For Training Purpose Only DETAILED TRAINING

VAR Part 7 - Aircraft Maintenance Basic Cat A

TRAINING MANUAL

ATA 36

Issue: 01
Rev: 00
Date: 25/04/2014
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Lufthansa Technical Training
PNEUMATIC/ VACUUM FUNDAMENTALS

PNEUMATIC/ VACCUM
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GENERAL SYSTEM DESCRIPTION
ATA 36

GENERAL SYSTEM DESCRIPTION

INTRODUCTION
Pneumatics deals with compressed or pressurized gas as a source of power.
Normally the gas used in pneumatics is air.
On aircraft pneumatic energy is used for
S engine starting,
S cabin pressurization and air conditioning
S wing anti−icing
S water reservoir pressurization and
S hydraulic reservoir pressurization on some aircraft.
You may find other systems and components that also work pneumatically, for
instance, air−driven pumps for hydraulics or air motors used for slat operation.
In any pneumatic system, air pressure and temperature need to be as constant
as possible to support the different consumers effectively.
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Figure 1 Pneumatic System

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AIR SOURCES
On all jet aircraft there is a very good air source available.
The engine compressor provides enough air for combustion purposes and also
for the pneumatic system.
You can see that the compressed air is bled from the engines, so therefore it is
called Engine Bleed Air or EBA. The engines are not the only source of air
supply for the pneumatic system. The auxiliary power unit APU is used to
supply the pneumatic system.
The only built−in air pressure sources are the engines and the APU. If both the
APU and engines are not running we can assume that the aircraft is on the
ground; if it isn’t we have a very serious problem.
If the aircraft is on ground, the pneumatic system can be supplied with external
air. This third air source can be delivered via connectors, the High Pressure
Ground Connectors.
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Figure 2 Pressure Sources

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ATA 36

BLEED AIR PRESSURE REGULATION

Here you have a very basic schematic of the pneumatic system.
You can see the engines, the APU, the High Pressure Ground Connector and
the feed lines to the consumers.
Normally, it is the engines that are the main source of air for the pneumatic
system, but first of all the engines produce thrust to fly the aircraft.
The engines have variable power requirements. If thrust is increased pressure
increases as well. Thrust changes generate varying amounts of air pressure.
However, this is undesirable as the consumers of the pneumatic system
require a constant predetermined level of pressure.
Therefore a pressure regulator is needed to maintain a constant level of
pressure and regulate the engine bleed air supply at high engine speeds. This
pressure regulator is known as the bleed valve.
At high engine speed the engine bleed air pressure is regulated. In a situation
when the engine thrust is at idle a second engine bleed port is used.
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Figure 3 Pneumatic System Schematic

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bleed air pressure regulation cont.

The high pressure compressor comprises several stages and at every stage
the pressure is built up more and more.
So if air pressure is bled at a lower compressor stage through a bleed port then
the bleed air pressure is lower and when it is bled at a higher compressor stage
then the bleed air pressure is higher. Because the bleed air is bled from two
compressor stages, the compressor stages are known in pneumatics as the
intermediate pressure, or IP, stage and the high pressure, or HP, stage.
So in situations where the higher pressure stage supplies the pneumatic
system there is a check valve to protect the engine compressor against
backflow.
For APU bleed air supply, no additional pressure regulator valve is needed but
a shutoff valve (called the APU bleed valve) is used to provide or to shut off the
APU bleed air and a check valve is used to prevent backflow.
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HAM US/F KlJ 01.04.2008 04|Bleed Air Press. Regul/A/B1 Page 8

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Figure 4 Engine Bleed Pick-ups

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ATA 36

TEMPERATURE REGULATION
The temperature in the pneumatic system must not exceed acceptable values.
You can see that if engine thrust increases then temperature increases and
vice versa. A built−in precooler is used to cool the engine bleed air
temperature. Cooling air is taken from the engine fan duct. The cooling air is
simply fan air. The cooling effect depends on the mass and temperature of fan
air.
You can probably guess that in order to vary the cooling effect, the mass of fan
air must also be varied. A fan air valve is used to allow more or less fan air to
pass the precooler.
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Figure 5 Temperature Regulation Components

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DISTRIBUTION
The pneumatic air is distributed via ducts.
Depending on the location of the air ducts they are known as
S the pylon duct,
S the left and right wing ducts,
S the APU duct and
S the crossover duct or crossbleed manifold.
The crossbleed manifold is usually located in the fuselage and connects the left
and right wing pneumatic ducts. A crossbleed valve is found to isolate the left
from the right wing pneumatic duct.
The pneumatic ducts are monitored by a leak detection system.
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Crossover Duct
(Crossbleed Manifold)

