Ata 35. Oxygen As-05-02 (Plan-12)

ATITA AIRFRAME STUDY PLAN: 12
MODULE AS-05-02 REVISION: 00
BOOKLET:01
CONTENTS
Objectives/Advice 2
Introduction 2
Oxygen Storage 2
Gaseous Storage 3
Chemical Storage - Solid State 6
Activity 1 9
Pressure Reduction & Distribution 10
Charging Valve 11
PRV Valve Stem 11
Relief Valve 11
Oxygen Distribution Ring Main 11
Activity 2 12
Replenishment - Gaseous Systems 13
Oxygen Safety Precautions 14
Self Assessment 16
Self Assessment Review 17
Summary 17
Essential Reading 17
Page 1 of 59
OBJECTIVES/ADVICE
The objective of this booklet is to explain to you the methods used to

store, distribute and to replenish aircraft oxygen systems.
When you have completed this booklet you should be able to:-
 State the methods used to store oxygen both in gaseous and

chemical form.
 Explain how oxygen is distributed to the passengers and crew.
 State the general procedures and for the replenishment of

gaseous oxygen systems.
 Describe the safety precautions and the necessary procedures

to be followed when working with oxygen systems.
It should take you about one hour of study time to complete this
booklet.
INTRODUCTION
Oxygen is an essential requirement to sustain human life. Under

normal circumstances sufficient oxygen is available to the passengers
and crew in a pressurized aircraft. If a pressurization failure occurs or
if the aircraft suffers a rapid decompression through some structural
malfunction, then oxygen must be available for the occupants of the
aircraft to breathe until the aircraft altitude can be reduced to a level
at which the ambient conditions will sustain life.
OXYCEN STORAGE
Oxygen can be stored in aircraft using three different methods, the

methods used dictate the state of matter in which the oxygen 1S
during storage. The three methods are:-
 Gaseous storage (gaseous state).

 Chemical storage (solid state).
 Liquid storage (liquid state).
Liquid oxygen (LOX), where oxygen gas is cooled to -1830C, is not

used on civil aircraft due to its high cost and complex storage
requirements, but it is frequently used on military aircraft.
Page 2 of 59
This booklet will be covering the two other methods of oxygen

storage.
GASEOUS STORAGE
Oxygen in its gaseous state is contained in storage cylinders, the

number and capacity of the cylinders being based on the total
number of aircraft occupants. The crew and passenger systems and
their oxygen cylinders are usually independent of each other, except
for a common charging point and an over pressure relief facility.
Both these oxygen systems provide for the storage of high pressure
gaseous oxygen, its distribution and its delivery to the crew and
passengers under low pressure.
Oxygen storage cylinders are manufactured from high tensile steel,

the nominal charge pressure is usually 1800 psi, and the capacity
can vary from 30 cubic feet to 120 cubic feet, depending on
installation requirements. Cylinders for use in aircraft oxygen
systems are color coded for identification purposes, and the name of
the contained g2S with its chemical formula is stenciled on the
cylinder. The color coding at present in use depends on the country
of origin of the cylinder and may be:-
 Black with a white top dome.

 Green (American manufacture)
In addition to the word OXYGEN and 02 stenciled on the bottle, the

following information is also painted on the cylinder:-
 USE NO OIL (in red paint).

 Manufacture’s name and name and drawing number)
 Test and normal working pressure )
 Date of test ) (in white
 Capacity ) paint)
Cylinders normally have a manually operated shut off valve

incorporated in the neck area of the bottle to facilitate bottle
removal. A direct reading pressure gauge is also fitted as well as an
electrical transducer to allow oxygen pressure indications to be
available to the crew on the flight deck.
Page 3 of 59
OVERBOARD PRESSURE
DISCHANGE REDUCING
FILLER VENT VALVE
VALVE
ELECTRICAL
QUANTITY
TRANSDUCER
CYLINDER
SHUT-OFF
VALVE
PRESSURE FLOW
GAUGE CONTROL
UNITS
QUICK
RELEASE
FITTINGS
PASSENGER
CYLINDERS CREW
CYLINDER
Fig. 1 GASEOUS CYLINDER INSTALLATION
The cylinders are provided with an over pressure relief facility, this
usually takes the form of a rupture disc which will allow the escape of
gas to the outside of the aircraft should the cylinder pressure rise
substantially above the maximum pressure (approximately 2800 psi).
The rupture disc consists of:-
 A discharge fitting, the inside of which is colored red.
 A green indicator disc.
 A snap r1ng (circlip).
 An 'O' ring seal
Page 4 of 59
A typical discharge fitting is shown in Fig. 2.
DISCHARGE LINE
AIRCRAFT SKIN
'O' RING
SNAP RING
GREEN DISC
RED DISCHARGE FITTING
Fig. 2 OXYGEN DISCHARGE FITTING
The discharge indicator disc at the overboard discharge vent blows

out when pressure in the discharge line reaches 500 psi. This
pressure will be achieved when the safety relief valve on one of the
cylinders reaches a pressure of 2800 psi. When the green indicator
disc has blown out it will expose the red interior of the discharge
fitting, making it instantly visible.
Before refitting a blown indicator, the reason for the discharge must
be investigated and rectified. Always replace the '0' ring seal as its
purpose is to prevent the ingress of moisture, should moisture enter
the discharge line and freeze no relief line would be available and
serious damage would occur to the oxygen equipment. Inspection of
this disc is usually carried out on a daily inspection.
The supply pipes in the high pressure side of the system are
manufactured from stainless steel or copper based alloys, they
should also be identified with color coded tape applied at each end of
the pipe, the coding consists of a green band with the words
BREATHING OXYGEN, and a black rectangular symbol on a white
background, as shown in Fig. 3 on the next page.
Page 5 of 59
GREEN
GREEN
BREATHING
OXYGEN
BREATHING
OXYGEN
BRAETHING
OXYGEN
Fig. 3 OXYGEN PIPELINE IDENTIFICATION TAPE
CHEMICAL STORAGE - SOLID STATE
Oxygen for emergency use can be stored in a solid state chemical

generator, which is designed to produce oxygen in a gaseous,
breathable state, only when required. The chemical generator differs
therefore from the compressed oxygen cylinder in that the oxygen is
actually produced at the time of delivery. All the components are
encased in an insulated steel cylindrical container, which is cast or
pressed into its shape. (Fig. 4)
FILTER
CARTRIDGE HEAT SHIELD
RELIEF VALVE
FIRING PIN
MAINFOLD
ACTIVATION
PIN IRON AND SODIUM
CHLORATE CORE
AVTIVATION
LANYARD OUTLETS TO MASKS
Fig. 4 CHEMICAL OXYGEN GENERATOR
Page 6 of 59
Core Constituents and Reaction
Oxygen is produced inside the generator by the chemical reaction of

sodium chlorate and iron. The core is shaped to provide the
maximum flow on starting and then a steady pressure as the core is
consumed.
The chemical formula for oxygen generation is as follows:-

NaClO3 + Fe = NaC + FeO + O2.
When ignited the sodium chlorate (NaClO3) and iron (Fe) core will
produce sodium chloride (NaCl) or salt, ferric oxide (FeO) rust, and
oxygen O2.
Generator Activation
To ignite the core for initial combustion a firing mechanism is

required, it can be either:-
 A mechanical percussion device (pyrotechnic cartridge).

