AeE 402 Module No.

2
Aircraft Systems Continuation…
Dr. Jay Jack R. Manzano
2nd Semester SY 2025-2026

Topic for Discussion:

Aircraft Systems Continuation:
1. Pneumatic Systems
2. Environmental Control Systems
3. Emergency Systems

PNEUMATIC SYSTEMS
In the engine, high pressure bleed air is used as the motive power for many of the valves
associated with the bleed air extraction. Medium-pressure bleed air is used to start the
engine in many cases, either using air from the ground power unit, APU or cross bled from
another engine on an aircraft which is already running. Bleed air is also used to provide anti-
ice protection by heating the engine intake cowling and it is also used as the motive power
for the engine thrust reversers

On the aircraft, bleed air tapped from the engine is used to provide air to pressurize the cabin
and provide the source of air to the cabin conditioning environmental control system. A
proportion of bleed air is fed into air conditioning packs which cools the air dumping excess
heat overboard; this cool air is mixed with the remaining warm air by the cabin temperature
control system such that the passengers are kept in a comfortable environment. Bleed air is
also used to provide main wing anti-ice protection.
Bleed air is also used for a number of ancillary functions around the aircraft: pressurizing
hydraulic reservoirs, providing hot air for rain dispersal from the aircraft windscreen,
pressurizing the water and waste system etc. In some aircraft Air Driven Pumps (ADPs) are
used as additional means of providing aircraft hydraulic power.

Comprehensive list of aircraft systems with which bleed air is associated with civil ATA
Chapter classification:
• Air conditioning (ATA Chapter 21)
• Cargo compartment heating (ATA Chapter 21)
• Wing and engine anti-icing (ATA Chapter 30)
• Engine Start (ATA Chapter 80)
• Thrust reverser (ATA Chapter 78)
• Hydraulic reservoir pressurization (ATA Chapter 29)
• Rain repellent nozzles-aircraft windscreen (ATA Chapter 30)
• Water tank pressurization and toilet waste (ATA Chapter 38)
• Air driven hydraulic pump (ADP) (ATA Chapter 29)

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ENVIRONMENTAL CONTROL SYSTEM
Kinetic heating occurs when the aircraft skin heats up due to friction between itself and air
molecules. The skin, in turn, heats up the interior of the aircraft such as the cockpit and
equipment bays. Skin temperatures can reach up to 1000C or more in low-level flight at
transonic speeds, and even higher temperatures can be reached in supersonic flight at
medium and high altitudes.
In some flight cases, for subsonic cruise at altitude on a cold day, kinetic heat loads can
actually be negative. This is when heating is required. Aircraft leading edges feel the full
effect of kinetic heating due to friction and reach what are known as ram temperatures. All
other surfaces away from the leading edges are subject to slightly lower temperatures
termed recovery temperature. For design purposes, the following equations can be used to
calculate ram and recovery temperatures.

2
T =T (1+0.18M )
rec amb
2
T =T (1+0.2M )
ram amb
Where:
0
T = Recovery air temperature K
rec
0
T = Ram air temperature K
ram
0
T = Ambient air temperature K
amb
M = Mach number

Controlled Environment
• Kinetic Heating
• Solar Heating
• Avionics Heat Loads
• Airframe System Heat Loads
• Need for Cabin Conditioning
• Need for Avionics Conditioning

The International Standard Atmosphere (ISA)

At sea-level:
• Air pressure = 101.3 kPa absolute
• Air temperature = 150C
Air density = 1.225 kg/m3

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Environmental Control Systems
• Ram Air Cooling
• Fuel Cooling
• Engine Bleed
• Bleed Flow and Temperature Control
Cooling Systems
Air Cycle Refrigeration Systems
Turbofan Systems
Bootstrap Systems

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EMERGENCY SYSTEMS
Aircraft systems are designed to operate once and only when there is an emergency. Because
of this it is not possible to test the systems at the beginning of each flight-the systems are
essentially “dormant”. Reliance is placed on sound design to ensure that the system will work
when it is needed, and on periodic or sample testing. Example of such systems are
parachutes, passenger escape slides and ejection seat.

Commercial Aircraft List of Cockpit and Cabin Emergency Equipment

• Oxygen
• Fire Extinguishers
• Crewmember Life Vest Operation
• Passenger Floating Seat Operation
• Automatic External Defibrillator (AED)
• Emergency Locator Transmitter (ELT)
• Flight Data Recorder (FDR) System
• Lighting
• Emergency Evacuation

Least Risk Location

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With additional research FAA required 90seconds to totally evacuate a commercial aircraft
during cabin fire or at any emergency situation!

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ULD = Unit Load Devices

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25.795-6 Least Risk Bomb Location

Date Issued October 24, 2008 Responsible Office ANM-100, Aircraft Service, Transport Airplane
Directorate Description.
This Advisory Circular (AC) describes an acceptable means for showing compliance with the
requirements of Title 14, Code of Federal Regulations (CFR), Part 25, s. 25.795 ( c) “Least risk
bomb location”. This section requires that a location on the airplane be designed where an
explosive or incendiary device may be placed to protect flight critical structures and systems
from damage in case of detonation. The means of compliance described in this document
provide guidance to supplement the engineering and operational judgement that must form
the basis of any compliance findings relative to the design of a Least Risk Bomb Location on an
airplane

ADDITIONAL TOPIC ON ROTARY WING SYSTEM

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NOTAR – No Tail Rotor

Tandem Main Rotor Blade

Co-axial Main Rotor Blade

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Boeing V-22 Osprey

End of Module 2

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