.

HYDRAULIC  COMPONENTS.

RESERVOIRS

The  reservoir  is  a  tank  in  which  an  adequate supply of fluid for the system is stored.
Fluid flows from  the  reservoir  to  the  pump,  where  it  is  forced through the system and
eventually returned to the reservoir. The  reservoir  not  only  supplies  the  operating needs of
the system, but it also replenishes fluid lost through leakage. Furthermore, the reservoir
serves as an overflow basin for excess fluid forced out of the system  by  thermal  expansion
(the  increase  of  fluid volume  caused  by  temperature  changes),  the accumulators, and by
piston and rod displacement. The reservoir also furnishes a place for the fluid to purge itself
of air bubbles that may enter the system. Foreign matter picked up in the system may also be
separated from the fluid in the reservoir, or as it flows through line filters.

QUANTITY    INDICATING    GAUGE.—The reservoir  fluid  quantity  is  indicated

through  a mechanically operated float and arm (liquidometer) type of unit. The quantity
gauge is mounted directly on the side of the reservoir. As shown in figure 7-4, the float and
arm unit extends into the reservoir. The shell  of  the  liquidometer  provides  a  glass
window over a pointer and dial, with the pointer mechanically linked  to  the  float  arm.  As
the  float  arm  moves  to correspond  to  the  fluid  level,  the  pointer,  through mechanical
linkage, moves to indicate the quantity available. This provides a direct reading sight gauge at
the reservoir. This   same   float   movement   actuates   the potentiometer wiper arm of an
integral transmitter potentiometer.  The  remote  indicating  circuit  is energized, and a
duplicate indication of the reservoir Figure  7-5.—Pressure  and  vacuum  relief  valve.
fluid quantity may be seen in the cockpit on a remote gauge.

RESERVOIR  PRESSURE  AND  VACUUM RELIEF  VALVE.—Although  the

reservoir  shown  in figure 7-4 is classified as a nonpressurized type, it has a  sufficient
amount  of  pressurization  to  ensure  a 7-8 Figure 7-4.—Nonpressurized reservoir.

positive flow of fluid to the pump suction ports. The pressurization is derived from thermal
expansion of fluid and the return of fluid to the reservoir from the main  system. Most
reservoirs  of  this  type  are  vented  directly  to the atmosphere or cabin with only a check
valve and filter to control the outside air source. The reservoir system includes a pressure and
vacuum relief valve. The valve, as shown in figure 7-5, has two reservoir ports, and it is
connected between and serves both main system reservoirs. The purpose of the valve is to
maintain  a  differential  pressure  range  between  the reservoir  and  cabin.

RESERVOIR MANUAL AIR BLEED (VENT) VALVE.—A  vent  valve  is  provided  to
vent  the reservoir. This  valve  is  connected  to  the  reservoir vent  line  to  allow
depressurization  of  the  reservoir. The   valve   is   actuated   prior   to   servicing   the
reservoir  to  prevent  fluid  from  being  blown  out  of  the filler as the cap is being removed.
Figure 7-6 shows a full  sectional  view  of  a  manual  air  bleed  valve. Pressing the slide
valve opens a passage to vent the reservoir. Air-Pressurized Reservoirs Air-pressurized
reservoirs are currently used in many  high-performance  naval  aircraft.  Figure  7-7 Figure
7-7.—Air-pressurized  reservoir  and  components. 7-9 Figure 7-6.—Manual air bleed
valve.
Figure 7-8.—Chemical air drier. shows   a   hydraulic   power   system   with   an air-
pressurized  reservoir  incorporated.  This  system  is similar to the one found on many
aircraft; however, for clarification in the discussion of the operation of the  system,  we  have
deleted  some  components between the reservoir and the pump. The  reservoir  is  cylindrical
in  shape  and  has  a piston installed internally to separate the air and fluid chambers. The
piston rod end protrudes through the reservoir end cap and indicates the fluid quantity. The
quantity  indication  may  be  seen  by  inspecting  the distance the piston rod protrudes from
the reservoir end  cap.  The  reservoir  has  threaded  openings  for  the connection  of  fittings
and  components.  The schematic  shown  in  figure  7-7  shows  several components
installed  in  lines  leading  to  and  from  the reservoir; however, this may not be the case in
the actual installation. The air relief valve, bleeder valve, etc., may be installed directly on the
reservoir. Because   the   reservoir   is   pressurized,   it   can normally be installed at any
attitude and still maintain a  positive  flow  of  fluid  to  the  pump.

CHEMICAL  AIR  DRIER.—Chemical  air  driers are installed in air systems to absorb
moisture that may collect from air entering the system. The main parts  of  the  air  drier,
shown  in  figure  7-8,  are  the housing, desiccant cartridge, filter (porous bronze), and the
spring. To ensure proper filtering, the air must pass through the air drier in the proper
direction. The  correct  direction  of  flow  is  indicated  by  an  arrow and the wordflow
printed on the side of the cartridge. Preventive   maintenance   of   this   component consists
of replacing the cartridge when it becomes saturated.  Maintenance  should  be  accomplished
in accordance  with  instructions  provided  in  the applicable  maintenance  instruction
manual  (MIM). AIR

PRESSURE REGULATORS.—Air pressure  used  in  pressurizing  hydraulic  reservoirs

must  be  controlled  within  safe  limits. Specific pressure  requirements  vary  between
aircraft.  In  some aircraft,  the  air  pressure  is  controlled  by  an  air pressure regulator (fig.
7-9). This regulator normally maintains  40  psi  pressure  in  the  reservoir.  It  also
incorporates  a  relief  valve  to  relieve  excessive pressure and a differential valve to allow
equalization F
CHEMICAL AIR DRIER. —Chemical air driers are installed in air systems to absorb
moisture that may collect from air entering the system. The main parts of the air drier, shown
in figure 7-8, are the housing, desiccant cartridge, filter (porous bronze), and the spring. To
ensure proper filtering, the air must pass through the air drier in the proper direction. The
correct direction of flow is indicated by an arrow and the wordflow printed on the side of the
cartridge. Preventive maintenance of this component consists of replacing the cartridge when
it becomes saturated. Maintenance should be accomplished in accordance with instructions
provided in the applicable maintenance instruction manual (MIM).

AIR PRESSURE REGULATORS. —Air pressure used in pressurizing hydraulic reservoirs

must be controlled within safe limits. Specific pressure requirements vary between aircraft. In
some aircraft, the air pressure is controlled by an air pressure regulator (fig. 7-9). This
regulator normally maintains 40 psi pressure in the reservoir. It also incorporates a relief
valve to relieve excessive pressure and a differential valve to allow equalization of pressures
between ambient (outside) air and reservoir air pressures.