 An electrically fired 3quib.
Oxygen generation is initiated by pulling the mask with a sharp tug,

the mask being attached to one end of a lanyard, the other end of
the lanyard is attached to an activation pin. The purpose of the
activation pin is to prevent the spring loaded firing pin from
contacting the cartridge. Once the activation pin has been withdrawn
the firing pin strikes the cartridge, a controlled explosion takes place
and combustion is initiated in the core. The oxygen which is
produced is proportional to the cross sectional area of the core and
the rate of combustion, this rate is determined by the concentration
of iron in the core. The oxygen production rate is greater at initial
combustion to provide a high oxygen output during the initial few
minutes of an emergency descent. Once generation has commenced,
burning continues until the core ingredients are totally expended,
core temperatures are approximately 4500F whilst combustion takes
place. A temperature sensitive tape is usually installed around the
case to indicate if the generator has been expended.
Generator Output
The oxygen is filtered through chemical and particulate filters to trap

the salt particles from the gas as it emerges at the manifold as
medically pure breathing oxygen. The manifold allows the oxygen
hoses to be attached to the generator; depending upon the size of
the generator two to four hoses can be supplied. The manifold can
rotate 360 degrees to prevent entanglement of the hoses.
Page 7 of 59
The normal output of the generator is about 10 psi, therefore

regulation of the pressure is not required prior to breathing. A relief
valve is fitted to protect the generator against over pressurization;
this valve will release pressures above 50 psi.
An oxygen generator, on a volume basis, has three times the storage

capacity of compressed gas. The oxygen produced is sufficient for 15
minutes supply to all the masks fed by the generator, giving ample
time for an emergency descent.
Chemical Generator Advantages
The advantages of the chemical method of generation of oxygen

compared with a gaseous compressed supply are:-
 Elimination of the need for high pressure storage containers

(cylinders), distribution lines, regulation components and
therefore a saving in weight.
 Better reliability, as each individual generator is a self

contained oxygen producer, one generator malfunction would
not jeopardize the remainder (compared with ruptured lines or
excessive leakage in a gaseous system).
 Reduced maintenance.
 No regular replenishment.
 No checks or tests.
 Fewer components.
 If an emergency descent has taken place and the generators

are exhausted, they are simply replaced.
Because the output from the generator cannot be precisely controlled

relative to the aircraft's rate of descent, most crew installations use
gaseous systems with oxygen regulators. Oxygen may also be
required for extended periods by the crew in other circumstances
such as smoke in the flight deck.
Most large civil aircraft therefore use a small gaseous system for
crew use only and chemical generators for the passengers and cabin
staff.
Page 8 of 59
ACTIVITY 1 5 Minutes
1. List the three states in which oxygen can be carried in aircraft.
2. What color would you expect to find an oxygen cylinder of

American manufacture painted?
3. If the discharge indicator disc was missing on a daily check

what would be the most probable cause?
1. (a)
(b)
(c)
2.
3.
Page 9 of 59
COMMENTS ON ACTIVITY 1
Here are the answers you should have:-
1. (a) Gaseous.
(b) Solid.
(c) Liquid.
2. Green.
3. An over pressure has occurred in one of the gaseous oxygen

cylinders through the safety relief valve.
Let's now move on to the reduction of pressure from the gaseous

cylinder and its distribution.
PRESSURE REDUCTION AND DISTRIBUTION
In a gaseous oxygen system the storage pressure must be reduced

to allow a reasonable pressure to be supplied to the masks. The
cylinders store the oxygen at a nominal pressure of 1800 psi, this
pressure is reduced to approximately 70 to 100 psi. This reduction in
pressure is carried out by a pressure reducing valve (PRV) (Fig. 5),
which is incorporated in the charging line and includes a che2k valve
(non return valve) to prevent a cylinder discharging into a lower
pressure cylinder or a leaking charging line.
OVER CENTRE SPRING OXY CYLINDER
CHECK VALVE
FROM OXYGEN FILL PANEL
ELECTRICAL
PRESSURE
TRANSDUCER
OVER CENTRE
SPRING AND
DIAPHRAGM
COIL
CHARGING SPRING
VALVE
VALVE
STEM
RELIEF TO
VALVE MASKS
Fig. 5 PRESSURE REDUCING VALVE
Page 10 of 59
CHARGING VALVE
The charging valve is sprung loaded open, when the cylinder is fully
charged, the pressure overcomes the spring and closes the valve
preventing back flow from the cylinder.
PRV VALVE STEM
The valve stern is controlled by two coiled springs and one over
centre spring, when the mask line decreases below 70 psi the force
on the diaphragm and over centre springs also decreases, this action
will open the valve stern and allows cylinder pressure into the outlet
line. As the pressure builds up the diaphragm and over centre
springs are overcome to regulate the outlet pressure to 70 psi.
RELIEF VALVE
Should a malfunction occur in the valve stern or its controlling

springs a relief valve will open at 120 psi to prevent damage to the
masks or oxygen regulators. It will exhaust into the cylinder storage
bay.
OXYGEN D1STRIBUTION RING MAIN
Once the oxygen storage pressure has been reduced to an

acceptable level it must be distributed to the passenger and crew
compartments. Because the maximum pressure to the masks will be
70 psi, the distribution lines are manufactured from aluminum alloy,
the crew lines terminate at an oxygen regulator and the passenger
compartment lines are connected to passenger service units (PSU)
where the masks are stowed. Because of airline requirements to vary
the seat pitch for different classes the passenger distribution lines
have tap-offs every few inches for easier relocation of the PSUs.
Many gaseous oxygen systems incorporate a shut off valve which is

manually operated by the crew; it is usually situated in the flight
deck. The valve is used to prevent excessive leakage taking place
while the aircraft is parked for extended periods. To ensure it is open
when the aircraft is ready to fly the valve position is normally
checked on a daily inspection prior to the first flight of the day. Test
connections are installed to enable pressure gauges to be fitted to
the ring main during the testing of the system. A typical ring main is
shown in Fig. 6 on the next page.
Page 11 of 59
TEST CONNECTIONS
PASSENGER MASKS
TYPICAL LOCATIONS
PASSENGER
RING MAIN
PIPELINE
CREW REGULATION
STORAGE
CYLINDER CREW
RING MAIN CREW SHUT OFF
Fig. 6 OXYGEN RING MAIN
1. What is the purpose of the check valve in the pressure

regulator?
2. If an over pressure situation occurs where would the

excess oxygen be vented to from the PRV?
3. Why are tap-offs situated every few inches of the ring

main?
1.
2.
3.
Page 12 of 59
1. The check valve, or charging valve prevents a back flow into

the charging system from the cylinder.
2. The oxygen would be vented into th0 cylinder storage bay.
3. The tap-offs allow repositioning of the PSUs as the seat pitch is

varied.
REPLENISHMENT - GASEOUS SYSTEMS
There must be a sufficient supply of oxygen for the duration of the

flight so a minimum dispatch pressure is used, if the pressure falls
below this figure then replenishment will be required.
An oxygen trolley with a regulator attached is used to transfer the

