Laboratory

 Experiment  7  

Mohd  Ashraf  Mohd  Ismail  

 

Name : Mohammed Ashraf Bin Mohammed Ismail

Student No: N0806406
Contact No: 98225529
Date Submitted:
Lab.  :  Pressurization  Systems  
Course  Instructor:    Mr  Roger  Chua    
   
Table of Contents

ABSTRACT .................................................................................................................. 3

INTRODUCTION ......................................................................................................... 4

OBJECTIVES................................................................................................................ 5

EXPIREMENT PROCEDURE ..................................................................................... 6

DISCUSSION OF RESULT.......................................................................................... 9

REFERENCE .............................................................................................................. 11

APPENDIX.................................................................................................................. 12

2    
Abstract
This lab work is concerned with the experimental studies of aircraft cabin atmosphere
control/ pressurisation system. It shows the main component that is found in most
aircraft system and how the different components, valves and controller work together
to achieve a working cabin pressurisation system. For this experiment, we are using
the Pressurisation System Trainer (AS-64) and is similar to many modern turbine
aircraft.

Introduction  to  Aerospace  Engineering  Lab  7   3  

 
 Introduction

“WE HUMANS NEED AIR TO LIVE, so we do best around sea level. Airplanes
are at their best up high, where the air is thin and smooth. And therein lies the rub:
We invented a machine that thrives where we don’t.”[1]
Today most commercial aircraft are cruising altitudes that can reach upwards of
40,000 feet but unfortunately the human body can’t breath air at such high altitude
therefore the cabin is needed to be pressurized at a much lower altitude
Effects of no cabin pressurization include hypoxia, altitude sickness decompression
sickness barotraumas, unconsciousness and even death in prolonged situation.
A good analogy for explaining how cabin pressurization works is that is compressed
air is pumped into the cabin just like a balloon and maintaining a specific
pressure(around 8000 feet(1,572 pounds per square foot or 75 kilopascals)). Just like
a balloon if there is not exit point while more air is being pumped in, it will
EXPLODE; therefore some air is exited at the different valve.
Basically in every pressurization system there consist of outflow valves, Safety
valves, Dump valves and these valves are controlled by the pilots via the cabin
pressure gages and pressure controller.

Figure  1-­Digital  Cabin  Pressure  Control  System(DCPCS)  

Key Characteristics and Overall Effectiveness

There are several characteristics of the cabin air system are:
Air circulation is continuous. Air is always flowing into
and out of the cabin.
Outside-air mixing replenishes the cabin air constantly.
The outside-air content keeps carbon dioxide and other
contaminants well within standard limits and replaces
oxygen far faster than the rate at which it is consumed.
Cabin air is typically quite dry at cruise altitudes. With 50
percent recirculation, the cabin is provided with at least a
modest level of humidity.
Figure  2  -­  Outflow  Valve  

4    
Objectives
From the experiment we were able to :

I. To  simulate  the  functionality  of  an  aircraft  cabin  atmosphere  

control/pressurization  system

OPERATION

Introduction  to  Aerospace  Engineering  Lab  7   5  

 
Experimental Procedure

Procedure:

Pre-­Set-­Up  Inspection  
1.  Inspect  trainer  components  for  security.  
2.  Inspect  all  Plumbing  and  hardware  for  tightness  
3.  Inspect  electrical  wiring  for  loose  connections  
4.  Make  sure  that  power  cable  is  not  cut,  worn,  or  abraded.  
5.  Identify  and  familiarize  yourself  with  all  controls  switches  and  components.  
 