Figure 7-9.—Air pressure regulator.

AIR RELIEF VALVE. —An air relief valve is normally incorporated in the air portion of
the hydraulic power system to relieve excessive air pressure entering the reservoir due to a
mal-functioning air pressure regulator. The relief valve shown in figure 7-10 is cylindrical in
shape and consists of a housing, poppet, spring, and adjusting screw. This valve may be
mounted directly to the reservoir or in a line leading from the reservoir, depending on the
aircraft system design. During operation, air pressure enters the inlet port and contacts the
poppet surface. When system air pressure increases to 50 psi, the poppet is forced off its seat,
which allows excessive air pressure to be exhausted to the atmosphere. When system pressure
is lowered to 49 psi, the poppet spring tension overcomes system pressure and reseats the
poppet, thus closing the valve.

Figure 7-10.—Air relief valve.

AIR BLEEDER VALVE. —During hydraulic system maintenance, it is necessary to relieve

reservoir air pressure to assist in the installation and removal of components, lines, etc. An air
bleeder valve is incorporated within the reservoir air system to avoid disassembly of lines or
units. A similar valve may be incorporated in reservoir return lines to provide a means for
bleeding air from returning fluid. This type of valve is small in size and has a push button
installed in the outer case. Figure 7-11 shows a full view schematic drawing of a bleeder
valve. The valve is made up of a body, spring, poppet, and push button. When the bleeder
valve push button is depressed, pressurized air from the reservoir flows through the valve to
an overboard vent, until the air pressure is depleted or the button is released. When the button
is released, the internal spring causes the poppet to return to its seat. In case of malfunction,
this type of valve is replaced with a new valve.

Figure 7-11.—Air bleeder valve.

PUMPS

All aircraft hydraulic systems have one or more power-driven pumps and may have a hand
pump as an additional source of power. Power-driven pumps are the primary source of
energy, and may be either engine-driven or electric-motor driven. As a general rule, motor-
driven pumps are installed for use in emergencies; that is, for operation of actuating units
when the engine-driven pump is inoperative. Hand pumps are generally installed for testing
purposes as well as for use in emergencies.

In this section, the various types of pumps used in naval aircraft, both hand- and power-
driven, are described and illustrated.
Hand Pumps

Hand pumps are used in hydraulic systems to supply fluid under pressure to subsystems, such
as the landing gear, flaps, canopy, and bomb-bay doors, and to charge brake accumulators.
Systems using hand pumps are classified as emergency systems. Most of these systems may
be used effectively during preventive maintenance.

Double-action type of hand pumps are used in hydraulic systems. Double action means that a
flow of fluid is created on each stroke of the pump handle instead of every other stroke, as in
the single-action type. There are several versions of the double-action hand pump, but all use
the reciprocating piston principle, and operation is similar to the one shown in figure 7-13.

This pump consists of a cylinder, a piston containing a built-in check valve (A), a piston rod,
an operating handle, and a check valve (B) at the inlet port. When the piston is moved to the
left in the illustration, check valve (A) closes and check valve (B) opens.

Fluid from the reservoir then flows into the cylinder through inlet port (C). When the piston
is moved to the right, check valve (B) closes. The pressure created in the fluid then opens
check valve (A), and fluid is admitted behind the piston. Because of the space occupied by
the piston rod, there is room for only part of the fluid; therefore, the remainder is forced out
port (D) into the pressure line. If the piston is again moved to the left, check valve (A) again
closes. The fluid behind the piston is then forced through outlet port (D). At the same time,
fluid from the reservoir flows into the cylinder through check valve (B). Thus, a pressure
stroke is produced with each stroke of the pump handle

Figure 7-13.—Double-action hydraulic hand pump.

.Power-Driven Pumps

As previously mentioned, power pumps are generally driven by the aircraft engine, but may
also be electric-motor driven. Power pumps are classified according to the type of pumping
action used, and may be either the gear type or piston type. Power pumps may be further
classified as constant displacement or variable displacement.

A constant displacement pump is one that displaces or delivers a constant fluid output for any
rotational speed. For example, a pump might be designed to deliver 3 gallons of fluid per
minute at a speed of 2,800 revolutions per minute. As long as it runs at that speed, it will
continue to deliver at that rate, regardless of the pressure in the system. For this reason, when
the constant displacement pump is used in a system, a pressure regulator or unloading valve
must also be incorporated. The pressure regulator valve will maintain a set pressure in the
system by diverting excess pump flow back to the reservoir. The unloading valve will divert
all pump flow back to the reservoir when the preset system pressure is reached. This
condition remains in effect until further demand is placed on the system. 

A variable displacement pump has a fluid output that varies to meet the demand of the
system. For example, a pump might be designed to maintain system pressure at 3,000 psi by
varying its fluid output from 0 to 7 gallons per minute. When this type of pump is used, no
external pressure regulator or unloading valve is needed. This function is incorporated in the
pump and controls the pumping action by maintaining a variable volume, at near constant
pressure, to meet the hydraulic system demands.

GEAR-TYPE PUMP. —A gear-type pump consists of two meshed gears that revolve in a
housing (fig. 7-14). The drive gear in the installation is turned by a drive shaft that engages
an electric motor. The clearance between the gear teeth as they mesh and between the teeth
and pump housing is very small. The inlet port is connected to the reservoir line, and the
outlet port is connected to the pressure line. In the illustration, the drive gear is turning in a
counterclockwise direction, and the driven (idle) gear is turning in a clockwise direction. As
the teeth pass the inlet port, fluid is trapped between the teeth and the housing. This fluid is
carried around the housing to the outlet port. As the teeth mesh again, the fluid
Figure 7-14.—Gear-type power pump.

between the teeth is displaced into the outlet port. This action produces a positive flow of
fluid under pressure into the pressure line. A shear pin or shear section that will break under
excessive loads is incorporated in the drive shaft. This is to protect the engine accessory drive
if pump failure is caused by excessive load or jamming of parts.

All gear-type pumps are constant displacement pumps. These pumps are usually driven by a
dc wound electric motor. For those aircraft using batteries, the pump may be used to build up
hydraulic pressure for the brake system during towing operation.

PISTON-TYPE PUMP (CONSTANT DIS-PLACEMENT). —Piston-type constant

displace-ment pumps consist of a circular cylinder block with either seven or nine equally
spaced pistons. Figure 7-15 is a partial cutaway view of a seven-piston pump manufactured
by Vickers, Incorporated.
Figure 7-15.—Partial cutaway view of piston-type pump.