oxygen from the bottles on the trolley to the aircraft's cylinders. The
outlet hose is connected to the aircraft's charging valve after purging
the hose by allowing a flow of oxygen to clear the hose of any
moisture or impurities. On some aircraft a temperature dial is
situated on the panel to compensate for ambient conditions. To
prevent excessive temperatures being built up in the pipelines from
the charging point to the cylinders thermal compensators are
installed. A thermal compensator is illustrated in Fig. 7.
REMOVE AT THESE UNIONS
DO NOT REMOVE
REMOVE THIS CONNECTION
INSTRUCTION
LABEL
SINTERED
BRONZE
ELEMENT
STAINLESS STEEL PIPELINE
Fig. 7 THERMAL COMPENSATOR
Page 13 of 59
These compensators act as a heat sink to disperse any build up of

heat from the charging process, they consist of a sintered bronze
element soldered into a stainless steel tube. Whenever thermal
compensators are installed they are identified by a placard indicating
the correct method of removal, and of course they should not be
replaced with a standard length of pipe. To prevent the incorrect gas
bottle being used to charge oxygen cylinders, some airlines use a left
hand threaded charging valve.
OXYGEN SAFETY PRECAUTIONS
It is the duty of everyone concerned with the handling of oxygen to

ensure that the precautions laid down in the aircraft Maintenance
Manual are rigidly adhered to. Although oxygen itself is non-
flammable it will vigorously support combustion, and if oil, grease,
dust or metal particles are present, combustion may lead to a
spontaneous explosion (Fig. 8).
OXYGEN
Fig. 8 OXYGEN WARNING
The following precautions MUST be obeyed when working on or near

oxygen equipment:-
 KEEP OIL AND GREASE AWAY - oxygen equipment hoses,

fittings, etc., must not be handled with greasy hands or when
wearing greasy overalls.
 KEEP OXYGEN AWAY FROM FIRE - a small fire or spark will

rapidly grow in an oxygen enriched atmosphere.
 NO SMOKING.
Page 14 of 59
 HANDLE OXYGEN COMPONENTS CAREFULLY - don't abuse the

equipment, your or somebody else's life may depend in it,
close valves only by hand, do not drop cylinders, especially
when charged.
 DON'T MIX OXYGEN. Do not use oxygen in any system not

designed for it, only use AVIATION BREATHING OXYGEN in
aircraft systems, hospital and welder's oxygen contains water
vapour which could freeze at altitude.
 ALWAYS FOLLOW TO THE LETTER THE INSTRUCTIONS GIVEN

IN MAINTENANCE MANUALS AND ON CHARGING PANELS.
NEVER EXCEED PRESSURES STATED TO SPEED UP THE
CHARGING OPERATIONS.
When charging a gaseous system ensures that:-
 No refueling operations are being carried out.
 No switching on or off of electrical supplies, have the minimum

amount of power on the aircraft, i.e., to power quantity
gauges.
 Oxygen functions are clearly marked by signs, i.e., OXYGEN

CHARGING IN PROGRESS.
 NO SMOKING OR NAKED FLAMES.
 The aircraft is earthed.
 Adequate fire fighting equipment is available.
Page 15 of 59
SELF ASSESSMENT
1. State three advantages of chemical generators over gaseous

systems.
(a)
(b)
(c)
2. Apart from color coding what other information is stenciled on

an oxygen cylinder?
(a)
(b)
(c)
(d)
(e)
3. When would the crew operated shut-off valve be Used and

why?
Page 16 of 59
SELF ASSESSMENT REVIEW
1. You can have any three from these:-
(a) Saves weight.
(b) Better reliability.
(c) Reduced maintenance.
(d) No servicing required.
2. (a) USE NO OIL.
(b) Manufacturer's name.
(c) Drawing number.
(d) Test and normal working pressure.
(e) Date of test and capacity.
3. On overnight stops or longer periods of parking, it is used to

cut down the leak rate through the regulators.
SUMMARY
Oxygen equipment is essential to support the lives of the passengers

and crew in times of emergency. Although such systems are installed
in aircraft at all times and are hopefully never used, any maintenance
and servicing must be meticulously carried out to ensure that if they
are ever needed they will efficiently perform their required task.
Replenishment is a frequent task for ground engineers working on

gaseous oxygen systems, EVERY TIME this task is carried out ALL the
precautions must be observed. It only takes one small mistake to
jeopardize the safety of the aircraft or the personnel involved with its
servicing.
ESSENTIAL READING
CAIPs, Book 2, Leaflet AL/3-25
A & P Mechanics Notebook Airframe, Page 587 to 594.
Page 17 of 59
BOOKLET:02
CONTENTS
Objectives/Advice 19
Introduction 19
Drop-Out Systems 19
Pneumatically Operated Systems 22
Activity 1 27
Electrically Activated System 28
Maintenance Practices 30
Activity 2 33
Therapeutic Oxygen Provision 34
Self Assessment 36
Summary 37
Page 18 of 59
OBJECTIVES/ADVICE
The object of this booklet is to explain the operation of drop-out

oxygen systems and the therapeutic provisions installed in public
transport aircraft to ensure passenger comfort in hazardous
situations. When you have completed this booklet you should be able
to:-
 Describe both pneumatic and electrical methods of activating

drop-out oxygen systems.
 Identify the components used in drop-out systems and

describe their use.
 Explain the use and describe the types of therapeutic oxygen

system.
I have assumed that you have read and understood Booklet No. 1 of
this Study Plan entitled Storage and Distribution.
This booklet should take you about one hour of study time.
INTRODUCTION
Oxygen must be available to all members of the crew and the

passengers at any stage of the flight should it be required. The crews
of the aircraft are all trained personnel who are competent to handle
emergencies efficiently should they occur. Passengers however need
to have an obvious course of action to follow instinctively, should the
need arise.
If passengers require oxygen, oxygen masks will automatically drop

down from the cabin ceiling area above them. They can then self
administer their own oxygen supply.
DROP-OUT SYSTEMS
Drop-out oxygen masks in the ceiling areas of the passenger cabin

are installed to make available an adequate supply of breathing
oxygen should aircraft conditions require it. To ensure that untrained
passengers are aware of what to do, the masks drop from the
passenger service units. The action of the passenger pulling the
dangling mask to his/her face, causes the oxygen supply to flow
automatically.
Page 19 of 59
This means that if the aircraft is sparsely populated, although all

masks will drop, only those masks that are pulled towards the
occupant's face will allow oxygen to flow, thus preventing an
excessive amount of oxygen entering the cabin leading to an oxygen
enriched environment during an aircraft emergency.
Page 20 of 59
Above each passenger seat row a passenger service unit (PSU) is

installed in the cabin ceiling, (Fig. 1). The PSU is a hinged flap
containing on its lower face:-
 Reading lights (angled for each seat)

 Cold air vents (controlled by the seat occupant).
 No smoking sign.
 Fasten seat belts sign.
OVERHEAD LUGGAGE
BIN
COLD AIR
PIPE
OXYGEN
PSU SHOWN DROPPED PIPE
FOR SERVICHING
LOUD SPEAKER
PASSENGER ADDRESS
INDIVIDUAL AIR
OUTLETS
READING
LIGHTS
OXYGEN MASK
STORAGE BOX
PSU SHOWN IN THE OXYGEN

DOOR OPEN MODE
OXYGEN DOOR
MASK CARRIER (MASKS NOT

SHOWN)
Fig. 1 PASSENGER SERVICE UNITS
Page 21 of 59
On the upper side of the PSU normally stowed under the luggage
bins is a series of masks packaged in a container. There is one mask
for each passenger occupying the row of seats directly under the
PSU.
Should cabin atmospheric conditions require the passengers to have

access to oxygen equipment; the PSU will drop and allow the masks
to fall by gravity. The action of the passenger pulling on the mask
will activate the oxygen flow to the mask.
PSU door opening can be performed by the following conditions:-
 Automatically with a large rise in cabin altitude.