Figure 6 Distribution Components

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CONTROL AND MONITORING

Control of the pneumatic system is achieved either manually via the pneumatic
control panel in the cockpit or automatically by the pneumatic controller.
The pneumatic controller is a computer with specified tasks. There is one
pneumatic controller for each engine bleed air system. The role of the
pneumatic controller is to monitor pressure and temperature, to register leaks
and
to monitor the operation of the pneumatic components.
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Figure 7 Control and Monitoring

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ALTERNATE AIR SOURCES
ATA 36

ALTERNATE AIR SOURCES

ENGINE BLEED SOURCE
When the engines are operating at low speed, the normal stage of engine
bleed air supply cannot provide enough pressure to support the consumers.
This condition makes it necessary for bleed air to be taken from a higher stage
of the engine compressor.
The bleed air at the higher HP compressor stages can only be bled when a
particular valve called the high pressure or HP valve is open.
The HP valve is a pneumatically operated butterfly type valve that is spring
loaded to close.
It opens if the pressure from the LP stage is not sufficient to meet the
requirements of the pneumatic system.
The HP valve closes if the pressure of the HP stage reaches a predetermined
value.
The HP valve also has a manual override.
The manual override locks the HP valve in a closed position if there is a fault in
the operation of the valve.
However, if the HP valve is open there is a possibility that high pressure can
backflow to the LP stage.
There is a direct relationship between the LP check valve and the HP valve.
The LP check valve protects the LP stage against reverse flow if the HP valve
is open.
In the pneumatic system, butterfly type check valves are used often.
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Manual Override
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Figure 8 Engine Bleed Components

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ALTERNATE AIR SOURCES
ATA 36

APU AIR SUPPLY

Generally, the APU can supply the pneumatic system with bleed air via an APU
bleed valve and check valve.
The APU bleed valve is also known as an APU bleed load valve and is
controlled by a switch in the cockpit.
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HAM US/F KlJ 01.04.2008 02|APU und Ground/A/B1 Page 18

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Figure 9 APU Bleed Valve

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ALTERNATE AIR SOURCES
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HP GROUND SUPPLY
If there is no aircraft pneumatic supply available then a ground air supply can
be connected.
The ground air supply is connected via 3 inch ground connectors. 3 inches is
the world wide standard size for ground connectors.
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HAM US/F KlJ 01.04.2008 03|APU und Ground/A/B1 Page 20

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Figure 10 APU Bleed Valve

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CROSSBLEED SYSTEM & LEAK
DETECTION ATA 36

CROSSBLEED SYSTEM & LEAK DETECTION

CROSS BLEED SYSTEM
Primarily, the pneumatic system is supplied by each engine.
Each engine feeds the left or the right wing duct, which are linked together by a
crossbleed system.
The air systems are linked in this way regardless of whether there are two or
four engines on the aircraft.
An air duct connects the right and left air systems. This air duct is known as a
crossover duct or crossbleed manifold on some aircraft.
The crossbleed system consists not only of a crossover duct or crossbleed
manifold but also of one or more crossbleed valves.
On this example of the crossbleed system on a Boeing 747 aircraft we have
two valves. Boeing uses the term isolation valve instead of crossbleed valve.
You can also see that the pneumatic duct is divided into 3 parts −the left and
the right wing pneumatic ducts and the crossover duct.
The purpose of the crossbleed valve is to connect or isolate the left and/or the
right bleed air system.
Generally, the crossbleed valve is always motor operated because it has to be
commanded to open or close, independently of the air pressure.
On some aircraft the crossbleed valve is operated automatically as well as
manually.
In this case the valve has two electrical motors, one for automatic and one for
manual control.
Whether it operates automatically or manually the crossbleed valve has a
FOR TRAINING PURPOSES ONLY!

manual override.
The manual override is built into the crossbleed valve for safety reasons.
It allows the crossbleed valve to be fixed in an open or closed position if
necessary.
Here you can see part of a bleed panel on a Boeing aircraft. The isolation valve
switches control the position of the valves. The duct pressure sensors establish
if there is enough air pressure for the pneumatic system and indicate this
information on a system display for the pilots.