Set-­Up  Procedure/Pre-­flight  
1.  Make  sure  that  AC  master  and  control  panel  master  switches  are  in  the  “off”  
position  before  connecting  to  AC  power  source.  (Unplug  trainer  when  not  in  use)  
2.  Turn  aircraft  altitude  control  knob  fully  counterclockwise.  
3.  Open  firewall  shut  off  valve.  
4.  Set  Cabin  Pressurization  Controller  Rate  knob  clockwise  to  Max.  
(Note:  due  to  the  cabin  pressures  present,  the  system  will  not  function  proper/v  with  
the  rate  adjustment  set  to  minimum)  
5.  Set  Cabin  Pressurization  Controller  Altitude  knob  to  field  elevation  
6.  Set  Pressure/Dump  switch  to  the  “pressure”  position.  
7.  Set  Landing  Gear  switch  to  the  “down”  position.  
8.  Connect  power  cord  to  appropriate  AC  power  source.  
9.  Set  the  Flow  Control  Disable  switch  to  the  ‘disable’  position.  
 
Engine  Start  
1.  Turn  AC  Master  to  “On”.  
2.  Turn  Instrument  panel  Master  switch  to  “On”.  
3.  Turn  Vacuum  Pump/Supercharger  switch  to  “On”.  
4.  Allow  a  few  seconds  for  instruments  to  stabilize.  Verify  that  the  suction  gauge  
reads  (5  inches.  Of  Hg  ±  1.0).  If  not  in  tolerance,  adjust  Suction  regulator  to  read  “5”.  
whenever  the  landing  gear  squat  switch  is  in  
the  ground  Position.  
(Note:  This  trainer  is  equipped  with  a  flow  control  valve  disable  switch.  Due  to  the  closed  loop  
system  used  to  generate  cabin  pressures  and  atmospheric  vacuum,  the  system  operates  
normally  with  this  component  disabled.)  
 
Take  Off  
1.  Set  the  Cabin  Pressurization  Controller  to  2000ft  above  field  elevation.  
2.  Move  the  Landing  Gear  switch  to  the  “Up”  position.  
3.  Begin  climbing  by  turning  the  Aircraft  Altitude  Control  to  the  right  (clockwise).  
Turn  
the  control  slowly  maintaining  a  climb  rate  of  less  than  2,000  fpm.  
Caution!  
(If  the  rate  of  climb  is  greater  than  6,000  fpm,  the  movement  of  the  meter  will  be  
damaged!)  
While  the  trainer  is  climbing,  observe  the  cabin  instruments.  When  either  the  safety  
or  the  outflow  valves  are  open,  the  differential  pressure  indicator  reads  “0”  and  the  
cabin  altitude  indicator  and  the  cabin  vertical  speed  indicator  reads  approximately  
the  same  as  the  actual  aircraft  altitude  and  vertical  speed.  
6    
When  the  aircraft  reaches  the  altitude  indicated  on  the  cabin  pressurization  
controller,  the  outflow  valve  will  close  and  you  will  notice  that  the  cabin  altitude  
indicator  will  maintain  at  the  set  altitude  on  the  cabin  pressurization  controller.  The  
differential  pressure  indicator  will  rise,  and  the  cabin  vertical  speed  indicator  will  
stop  climbing  and  maintain  a  rate  of  climb  of  zero.  As  you  climb  past  the  set  altitude  
on  the  cabin  pressurization  controller,  the  differential  pressure  indicator  will  
continue  to  increase.  The  cabin  vertical  speed  indicator  will  maintain  “0”  and  the  
cabin  altitude  indicator  will  maintain  the  altitude  set  on  the  cabin  pressurization  
controller.  
 
Cruise  
1.  After  you  have  reached  maximum  altitude,  the  cabin  altitude  should  remain  at  the  
altitude  selected.  To  illustrate  the  function  of  the  pressurization  system,  adjust  the  
cabin  pressurization  controller  to  a  lower  altitude,  the  differential  pressure  will  
increase  and  cabin  altitude  will  decrease.  Adjusting  the  controller  to  a  higher  
altitude  will  cause  the  differential  pressure  to  decrease.  If  the  controller  is  adjusted  
to  the  aircraft  altitude  or  above,  the  outflow  valve  will  move  fully  open  and  
differential  pressure  will  be  zero.  
2.  Set  Cabin  Pressurization  Controller  back  to  original  altitude  of  2,000  ft  above  field  
elevation.  
 