 Pilot action using a switch on the control panel.
 Manually by operating a teleflex cable in the flight deck.
The method used to open the passenger service unit door to deploy
the masks depends on the type of oxygen system installed in the
aircraft for the passengers' use. The types of system were discussed
in the previous booklet, Oxygen Storage and Distribution, (Module
No.5, Study Plan No. 11, Booklet No.1). The two types are:-
 Gaseous oxygen storage.

 Chemically generated 3upply.
In the case of the chemically generated supply type no oxygen is

available until the masks are pulled, so the PSU doors are opened
electrically. Where pressurized oxygen already exists as in the
storage cylinder type of supply, this compressed gas is used to open
the PSU door pneumatically. We shall be looking at both these
methods of PSU door opening.
PNEUMATICALLY OPERATED SYSTEMS
On the pneumatic door opening method a small pneumatic plunger or

jack is fitted above each of the PSU doors. The doors are held closed
by a spring loaded latch assembly, and the masks are contained
above the door. Should conditions require oxygen to be made
available to the passengers, oxygen pressure is used to extend the
plunger overcoming the latch spring, the latch is withdrawn and this
will allow the now unsupported door to open by gravity. The masks
will then fallout of their carrier in front of the passengers' faces. Fig.
2 on the next page shows a typical pneumatic actuator.
Page 22 of 59
FROM OXYGEN SYSTEM
TO MASK
LATCH
SPRING
OVERCENTRE LEAF SPRING PLUNGER
MANUAL
CLOSING
TOGGLE LATCH HOOK
PSU DROP DOWN DOOR MANUAL

LANYARD FLOW ACTUATION
(ATTACHED CONTROL PIN
TO MASK) PIN
Fig. 2 A PSU DOOR PNEUMATIC ACTUATOR
No oxygen will flow due to the position of the over centre spring
being held against the mask outlet hose by the flow control pin.
Should oxygen be required the user can give a sharp tug on the
mask which as well as having the hose attached also has a lanyard,
which when pulled will withdraw the flow control pin.
Oxygen pressure can now overcome the over centre spring and open
up a passage to the masks.
Should a requirement exist for the cabin staff to stop the oxygen flow
this can be achieved by rotating the manual closing toggle which will
reseat the over centre spring even though the flow control pin has
been removed, each PSU oxygen supply must be stopped by this
method individually.
Page 23 of 59
If the PSU door fails to open automatically a thin implement such as

a credit card, biro or even a spoon can be used on the red painted
manual actuation pin, which when pushed will withdraw the latch
allowing the door to drop down. This method is also used by
engineers to gain access to the masks should the need arise.
Oxygen pressure delivered to the passenger masks needs to be in

the region of 10 psi, however, this pressure is insufficient to open the
PSU doors successfully and therefore a pneumatic/electric continuous
flow regulator is used to give an initial high flow mode to open the
PSU doors (50 psi). After a few seconds at the higher initial rate a
continuous flow of 10 psi will be available. Fig. 3 is a diagram of a
pneumatic electric flow regulator.
TELEFLEX CABLE FROM

MANUAL LEVER CABLE PRESSURE PORT
ELECTRICAL SOLENOID
FROM FLIGHT DECK SWITCH
SURGE CHAMBER
SEESAW
ALTITUDE
COMPENSATION CAPSULE
TO PSU DOOR
ACTUATORS
AUTOMATIC HIGH PRESSURE AND MASKS
ACTUATION ANEROID LINE
CAPSULE
ACTUATION PRESSURE SWITCH TO
VALVE MAIN FLOW FLIGHT DECK LIGHT
CONTROL VALVE
RELIEF VALVE
PRESSURE TRANDUCER FOR

FLIGHT DECK GAUGE
Fig. 3 PNEUMATIC ELECTRIC FLOW REGULATOR
Page 24 of 59
As well as supplying the two flow rates to the PSU the pneumatic
electric flow regulator, which is normally positioned in the oxygen
cylinder storage area, also performs other tasks, these are:-
 Initiation of passenger oxygen by three means:-
(a) High cabin altitude (approximately 14,000 ft).

(b) Manual actuation (via Teleflex cable).
(c) Electrically from a flight deck switch.
 Pressure control and automatic change over from high to

low flow rates (50 psi to 10 psi).
 Indication to the crew that oxygen pressure is passing to the
passengers.
 Altitude compensation so more oxygen is allowed to flow at
higher cabin altitudes.
Let us look at the ways this unit performs all its tasks.
Should the cabin altitude exceed 14,000 ft for example through a

sudden decompression, the automatic actuation evacuated capsule
would expand and this action would tilt the see-saw mechanism
opening the actuation valve against its spring. Oxygen would flow
through the actuation valve from the cylinders and the relief valve at
approximately 70 100 psi and would enter the lower half of the main
flow control valve, the lower over centre leaf spring would be forced
down allowing 70 - 100 psi through the open valve and the high
pressure line to actuate the PSU door plungers.
Oxygen would also flow to the underside of the surge chamber leaf
spring, which after a few seconds would overcome the spring
pressure and open the orifice. The reduction in pressure above the
lower leaf spring and the 70 - 100 psi below the lower leaf spring
would close the main flow control valve; all oxygen would now flow
past the pilot valve in the low pressure line. The pilot valve is
controlled by two capsules which will supply oxygen to the masks
relative to cabin altitude.
As pressure in the outlet line increases a pressure switch is made and

will illuminate a light on the flight deck panels to indicate oxygen is
flowing.
The actuation valve can also be opened to initiate flow by an

electrical solenoid which is operated by a switch on the flight deck
panel. Another method of initiation has a manual lever connected via
a Teleflex cable to the see-saw mechanism. Operation of this lever
will also open the actuation valve.
Page 25 of 59
Both of these non automatic methods will operate the pneumatic

electric flow regulator in the same way as the automatic actuation
capsule did. To prevent the inadvertent operation of either of these
non automatic modes a guard is placed over the switch and a panel
must be lifted to gain access to the manual handle. Fig. 4 shows the
non automatic activation control in the cabin.
CYLINDER
PRESSURE
GAUGES
HINGED FLOOR
PANEL
MANUAL
PASSENGER HANDLE
OXYGEN
DEPLOYED
LIGHT
GUARDED
SWITCH TO
ENERGISE
SOLENOID
RESET
OFF
ON
Fig. 4 NON AUTOMATIC METHODS OF OXYGEN ACTIVATION
Page 26 of 59
1. State the three methods of initiating oxygen flow to the PSUs.
2. How can an engineer gain access to the masks without

operating the emergency deployment mechanism?
3. Should oxygen no longer be required at the masks, how can

the flow be stopped?
1. (a)
(b)
(c)
2.
3.
Page 27 of 59
Here are the answers:-
1. (a) Excessive cabin altitude.

