BAe 146

TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - B1+B2 (LVL 2&3)
PRESSURISATION
ATA 21

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

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 INTENTIONALLY LEFT BLANK

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 ATA 21

PRESSURISATION

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 Pressurisation Controls & Indications

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PRESSURISATION

The pressurised section is located between frames 4 and 44, above and below the floor, except for the main landing gear bay, the centre fuel
tank and the nose gear bay.

Air is exhausted from this area through two identical discharge (outflow) valves, located in the cargo bays on the left-hand side of the
fuselage between frames 23/24 and 34/35.

(In the freighter version, 100 and 200 series, the rear discharge may be located on the right-hand side).

Pressurisation control can be automatic or manual.

The automatic mode is supplied from 115 Volts AC ESSENTIAL busbar with automatic change over to 28 Volts DC from the MDC/BATT
busbar should AC fail.
The manual mode is supplied by 28 Volts DC from the MDC/BATT busbar which also supplies the power for the ditching motors.

The pressure selector/controller (PSC) and associated controls and discharge valve position indicators are in the overhead panel. A single
instrument on the right-hand instrument panel allows monitoring of the cabin altitude, the differential pressure and rate of climb/descent.

The system is designed to maintain a maximum cabin altitude of 8000 ft. up to a flight altitude of 31,000 ft. with a maximum pressure
differential of 6.75 psi. However, if the flight altitude does not exceed 29,000 ft. the maximum pressure differential will be limited to 6.55
psi.

Sea level cabin conditions can be maintained up to a flight altitude of 15,000 ft.

Each discharge valve incorporates safety devices preventing over pressurisation, negative cabin pressure and a device which will close the
discharge valves if cabin altitude exceeds 15,000 ft.
Warning indications of a serious pressure loss resulting in cabin altitude climbing to 9,300 ft. are audible and visual.

Jet pumps provide pneumatic power for discharge valve operation, and air driers adjacent to each discharge valve, prevent condensation
within the valves.

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 BAe Controller - Pressurisation Controls & Indications

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Automatic Control

Automatic control is operated via the controller on the overhead panel. A MODE selection push button is illuminated GREEN when AUTO
is selected.

The dial has two scales both graduated in feet, the outer scale relates to CABIN altitude and the inner to FLIGHT (aircraft) altitude at which
cabin differential pressure is equal to approximately 300 feet below maximum pressure differential.

This feature allows the crew to set the required altitude directly on the appropriate scale by turning the ALT knob.

CABIN altitude can be selected over a range of -2,000 to +14,000 feet, FLIGHT altitude can be selected 15,000 to 40,000 feet.

By turning the BARO knob, the desired barometric pressure correction can be set in the reference window within the range of 930 to 1,100
millibars, (or 27 to 32 inches of mercury).

The RATE KNOB can be turned to vary the cabin rate of change within the limits of 200 to 1,600 ft/min in ascent and 150 to 1,100 ft/min
in descent. A detent gives a rate of 525 + 75 ft/min on ascent and 375 + 50 ft/min on descent. These rates will vary with cabin altitude.

In normal operation, the automatic controller directly controls No. 1 discharge valve whilst No.2 follows as a slave, both these valves should
be within 5% of each other.

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 Auto Control - Schematic

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When the weight is on wheels, both discharge valves are held in the fully open position by operation of the squat switch system.

To prevent pressure surges during take-off the discharge valves are signalled towards the closed position during the take-off run at a rate
equivalent to 300 ft/min after selecting take-off power on No. 2 thrust lever.

When the aircraft lands, both discharge valves are signalled to the fully open position.

If whilst the aircraft is in flight and the controller is inadvertently set below the airfield elevation, to prevent a sudden depressurisation on
touch down, the discharge valves will only be opened at a speed which would depressurise the aircraft at a comfortable rate (approximately
500 ft/min).

Another feature of the automatic system is, that to reduce cabin pressure fluctuations during the changeover of air supplies (i.e. from the
APU air to engine supplied air and back again), the discharge valves can modulate at a rapid rate during the transition period.

Test points are located behind a cover plate on the front panel, behind which is also a power fail lamp. This indicates when the controller is
powered by 28V DC due to failure of the normal 115V AC.

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 Manual Control - Schematic

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Manual Control

Manual control is selected by pushing the MAN MODE button on the PRESSURISATION panel. When selected to manual, the MODE
button will illuminate WHITE. The position of both discharge valves is then controlled directly by the rotary potentiometer labelled SHUT-
OPEN.

Great care should be exercised when operating in the manual mode, as the squat system and air valve changeover system have no effect,
also any changes in N2 or aircraft altitude should be anticipated to avoid cabin pressure fluctuations.

