Unit 3

Aircraft Systems
By
Aashish T – 21M601
Kishore T – 21M617
Gaytheswar P R - 21622
Environmental
Control System

Source :
https://nap.nationalacademies.org/read/10238/chapter/4#55
Compressed air called bleed air is extracted from propulsion engine
compressors and supplied to one or more air-conditioning “packs,” where it is
further compressed, cooled, and then expanded in a rotating air-cycle
machine to produce low-temperature air that is supplied to the aircraft cabin.
The conditioned air from the packs is supplied to a mixing manifold that
distributes it to zones in the cabin.
Recirculation fans extract air from the cabin, pass it through filters, and
supply it to the mixing manifold, where it mixes with the conditioned air from
the packs.
Trim air is hot bleed air that bypasses the air-conditioning packs.
Small amounts of trim air are mixed with the air supplied to the cabin from
the mixing manifold to provide independent fine temperature control in each
zone.
The bleed air from the engines is at a pressure sufficient to operate the air
conditioning packs and pressurize the cabin.
Accurate cabin pressure is maintained by one or more outflow valves that
automatically regulate the flow of air out of the aircraft pressure hull to the
ambient environment to maintain the desired cabin pressure.
 Pneumatic
Control System
 Pneumatic Systems
The pneumatic system supplies high pressure bleed air for:
 Air conditioning
 Wing anti-icing
 Engine starting
 Hydraulic reservoir pressurization
 Water pressurization
High pressure can be supplied from the three resources
Engine bleed
APU bleed
External High pressure ground connection
Inflight, the primary sources for pneumatic air are the engines. The two
engines' bleed systems are the same. Air is bled from two engine
compressor stages:
1. The Intermediate Pressure (IP) stage.
2. The High Pressure (HP) stage.
The IP stage is the primary source of air during flight.
The HP stage is used only when there is insufficient pressure from the IP
stage.
This is normally the case when the engines are at idle during ground
operations or during long idle thrust descents.
• When HP stage air is in use, a check valve prevents this higher-pressure
air from entering the IP stage.
• A High Pressure (HP) valve is installed that can cut off bleed air.
• Once engine speed is high enough, and IP air pressure is sufficient, the
HP valve closes automatically.
• IP and HP air are never used at the same time.
The air from either the IP or HP stage then goes to a common engine
bleed valve which acts as a shut off and pressure regulating device.
The engine bleed valve can operate automatically or be manually
controlled from the cockpit.
Since the temperature of the bleed air is high, it passes through a pre-
cooler before being distributed to various users.
The pre-cooler uses cool air from the engine fan section to regulate the
temperature.
The engine 1and engine 2 systems are exactly the same.
A crossbleed duct connects the two.
A crossbleed valve permits their interconnection or isolation.
The crossbleed valve operation is normally automatic.
The valve can also be controlled manually if necessary.
The APU can also be used for bleed air supply.
The APU is normally used as a bleed source on the ground for air
conditioning and for engine start.
APU bleed air is also available inflight.
Limitations prohibit the use of APU bleed air above 20,000’.
APU bleed air is controlled using the APU bleed valve. This valve is
normally controlled by the crew but can operate automatically when
necessary.
The APU provides pneumatic air to the system via the crossbleed duct
and is connected to that duct on the left side of the crossbleed valve
Hydraulic
Systems
 Hydraulic Systems
The hydraulic system supplies for:
 Landing gear – Raising & Lowering
 Brakes
 Operation of Flaps & Slats
An aircraft hydraulic system allows for forces to be applied,
multiplied, and transmitted from one location to another through
an incompressible fluid medium.
Hydraulics are a critical system on almost all modern aircraft.
Light aircraft primarily make use of hydraulics to augment and
transmit braking forces from the cockpit to the brake disk or
drum.
Larger, more complex aircraft may use hydraulics to actuate
landing gear, flaps and control surfaces in addition to braking
and nose-wheel steering.
All hydraulic systems comprise of a reservoir to store fluid, a pump
(could be a piston actuated by a foot force) to drive the system, valves
to control the direction, speed and pressure of fluid flow, a filter to
remove impurities, and an actuator to apply a force on the output.