(b) Electric switch on the pilots' panels.
(c) Manually via a Teleflex cable.
2. By using a thin implement to dislodge the manual activation

pin so releasing the latch.
3. By the rotation of the manual closing toggle at each PSU where

oxygen is no longer required.
Let's now move on and look at another method of PSU automatic

opening.
ELECTRICALLY ACTIVATED SYSTEM
Where chemical oxygen generators are installed for the passenger’s

emergency use no oxygen supply is available until the masks are
pulled. In these types of oxygen system the PSU doors are held
closed by a door latch. In an emergency the latches are released by
an electrical solenoid which operates a striker and the door falls
down under the action of gravity. This system is shown in Fig. 5 on
the next page.
Page 28 of 59
FRAME
SHOWN INSTALLED
SOLENOID ABOVE PSU
PLUNGER
DOOR LOCK
ELECTRICAL
SOLENOID
FRAME
CLOSE DOOR
OPEN DOOR
PSU DOOR MANUAL OPENING GAP
Fig. 5 ELECTRICALLY OPENED PSU DOOR METHOD
The PSU doors can also be opened automatically by an aneroid

switch when the cabin altitude achieves an altitude greater than
14,000 ft, or alternatively, by a pilot operated switch on the flight
deck. Should either of these electrical supplies be available to the
PSU solenoids a warning light will illuminate in the flight deck? It is
usual to incorporate an electrical time delay of about 5 seconds into
the solenoid circuit to remove the power once the PSUs have
dropped, to prevent over heating of the solenoids.
Page 29 of 59
A small manual access gap exists between the PSU door and the
ceiling frame to allow a thin implement to be inserted to manually
drop the door if required.
MAINTENANCE PRACTICES
Modern aeroplanes using the chemical drop-out facility use a module

format to allow quick and easy replacement of the used masks and
expended chemical generator. A typical example is shown in Fig. 6.
CHEMICAL
GENERATOR
QUICK RELEASE
FASTENERS (4
OFF)
MASKS
OXYGEN
MODULE
PSU
DOOR
Fig. 6 OXYGEN MODULE
Page 30 of 59
The oxygen generator and masks are fitted to a frame which is held
to the top face of the PSU by four quick release fasteners. The masks
or the generator can also be quickly replaced independently; the
generator being held to the frame by two quick release clamps.
It should be remembered that chemical generation of oxygen will

commence as soon as the firing pin is removed, therefore if a
serviceable generator is being removed or a serviced generator from
stores is being fitted a safety pin MUST be installed to the unit before
removing the firing pin.
 IF THIS PRECAUTION IS NOT OBSERVED THE GENERATOR WII·L

FIRE, PRODUCING OXYGEN AND A CASE TEMPERATURE OF 450oF.
On fitment of the generator the safety pin must be left in until the
generator is secured in its clamps. Once the firing pin is installed and
the lanyards are slack and in their final position, the safety pin can
be withdrawn.
To prevent being left in the generator, the safety pins are colored red
and have a warning pennant attached. Fig. 7 on the next page
illustrates a typical safety pin installation.
Page 31 of 59
WARNING
PENNANT
SAFETY
PIN
FIRING PIN
QUICK RELEASE
CLAMP
VIEW ON
A A
LANDYARD
MASK
Fig. 7 OXYGEN GENERATOR SAFETY PIN INSTALLATION
Page 32 of 59
1. Why is it necessary to have electrically opened PSU doors?
2. Why is power removed from the solenoids after approximately

5 seconds?
3. What is the advantage of a modular mask generator package?
1.
2.
3.
Page 33 of 59
Here are the answers:-
1. Electrical door operation is necessary because no oxygen

(pneumatic pressure) is available prior to the masks being
pulled when using chemical generators.
2. Power is removed from the solenoids after door deployment to

prevent over heating of the solenoids.
3. The advantage of a modular package is its ease and speed of

replacement when expended.
Let's move on to the last subject of this booklet.
THERAPEUTIC OXYGEN PROVISION
Portable or therapeutic oxygen bottles are installed in various

locations around the passenger cabin for use in decompression
situations or when in flight medical care of a passenger is required.
Typical therapeutic bottles are of the low pressure type, usually

made from light weight steel alloy. They will incorporate a pressure
reducing valve and a combined flow control valve which will be fitted
in the neck of the bottle. The cylinders are usually charged to 1800
psi and most bottles have a capacity of 120 liters.
Because of the portable nature of these cylinders a carrying strap is

incorporated on the cylinder and the masks are normally of the
'throwaway' type.
The cylinders are usually stored in the overhead luggage bins at

convenient locations throughout the passenger cabin. The bins that
contain these cylinders are marked on the luggage bin lids with the
words:-
PASSENGER BREATHING OXYGEN
The oxygen pressure in each cylinder is checked for the correct

pressure on each daily inspection of the aircraft. If any cylinders are
used for medical purposes during a flight the cabin crew should make
an entry in the technical or cabin log to ensure that the cylinders are
replenished prior to the next flight and that and used masks are
replaced.
Page 34 of 59
Therapeutic oxygen cylinders normally have at least two rates of

flow. It is usual for ease of application to have two outlets which are
clearly marked:-
 LO-FLOW - 2 liters per minute

 HI-FLOW - 4 liters per minute
With these flow rates a 120 liter cylinder would last in continuous use
as follows:-
 LO-FLOW - 60 minutes duration

 HI-FLOW - 30 minutes duration
A fluorescent label is sometimes attached to the high outlet for easy

recognition. If two sets of masks and hoses are available two
passengers can use the same bottle at once, one on the HI outlet
and one on the La outlet. Passengers using this bottle obtain an
air/oxygen mix, not pure oxygen.
Another type of therapeutic oxygen cylinder available has three flow

rates available, the flow rate being controlled by a rotary control
knob fitted at the neck. The flow rates for this type of bottle are:-
 NORMAL FLOW - 2 liters per minute

 HIGH FLOW - 4 liters per minute
 EMERGENCY FLOW - 10 liters per minute
With these flow rates a 120 liter capacity cylinder would last 60
minutes, 30 minutes and 12 minutes respectively.
The control knob may be sealed with tape to prevent it being

accidentally turned on whilst in its stowage. This tape can easily be
broken by the cabin staff by turning the knob when the cylinder is
required for use.
Page 35 of 59
SELF ASSESSMENT
1. (a) What value of oxygen pressure is required on a

pneumatically operated system for door drop down?
(b) How is this pressure reduced to an acceptable value for

supply to the oxygen masks?
(a)
(b)
2. Describe how you would replace an expended oxygen

generator and the safety precautions you would take.
3. If an entry in the technical log (or cabin log) indicated that a

therapeutic oxygen cylinder had been used during the flight
what actions would you carry out?
Page 36 of 59
Your answers should be similar to these given below:-
1. (a) To enable the doors of the PSUs to be successfully

dropped 50 psi is required.
(b) This pressure is too high for breathing masks therefore it

must be reduced. The reduction takes place in the surge
chamber of the pneumatic electric flow regulator.
2. (a) Lower PSU door.

