AIRCRAFT SYSTEM

• DISIAPKAN OLEH
• 1 .Mahasiswa TP 1A 2014
• 2.Mahasiswa TP 1B 201
EDITOR : Dr Ir H Eddy Priyono, MSAE
Sistem Dalam Pesawat
Terbang(Aircraft System)
Pesawat terbang adalah sistem yang
kompleks. Pada tahap desain dan
dalam manual penerbangan dan
pemeliharaan (digunakan oleh teknisi
pilot dan pemeliharaan) itu terbagi
menjadi sistem sederhana yang
melaksanakan fungsinya masing-
masing.
Berikut ini adalah beberapa sistem
dalam pesawat terbang :
 AIRCRAFT -
1.
SYSTEM
1. LANDINGGEAR SYSTEM
2. 2. LIGHTING EXTERIOR
3. 3. CONTROL SYSTEM
4. 4. PNEUMATIC SYSTEM
5. 5. FUEL SYSTEM
6. 6. HYDRAULIC SYSTEM
7. 7. ICE & RAIN PROTECTION SYSTEM
8. 8.AIR CONDITIONING –SYSTEM
9. 9.LUBRICATION- SYSTEM
10. 10.AUXILIARY POWER UNIT
11. 11. BLEED AIR SYSTEM
12. 12. ELECTRICAL SYSTEM
 Aircraft landing gear usually includes wheels equipped
with shock absorbers for solid ground, but some aircraft are
equipped with skis for snow or floats for water and skind for
pontoons (helicopters).
General
 The landing gear on the NG has been extensively redesigned. The nose
gear is 3.5" longer to relieve higher dynamic loads and the nose-
wheelwell has been extended 3" forward. The main gear is also longer
to cater for the increased fuselage lengths of the -8/900 series and is
constructed from a one piece titanium gear beam based on 757/767
designs. There is an externally mounted trunnion bearing on the gear, a
re-located gas charging valve, and the uplock link is separate from the
reaction link. It is fitted with 43.5" tyres and digital antiskid.
 Unfortunately the 737-700 was particularly prone to a dramatic shudder
from the main landing gear if you tried to land smoothly. Fortunately
Boeing started fitting shimmy dampers to this series from L/N 406
(Nov 1999) and a retrofit was made available.
 One of the peculiarities of the 737 is that it invariably appears to crab
when taxying. Theories for this include: A slightly castoring main gear
to increase the crosswind capability; Play in the scissor link pins;
Weather-cocking into any crosswind impinging on the fin; Torque
reaction from the anti-collision light !!! Engineers will tell you that is
due to the main gear having a couple of degrees of play due to the
shimmy dampers.
Landing Gear
Landing gear is the
undercarriage of an
aircraft or spacecraft
and is often referred
to as such.
Tyres
Tyres are tubeless and inflated with nitrogen. Pressures vary with series,
maximum taxi weight, temperature and size of tyres. Unfortunately this
large variation in tyre pressures makes it difficult to know your
aquaplaning speed. The table below should prove helpful, notice how the
aquaplaning speeds are all just below the typical landing speeds. Note:
Once aquaplaning has started, it will continue to a much lower speed.
 Series Main Gear Aquaplaning SpeedNose
GearAquaplaning
Speed
 Originals 96 - 183psi 84 - 116Kts 125 - 145psi 96 - 104Kts
 Classics 185 - 217psi 118 - 128Kts 163 - 194psi 111 - 121Kts
 NG's 117 - 205psi 93 - 123Kts 123 - 208psi 95 - 124Kts
 Another oddity of the 737 is the resonant vibration during taxying that
occurs at approx 17kts in classics and 24kts in NG's. This is due to tyre "cold
set". This is a temporary flat spot that occurs in tyres with nylon chord (ie
all Boeing tyres) when hot tyres are parked and they cool to ambient
temperature. Hence the reason why the flat spot is most pronounced in
cold weather and tends to disappear during taxying as the tyres warm up
again.
 The speed rating of all tyres is 225mph (195kts).
Gear Seals

 Notice that none of the 737 series have ever had full main
gear doors. Instead the outer wall of the tyres meet with
aerodynamic seals in the wheel well to make a smooth
surface along the underside of the aircraft. The first few
737's had inflatable seals which were inflated by bleed air
when the gear was either up or down and deflated during
transit. The landing gear panel had a NOT SEALED caption
which would illuminate during transit (normal), if it
illuminated at any other time you could have a puncture
and the seal could be depressurised with the GEAR SEAL
SHUTOFF switch to save bleed requirements.
 These were soon dropped as being too complicated and a
similar drag and noise advantage was achieved with the
present fixed rubber seals.
Aircraft Landing Gear _ Anti Skid System
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Aircraft Landing Gear _ Anti Skid System
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Aircraft Landing Gear _ Anti Skid System
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Aircraft Landing Gear _ Anti Skid System
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Roda berhenti berputar tetapi tidak benar-benar berhenti. Pada saat

itu proses skidding mulai terjadi, tetapi belum sepenuhnya skid.

