Why can't I just buy a standard car-park fan off the shelf?
Because a car-park exhaust fan is really two fans in one build, and a shelf unit is usually sized only for the everyday case. For most of its life the fan quietly dilutes vehicle CO and NO2 at part speed; then, on the day of a fire, the same fan has to keep running while it pulls hot smoke off the deck to hold escape routes clear. That fire case decides the wheel, shaft, bearings, drive and cabling, and it is the point a commodity fan quietly ignores. We engineer both operating points explicitly and prove them, so the fire rating is something you can stand behind, not a sticker.
What fire-mode temperature and duration do your fans handle?
We rate the fan to the smoke-duty class your code and fire strategy call for, most commonly 250 °C or 300 °C held continuously for a 1-hour or 2-hour duration, with higher classes on application. For that duty we size the casing and wheel for thermal growth, select the shaft and bearings for sustained hot running, keep the motor out of the airstream or rate it for the heat, and state the heat-rated cabling scope. The rating is engineered so the fan keeps turning for the full class period, not just a momentary excursion. Tell us the class and duration and we build to it.
Is the fan certified for smoke extraction?
We engineer and test the smoke-duty construction in-house to the stated temperature-and-duration class, and we say that precisely: it is tested to the rating, not third-party certified. To be exact across the board — CE is self-declared per 2006/42/EC and 2014/35/EU, and ATEX Zone 2/22 is self-declared per 2014/34/EU (Category 3) where an adjacent classified area calls for it; performance is tested in-house to the AMCA 210 / ISO 5801 method, not AMCA-certified, and we are not an AMCA member; balance is to ISO 21940. Our only third-party certification is ISO 9001:2015. Where your authority requires a formally certified smoke fan to a specific national standard, tell us up front and we scope it honestly against what we can and cannot self-declare.
How do you control the everyday duty so it isn't running flat-out all the time?
The everyday CO / NO2 dilution duty turns down hard when the deck is quiet, so running the fan flat-out wastes energy and adds noise. Our default is VFD or two-speed control driven off CO and NO2 sensors, so the fan idles or steps down when pollutant levels are low and ramps up only as the deck fills. Fire mode overrides all of that and forces the fan to full speed on the fire signal. We define the control logic and the sensor and fire-panel interface with you and state it in the scope, so the sequence is documented, not assumed.
Our car park is impulse-ventilated with jet fans, not ducted. Can you supply the fans?
Yes, but let's be clear about the split. In an impulse (ductless) car park a jet-fan array sweeps the deck toward one or more extract and make-up points, and the number and thrust of the jet fans follows the smoke-and-CO modelling for that specific deck geometry. We engineer the main centrifugal extract and make-up-air fans that anchor the system, sized to the modelled flow and static and to the fire-mode class. Give us the deck layout and the modelled duty, and we design the extract and supply fans to it; the jet-fan count itself comes from the ventilation modelling.
How quiet can you make it — the plant room sits under occupied floors?
As standard we design to below 85 dB(A) at 1 m. Below 80 dB(A) is achievable on application with inlet and outlet silencers plus an acoustic-lagged casing, and below 75 dB(A) with a custom acoustic enclosure. Because the fan sits beside lift lobbies and occupied floors, the low-frequency and blade-pass content matters as much as the overall level, so we predict it and add cylindrical or splitter silencers where the duct is short. Tell us the sound limit at the boundary and where the fan sits, and we engineer to it.
Do you have a track record on car-park and basement exhaust fans?
This is an engineered-capability page, so we will be straight with you: we are not going to cite a specific project count on this duty. What we bring is the engineering — a fan sized to your enclosed volume, air-change target, fire-mode class, sound limit and plant-room footprint, proven on our 200 HP VFD test rig before dispatch — and deep track record on the neighbouring building-services and high-temperature duties that share the same design language. Tell us your building and we design to it; you see the GA drawing before we cut metal and the test curve before it ships.
What is the lead time, and do you test before dispatch?
Every fan is performance-tested in-house to the AMCA 210 / ISO 5801 method on our 200 HP VFD test rig and dynamically balanced to ISO 21940 G6.3 as standard, with G2.5 or G1.0 on application; the test and FAT take about a week and are customer-witnessed on request. A standard engineered car-park exhaust fan runs roughly 8 to 13 weeks order-to-dispatch — offer in 3 to 5 working days, GA drawing 2 to 3 weeks from PO, manufacture, balance and paint 5 to 9 weeks, test and FAT 1 week. A fire-mode-rated build with heat-rated drive and cabling scope adds file prep and runs a little longer.