Descent  
1.  As  you  begin  to  descend,  notice  the  differential  pressure  gauge  decreasing,  while  
the  Cabin  Vertical  Speed  indicator  maintains  a  rate  of  climb  of  zero  and  the  Cabin  
Altitude  indicator  maintains  the  altitude  set  on  the  Cabin  Pressurization  Controller.  
As  you  reach  the  altitude  set  on  the  Cabin  Pressurization  Controller,  the  outflow  
valve  will  open.  When  the  outflow  valve  opens,  the  indicated  differential  pressure  
will  reduce  to  zero  and  the  Cabin  Vertical  Speed  and  Cabin  Altitude  should  match  
the  aircraft  VSI  and  altimeter.  
 
Landing  
1.  Move  the  Landing  Gear  switch  to  the  “down”  position.  The  safety  valve  will  now  
open.  The  safety  valve  should  always  be  open  while  on  the  ground,  with  the  
exception  of  when  conducting  a  Supercharger  Test.  When  the  Supercharger  test  
function  is  used,  the  Landing  Gear  position  switch  is  bypassed.  
 
Depressurization/Dump  Test  
The  dump  test  switch  is  used  to  verify  the  operation  of  the  pressure  safety  valve.  It  is  
also  used  in-­‐flight  in  the  event  of  an  emergency  requiring  immediate  cabin  
depressurization  —  such  as  smoke  in  the  cabin.  
1.  Move  the  pressurization/dump  switch  to  the  “pressurization”  position.  
2.  Move  the  landing  gear  squat  switch  to  the  “up”  position.  At  this  point,  the  safety  
valve  should  be  closed.  
3.  Move  the  pressurization/dump  switch  to  the  dump  position.  The  safety  valve  
should  now  open.  
4.  Return  the  pressurization/dump  switch  to  the  “pressurization”  position.  
(Note:  NEVER  use  the  Dump  switch  while  in  flight,  just  as  in  the  actual  aircraft,  except  
in  the  case  of  an  actual  emergency.  Test  the  dump  valve  function  ONLY  ON  THE  
GROUND,  NEVER  activate  the  landing  gear  switch  while  in  flight.  This  will  cause  the  
safety  valve  to  open  immediately  and  may  cause  damage  to  the  rate-­of-­climb  

Introduction  to  Aerospace  Engineering  Lab  7   7  

 
indicators  by  exceeding  their  design  limits.  Operate  the  landing  gear  switch  only  after  
descent.)  
 
 
Supercharger  Test  
1.  Set  Cabin  Pressurization  Controller  below  field  elevation.  
2.  Move  the  Landing  Gear  switch  to  the  “down”  position  (To  simulate  WOW).  
3.  To  activate  supercharger  test,  move  switch  down  to  “on”,  safety  valves  will  close.  
The  flow  control  valve  also  opens,  forcing  pressurized  air  into  cabin.  Note  that  
pressurization  of  cabin  by  differential  pressure  increase  and  by  cabin  altitude  
decrease.  
4.  Before  releasing  Supercharger  test  switch,  set  controller  to  field  elevation  and  
allow  time  for  the  cabin  to  return  to  field  elevation.  This  prevents  stressing  the  cabin  
rate  of  climb  indicator.  
5.  Release  the  Supercharger  test  switch.  Differential  pressure  will  return  to  zero  and  
the  cabin  altitude  will  return  to  field  elevation.  
 
Shutdown  Procedure  
1.  Turn  aircraft  altitude  control  fully  counter-­‐clockwise.  
2.  Move  gear  switch  to  the  “down”  position.  
3.  Turn  supercharger  switch  off.  
4.  Turn  panel  master  off.  
5.  Turn  AC  master  switch  off.  
6.  Disconnect  from  AC  power  source.

