Cooling Systems in Civil Aircraft: An Overview

The cooling systems in civil aircraft play a critical role in maintaining the
safety, efficiency, and comfort of passengers and crew. Modern aircraft
operate in diverse environmental conditions, ranging from the intense heat at
ground level to the freezing temperatures of high altitudes. Therefore, efficient
cooling systems are essential for regulating cabin temperatures, cooling
avionics and electronic equipment, and ensuring the functionality of various
systems. This report delves into the cooling systems used in civil aircraft, with
a particular focus on the comparison between conventional Environmental
Control Systems (ECS) and the advanced electrical ECS employed in the
Boeing 787 Dreamliner.

Conventional Environmental Control Systems (ECS)

Conventional ECS in aircraft rely on pneumatic systems powered by bleed air

taken from the engines. Key features include:

Bleed Air System:

Bleed air systems provide essential functions through their integration with
environmental control systems (ECS) in aircraft. Bleed air is also essential for
engine start and de-icing. The ECS utilizes bleed air primarily for cabin
pressurization, temperature regulation, and air distribution within the aircraft.
This integration ensures that the internal environment remains comfortable
and safe for passengers and crew during flight.
The bleed air is extracted mainly from the engines, which are designed to
deliver pressurized air to the ECS. Bleed air can also be obtained from the
APU or bleed air cart. This pressurized air is then cooled and conditioned to
achieve optimal cabin temperatures. Air is usually bled from the 5th and 9th
stages of the compressor. A manifold pressure regulating shut-off valve
(MPRSOV) restricts the flow as necessary to maintain the desired pressure for
downstream systems. A certain minimum supply pressure is needed to drive
the air through the system, but it is desired to use as low a supply pressure as
possible, because the energy the engine uses to compress the bleed air is not
available for propulsion, and fuel consumption suffers. When the engine is at
low pressure (low thrust or high altitude), the air is drawn from the highest
pressure bleed port. As pressure is increased (more thrust or lower altitude)
and reaches a predetermined crossover point, the high pressure shut-off
valve (HPSOV) closes and air is selected from a lower pressure port to
minimize the fuel performance loss. The reverse happens as engine pressure
decreases.

HPWS Air Cycle Refrigeration System

The HPWS (High-Pressure Water Separator) air cycle refrigeration system

differs from LPWS in how it handles air and separates water. It uses a high-
pressure approach for more efficient cooling.
1. Bleed Air from Engine
a. State: Very hot and high-pressure.
b. Temperature: ~200–250°C.
c. Pressure: ~276–345 kPa.

2. Primary Heat Exchanger (PHX)

a. Process: Ram air cools the bleed air.
b. State: Warm air with reduced temperature and slight pressure
loss.
c. Temperature: ~120–150°C.
d. Pressure: ~200–250 kPa.

3. Compressor (Air Cycle Machine)

a. Process: Air is compressed, increasing its temperature and
pressure.
b. State: Very hot and high-pressure.
c. Temperature: ~250–300°C (heats up due to compression).
d. Pressure: ~400–450 kPa.

4. Main Heat Exchanger (MHX)

a. Process: Hot compressed air is cooled by ram air.
b. State: Cool but still high-pressure.
c. Temperature: ~50–80°C.
d. Pressure: ~380–430 kPa (slight drop from before).

5. Turbine (Air Cycle Machine)

a. Process: Air expands, dropping its temperature and pressure
significantly.
b. State: Very cold and low-pressure.
c. Temperature: ~-20°C to -30°C.
d. Pressure: ~70–100 kPa.
 6. Condenser
a. Process: Cold air passes through the condenser, where moisture
in the air is cooled to the point of condensation.
b. State: Cold, moist air (water droplets form).
c. Temperature: ~5°C to 10°C.
d. Pressure: ~70–90 kPa.

7. Water Extractor
a. Process: The condensed water droplets are physically removed
from the air.
b. State: Cold, dry air.
c. Temperature: ~5°C to 10°C.
d. Pressure: ~70–90 kPa.

8. Re-heater
a. Process: Some bypassed hot air is mixed with the cold air to
adjust the temperature to cabin requirements.
b. State: Moderately cold air, with adjusted temperature and
constant pressure.
c. Temperature: ~5°C to 15°C (depends on cabin needs).
d. Pressure: ~70–90 kPa.

9. Mixing Manifold
a. Process: Cold, dry air is mixed with bypassed hot air to achieve
the final cabin temperature.
b. State: Conditioned air at moderate temperature and pressure.
c. Temperature: ~18°C to 24°C.
d. Pressure: ~90–95 kPa (slightly above cabin ambient).

10. Supplied to Cabin

a. State: Comfortable air ready for passenger use.
 b. Temperature: ~20°C to 25°C.
c. Pressure: Cabin pressure (~90–95 kPa, equivalent to ~8,000 ft
altitude).

