Browse Topic: Cabin pressurization
This SAE Aerospace Recommended Practice (ARP) contains guidelines and recommendations for subsonic airplane air conditioning systems and components, including requirements, design philosophy, testing, and ambient conditions. The airplane air conditioning system comprises that arrangement of equipment, controls, and indicators that supply and distribute air to the occupied compartments for ventilation, pressurization, and temperature and moisture control. The principal features of the system are: a A supply of outside air with independent control valve(s). b A means for heating. c A means for cooling (air or vapor cycle units and heat exchangers). d A means for removing excess moisture from the air supply. e A ventilation subsystem. f A temperature control subsystem. g A pressure control subsystem. Other system components for treating cabin air, such as filtration and humidification, are included, as are the ancillary functions of equipment cooling and cargo compartment conditioning
There are four basic conditions requiring the dispensing of oxygen through oxygen masks to aircraft occupants in turbine powered aircraft during flight. The following conditions are derived from the Federal Aviation Regulations (FAR) as listed in Section 2
The passenger car segment has been extremely competitive and automotive OEMs are thriving to provide superior customer experience. Door closing is an event that requires slamming of the door with a certain velocity to get the door latched. A good latching provides that thud sound and assurance of the door getting closed for an SUV. While the door is closed, it pushes the volume of air inside the cabin. As the amount of air moved in is proportionate to the size of the door it becomes more critical for the SUV segment of vehicles to ensure the air extraction path is efficient. Else, steep pressure rise inside the cabin causes severe discomfort to the passengers sitting inside the vehicle. Current work focused on the process of simulation of cabin pressure while door closing, implementing changes based on results and validating with test results. Test results are in close correlation with simulation predictions. Also, it emphasizes that body panel changes made to improve the airflow path
This SAE Aerospace Recommended Practice (ARP) provides design, operation, construction, test and installation recommendations for equipment that automatically presents supplemental oxygen masks to cabin occupants in the event of loss of cabin pressure. It specifically covers automatic presentation for transport category aircraft that operate above 30 000 ft (9144 m) altitude. It also provides guidance for similar equipment used in non-transport category aircraft, or aircraft operated below 30 000 ft (9144 m) altitude
Environmental Control System (ECS) of an aircraft provides required temperature, pressure and air flow to the cockpit or cabin or occupied compartments for the comfortable and required conditions of the occupant. Cabin pressure control system (CPCS), one of the sub-systems of ECS, controls and maintains the cabin pressure to provide a physiologically safe environment for the occupants inside the cabin. As ECS takes engine bleed air as input, any variation in engine rpm affects the cabin pressure and further the comfortable condition inside the cabin. This paper is focused on modeling and simulation of a fighter aircraft CPCS to evaluate its performance for its entire range of operation. The system is modeled and simulated in AMESim and the dynamic behavior of the system and its components are studied. Also, this paper emphasizes the effect of transient input characteristics on the cabin pressure with the cases of extreme variation in engine rpm and aircraft altitude. For the purpose of
This report presents, paraphrased in tabular format, an overview of the Federal Aviation Regulations (FAR) for aircraft oxygen systems. It is intended as a ready reference for those considering the use of oxygen in aircraft and those wishing to familiarize themselves with the systems requirements for existing aircraft. This document is not intended to replace the oxygen related FAR but rather to index them in some order. For detailed information, the user is referred to the current issue of the relevant FAR paragraph referenced in this report
Pressure regulating valves are one of the indispensable components in an aircraft. Its application is found in many critical systems such as anti-icing system, cabin pressurization, propulsion system, hydraulic system etc. In this study, the simulation and dynamic analysis of a pressure regulating anti-icing valve is discussed. The valve comprises of an arrangement of sliding piston and pressure chamber to regulate the pressure. It also includes a feedback loop to achieve self-regulation. The valve includes two functional halves for robustness as well as to have some redundant functionality if some components doesn’t function optimally as the operation calls for accuracy as well as precision. The principles behind the working of this valve includes the interaction of physical domains such as mechanical and fluid dynamics. The modeling of this valve is carried out in multi-domain physical state simulation in MATLAB/SIMULINK platform. It is followed by the dynamic analysis to study the