8    
Discussion of Result

REPORT  
 
(1)  What  is  the  primary  function  of  the  cabin  pressurisation  system  outflow  valve?  
 
The  cabin  pressurisation  is  used  as  a  primary  means  of  controlling  the  cabin  
pressure.  The  valve  controls  the  amount  the  air  allowed  to  escape  from  the  cabin.  It  
can  be  controlled  by  the  flight  crew  through  the  aircraft  environmental  control  
panel.  The  outflow  valves  opens  and  closes  to  maintain  the  desired  cabin  pressure    
and  in  many  systems,  operates  to  maintain  a  preset  cabin  altitude.  It  open  when  the  
pressure  is  above  the  preset  values  and  closes  when  to  increase  the  cabin  pressure  
 
(2)  How  is  the  cabin  pressure  of  a  pressurised  aircraft  usually  being  controlled?  
 
The cabin pressure of a pressurised aircraft is usually being controlled and regulated
through a pressurization controller, altimeter, rate of climb indicator, and a pressure-
dump switch.
 
(3)  What  is  the  purpose  of  the  dump  switch  in  a  pressurised  aircraft?  
 
A  dump  valve  is  used  to  release  all  the  cabin  pressurisation  when  the  aircraft  lands.  
The  valve  is  commonly  controlled  by  a  landing-­‐gear  squat  switch.  When  the  landing  
gear  oleo  is  compressed,  the  switch  caused  the  dump  valve  to  open  and  equalize  the  
cabin  and  ambient  atmosphere  pressures.  This  prevents  the  cabin  from  being  
pressurised  after  landing.  If  the  cabin  were  pressurised  on  the  ground,  it  might  not  
be  possible  to  open  the  aircraft  cabin  doors.  
 It  can  also  be  used  in  flight  in  the  even  of  emergency  when  requiring  immediate  
cabin  depressurisation  –  such  as  smoke  in  the  cabin.
 
(4)  What  situation  produces  negative  differential  pressure?  
 
Negative  differential  pressure  occurs  when  the  aircraft  rapidly  descend  and  the  
outside  atmospheric  pressure  outside  is  higher  than  the  pressure  inside  the  cabin.
 
(5)  What  is  the  purpose  of  the  safety  valve  in  the  cabin  pressurisation  system?  
 
The  safety  valve  in  the  cabin  pressurisation  system  open  automatically  and  start  
releasing  cabin  pressurisation  when  it’s  preset  values  is  reached.  This  preset  values  
is  at  approximately  0.3psi  higher  than  the  maximum  setting  of  the  outflow  valve.  
The  safety  vales  act  as  a  backup  should  the  relief  valve  on  the  outflow  valve  fail.  It  
prevents  the  cabin  from  overpressurised,  which  could  result  in  aircraft  structural  
failure.  
 
 
 
 
 
 
Introduction  to  Aerospace  Engineering  Lab  7   9  

 
(6)  Based  on  FAR  25  what  is  the  maximum  cabin  altitude  permitted  for  the  cabin  of  
a  transport  category  aircraft  with  the  aircraft  at  its  maximum  operating  altitude?  
What  is  the  cabin  differential  pressure  in  p.s.i.  when  the  cabin  is  at  this  maximum  
cabin  altitude  with  the  aircraft  at  its  service  ceiling  of  43,000  feet?  (Use  ISA  
pressures)  
Maximum  Operating  Altitude  –  43,000 feet.

Cabin pressure in aircraft is no more 8000 feet

1
The maximum cabin altitude is 43,000 feet – 8000 feet = 10.83psi – 2.06psi
8.67psi is the Maximum Cabin pressure Difference

1) (Note: Please see appendix I for the conversion table )

10    
Reference

1) “Pressure Conversion Table ”

http://wiki.xtronics.com/index.php/Pressure_Conversion_Table 5th October
2008

2) “Pressurisation -The 737 Technical Site.”

<http://www.b737.org.uk/pressurisation.htm.> 6th October 2008.

