UNIT 2

AIR COMPRESSOR: Located in each engine nacelle provides a delivery pressure of 3300 PSI. The cylinders and pistons of the compressor diminish in size from No.1 to No.4. The cylinders are caused to reciprocate in proper sequence by a cam assembly mechanism which rotates with the cam shaft. The

arrangement of the crankshaft and cam in the 4 stage compressor is such that when the No.1 cylinder is on the compression stroke, the No. 2 cylinder is on the intake stroke and the compressed air enters the No.2 cylinder. When the No. 2 cylinder compresses, the air enters the No.3 cylinder, which is on the intake stroke. When the No. 3 cylinder compresses, the air is delivered to the No. 4 cylinder, which is on the intake stroke. The No. 4 cylinder then compresses, and the air is delivered to the system. The inter- stage lines are finned to provide cooling and reduce the heat of compression. The ducted ram air is provided for cooling of the finned cylinders and the finned inter stage lines. Oil pressure from the gear box provides lubrication for the compressor through a drilled passage in the mounting flange. Air compressed by stages 1 through 4 of the compressor, whereas over pressure protection is provided by means of relief valves between 1and 2 and 2 and 3. Compressed air from stage 4 is then routed by an inter cooler line to bleed valve mounted on the compressor. In some aircrafts the power for the pneumatic system is achieved by the engine-driven compressor and some makes use of engine bleed air for the pneumatic power. STORAGE BOTTLES: The storage bottle is constructed of steel with a plastics coating on the inner surface to provide a longer service life. These bottles are provided with a standpipe, which permits the withdrawal of air without the danger of allowing any accumulated moisture to enter the operating system and can be drained from the bottle by means of a drain valve located on the bottom. Aircraft that use the pneumatic system only for emergency purpose have the storage bottles equipped with a charging valve for ground servicing and a control valve to release pressure into the system being controlled. MOISTURE CONTROL: It is very important that the air in the pneumatic system should be kept completely dry and moisture in the system can cause freezing of operating units, interfere with the normal operating of valves, pumps etc and may cause corrosion. It is for this reason that moisture separators and chemical driers are used in pneumatic system. A mechanical moisture separator is installed in the compressor pressure line to remove approximately 98% of moisture and/ or oil which passes from the compressor. When the inlet pressure to the separator drops below 450 PSI, a drain valve opens and the accumulated water is blow overboard. After the air leaves the moisture separator it passes through a desiccant or chemical dryer, to remove the last traces of moisture. CHEMICAL DRIER A tubular chemical drier housing is installed in the downstream of the mechanical moisture separator. Each drier has an inlet and outlet port and contains a desiccant cartridge. Air is directed through this replaceable cartridge, and any moisture that the mechanical moisture separator has failed to remove will be absorbed by the dehydrating agent in the cartridge. FILTERS The vertically mounted unit contains a replaceable filter element of stainless steel that removes foreign matter of 10 microns or larger from the compressor output air. The other types of filters commonly found in pneumatic systems are micronic and wire screen filters. The micronic filter has a replaceable cartridge, whereas the wire screen filter can be cleaned and reused. The basic construction of these filters is of the same type as that of hydraulic system. BLEED VALVE These valves are controlled by the compressor engine oil pressure. In the event of a loss of the engine lubricating oil, the valve will open and relieve the pump of any load. UNLOADING VALVES