The main parts of the pump are the drive shaft, pistons, cylinder block, and valve plate. There
are two ports in the valve plate. These ports connect directly to openings in the face of the
cylinder block. Hydraulic fluid is sucked in one port and forced out the other port by the
reciprocating (back-and-forth) motion of the pistons.

There is a fill port in the top of the cylinder housing. This opening is normally kept plugged,
but it can be opened for testing the pressure in the housing or case. When you install a new
pump or newly repaired one, this plug must be removed and the housing filled with fluid
before the pump is operated. There is a drain port in the mounting flange to drain away any
leakage from the drive shaft oil seal. When the drive shaft is rotated, it rotates the pistons and
cylinder block with it. The offset position of the cylinder block causes the pistons to move
back and forth in the cylinder block while the shaft, pistons, and cylinder block rotate
together. As the pistons move back and forth in the cylinder block, they draw the fluid in one
port and force it out the other. This action creates a steady, nonpulsating flow of fluid.
Certain models of this pump are capable of developing up to 3,000 psi working pressure.

Constant displacement pumps of this series are designed so they can be driven in either
direction. The direction of rotation of the pump must coincide with the engine accessory
section. The pump rotation can be determined by referring to an arrow on the pump housing
adjacent to the valve plate. The only change necessary when changing the direction of
rotation of the pump is to rotate the valve plate 180 degrees.

Before installation, the pump mounting flange and shim, if used, must be wiped clean. The
pump must be primed by filling the housing with hydraulic fluid through the fill port. The
exposed drive shaft spline should be lubricated. To ensure internal cleanliness, the shipping
plugs should not be removed until the lines are ready for attachment.

Normally, for repair, the pump should be shipped to an intermediate-level activity; however,
replacement of packings and gaskets can be accomplished in the field. To prevent damage in
the event of the pump binding, a shear section is incorporated in the drive shaft coupling. The
coupling may be replaced if the cause of the shearing is known and has been remedied.
Immediately after removal, the pump housing should be filled two-thirds full with hydraulic
fluid; the drive shaft couplings should be suitably protected by a wood block; and the ports
securely plugged to prevent the entrance of foreign matter.

PISTON-TYPE PUMPS (STRATOPOWER VARIABLE DISPLACEMENT). —There

are several models of the Stratopower variable displacement pump currently used on naval
aircraft; however, all are similar in principle of operation, The pump described here is a
Model 65 WB06006, rated at 3,000 psi and capable of delivering 13 gallons of fluid per
minute at 3,800 rpm.

Pressure regulation and flow control are accomplished internally, automatically adjusting
pump delivery to meet the system demands. Flow cutoff begins at approximately 2,850 psi,
and it reaches zero (unloads) at 3,000 psi. When the pump is operating in the unloaded
condition, the bypass system provides circulation of fluid internally for cooling and
lubrication of the pump.

The pump has three ports—the suction port, the discharge port, and the drain or bypass port.
The latter port is connected to the reservoir return line. The pump is driven from the engine
accessory drive by a splined drive coupling. A shear section is provided in the pump drive
shaft to prevent damage from overload. Figure 7-16 shows the internal features of the pump.

Four major functions are performed by the internal parts of the pump. These functions are
mechanical drive, fluid displacement, pressure control, and bypass.

Mechanical Drive Mechanism. —The mechani-cal drive mechanism is shown in figure 7-

17. Piston motion is caused by the drive cam displacing each piston the full height of the
drive cam each revolution of the drive shaft. By coupling the ring of pistons with a nutating
(wobble) plate supported by a fixed center pivot, the pistons are held in constant contact with
the cam face. As the drive cam depresses one side of the nutating plate (as pistons are
advanced), the other side of the nutating plate is withdrawn an equal amount, moving the
pistons with it. The two creep plates are provided to decrease wear on the revolving cam.

Fluid Displacement. —A schematic diagram of the displacement of fluid is shown in figure

7-18. Fluid is displaced by axial motion of the pistons. As each piston advances in its
respective cylinder block
Figure 7-16.—Internal features of the Stratopower pump.

Figure 7-17.—Mechanical drive.

Figure 7-18.—Fluid displacement.

 bore, pressure opens the check spring and a quantity of fluid is forced past. Combined back
pressure and check spring pressure closes the check spring when piston bypass ports align
with the cylinder block bypass passage. The partial vacuum occurring in the cylinder during
the piston return causes reservoir fluid to flow from the intake loading groove into the
cylinder.

Pressure Control. —A schematic diagram of the pressure control mechanism is shown in

figure 7-19. Pressure is bled through the control orifice into the

Figure 7-19.—Pressure control mechanism.

Figure 7-20.—Fluid flow.

pressure compensator cylinder, where it moves the compensator piston against the force of
the calibrated control (compensator) spring. This motion, transmitted by a direct mechanical
linkage, moves sleeves axially on the piston, thereby varying the time during which relief
holes are covered during each stroke.
Fluid flows through the hollow pistons during the forward stroke and escapes out the relief
holes until they are covered by the piston sleeves. The effective piston stroke (delivery) is
controlled by the piston sleeve position. During nonflow requirements, only enough fluid is
pumped to maintain system pressure against leakage. 

During normal pump operation, three conditions may exist—full flow, partial flow, and zero
or nonflow. During full flow operation (fig. 7-20), fluid enters the intake port and is
discharged to the high-pressure side past the pump checks by the reciprocating action of the
pistons. Piston sleeves cover the relief holes for the entire pressure stroke. During partial
flow, system pressure is sufficient (as bled through the orifice) to move the compensator stem
against the compensator spring force.

If system pressure continues to build up, as under nonflow conditions, the stem will be
moved further until the relief holes are uncovered for practically the entire piston stroke.
Relief holes will be covered only for the stroke necessary to maintain pressure against system
leakage and to produce adequate bypass flow. 

Bypass. —The bypass system is provided to supply self-lubrication, particularly when the
pump is in nonflow operation. The ring of bypass holes in the pistons are aligned with the
bypass passage each time a piston reaches the very end of its forward travel. This pumps a
small quantity of fluid out the bypass passage, back to the supply reservoir, and provides a
constant changing of the fluid in the pump. The bypass is designed to pump against a
considerable back pressure for use with pressurized reservoirs.

Maintenance. —Line maintenance of the Stratopower pump is limited to operational checks,

and checking for leaks and loose fittings. Malfunctioning pumps should be removed and
replaced. In removing a pump, always maintain its alignment until the drive shaft is fully
withdrawn from the driving element. Never pick up or carry a pump by the drive shaft
extension. Before installing a pump, the pump and its attached hose assemblies must be
primed (filled with fluid). During installation, the pump must be continuously supported with
its shaft parallel to the mounting studs, and the splines must mesh with the driving element. 

