Module 11.15 - B1 - Rev 00 PDF

Module 11 – AIRCRAFT AERODYNAMICS AND STRUCTURES
CATEGORY B1 - MECHANICAL Sub Module 11.15 – OXYGEN
MODULE 11
SUB MODULE 11.15
OXYGEN (ATA 35)
Rev. 00 11.15
Oct 2006 For Training Purposes Only
Table of Contents Page Table of Contents Page
Introduction ................................................................................... 2 Portable Oxygen Systems........................................................... 40

The Atmosphere ........................................................................... 2 Flight-Crew Portable Devices...................................................... 40
Human Respiration and Circulation .............................................. 4 Protective Breathing Equipment.................................................. 42
Hypoxia......................................................................................... 6 Oxygen System Maintenance Practices...................................... 48
Oxygen Systems........................................................................... 7 Safety Precautions When Handling Oxygen Systems................. 49
Characteristics of Oxygen............................................................. 7 Servicing Gaseous Oxygen Systems .......................................... 51
Sources of Supplemental Oxygen ................................................ 8 Purging A Gaseous Oxygen System........................................... 53
Gaseous Oxygen .......................................................................... 8 Oxygen System Tests ................................................................. 55
Liquid Oxygen............................................................................... 8 Leak Testing Gaseous Oxygen Systems .................................... 55
Chemical, or Solid, Oxygen ........................................................ 10 Pressure Tests ............................................................................ 55
Mechanically Separated Oxygen ................................................ 10 Flow Testing................................................................................ 55
Oxygen Systems and Components ............................................ 12 Components Maintenance .......................................................... 56
Gaseous Oxygen Systems ......................................................... 12 Chemical Oxygen Generators ..................................................... 57
Storage Cylinders ....................................................................... 12 Masks.......................................................................................... 58
Regulators .................................................................................. 17 Pipes and Fittings........................................................................ 59
Masks ......................................................................................... 25 Prevention of Oxygen Fires or Explosions .................................. 61
Lines and Fittings........................................................................ 32 Example Systems ....................................................................... 64
Typical Installed Gaseous Oxygen Systems............................... 34
Chemical Oxygen Systems......................................................... 38
Rev. 00 i 11.15
“The training notes and diagrams are

compiled by SriLankan Technical Training
and although comprehensive in detail, they
are intended for use only with a Course of
instruction. When compiled, they are as up to
date as possible, and amendments to the
training notes and diagrams will NOT be
issued”.
Rev. 00 1 11.15
INTRODUCTION the air decreases. This change in air density has a tremendous effect on
the operations of high altitude aircraft as well as physiological effects on
In order to understand the reasons for controlling the cabin atmosphere humans. [Figure pg-3]
or environment, it is necessary to understand both the characteristics of
Turbine engine-powered aircraft are efficient at high altitudes, but the
the atmosphere and the physiological needs of the persons flying within
human body is unable to exist in this cold and oxygen-deficient air, so
that atmosphere.
some provision must be made to provide an artificial environment to
Each type of aircraft will have specific requirements according to the sustain life.
altitudes and speeds at which the aircraft is flown. Standard conditions have been established for all of the important
parameters of the earth 's atmosphere. The pressure exerted by the
blanket of air is considered to be 29.92 inches, or 1013.2 hectoPascals
THE ATMOSPHERE
(millibars), which are the same as 14.69 pounds per square inch at sea
The atmosphere envelops the earth and extends upward for more than level, and decreases with altitude as seen in figure. The standard
20 miles, but because air has mass and is compressible, the gravity of temperature of the air at sea level is 15° Celsius, or 59° Fahrenheit. The
the earth pulls on it and causes the air at the lower levels to be more temperature also decreases with altitude, as illustrated in figure. Above
dense than the air above it. This accounts for the fact that more than 36,000 feet, the temperature of the air stabilizes, remaining at-55° C (-
one- half of the mass of the air surrounding the earth is below about 69.7° F).
18,000 feet.
The atmosphere is a physical mixture of gases. Nitrogen makes up
approximately 78% of the air, and oxygen makes up 21% of the total
mixture. The remainder is composed of water vapor, carbon dioxide and
inert gases.
Oxygen is extremely important for both animal and plant life. It is so
important for animals that if they are deprived of oxygen for even a few
seconds, permanent damage to the brain or even death may result.
Water vapor and carbon dioxide are also extremely important
compounds. The other gases in the air, such as argon, neon, and
krypton are relatively unimportant elements physiologically.
The density of air refers to the number of air molecules within a given
volume of the atmosphere. As air pressure decreases, the density of the
air also decreases. Conversely, as temperature increases the density of
Rev. 00 2 11.15
Rev. 00 3 11.15
HUMAN RESPIRATION AND CIRCULATION There are two important considerations in providing sufficient oxygen for
the body. There must be enough oxygen in the air to supply the body
The human body is made up of living cells that must be continually
with the amount needed, and it must have sufficient pressure to enter
supplied with food and oxygen and must have their waste carried away
the blood by passing through the membrane walls of the alveoli in the
and removed from the body. Blood, circulated through the body by the
lungs.
heart, carries food and oxygen to the cells and carries away waste
products. Oxygen makes up approximately 21% of the mass of the air, and so
21% of the pressure of the air is caused by the oxygen. This percentage
When people inhale, or take in air, the lungs expand and the
remains almost constant as the altitude changes, and is called the
atmospheric pressure forces air in to fill them. This air fills millions of tiny
partial pressure of the oxygen. It is the partial pressure of the oxygen in
air sacs called alveoli, and the oxygen in the air diffuses through the
the lungs that forces it through the alveoli walls and into the blood. At
extremely thin membrane walls of these sacs into blood vessels called
higher altitudes there is so little total pressure that there is not enough
arteries Nitrogen is not able to pass through these walls.
partial pressure of the oxygen to force it into the blood. This lack of
The blood circulates through the body in the arteries and then into oxygen in the blood is called hypoxia.
extremely thin capillaries to the cells, where the oxygen is used to
convert the food in the blood into chemicals that are usable by the cells.
The waste product, carbon dioxide, is then picked up by the blood and
carried back into the lungs through blood vessels called veins. The
carbon dioxide is able to diffuse through the membrane walls into the
alveoli, where it is expelled during exhalation. [Figure pg-5]
Rev. 00 4 11.15
Rev. 00 5 11.15
HYPOXIA As an aircraft climbs from sea level to increasingly high altitudes, the
crew and passengers move further and further from an ideal
Any time the body is deprived of the required amount of oxygen, it will
physiological condition. In order to compensate for an atmosphere that
develop hypoxia. As hypoxia becomes more severe, a person's time of
becomes thinner as altitude increases, two different approaches have
useful consciousness decreases. Time of useful consciousness is
been developed.
defined as the time a person has to take corrective action before
becoming so severely impaired that they cannot help themselves. One of these is to provide pure oxygen to supplement the ever-
decreasing amount of oxygen available in the atmosphere.
One of the worst things about hypoxia is the subtle way it attacks. When
the brain is deprived of the needed oxygen, the first thing people lose is The other is to pressurize the aircraft to create an atmosphere that is
their judgment. The effect is similar to intoxication; people are unable to similar to that experienced naturally at lower altitudes.
recognize how badly their performance and judgment are impaired.
For aircraft that fly at extremely high altitude, a combination of
Fortunately, hypoxia affects every individual the same way each time it
pressurization and supplementary oxygen for emergencies is required.
is encountered. If a person can experience hypoxia symptoms in an
altitude chamber under controlled conditions, they are more likely to
recognize the symptoms during subsequent encounters.
Two of the more common first indications of hypoxia occur at about ten
thousand feet altitude. These are an increased breathing rate and a
headache. Some other signs of hypoxia are light- headedness,
dizziness with a tingling in the fingers, vision impairment, and
sleepiness. Coordination and judgment will also be impaired, but
normally this is difficult to recognize. If exposed to this type of
environment too long death could occur. When permanent physical
damage results from lack of oxygen, the condition is defined as Anoxia.
Because it is difficult to recognize hypoxia in its early stages, many
pressurized aircraft have alarm systems to warn of a loss of
pressurization.
Rev. 00 6 11.15
OXYGEN SYSTEMS Oxygen will not burn, but it does support combustion so well that special
care must be taken when handling. It should not be used anywhere
At higher altitudes (generally above 10,000 feet) the air is thin enough to
there is any fire, hot material or petroleum products. If pure oxygen is
require supplemental oxygen for humans to function normally. Modern
allowed to come in contact with oil, grease or any other petroleum
aircraft with the capability to fly at high altitudes usually have oxygen
product, it will combine violently and generate enough heat to ignite the
systems installed for the use of crew and/or passengers.
material.
Studies have shown that the effects of hypoxia become apparent at
Commercial oxygen is used in great quantities for welding and cutting
approximately 5000 ft [1500 m] altitude in the form of reduced night
and for medical use in hospitals and ambulances.
vision. It is recommended, therefore, that a pilot flying above 5000 ft
altitude at night use oxygen. As stated before, pilots flying above 10 000 Aviator's breathing oxygen is similar to that used for commercial
ft [3048 m] altitude should use oxygen. Requirements for oxygen in purposes, except that it is additionally processed to remove almost all of
aircraft are set forth in FAR Parts 23,25, and 91. the water.
CHARACTERISTICS OF OXYGEN Water in aviation oxygen could freeze in the valves and orifices and
stop the flow of oxygen when an aircraft is flying in cold conditions found
Oxygen is colorless, odorless and tasteless, and it is extremely active
at high altitude. Because of the additional purity required, aircraft
chemically. It will combine with almost all other elements and with many
oxygen systems must never be serviced with any oxygen that does not
compounds. When any fuel burns, it unites with oxygen to produce heat,
meet the specifications for aviator's breathing oxygen. This is usually
and in the human body, the tissues are continually being oxidized which
military specification MIL-0-27210. These specifications require the
causes the heat produced by the body. This is the reason an ample
oxygen to have no more than two milliliters of water per liter of gas.
supply of oxygen must be available at all times to support life.
Oxygen is produced commercially by liquefying air, and then allowing
nitrogen to boil off, leaving relatively pure oxygen. Gaseous oxygen may
also be produced by the electrolysis of water. When electrical current is
passed through water (H2O), it will break down into its two elements,
hydrogen and oxygen.
Rev. 00 7 11.15
SOURCES OF SUPPLEMENTAL OXYGEN LIQUID OXYGEN