The unloading valve maintains pressure in the system between 2,900 PSI and 3,300 PSI. When the pressure rises to 3,800, a relief valve dumps the output of the pump and when the system pressure drops to 2,900 PSI the output of the pump is directed back into the system. SHUTTLE VALVES These valves are in the lines between the compressors and the main system and enable to charge the system from a ground source. When the engine is not running and the system is charged from an external ground source the shuttle slides over and isolates the compressor. RELIEF VALVE A spring loaded, piston relief valve is installed in the primary system. This valve is preset, saftied and tagged by the manufacturer to relieve the pressure to atmosphere when the pressure is raised to 3800 + 50 PSI. It protects the primary system from excessive pressure buildup in the event of thermal expansion or compressor power system malfunction. ISOLATION VALVE It ensures that the air pressure storage section of the system can be isolated from the subsystems; thus maintenance work on the subsystem can be performed without discharging the entire system. TYPICAL PNEUMATIC SYSTEM COMPONENTS IN THE TYPICAL PNEUMATIC SYSTEM: 1. FILTER CUM RELIEF VALVE 2. AIR PRESSURE REGULATOR 3. AIR COMPRESSOR 4. HYDRAULIC MOTOR 5. FLOW REGULATOR 6. CHECK VALVE 7. SELECTOR VALVE 8. SAFETY FITTING 9. MOISTURE SEPERATOR 10. AIR CHARGE VALVE 11. CHEMICAL DRIER 12. PRESSURE TRANSMITTER 13. PNEUMATIC SYSTEM COCKPIT INDICATOR OPERATION: A typical turbine engine pneumatic power system supplies compressed air for various normal and emergency actuating systems. The compressed air is also stored in storage cylinders in the actuating systems until required by actuation of the system. These cylinders are initially charged with compressed air or nitrogen from the external source through a single air charge valve. In flight, the air compressor replaces the air pressure and volume lost through leakage, thermal contraction and actuating system operation. The air compressor is supplied with supercharged air from the engine bleed air system and this ensures an adequate air supply to the compressor at all altitudes. The air compressor illustrated in the figure is driven hydraulically. The compressor inlet air is filtered through a high-temperature, 10 micron filter and the air pressure is regulated by an air pressure regulator to provide a stabilized source of air for the compressor.

The aircraft utility hydraulic system provides power to operate the hydraulic motor driven air compressor. The air compressor hydraulic actuating system consists of a solenoid-operated selector valve, flow regulator, hydraulic motor and motor case drain line check valve.
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When energized, the selector valve allows the system to be pressurized to run the hydraulic motor; when de-energized the valve blocks off utility system pressure stopping the motor. The flow regulator, compensating for the varying hydraulic system flow and pressures, meters the flow of fluid to the hydraulic motor to prevent excessive speed variation and/or over speeding of the compressor. A check valve in the motor bypass line prevents system return line pressure from entering the motor and stalling it. The air compressor is the pneumatic systems pressurizing air source and is activated or deactivated by the manifold pressure-sensing switch, which is an integral part of the moisture separator assembly. The moisture separator assembly which also acts as systems pressure sensing regulator and relief valve governs the operation of the air compressor. When the manifold pressure drops below 2,750 PSI the pressure sensing switch closes, energizing the separators moisture dump valve and the hydraulic selector valve which activates the air compressor. When the

manifold pressure builds up to 3,150 PSI the pressure sensing switch opens, de-energizing the hydraulic selector valve to deactivate the air compressor and dump vale, thus venting overboard any moisture accumulated in the separator. The safety fitting, installed at the inlet port of the moisture separator, protects the separator from internal explosions caused by hot carbon particles or flames that may be emitted from the air compressor. A chemical drier further reduces the moisture content of the air emerging from the moisture separator. A pressure transmitter senses and electrically transmits a signal to the pneumatic pressure indicator located in the cockpit. An air-charge valve provides the entire pneumatic system with a single external ground servicing point. An air filter in the ground air-charge line prevents the entry of impurities in to the system from the ground servicing source. ADVANTAGES OF PNEUMATIC SYSTEM 1. AVAILABILITY Air is practically available everywhere in unlimited quantity. 2. TRANSPORTATION (a) Air can be easily transported in pipelines. (b) In pneumatic system it is not necessary to return the compressed air. 3. STORAGE (a) Compressor need not be in continuous operation as that of in hydraulic system (b) Can be stored in and remove from a reservoir or cylinder 4. TEMPERATURE (a) Pneumatic system is insensible to temperature fluctuations (b) It ensures reliable operation 5. EXPLOSION PROOF (a) No risk of explosion or fire (b) Expensive protection against explosion is not required (hydraulic sys requires use of heat exchangers) 6. CLEANLINESS (a) Leaking air does not cause contamination 7. CONSTRUCTION (a) Pneumatic system is of simple construction (b) Inexpensive 8. SIMPLICITY AND DESIGN OF CONTROL (a) Installation, maintenance and replacement of pneumatic components are very easy (b) Machines are easily designed using standard cylinders & other components. Control is as easy as it is simple on - off type control. 9. RELIABILITY (a) Pneumatic systems tend to have long operating lives and require very little maintenance. (b) Because gas is compressible, the equipment is less likely to be damaged by shock. The gas in pneumatics absorbs excessive force, whereas the fluid of hydraulics directly transfers force. 10. SAFETY (a) Very low chance of fire (compared to hydraulic oil). (b) Machines can be designed to be overload safe.