If the pump drive shaft does not engage the driving element, preventing the pump from
sliding into place, the drive shaft should be manually rotated until the two splined drive shafts
mate.

PISTON-TYPE PUMP (VICKERS ELEC-TRIC MOTOR-DRIVEN VARIABLE DIS-

PLACEMENT). 

—This type of pump is used in some of the Navy’s most modern aircraft. Motor-driven
variable displacement pumps have several advantages over the engine-driven models. Some
of these advantages are as follows:

1. Ease of installation and removal due to the accessibility of the component.

2. Constant speed of the drive shaft.

3. Eliminates the need of using a test stand to drop check the landing gear and perform
operational checks of other actuating systems.

NOTE: Hydraulic test stands are seldom used on aircraft that incorporate this type of pump
because foreign particles could be transferred from the test stand to the aircraft, thus
contaminating the hydraulic system.

4. The pump assembly contains an internal centrifugal boost pump, which provides a positive
fluid pressure at the suction port of the variable displacement pump.

The only disadvantages of the pump are the size of the complete assembly and its weight. For
this reason, this type of pump is used in patrol and transport aircraft.

There are other features incorporated in the motor-driven variable displacement pump that
you should know about. A thermal protector manual reset button is installed on the end of the
motor, which is concealed by a cover plate. See figure 7-21. This thermal protector is a safety
device that protects the motor from overheating. The reset button will open and stop the
motor when the temperature exceeds 380° ±10°F. If the motor does not restart after cooling,
the cover plate over the reset button should be removed and the reset button reset manually. If
the motor still fails to start, the motor pump assembly should be replaced.

The motor-driven variable displacement pump suction line is connected from the reservoir to
the suction port of the pump assembly, where fluid is ported into the center of a centrifugal
pump scroll. The scroll is located between the main pump case and the motor reduction
gearbox of the pump assembly. See figure 7-21. The scroll houses a centrifugal booster
pump, which is mounted directly on the main pump shaft. The constant-speed motor turns the
pump shaft through reduction gears at 3,200 rpm, which is sufficient to boost the fluid
pressure about 15 to 20 psi above the existing reservoir pressure. The output of this integral
pump is directed to two points on opposite sides of the scroll housing. See figure 7-22.

One delivery point provides a constant flow of hydraulic fluid for motor cooling through an
internal
Figure 7-21.—Motor-driven variable displacement piston pump.

passage. Finned baffle-like passages direct this flow around the motor through the hollow-
walled motor case, after which it is directed by an external line into the case of the piston
pump. This constant flow through the low-pressure chamber of the main pump cools and
lubricates all of its moving parts. It also picks up "blow-by" oil that escapes past the high-
pressure pump pistons, and is discharged through a coarse-screen filter cartridge installed in
the case drain port. The pump’s coolant flow is routed through the aircraft’s heat exchanger
and back to the reservoir.

The second delivery point from the integral centrifugal pump is directed from the centrifugal
pump scroll at positive pressure to the intake port of the high-pressure pump. As you can see
in figure 7-22, the Vickers motor-driven variable displacement design is similar to other
engine-driven designs. The rotating assembly consists of a baseplate, to which nine piston
rods are joined. The assembly turns in a fixed plane. Also turning with it is a cylindrical nine-
piston block fitted inside a nonrotating yoke.

The yoke is pivot-mounted to the pump case, and has an offset attachment for a compensator
piston rod that controls the yoke’s attitude. If the yoke is not deflected, the cylinder block
containing the pistons will rotate in a plane parallel to the baseplate, thus producing no
stroke. The yoke can be tilted to displace the pistons, reaching maximum stroke when the
yoke is tilted 30 degrees from the plane of rotation of the baseplate.

The pump compensating mechanism receives a feedback signal of system pressure, and
adjusts the pump output by tilting the yoke a prescribed amount to provide more or less flow.
Whereas engine-driven pumps are generally rated to produce a given pressure and flow at a
nominal drive speed, the electric motor-driven pump has a fixed rotational speed and a
special compensating mechanism that enables the pump to provide 6 gpm (gallons per
minute) at 2,950 to 3,000 psi. It will provide more flow as system pressure drops, reaching a
maximum flow of 8 gpm at 2,200 psi. The accelerated flow enables the system to maintain
normal speed of many actuators in use simultaneously.

Figure 7-22.—Motor-driven variable displacement piston pump schematic.

Figure 7-23 shows the three phases of pump compensation in a pressure buildup order,
starting at low pressure and increasing to full system pressure. As shown in view (A), the
yoke control piston is spring loaded to hold the displacement yoke at its maximum
displacement angle of 30 degrees. This spring is opposed by the existing system pressure,
which acts at all times on the "constant horsepower" piston area; however, the hydraulic force
will not be sufficient to move the yoke control piston until the actuating pressure (system
pressure) builds up to 2,200 psi. Thus, the cylinder block will be canted to its maximum
angle, and the pump will deliver its maximum flow, 8 gpm, when system pressure is less than
2,200 psi.

View (B) of figure 7-23 shows how the yoke con-trol piston responds to system pressure
fluctuations in the 2,200 to 2,950 psi range. Assuming that system pressure is steadily
increasing, the displacement yoke angle will decrease from the 30-degree full displacement
angle to approximately 22 degrees, which will produce 6 gp at 2,950 psi.
View (C) of figure 7-23 shows how the spring load on the compensator spool is overcome by
system pressure in excess of 2,950 psi, and the displaced spool meters pressure to the "cutoff"
area of the yoke control piston. This pressure will act with the "constant hp" force on the
piston, and with increasing pressure, the piston will move rapidly from the 22-degree
displacement angle at 2,950 psi to approximatey 0 degrees at 3,000 (plus 150, minus 0) psi. 

When full pressure exists, the hydraulic power output will be the minimum required to
replace fluid that leaks internally. The gearbox installed between the motor and pump
contains lubricating fluid for internal lubrication, a dipstick for checking its fluid level, fill
port to replace fluid, drain port to drain fluid during maintenance, and a relief valve to allow
excess fluid to be relieved overboard. The pump gearbox is drained and reserviced with clean
hydraulic fluid as follows:

1. Remove the magnetic drain plug and catch the fluid in a suitable container. 

2. Inspect the magnetic plug for foreign particles that may have accumulated during periods
of operation. Particles that look and feel like "fuzz" are considered acceptable; however,
particles containing metal "slivers" require pump overhaul.