When the hydraulic system is activated, the pump pushes fluid under
pressure to the high-pressure side of the actuating cylinder.
This forces the piston in the cylinder to move in the direction of the
applied pressure gradient.
The fluid on the low-pressure side of the cylinder is forced out and
returns to the reservoir via a filter to remove any impurities.
Depending on the type of actuator, the applied pressure may be
reversed to move the actuator in both directions.
 Fuel Delivery Systems

The fuel delivery system includes fuel tanks and fuel lines, any fuel
pumps necessary to move the fuel from the tanks to the engine,
fuel strainers to prevent contaminated fuel entering the engine,
a set of valves and vents to control the movement and pressure in
the system, and
a set of fuel level sensors and cockpit gauges.
Fuel Delivery
Systems

Gravity Fed

Source : https://aerotoolbox.com/fuel-system/
Fuel Delivery
Systems

Pump Fed
System

Source : https://aerotoolbox.com/fuel-system/
 Ice and rain protection systems
Under certain atmospheric conditions, ice can build rapidly on airfoils
and air inlets
On days when there is visible moisture in the air, ice can form on aircraft
leading edge surfaces at altitudes where freezing temperatures start
Water droplets in the air can be supercooled to below freezing without
actually turning into ice unless they are disturbed in some manner
When aircraft surfaces disturb these droplets, they immediately turn to
ice
on the aircraft surfaces.
Clear ice - water drop flows out over the aircraft surface, gradually
freezing as a smooth sheet of solid ice
Formation occurs when droplets are large, such as in rain or in
cumuliform clouds
It is hard, heavy, and tenacious and its removal by deicing equipment is
especially difficult
 Ice and rain protection systems
Rime ice - forms when water drops are small, such as those in
stratified clouds or light drizzle
Rime ice is lighter in weight than clear ice and its weight is of little
significance.
Its irregular shape and rough surface decrease the effectiveness of
the aerodynamic efficiency of airfoils, reducing lift and increasing
drag.
Rime ice is brittle and more easily removed than clear ice.
Ice or frost forming on aircraft creates two basic hazards:
The resulting malformation of the airfoil that could decrease
the amount of lift.
The additional weight and unequal formation of the ice that
could cause unbalancing of the aircraft, making it hard to control.
 Ice prevention
1. Heating surfaces with hot air
2. Heating by electrical elements
3. Breaking up ice formations, usually by inflatable boots
4. Chemical application

Anti-icing equipment is turned on before entering icing conditions

Source : https://skybrary.aero/sites/default/files/bookshelf/4452.pdf
 Heating by electrical elements
In devices that use thermal electric anti-ice, current flows through
an integral conductive element that produces heat.
The temperature of the component is elevated above the freezing
point of water so ice cannot form.
This type of anti-ice is typically limited to small components due to
high amperage draw.
Effective thermal electric anti-ice is used on most air data probes,
such as pitot tubes, static air ports, ice detectors etc..
Water lines, wastewater drains, and some turboprop inlet cowls are
also heated with electricity to prevent ice from forming
 Chemical Anti-Icing
Chemical anti-icing is used in some aircraft to anti-ice the leading
edges of the wing, stabilizers, windshields, and propellers.
The wing and stabilizer systems are often called weeping wing
systems
Ice protection is based upon the freezing point depressant concept.
An antifreeze solution is pumped from a reservoir through a mesh
screen embedded in the leading edges of the wings and stabilizers.
Activated by a switch in the cockpit, the liquid flows over the wing and
tail surfaces, preventing the formation of ice as it flows.
The solution mixes with the supercooled water in the cloud, depresses
its freezing point, and allows the mixture to flow off of the aircraft
without freezing.
When ice has accumulated on the leading edges, the antifreeze
solution chemically breaks down the bond between the ice and
airframe. This allows aerodynamic forces to carry the ice away.
 Pneumatic Deice Boot System
Rubber boots are attached with glue to the leading edges of the
wings and
stabilizers.
These boots have a series of inflatable tubes. During operation, the
tubes are inflated and deflated in an alternating cycle
This inflation and deflation causes the ice to crack and break off.
The ice is then carried away by the airstream
In larger turbo prop aircraft, the boots are installed in sections
along the wing with the different sections operating alternately
and symmetrically about the fuselage.
This is done so that any disturbance to airflow caused by an
inflated tube is kept to a minimum by inflating only short sections
on each wing at a time.
Air Conditioning
systems

Source :
https://youtu.be/UfgbXAWpj9M?si=4oF0dXM-ZUql_qQE
Landing gear
system