Oxygen systems, classified according to source of oxygen supply, may Most military aircraft now carry their oxygen in a liquid state. Liquid
be described as stored-gas, chemical or solid-state, and liquid oxygen oxygen is a pale blue, transparent liquid that will remain in its liquid state
(LOX) systems. as long as it is stored at a temperature of below -181°F. This is done in
aircraft installations by keeping it in a Dewar flask that resembles a
Aircraft oxygen systems employ several different sources of breathing
double-wall sphere having a vacuum between the walls. The vacuum
oxygen. Among the more common ones are gaseous oxygen stored in
prevents heat transferring into the inner container.
steel cylinders, liquid oxygen stored in specially constructed containers
called Dewars, and oxygen generated by certain chemicals that give off Liquid oxygen installations are extremely economical of space and
oxygen when heated. weight and there is no high pressure involved in the system. They do
have the disadvantage, however, of the dangers involved in handling
A Dewar, sometimes called a Dewar flask, is a special type of thermos
the liquid at its extremely low temperature, and even when the oxygen
bottle designed to hold extremely cold liquids. Recently, a system using
system is not used, it requires periodic replenishing because of losses
microscopic filters to separate oxygen from other gases in the air has
from the venting system. [Figure b]
been developed for medical uses, and is being investigated for use in
aircraft.
GASEOUS OXYGEN
Most of the aircraft in the general aviation fleet use gaseous oxygen
stored in steel cylinders under a pressure of between 1,800 and 2,400
psi. The main reason for using gaseous oxygen is its ease of handling
and the fact that it is available at most of the airports used by these
aircraft. It does have all the disadvantages of dealing with high-pressure
gases, and there is a weight penalty because of the heavy storage
cylinders.
[Figure a]
Rev. 00 8 11.15
Fig. a
Fig. b
Rev. 00 9 11.15
CHEMICAL, OR SOLID, OXYGEN MECHANICALLY SEPARATED OXYGEN

A convenient method of carrying oxygen for emergency uses and for A new procedure for producing oxygen is its extraction from the air by a
aircraft that require it only occasionally is the solid oxygen candle. Many mechanical separation process. Air is drawn through a patented
large transport aircraft use solid oxygen generators as a supplemental material called a molecular sieve. As it passes through, the nitrogen and
source of oxygen to be used in the event of cabin depressurization. other gases are trapped in the sieve and only the oxygen passes
through. Part of the oxygen is breathed, and the rest is used to purge
Essentially, a solid oxygen generator consists of a shaped block of a
the nitrogen from the sieve and prepare it for another cycle of filtering.
chemical such as sodium chlorate encased in a protective steel case.
When ignited, large quantities of gaseous oxygen are released as a This method of producing oxygen is currently being used in some
combustion by-product. They are ignited either electrically or by a medical facilities and military aircraft. It appears to have the possibility of
mechanical igniter (percussion device). Once they start burning, they replacing all other types of oxygen because of the economy of weight
cannot be extinguished and will continue to burn until they are and space, and the fact that the aircraft is no longer dependent upon
exhausted. ground facilities for oxygen supply replenishment.
Solid oxygen candles have an almost unlimited shelf life and do not
require any special storage conditions. There are specific procedures
required for shipping these generators and they may not be shipped as
cargo aboard passenger carrying aircraft. They can be shipped aboard
cargo only aircraft and must be properly packaged, made safe from
inadvertent activation, and identified properly for shipment.
They are safe to use and store because no high pressure is involved
and the oxygen presents no fire hazard. They are relatively inexpensive
and lightweight.
On the negative side, they cannot be tested without actually being used,
and there is enough heat generated when they are used that they must
be installed so that the heat can be dissipated without any damage to
the aircraft structure.
Rev. 00 10 11.15
Solid oxygen generator
Rev. 00 11 11.15
OXYGEN SYSTEMS AND COMPONENTS STORAGE CYLINDERS