(b) Remove generator by undoing clamp.
(c) Remove mask hoses from manifold.
(d) Fit new generator ensuring safety pin installed.
(e) Reconnect mask hoses.
(f) Fit firing pin, ensure lanyards are slack.
(g) Remove safety pin and close PSU door.
3. Replenish oxygen cylinder, throwaway used mask and fit a new

one of the correct type, replace tape if fitted on on/off valve
and restow the cylinder, the finally action the technical or cabin
log.
SUMMARY
This booklet has looked at the fitting and operation of emergency

breathing equipment installed for the use of passengers in aircraft. If
an aircraft's normal cruise altitude exceeds 25,000 ft. it is usually
equipped with a drop-out oxygen system to enable the passengers to
easily gain access to oxygen during a decompression of the aircraft.
In most cases this equipment is never used as decompression is a
rare occurrence, however its servicing and inspection must be carried
out meticulously to ensure that in an emergency it is working and
available to the passengers.
Page 37 of 59
ESSENTIAL READING
For more information of this subject I advise you to read:
CAIPs Book No.2, Leaflet AL/3-25.
A & P Mechanics Handbook, Book No.2, Airframe Pages 587 and 588.
Airworthiness Notice No. 12, Appendix No. 3.
Page 38 of 59
BOOKLET:03
CONTENTS
Objectives/Advice 40
Introduction 40
Oxygen Masks 40
Smoke Sets 46
Activity 1 49
Oxygen Regulators 50
Bottle Checks 53
Activity 2 54
Oxygen System Servicing and Precautions 55
Self Assessment 57
Summary 58
Page 39 of 59
OBJECTIVES/ADVICE
The objective of this booklet is to introduce you to the equipment

used in aircraft oxygen systems, and the servicing procedures and
precautions to be followed when working on these systems.
When you have completed this booklet you should be able to:-
 Describe the operation of various types of oxygen mask.
 Describe the operation of oxygen regulators.
 State the procedures required for bottle maintenance and

checks.
 Describe the requirements needed when servicing oxygen

equipment.
It should take you about one hour of study time to complete this
booklet. I have assumed you have read the previous booklets in this
Study Plan.
 Booklet No. 1 - Oxygen Storage and Distribution.
 Booklet No. 2 - Drop Out Systems.
INTRODUCTION
Oxygen forms a vital link in the chain relating to passenger and crew
safety. The components in the oxygen system are fitted to enable the
aircraft occupants to receive oxygen efficiently and in the right
quantities. In this booklet we shall cover the mask, regulators and
the storage bottle. Several portable oxygen sets are installed in the
aircraft for use by the passengers or crew should the necessity arise.
One such portable system is the smoke set.
OXYGEN MASKS
Oxygen masks vary in their design to enable them to be compatible

with the oxygen system they are to be used with. All masks
regardless of their design must have the following features:-
 Easy and quick to fit.

 Flexible enough to fit various sizes of face.
 Be as leak proof as possible.
 Easy to disinfect after use.
Page 40 of 59
Crew Masks
Crew oxygen masks contain a microphone implanted in the mask to

enable radio contact to be maintained at all times. The masks are
usually of the oronasal type shown in Fig. 1, which cover the mouth
and nose. The end of the mask hose is fitted into the oxygen
regulator, which as the name suggests regulates the flow of oxygen
to the mask. The masks are normally held onto the face by an
elasticated strap that fits around the back of the crew member's
head. Masks are left plugged into the regulator and the microphone
is connected to the aircraft's communication system at all times to
make instantaneous donning and use of the mask possible during an
emergency.
MICROPHONE
ON/OFF SWITCH
CONVOLUTED
OXYGEN
SUPPLY HOSE
MICROPHONE PLUG
EXHALE
VALVE
Fig. 1 AN ORONASAL CREW OXYGEN MASK
On some of the newer transport aircraft an inflatable harness is used

to enable one handed donning of the mask. The mask and harness
are contained when not in use in a storage box (Fig. 2 on the next
page) which includes the regulator. The storage box is easily
removed and replaced at the crew station by undoing four quick
release fasteners.
Page 41 of 59
When the mask is required for use the release levers are squeezed
together. The doors on the box front are unlocked and the mask is
then withdrawn from the box and at the same time the harness is
automatically inflated. After the mask has been fitted over the nose
and mouth, the release levers are released and the oxygen which
had inflated the harness is exhausted to atmosphere, the elasticated
harness now contracts and tightens on the head of the crew member.
All checks and tests of the mask and the microphone system can be
carried out without the need to remove the mask from the storage
box.
HARNESS SHOWN
INFLATED
TEST LEVER
RELEASE LEVER
MASK
FLOW
INDICATOR
DOORS
OXYGEN SUPPLY
MASK INSTALLED IN
STORAGE BOX
MICROPHONE LEAD
Fig. 2 INFLATABLE HARNESS MASK
Page 42 of 59
Passenger Masks
Passenger masks fitted to therapeutic bottles or drop-down sets are

normally simple cup shaped flexible mouldings, some of which may
have an elasticated strap, or if not the passengers will be expected to
hold the mask to their faces for as long as it is needed. The cup
shape is required to be fitted to all sizes of face from babies to adult
passengers with the minimum of leakage. A reservoir bag is fitted to
the mask to store an immediate supply of oxygen just downstream of
the mask as shown in Fig. 3.
For the mask hoses that are installed in drop-down systems, the coils
of the hoses are held by small easily breakable plastic clips to ensure
correct storage in the passenger service unit (PSU).
PLASTIC COIL CLIPS
OXYGEN ACTIVATION PIN
LANDYARD
RESERVOIR BAG
ELASTICATED
HEAD STRAP
FACE CUP
Fig. 3 TYPICAL PASSENGER DROP OUT MASK
Page 43 of 59
Correct storage of the masks in the PSU is essential to ensure that

the masks deploy cleanly when required. After a mask has dropped
the Maintenance Manual must be consulted before installing it back in
the PSU. The normal method of stowing masks with a reservoir bag
and elastic head band is as follows:-
 Check the mask for cracks and other damage.

 Disinfect the mask if it has been used.
Then follow the following steps:-
Step 1
Straighten the mask face piece, flatten the reservoir bag along its
seams and lay the headband on top of the reservoir bag as shown in
Fig. 4.
Fig. 4 STEP 1
Step 2
Fold the reservoir bag into thirds lengthwise, trapping the headband
in the folds, as shown in Fig. 5 on the next page.
Page 44 of 59
Fig. 5 STEP 2
Step 3
Fold the reservoir bag in half widthwise (Fig. 6 on the next page) and
place the folded bag and mask assembly into the PSU after ensuring
that:-
 The stowage box is clean.
 There is no twisting or kinking of the pipeline.
 The plastic clips are correctly placed.
 The minimum bend radius of the pipe is observed.
 The actuation pin is correctly stowed on the PSU and on the

mask's flexible pipe.
Page 45 of 59
Fig. 6 STEP 3
SMOKE SETS
Oxygen smoke sets are carried in aircraft for use by members of the
crew in a smoke or fume laden environment. Smoke sets consist of a
full face mask for eye protection, with an inner mask to cover the
mouth and nose and through which the oxygen can be passed. The
mask contains a head strap assembly, and the bottles can be carried
by a hand grip or strapped to the wearer’s body for greater freedom
of movement, as shown in Fig. 7 on the next page. Some smoke sets
do not utilize their own bottles; the hose assembly can be plugged
into convenient connection jacks throughout the ring main of the
aircraft's oxygen system.
Page 46 of 59
USING STRAPS CARRIED
Fig. 7 SMOKE SET IN USE
The pack assembly consists of two oxygen cylinders, with a total

capacity of usually 400 liters. A pressure reducing valve is fitted to
the neck of one of the cylinders and both cylinders are connected
together by a feed pipe. The two cylinders are arranged one above
the other and are attached to a metal frame onto which the handle
and carrying straps are attached. All working parts except the
cylinders are contained under a cover, on the outside of which is:-
 A shut off valve.