Cabin and aircraft altitude should be equalised shortly before landing and subsequently the discharge valves selected fully open.

Pressurisation should be controlled by reference to the 3 in 1 gauge (cabin altitude, vertical speed and differential pressure) rather than the
position of the discharge valves.

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 Pressurisation Controls & Indications

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Discharge Valve Selector Switch

This four-position rotary switch is mounted on the PRESSURISATION panel and labelled DISCH VALVES. The four positions are
NORMAL, SHUT 1, SHUT 2 and DITCH, all selections are effective in AUTO and MANUAL.

When selected to NORMAL, both discharge valves are controlled to the same position within 5% of each other.

When selected to SHUT 1 or SHUT 2, the appropriate discharge valve is shut whilst the other valve controls pressurisation. A time delay
built into the system ensures that a valve does not begin closing whilst switching through its selection. In addition, the controlling valve can
modulate at a rapid rate during the transition period, to take up its new position.

When DITCH is selected (approximately at 1000ft descending), the discharge valves will open, allowing cabin pressure to escape to
atmosphere and once external and internal pressure are equalised, the valves will close.

Ground Testing

A GRND PRESSN test switch is provided on the overhead panel to facilitate ground testing in AUTO. When this test switch is depressed, it
inhibits the action of the squat relays and puts the system in an in-flight configuration. A filament integral with the switch will illuminate
amber when in the test condition.

NOTE:

This light is independent of all other testing. It is NOT tested when the roof panel annunciator test button is pressed!

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 Pressurisation Controls & Indications

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Combined Gauge

This 3 in 1 gauge mounted on the First Officer’s instrument panel utilises separate needles to indicate: -

a) Rate of change of cabin altitude, in ft/min in climb or descent (up to 2,000 ft/min UP and DOWN).

b) Differential pressure, between cabin and outside ambient in lbs/sq in (up to 10 psi).

c) Cabin altitude, expressed in feet (up to 40,000 ft.)

Altitude Warning

A red CABIN HI ALT annunciator located on the MWS, illuminates if the cabin altitude rises above 9,300 + 300 feet and will be
accompanied by the triple audio chime and the red alert flashers.

Additionally, if the air conditioning system is in the RECIRCulation mode, it will automatically change to FRESH. The fault annunicator is
cancelled when the cabin altitude falls to 8,500 ft.

The high-altitude capsule switch is in the electrical bay near the PCB rack.

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 Component Locations

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Discharge Valve Position Indicators

On the pressurisation panel are two gauges showing discharge valve position. They are labelled 1 and 2, SHUT-OPEN, No. 1 relates to the
forward valve and No. 2 to the rear.

The positional information for these gauges is supplied by the linear potentiometer mounted on the discharge valve.

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 Pressure Control System Schematic (31,000 ft)

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Discharge Valve

The discharge valve is an electro-pneumatically operated, double rolling diaphragm, balanced poppet valve. The valve is used to regulate
cabin pressure by imposing a variable restriction on the discharge of air from the cabin.

In addition to its normal function, the valve provides outward relief in the event of over pressurisation, inward relief in the event of a
negative differential pressure and protection against excessive cabin altitude.

Description

A lower valve assembly contains a moveable plate that is attached to a flexible control diaphragm which, together with a cover assembly,
forms a control chamber.

Control pressure is derived from a filtered supply of air at cabin pressure flowing through the valve and then to atmosphere. The air supply
is modulated by a torque motor.

Inward relief is effected by a second diaphragm, fitted below the control diaphragm. Inward relief becomes operative before
atmosphere/cabin differential pressure exceeds 0.3 psi.

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 Forward & Aft Discharge Valve Components

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The following controls are located on the cover: -

a) Electro pneumatic Relay

The relay consists of a pneumatic valve controlled by a torque motor which receives its electrical input from the associated PSC
(pressure selector/controller).
Two valve nozzles are mounted at 90 deg to each other. An L-shaped cam, clamped to the torque motor shaft, is located between the
nozzles so that angular movement of shaft in either direction will close one nozzle while opening the other.
One nozzle is connected, through a non-return valve and filter, to cabin pressure and the other nozzle is connected through an
external pipe to an associated jet pump.

b) Safety servo

This operates to limit pressure to 6.55 psi. max differential pressure at flight altitudes below 29,000 ft. and 6.75 psi at flight altitudes
of 29,000 ft. and above.
It consists of a spring-loaded diaphragm and a Schrader type valve. Under normal conditions the diaphragm is held against stops by
the spring, and the valve is closed.
The spring-loaded side of the diaphragm is subject to true static pressure, through a pipe connection and internal passage; this is
opposed by cabin pressure acting on the other side.
The Schrader type valve is in a passage between the regulating valve control chamber and a connection which is piped to LP static.