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Figure 11 Cross Bleed System

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CROSS-BLEED SYSTEM & LEAK
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LEAK DETECTION
If a leak occurs in an air duct, this results in an overheat.
This is monitored by overheat detection sensors.
The monitored areas are
S the pylon ducts,
S the pneumatic wing ducts,
S the ducts in the fuselage, and
S the APU duct.
If a leak causing an overheat condition is detected a signal is sent via the
pneumatic controller to the cockpit and the fault light of the associated engine
bleed air system is illuminated.
As a result of a leak the affected engine bleed air system is shut off either
automatically via the pneumatic controller or manually. This depends on the
aircraft system.
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DETECTION ATA 36
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Figure 12 Leak Detection

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CONTROLS AND INDICATION
ATA 36

INDICATIONS
Information about the pneumatic system is shown on the displays of the central
warning system. Here you see the ECAM display of an Airbus A 320.
All pneumatic system performance indications are shown on the bleed page.
On some aircraft this page is called the ECS page (Environment Control
System).
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CONTROLS AND INDICATION
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Figure 13 Indications
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SYSTEM SIMULATION
ATA 36

SIMULATION
PRESSURISATION WITH EXTERNAL AIR SUPPLY
The operation of the pneumatic system is performed by trained personnel only
and must be done using a check list.
The checklist shows all of the preconditions that must be fulfilled before the
aircraft is pressurized.
The checklist items are mainly safety precautions to prevent accidental actions
which may occur when supplying the aircraft with electrical power.
Each time the aircraft is supplied with air, you must make sure that at least one
window or door is open to prevent accidental cabin pressurization.
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Figure 14 Check List

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pressurization with external air supply cont.

Let us start with the pressurization procedure using an external air supply. First
you must display the bleed page on ECAM.
Next you open the crossbleed valve to supply the whole pneumatic system with
pressurized air. Now you can supply the aircraft with external air. Look at the
ECAM page to see the pressurization indications.
You see that it is not too difficult to supply the aircraft with external air, provided
that the preconditions are fulfilled carefully.
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Figure 15 Pressurization with External Air Supply

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PRESSURIZATION WITH APU

First you must start the APU and after it is running you can make the APU
bleed air available.
You see that the APU bleed valve symbol on the ECAM display appears only
when the APU is running.
On this aircraft type, the crossbleed valve opens automatically when the
pneumatic system is pressurized by the APU and the crossbleed selector
switch is set to Auto.
However, the X−bleed valve can be operated manually and the selector switch
can be set to the closed or open position.
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Figure 16 Pressurization with APU Supply

HAM US/F KlJ 01.04.2008 03|Press with APU Supply/A/B1 Page 33
EJAMF M11.16 A E

TABLE OF CONTENTS
PNEUMATIC/ VACCUM . . . . . . . . . . . . . . . . . . . . . 1
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AIR SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
BLEED AIR PRESSURE REGULATION . . . . . . . . . . . . . 6
TEMPERATURE REGULATION . . . . . . . . . . . . . . . . . . . . 10
DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CONTROL AND MONITORING . . . . . . . . . . . . . . . . . . . . . 14
ALTERNATE AIR SOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
ENGINE BLEED SOURCE . . . . . . . . . . . . . . . . . . . . . . . . . 16
APU AIR SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
HP GROUND SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
CROSSBLEED SYSTEM & LEAK DETECTION . . . . . . . . . . . . . . . . . 22
CROSS BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 22
LEAK DETECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
SIMULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
PRESSURISATION WITH EXTERNAL AIR SUPPLY . . 28
PRESSURIZATION WITH APU . . . . . . . . . . . . . . . . . . . . . 32

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TABLE OF FIGURES
Abbildung 1 Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Abbildung 2 Pressure Sources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Abbildung 3 Pneumatic System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 7
Abbildung 4 Engine Bleed Pick-ups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Abbildung 5 Temperature Regulation Components . . . . . . . . . . . . . . . . . 11
Abbildung 6 Distribution Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Abbildung 7 Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Abbildung 20 Engine Bleed Components . . . . . . . . . . . . . . . . . . . . . . . . . 17
Abbildung 21 APU Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Abbildung 22 APU Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Abbildung 23 Cross Bleed System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Abbildung 24 Leak Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Abbildung 28 Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Abbildung 29 Check List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Abbildung 30 Pressurization with External Air Supply . . . . . . . . . . . . . . . 31
Abbildung 31 Pressurization with APU Supply . . . . . . . . . . . . . . . . . . . . . 33

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