch extracts the bleed air from
the N1-Compressor driven from the N1-Turbine (Example: MD-11).
Sep04 / THTT

Cat: B1.1
11.16 - 7
Basic Maintenance
Training Manual
APU Bleed Air Control System
The APU bleed air control system consists of two main systems.
the Inlet Guide Vane (IGV) control system and
the bleed control system.

The Inlet Guide Vane control system controls the position of the load compressor
inlet guide vanes in order to avoid overtemperature (High EGT) of the power
section.
The bleed control system controls the APU Bleed Control Valve in order to avoid
load compressor surge condition.
(see Figure 10: APU Bleed Air Control System (A320) on page 9)

To provide this function, the ECB needs input signals from several sensors.
Figure 8: Inlet Guide Vane System - Operation
IGV Control System

The APU load compressor, driven with a constant speed from the turbine of the
APU power section, supplies the APU bleed air. The quantity of APU bleed air
can be controlled with the load compressor inlet guide vanes. The inlet guide
vanes are moved by the IGV actuator. The IGV actuator is fuel pressure
actuated and electrically controlled by a torque motor.
The APU ECB controls the torque motor according the aircraft pneumatic
demand signals for air conditioning operation or engine start. The bleed air
quantity is limited by the APU Exhaust Gas Temperature (EGT). The EGT-Limit
varies with the APU air inlet temperature.
The actual EGT increases with the APU load. That means with a high APU
gener- ator load the APU bleed air supply will be automatically reduced.
(APU electrical power supply has priority).
If no APU bleed air is selected or during APU start sequence the IGVs will be
controlled to close to unload the APU shaft.
Above 20000 ft flight altitude, the IGVs will be controlled to close. For this
function the ECB uses the pressure signal from the air inlet pressure sensor
(P22).
(APU bleed air can normally be used up to a specified flight altitude).
Figure 9: Air Bleed System - Operation
Bleed Control System

The APU bleed control valve controls the air from the load compressor to the
pneumatic system or to the APU exhaust duct. The valve actuator is fuel
pressure operated and controlled by a torque motor.
The APU ECB controls the torque motor in order to avoid load compressor surge
condition and to supply the aircraft pneumatic system.
Sep04 / THTT

Cat: B1.1
11.16 - 8
11.16 - 9
Module 11 Aircraft Structure
LH WING LOOP A
LH WING LOOP B
RH WING LOOP A
RH WING LOOP B
PACK 2
PACK 1
RH WING ANTI - ICE
X - FEED
VALVE
HP GROUND
CONNECTION
FROM
ENG 1
RH PYLON
LOOP
FROM
ENG 2
APU
CHECK VALVE
APU BLEED
CONTROL VALVE
TM
ACT
FUEL PRESS.
X-BLEED
APU BLEED
SHUT
APU LOOP
OPEN
FAULT
ON
BLEED FLOW
SENSOR (P24)
EGT SENSORS (2)
APU
FUEL
PRESS.
LH WING
RH WING
LOOP BLOOP BLOOP
IGV ACT
LOAD COMPRESSOR
AIR INLET
RH PYLON
INLET
AIR
GUIDE VANE ACTUATOR
TM
INLET TEMP/PRESS SENSOR (P22)
BMC 2
APU BLEED SW ''ON'' LH WING OR LH PYLON
OR APU LEAK WARNING (INHIBITED DURING MES)
APU BLEED
ON CMD
TO BMC 1
FF
RESET
SET
ACTUAL
POSITION -
APU LOOP STATUS

NOT OPERATIVE
LEAK WARNING
POS. CMD
SURGE PROTECTION &
ARING 429
BUSES
APU ECB
DRIVER
DRIVER
ACTUAL
LOAD COMPRESSOR
- POSITION
DISCHARGE TEMP. (LCDT SENSOR P29)
P
BLEED FLOW
POS.+ CMD
P SENSOR (P24)
SIGNALS
(SENSOR P22)
BLEED CONTROL
AIR INLET TEMP/PRESS
BLEED
ON
IGV
CONTROL ( MAX. EGT LIMITATION )
APU SPEED
BMC 1SENSOR
APU SPEED > 95%
APU BLEED SW ''ON''

LH WING OR LH PYLON OR APU LEAK WARNING
(INHIBITED DURING MES)
APU BLEED
ON CMD
EGT
APU SHUTDOWN
TO BMC 2
APU
MASTER SW
FF
ESET
SET
LH WING
RH WING
LOOP ALOOP ALOOP
APU LOOP STATUS

NOT OPERATIVE
LEAK WARNING
SW "ON"
FAULT
ON
IGV
40 -100%
open
IGV
100%
open
LH PYLON APU LOOP
ENVIRONMENTAL CONTROL
ZONE TEMPERATURE CONTROLLER
SYSTEM DEMAND (ECS DEMAND)
EIU 1
EIU 2
MAIN ENGINE START DEMAND