A datum resetting device is fitted, comprising of a further spring-loaded diaphragm and an altitude limiter connected to it, which
changes the nominal setting of the safety servo from 6.55 psi below 29,000 ft. to 6.75 psi at 29,000 ft. and above.

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 Discharge Valve Internals & Components

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c) Emergency pressure controller (EPC)

This closes the discharge valves if cabin height exceeds 15,000 ft. A housing on the cover contains a three-element barometric
capsule and a valve, spring-loaded to close, between the housing and the discharge valve control chamber.
The interior of the housing is maintained at cabin pressure through a port containing a mesh filter. The capsule is fixed to a threaded
adapter at one end and the other end carries a central probe.
Expansion of the capsule will cause the probe to open the valve at a pre-determined altitude, (15,000 ft.)

d) Ditching control

This prevents the cabin from being flooded through the discharge valve in the event of a forced descent on water. It is electrically
operated and comprises of two Schrader-type valves, operated by a spring-loaded rocker arm actuated by an electric motor.
One valve (normally open), is in a passage connecting the control chamber, through a relief valve to cabin pressure. Movement of
the rocker arm is effected by a cam on the output shaft of a speed reducing gear fitted to the motor. Rotation of the motor is
controlled by two limit switches.

An inward relief diaphragm/valve is fitted to prevent excessive negative cabin differential pressure during flight, when the ditching
mode has been selected.

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 Discharge Valve Internals & Components

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Lower Valve Assembly

The body is provided with a V-flange at the outlet. A circular valve seat is machined internally and the side of the casting are open for the
passage of air. A perforated metal guard covers the openings.

A valve head and a valve plate are supported on co-axial bearings located at the centre of the body. The circular valve is attached to a valve
plate and the periphery of the valve plate is connected to the body through a diaphragm clamped to the upper rim of the body. The valve
head is attached to the valve plate through a second diaphragm, the space between the valve plate and the valve head being open to cabin
pressure, through holes in clamping rings.

A circular baffle plate between the valve head and the outlet reduces air turbulence and noise.

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 Normal Valve Operation

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Operation

In static conditions, the discharge valve is held closed by the spring load on the valve plate, and the valves in the EPC (emergency pressure

a) Cabin Altitude Control

Operation of the discharge valve depends on the relationship between cabin pressure, acting on the underside of the valve plate and
diaphragm, and control chamber pressure (augmented by spring load) acting on the upper side.
Control pressure is the resultant of the airflow at cabin pressure into the control chamber through the one nozzle of the electro-
pneumatic relay and the flow out of the chamber through the other nozzle to the jet pump. These flows are controlled by movement
of the torque motor cam in either direction.

b) Safety Servo

In the event of control failure leading to over-pressurisation, the safety servo becomes operative when the cabin/atmosphere
differential pressure reaches 6.55 psi if the flight altitude is below 29,000 ft. or 6.75 psi if the flight altitude is 29,000 ft. or above.

When the differential pressure approaches the maximum, the spring-loaded diaphragm in the safety servo is deflected. The servo
valve opens and vents control chamber to LP static. This results in opening of the discharge valve, to spill excess pressure.

c) Emergency Pressure Controller

The emergency pressure controller (EPC) becomes operative in the event of a control failure, leading to loss of cabin pressure
(increasing cabin altitude).
The barometric capsule in the EPC expands when subject to increasing altitude. When cabin altitude increases, the capsule expands
to open the valve in the EPC and admit air, at cabin pressure, to reinforce control chamber pressure.

This causes the discharge valve to move toward the closed position, preventing further loss of cabin pressure. In these conditions the
EPC will assume control of the discharge valve to prevent the cabin altitude exceeding 15,000 ft.

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 Normal Valve Operation

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d) Inward Relief

During rapid descent, it is possible for cabin pressure to become less than atmospheric pressure. In this event, atmospheric pressure
acting on the valve head and lower diaphragm, lifts the valve head against the valve plate.
Before the negative differential pressure exceeds 0.3 psi the valve plate moves to open the discharge valve and admit atmospheric air
to the cabin.

To minimise resistance to the valve movement, the air trapped in the control chamber is vented through the relief valve in the cover
to the lower cabin pressure.

e) Ditching Control

When the ditching switch is operated, the motor in the ditching control is energised to rotate the cam and move the rocker arm. This
opens the normally closed valve in the control and permits the normally open valve to close.

After the aircraft has alighted, water entering the discharge duct will tend to open the regulating valve. At the same time, the water
will flow up the connecting pipe, into the control chamber through the open valves in the ditching control.