The aviation maintenance technician will encounter oxygen systems Oxygen cylinders, also called oxygen bottles, are the containers used to
during the course of servicing and repairing aircraft. Actual servicing or hold the aircraft gaseous oxygen supply. The cylinders may be designed
repair of the oxygen system itself must be accomplished in accordance to carry oxygen at a high or low pressure.
with the manufacturer's instructions, but a general knowledge of
Most military aircraft at one time used a low-pressure oxygen system in
gaseous, liquid, and chemical oxygen systems and how they operate
which the gaseous oxygen was stored under a pressure of
will enable the technician to better prepare the aircraft for flight.
approximately 450 psi in large yellow-painted low-pressure steel
Oxygen systems may be portable or fixed. The fixed system is cylinders. These cylinders were so large for the amount of oxygen they
permanently installed in an airplane where a need for oxygen may exist carried that they never became popular in civilian aircraft, and even the
at any time during flight at high altitudes. Commercial airplanes are military has stopped using these systems.
always equipped with fixed systems augmented by a few portable units
Low-pressure cylinders are made either of stainless steel with stainless
for crewmembers who must be mobile and for emergency situations
steel bands seam-welded to the body of the cylinder or of low-alloy
where only one or two persons may require oxygen for unusual physical
steel. The low-pressure cylinders are designed to store oxygen at a
reasons.
maximum of 450 psi, although they are not normally filled above 425 psi
GASEOUS OXYGEN SYSTEMS
Today, almost all-gaseous oxygen is stored in green painted high-
Gaseous oxygen systems consist of the tanks the oxygen is stored in, pressure steel cylinders under a pressure of between 1,800 and 2,400
regulators to reduce the pressure from the high pressure in the tanks to psi. All cylinders approved for installation in an aircraft must be
the relatively low pressure required for breathing, plumbing to connect approved by the Department of Transportation (DOT) and are usually
the system components, and masks to deliver the oxygen to the either the ICC/DOT 3AA 1800 or the ICC/DOT 3HT 1850 type.
crewmember or passenger.
Rev. 00 12 11.15
Oxygen storage cylinders
Rev. 00 13 11.15
Aluminum bottles are also available, but are much less common. Newer, feature, a surge of pressure can be sent into the oxygen system and
lightweight "composite" bottles that comply with DOT-E-8162 are cause damage.
becoming more common. These bottles are made of lighter, thinner
Another type of valve is of the self-opening design. When the valve is
metals combined with a wrapping of composite material. Because of the
attached to the oxygen system, a check valve is moved off of its seat,
high pressure in the cylinders they must be very strong to withstand the
allowing the cylinder to charge the system.
operational stress without shattering.
A third type of valve uses a cabin-operated push pull control to operate
Cylinders must be hydrostatically tested to 5/3 of their working pressure,
a control lever on the top of the valve. This eliminates the necessity of
which means that the 3AA cylinders are tested with water pressure of
always having the oxygen system charged but allows the pilot to
3,000 psi every five years and stamped with the date of the test. 3HT
activate the system whenever needed. This valve also can incorporate a
cylinders must be tested with a water pressure of 3,083 psi every three
pressure regulator so that there is no damage from a pressure surge in
years, and these cylinders must be taken out of service after 24 years,
the system when the valve is opened.
or after they have been filled 4,380 times, whichever comes first. E-8162
cylinders are tested to the same standards as the 3HT cylinders, but Many high-pressure oxygen systems use pressure-reducing valves
must be taken out of service after 15 years or 10,000 filling cycles, between the supply cylinders and the flight deck or cabin equipment.
whichever occurs first. These valves reduce the pressure down to 300-400 PSI. Most systems
incorporate a pressure relief valve that prevents high-pressure oxygen
All oxygen cylinders must be stamped near the filler neck with the
from entering the system if the pressure-reducing valve should fail.
approval number, the date of manufacture, and the dates of all of the
hydrostatic tests. It is extremely important before servicing any oxygen
system that all cylinders are proper for the installation and that they
have been inspected within the appropriate time period.
Oxygen cylinders may be mounted permanently in the aircraft and
connected to an installed oxygen plumbing system. For light aircraft
where oxygen is needed only occasionally, they may be carried as a
part of a portable oxygen system. The cylinders for either type of system
must meet the same requirements, and should be painted green and
identified with the words AVIATOR'S BREATHING OXYGEN written in
white letters on the cylinder.
There are several types of cylinder valves in use. The hand-wheel type
has a wheel on the top of the valve and operates like a water faucet.
The valve opens, as the wheel is turned counter clockwise. If the
cylinder does not incorporate a hand-wheel design with a slow-opening
Rev. 00 14 11.15
On a hot day, the temperature inside a parked aircraft can cause the
pressure in an oxygen cylinder to rise to dangerous levels. Permanently
mounted gaseous oxygen systems, especially in large aircraft, normally
have some type of thermal relief system to vent oxygen to the
atmosphere if the cylinder pressure becomes too high. Venting systems
may be temperature or pressure activated. To alert the crew that a
thermal discharge has occurred, many systems use a "blow-out" disk as
a thermal discharge indicator.
A flush-type fitting containing a green plastic disk about 3/4 inches in
diameter is mounted on the outside of the aircraft near the location of
the oxygen bottles. If a thermal discharge occurs, the disk blows out of
the fitting, and leaves the vent port visible. If the disk is found missing,
there is no oxygen in the system and the aircraft must not be flown in
conditions where supplemental oxygen might be required.
A thermal discharge requires maintenance on the oxygen system. The
discharge mechanism must be reset or replaced, the indicator disk
replaced and the system serviced with oxygen to the correct pressure.
Oxygen overboard discharge
Consult the maintenance manual for the particular aircraft to determine indicator
the proper procedures.
Rev. 00 15 11.15
STUDENT NOTES
Rev. 00 16 11.15
REGULATORS
Regulators for the pressure and flow of oxygen are incorporated in
stored-gas systems because the oxygen is stored in high-pressure
cylinders under pressures of 1800 psig or more. The high pressure must
be reduced to a value suitable for application directly to a mask or to a
breathing regulator.
This lower pressure is usually in the range of 40 to 75 psig, depending
upon the system. One type of pressure regulator is illustrated in Figure.
This pressure regulator is similar in design to many other gas- or air-
pressure regulators in that it utilizes a diaphragm balanced against a
spring to control the flow of gas. This regulator consists of a housing,
diaphragm, regulator spring, link actuator assembly, relief valve, and an
inlet valve. With no inlet pressure on the regulator, spring tension on the
diaphragm through the link actuator assembly forces the inlet valve to
the open position. When oxygen is flowing, regulated pressure in the
lower diaphragm chamber acts against the diaphragm, causing it to
move upward, compressing the regulator spring. The link actuator
assembly then mechanically causes the regulator valve to move toward
the closed position, thus reducing the flow of oxygen. When the
pressure in the lower chamber of the diaphragm is equal to the regulator
spring force, the diaphragm ceases to move and positions the inlet valve
to maintain the proper oxygen flow.
Pressure regulator
Rev. 00 17 11.15
Oxygen systems are also classified according to the type of regulator, Manual Continuous Flow Regulators typically consist of two gauges
which controls the flow of oxygen. The mask employed must be and an adjustment knob. One typical regulator has a gauge on the right
compatible with the type of regulator. There are two basic types of that shows the pressure of the oxygen in the system and indicates
regulators in use, and each type has variations. indirectly the amount of oxygen available. The other gauge is a flow
indicator and is adjusted by the knob in the lower center of the regulator.
- Continuous flow regulators
The user adjusts the knob so that the flow indicator needIe matches the
- Demand/diluter demand regulators altitude being flown. The regulator meters the correct amount of oxygen
CONTINUOUS FLOW REGULATOR for the selected altitude. If the flight altitude changes, the pilot must
remember to readjust the flow rate. [Figure a]
This type of regulator allows oxygen to flow from the storage cylinder
regardless of whether the user is inhaling or exhaling. Automatic Continuous Flow Regulators have a barometric control
valve that automatically adjusts the oxygen flow to correspond with the
The majority of oxygen systems for both private and commercial aircraft altitude. The flight crew need only open the valve on the front of the
are of the continuous-flow type. The regulator on the oxygen supply regulator, and the correct amount of oxygen will be metered into the
provides a continuous flow of oxygen to the mask. The mask valving system for the altitude being flown. [Figure b]
provides for mixing of ambient air with the oxygen during the breathing
process. Oxygen is usually supplied to the flight crew of an aircraft by an efficient
system that uses one of several demand-type regulators. Demand
Continuous flow systems do not use oxygen economically, but their regulators allow a flow of oxygen only when the user is inhaling. This
simplicity and low cost make them desirable when the demands are low. type of regulator is much more efficient than the continuous flow type.
The emergency oxygen systems that drop masks to the passengers of [Figure c]
large jet transport aircraft in the event of cabin depressurization are of
the continuous flow type.
Continuous Flow Regulators are of either the manual or automatic type.
Both of these are inefficient in that they do not meter the oxygen flow
according to the individual's needs.
Rev. 00 18 11.15
Fig. a Fig. b Fig. c
Rev. 00 19 11.15
The pressure regulator for the continuous-flow passenger oxygen Oxygen entering the regulator passes through the pressure reducer and
system installed in an airliner is shown in Figure. This regulator is the automatic-opening valve and then enters the altitude-compensating
attached to the high-pressure oxygen storage cylinder and shutoff valve. aneroid chamber. As the aneroid expands and contracts owing to the
changes in cabin pressure altitude, the outlet flow and pressure vary.
It is an altitude-compensating type, which varies supply-line pressure in
When the cylinder is fully charged to approximately 1850 psig, the
accordance with cabin altitude. The regulator is actuated automatically
maximum outlet flow at the regulator is 430 L/min, and the maximum
by sensing a rise in cabin-pressure altitude, or manually by controls
pressure is approximately 80 psig at 35 000 ft [10668 m]. First-aid
located on the body of the regulator. A relief valve in the regulator will
oxygen can be made available during normal operation of the
open to prevent outlet pressure from exceeding approximately 150 psig.
pressurized airplane if necessary. This is accomplished by a
At 10500- to 12000-ft [3200 to 3656-m] cabin pressure altitude, the
crewmember placing the regulator manual control in the ON position.
automatic opening aneroid expands, thus causing the valve to open and
supply pressure to the pressure surge unit. Increased pressure through
the surge unit actuates the door-release check valve, unlatches the
mask container doors, and pressurizes the dispensing manifolds.
On descent, at a cabin pressure altitude of 6000 to 10 000 ft [1829 to
3048 m], the automatic-opening aneroid contracts, causing the valve to
close and shutting off the oxygen supply. It is then necessary to place
the manual control in the ON position to supply supplemental oxygen to
passengers as necessary. If the automatic-opening valve fails to
function properly, the system is pressurized by placing the regulator
manual control in the ON position and turning the, manual oxygen-door
release knob to the full-rotated position.
Rev. 00 20 11.15
Passenger oxygen regulator
Rev. 00 21 11.15
DEMAND AND DILUTER DEMAND REGULATORS outside air passage and opens a supplemental oxygen valve inside the
regulator so pure oxygen can flow to the mask.
These used with demand masks supply oxygen to the user during
inhalation. When the individual using the equipment inhales, he or she An additional safety feature is incorporated that bypasses the regulator.
causes a reduction of pressure in a chamber in the regulator. This When the emergency lever is placed in the EMERGENCY position, the
reduction in pressure activates the oxygen valve and supplies oxygen to demand valve is held open and oxygen flows continuously from the
the mask. A flow indicator shows when oxygen flow is taking place. The supply system to the mask as long as the supply lever is in the ON
diluter demand regulator automatically adjusts the percentage of oxygen position.
and air supplied to the mask in accordance with altitude. The demand
.
masks cover most of the user's face and create an airtight seal. This is
why a low pressure is created when the user inhales.
Diluter Demand Regulators are used by the flight crews on most
commercial jet aircraft. When the supply lever is turned on, oxygen can
flow from the supply into the regulator. There is a pressure reducer at
the inlet of the regulator that decreases the pressure to a value that is
usable by the regulator. The demand valve shuts off all flow of oxygen
to the mask until the wearer inhales and decreases the pressure inside
the regulator. This decreased pressure moves the demand diaphragm
and opens the demand valve so oxygen can flow through the regulator
to the mask. [Figure a]
A diluter demand regulator dilutes the oxygen supplied to the mask with
air from the cabin. This air enters the regulator through the inlet air valve
and passes around the air-metering valve. At low altitude, the air inlet
passage is open and the passage to the oxygen demand valve is
restricted so the user gets mostly air from the cabin. As the aircraft goes
up in altitude, the barometric control bellows expands and opens the
oxygen passage while closing off the air passage. At an altitude of
around 34,000 feet, the air passage is completely closed off, and every
time the user inhales, pure oxygen is metered to the mask.
If there is ever smoke in the cabin, or if for any reason the user wants
pure oxygen, the oxygen selector on the face of the regulator can be
moved from the NORMAL position to the 100% position. This closes the
Rev. 00 22 11.15
Diluter demand regulator
Rev. 00 23 11.15
When a person breathes normally, the lungs expand and atmospheric