(MES)
opyright by SR Technics Switzerland Sep04 / THTT
ON
DISCHARGE
TO EXHAUST
LCDT
SENSOR (P29)
AUTO
Corresponding
For training purposes
with EASA
onlyPart-66
LH PYLON
LOOP
Figure 10: APU Bleed Air Control System (A320)
Basic Maintenance Training Manual
LH WING ANTI - ICE
RAM AIR
Cat: B1.1
HYDRAULIC TANK PRESSURIZATION

HOT AIR VALVE ACTUATOR
WATER TANK PRESSURIZATION
Basic Maintenance
Training Manual
Indications and Warnings

Figure 12: Example for Pneumatic Indications and Warnings
Indications
To monitor the pneumatic system, normally pneumatic pressure and temperature
indicators are installed in the cockpit. On newer aircrafts this indications may be
shown on a system display screen. (see Figure 13: Example for a Pneumatic
Sys- tem Display on page 11)
Warnings
To alert the flight crew if dangerous or abnormal conditions in the pneumatic system exists warning and caution lights are provided in the cockpit.
Typical Warning lights are:
"PNEUM TEMP HI" This warning light comes on, if the pneumatic temperature exceeds a set threshold (255C)
"PNEUM MANFLD FAIL" This warning light comes on, if a duct rupture or a
leak in a pneumatic manifold is detected.
Typical Caution lights are:
"PNEUM ABNORM" This caution light comes on, if the pneumatic pressure
or temperature is abnormal or valves and sensors fails.
"USE ENG PNEUM SUPPLY" This caution light comes on, if the pneumatic
system is still supplied by the APU to remember the pilots that they must
use the engine pneumatic supply system.
On newer airplanes similar warnings may also be shown on a system or warning
display screens.
Figure 11: System Display
21170
41
45
APU
261
BLD AIR
3 TEMP
BLEED
AIRHI1 OFF
AIR 1-2 ISOL OFF AIR 1-3 ISOL OFF APU AIR ON
AIR MFD 2 FAIL
SEL APU AIR OFF
Sep04 / THTT

Cat: B1.1
11.16 - 10
Figure 13: Example for a Pneumatic System Display
30P SI
Green
Becomes amber i f l ower t han

4 psi or in case of overpressure
detected (above 57 ps i).
Green
Green
GND
PNEUMATIC TEMPERATURE
160C
APUB LEEDV ALVE
PNEUMATIC GROUND CONNECTION Indication
PNEUMATIC PRESSURE
Displayed o n g round
Green
APU valve not f ull o pen.
Green
APU valve fully o pen and APU

MASTER P/B i s ON.
BLEED
Became amber i n c ase of

overheat o r l ow t emperature
detection.
24C
Overheat i s d etected i f t he temperature exceeds:

- 290C for more than 5 sec or,
- 270C for more than 15 sec or,
- 257C for more than 55 sec.
Low t emperature is d etected i f t he temperature is
lower t han 150C.
NOTE:
On g round w ith engine at i dle, depending o n
ambient t emperature, the pneumatic t emperature
may b e lower t han 150C (displayed amber)
24C
H
50C
LO
RAM
AIR
H
50C
LO
HI
HI
ANTI - ICE Indication
ANTI
ICE
30 PSI
160C
ENGINE IDENTIFICATION
( 1/2 )
Pneumatic Leak
Warning Systems
ANTI i n w hite when WING P/B on t he ANTI- ICE panel i s ON.

Displayed
ICE
30 PSI
160C
GND
APU
The sensing
device with the loop test circuit is normally incorporated in a
Pneumatic
overheat
pneumatic controller. But2 it can also be a separate unit named as Manifold
HP ler (MFC). IP
HPFailure ControlIP
and structure damage in case of a pneumatic duct leak or rupture. In modern
aircrafts the system is also used to provide an automatic shut off of the affected
The advantage of this detection system is, that in case of a single open loop the
PRESSURE REGULATING VALVE
pneumatic system.
leak warning is not lost. The overheat setting of the loops may by different
valve to
open.
Three different technicsGreen
are applied
monitor a pneumatic manifold leak or duct
depending on the type of salt mixture. To monitor longer pneumatic ducts
TAT - 5 C SAT - 30 C
G.W.60300 KG
rupture:
multiple
loops are connected
in series.
Green
valve fully c losed.
23H56
The detection system can be tested by energizing a test relay. The test relay
Leak detection by thermal
switches
valve disagree in o pen p osition.
Amber
ISOLATION VALVE opens the loop circuit and sends a ground signal through the loops to energize
This method use thermal
switches
the
sensing
test make
sure that no loop has an open circuit and the
Green
valve
closed. relay. The ARROW
valveconnected
disagree in c in
loseparallel
position.to the warning light and
Amber
WING ANTI-ICE VALVE
if applicable to the automatic shut off circuit. The thermal switches close if the
sensing relay and the warning
light is ok.
Normally n ot d isplayed w hen t he corresponding
Green
valve open.
overheat setting is reached and open after cool down.
valve is c losed.
Figure
15: Leak detection by manifold failure loops.
PRESSURE
CONTROL
VALVE
valve disagree in
Figure 14: LeakHIGH
detection
by
thermal
switches
When t he corresponding v alve
Amber
Green
Normally w hite.
leak
warning
systems
are important
Becomes
amber
w hen engine
N2 below ito
dleprevent
OVER
HEAT
28V DC
Green
HP control v alve fully c losed.
Green
HP control v alve not f ully c losed.
(>124C)
HP control v alve disagree in

