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PRESSURIZATION SYSTEM
The area of an aircraft to be pressurized must be free from all air leaks. This is
accomplished by the use of seals around tubing, ducting, bolts, rivets, and other
hardware that pass through or pierce the pressuretight area. All panels and large
structural components are assembled with sealing compounds. Access and
removable doors and hatches have integral seals. Canopies are constructed
with inflatable seals. The pressurizing air is the air from the aircraft ACS. The S-
3 aircraft incorporates a cabin pres-surization subsystem. This subsystem
regulates the outflow of air from the cabin to control the cabin pressure
according to a predetermined schedule. Cabin air is drawn through the internal
avionics racks by the cabin exhaust fan and is modulated by the cabin pressure
regulator valve. A cabin pressure regulator control provides the pres-surization
schedule.
System Operation
the butterfly valve to maintain the required differential pressure. The cabin
pressurization system also makes provision for dumping cabin pressure in an
emergency. By setting the cabin pressure switch on the environmental control
panel to the DUMP position, the latching solenoids on both the cabin outflow
pressure regulating valve and on the cabin safety valve are actuated to the
dump position. In addition, the recirculation air shutoff valve will be actuated to
the full open position, provided electrical power is available. A secondary
method of achieving cabin depressurization is to turn the air-conditioning switch
to the OFF/ RESET position and select the auxiliary vent mode. This selection
will cause the cabin outflow pressure regulator valve to open, but it will not
actuate the cabin safety valve to the open position. The repressurization mode
of operation is used when returning to the normal mode from the dump mode or
during a rapid descent in excess of 4,000 feet per minute. In this mode, the
pressure regulator control modulates the rate of cabin repressurization with an
integral isobaric and differential pressure control system. The pressure regulator
control compares the existing cabin pressure to a lagging cabin pressure
reference. If the result of this comparison exceeds the calibrated rate, control
pressure output from the pressure regulator control is reduced. This causes the
pressure regulator valve to sense a relatively higher pressure on the opening
side of its actuating diaphragm, thus allowing the diaphragm to open the
pressure regulator valve butterfly. This reduces cabin pressure and the rate of
repressurization. Precautions for operating the S-3 cabin pres-surization
subsystem on the ground, where the elevation is 5,000 feet or higher, are
required because the cabin pressurization subsystem does not have provisions
for automatic repressuriza-tion. Therefore, the cabin will be pressurized
whenever the ground elevation is above 5,000 feet. To ensure adequate cooling
of the internal avionics during operations at ground elevations above 5,000 feet,
one of the following steps must be used: 1. Keep the cabin pressurized as in
flight. 2. Set the cabin pressure switch to DUMP to ensure a full-open pressure
regulator valve and a full-open pressure safety valve. 3. If the outside air
temperature is below 80° F, turn the auxiliary vent selector to ON and open the
cabin entry door.