Anti skid akan bekerja dengan cara mengurangi hydraulic pressure

yang menuju wheel brake. Sehingga wheel memiliki kesempatan
untuk berputar.
Brakes
 The standard 737 brakes are a steel alloy called Cerametalix(R) with versions made
by either Goodrich or Honeywell. Since 2008 the 737NG has had a carbon brake
option from either Goodrich with Duracarb(R) or Messier-Bugatti with SepCarb®
III-OR. They are both about 300kgs lighter than steel and last twice as long.
 The brake pressure gauge merely shows the pressure of the air side of
the accumulator and should normally indicate 3000psi. The normal brake system
and autobrakes are powered by hydraulic system B. If brake pressure drops below
1500psi, hydraulic system A automatically provides alternate brakes which are
manual only (ie no autobrake) and the brake pressure returns to 3000psi. Antiskid
is available with alternate brakes, but not touchdown or locked wheel protection on
series before the NG's.
 If both system A and B lose pressure, the accumulator isolation valve closes at
1900psi and you are just left with residual hydraulic pressure and the pre-charge.
The gauge will indicate approx 3000psi and should provide 6 full applications of
brake power through the normal brake lines (so full antiskid is available) As the
brakes are applied the residual pressure reduces until it reaches 1000psi at which
point you will have no more braking available.
 If the brake pressure gauge ever shows zero, this merely indicates that the pre-
charge has leaked out, normal and alternate braking are unaffected if you still have
the hydraulic systems (see QRH). The accumulator also provides pressure for the
parking brake.
 Note that on the 737-1/200, hydraulic system A operates the inboard brakes and
system B operates the outboard brakes. Both brake pressures are indicated on the
single hydraulic brake pressure gauge.
 There are four thermal fuse plugs in the inner wheel half which prevent tyre
explosion caused by hot brakes. The plugs melt to release tyre pressure at approx
177C (351F).
 Brake Pressure Indication (psi)Condition
 3000 Normal.
 3000 No hydraulics, minimum 6 applications of
brakes available with accumulator.
 1000 No hydraulics, accumulator used up.
 Zero No pre-charge, normal braking available with
hydraulics.
 Autobrakes
 Autobrake Selector Max Pressure at Brakes (PSI) Deceleration Rate (ft/sec²)
 1 1250 4
 2 1500 5
 3 2000 7.2
 Max 3000 12 (below 80kts)
 “ “ 14 (above 80kts)
 RTO Full Not Controlled
 There is an "on ramp" period where autobrake pressure is applied over a period of time. Approximately 750psi is
applied in 1.75 sec, then the pressures above are reached in another 1.25sec for autobrakes 1, 2, or 3 and approx.
1.0 sec for autobrake MAX.
 Notice from the table above that autobrake Max does not give full brake pressure. For absolute maximum
braking on landing, select autobrake Max to assure immediate application after touch down then override with
full toe brake pressure.
 Using high autobrake settings with idle reverse is particularly hard on the brakes as they will be working for the
given deceleration rate without the assistance of full reverse thrust.
 To cancel the autobrake on the landing roll with toe brakes you must apply a brake pressure in excess of 800psi
(ie less than that required for autobrake 1). This is more difficult on the NG's because the feedback springs on
the brake pedals are stiffer. Autobrake can also be cancelled by putting the speedbrake lever down or by
switching the autobrake off. I would advise against the latter in case you accidentally select RTO and get the full
3000psi of braking!
 Occasionally you may see the brakes (rather than the cabin crew!) smoking during a turnaround. This may be
due to hard braking at high landing weights. But the most common reason is that too much grease is put on the
axle at wheel change so that when the wheel is pushed on, the grease is deposited inside the torque tube; when
this gets hot, it smokes. It could also be contamination from hydraulic fluid either from bleeding operation or a
leak either from the brakes or another source.
Aircraft Landing Gear _ Anti Skid System
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Salah satu komponen utama dalam

pesawat adalah landing gear. Landing gear
berfungsi sebagai komponen untuk
menahan beban pesawat selama di
ground, menahan kejutan pada waktu run,
take off taxi, dan landing serta mengurangi
speed pada waktu emergency.
 LIGHTS -
EXTERIOR
• TUJUAN

Eksterior lampu memberi cahaya untuk pesawat

identifikasi, arah, dan untuk membantu dalam pengoperasian
pesawat.
Ini adalah lampu eksterior di pesawat:
- Wing Pencahayaan (Wing Lights)
- Landing Lampu (Landing Lights)
- Putih Anti-Tabrakan Lampu (White Position Lights)
- Merah Anti-Tabrakan Lampu (Red Position Lights/
Anti-col Lights)
- Putih, Merah dan Lampu Hijau Posisi (Navigation Lights)
- Taksi dan Landasan Turnoff Lampu (TAXI and Turnoff
Lights)
- Logo Lampu. (Logo Lights)
1. WING ILLUMINATION LIGHT

• TUJUAN
 Untuk mensupply cahaya ke leading edge pada wing pada
malam hari.
 Membantu pilot untuk melihat ketika ice collect on the on
the leading edge.

• PARTS
 Lens assembly with lens, reflector and captive screws
 Halogen lamp
 Lamp retainer wire spring
 Lamp socket assembly
 Light housing with transformer.
2. FIXED LANDING LIGHTS

• TUJUAN
Lampu untuk membantu pilot untuk melihat landasan pacu
saat lepas landas dan mendarat.
Bagian-bagian:
- Lens assembly
- Lamp
- step down transformator.
• LOKASI
Berada di daerah wing root di kedua wings. Switch kontrol
untuk lampu pendaratan tetap adalah pada overhead panel
P5.
3. POSITION LIGHTS

• TUJUAN
POSITION LIGHTS menunjukkan data kepada orang-orang di
lain pesawat atau di ground:
- AIRPLANE POSITION
- DIRECTION OF FLIGHT
- ATTITUDE
• LOKASI
Posisi lampu berada di ujung WINGS. lampu berada di tepi
terkemuka dan trailing EDGE of the wings. Position lights
memiliki komponen utama:
-Tranformer-one at each wing tip
- forward position lights assembly
-Aft position light assembly
4. RETRACTABLE LANDING LIGHTS

• TUJUAN
 Retractable Landing lights membantu pilot melihat landasan
pacu saat lepas landas dan mendarat.
 Retractable Landing lights memiliki bagian-bagian:
- Lens assembly
- Lamp
- Retainer screws
- Extend/retract motor.
• LOKASI
Berada di pesawat, berdekatan dengan panel inlet udara
ram. Kontrol switch untuk lampu pendaratan berada di panel
atas ke depan P5.
5. LOGO LIGHTS

• TUJUAN
Lampu logo membantu menunjukkan logo maskapai atau
lambang pada
stabilizer vertikal. Lampu berada di stabilisator horizontal.
mereka memiliki komponen-komponen:
- Cahaya perumahan perakitan
- Lens
- Lens punggawa
- Transformer (tidak ditampilkan).