Amber
OVER
THERMAL
closed p osition.
SWITCH
1
conditions
closed p osition.
AUTOMATIC
SHUT OFF
CIRCUIT
Amber
Amber
is o pen i n f light and

p ressure is
PWR
normal.
PNEUMATIC
valve
MANIFOLD
disagree in
open p osition.
valve in t ransit.
HEAT
Amber
When t he corresponding v alve

is o pen o n g round o r w hen
pressure is HI or L OW in f light.
SENSING
LEAK
MANIFOLD
FAIL
LEAK
MANIFOLD
FAILR
PNEUM
ATIC
MANIF
OLD
AILURE LOOP
SEE: A-A
2-5
cm
M
A
NI
F
O
L
D
F
Leak detection by manifold failure loops

This method is used in modern aircraft. The manifold failure loop is a
grounded
flexible metallic tube filled with a salt mixture. Impeded in the tube is a conductor
insulated by the salt crystal. The conductor is connected via plugs and wires to
the
sensing device.
If the temperature of the salt mixture reaches the overheat setting, the salt melts
and provides a current flow to energize the sensing relay or amplifier. After cool
down the salt will crystallize again and interrupt the current for the sensing relay.
CROSS
SECTION
A-A
DEVICE
INNER
TEST
RELAY
AUTOMATIC
SHUT OFF
CIRCUIT
TEST
PWR
CONDUCTOR
SALT MIXTURE
TUBE
SENSING
RELAY
or
AMPLIFIER
( Overheat setting:
Melting point =
220 - 260C )
Leak detection by pressure switches

There are aircrafts which have for safety reason double walled pneumatic ducts
in the pressurized zones. A leak of the inner duct is monitored by a pressure
switch and indicated by a DUCT LEAK light located on the maintenance test
panel.
After repair of the leaky duct, the DUCT LEAK light must be reset by pressing
the RESET BUTTON on the maintenance panel.
Figure 16: Leak detection by pressure switches
OUTER DUCT CLAMP
INNER DUCT CLAMP
INNER DUCT
OUTER DUCT
LEAK
DUCT
LEAK
PRESSURE
SWITCH
> 3.6 PSI
DOUBLE
WALLED
PNEUMATIC
DUCT
RESET
SET
DUCT
MAGNETIC
LATCHING
RELAY
28V DC
RESET
BUTTON
LEAK
MAINTENANCE
TEST PANEL
Interfaces with other Systems

Aircraft pneumatic systems may have interfaces with following other aircraft systems:
Air Conditioning System
Auxiliary Power Unit (APU)

Wing and Tail Anti-Ice System
Engine and APU Fire Extinguishing System
Engine Thrust Control and Limiting System
Interfaces with the Air Conditioning Systems

In some aircraft the pneumatic supply temperature is controlled according the air
conditioning system flow demand. This allows a more economical pneumatic
system operation and therefore a significant fuel reduction during cruise flight.
Example MD-11:
The use of the more expensive high stage air is optimized without reducing any
passenger comfort.
Example A330/A340:
The regulated pneumatic supply temperature from the engine will be reduced
from normal 200C to 150C in case of low pack temperature demand if the
Wing Anti- Ice system is not in use.
Interfaces with the APU

In modern aircrafts:
The engine pneumatic system supply is automatically cutoff or inhibited if the
APU supplies the respective pneumatic system.
The APU pneumatic supply pressure will automatically increase for engine
starting or high air conditioning cooling demand.
Interfaces with the Wing and Tail Anti-Ice Systems

The pneumatic supply temperature from the engine will automatically increased
for wing and tail anti-ice system operation.
Interfaces with Engine and APU Fire Extinguishing Systems

On some aircrafts the pneumatic supply pressure will be automatically reduced
if the pneumatic supply temperature comes too high. This should prevent a
possible pneumatic overheat condition by reducing the bleed air flow via the heat
exchanger.
Example MD-11:
The pneumatic supply pressure will progressively decrease if the pneumatic temperature exceeds 243C.
The bleed air supply from the respective engine or APU is automatically cutoff, if
a fire extinguishing procedure is initiated. (Fire Handle actuated)
The most APUs automatically cutoff the bleed air supply if the APU fire warning
comes on.
Interfaces with Engine Thrust Control and Limiting System

The engine bleed air load factors will be used for automatic thrust control and
thrust limiting systems.
Example: The engine thrust target is limited by the FADEC depending on the air
bleed status.
Some aircrafts will automatically cutoff the engine pneumatic systems during
take-off mode to provide maximum take-off thrust.

11.16 Pneumatic/Vacuum (ATA 36) : Basic Maintenance Training Manual Module 11 Aircraft Structures and Systems

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11.16 Pneumatic/Vacuum (ATA 36) : Basic Maintenance Training Manual Module 11 Aircraft Structures and Systems

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Basic Maintenance

Module 11 Aircraft Structures and Systems