Since the pressures across the valve plate are now equalised, the discharge valve closes under spring load to prevent the entry of
water. The pressure in the control chamber cannot escape into the cabin because of the cabin pressure inlet filter, the relief valve in
the cover being blanked by the closed valve in the ditching control and the valves in the emergency pressure and safety servo being
closed.

If the ditching switch has been operated while the aircraft is in flight and a negative cabin differential pressure occurs, an inward
relief diaphragm operates a valve to open in the inward relief mode.

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 Discharge Valve Cover

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Air Drier

The air drier is a device for drying air by lowering its temperature.

Description

The air drier comprises a rectangular body fabricated from light alloy sheet. An inlet is fitted at one end with an outlet at the other. A
drainage slot is provided at the inlet end.

Operation

The air drier is fitted inside the aircraft with its base against the aircraft skin. It tends to assume the same relatively cold temperature as the
aircraft skin and causes any moisture in the airflow to condense inside. The deposited moisture drains away from the slot in the body.

Air Drier

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Jet Pump

The jet pump provides a source of suction for the cabin pressure control system.

The unit comprises a body, to which are attached a venturi, a nozzle and a non-return valve.

The venturi (which forms the outlet) is bonded to the body. At the other end of the body, a nozzle is in the bore and retained with a bushing
(which forms the HP inlet). A non-return valve is screwed into the body at right angles to the inlet and outlet, this also forms the suction
inlet.

Air flowing into the HP inlet is ejected from the nozzle at high velocity causing a local depression around the nozzle, drawing through the
suction inlet. The mixed flow is exhausted to atmosphere through the discharge outlet.

Jet Pump

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 Jet Pump Location

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 Altitude Limiter – Component & internals

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The altitude limiter is an absolute pressure sensing pneumatic servo valve.

Description

A cover attached to a housing forms a sensing chamber, containing a capsule, the capsule is anchored to the cover and the free end of the
capsule slides into a guide and operates against a diaphragm. The guide is attached to a guide housing which, in turn, is attached to the
cover by a circlip.

Capsule adjustment is by means of shims, the cover/capsule joint is sealed by a cap nut and bonded seal.

The diaphragm, which is attached at its periphery to the housing, is also attached at its centre to a plate and centre-piece. The whole
assembly is loaded toward the capsule by a conical spring.

A valve assembly is screwed into the lower end of the housing so that expansion of the capsule will open the valve.

An orifice body, carrying a filter, is screwed into the housing.

Operation

Aircraft ambient altitudes are sensed by the absolute capsule above 29,000 fit. Expansion of the capsule against spring loading opens the
valve and interconnects the safety servo to low pressure ambient.

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 Pressurisation System Test Points & Indications

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Pressurisation System Check

Full procedure is given in the AMM and should be referred to:

WARNING: - 1 All personnel engaged inside the fuselage must be suitably approved
medically. Any person affected by nose, throat or ear complaints
should not be employed inside the fuselage during testing.

2. All controls which change cabin air pressure must be operated with
caution during tests.

3. Limit rates of change of cabin pressure acceptable to on-board

personnel and carefully monitor differential pressure so that the value
never exceeds 6.8 psi.

4. Make certain hydraulic system tanks are pressurised to more than 10

psi before pressurising the fuselage.

Air Supplies

Air for pressurisation can be obtained from the aircraft engines or the auxiliary power unit (APU). A ground air supply may be connected to
the system for operation of the jet pumps.

Ground Testing

A ground pressurisation switch on the overhead panel facilitates functioning of auto control. When depressed and latched to the on position,
signified by a warning light, the weight-on-wheels relay is overridden.

This test lamp is NOT checked for serviceability when an annunciator test is carried out on the roof panel. It must be tested independently.

Auto control is tested by selecting a cabin altitude of -2,000 ft. on the pressurisation selector/controller and checking the cabin differential
pressure and rate on the cabin VSI and differential pressure altimeter.

Manual control is tested by operation of the discharge valve position switch and checking against the position indicators.

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 BAe Style Pressure Controller

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The discharge valve selector switch functions may all be tested on the ground. The shut 1 and shut 2 positions may be verified with
reference to the discharge valve position Indicators.

The operation of the ditch function can be tested by checking that the discharge valves go closed, when the cabin is depressurised after both
valves have been selected open in manual or auto mode.

The operation of the safety servo pressure control may be tested by pressurising the cabin using manual control to close the discharge
valves, and reading the cabin VSI and differential pressure altimeter to ensure that the differential pressure does not exceed the design value.

The pressurisation selector/controller panel contains an electrical test point. The test point has connections to take standard electrical
instruments to allow in situ electrical testing of the selector/controller and discharging valves outputs.

Cabin leak rate checks can be carried out by pressurising the fuselage in manual, switching off the air supply and timing the rate of
depressurisation.

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