3) Micheael J. Kroes, Willism A. Watkins, Frank Delp. Aircraft Maintenance &

Repair. Sixth Edition. Macmillan/McGrraw-HillSchool Publishing Company,
1993.
4)

Introduction  to  Aerospace  Engineering  Lab  7   11  

 
Appendix I

Elevation to Air pressure

< 36089 ft; Alt = 145422.156 * (1-(psi/14.697)^0.190263105)

> 36089 ft; Alt = 20805.8257# * log(3.282807/Psi) + 36089.2388
< 36089 ft; Psi = 14.697 * (1 - Alt/145422.156)^5.255879746
> 36089 ft; Psi = 3.282807 / exp((Alt - 36089.2388)/20805.8257)
Temperature does have an effect, but these formulas represent standard day
conditions. On a standard day the temperature is known and the lapse rate (temp
change with altitude) is fixed by the ideal gas law. By definition the standard
atmosphere is dry air.

Elevation Inches of HG -
psi Torr Inches of HG Pa
in feet standard atmosphere

-3280 16.52 854.3318 33.63472 -3.70552 113901.224

-1640 15.59 806.2369 31.74124 -1.81204 107489.109

14.7 760.2105 29.9292 101352.784

820 14.26 737.4559 29.03336 0.89584 98319.0955

1640 13.85 716.2528 28.1986 1.7306 95492.2491

2461 13.44 695.0496 27.36384 2.56536 92665.4028

12    
3281 13.03 673.8465 26.52908 3.40012 89838.5564

4101 12.64 653.6776 25.73504 4.19416 87149.605

4921 12.26 634.0259 24.96136 4.96784 84529.601

5742 11.89 614.8914 24.20804 5.72116 81978.5446

6562 11.53 596.274 23.47508 6.45412 79496.4356

8202 10.83 560.0735 22.04988 7.87932 74670.1125

9843 10.17 525.9416 20.70612 9.22308 70119.5793

11483 9.54 493.3611 19.42344 10.50576 65775.8886

13123 8.94 462.3321 18.20184 11.72736 61639.0402

14764 8.38 433.3717 17.06168 12.86752 57777.9818

16404 7.84 405.4456 15.96224 13.96696 54054.8183

18045 7.33 379.071 14.92388 15.00532 50538.4972

19685 6.85 354.2478 13.9466 15.9826 47229.0185

21325 6.39 330.4589 13.01004 16.91916 44057.4348

22966 5.96 308.2214 12.13456 17.79464 41092.6935

24606 5.56 287.5354 11.32016 18.60904 38334.7946

26247 5.17 267.3666 10.52612 19.40308 35645.8432

27887 4.81 248.7492 9.79316 20.13604 33163.7342

29528 4.47 231.1661 9.10092 20.82828 30819.5201

31168 4.15 214.6173 8.4494 21.4798 28613.201

32808 3.84 198.5856 7.81824 22.11096 26475.8294

36.089 3.29 170.1424 6.69844 23.23076 22683.7184

39370 2.81 145.3192 5.72116 24.20804 19374.2397

42651 2.41 124.6332 4.90676 25.02244 16616.3408

45932 2.06 106.5329 4.19416 25.73504 14203.1793

49212 1.74 89.9841 3.54264 26.38656 11996.8602

52493 1.5 77.5725 3.054 26.8752 10342.1208

55774 1.28 66.1952 2.60608 27.32312 8825.27645

59055 1.1 56.8865 2.2396 27.6896 7584.22195

62336 0.94 48.6121 1.91384 28.01536 6481.0624

65617 0.8 41.372 1.6288 28.3004 5515.79778

82021 0.37 19.13455 0.75332 29.17588 2551.05648

984245 0.17 8.79155 0.34612 29.58308 1172.10703

104986 0.13 6.72295 0.26468 29.66452 896.31714

Introduction  to  Aerospace  Engineering  Lab  7   13  

 
14