3. Remove the filler plug, and flush the gearbox with hydraulic fluid.

4. Clean the magnetic plug, install with a new gasket, and lockwire after replacing.

5. Refill gearbox with hydraulic fluid.

6. Install filler plug and dipstick, using new gaskets.

Also, the pump pressure line, fitting, and filter screen are removed. The filter screen is
cleaned, using Dry-Cleaning Solvent P-D-680, and reinstalled using a new gasket. The pump
pressure line is reinstalled and an operational check performed. 

NOTE: Hydraulic pumps that are not functioning properly can represent a serious source of
contamination in an operating hydraulic system. Hydraulic contamination is discussed in
chapter 4 of this TRAMAN.

RELIEF VALVES

Relief valves are not new to most people; different types of relief valves are used in our
homes and automobiles, as well as many other places. Relief valves are pressure limiting or
safety devices commonly used to prevent pressure from building up to a point where it might
blow seals or burst or damage the container in which it is installed, etc. In aircraft, relief
valves are installed within hydraulic systems to relieve excessive pressurized fluid caused
from thermal expansion, pressure surges, and the failure of a hydraulic pump’s compensator
or other regulating devices.

Main System Relief Valves

Main system relief valves are designed to operate within certain specific pressure limits and
to relieve complete pump output when in the open position. Relief valves are set to open and
close at pressures determined by the system in which they are installed. In systems designed
to operate at 3,000 psi normal pressure, the relief valve might be set to be completely open at
3,650 psi and reseat at 3,190 psi. These pressure ranges may vary from one aircraft to
another. When the relief valve is in the open position, it directs excessive pressurized fluid to
the reservoir return line.

Figure 7-23.—Pump compensation. (A) full flow position; (B)reduced flow; (C)
minimum flow.

 Figure 7-24 shows atypical main system relief valve and its component parts breakdown.
The relief valve consists of a cylindrical housing that contains a poppet valve and piston
assembly. Each end of the housing is fabricated to include a wrench-holding surface and a
threaded port for installation of a hydraulic fitting, and the housing is stamped to identify the
ports as PRESS (pressure) and RET (return).

A coil spring at one end of the piston retains it against a stop on the valve housing; and the
poppet valve, which is located just inside the pressure port, is spring seated over a passage
through the valve. When fluid pressure at the pressure port reaches 3,650 psi, the pressure
forces the piston to depress the coil spring and move clear of the poppet valve. Thus, the
passage through the piston is opened, and fluid flows through the valve into the return line.
When pressure at the pressure port is reduced to 3,190 psi, the coil spring reseats the piston
against the poppet valve, and fluid flow through the relief valve ceases. Should the pressure
at the outlet port exceed the pressure at the inlet port, the poppet valve will unseat, and fluid
from the return line will flow through the valve into the pressure line.

Thermal Relief Valves 

Thermal relief valves are usually smaller as compared to system relief valves. They are used
in systems where a check valve or selector valve prevents pressure from being relieved
through the main system relief valve.

Figure 7-25 shows a typical thermal relief valve. As pressurized fluid in the line in which it is
installed builds up to an excessive amount, the valve poppet is forced off its seat; this allows
excessive pressurized fluid to flow through the relief valve to the reservoir return line, as
shown in view B of figure 7-25. When system pressure decreases to a predetermined
pressure, spring tension overcomes system pressure and forces the valve poppet to the closed
position, as shown in view A.

Relief valve maintenance is limited to adjusting the valve for proper relieving pressure and
checking the valve for leakage. If you think a relief valve is leaking internally, a flexible hose
maybe connected to the return port of the valve and the drippings, if any, caught in a
container. The opening and closing pressure of the valve may also be checked in this manner
provided an external source of rower is used.
Figure 7-24.—System relief valve.
Figure 7-25.—Typical thermal relief valve.

 To adjust the opening pressure of a relief valve, turn the adjusting screw clockwise to
increase opening pressure and counterclockwise to decrease opening pressure.

CAUTION

Do not attempt to adjust a relief valve while it is installed on an aircraft. This action will
result in an incorrect pressure setting. The valve must be removed and adjusted on a
test stand to ensure proper pressure settings.

SHUTOFF VALVES

All hydraulic systems do not have shutoff valves incorporated; however, in some systems a
shutoff valve is installed in the fluid supply line between the reservoir and the engine-driven
pumps, and other places where shutting off the fluid is desirable. These valves, like other
valves, may be electrically or manually controlled, depending upon the design of the valve.

The purpose of shutoff valves differ according to their installation. All shutoff valves control
the flow of fluid; however, they may isolate troubles by shutting off a complete system or
subsystem, or they may control the speed a component moves by partially closing the valve
(manual type).

Motor Operated Shutoff Valves 

The purpose of the shutoff valve, shown in figure 7-26, is to shut off the flow of hydraulic
fluid to the engine in case of an engine fire. The valve may also be used to great advantage
during replacement of line quick-disconnects and other maintenance functions. There are
usually other shutoff valves, identical in appearance, installed within the same area that
prevent oil and fuel from reaching the engine in case of an engine fire. 

When the shutoff valve is energized, an electrical impulse is applied to the electrical
connector on the motor, which converts the electrical energy into rotary motion of the
actuator output shaft by the means of a gear train. his rotary motion is then transmitted to the
shaft, which couples the actuator output shaft to the crank assembly. The crank assembly then
transmits the rotary motion of the shaft to the linear motion of the slide. The amount of
rotation of the valve output shaft is controlled by means of limit switches in the motor and
gear assembly, which interrupt current to the motor. When the valve is in the open position,
the slide is retracted into the valve body, thus permitting the flow of hydraulic fluid through
the valve. When the valve is in the closed position, the slide is positioned between the inlet
and outlet ports, thus shutting off the fluid flow.

The valve incorporates a visual position indicator (on the valve itself). The indicator is
mechanically con-nected to the operating parts of the valve and provides a positive indication
of the position of the valve.

CAUTION

Operating an engine with the fire wall shutoff valve closed could cause severe damage to
the engine-driven pump.

Electric Solenoid Shutoff Valve

The shutoff valve, shown in figure 7-27, is used to shut off the fluid flow to selected
subsystems of a
Figure 7-26.—Motor operated shutoff valvue.
Figure 7-27.—Electric solenoid shutoff valve.

 utility hydraulic system. It can also limit the use of all available utility system pressure for
the operation of the primary flight controls or prevent fluid loss during flight when damage to
the utility system has occurred. This valve is sometimes referred to as a priority valve and
normally has three modes or conditions of operation.
CONDITION ONE (LANDING). —Flight control system pressure normal, switch in the
landing position, solenoid deenergized, and the pilot ball on its lower seat, blocking the return
port of the flight control system. See Figure 7-27, View A. In this condition, the pressure of
the flight control system is allowed to act upon the lower working area of the poppet, moving
it upward off its seat and compressing the poppet spring. This action will allow the fluid of
the utility system to flow downstream from the location of the valves to the landing gear,
flaps, speed brakes, etc.