• LOKASI
Lampu pada permukaan atas setiap horisontal stabilizer.
Mereka adalah dekat tepi terkemuka.
 By : Irwin Nielsen Hutabalian
Teknik Penerbangan 1B (2014)
40201114043
Primary Flight Controls
Ailerons
 Control bank
 Use of ailerons requires increased (up)
elevator…why?
 Create adverse yaw
Adverse Yaw
 What happens when an airplane is banking?
 Left-bank: left aileron up, left wing down.
Right wing has more lift  more drag!
 Airplane tends to yaw in opposite direction of
desired turn.
 Primary function of the rudder is to control
yaw.
 Use rudder in the direction of the deflection of
the ailerons while banking, but not while just
banked.
Adverse Yaw
 Primary means of controlling yaw: rudder
 Engineering factors:
 Differential ailerons
 Frise-type ailerons
 Coupled ailerons and rudder
Elevator
 Controls angle of attack
 Controls pitch about the lateral axis
 Aft-movement of elevator = “up elevator”
Secondary Flight Controls
 Primarily:
 Flaps
 Trim systems
 But also…
 Slots
 Slats
 Spoilers
sekunder kontrol
Di samping kontrol penerbangan utama untuk roll, pitch,
dan yaw, sering ada kontrol sekunder yang tersedia untuk
memberikan kontrol lebih baik atas percontohan penerbangan
atau untuk meringankan beban kerja. Kontrol yang paling umum
tersedia adalah roda atau perangkat lain untuk mengontrol
memangkas lift, sehingga pilot tidak harus menjaga mundur atau
maju konstan tekanan untuk mengadakan pitch attitude tertentu
[4] (jenis lain trim, untuk kemudi dan ailerons, adalah umum
pada pesawat yang lebih besar, tetapi juga dapat muncul pada
yang lebih kecil). Banyak pesawat wing flaps, dikendalikan oleh
switch atau tuas mekanis atau dalam beberapa kasus yang
sepenuhnya otomatis oleh kontrol komputer, yang mengubah
bentuk sayap untuk meningkatkan pengawasan pada kecepatan
lebih lambat digunakan untuk lepas landas dan mendarat. Sistem
penerbangan lainnya sekunder kontrol mungkin tersedia,
termasuk bilah, spoiler, rem udara dan variabel-menyapu sayap.
Sekunder Kontrol :
Flaps
 Increase lift by increasing camber
 Decrease stall speed
 Increase drag
 Can be deployed in increments
 Used to “get down &
slow down” at the same
time
Trim systems
 Trim tabs
 Reduce workload
 Elevator trim can
maintain a constant
angle of attack (read:
airspeed)
 Rudder/aileron trims
available on more
advanced aircraft
Aircraft Systems
 Powerplant
 Propeller
 Induction
 Ignition
 Fuel
 Landing Gear
 Etc.
Powerplant
 Converts chemical energy
(fuel) to mechanical
energy (torque)
 Powers propeller and other
aircraft systems
 Reciprocating engines:
four strokes – intake,
compression, power,
exhaust (“suck, squeeze,
bang, blow.”)
Powerplant – Four Strokes
 Intake
 Intake valve opens
 Piston moves away from top of
cylinder and takes in fuel/air
mixture
Ignition Systems
 Magnetos
 Powered by the engine
 Electrical failures do not cause ignition failures
 Most airplanes have “dual mags” – redundancy & engine
performance
 Two spark plugs ignite
fuel from both sides of
the cylinder, creating
more even combustion
Induction Systems
 Induction systems bring in fuel and air
 Two principal types:
 Carburetor induction
 Fuel injection
Carburetor Induction
 Air moves in through a restriction (venturi)
 Smaller area increases airspeed and decreases
air pressure (Bernoulli!)
 Decreased pressure draws fuel into airstream;
circulation mixes the two
 Manifold distributes mixture to the cylinders
Fuel injection systems
 Found on newer aircraft
 Fuel and air are mixed immediately prior
to entering the cylinder
Induction – “Mixture
Control”
 Both systems must compensate for changes in the
atmosphere.
 As altitude increases (or air gets warmer), air
density decreases (Geek alert: PV = NRT)
 A given fuel/air mixture at sea level will have too
much fuel (be too “rich”) at 10,000 feet.
 A separate mixture control controls the ratio of
fuel to air. As altitude increases, the pilot “leans”
the mixture.
Engine Troubles
 Carburetor Ice
 Detonation
 Preignition
Carburetor Ice
 As air flows through the neck of the carburetor it
expands and fuel evaporates – the “heat of
evaporation” cools the air
 Solution: carburetor heat!
Air is preheated prior to
entering carburetor, either
melting or preventing ice
 Carb ice can occur between
20 and 70 deg. F when
relative humidity is high.
Carburetor Ice
 Carb heat causes intake air to be warmer, thus
less dense.
 Mixture will need to be adjusted
 Fuel-injected systems have
no carburetor, thus no
carb ice.
Temperature-Related Problems
 Detonation
 Uncontrolled & explosive ignition (rather than combustion)
during the power stroke
 Caused by:
○ Too-low grade of fuel
○ Too lean of a mixture
○ Insufficient cooling
Temperature-Related Problems
 General temperature concerns
 Engine oil – not only lubricates, but dissipates heat
 Aviation fuel – also acts as an internal coolant
 Airflow – primary method for cooling air-cooled engines
 When temperature is a concern:
 Reduce power
 Ensure there is extra oil for greater heat dissipation
 Enrich mixture (more fuel = more cooling)
 Increase airflow over engine by
○ lowering nose during climbs
○ avoiding lengthy ground operations on hot days
Fuel systems
 Engine-driven fuel pumps
operate constantly (as long as
engine is running)
 Electric fuel pumps are pilot-
controlled – used for
priming/starting, critical
phases of flight (takeoff /
landing) and emergency
operations.
 Gravity-feed systems use
gravity alone to drive fuel
Propellers – Fixed Pitch
 Propellers have “twist”
to maintain a constant
angle of attack across
the blade
 A given RPM creates different
(linear) velocities along prop.
 Lift = airspeed x AOA and constant
lift is desired… therefore: twist!
Propellers – Constant
Speed
 Pilot controls separately power (via
manifold pressure) and RPMs.
 Avoid high MP with low RPMs
 When increasing power, advance propeller
before advancing throttle
 When decreasing power, retard throttle
before decreasing propeller
 SISTEM PNEUMATIC

Pneumatic berasal dari bahasa Yunani yang

berarti udara atau angin.
Semua sistem yang menggunakan tenaga
yang disimpan dalam bentuk udara yang
dimampatkan untuk menghasilkan suatu kerja
disebut dengan sistem Pneumatic.
Fungsi System Pneumatic :
a. Brake
b. Open And Close Doors
c. Extend And Retract Landing Gear
d. Steering
e Instrument
f. Cabin pressurization
g. Icing System
Kelebihan system pneumatic
a.Fluida kerja mudah didapat dan ditransfer.
b.Dapat disimpan dengan baik
c. Penurunan tekanan relatif lebih kecil dibandingkan dengan
sistem hidrolik.
d. Viskositas fluida yang lebih kecil sehingga gesekan dapat
diabaikan.
e. Aman terhadap kebakaran.
 Kerugian system pneumatic :
a.Gangguan suara yang bising
b.Gaya yang ditransfer terbatas
c.Dapat terjadi pengembunan
d.Sulit menemukan tempat terjadi kebocoran pada
sistem

Jenis System Pneumatic Pada Pesawat Terbang :