pressure forces air into them. But at altitudes above 40,000 feet not
enough oxygen can get into the lungs even with the regulator on 100%.
Operation of unpressurized aircraft at and above 40,000 feet requires
the use of pressure demand regulators. These regulators have
provisions to supply 100% oxygen to the mask at higher than ambient
pressure, thus forcing oxygen into the user's lungs
Pressure Demand Regulators operate in much the same way as
diluter demand regulators except at extremely high altitudes, where the
oxygen is forced into the mask under a positive pressure. Breathing at
this high altitude requires a different technique from that required in
breathing normally. The oxygen flows into the lungs without effort on the
part of the user, but muscular effort is needed to force the used air out
of the lungs. This is exactly the opposite of normal breathing.
Pressure-demand regulators contain an aneroid mechanism, which
automatically increases the flow of oxygen into the mask under positive
pressure. This enables the user to absorb more oxygen under the
conditions at very high altitudes. This type of equipment is normally
Pressure demand regulator
used at altitudes above 40000 ft [13632 m]. The additional pressure is
needed to enable the user to absorb oxygen at a greater rate than it
would be absorbed at ambient pressure. A pressure demand mask must
be worn with a pressure demand regulator. By action of special
pressure-compensating valves, the mask provides for a build up of
oxygen pressure from the regulator and creates the required input of
oxygen into the lungs
Rev. 00 24 11.15
MASKS
Masks are used to deliver the oxygen to the user.
Oxygen masks vary considerably in size, shape, and design; however,
each is designed for either a demand system or a continuous-flow
(constant-flow) system.
An oxygen mask for a demand system must fit the face, closely,
enclosing both the mouth and nose, and must form an airtight seal with
the face. Inhalation by the user will then cause a low pressure in the
demand regulator, which results in opening of an oxygen valve and a
flow of oxygen to the mask. When the user exhales, the flow of oxygen
is cut off.
An oxygen mask for a constant-flow system is designed so that some
ambient air is mixed with the oxygen. The complete mask usually
includes an oronasal face piece, a reservoir bag, valves, a supply hose,
and a coupling fitting. Some models include a flow indicator in the
supply hose.
CONTINUOUS FLOW MASKS
When the oxygen is turned on to a constant-flow mask, it fills the
reservoir through a valve. When inhaling, the user draws oxygen directly
from the reservoir bag. When the oxygen in the reservoir bag is
depleted, the user breathes cabin air. When the user exhales, the
reservoir bag refills with oxygen. The oxygen from the supply line flows
continuously into the mask, sometimes filling the reservoir bag and at
other times being breathed by the user. Exhaled oxygen and air are
discharged from the mask into the cabin. Typical examples of
continuous-flow oxygen masks are shown in Figure. Masks of these
types are usually provided with space for the installation of a
microphone.
Continuous flow oxygen masks
Rev. 00 25 11.15
Passenger oxygen masks for airliners are of the constant-flow type and immediately when even a small amount of oxygen is flowing. The
the face piece is oronasal in design; that is, it is designed to cover both indicator is colored a bright green so the passenger can see at once
the nose and the mouth. They are referred to as phase-dilution masks whether oxygen is flowing into the mask. Oxygen masks on airliners are
because of the characteristics of their operation. When oxygen is turned stowed in overhead compartments or in a compartment at the top of the
on to the passenger mask, it enters the bottom of the reservoir bag and seat back. If the cabin should depressurize, the compartments open
causes it to inflate. When inhaling, the user draws oxygen from the automatically and present oxygen masks to the passengers. If the
reservoir bag until it is deflated. At that time, the user begins to breathe automatic system fails to work, a backup electrical or mechanical
cabin air plus a small amount of oxygen, which is flowing through the system can be activated by a member of the crew to open the oxygen
reservoir. compartments. These are either of the continuous flow or demand type.
Thus, there are two phases of oxygen consumption during inhalation.
The first and largest part of the inhale action draws almost pure oxygen
into the lungs. When the reservoir bag has deflated, the user continues
to inhale but is breathing cabin air, primarily. The first part of the
inhalation provides a very rich oxygen mixture, which goes deep into the
lungs. The last part of the inhalation, in which cabin air is being
breathed, affects only the upper part of the lungs, the bronchial tubes,
and the windpipe (trachea). Since these parts of the respiratory system
do not contribute to the absorption of oxygen by the blood, the low
oxygen content of the cabin air breathed during the last part of
inhalation is of little consequence.
When the user of the mask exhales, the air is discharged through an
exit valve in the mask to the cabin atmosphere. At this time, the
reservoir bag refills with oxygen; however, the bag does not always fill
completely, particularly if the user is breathing rapidly. If the flow rate of
oxygen is only 1 L/min, which is normal for a cabin altitude of 15 000 ft
[4573 m], the reservoir bag does not have time to fill between each
inhalation by the passenger. This has caused concern among some
passengers because they have thought they were not receiving an
adequate flow of oxygen.
A passenger oxygen mask is shown in Figure. This particular mask has
a built-in flow indicator at the bottom of the reservoir bag. A small
section of the bag has been partially sealed 'off so it will inflate
Rev. 00 26 11.15
Passenger oxygen mask
Rev. 00 27 11.15
Another type of continuous flow mask is the rebreather type and vary .
from a simple bag-type disposable mask used with some of the portable
systems to the rubber bag-type mask used for some of the flight crew
systems.
Oxygen enters a rebreather mask at the bottom of the bag, and the
mask fits the face of the user very loosely so air can escape around it. If
the rebreather bag is full of oxygen when the user inhales, the lungs fill
with oxygen. Oxygen continues to flow into the bag and fills it from the
bottom at the same time the user exhales used air into the bag at the
top.
When the bag fills, the air that was in the lungs longest will spill out of
the bag into the outside air, and when the user inhales, the first air to
enter the lungs is that which was first exhaled and still has some oxygen
in it. This air is mixed with pure oxygen, and so the wearer always
breathes oxygen rich air with this type of mask.
More elaborate rebreather-type masks have a close-fitting cup over the
nose and mouth with a built-in check valve that allows the air to escape,
but prevents the user from breathing air from the cabin.
Passenger mask with rebreather
The oxygen masks that automatically drop from the overhead bag
compartment of a jet transport aircraft in the event of cabin
depressurization are of the rebreather type. The plastic cup that fits over
the mouth and nose has a check valve in it, and the plastic bag attached
to the cup is the rebreather bag.
Rev. 00 28 11.15
STUDENT NOTES
Rev. 00 29 11.15
DEMAND MASKS
Pressurized aircraft are normally equipped with diluter demand oxygen
systems for use by the flight deck crew. The masks used by the crew
are of an oronasal design and contain microphones and a strap harness
arrangement that will hold the mask securely in position.
With demand-type masks the regulator is set up to meter the proper
amount of oxygen to the user, so outside air would upset the required
ratio of air to oxygen. Demand-type masks must fit tightly to the face so
no outside air can enter.
A full-face mask is available for use in case the cockpit should ever be
filled with smoke. These masks cover the eyes as well as the mouth and
nose, and the positive pressure inside the mask prevents any smoke
entering
For some aircraft, which operate at very high altitudes, quick-donning
masks are used. These masks can be put on in 5 s or less. Figure
shows the pneumatic harness type of diluter demand masks. These
masks are used primarily by aircrew members because they use the
oxygen more efficiently and have higher altitude capabilities.
Demand type oxygen mask
Rev. 00 30 11.15
Flight crew quick donning mask
Rev. 00 31 11.15
LINES AND FITTINGS

Most of the rigid plumbing lines that carry high-pressure oxygen are
made of stainless steel, with the end fittings silver soldered to the
tubing. Lines that carry low-pressure oxygen are made of aluminum
alloy and are terminated with the same type fittings used for any other
fluid-carrying line in the aircraft.
The fittings may be of either the flared or flareless type. It is essential in
any form of aircraft maintenance that only approved components be
used. This is especially true of oxygen system components.
Only valves carrying the correct part number should be used to replace
any valve in an oxygen system.
Many of the valves used in oxygen systems are of the slow-opening
type to prevent a rapid in-rush of oxygen that could cause excessive
heat and become a fire hazard. Other valves have restrictors in them to
limit the flow rate through a fully open valve.
Rev. 00 32 11.15
PAGE INTENTIONALLY LEFT BLANK
Rev. 00 33 11.15
TYPICAL INSTALLED GASEOUS OXYGEN SYSTEMS The pressure regulator reduces the pressure in the cylinder to a
pressure that is usable by the masks. This regulator may be either a
If an aircraft has an installed oxygen system, it will be one of three
manual or an automatic type. There must be provision, one way or
types: the continuous flow type, the diluter demand type or the pressure
another, to vary the amount of pressure supplied to the masks as the
demand type.
altitude changes.
Most single engine aircraft utilize a continuous flow oxygen system. The
The mask couplings are fitted with restricting orifices to meter the
external filler valve is installed in a convenient location and is usually
amount of oxygen needed at each mask. In the figure the pilot's
covered with an inspection door. It has an orifice that limits the filling
coupling has an orifice considerably larger than that provided for the
rate and is protected with a cap to prevent contamination when the
passengers. The reason is that the pilot and other flight crewmembers
charging line is not connected.
require more oxygen since they are more active, and their alertness is of
The DOT approved storage cylinder is installed in the aircraft in a more vital importance than that of the passengers.
location that is most appropriate for weight and balance considerations.
Some installations incorporate a therapeutic mask adapter. This is used
The shutoff valve on the cylinder is of the slow opening type and
for any passenger that has a health problem that would require
requires several turns of the knob to open or close it. This prevents
additional oxygen. The flow rate through a therapeutic adapter is
rapid changes in the flow rate that could place excessive strain on the
approximately two to three times that through a normal passenger mask
system or could generate too much heat. Some installations use a
adapter.
pressure-reducing valve on the cylinder. When a reducer is used, the
pressure gauge must be mounted on the cylinder side of the reducer to Each tube to the mask has a flow indicator built into it. This is simply a
determine the amount of oxygen in the cylinder. [ See Figure] colored indicator that is visible when no oxygen is flowing. When oxygen
flows, it pushes the indicator out of sight.
The pressure gauge is used as an indication of the amount of oxygen in
the cylinder. This is not, of course, a direct indication of quantity, but
within the limitations seen when discussing system servicing, it can be
used to indicate the amount of oxygen on board.
Rev. 00 34 11.15
Typical installation of a gaseous oxygen system
Rev. 00 35 11.15
Pressurized aircraft do not normally have oxygen available for