CONDITION TWO (FLIGHT). —Flight control system pressure normal, switch in the
flight position, solenoid energized, and the pilot ball on its upper seat, preventing the pressure
of the flight control system from working on the lower working area to the poppet. See
Figure 7-27, View B. In this condition the return port of the flight system is open. The poppet
spring will move the poppet onto its seat, preventing the fluid fron the utility system from
flowing downstream from the location of the valve. This allows all available fluid to be
directed to the components of the utility section, such as the ailerions, rudder, stabilizer,
spoilers, of the flight control subsystem.

CONDITION THREE (EMERGENCY). — Failure of the flight control hydraulic system.

The flight control system pressureis 0 psi, and the utility system pressure is normal. During
this condition, the poppet will remain on its seat, because the pressure of the flight control
system is not available to work on the lower working area of the poppet to move it up to open
the valve. See Figure 7-27 View C.

Failure of the electrical system to the electro-hydraulic shutoff valve. The pressures of the
flight control and utility systems are normal, and there is no electrical power to the solenoid
In this conditon, the solenoid cannot be energized, the polit ball will remain on its lower seat,
and the pressure of the flight control system will work on the lower working area. This holds
the poppet of its seat and allows the pressure of the utility systems to flow downstream from
the location of the valves.

Manual Shutoff Valves

Manual shutoff valves may be used as tire wall shutoff valves as well as subsystem shutoff
valves. Some aircraft have a manual fire wall shutoff valve operated by cable linkage.

Some aircraft use the needle-type shutoff valve in their landing gear and bomb bay systems.
This needle-type valve consists of a handle, stem and valve, and body. Turning the handle in
a clockwise direction places the valve on its seat within the body, stopping the flow of fluid.

These shutoff valves are used during maintenance to shut off hydraulic fluid to the
subsystems, thus allowing maintenance personnel to work safely in the wheelwell and bomb
bay areas. Also, by closing the particular valve a desired amount, the speed of the operating
unit can be controlled to aid in observing the sequence and full operation of the components
being operated.

HYDRAULIC FLUID COOLERS

Hydraulic fluid coolers are used in some hydraulic systems for the purpose of lowering the
temperature of the fluid within the system lines, thus preventing inadvertent overboard
dumping of fluid from the reservoir due to thermal expansion. Fluid coolers are installed in
systems in which the temperature of the fluid is likely to exceed the maximum allowable
limit.

According to the military specifications for aircraft hydraulic systems, 400°F is the maximum
allowable temperature for any type of hydraulic system. In some systems, this temperature
might be exceeded without some means of cooling the fluid. Several types of fluid coolers are
used on naval aircraft. The most common is the radiator type, in which both the hydraulic
fluid and engine fuel flow separately through the cooling unit. Another radiator type uses ram
air in flight and an electric blower while on the ground to produce an air source as a cooling
medium.

Radiator Types 

Radiator-type fluid coders are also called heat exchangers and fluid coolers, as well as
radiators. Their principles of operation are the same; however, the manner in which they
obtain their objective may differ.

On some aircraft, the radiator is a welded aluminum assembly with two semicylindrical and
baffled hydraulic fluid chambers with multiple pencil diameter size tubes, which direct and
contain fuel flow through the individual hydraulic chambers. The radiator is so constructed to
prevent mixing of engine fuel with hydraulic fluid and one hydraulic system fluid with the
other. As fuel flows through the radiator tubes, heat energy is transferred from the hydraulic
fluid to the engine fuel prior to hydraulic fluid entry into the hydraulic reservoir. Figure 7-28
shows the cooling radiator used to cool two hydraulic systems; moreover, it has a fuel filter
incorporated that filters the fuel supplied to the
Figure 7-28.—Hydraulic fluid cooler.

engine. The radiator unit consists of a cylindrical case containing two cooling coils of 1/4-
inch aluminum alloy tubing and a replaceable fuel filter element. The utility system cooling
coil is installed in the right-hand end of the case; the flight control system cooling coil and
the filter element are installed in the left-hand end, as shown in figure 7-28. The case ends
contain fittings for connecting fuel hoses. Two threaded bosses, which are welded to the
cooling coil ends, serve to connect the hydraulic lines for each system. During normal
operation, hydraulic fluid returning to each reservoir is directed through its applicable system
cooling coil, where sufficient heat is transferred to the engine fuel to maintain the hydraulic
fluid at less than 200°F. 

Should the cooling coils become clogged, each system is equipped with a bypass relief valve,
which opens and bypasses fluid around the coil and directly to the reservoir.

Fin Tubing Types

Some aircraft use fin tubing for cooling hydraulic system fluid. Hydraulic fluid coolers are
mounted internally in the wing inboard fuel tanks. As shown in figure 7-29, each cooler is an
assembly of fin-walled tubing, two unions, and mounting supports. Fluid enters the inlet
coupling and is passed through the fin-walled tubing, which acts as a heat exchanger, and is
directed to the outlet coupling for return to the system reservoir. The heat of the fluid passing
through the coolers is absorbed by both the fin-walled tubing and the fuel.

NOTE: The fuel level in the inboard tanks must be maintained at a specific level to ensure
adequate cooling of the fluid.

MANIFOLDS

A manifold is a hydraulic component used to conserve space and permit ease of unit removal
and replacement. It also provides a means where common fluid lines may come together and
be distributed to other subsystems. Manifolds are used in various types of installations,
depending upon the needs of the system.
Figure 7-29.—Fin tubing assembly Installation.

 Figure 7-30 shows two views of a manifold. This manifold joins both the pressure and
suction lines from the No. 1 system pumps and the suction line from the emergency system
pump. The assembly includes integral check valves to direct the flow of fluid through the
manifold, filters to clean the fluid prior to its entry into the main system, and quick-
disconnect fittings for the connection of ground test hydraulic equipment.

FILTERS

Hydraulic fluid will hold in suspension tiny particles generated during normal wear of
selector valves, pumps, and other system components. These minute particles may damage or
impair the function of the units and parts through which they pass if they are not removed by
a filter. Because close tolerances exist within a hydraulic system, the performance and
Figure 7-30.—Hydraulic manifold assembly.

reliability of the entire system depend upon adequate filtration. 