1.System pneumatic bertekanan tinggi
2.System pneumatic bertekanan menengah
3.System pneumatic bertekanan rendah
1.Pneumatic bertekanan tinggi
Yang dihasilkan 1000psi s/d 3000psi.
Udara didapat dari compressor kemudian disimpan pada
High Pressure Bottle terbuat dari baja.
High pressure bottle dilengkapi dengan 2 valve :
1.Charging Valve : Valve Pengisi
2.Shut Off Valve : Valve Pengontrol

Charging Valve
 Pengisian apabila bottle kosong
 Didapat dari compressor. Didarat ( ground compressor )
maupun dari pesawat sendiri ( permanent compressor )

Shut Off Valve

Menahan udara bertekanan tetap pada tempatnya sampai
saat nya Digunakan.
High pressure bottle
Charging valve
Shut off valve
 Componen-Componen Pneumatic system :

1.Bleed Valve : menyalurkan pneumatic ke system

2.Pressure regulator : mengatur tekanan yang masuk ke
system
3.Shut off valve : pengisian udara pada saat didarat dan
compressor tidak bekerja.
4.Oil and water trap : memisahkan udara dari oil dan uap air.
karena compressor memakai system
pelumasan maka kontaminasi udara dan
oil selalu ada.
5.Dehydrator : membersihkan udara dari uap air sebelum ke
system
6.Back Pressure Valve : membuka apabila air pressure dari
dehydrator 1700psi.
Oil and water trap
dehydrator
Back pressure valve
7.Relief valve : membuang apabila terjadi kelebihan
pressure.
tujuanya mencegah kerusakan pada system
pneumatic akibat over pressure.
8.Filter : membersihkan udara dari benda padat lainya.
9.Isolation valve : mencegah terbuangnya udara dari system.
10.Charging valve : pengisian udara bertekanan didarat .
11.Safety Disk : membuang udara apabila kelebihan pada
saat pengisian didarat.
12.Check Valve : mengarahkan pneumatic ke system satu
arah.
13.Bottle : menyimpan udara. Bottle Utama : 750psi ,
Bottle udara darat : 1800psi ,
Botol sistem brake : 180psi
14.Reducing Valve : pressure turun menjadi 1000psi.
Isolation valve
Safety disk
Check valve
Reducing valve
 2.Pneumatic Bertekanan menengah
Yang dihasilkan 100 s/d 150psi.
Digunakan untuk : * cabin pressurization
* Icing System
* Window Heater
Digunakan mesin turbo jet.
Diambil dari beberapa stage compressor.

3.Pneumatic Bertekanan rendah

1 s/d 10psi
Untuk gyro instrument : DGI , AH , Turn And Bank Indicator.
Component Pneumatic Bertekanan Rendah
1.Check Valve
2.Pressure Relief Valve
Cabin pressurization
Icing system
 Hydraulic System

Penggunaan sistem hydraulic pada aircraft

1. Primary Flight Control
2. Secondary Flight Control
3. Utility system : landing gear, wheel break,
nose wheel steering, cargo doors, loading
ramp, passenger stairs.
System hydraulic pada pesawat terbang adalah
Close System dimana fluid di system mengedar
/circulate.
Hydraulic system sebagai :
lubrication,cooling,power.

Syarat-syarat hydraulic system

1.Tidak mudah menguap.
2.Tidak menimbulkan karat pada metal.
3.Lubrication yang baik terhadap metal dan
bahan karet.
 Jenis hydraulic fluid

1.Fluid dari hasil tumbuh-tumbuhan ( Mil-H-7644)

dipakai pesawat lama dan jarang dipakai.
warna kebiru-biruan.
bahan dasarnya :minyak kastor dan alkohol.

2.Fluida hasil mineral ( Mil-H-5606 )

dipakai pesawat sekarang.
bahan dasarnya : mineral
warna merah.
tidak tahan terhadap api.
 Pipa-pipa hydraulic fluid
Pipa –pipa sebagai sarana transmisi tenaga hydraulic
Dari pompa ke valve dan ke komponen-komponen.

Ada dua macam pipa hydraulic fluid

1.pipa-pipa metal yang kuat ( rigid line )
2.pipa-pipa karet yang lentur ( Flexible lines )

1. pipa-pipa metal yang kuat ( Rigid line )

pressure 1500-3000psi
High pressure bahanya stainless stell
Low press bahanya aluminum alloy
pipa-pipa metal bertekanan tinggi harus bebas dari
Goresan.

2.pipa-pipa karet yang lentur ( Flexible lines )

Disebut juga flexible hose.

a. Flexible hose tekanan rendah
Banyak digunakan pada system instrument.
Tidak pada system hydraulic.
Kode pabrik : Mil-115593.
Bagian dalam pipa karet sintesis , dikuatkan oleh
Anyaman Benang katun dan dilapisi oleh karet
sintesis
 2.Pipa karet tekanan sedang
Kode pabrik : Mil H-8794
Konstuksinya : pipa karet sintesis dibungkus oleh
Anyaman benang katun, dilapisi benang kawat halus,
Lapisan paling luar anyaman benang kawat tahan oli.
Dipakai untuk tekanan 1500psi.

3.Pipa karet tekanan tinggi

Kode pabrik : Mil H 8788
Fluid type Skydrol pressure sampai 3000psi
Konstuksinya : bagian dalam pipa karet sintesis,
Diperkuat dengan 2 jaringan dari anyaman benang
Kawat baja halus, dibungkus anyaman benang fiber,
Bagian luar karet sintesis hitam
Hydraulic Pipe
Basic Hydraulic System

1.Reservoir : Menyimpan Fluid , Untuk pengoperasian Fluid.

ditempatkan paling tinggi dari system hydraulic agar dapat
mengalir secara gravity ke Power pump.
pada reservoir terdapat :
a.Sight Gage : mengetahui isi fluid di reservoir.
b.Vent : menyamakan tekanan di dalam dan di luar reservoir.
c.Filter
d.Stand pipe : agar tidak habis apabila terjadi kebocoran.
e.Pipe line To Power Pump
f.Pipe Line To Hand Pump.
g.Pipe Line To Return Line From System
h.Pressure Transmitter : mengetahui Fluid di reservoir ke
indicator.
reservoir
2.Filter : mencegah kotoran masuk ke system.
satuan dalam penyaringan Micron.
3.Accumulator : * Membantu Bekerjanya Power Pump
* Menyimpan Power dalam jumlah terbatas.
* meredam gelombang yang tidak rata di
sebabkan oleh power pump.
Type Accumulator :
a.Type Membran
b.Type Blader
c.Type Piston

4.Hand Pump : emergency & Pengisian Hydraulic.