 A pressure gauge.
 An outlet port.
 A charging valve with a blanking cap.
The demand regulator forms part of the mask and is fully automatic
provided the supply pressure from the reducing valve is correct. The
regulator can also automatically compensate for atmospheric
pressure (altitude) and therefore the smoke set can be used in
decompression situations if required. A typical oxygen smoke set is
illustrated in Fig. 8 on the next page.
Page 47 of 59
ON/OFF VALVE CARRYING HANDLE
HEAD STRAP
CHARGING VALVE
PLASTIC
VISOR
INNER MASK
COMPONENT COVER STRAPS
SPEECH DEVICE AND

EXHALE VALVE
REGULATOR
SUPPLY HOSE
Fig. 8 AN OXYGEN SMOKE SET
Page 48 of 59
1. Give four features that all masks must have to make the
efficient during use.
2. What is the expression used to describe a mask which covers

the nose and mouth?
3. On an inflatable harness mask what gas is used to inflate the

harness?
1. (a)
(b)
(c)
(d)
2.
3.
Page 49 of 59
1. (a) Quick and simple to fit.
(b) Able to fit all sizes of face.
(c) Be as leak proof as possible.
(d) Easy to disinfect.
2. An oronasal mask.
3. Oxygen.
Let's now move on to the regulation of oxygen to the crew's masks.
OXYGEN REGULATORS
Oxygen regulators at all the crew stations are of the diluter-demand

type, the name comes from the fact that oxygen is only delivered to
the mask when the wearer breathes in (demand), and the oxygen
supply of the aircraft is extended by mixing it with air (dilution). The
proportion of air diluting the oxygen decreases progressively with
altitude up to approximately 34,000 ft at which height 100% oxygen
is supplied. The controls on the face of a typical regulator such as the
one shown in Fig. 9 on the next page are marked to show their
particular purpose, they are:-
 Flow supply - opens or closes the oxygen supply valve in the

regulator.
 Emergency lever - to enable the oxygen to flow under pressure

to the mask (irrespective of the breathing cycles of the
wearer).
 Normal/100% lever - for air oxygen mixture (normal), or

oxygen only (100%).
A flow meter is also fitted to show that oxygen is flowing to the

mask.
Page 50 of 59
OXYGEN SUPPLY PIPE
MICROPHONE LEAD
FLOW METER
SWITCH GUARD
NORM/ 100%
ON/OFF
Fig. 9 DILUTER-DEMAND REGULATOR
The essential feature of a diluter-demand regulator is a diaphragm

valve called the demand valve. This valve is opened by the suction
caused by the inhalation of the mask wearer, and will be closed by
the positive pressure of exhalation.
Pressure oxygen enters the regulator when the supply lever is in the
ON position. When the mask user breathes in the pressure on the top
of the demand diaphragm is less than the pressure in the cabin so
the diaphragm rises and opens the demand valve which allows the
oxygen to flow towards the mask. The diluter control valve is
actuated by' an evacuated capsule that is receptive to cabin
pressure. The evacuated capsule will expand at low cabin altitudes
and contract at high cabin altitudes. So, as altitude increases the air
inlet through the 100% port will be gradually closed by the capsule
to give a higher concentration of oxygen and a progressively weaker
air mix. At 34,000 ft the air inlet will be completely closed giving a
100% oxygen supply to the mask. As altitude decreases this process
is reversed.
A check valve (non return valve) is fitted to the 100% opening to

prevent the escape of oxygen into the flight deck.
Page 51 of 59
The air inlet can be closed regardless of altitude by moving the

normal/100% lever to the 100% position. This will allow no air, only
oxygen, to enter the mask as the air inlet is mechanically closed. At
the same time a bypass line is opened around the diluter control
valve.
100% oxygen will be used:-
 If toxic fumes have entered the flight deck.

 To correct a feeling of lack of oxygen.
 To avoid the bends, (rapid ascent or descent).
The emergency lever opens the demand valve directly. When the
lever is placed to the emergency position the demand diaphragm is
raised mechanically and a continuous supply of pressure oxygen is
ported to the mask. A schematic of the diluter-demand regulator is
given in Fig. 10.
OXYGEN INLET
RELIEF VALVE (EXHALE) FLOW METER

WIRE
FILTER
DEMAND
VALVE
100% BYPASS
LINE
NVR
ON OFF 100% NORMAL

SUPPLY
EMERGENCY ON/OFF
PORT FOR AIR EVACUATED

DILUTION CAPSULE
CREW MASK
Fig. 10 SCHEMATIC VIEW OF A DILUTER-DEMAND REGULATOR
Page 52 of 59
Regulator Checks (When Installed)
The following checks should be carried out in accordance with the

aircraft Maintenance Manual (Chapter 35):-
 Turn the supply lever to ON (no oxygen should flow).
 Turn the normal/100% lever to 100%.
 Breathe in through the mask and ensure that the flow meter
indicates an oxygen flow, cease breathing and ensure that
there is no flow to the mask (the flow meter should operate
once for each breath).
 Select emergency oxygen, a steady flow should emit from the

mask.
 Turn up the microphone volume control, a hiss should be heard

in the flight deck speakers.
 Select all switches to normal, i.e:-
- Supply OFF.
- Normal/100% lever to normal.
- Emergency OFF.
BOTTLE CHECKS
Oxygen bottles (or cylinders) whether fitted to an aircraft or used on

a charging trolley for replenishment purposes, must be treated with
the utmost respect. The Maintenance Manual must be referred to
before commencing any work on the oxygen system. Some common
bottle checks are listed below:-
 Cylinders should not be allowed to roll around, fall over or be

jarred against any sharp objects.
 Outlet valves should be opened slowly, to prevent a build up of

heat leading to a possible fire risk to the oxygen system.
 No oxygen storage cylinder should be charged above its normal

working pressure (marked on the bottle).
 Oxygen cylinders should not be allowed to empty completely