Continuous filtration of hydraulic fluid during system operation is necessary to maintain

system cleanliness. You should use filters that have fine pores or openings to allow hydraulic
fluid to pass but that are small enough to trap contaminant particles. Hydraulic filter elements
are rated in several ways. The absolute filtration rating is the diameter in microns of the
largest spherical particle that will pass through the filter under a certain test condition. This
rating is an indication of the largest opening in the filter element. The mean filtration rating is
the measurement of the average size of the openings in the filter element. The nominal
filtration rating is usually interpreted to mean the size of the smallest particles of which 90
percent will be trapped in the filter at each pass through the filter. Figure 7-31 shows a typical
filter arrangement in a hydraulic system.
Filters may be located within the reservoir, the pressure line, the return line, or any other
location where they are needed to safeguard the hydraulic system against contaminants. Their
location in the system and other design criteria determine their shape and size.

Basic Units

The filter assembly is composed of three basic units. The units are a head assembly, a bowl,
and a filter element. See figure 7-32.
Figure 7-31.—Typical filter arrangement in hydraulic system.
Figure 7-32.—Hydraulic filter assembly.

HEAD ASSEMBLY. —The head assembly is secured to the aircraft structure and
connecting lines. The head assembly of some filters have a pressure-operated bypass valve,
which will route the hydraulic fluid directly from the inlet to the outlet port if the filter
element becomes loaded with foreign matter.

BOWL. —The bowl is the housing that holds the element to the filter head, and it is removed
when element replacement is required.

FILTER ELEMENT. —The filter element may be of the 5-micron noncleanable, woven
mesh, micronic, porous metal, or magnetic type. The micronic and 5-micron noncleanable
elements have nonmetallic filter media, and are discarded when removed. Porous metal,
woven mesh, and magnetic filter elements are usually designed to be cleaned and reused.
However, some metallic filters are considered noncleanable and are normally discarded.
Noncleanable filter elements rated at 5-microns (absolute) represent the current state of the
art in hydraulic filtration. Elements of this type afford significantly improved filtration and
have greater dirt-holding capacities than other types of elements of the same physical size.
They are particularly effective in controlling particles in the 1- to 10-micron size range,
which are normally passed by other types of elements, and they are capable of maintaining a
hydraulic system at much cleaner levels than could previously be achieved. The use of 5-
micron (absolute) filters is presently specified for all new design aircraft, and they are being
retrofitted to existing fleet aircraft where practicable. The most common 5-micron filter
medium is composed of organic and inorganic fibers integrally bonded by epoxy resin and
faced with a metallic mesh upstream and downstream for protection and added mechanical
strength. Filters of this type are not to be cleaned under any circumstances, and will be
marked DISPOSABLE or NONCLEANABLE, usually on the bottom end cap.
Five-micron, noncleanable, hydraulic filter elements should be replaced with new elements
during specified maintenance inspection intervals in accordance with the applicable
procedures. Refer to the applicable MIM or maintenance requirement cards (MRC) for
replacement intervals and procedures.

Another 5-micron filter medium of recent design employs layers of very fine stainless steel
fibers drawn into a random but controlled matrix. The matrix is then processed by an
exclusive procedure, which in successive steps compresses and sinters (bonds all wires at
their crossing points) the material into a thin layer with controlled filtration charac-teristics.
Filter elements of this material may be cleanable or noncleanable, depending upon their
construction, and are marked accordingly.

Support Equipment (SE) Filters

To ensure delivery of contaminant-free hydraulic fluid, all SE must be provided with 3-

micron (absolute) non-bypass filtration in their fluid discharge or output pressure lines. With
many test stands, the filter used for this application, in addition to having a low micron rating,
must be capable of withstanding high-collapse pressures and holding large amounts of dirt.

Unlike most filter elements, 3-micron, high-- pressure SE filters are not normally replaced on
a prescribed periodic basis. Because of their large dirt-holding capacity and nature of service,
it is more effective to replace such elements only when indicated as being loaded by their
associated differential pressure indicators. Element replacement procedures vary with the
particular type, and applicable maintenance instructions should be consulted for specific
procedures.

Differential Pressure Indicators

The extent to which a filter element is loaded can be determined by measuring the drop in
hydraulic pressure across the element under rated flow conditions. This drop or "differential
pressure" provides a convenient means of monitoring the condition of installed filter
elements, and is the operating principle used in the differential-pressure or loaded-filter
indicators found on many filter assemblies. Differential pressure indicating devices have
many configurations, including electrical switches, continuous-reading visual indicators
(gauges), and visual indicators with memory. Visual indicators with memory usually take the
form of magnetic or mechanically latched buttons or pins that extend when the differential
pressure exceeds that allowed for a serviceable element. See figure 7-33. When this increased
pressure reaches a specific value, inlet pressure forces the spring-loaded magnetic
Figure 7-33.—Hydraulic filter assembly incorporating differential pressure indicator.
 

piston downward, breaking the magnetic attachment between the indicator button and the
magnetic piston. This allows the red indicator to pop out, signifying that the element must be
cleaned. The button or pin, once extended, remains in that position until manually reset and
provides a permanent (until reset) warning of a loaded element. This feature is particularly
useful where it is impossible for an operator to continuously monitor the visual indicator,
such as in an aircraft. Some button indicators have a thermal lockout device incorporated in
their design that prevents operation of the indicator below a certain temperature. The lockout
prevents the higher differential pressure generated at cold temperatures by high fluid
viscosity from causing a false indication of a loaded filter element.
Differential pressure indicators are a component part of the filter assembly in which they are
installed, and, as such, are normally tested and overhauled as part of the complete assembly.
With some model filter assemblies, however, it is possible to replace the indicator itself,
without removal of the filter assembly, if it is suspected of being inoperative or out of
calibration. It is important that the external surfaces of button-type indicators be kept free of
dirt or paint to ensure free movement of the button. Indications of excessive differential
pressure, regardless of the type of indicator employed, should never be disregarded. All such
indications must be verified and action taken, as required, to replace the loaded filter element.
Failure to replace a loaded element can result in system starvation, filter element collapse, or
the loss of filtration where bypass assemblies are used. Verification of loaded filter
indications is particularly important with button-type indicators, as they may have been
falsely triggered by mechanical shock, vibration, or cold start of the system. Verification is
usually obtained by manually resetting the indicator and operating the system to create a
maximum flow demand, ensuring that the fluid is at near normal operating temperatures.

Maintenance

Hydraulic filter maintenance consists of filter element replacement only. You must be
familiar with both replacement and general inspection procedures.