5.Power Pump : Mengarahkan Fluid Ke System.
digerakan oleh EDP ( Engine Driven Pump ) dan EMDP
( Electrical Motor Driven Pump ).
Filter hydraulic
accumulator
Membran accumulator
Blader and piston accumulator
Emergency hand pump
EDP Bekerja karena Putaran Dari Engine
EMDP Bekerja Bila System Electrical Sudah Tersedia.
Type Power Pump :
*Gear Type
*Piston Type
*Piston Angular Type
*Vane Type
*Variable Power Pump. Digunakan Pesawat Saat Ini.

6.Pressure Regulator : Mengatur Pressure yang masuk ke

System.
* Type Balance
* Type Spool
7.Relief Valve :membuang pressure apabila terjadi kelebihan
pressure.
8.Thermal Relief Valve : membuang fluid dikarenakan panas.
Engine driven pump
Electric motor driven pump
Pressure regulator and relief valve
Thermal relief valve
9.Selector Valve : mengarahkan fluid yang dibutuhkan ke
system.
10.Check Valve : mengarahkan fluid ke system satu arah.
11.Shuttle Valve : sumber tenaga cadangan pada bagian
yang Kritis : landing gear.
12.Flow Control Valve :mengirimkan fluid ke system.
13.Orifice : membatasi aliran fluid yang ke system.
14.Indicator
15.Pressure Switch
Selector valve
Pressure switch
Flow control valve
orifice
Hydraulic system indicator
 Seal ( Karet Pencegah kebocoran )

Seal : Mencegah Kebocoran Pada System Hydraulic , Oil ,

Fuel , Pneumatic.
Type Seal
 Gasket : Statis Tidak ada Pergerakan
 Packing : Adanya Pergerakan.

Paking Dan Gasket Dibuat Dalam Bentuk Ring ( Cincin ) :

a. O Ring : Pesawat sekarang
b. V Ring : Pesawat Lama
c. Ring Teflon : semacam plastic ,ujungnya di potong runcing.
 Tanda-Tanda O Ring :
1.titik-titik / garis biru : fluida hydraulic Mil-H-5606
2.titik-titik / garis merah : Fuel
3.titik-titik kuning : oil sintesis
4.Garis putih : Oli Motor / oli pelumas
5.Garis terputus ( Dash ) hijau : Skydrol
O Ring
Packing
TERIMA KASIH
Fuel system pada pesawat dibagi menjadi 2 system :
1.By pressure :
* Gravity feed fuel system.
fuel dikirim ke engine dengan memanfaatkan gravitasi.
gravitasy system tidak memerlukan booster pump.
kelemahanya apabila terbang tinggi tekanan akan
merendah hingga aliran fuel akan melambat ke engine
hingga engine kekurangan fuel.

* Pressure feed fuel system.

memanfaatkan pressure hinnga fuel cepat mengalir ke
engine.
diperlukan : Fuel Booster Pump , Engine Driven Fuel Pump
, Fuel Booster Fuel Pump, Main Strainer/Filter.
2. By Location.

Airframe Fuel System.

Terdiri dari fuel tank , fuel booster pump, fuel tank vent ,
fuel line, fuel control , fuel flow , fuel drain , pressure gage,
fuel temperature.

Engine Fuel System.

Fuel dikirim ke engine melalui : Carburetor , Fuel Control Unit
( FCU) , Engine Driven Pump, Metering Valve , Main Engine
Conrtol ( MEC), Electronic Engine Control ( EEC).
 Fuel ( Bahan Bakar )

Syarat Untuk Melakukan Pembakaran :

1.Fuel
2.Udara
3.Pengapian ( Spark Plug / Igniter Plug )
Beberapa Istilah Bahan Bakar :
a. Rate Vapor Pressure : Tekanan uap dari gasoline pada 100ºF
menurut test dari ASTM ( American Society for testing
and Material )
b. Flash Point : Fuel akan terbakar bila diberi api
c. Cetane Number : Kelambatan Pengapian ( Ignition Delay )
d. Octane Number : perbandingan fuel yang terbakar
e.Volatility :
kemampuan Bahan Bakar untuk Menguap Tanpa Menyebabkan
penyumbatan.
f.Heat Content :
Kemampuan Bahan Bakar Untuk Memberikan Energi Panas untuk
daya
g.Anti Knock Additives :
Zat Yang Ditambahkan Kedalam Gasoline Untuk Mencegah
Detonasi.
h.Anti Icing Additives :
Zat Yang Ditambahkan Untuk Mencegah Terjadinya Es.
 Bahan Bakar Gasoline
Syarat Utama Dari Gasoline :
1.Mudah Menguap Dan Tidak Menimbulkan Penyumbatan
Udara.
2.Stabil selama disimpan
3.Dapat menahan perubahan kimia
4.Dapat dialirkan dan diukur dalam segala kondisi
5.Tidak menimbulkan karat
6.Menghasilkan energi panas yang cukup untuk
menghasilkan daya.
Pada gasolin diberi tambahan untuk tujuan :
a.Antidetonasi .
b.Anti static additives:mengurangi bahaya pengaruh electric
c.Anti icing additives
 Bahan bakar untuk turbine gas ( AVTUR )

Syarat-syarat bahan bakar AVTUR :

1.Bahan bakar harus terbakar secara efisien dan bersih.
2.Stabil selama disimpan
3.Titik beku yang rendah dari bahan bakar saat terbang
tinggi
Terdapat beberapa bahan bakar motor turbine :
a.kerosen
b.gasolin
c.kombinasi kerosen & gasolin
Yang biasa dipakai pesawat komersial kerosen /bahan bakar
Cair.
Ada tambahan pada AVTUR :
-anti icing additives
-anti microbial organisme : Mencegah korosi bakteri / jamur
 Fuel Tank ( Tangki Bahan Bakar )
Pada sebagian besar pesawat modern, tangki bahan
bakar biasanya adalah bagian dari struktur sayap atau
tangki yang fleksibel yang dipasang di dalam sayap.

Jenis-jenis tangki bahan bakar :

a.Main Tank.
b.Overload Tank.
c.Drop Tank.
d.Collector Tank.

Main dan Overload tank bagian dari konstruksi sayap.