This standard covers oronasal type masks which use a continuous flow oxygen supply. Each such mask comprises a facepiece with valves as required, a mask suspension device, a reservoir, or rebreather bag (when used), a length of tubing for connection to the oxygen supply source, and a means for allowing the crew to determine if oxygen is being delivered to the mask. The assembly shall be capable of being stowed suitably to meet the requirements of its intended use
There are four basic conditions requiring the dispensing of oxygen through oxygen masks to aircraft occupants in turbine powered aircraft during flight. The following conditions are derived from the Federal Aviation Regulations (FAR) as listed in Section 2
The report presents air conditioning data for aircraft cargo which is affected by temperature, humidity, ventilation rate and atmospheric pressure. The major emphasis is on conditioning of perishable products and warm-blooded animals. The report also covers topics peculiar to cargo aircraft or which are related to the handling of cargo
The Orion Crew Module has a pressurized cabin of approximately 20 m3 in volume. There are a number of cold plates within the Crew Module for thermal management. An optical communication type of payload consists of electronics boxes and modems that dissipate a significant amount of heat during science operation. Generally, such payloads operate for a short term (e.g., up to one hour). If these heat-dissipating components are flown inside the Crew Module, they require heat rejection to the cold plates in the Crew Module. The waste heat is transported from the cold plate to thermal radiators located outside the Orion spacecraft. This makes such a payload thermally dependent on the Crew Module cold plates
This SAE Aerospace Standard (AS) applies to performance and testing of solid chemical oxygen generators which produce oxygen at essentially ambient pressure for use aboard aircraft whose cabin pressure altitude does not exceed 40,000 ft (about 12,200 m). Portable chemical oxygen devices are covered by AS1303
This Aerospace Standard (AS) provides recommended design guidelines for composition formation, performance, testing and reliability of metal-chlorate-perchlorate class solid chemical oxygen generators, supplying oxygen at essentially ambient pressure, for aircraft whose cabin pressure altitude does not exceed 40,000 feet (12,192 m
This SAE Aerospace Standard (AS) applies to performance and testing of solid chemical oxygen generators which produce oxygen at essentially ambient pressure for use aboard aircraft whose cabin pressure altitude does not exceed 40,000 ft (about 12,200 m). Portable chemical oxygen devices are covered by AS1303
This SAE Aerospace Standard (AS) covers internal combustion heat exchanger type heaters used in the following applications: a Cabin heating (all occupied regions and windshield heating) b Wing and empennage anti-icing c Engine and accessory heating (when heater is installed as part of the aircraft) d Aircraft de-icing
This ARP discusses design philosophy, system and equipment requirements, and ambient conditions and design considerations for systems within the ATA 100 Specification, Chapter 21 (Reference 1). This chapter is principally concerned with passenger and crew environment and the air conditioning system that maintains this environment. The airplane air conditioning system comprises that arrangement of equipment, controls and indicators that supply and distribute air to the occupied compartments for ventilation, pressurization, and temperature and moisture control. The principal features of the system are: a A supply of fresh air from at least two sources with independent control valves b A means for heating c A means for cooling (air or vapor cycle units and heat exchangers) d A means for removing excess moisture from the air supply e A ventilation subsystem f A temperature control subsystem g A pressure control subsystem Other system components for treating cabin air such as filtration and
These recommendations cover the basic criteria for the design of aircraft cabin pressurization control systems as follows: (1) To ensure aircraft safety. (2) Physiology and limits which govern maximum permissible pressure time relations as related to aircraft passenger comfort. (3) General pressurization control system performance requirements designed to satisfy (2). (4) Technical considerations relevant to satisfying (3