passengers all of the time, but regulations require that under certain
flight conditions, the pilot operating the controls wear and use an oxygen
mask.
Because of this requirement, most executive aircraft that operate at high
altitude are equipped with diluter demand or pressure demand oxygen
regulators for the flight crew and a continuous flow system for the
occupants of the cabin. Aircraft operating at altitudes above 40,000 feet
will usually have pressure demand systems for the crew and
passengers. [Figure pg-37]
The masks for the flight crew normally feature a quick-donning system.
The mask is connected to a harness system that fits over the head. This
system is designed so that the mask can be put on with one hand and
be firmly in place, delivering oxygen, within a few seconds.
The oxygen filler valve is usually located under an access panel on the
outside of the fuselage and near the oxygen cylinder. The filler valve
consists of the valve incorporating a filter and valve cap. A check valve
is installed in the high-pressure line at the regulator to prevent the
escape of oxygen from the cylinder at the filler line port. A typical service
panel is shown in the adjacent Figure.
Oxygen service panel
Rev. 00 36 11.15
An oxygen system which does not require oxygen for
Rev. 00 37 11.15
CHEMICAL OXYGEN SYSTEMS The emergency oxygen systems for pressurized aircraft have the
oxygen generators mounted in either the overhead rack, in seat backs
Another source of oxygen is the chemical system. This system uses
(Fig. b), lavatory ceilings, or in bulkhead panels. The masks are located
chemical oxygen generators also called "oxygen candles" to produce
with these generators and are enclosed, hidden from view by a door that
breathing oxygen. The size and simplicity of the units, and minimal
may be opened electrically by one of the flight crewmembers or
maintenance requirements make them ideal for many applications. The
automatically by an aneroid valve in the event of cabin depressurization.
chemical oxygen generator requires approximately one-third the space
Provision for manual opening of these doors are provided to cover
for equivalent amounts of oxygen as a bottled system.
against malfunction.
The canisters are inert below 400°F. even under severe impact. Oxygen
When the door opens, the mask drops out where it is easily accessible
candles contain sodium chlorate mixed with appropriate binders and a
to the user. Attached to the mask is a lanyard that, when pulled,
fuel formed into a block. When the candle is activated, it releases
releases the lock pin from the flow initiation mechanism, so the striker
oxygen. The shape and composition of the candle determines the
can hit the igniter and start the candle burning or alternately the
oxygen flow rate. As the sodium chlorate decomposes. It produces
percussion device is automatically electrically triggered. Once a
oxygen by a chemical action. [Figure a]
chemical oxygen candle is ignited, it cannot be shut off. It must burn
An igniter actuated either electrically or by a spring, starts the candle until it is exhausted, and the enclosure must not be closed until the cycle
bumming. The core of the candle is insulated to retain the heat needed has completed. [Figure c]
for the chemical action and to prevent the housing from getting too hot.
Filters are located at the outlet to prevent any contaminants entering the
system.
The long shelf life of unused chemical oxygen generators makes them
an ideal source of oxygen for occasional flights where oxygen is
needed, and for the emergency oxygen supply for pressurized aircraft
where oxygen is required only as a standby incase cabin pressurization
is lost..
Rev. 00 38 11.15
Fig. b
Fig. c
Fig. a
Rev. 00 39 11.15
PORTABLE OXYGEN SYSTEMS oxygen to the crewmember(s) if there is a fire, or an emission of smoke
and/or noxious gas. It permits the crewmember(s) to move freely to
Most commercial aircraft in addition to the mentioned oxygen systems
extinguish a fire. It can also supply emergency oxygen if the fixed
will have a portable oxygen system. The portable oxygen system is
emergency-oxygen system does not work. (Fig. a)
used to supply oxygen to the cabin attendants, the Passengers and the
crew in an emergency. Cabin-Attendants Portable Devices
The simplest type of portable oxygen system includes a Department of The cabin-attendants portable oxygen system has these devices:
Transportation (DOT)-approved oxygen cylinder of either 11 ft3 [311.5 L]
- High-pressure oxygen cylinders with continuous-flow type
capacity or 22 ft3 [623 L] capacity, a regulator assembly, a pressure
masks,
gauge, an ON-OFF valve, hose couplings, flow indicator, and one or two
oronasal masks. This system is charged to 1800 psi and is suitable for - Protective breathing equipment.
altitudes up to 28 000 ft [8536 m]. Portable oxygen systems are They are installed at different locations in the cabin and are immediately
available with automatic flow-control regulators, which adjust oxygen available for the cabin attendants to use. (Fig. b)
flow in accordance with altitude.
The high-pressure oxygen cylinders with continuous-flow type masks
A portable oxygen system will have these subsystems: supply first aid oxygen for the passengers. If necessary they can also
- The flight-crew portable devices, supply oxygen to the cabin attendants so that they are able to move
about in the cabin for passenger assistance and other task during an
- The cabin-attendants portable devices.
emergency.
The flight crew portable breathing-equipment is usually installed behind
The primary use of the PBE is to supply oxygen to the cabin attendants
the pilots seat.
if there is a fire, or an emission of smoke and/or noxious gas. It permits
The cabin attendant’s portable breathing-equipment is installed in them to move freely to extinguish a fire.
several places in the cabin area easily accessible to the crew. The
possible positions are:
- In the galley areas,
- In the attendants seat areas,
- In the overhead stowage’s, in the cabin
Stowage’s/doghouses.
FLIGHT-CREW PORTABLE DEVICES
The flight crew portable device is a protective breathing equipment or a
portable cylinder with a full-face mask. Its primary use is to supply
Rev. 00 40 11.15
Fig. a
Fig. b
Rev. 00 41 11.15
PROTECTIVE BREATHING EQUIPMENT The yellow indicator inside the box shows the serviceability of the
breathing hood, in addition the tamper seal indicates that the container
The flight crew emergency breathing hood system provides protection to
has not been opened. Alternately a serviceability indicator which
the eyes and respiratory system for crewmembers. It is used when
changes color with absorption of moisture is also in use. If the yellow
fighting a fire, against the emission of smoke and noxious gas. The
indicator/ serviceable color is not apparent or if the tamper seal is
breathing hood generally ensures a total autonomy of approximately 20
broken the protective breathing equipment must be replaced.
minutes.
Normally these equipment has a shelf or operational life of 10 years so it
Usually the complete hood is vacuum-packed in a transport /storage
is imperative that one must check for the date of manufacture when
box. The storage box is provided with a good-condition indicator and
inspecting this equipment.
tamper seal used for the pre-flight inspection. Generally a smoke hood
will have
- A pictogram, which describes the utilization procedure (Fig.
b)
- An identification plate, located at the back of the container,
which gives the date of its manufacture.
To gain access to the aluminized bag it is necessary to break the lead
seal and open the box cover.
The breathing hood shown (Fig. a) works with a closed breathing circuit.
The expired air will be regenerated, enriched with oxygen, and inhaled
again. The oxygen is generated in exothermic chemical reaction
between the potassium peroxide (KO2), the humidity, and the carbon
dioxide (CO2) in the air expired. This reaction releases heat.
Rev. 00 42 11.15
Fig. b
Fig. a
Rev. 00 43 11.15
HIGH-PRESSURE OXYGEN CYLINDERS WITH A typical high-pressure oxygen cylinder has a head, which will have the
CONTINUOUS-FLOW TYPE MASKS following components installed on it:
Portable Oxygen Cylinder - A direct-reading pressure gauge to show the pressure in the
cylinder,
The high-pressure oxygen cylinders with continuous-flow type masks
supply first aid oxygen for the passengers. If necessary they can also - A high-pressure relief valve with a rupture disk. (3000) psi
supply oxygen to the cabin attendants. The oxygen source is a high-
- A low-pressure relief valve, which is installed in the low-
pressure cylinder with a capacity of around 310 l at a pressure of 1800
pressure chamber of the pressure regulator. (90) psi
psi. Brackets are installed with quick-release clamps to keep the
cylinders in position. - A rotary 'ON/OFF' valve to control the flow of oxygen into the
high-pressure chamber of the pressure regulator,
Continuous-Flow Type Oxygen Masks
- A fill valve, which is directly connected to the high-pressure
The continuous-flow type masks are used to give oxygen for first-aid
chamber of the pressure regulator,
treatment. They can also supply oxygen to the cabin attendants. The
flexible supply hose is connected to the constant flow outlet of the - A pressure regulator to give a low-pressure (35-80psi)
portable oxygen cylinder. - A constant flow outlet for the continuous-flow type oxygen
mask,
- An uncalibrated flow outlet for the full face/quick-donning
type oxygen mask.
Rev. 00 44 11.15
Portable oxygen cylinder
Rev. 00 45 11.15
CONTINUOUS-FLOW TYPE OXYGEN MASK The continuous-flow type oxygen mask is connected to the high-
pressure oxygen cylinder at the constant flow outlet. When the 'ON/OFF'
The continuous-flow oxygen masks will have:
valve is turned on the oxygen flows through the supply hose into the
- A face piece, reservoir bag. The green flow indicator in the reservoir bag inflates.
- A diluter valve, When the user breathes in, the oxygen flows from the reservoir bag
through the inhalation valve into the face piece.
- An exhale valve,
When the oxygen in the reservoir bag is used, the diluter valve opens
- An inhale valve, and ambient air is let into the face piece. When the user breathes out,
- A reservoir bag with a flow indictor, the inhalation valve and the diluter valve close. The exhaled air goes
through the exhalation valve to the atmosphere
- A flexible supply hose.
Rev. 00 46 11.15
Continuous flow oxygen

mask
Rev. 00 47 11.15
OXYGEN SYSTEM MAINTENANCE PRACTICES

To ensure that oxygen systems serve their purpose of supplying
hygienically clean oxygen under emergency conditions in an efficient
and safe manner, strict observance of servicing instructions and the
necessary safety precautions is essential during the installation and
maintenance of components.
Failure to observe such precautions could result in fire and explosions
and consequent serious injury to personnel and severe damage to an
aircraft. The emphasis is, at all times, on cleanliness and on the
standards of the work to be carried out at the appropriate stages of
installation and maintenance.
The information given in the following paragraphs is intended to serve
as a guide to practices and precautions applicable to systems in
general. Details relevant to specific types of aircraft systems are
contained in the approved Maintenance Manuals and the schedules
drawn up by an aircraft operator and reference must always be made to
these documents.
Servicing Personnel must fully understand the operation of an aircraft
system, the relevant ground charging equipment and its connection to
charging points and must have a full knowledge of any appropriate
engineering and maintenance regulations in force. Personnel should
also be alert to emergency situations, which could arise during oxygen
system servicing.
Rev. 00 48 11.15
SAFETY PRECAUTIONS WHEN HANDLING OXYGEN SYSTEMS One of the most serious hazards with oxygen is the penetration of the
gas into clothing, which can take place when a person has been
Before carrying out any work on an oxygen system, the following
exposed to an oxygen-rich atmosphere. In this state an infinitesimal
precautions against fire should be taken: -
particle of hot ash from a pipe or cigarette, can ignite the clothing, which
- Provide adequate and properly manned fire-fighting will immediately burst into a fierce flame.
equipment.
Clothing which has been saturated by oxygen should be kept away from
- Display 'No Smoking' and other appropriate warning placards naked lights or any other source of heat until a period of a quarter of an
outside the aircraft. hour has elapsed, or until thorough ventilation with air has been
- If artificial lighting is required, use explosion-proof lamps and effected.
hand torches A clean area, with bench surfaces and tools free of dirt and grease,
- Testing of aircraft radio or electrical systems should be should be used whenever it is necessary to carry out work on oxygen
avoided. system components.
- Ensure that the aircraft is properly earthed.