Drop dan Collector tank bagian tambahan diluar
Konstruksi sayap.
 Kegunaan jenis jenis tangki :

a.Main Tank ( Tangki Utama)

Sebagai tangki untuk menyimpan bahan bakar untuk
Penerbangan normal.

b.Overload Tank ( Center Tank)

Tangki tambahan untuk menambah jarak tempuh.

c.Drop Tank
Sama seperti overload tank.
Tapi drop tank dapat di bongkar pasang saat di darat.
Digunakan pada pesawat militer.

d.Collector Tank
Tempat booster pump.
 FUEL SYSTEM

 Fuel Storage :
Main Tank 1 L/H Wing : 4500kg /9500lbs
Main Tank 2 R/H Wing : 4500kg/9500lbs
Centre Tank Wing Centre Section : 7000kg /
15.500lbs
Vent Surge Tank ; 30 lbs
L/H & R/H Wing Tip.
Tank Contruction :
a. Front Spar
b. Rear Spar
c. Rib
d. Upper Skin
e. Lower Skin
Fueling Port :
Overwing Fueling Port L/H & R/H Untuk Manual
Refueling,Pengisian Fuel Dari Atas Wing.
Fueling Station ( R/H Wing ) :
Refueling , Defueling, Transfer Fuel.
Defueling : Membuang Fuel.
 Fueling receptacle

Pressure fueling
station

Fuel shutoff
valves (3)

No. 1
fuel tank Center fuel tank
No. 2
fuel tank

Surge tank Surge

• Fuel Sump Drain Valve : agar fuel tidak tercampur
dengan water.
• Booster Pump : Memompa Fuel Agar lebih Cepat
Menuju Ke System & Mencegah Air Bubble.
• Engine Driven Pump ( EDP ) Fuel Pump : Menghisap
Fuel Dari Tangki Apabila Both Booster Pump Fail.
• Cross Feed : Balance Fuel , Mengarahkan Fuel Dari
Tank Ke Engine.
• Check Valve : Mencegah Transfer Fuel Antara Tank To
Tank.
• APU ( Auxialary Power Unit ) Normalnya Dari Tank No1
/Kiri.
Fuel Quantity Indicator :
• di fueling panel
• di cockpit.

Yang Menjadi indicator utama di cockpit.

• Max Fueling Pressure : 55psi
• Pada Saat Refueling Lampu Biru Menyala Berarti Sedang
Mengisi
• Apabila Lampu Biru Mati Tangki Sudah Penuh sesuai
keinginan.
• Float Switch : Indikasi fuel penuh, memutuskan power pada
fueling valve Hingga lampu biru mati.
Right-half of pressure fueling station
 When pulled, When pulled,
closes No. 1 engine closes No. 2 engine
No. 1 No. 2
fuel shutoff valve fuel shutoff valve
engine engine

Engine driven Engine driven

fuel pump fuel pump

Engine fuel Engine fuel

shutoff valve shutoff valve
Crossfeed valve

Manual defueling valve

Fueling receptacle

Center right Pressure fueling

Center left pump station
pump Center right
pump inlet
Fuel shutoff
valves (3)
Fuel temperature
indicator Center left
No. 1 fwd No. 2 fwd
pump inlet
pump pump
Scavenge No. 1 Bypass
Bypassvalve fuel tank Center fuel tank
valve No. 2 valve
Scavenge
inlet
fuel tank
No. 1 aft No. 2 aft
pump pump

Surge tank Center tank Surge t

APU fuel scavenge jet
shutoff pump
valve
APU bypass
valve

To APU
Mengukur Fuel Quantity :
• Capasitance Type : mengetahui kwalitas fuel langsung
diukur oleh indicator.
• Manual Measuring : Stick / Dripstick

Masing – Masing Tank Ada Dripstick

Tapi Di Center Tank Tidak Ada Dripstick.
Ada beberapa pesawat sekarang di center
Di lengkapi dengan dripstick
FUEL SYSTEM
• Prinsip Kerja Fuel System
• Fuel yang tersimpan pada tanki selanjutnya akan
dipompa oleh booster pump. Kemudian disaring pada
fuel filter agar tidak ada kotoran yang masuk ke system.
Setelah melewati filter, fuel akan mengalir ke heater oil
to fuel (fuel heat exchanger) yang mana berfungsi
untuk memanaskan fuel. Selanjutnya fuel dipompa
kembali oleh fuel pump ke fuel control unit (FCU).
Setelah fuel diatur di FCU, fuel akan diarahkan ke high
pressure shut off valve yang kemudian fuel dikeluarkan
melalui fuel nozzle dalam bentuk kabut agar
mempermudah proses pembakaran.
TERIMA KASIH
 HYDRAULIC
SYSTEM

NAMA : ILHAM FAUZI

NPM : 40201114016
PRODI : TEKNIK
PENERBANGAN 1 A
Tugas Kedirgantaraan Teknik Penerbangan 1 A

Principles
of
Hydraulic Power

Presented
By
Indra Muhamad Yasin
 Aircraft Systems
HYDRAULICS
1. Define Hydraulics.
 Describe the Advantages of Hydraulic Systems over other
systems for aircraft use.
 Explain the Hydraulic System Principles of Operation.
 Design Aircraft Hydraulic Systems.
2. Static Fluid Pressure
3. Basic Hydraulic Systems:
Aircraft Hydraulic Systems

 The word “hydraulics” is based on the Greek word

for water (hydro), and
 Originally meant – the study of the physical behavior
of water at rest and in motion.
 Today, the meaning has been expanded to include the
physical behavior of all liquids, including hydraulic
fluid.
AIRCRAFT HYDRAULIC SYSTEM
DEFINITION OF HYDRAULIC SYSTEM

HYDRAULIC

Is a system which utilizes fluid pressure as the power (power

source) on a mechanism.
Definisi Hidrolik (Hydraulics)
 Oleh karena itu, pada sistem hidrolik dibutuhkan power
unit untuk membuat fluida bertekanan.
 Kemudian fluida tersebut dialirkan sesuai dengan
kebutuhan atau mekanisme yang diinginkan.
 Definisi Sistem Hidrolik

 Hydraulics System – is
a system where liquid under pressure is used to transmit
this energy.

