CS 25.1436 Pneumatic systems – high pressure

(See AMC 25.1436)

(a)General. Pneumatic systems which are powered by, and/or used for distributing or storing, air or nitrogen, must comply with the requirements of this paragraph.

(1)Compliance with CS 25.1309 for pneumatic systems must be shown by functional tests, endurance tests and analysis. Any part of a pneumatic system which is an engine accessory must comply with the relevant requirements of CS 25.1163.

(2)No element of the pneumatic system which would be liable to cause hazardous effects by exploding, if subject to a fire, may be mounted within an engine bay or other designated fire zone, or in the same compartment as a combustion heater.

(3)When the system is operating no hazardous blockage due to freezing must occur. If such blockage is liable to occur when the aeroplane is stationary on the ground, a pressure relieving device must be installed adjacent to each pressure source.

(b)Design. Each pneumatic system must be designed as follows:

(1)Each element of the pneumatic system must be designed to withstand the loads due to the working pressure, Pw, in the case of elements other than pressure vessels or to the limit pressure, PL, in the case of pressure vessels, in combination with limit structural loads which may be imposed without deformation that would prevent it from performing its intended function, and to withstand without rupture, the working or limit pressure loads multiplied by a factor of 1·5 in combination with ultimate structural loads that can reasonably occur simultaneously.

(i)Pw. The working pressure is the maximum steady pressure in service acting on the element including the tolerances and possible pressure variations in normal operating modes but excluding transient pressures.

(ii)PL. The limit pressure is the anticipated maximum pressure in service acting on a pressure vessel, including the tolerances and possible pressure variations in normal operating modes but excluding transient pressures.

(2)A means to indicate system pressure located at a flight-crew member station, must be provided for each pneumatic system that –

(i)Performs a function that is essential for continued safe flight and landing; or

(ii)In the event of pneumatic system malfunction, requires corrective action by the crew to ensure continued safe flight and landing.

(3)There must be means to ensure that system pressures, including transient pressures and pressures from gas volumetric changes in components which are likely to remain closed long enough for such changes to occur –

(i)Will be within 90 to 110% of pump average discharge pressure at each pump outlet or at the outlet of the pump transient pressure dampening device, if provided; and

(ii)Except as provided in sub-paragraph (b)(6) of this paragraph, will not exceed 125% of the design operating pressure, excluding pressure at the outlets specified in sub-paragraph (b)(3)(i) of this paragraph. Design operating pressure is the maximum steady operating pressure. The means used must be effective in preventing excessive pressures being generated during ground charging of the system. (See AMC 25.1436(b)(3).)

(4)Each pneumatic element must be installed and supported to prevent excessive vibration, abrasion, corrosion, and mechanical damage, and to withstand inertia loads.

(5)Means for providing flexibility must be used to connect points in a pneumatic line between which relative motion or differential vibration exists.

(6)Transient pressure in a part of the system may exceed the limit specified in sub-paragraph (b)(3)(ii) of this paragraph if –

(i)A survey of those transient pressures is conducted to determine their magnitude and frequency; and

(ii)Based on the survey, the fatigue strength of that part of the system is substantiated by analysis or tests, or both.

(7)The elements of the system must be able to withstand the loads due to the pressure given in Appendix L, for the proof condition without leakage or permanent distortion and for the ultimate condition without rupture. Temperature must be those corresponding to normal operating conditions. Where elements are constructed from materials other than aluminium alloy, tungum, or medium-strength steel, the Authority may prescribe or agree other factors. The materials used should in all cases be resistant to deterioration arising from the environmental conditions of the installation, particularly the effects of vibration.

(8)Where any part of the system is subject to fluctuating or repeated external or internal loads, adequate allowance must be made for fatigue.

(c)Tests

(1)A complete pneumatic system must be static tested to show that it can withstand a pressure of 1·5 times the working pressure without a deformation of any part of the system that would prevent it from performing its intended function. Clearance between structural members and pneumatic system elements must be adequate and there must be no permanent detrimental deformation. For the purpose of this test, the pressure relief valve may be made inoperable to permit application of the required pressure.

(2)The entire system or appropriate sub-systems must be tested in an aeroplane or in a mock-up installation to determine proper performance and proper relation to other aeroplane systems. The functional tests must include simulation of pneumatic system failure conditions. The tests must account for flight loads, ground loads, and pneumatic system working, limit and transient pressures expected during normal operation, but need not account for vibration loads or for loads due to temperature effects. Endurance tests must simulate the repeated complete flights that could be expected to occur in service. Elements which fail during the tests must be modified in order to have the design deficiency corrected and, where necessary, must be sufficiently retested. Simulation of operating and environmental conditions must be completed on elements and appropriate portions of the pneumatic system to the extent necessary to evaluate the environmental effects. (See AMC 25.1436(c)(2).)

(3)Parts, the failure of which will significantly lower the airworthiness or safe handling of the aeroplane must be proved by suitable testing, taking into account the most critical combination of pressures and temperatures which are applicable.

[Amdt 25/1]

[Amdt 25/18]