- Ensure that charging or servicing units, appropriate to
oxygen systems are used and that they and all other
necessary tools are serviceable and free of dirt, oil, grease or
any other contaminants.
- Where work on an oxygen system is to be performed in a
confined space within the aircraft, adequate ventilation must
be provided to prevent a high concentration of oxygen.
- Pipe and component connections should be wiped clean and
dry if contamination is present.
Rev. 00 49 11.15
The following general procedures and precautions should be followed - Certain components are stored in polythene bags, which
when handling, testing and cleaning any part of an oxygen system: - should not be opened until immediately prior to installation. If
a bag containing a component has been torn or unsealed
- Clean, white, lint-free cotton gloves should be worn by
during storage, the component should be re-cleaned.
servicing personnel.
- All open pipe ends or component apertures should be kept
- Before installing a component it must have been cleaned in
capped or plugged at all times, except during installation or
accordance with the cleaning instructions laid down in
removal of components. Only protection caps or plugs
relevant manuals. In order to avoid contamination,
designed for the purpose should be used.
protective/blanking caps should not be removed until
immediately before the installation of the component. When - On replacement of a component requiring electrical bonding
the caps are subsequently removed, the fittings of the or power supply connections. e.g. an electrical pressure
component should be checked to ensure they are clean and transducer, the circuit should be tested.
free of contaminants, e.g. flaked particles from protective
- For leak testing, only those solutions specified in the relevant
caps.
manuals must be used. Care must be taken to prevent a
- Shut-off valves should always be opened slowly to minimize solution from entering any connection, valve or component.
the possibility of heat being generated by sudden All tested parts must be wiped clean and dried immediately.
compression of high-pressure oxygen within the confined
- For the testing of components, clean dry filtered air or
spaces of valves or regulators. Particular attention must also
nitrogen may be used instead of oxygen. On completion of
be paid to any torque values specified for valve operation.
the tests, components should be purged with breathing
- Before uncoupling a connection the oxygen supply must be oxygen
turned off. Connections should be unscrewed slowly to allow
any residual pressure in the line or component to escape.
NOTE: If a cylinder valve is not completely closed or is leaking and
there is a time lag after bleeding a line. Sufficient oxygen pressure could
build up in the line to become potentially dangerous.
Rev. 00 50 11.15
SERVICING GASEOUS OXYGEN SYSTEMS Before filling any aircraft oxygen system, all of the cylinders being
refilled must be checked to ensure that they are of the approved type,
Some generic procedures are listed here as an orientation to the oxygen
and have been hydrostatically tested within the required time interval
system servicing.
No oxygen system should be allowed to become completely empty.
FILLING AN OXYGEN SYSTEM
When there is no pressure inside the cylinder, air can enter, and most
Fixed base operators who do a considerable amount of oxygen air contains water vapor. When the water vapor mixes with the oxygen
servicing will usually have an oxygen-servicing cart. Such carts usually the mixture expands as it is released through the small orifices in the
consist of six large cylinders, each holding approximately 250 cubic feet system. This expansion lowers the temperature and the water is likely to
of aviator's breathing oxygen. A seventh cylinder, facing the opposite freeze and shut off the flow of oxygen to the masks. Water in a cylinder
direction and filled with compressed nitrogen, is normally carried to can also cause it to rust on the inside and weaken it so it could fail with
charge hydraulic accumulators and landing gear struts. catastrophic results. A system is considered to be empty when the
Fittings on the nitrogen cylinders are different from those on the oxygen pressure gets down to 50 to 100 psi.
cylinders to minimize the possibility of using nitrogen to fill the oxygen If the system is ever allowed to get completely empty, the valve should
system, or of servicing the other systems with oxygen. be removed and the cylinder cleaned and inspected.
Each oxygen cylinder has its own individual shutoff valve, and all of the When an aircraft's oxygen system is being filled from a large supply cart,
cylinders are connected into a common service manifold that has a the cylinder having the lowest pressure should be used first. (The
pressure gauge. A flexible line with the appropriate fittings connects the pressure in each tank should have been recorded on the container with
charging manifold to the aircraft filler valve. chalk or in a record kept with the cart.) The valve on the cylinder should
Various manufacturers of oxygen equipment use different types of be opened slightly to allow some oxygen to purge all of the moisture, dirt
connections between the supply and the aircraft, and a well-equipped and air from the line; then the line should be connected to the aircraft
service cart should have the proper adapters. These adapters must be filler valve and the valve on the cylinder opened slowly. Most filler valves
kept clean and protected from damage. Leakage during the filling have restrictors that prevent an excessively high flow rate into the
operation is not only costly, but is hazardous as well. cylinder.
Rev. 00 51 11.15
An oxygen service cart
Rev. 00 52 11.15
When the pressure in the aircraft system and that in the cylinder with the DRAINING THE OXYGEN SYSTEM
lowest pressure stabilizes and there is no more flow, this new pressure
Draining of the oxygen system should normally be done after the high-
should be recorded and the cylinder valve closed The valve on the
pressure bottle has been removed or isolated from the system. Either
cylinder having the next lowest pressure should be opened slowly and
outdoors or in a well-ventilated hangar, the system's pressure should be
oxygen allowed to flow into the system until it again stabilizes. Continue
bled off by opening the appropriate fitting. Normally a system will require
this procedure until the aircraft system has been brought up to the
purging after the system has been drained. All the safety precautions
required pressure. [Figure a]
mentioned later in this chapter should be followed during any oxygen
The ambient temperature determines the pressure that should be put draining procedure.
into the oxygen system, and a chart should be used to determine the
PURGING A GASEOUS OXYGEN SYSTEM
pressure needed. For example, if the ambient temperature is 90° F and
a stabilized pressure in the system of 1,800 psi is desired, the oxygen If the oxygen system has been opened for servicing, it should be purged
should be allowed to flow until a pressure of 2,000 psi is indicated on of any air that may be in the lines. To purge a continuous flow system,
the system pressure gauge. When the oxygen in the system drops to oxygen masks are plugged into each of the outlets and the oxygen
the standard temperature of 70°F, the pressure will stabilize at 1,800 supply valve turned on. Oxygen should be allowed to flow through the
psi. If the ambient temperature is low, the filling of the system must be system for about ten minutes.
stopped at a lower pressure, because the oxygen will expand and the Diluter demand and pressure demand systems may be purged by
pressure will rise when it warms up to its normal temperature. [Figure b] placing the regulators in the EMERGENCY position and allowing the
oxygen to flow for about ten minutes. After the system has been
thoroughly purged, the cylinders should be filled to the required
pressure.
Rev. 00 53 11.15
Fig. a
Fig. b
Rev. 00 54 11.15
OXYGEN SYSTEM TESTS NOTE: Where very accurate leak-rate measurement is necessary,
special leak-rate testing instruments are available and should be used
LEAK TESTING GASEOUS OXYGEN SYSTEMS
as appropriate.
Whenever a system component e.g. cylinder, pipe or regulator, etc., has
PRESSURE TESTS
been removed, re-installed, or the system has in any way been
disconnected, tests for Leakage should be carried out. The system Pressure testing of oxygen cylinders is required at stated periods (e.g.
pressure should be at its normal maximum value. every four years) normally indicated in the relevant manuals and
schedules. The date of pressure test is usually stamped on the neck
Leaks should be located using an Ieak detecting solution free from any
ring of a cylinder or painted on the top hemispherical portion.
combustible substances unless, of course, particular leaks arc large
enough to be heard or felt. Solutions recommended for this purpose are NOTE: The dates of any previous pressure tests should not be over-
those conforming to specifications MIL-L-25567 'B' and MIL-L-25567 'C' stamped or obliterated.
Type 1.
FLOW TESTING
The solution should be applied with a soft brush and the suspected
Where the testing of flow rates is required at various points in a system
connections checked for signs of frothing or bubble formation. After
(e.g. at mask socket connections) special oxygen flow meters should be
testing, all traces of solution must be removed by a thorough rinsing with
used in accordance with the manufacturer's instructions. These flow
clean water and drying with a soft lint-free cloth.
meters generally consist of a float inside a glass cylinder graduated for
If a leak is found, the pressure is released from the system, and the the appropriate flow ranges in liters per minute
fittings checked for proper torque. Flareless fittings can leak from both
under and over tightening. If the fitting is properly torqued and still leaks,
remove the fitting and examine all of the sealing surfaces for indications
of damage. It may be necessary to replace the fitting and reflare the
tube or install a new flareless fitting.
Where it may be necessary to check a Ieak-rate (e.g. through a valve) a
leak-rate tester should be used. A simple tester consists of a flexible
tube into which has been inserted a length of 1/4 inch bore glass tube.
To check a leak-rate, the free end of the flexible tubing is fitted over the
outlet to be tested whilst the glass tube is immersed one inch below the
surface of water in a glass jar. The leak-rate can then be calculated from
the number of bubbles passing through the water. Eight bubbles are
considered equal to 1 c.c. Therefore eight bubbles per minute would
show a leak-rate of 60 c.c. Per hour.
Rev. 00 55 11.15
COMPONENTS MAINTENANCE If the acceptability of a cylinder is in question after making these checks
it must be withdrawn for more detailed inspection and overhaul.
The following paragraphs detail some of the procedures and
precautions generally applicable to the installation and maintenance of Checks on threads of connections should be carried out to ensure they
the principal components comprising oxygen systems. Reference are clean and free from damage. Thread lubricants should not be used.
should always be made to the approved Maintenance Manual relevant Protective caps should remain on the connections until a cylinder is
to a specific aircraft and system for full details. ready for installation and should be replaced immediately a cylinder is
removed.
CYLINDERS
During installation of cylinders a check must be made that they are
The handling and transportation of cylinders requires that extreme care
properly aligned with their respective pipelines before finally tightening
be exercised at all times. They must not be allowed to fall over, or be
cylinder clamps and pipe connecting unions.
knocked or jarred against hard or sharp objects, or against each other.
On no account must they be rolled from a truck or trolley directly onto” After installation, cylinder valves should be slowly opened to pressurize
the ground. the high-pressure lines and a leak test carried out at the cylinder
connections and any other connections, which may have been opened.
Rapid opening of valves to allow a sudden release of oxygen under
On satisfactory completion of a leak test, cylinder pressures should be
pressure from the outlet connections should be avoided. This applies
checked and recharging to normal system pressure carried out where
particularly to cylinders, which do not incorporate a pressure-reducing
necessary and valves should be wire locked in the open position.
valve. Apart from the fire risk, the reaction from the pressure discharge
can cause an insecurely held cylinder to become a dangerous
uncontrollable object.
Cylinders must be checked to ensure that the date of the last pressure
test has not expired and that the storage pressure is not below the
minimum specified in the relevant manual.
Where specified, it is necessary to carry out tests to ensure that there is
no leakage of oxygen from the seats and spindle glands of cylinder
valves.
Control valves and, where appropriate, pressure regulators and gauges,
are fitted by the cylinder manufacturers and no attempt should be made
to remove them during service.
The exterior of cylinders should be checked for signs of corrosion and
damage such as dents, cuts, gouging; or marking by metal stamps other
than that prescribed by the manufacturer on defined areas of the body.
Rev. 00 56 11.15
CHEMICAL OXYGEN GENERATORS