(contamination could enter the cylinder).
Page 53 of 59
 Many cylinders use a built in direct reading gauge and reducing

valve, no attempt must be made to dismantle or remove these
components from the cylinder.
 The exterior of the cylinder should be checked before use for:-
(a) Corrosion.
(b) Damage to the threads and their cleanliness, freedom
from oil and grease and swarf.
(c) Dents.
(d) Gouges.
(e) Or any other damage to the metal of the cylinder.
1. State the type of regulator fitted to the crew stations and

the reason for its name.
2. At what altitude will full oxygen be delivered even with

the normal/100% lever at normal?
3. Why should cylinders be firmly supported at all times?
1.
2.
3.
Page 54 of 59
Here are the answers you should have:-
1. Diluter-demand.
Oxygen is supplied when the wearer breathes in (demand), the

oxygen can be mixed with air (diluter).
2. 34,000 ft and above.
3. As any movement of the cylinder could allow it to contact other

objects and cause or sustain impact damage.
OXYGEN SYSTEM SERVICING AND PRECAUTIONS
When working with oxygen systems or their components, it should

ALWAYS be remembered that oxygen gas vigorously supports
combustion, and that the danger of ignition is in direct ratio to the
concentration of oxygen. Even a small leak can dangerously enrich
the area at which the leak is occurring and the friction generated by
a small high pressure leak could cause an explosion. The smallest
loss of pressure must be investigated with the utmost care, and be
cured before extensive damage can result.
We have in a previous booklet looked at some general precautions

when working with oxygen, here are some specific precautions to be
observed when working on oxygen components:-
 A clean, grease and oil free area should be reserved for

carrying out work on oxygen systems.
 Tools and clothing should be free of oil and grease and other
contaminants.
 Replacement components will be received in sealed plastic

bags; do not remove the components until immediately prior to
installation.
 Always fit blanks of the correct type to disconnected pipelines.
 Before removing components turn off the oxygen and undo

pipelines slowly to dissipate any residual pressure.
 Only use the prescribed fluid for leak detection and after use
immediately wipe clean and dry the area.
Page 55 of 59
 Before fitting even new or serviced components check the

threads for oil and grease, if any is found reject the
component.
 The only lubrication for threads is PTFE tape of the correct

specification. (If this tape is to be used it will be in the
Maintenance Manual).
 Do not force pipelines onto unions. All pipes should be aligned

before tightening the pipeline and fitting clamps.
 Any clearances between oxygen pipelines and other

components (particularly hot pneumatic ducts and moving
components) must be strictly adhered to.
 Never over tighten unions to cure a leak, observe the torque

loading figures, if a leak still exists after correct torque loading
remove the pipe union and examine, replace the pipeline if
damage to the flare is observed.
Page 56 of 59
SELF ASSESSMENT
1. List at least five checks to be carried out on the passenger

oxygen masks and PSU prior to refitting them in their storage.
(a)
(b)
(c)
(d)
(e)
2. Give the three circumstances that would require a crew

member to select 100% oxygen on his regulator.
(a)
(b)
(c)
3. List four defects to be checked when examining the exterior of

an oxygen cylinder.
(a)
(b)
(c)
(d)
Page 57 of 59
1. Any five of the following will do:-
(a) Clean and disinfect the mask if it has been used.

(b) Ensure the stowage box is clean.
(c) The hoses are not kinked or twisted.
(d) The plastic clips are sound and in their correct place.
(e) There are no bends in the hoses of a smaller radius than
specified.
(f) The actuation pin is correctly installed.
2. (a) If toxic fumes enter the flight deck.

(b) To correct a feeling of lack of oxygen.
(c) To avoid the bends.
3. You should have four of the following to answer this question

satisfactorily.
(a) Corrosion.
(b) Damage or contamination of the threads.
(c) Dents.
(d) Gouges.
(e) Any other damage which could impair the strength of the
cylinder.
SUMMARY
This booklet has covered the parts of the oxygen system that are
seen by the passengers and crew. Although this equipment is rarely
used it must be maintained to be available should the need arise.
Oxygen cylinders must be treated with respect; if they are damaged
or abused they could act as a potential bomb ready to blow up an
aircraft.
All precautions on equipment using oxygen must be carried out to

the letter of the Maintenance Manual. It cannot be emphasized
strongly enough the dangers of abuse, mishandling or ignorance to
the safety of the crew, passengers or your fellow engineers.
Page 58 of 59
Ref: AS-05-02 AIRFRAME (Study Plan-12)
ESSENTIAL READING
CAIPs, Book 2, Leaflet AL/3-25.
A & P Mechanics Handbook Airframe, pages 587 - 601.
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ATITA AIRFRAME STUDY PLAN: 12

MODULE AS-05-02 REVISION: 00

Chemical Storage - Solid State 6

Pressure Reduction & Distribution 10

PRV Valve Stem 11

Oxygen Distribution Ring Main 11

Replenishment - Gaseous Systems 13

Oxygen Safety Precautions 14

Self Assessment Review 17

The objective of this booklet is to explain to you the methods used to

 State the methods used to store oxygen both in gaseous and

 Explain how oxygen is distributed to the passengers and crew.

 State the general procedures and for the replenishment of

 Describe the safety precautions and the necessary procedures

Oxygen is an essential requirement to sustain human life. Under

Oxygen can be stored in aircraft using three different methods, the

 Gaseous storage (gaseous state).

Liquid oxygen (LOX), where oxygen gas is cooled to -1830C, is not

This booklet will be covering the two other methods of oxygen

Oxygen in its gaseous state is contained in storage cylinders, the

Oxygen storage cylinders are manufactured from high tensile steel,

 Black with a white top dome.

In addition to the word OXYGEN and 02 stenciled on the bottle, the

 USE NO OIL (in red paint).

Cylinders normally have a manually operated shut off valve

Fig. 1 GASEOUS CYLINDER INSTALLATION

 A discharge fitting, the inside of which is colored red.

 A green indicator disc.

 A snap r1ng (circlip).

 An 'O' ring seal

A typical discharge fitting is shown in Fig. 2.

Fig. 2 OXYGEN DISCHARGE FITTING

The discharge indicator disc at the overboard discharge vent blows

Fig. 3 OXYGEN PIPELINE IDENTIFICATION TAPE

CHEMICAL STORAGE - SOLID STATE

Oxygen for emergency use can be stored in a solid state chemical

Fig. 4 CHEMICAL OXYGEN GENERATOR

Core Constituents and Reaction

Oxygen is produced inside the generator by the chemical reaction of

The chemical formula for oxygen generation is as follows:-

To ignite the core for initial combustion a firing mechanism is

 A mechanical percussion device (pyrotechnic cartridge).

Oxygen generation is initiated by pulling the mask with a sharp tug,

The oxygen is filtered through chemical and particulate filters to trap

The normal output of the generator is about 10 psi, therefore

An oxygen generator, on a volume basis, has three times the storage

Chemical Generator Advantages

The advantages of the chemical method of generation of oxygen

 Elimination of the need for high pressure storage containers

 Better reliability, as each individual generator is a self

 If an emergency descent has taken place and the generators

Because the output from the generator cannot be precisely controlled

1. List the three states in which oxygen can be carried in aircraft.

2. What color would you expect to find an oxygen cylinder of

3. If the discharge indicator disc was missing on a daily check

Here are the answers you should have:-

3. An over pressure has occurred in one of the gaseous oxygen

Let's now move on to the reduction of pressure from the gaseous

PRESSURE REDUCTION AND DISTRIBUTION

In a gaseous oxygen system the storage pressure must be reduced

OVER CENTRE SPRING OXY CYLINDER

Fig. 5 PRESSURE REDUCING VALVE

PRV VALVE STEM