Replacement of hydraulic filter elements is normally a maintenance operation performed on a

periodic basis, but need for prior replacement may be indicated during routine inspection.
Hydraulic filter assemblies in some aircraft and SE are equipped with indicating devices
(buttons or pins) that will extend when the differential pressure across the filter exceeds a
predetermined value, indicating a loaded element. Upon appearance of this indicator, it
becomes necessary to verify the condition of the filter element, and replace it if required.
When checking or changing filter elements, also check the functioning of any pop-up
mechanism.

Indications of a loaded filter must be verified to confirm that release of the button or pin is
due to a loaded filter and not a result of system mechanical shock or cold start. Verification is
accomplished by resetting the indicator (manually depressing it) and operating the system at
full power. If the differential pressure indicator extends again during this test, the filter
element should be replaced.

It is important that the applicable MIM be consulted for specific filter element replacement
procedures. The following basic principles apply to most replacement operations:

1. Removal of the filter bowl is the first step in replacing the filter element. With most filter
assemblies, this operation usually consists of removing a lockwire and unscrewing the bowl
from the filter head. In most filter assemblies, an automatic shutoff valve in the head will
prevent fluid loss from the system when the bowl is removed.

2. Once the bowl is removed, the fluid in it is discarded, and the bowl is cleaned of sediment
by flushing with clean, unused hydraulic fluid or dry cleaning solvent, P-D-680. It is
important that chlorinated solvents such as MIL-C-81302 or 1,1,1-trichloroethane are not
used, as their residues may have harmful effect on the system.

3. The filter element is, in most instances, removed from the head by a gentle twisting and
pulling motion. Once removed, the surface of the element should be visually inspected. An
excessive amount of particulate on its surface, as determined from experience, may be
indicative of upstream component failure and the need for investigation. Check the solid end
of filter element for "Disposable" markings. If the filter element is disposable, it should be
discarded. If the filter element is not disposable, it should be cleaned and handled carefully. 

4. The replacement filter element should not be removed from its protective packing until just
prior to installation. Once removed from packing, the element must be carefully handled to
protect it from contamination and mechanical damage.

5. The replacement element is installed in reverse order of its removal. In most instances the
element is inserted up into the head, employing a gentle twisting motion. O-ring seals located
in the head, or sometimes in the element itself, prevent fluid from flowing around the
element. It is important that these seals be inspected and replaced, if required, in accordance
with the applicable MIM.

6. Prior to installation of the cleaned filter bowl, the bowl is first filled with new filtered
hydraulic fluid to minimize the introduction of air into the hydraulic system. It is important
that the fluid used for this operation be obtained only from an authorized hydraulic fill
service unit. 

7. Once filled, the filter bowl is carefully and slowly slid up over the installed element and
screwed into the head. A quantity of fluid from the bowl will normally be displaced by the
element and spilled. Provisions must be made to collect or absorb it.

8. The installed filter bowl should be torqued to the value specified in the applicable MIM.
The bowl is then lockwired, using standard tools and the lockwire provisions in the filter
assembly.

9. All filter element installations should be followed by test and inspection of the system to
ensure proper operation. This is generally accomplished by operating the system at its normal
pressure and flow rates and inspecting for external leakage at the filter assembly and for
indications of excessive differential pressure. Any external leakage is unacceptable, and
requires that the system be shut down and the problem corrected.

10. Should the filter assembly differential pressure indicator continue to extend after a new
element has been installed, the indicator itself is probably defective. Consult the maintenance
instructions to determine what corrective action is to be taken.

Inspect the filter element as follows:

1. Visually inspect the element for dents, broken wires, holes, creases, and sharp corners of
pleats. Permissible damage is to be confined to small dents that will not impede the required
flow, or increase the filter pressure drop beyond tolerance, or fail to pass the required bubble
test point. Deeper dents, broken wires, holes, creases, and sharp corners of pleats are cause
for rejection of elements.

2. Remove the O-ring from the filter element and visually inspect the O-ring groove,
including chamfers, for nicks, dents, visible roughness, out-of-roundness, and pitting. Blend
out nicks and/or scratches that are deeper than 0.002 inch with crocus cloth P-C-458.
3. Visually inspect mating surfaces, including chamfers, or other parts that mate with the O-
ring grooves. Make sure that all surfaces (grooves and mating surfaces) are smooth and
capable of sealing with the O-ring installed.

4. Dispose of unacceptable filter elements according to existing instructions.

ACCUMULATORS

The purpose of the accumulator in a hydraulic system is to store a volume of fluid under
pressure. There are several reasons why it is advantageous to store a volume of fluid under
pressure. Some of these are listed below:

1. An accumulator acts as a cushion against pressure surges that may be caused by the
pulsating fluid delivery from the pump or from system operations.

2. The accumulator supplements the pump’s output when the pump is under a peak load by
storing energy in the form of fluid under pressure.

3. The energy stored in the accumulator may be used to actuate a unit in the event of normal
hydraulic system failure. For example, sufficient energy can be stored in the accumulator for
several applications of the wheel brakes.

There are two general types of accumulators in use on naval aircraft. They are the spherical
type and the cylindrical type. Until a few years ago, the spherical type was the more
commonly used accumulator; however, the cylindrical type has proved more satisfactory for
high-pressure hydraulic systems, and is now more commonly used than the spherical type.
Examples of both types are shown in figure 7-34.

Spherical Type

The spherical type accumulator is constructed in two halves that are screwed together. A
synthetic rubber diaphragm is installed between both halves, making two chambers. Two
threaded openings exist in the assembled component. The opening at the top, as shown in
figure 7-34, contains a screen disc that prevents the diaphragm from extruding through the
threaded opening when system pressure is depleted, thus rupturing the diaphragm. On some
designs the screen is replaced by a button protector fastened to the center of the diaphragm.
The top threaded opening provides a means for connection of the fluid chamber of the
accumulator to the hydraulic system. The bottom threaded opening provides a means for
installation of an air filler valve. This valve (when open) allows an air/nitrogen source to be
connected to and enter the accumulator; moreover, when the valve is closed, it traps the
air/nitrogen within the accumulator.
Figure 7-34.—Pressure accumulator, spherical and cylindrical types.

Cylindrical Type

Cylindrical accumulators consist of a cylinder and piston assembly. End caps are attached to
both ends of the cylinder. The internal piston separates the fluid and air/nitrogen chambers.
Both the end caps and piston are sealed with gaskets and packings to prevent external leakage
around the end caps and internal leakage between the chambers. In one end cap, a hydraulic
fitting is used to attach the fluid chamber to the hydraulic system. In the other end cap, an air
filler valve is installed to perform the same function as the filler valve installed in the
spherical accumulator.