Unexpended generators should be handled with extreme care to
prevent inadvertent removal of the firing pin. A blanking cap is normally
fitted over the pin and this should remain in position until the generator
is finally installed and the lanyard is tied to the disconnect ring of the
mask. If a generator should become activated it should be immediately
placed on a non-combustible surface.
A minimum clearance of 5/8 inch must exist between a generator and its
heat shield to allow proper cooling when the generator is activated.
Oil or grease must not be used to lubricate the hinges or latch
mechanism of a service panel door.
When closing the door of a service panel it should be checked that the
hoses between the generator and masks will fold without kinking or
twisting.
Rev. 00 57 11.15
MASKS Masks should be cleaned and disinfected before installation and also
whenever the oxygen system has been used and at the periods
Disposable masks such as those used with many of the portable
specified in approved Maintenance Schedules.
systems should be replaced with new masks after each use. But the
permanent masks used by crewmembers are normally retained by each
individual crewmember. These masks are fitted to the face to minimize
leakage and are usually treated as personal flight gear. They should be
occasionally cleaned by washing them with a cloth wet with a lukewarm
detergent solution and then allowing them to dry at room temperature.
The face portion of the mask may be disinfected with a mild antiseptic.
The quick-donning masks for use by airliner flight crews are part of the
aircraft and not crew personal equipment. Most airlines require each
crewmember to don and test the mask as part of the required pre-flight
inspection. Alcohol swabs in small sealed packets are provided to
sterilize the mask before the crewmember dons the mask.
The procedure for the installation of masks depends largely on whether
they are of the plug-in type or automatic dropout type and full details
should, therefore, be obtained from relevant manuals. In general, the
following points should be observed during installation and
maintenance: -
Masks should be properly stored without kinking or twisting of the
hoses.
The masks and hoses should be checked for leaks, holes or rips, and
replaced rather than repaired. When storing the mask in the airplane, it
should be protected from dust and dampness, and especially from any
type of grease or oil. Plug-in couplings should be checked for proper
insertion and removal.
Stowage compartments should be inspected for cleanliness and general
condition.
Reservoir bags, where used in service panels, must be correctly
positioned and folded to ensure efficient dropout.
Rev. 00 58 11.15
PIPES AND FITTINGS Clearances between pipes and aircraft structure should be in agreement
with those specified in the relevant aircraft manuals and installation
It is extremely important when installing any oxygen line in an aircraft
drawings, otherwise damage may be caused by vibration. Particular
that no petroleum product is used as a thread lubricant, and that the
care is necessary to ensure clearance between pipes and moving parts
lines are thoroughly cleaned of any trace of oil that was used in the
such as aircraft control rods and levers.
flaring or presetting operation. Trichlorethylene or some similar solvent
may be used to clean the tubing and fittings. After they are thoroughly Pipes should, in the first instance, be positioned and only partially
clean, they should be dried either with heat or by blowing them with dry coupled (i.e. turning union nuts through one or two threads) to each
air or dry nitrogen. other or components as the case may be. The alignment of the tubes
should then be adjusted for optimum clearance and the tubes partially
Tapered pipe threads must never be lubricated with a thread lubricant
secured to the structure by the appropriate attachment method.
that contains any form of petroleum. Oxygen-compatible thread lubricant
Commencing at either end of the pipe run, the union nuts should be
that meets specification MIL-G-27617 may be used, or the male threads
backed off and a check made on the seating of the fittings. If
may be wrapped with Teflon tape and the fittings screwed together.
satisfactory, union nuts should be re-fitted and tightened and the pipe
Before any tubing or fitting is replaced in an oxygen system, the part attachments finally secured.
must be thoroughly cleaned and inspected. The part should be checked
Torque values specified for a particular oxygen system should be strictly
for evidence of corrosion or damage, and degreased with a vapor
observed when tightening the fittings. A fitting should never be over
degreaser or ultrasonic cleaner. The new line should be flushed with
tightened to effect a seal or to establish a proper electrical bond; loosen
stabilized Trichlorethylene, acetone, or some similar solvent, and dried
the fitting and retorque it several times, if necessary, until the seal or
thoroughly with dry air or nitrogen. If neither dry air nor nitrogen is
bond has been established.
available, the part may be dried by baking it at a temperature of about
250° F until it is completely dry. When tightening or disconnecting a pipe coupling, a second spanner
should be used as a backup to prevent rotation of the fitting to which
When the parts are dry, close them with properly fitting protective caps
the pipe union is attached.
or plugs, but never use tape in any form to seal the lines or fittings, as
small particles of the tape are likely to remain when it is removed. If a section of the pipeline system is left open or disconnected during
installation or removal, clean blanking caps must be fitted to open lines,
Pipes and fittings should be inspected for damage, cleanliness and
fittings or parts to prevent contamination of the system. In connection
signs of corrosion. If a pipe is damaged or deformed it should be
with the application of blanking caps, the following points should be
removed and a new pipe fitted. The security of pipe attachments such
particularly noted: -
as 'P' clips, support brackets, etc. and the conditions of electrical
bonding connections should be checked. Plastic caps should only be used on plain sections of pipes, e.g.
flareless pipes. Plastic caps should not be re-used.
Only pipes and fittings designated for use with oxygen and cleaned by
an approved method must be installed. Where caps are to be fitted to threaded unions or fittings they should be
of the metal type.
Rev. 00 59 11.15
Plugs, which can be jammed into pipes, should not be used. On completing the installation of pipes a leak test must be carried out on
all relevant connections and fittings. If a connection leaks, a check
Metal caps may be re-used after cleaning in accordance with an
should be made that the specified torque values were used in
approved method.
tightening. If the leak persists, using the specified torque value, the
Blanking caps should be scaled in polythene bags and should not be connection should be re-opened and inspected to find the cause.
opened until ready for use. After opening, the bags should be re-sealed Defective pipes or fittings should be replaced by serviceable items.
immediately to prevent contamination of unused caps.
THREAD LUBRICATION
Flexible hoses should not be twisted, kinked or collapsed during
With the exception of Teflon sealing tape to specification MIL-T-27730, it
installation. In some aircraft, flexible hose assemblies are used in both
is recommended that the application of any other lubricants or anti-seize
the high and low-pressure systems and these can be connected to
compounds to the threads of pipe or component connections be
standard pipe connectors. Care must, therefore, be taken to ensure that
avoided. The tape, which contains a lubricating compound, should be
the hoses are not interchanged.
applied to all except the first two threads of male fittings and not more
than three wraps of tape should be used. The tape should be wrapped
in a direction opposite to the running thread; any excess should be
trimmed off.
NOTE: All traces of previous tape should be removed from threads and
extreme care must be taken to prevent debris from entering the oxygen
system.
Rev. 00 60 11.15
PREVENTION OF OXYGEN FIRES OR EXPLOSIONS be used exclusively with oxygen equipment. Any dirt, grease or oil that
may be on the tools or on any of the hoses, adapters, cleaning rags, or
Safety precautions for oxygen servicing are similar to those required for
even on clothing is a possible source of fire.
fueling or defueling an aircraft.
Many materials such as oils, grease, fuel, paint, flammable
An oxygen fire or explosion depends on a combination of
solvents and metal swarf (e.g. from a damaged thread or a pipe
oxygen, a combustible material and heat. The danger of ignition is in
coupling) are liable to ignite or explode spontaneously when exposed to
direct ratio to the concentration of oxygen, the combustible nature of the
oxygen under pressure. Similarly, extraneous matter such as dust, lint
material exposed to the oxygen and the temperature of either the
from a cleaning rag or natural oil from the hands getting into the system
oxygen or the material, or both.
or into a component could cause ignition or explosion. It is essential
Oxygen itself does not burn but it supports and vigorously therefore to keep these materials and other extraneous matter away
intensifies a fire with any combustible material. The term 'combustible from exposed parts of oxygen systems to prevent contamination. Clean
material' is used in its widest sense, denoting not only flammable areas should be used for dismantling and assembly of all oxygen
materials but also such materials as steel, normally considered to be system components.
non-combustible, but which is in fact combustible at high temperatures
Any oxygen system leak can lead to a build-up of near-pure
in the presence of oxygen under pressure.
oxygen in unventilated zones, particularly in aircraft that remain idle. A
The airplane and service cart should be electrically grounded concentration of oxygen in such a zone, e.g. behind upholstery, or
and all vehicles should be kept a safe distance away. There should be thermal/acoustic tagging, or in control panels, could result in a fire or
no smoking, open flame or items, which may cause sparks within 50 explosion by contact with grease, oil or electrical hot spots. Any
feet or more depending upon the ventilation of the area during servicing indication of pressure loss or leaks must, therefore, be treated as
operations. hazardous and must be traced and eliminated before further flight.
Since the clothing of a person involved in servicing an oxygen Heat can be generated in an oxygen system by sudden
system is likely to be permeated with oxygen, smoking should be compression or by resonance of oxygen under relatively low pressure
avoided for ten to fifteen minutes after completing the oxygen servicing. impinging into a dead-end cavity. It can also be caused by the vibration
The most important consideration when servicing any type of of a seal, '0' ring, or other non-metallic material which is exposed to
oxygen system is the necessity for absolute cleanliness. The oxygen oxygen under pressure. A small high-pressure leak could cause ignition
should be stored in a well ventilated part of the hangar away from any of the material through which it is leaking due to heat generated by
grease or oil, and all high pressure cylinders no mounted on a service friction.
cart should be stored upright out of contact with the ground and away Protective caps must always be in place to prevent possible damage to
from ice snow or direct rays of the sun. the shutoff valve. The storage area for oxygen should be at least 50 feet
Because of the extreme incompatibility of oxygen and any form away from any combustible material or separated from such material by
of petroleum products, it is a good idea to dedicate all necessary tools to a fire resistant partition. When setting up an oxygen storage area, you
Rev. 00 61 11.15
should be sure that it meets all insurance company and national