The difference between LPWS and HPWS is the water extraction loop,
consisting of a Reheater and Condenser in the latter system. Although LPWS
has fewer components and lesser weight, the absence of a water extraction
loop unit is the limiting factor and can lead to icing near the Turbine unit. This
icing is not a desirable effect, therefore HPWS becomes the better choice
and is used commercially on a large scale.

Electrical ECS in the Boeing 787 Dreamliner

The Boeing 787 Dreamliner introduced a paradigm shift with its electrical
ECS, eliminating the need for engine bleed air. Key characteristics include:

1. Electric-Powered Compressors:
a. Air is drawn from the atmosphere and compressed using
electrically powered compressors.
b. This system reduces the dependency on engine performance.
2. Thermal Management:
a. Advanced heat exchangers and refrigeration units ensure optimal
cooling without bleed air.
b. Electrical ECS enhances the efficiency of thermal regulation for
avionics and passenger comfort.

The Electrical Environmental Control System (ECS) uses electrical power

for operation instead of bleed air from engines. It’s a more sustainable and
energy-efficient system compared to traditional bleed-air-based systems.
1. Ram Air to Compressor 1
a. Process: Ambient ram air is drawn into the system.
b. State: Cool, low-pressure air.
c. Temperature: ~0°C to 10°C (depends on altitude).
d. Pressure: ~30–40 kPa (ambient pressure at higher altitudes).

2. Compressor 1
a. Process: The air is compressed by the first stage, raising its
pressure and temperature.
b. State: Warm, high-pressure air.
c. Temperature: ~50–80°C.
d. Pressure: ~200–250 kPa.

3. Compressor 2
a. Process: The air is further compressed by the second stage,
increasing its pressure and temperature even more.
b. State: Hot, high-pressure air.
c. Temperature: ~200–250°C.
d. Pressure: ~400–450 kPa.

4. Ozone Converter
a. Process: The hot, high-pressure air passes through an ozone
converter, which reduces the ozone content to prevent harmful
effects on aircraft materials and passengers.
b. State: Hot, high-pressure air (chemically treated).
c. Temperature: ~200–250°C.
d. Pressure: ~400–450 kPa.

5. Primary Heat Exchanger (PHX)

 a. Process: Ram air cools the hot, high-pressure air in the PHX.
b. State: Warm, high-pressure air.
c. Temperature: ~80–120°C.
d. Pressure: ~380–430 kPa.

6. Secondary Heat Exchanger (SHX)

a. Process: Air is further cooled by ram air in the SHX.
b. State: Cool, high-pressure air.
c. Temperature: ~30–50°C.
d. Pressure: ~370–420 kPa.

7. Compressor (Air Cycle Machine)

a. Process: Air is compressed again, increasing its temperature and
pressure.
b. State: Hot, high-pressure air.
c. Temperature: ~150–200°C.
d. Pressure: ~450–500 kPa.

8. Turbine (Air Cycle Machine)

a. Process: Air expands in the turbine, performing work, which
reduces its temperature and pressure significantly.
b. State: Very cold, low-pressure air.
c. Temperature: ~-10°C to -30°C.
d. Pressure: ~70–100 kPa.

9. Mixer
a. Process: Cold air from the turbine is mixed with bypassed warm
air to adjust the cabin air temperature to desired levels.
b. State: Conditioned air at comfortable temperature and pressure.
c. Temperature: ~18°C to 24°C.
d. Pressure: ~90–95 kPa (slightly above cabin ambient).
10. To Cabin
a. State: Comfortable air is supplied to the aircraft cabin for
passenger and crew comfort.
b. Temperature: ~20°C to 25°C (based on cabin requirements).
c. Pressure: Cabin pressure (~90–95 kPa, equivalent to ~8,000 ft
altitude).
Comparative Analysis

Feature Conventional ECS Electrical ECS (Boeing 787)

Power Electric-powered compressors

Source Engine bleed air

Efficiency Higher due to optimized energy

Lower due to bleed air losses
use

Maintenance Higher due to mechanical wear Lower with fewer moving parts

Impact on
Reduces engine efficiency No impact on engine
Engines
performance

Complexity Relatively complex Simplified with advanced

electronics

Adoption Widely used in older Found in modern,

aircraft models advanced aircraft
Conclusion

Cooling systems in civil aircraft have evolved significantly to address the

demands of modern aviation. While conventional ECS have served the
industry reliably for decades, the introduction of electrical ECS in the Boeing
787 Dreamliner marks a significant technological advancement. By improving
energy efficiency, reducing maintenance needs, and enhancing overall
reliability, electrical ECS represent the future of aircraft cooling systems.
These innovations not only contribute to operational efficiency but also
support the broader goals of sustainability and reduced environmental
impact in aviation.