A report describes proposed systems to be installed in spacecraft to detect punctures by impinging meteoroids or debris. Relative to other systems that have been used for this purpose, the proposed systems would be simpler and more adaptable, and would demand less of astronauts' attention and of spacecraft power and computing resources. The proposed systems would include a thin, hollow, hermetically sealed panel containing an inert fluid at a pressure above the spacecraft cabin pressure. A transducer would monitor the pressure in the panel. It is assumed that an impinging object that punctures the cabin at the location of the panel would also puncture the panel. Because the volume of the panel would be much smaller than that of the cabin, the panel would lose its elevated pressure much faster than the cabin would lose its lower pressure. The transducer would convert the rapid pressure drop to an electrical signal that could trigger an alarm. Hence, the system would provide an immediate
Compact instruments, similar in appearance to common personal pagers, have been proposed for warning aircraft crewmembers that cabin air pressure has decreased to a potentially dangerous level. An instrument of this type, called a "personal cabin pressure monitor and warning system" (PCPMWS), implements a warning protocol consistent with Federal Aviation Administration (FAA) requirements for commercial flight crews to (1) use supplemental oxygen after a 30-minute exposure to a cabin pressure altitude between 10,000 and 12,000 ft (about 3,050 and 3,660 m), or (2) immediately when the cabin pressure altitude exceeds 12,000 ft. The PCPMWS would provide both 10,000- and 12,000-ft warnings. The elapsed time between these two warning altitudes could also serve as an indication of the rate of decompression, and thus of the urgency of the situation
This SAE Aerospace Recommended Practice (ARP) establishes recommendations with respect to personnel and aircraft safety for the design of lavatory compartments in commercial aircraft. Consideration should be given to the fact the lavatory compartment is an area in which the passenger is not under direct observation of the flight attendants
These recommendations are written to cover the testing of environmental control equipment, functioning as a complete and installed system in civil aircraft for the purpose of: a Demonstrating the safety of the installation and equipment. b Demonstrating proper functioning of the installation and equipment. c Demonstrating performance of the installation and equipment. d Obtaining data for future design and to aid in the analysis of in-service performance of the system and equipment
This standard covers oronasal type masks which use a continuous flow oxygen supply. Each such mask comprises a facepiece with valves as required, a mask suspension device, a reservoir, or rebreather bag (when used), a length of tubing for connection to the oxygen supply source, and a means for allowing the crew to determine if oxygen is being delivered to the mask. The assembly shall be capable of being stowed suitably to meet the requirements of its intended use
These recommendations cover the basic criteria for the design of aircraft cabin pressurization control systems as follows: (1) To ensure aircraft safety. (2) Physiology and limits which govern maximum permissible pressure time relations as related to aircraft passenger comfort. (3) General pressurization control system performance requirements designed to satisfy (2). (4) Technical considerations relevant to satisfying (3
This standard covers internal combustion heat exchanger type heaters used in the following applications: a Cabin heating (all occupied regions and windshield heating) b Wing and empennage anti-icing c Engine and accessory heating (when heater is installed as part of the aircraft) d Aircraft de-icing
This report is limited to the special problems of air quantity, purity, movement, pressure, temperature, and humidity which arise from the requirements of the human body during high altitude flight, together with the associated aircraft design problems
The report presents air conditioning data for aircraft cargo which is affected by temperature, humidity, ventilation rate and atmospheric pressure. The major emphasis is on conditioning of perishable products and warm-blooded animals. The report also covers topics peculiar to cargo aircraft or which are related to the handling of cargo
These recommendations are written to cover the testing of environmental control equipment, functioning as a complete and installed system in civil aircraft for the purpose of: a Demonstrating the safety of the installation and equipment. b Demonstrating proper functioning of the installation and equipment. c Demonstrating performance of the installation and equipment. d Obtaining data for future design and to aid in the analysis of in-service performance of the system and equipment
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