Occupational Safety and Health requirements.
Rev. 00 62 11.15
PAGE INTENTIONALLY LEFT BLANK
Rev. 00 63 11.15
EXAMPLE SYSTEMS Near the panel-mounted regulators are mask hose quick disconnects
(QDs) and microphone cable jacks. These hose QDs will also accept
LOCKHEED L-1011 OXYGEN SYSTEM
the hose with a full-face smoke mask supplied with the flight station
FLIGHT CREW OXYGEN SYSTEM portable oxygen cylinder. To determine the oxygen level in the cylinder,
The crew system, shown in Figure, will last a 5-man crew approximately it is weighed.
4 hours using diluted oxygen. An overpressure relief fitting will release
all cylinder contents overboard if cylinder pressure exceeds a certain
limit. It this happens. The overboard discharge indicator, a green plastic
disc mounted at the skin line on the right hand side of the flight station,
will blowout.
If the oxygen cylinder's temperature is not excessive, an overpressure of
the oxygen cylinder would normally be very rare. A slow-opening on-off
valve releases cylinder pressure to the pressure reducer. The pressure
reducer decreases cylinder pressure (1850 PSI at 70°F.) to 50-90 PSI. It
also contains a relief valve that will safely relieve momentary
overpressure.
On a panel near the cylinder is a quick disconnect fitting for
maintenance checks. Corrosion-resistant steel Tubing distributes the
reduced pressure oxygen to five panel-mounted diluter demand
regulators, which further reduce oxygen pressure to breathing-pressure
level.
These regulators indicate distribution line pressure, and contain a flow
indicator and toggle control valves for oxygen pressure and dilution
control. Aneroids within the regulators lessen oxygen dilution with
increasing altitude and provide undiluted oxygen at positive pressure
above 28,000 feet flight station altitude. `
Rev. 00 64 11.15
Rev. 00 65 11.15
The flight crew oxygen mask, hose, and diluter- demand regulator are With the emergency-normal-test mask selector in the normal position,
shown in Figure. A panel-mounted oxygen regulator and a mic/oxy flow to the mask is on demand (inhalation). In the emergency position,
panel are located near each of five flight station crew seats. On the front flow to the mask is continuous, and at positive pressure. The emergency
of the oxygen regulator are controls for oxygen dilution and pressure. position mechanically overrides the normal position. In the test mask
On the back of the oxygen regulator are oxygen inlet and outlet ports, position, flow to the mask is continuous, and at a pressure higher than in
and an electrical connector for the 5 VAC panel light. On the bottom of emergency position. The selector is spring-Loaded out of the test mask
the oxygen regulator is an ambient air inlet. The end of the mask hose position to the normal position.
that connects to the mic/oxy panel has a warning type connector that
will not allow oxygen to flow through it if the connector is not fully seated
in the hose coupling.
The regulated oxygen pressure gauge shows pressure entering the
oxygen regulator. Oxygen will not flow from the oxygen regulator to the
masks unless the on-off selector is in the ON position shown on the right
side of the oxygen regulator panel in Figure. With the 100% oxygen-
normal oxygen selector in the 100% position, undiluted oxygen will be
supplied to the mask regardless of flight station altitude. With this
selector in the normal oxygen position, oxygen to the mask will be
diluted with flight station ambient air in proportion to flight station air
pressure. Dilution decreases with increasing altitude. At a flight station
altitude of 28,000 feet or higher, oxygen to the masks will not be diluted
at all. Normal flight station altitude (pressurized) is 8,000 feet.
Rev. 00 66 11.15
Rev. 00 67 11.15
The flight crew is required to have a portable breathing oxygen cylinder

equipped with a full face smoke mask that operates in much the same
manner as the crew oxygen system. It also operates with an undiluted
on-demand regulator as shown in Figure. The mask hose can be
connected to any crew station quick disconnect. Likewise, any crew
mask can be connected to the portable cylinder. A pressure regulator at
the top of the cylinder has a slow opening on-off valve, a charging valve,
a pressure gauge, a relief valve, an overpressure safety plug, and a
capped constant flow outlet, which is not used.
Rev. 00 68 11.15
Rev. 00 69 11.15
PASSENGER OXYGEN SYSTEM The 15-paired outputs are completed in about 7 seconds. Then are
redundantly repeated. The fifteenth output of the first cycle illuminates
Emergency oxygen for passengers is supplied from chemical oxygen
the OXYGEN FLOW light on the controller. Aircraft wiring connects the
generators through conventional face-cup masks. The generators,
15 output pulse pairs to the modules in each sequence group, initiating
which are initiated by an electrical pulse, burn the two chemicals and
each generator in the group and energizing the solenoid for unlatching
produce oxygen for 15 to 18 minutes. Generators and associated rack-
the mask rack door. The passenger oxygen controller incorporates a
mounted mask(s) are secured in modules, one about each passenger
test panel, which contains provisions for testing the system.
seat group, attendant seat, and in each lavatory ceiling.
Oxygen masks, with associated supply tubes, are nested in a clear
plastic rack and secured in the module by a hinged door. The door is
magnetically latched, and for mask deployment, is electro magnetically
unlatched by a solenoid. Oxygen generators and the masks associated
with them are divided into fifteen groups; each group being identified
numerically and composed of sectionally situated modules.
System control components shown in Figure include a passenger
oxygen controller, located at the Flight engineer's panel, and a
sequence timer, located in the center cabin ceiling. The controller,
through aneroid switching, automatically activates the system if cabin
altitude rises to 13.000 feet. A manual switch on the controller provides
for manual activation of the system if the aneroid switching circuits fail.
The sequence timer, when signaled automatically or manually,
sequentially develops fifteen paired, timed, and synchronized output
pulses, each pair consisting of a generator initiation pulse and a mask
drop pulse.
Rev. 00 70 11.15
Rev. 00 71 11.15
CHEMICAL OXYGEN GENERATOR

Oxygen generators are available in three sizes to supply oxygen to one,
two, or three masks, as shown in Figure. They are approximately 7
inches long and 3 inches in diameter. Hermetically sealed cases have a
shelf life of 10 years. Date of manufacture is indicated on the
nameplate.
The case exterior contains black and white comparison stripes. The
white stripe is heat-sensitive and will darken when the generator is
used.
Oxygen from all masks constitutes about 1 percent of the cabin
atmosphere, so there is no fire hazard due to oxygen from unused
masks. Oxygen flow is continuous until the generator is expended.
Rev. 00 72 11.15
Rev. 00 73 11.15
PASSENGER SERVICE MODULES

An example passenger service module (PSM), shown in Figure is
ceiling mounted above each set of two passenger seats on the left and
right sides of the cabin centerline. Oxygen masks are rack mounted in a
mask compartment in the passenger service module (PSM) and are
retained by a latched door.
A chemical oxygen generator, mounted adjacent to the mask
compartment, is manifolded by clear plastic tubes to each oxygen mask.
When the passenger oxygen system is activated, the door solenoid is
energized; the door unlatches and springs open; the masks drop and
are suspended by their supply tubes. Simultaneously, the chemical
oxygen generator is actuated and supplies oxygen to each mask
through its supply tube.
Rev. 00 74 11.15
Rev. 00 75 11.15
BOEING 747-400 OXYGEN SYSTEMS In some continuous flow systems using compressed oxygen cylinders, a
valve is kept closed by an actuating pin. The valve is opened when the
The flight crew and passenger oxygen systems use oxygen cylinders to
mask is pulled toward the passenger's face; a lanyard attached to the
supply oxygen if needed. Several passenger oxygen systems have used
mask hose pulls the actuating pin out of the valve, allowing the valve to
chemical oxygen generators to supply the passengers in an emergency.
open and oxygen to flow to the mask. When oxygen is no longer
The 747 use nine high-pressure oxygen cylinders to store the required, the flow control units are reset by the flight crew, stopping the
passenger emergency oxygen. Each cylinder is equipped with a flow of oxygen to the distribution manifold. Residual pressure in the
pressure gauge, shutoff valve and-frangible disc as shown in Figure. manifold is depleted through the masks allowing the automatic vent
The frangible disc provides over-pressure relief through an overboard valve to open. Test fittings allow connection of an external pressure
discharge port and manifold common to crew system. source and gauge for system testing.
A coupling with an integral thermal compensator connects the cylinder
to a pressure reducer. A medium pressure manifold carries oxygen from
the pressure reducers to the flow control units.
In the OFF (reset) condition, the flow control units prevent oxygen flow
into the low-pressure distribution manifold by closing the flow control
units. Any small amount of oxygen leakage through the flow control
units is discharged by the automatic vent valve to prevent unscheduled
mask deployment.
When the flow control units are actuated, the resulting pressure surge
unlatches the oxygen module doors, causing the masks to deploy. The
surge also closes the automatic vent valve. Within several seconds of
actuation, the pressure surge decays. While oxygen continues to flow to
the masks, pressure in the manifold is sufficient to hold the automatic
vent valve closed.
Rev. 00 76 11.15
Rev. 00 77 11.15
A guarded three-position switch (see adjacent Figure) controls operation

of the passenger oxygen system through: The flow control units. With
the switch in NORM, the; system will activate one of the flow control
units automatically at 14,000 feet cabin altitude. Momentarily placing the
switch to ON activates the two other flow control units. When oxygen is
no longer required, the system is turned off by placing the switch
momentarily to the RESET position. The switch is guarded to prevent
unintentional system activation. Placing the switch to ON deploys all the
passenger oxygen masks throughout the main and upper deck
passenger cabins.
Rev. 00 78 11.15
STUDENT NOTES
Rev. 00 79 11.15
STUDENT NOTES
Rev. 00 80 11.15

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Module 11 – AIRCRAFT AERODYNAMICS AND STRUCTURES

CATEGORY B1 - MECHANICAL Sub Module 11.15 – OXYGEN

SUB MODULE 11.15

OXYGEN (ATA 35)

Table of Contents Page Table of Contents Page

Introduction ................................................................................... 2 Portable Oxygen Systems........................................................... 40

“The training notes and diagrams are

SOURCES OF SUPPLEMENTAL OXYGEN LIQUID OXYGEN

CHEMICAL, OR SOLID, OXYGEN MECHANICALLY SEPARATED OXYGEN

Solid oxygen generator

OXYGEN SYSTEMS AND COMPONENTS STORAGE CYLINDERS

Oxygen storage cylinders

Fig. a Fig. b Fig. c

Passenger oxygen regulator

Diluter demand regulator

When a person breathes normally, the lungs expand and atmospheric

Continuous flow oxygen masks

Passenger oxygen mask

Demand type oxygen mask

Flight crew quick donning mask

LINES AND FITTINGS

PAGE INTENTIONALLY LEFT BLANK

Typical installation of a gaseous oxygen system

Pressurized aircraft do not normally have oxygen available for

Oxygen service panel

An oxygen system which does not require oxygen for

Portable oxygen cylinder

Continuous flow oxygen

OXYGEN SYSTEM MAINTENANCE PRACTICES

- Ensure that the aircraft is properly earthed.

An oxygen service cart

CHEMICAL OXYGEN GENERATORS

should be sure that it meets all insurance company and national

PAGE INTENTIONALLY LEFT BLANK

The flight crew is required to have a portable breathing oxygen cylinder

CHEMICAL OXYGEN GENERATOR

PASSENGER SERVICE MODULES

A guarded three-position switch (see adjacent Figure) controls operation

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