 Hidrolik - adalah ilmu pergerakan fluida (the science of

moving fluids), tidak terbatas hanya pada fluida air.
Definisi Hidrolik (Hydraulics)
Hidrolik (Hydraulics) –
adalah suatu sistem yang memanfaatkan Tekanan Fluida
(yang tak termampatkan/ incompressible fluids) sebagai
Power (sumber tenaga/energi hidrolik) pada sebuah
mekanisme.
Istilah Hidrolik (Hydraulics)
Bahasa Yunani
HYDRAULIC
(Greek)

HYDRO Air (water)

Water Air, Minyak/oli

ISTILAH HIDROLIK (HYDRAULICS)

Bahasa Yunani
HYDRAULIC
(Greek)

HYDRO Air (water)

Air,
Water
Minyak/oli
 Fluid Power (Tenaga Fluida):

Tenaga fluida (Fluid Power) – adalah :

 Istilah yang mencakup - pembangkitan, kendali dan
aplikasi dari fluida bertekanan yang digunakan untuk
menghasilkan urutan gerak.
Berdasarkan Fluida yang Digunakan - Tenaga Fluida
dibagi menjadi –
1. Pneumatik, yang menggunakan udara, serta
2. Hidrolik , yang menggunakan cairan.
 Fluid Power (Tenaga Fluida)
Fluid
Power

Hydraulics Pneumatics

Uses pressurized Liquid Uses pressurized Gas :

Oil / water Compressed Air / other
(incompressible fluids) neutral Gases
Fluid power is energy transmitted and controlled
by means of a pressurized fluid, either liquid or
gas.
 Perbedaan antara sistem Hidrolik dan Pneumatik –
(samb’an-1) :

3. Sistem hidrolik sensitif 3. Udara bertekanan memiliki

terhadap kebocoran minyak, resistansi (tahanan) kecil
api dan kontaminasi. terhadap aliran dan dapat
4. Memiliki tekanan kerja yang dijalankan dengan lebih tepat
relatif lebih besar daripada daripada tenaga hidrolik.
sistem pneumatik, sehingga 4. Sedangkan udara bertekanan
cocok untuk pekerjaan- - tidak mempunyai masalah
pekerjaan Berat. seperti itu (kebocoran) jika
5. Sistem hidrolik sirkuitnya dirancang dengan
membutuhkan pompa – utk baik.
menghasilkan fluida
bertekanan. 5. Udara bertekanan dihasilkan
oleh kompresor yang
umumnya dimiliki oleh pabrik,
tetapi sistem hidrolik..
Perbedaan antara sistem Hidrolik dan Pneumatik –
(samb’an-2) :

6. Batas temperatur yang 6. Batas temperatur untuk

mampu diterima oleh pneumatik dapat
peralatan hidrolik 60 – dijalankan hingga 180°C.
70°C, sedangkan...
 PERBEDAAN ANTARA SISTEM HIDROLIK DAN
PNEUMATIK – (SAMB’AN-1) :

3. Sistem hidrolik sensitif 3. Udara bertekanan

terhadap kebocoran memiliki resistansi
minyak, api dan (tahanan) kecil terhadap
kontaminasi. aliran dan dapat
4. Memiliki tekanan kerja dijalankan dengan lebih
yang relatif lebih besar tepat daripada tenaga
daripada sistem hidrolik.
pneumatik, sehingga 4. Sedangkan udara
cocok untuk pekerjaan-
pekerjaan Berat. bertekanan - tidak
mempunyai masalah
5. Sistem hidrolik seperti itu (kebocoran)
membutuhkan pompa –
utk menghasilkan fluida jika sirkuitnya dirancang
bertekanan. dengan baik.
5. Udara bertekanan
 Perbedaan antara sistem Hidrolik
dan Pneumatik :
Sistem Hidrolik
1. Pada fluida kerja, sistem
hidrolik menggunakan fluida
cair bertekanan, sedangkan
pada pneumatik . . .
2. Sifat compressibility
(mampu tekan) dari sirkuit
hidrolik lebih besar daripada
sirkuit pneumatik.
Sistem Pneumatik
1. Pada fluida kerja, pneumatik
menggunakan fluida gas
bertekanan
2. Sistem pneumatik umumnya
menggunakan tekanan 4 – 7
kgf/cm2 dan menghasilkan
output yang lebih kecil daripada
sirkuit hidrolik, sehingga cocok
untuk pekerjaan ringan.
Contoh-contoh penggunaan
sistem hidrolik:

 Jarang dalam keseharian kita tidak menggunakan prinsip

hidrolik,
 Tiap kali kita minum air,
 Tiap kali kita menginjak rem kita mengaplikasikan /
menerapkan prinsip hidrolik.
 Dongkrak hidrolik ,
 Hydrostatic transmission, untuk menggerakkan peralatan
konstruksi, kendaraan berat, mesin pertanian dan
mentransmisikan tenaga ke aktuator tipe rotasi
 Fluid Power (Tenaga Fluida):
♣ Hydraulic System – work ♠ Pneumatic System – work
is done by moving is done by using compressed
incompressible fluid / liquid fluid (udara, gas,..)
(zat cair yang tak dapat
dimampatkan), e.g. water,
oil,..
 WHAT IS HYDRAULIC
Hydraulic merupakan sebuah cairan yang ada
di dalam komponen pesawat yang berfungsi
untuk memberikan tekanan kepada
komponen-komponen pesawat yang bergerak.
Tidak semua pesawat menggunakan jenis
hydraulic yang sama, semua tergantung dari
kebutuhannya. Tekanan yang diberikan oleh
hydraulic terhadap komponen-komponen
pesawat di ukur dalam satuan psi.
 HYDRAULIC
Pada dasarnya terdapat tiga jenis (kelompok) hydraulic fluid yaitu fluida dari
hasil tumbuh-tumbuhan (vegetable base), fluida hasil mineral (mineral base),
dan fluida sintetis. Masing-masing mempunyai sifat dan karakteristik yang
berbeda-beda, sehingga tidak bisa dicampur jenis yang satu dengan jenis yang
lain.
1. Vegetable base hydraulic fluid
Fluida jenis ini merupakan hasil dari tumbuh-tumbuhan. Bahan dasar
merupakan campuran dari caster oil dan alkohol. Diberi kode Mil-H-7644,
berwarna biru, kebiru-biruan (dyed blue) atau biru hijau (blue-green) dan
bersifat mudah terbakar. Meskipun memiliki sifat yang serupa dengan
hydraulic fluid untuk otomotif, tetapi keduanya tidak bisa dicampur. Fluida ini
membutuhkan seal dari karet alam (natural rubber). Banyak dipergunakan
pada pesawat jenis lama, dan sekarang tidak dipergunakan lagi.
2. Mineral base hydraulic fluid
Merupakan high quality petroleum oil, dari hasil tambang bahan
mineral. Umumnya berwarna merah. Mempunyai viskositas yang relatif
stabil terhadap berbagai perubahan temperatur. Dipergunakan dengan
seal dari bahan sintetis, karena dari hasil bahan mineral tidak bersifat
korosif terhadap logam. Salah satu dari jenis ini adalah Mil-H-5606 yang
banyak dipergunakan pada pesawat terbang kecil.
3. Polyalphaolefin based fluid
Karena memiliki kelebihan tersendiri dibandingkan dengan fluida jenis
lain, mineral base fluid ini dikembangkan menjadi synthetic
hydrocarbon fluid salah satunya oleh Bray Oil Company dengan
identitas Braco 882 dan diberi kode militer Mil-H-83282. Fluida jenis ini
meskipun dapat terbakar tetapi lebih tahan terhadap api dibandingkan
vegetable base fluid dan dapat dipergunakan dengan tipe seal, gasket
ataupun hose yang sama dengan fluida Mil-H5606 (dari karet sintetis).
4. Phosphate ester base fluid
Fluida ini merupakan fluida sintetis yang banyak dipergunakan untuk pesawat
transport sekarang ini. Lebih tahan terhadap api tetapi bukan berarti fireproof
dan pada kondisi tertentu dapat terbakar (flammable). Disamping itu
mempunyai kemampuan yang stabil pada berbagai kondisi temperatur.
Dalam perkembangannya, fluida ini dikelompokkan menjadi tipe I, II, III, IV
dan V. Sampai saat ini yang banyak dipergunakan adalah tipe IV diantaranya
adalah skydrol LD-IV dan skydrol 500B-4 dan tipe V (misalnya skydrol V)
yang diproduksi oleh Solutia. Phosphate ester base fluid dipergunakan bersama
dengan seal dari bahan buthyl synthetic rubber atau Teflon fluorocarbon resin.
Fluida jenis ini umumnya berwarna ungu (purple).
Dikarenakan sifatnya berbeda, maka perlu diperhatikan bahwa perbedaan
material dapat menyebabkan kerusakan pada system dan fluida.
 KOMPONEN-KOMPONEN HYDRAULIC
SYSTEM
• Reservoir berfungsi sebagai tangki penampungan cairan hydraulic yang
terdiri dari tiga reservoir yaitu masing – masing untuk System A, System B,
dan Standby System.
• Hydraulic pump berfungsi untuk menghisap dan menyalurkan (memompa)
tekanan hydraulic ke system.
• Pressure modul berfungsi untuk mengatur dan mengolah hydraulic pressure
yang keluar dari hydraulic pump sebelum masuk ke sub system.
• Return modul berfungsi untuk mengatur dan mengolah hydraulic pressure
setelah digunakan oleh sistem dan dilengkapi dengan filter
• Case drain berfungsi untuk mengalirkan tekanan hydraulic langsung ke
return modul melalui head exchanger ketika tekanan hydraulic tidak lagi
digunakan oleh system.
• Head exchanger berfungsi untuk mendinginkan cairan hydraulic yang
melalui case drain.
• Ground interconnect valve berfungsi untuk menghubungkan atau
mengalirkan tekanan hydraulic dari hydraulic system B ke hydraulic
system A pada saat di ground.
• Hydraulic shut off valve berfungsi untuk memutuskan aliran dari
tekanan hydraulic.
• Hydraulic panel berfungsi untuk mengontrol dan mengoperasikan
hydraulic system.
• Check valve berfungsi untuk mengalirkan tekanan hydraulic ke satu
arah.
• Relief valve berfungsi untuk membuang tekanan hydraulic yang
berlebihan.
• Balance line berfungsi sebagai penghubung dan menyalurkan
pneumatic bleed air dari reservoir system A ke reservoir system B
dan reservoir standby system.
 HYDRAULIC CIRCUIT
DESIGN
The majority of aircraft in use today need hydraulic power
for a number of tasks. Many of the functions to be
performed affect the safe operation of the aircraft and must
not operate incorrectly, i.e. must operate when
commanded, must not operate when not commanded and
must not fail totally under single failure conditions.
These requirements together with the type of aircraft,
determine the design of a hydraulic system. When starting
the design of any new hydraulic system the engineer must
first determine the functions to be performed, and secondly
he must assess their importance to flight safety.
 Utility systems:
Primary flight controls:
• Undercarriage – gear and doors
• Elevators
• Wheelbrakes and anti-skid
• Rudders
• Parking brake
• Ailerons
• Nosewheel steering
• Canards
• In-flight refueling probe
• Cargo doors
Secondary flight controls:
• Loading ramp
• Flaps
• Passenger stairs
• Slats
• Bomb bay doors
• Spoilers
• Gun purging scoop
• Airbrakes
• Canopy Actuation
 HYDRAULIC FLUID
The working fluid will be considered as a physical medium for
transmitting power, and the conditions under which it is expected to
work, for example maximum temperature and maximum flow rate are
described.
Safety regulations bring about some differences between
military and civil aircraft fluids. With very few exceptions modern
military aircraft have, until recently, operated exclusively on a mineral
based fluid known variously as:
• DTD 585 in the UK
• MIL-H-5606 in the USA
• AIR 320 in France
• H 515 NATO
 This fluid has many advantages. It is
freely available throughout the world,
reasonably priced, and has a low rate of
change of viscosity with respect to
temperature compared to other fluids.
Unfortunately, being a petroleum based
fluid, it is flammable and is limited to a
working temperature of about 130 C. One
of the rare departures from DTD 585 was
made to overcome this upper temperature
limit. This led to the use of DP 47, known
also as Silcodyne, in the ill-fated TSR2.
 FLUID PRESSURE
Similarly little choice is available with respect to working
pressure. System have become standardised at 3000 psi or 4000 psi.
These have been chosen to keep weight to a minimum, while staying
within the body of experience built up for pumping and containing the
fluid. Many studies have been undertaken by industry to raise the
standard working pressure. Pressure targets have varied from 5000 psi
to 8000 psi, and all resulting systems studies claim to show reduced
system component mass and volume. Interestingly DTD 585 cannot be
used above 5000 psi because of shear breakdown within the fluid.
A detailed study would show that the optimum pressure will
differ for every aircraft design. This is obviously impractical and would
preclude the common use of well-proven components and test
equipment.
 FLUID TEMPERATURE
With fast jet aircraft capable of sustained operation above Mach
1, there are advantages in operating the system at high temperatures,
but this is limited by the fluid used. For many years the use of DTD
585 has limited temperatures to about 130 C, and components and
seals have been qualified accordingly. The use of MIL-H-83282 has
raised this limit to 200 C and many other fluids have been used from
time to time, for example on Concorde and TSR2, to allow high
temperature systems to be used.
A disadvantage to operating at high temperatures is that phosphate ester
based fluids can degrade as a result of hydrolysis and oxidation. As
temperature increases, so the viscosity of the fluid falls. At some point
lubricity will be reduced to the extent that connected actuators and
motors may be damaged.
 The airplane has three hydraulic systems: A, B and standby.
The standby system is used if system A and/or B pressure is lost. The
hydraulic systems power the following arplane system:
• Flight controls
• Leading edge flaps and slats
• Trailing edge flaps
• Landing Gear
• Wheel brakes
• Nose wheel steering
• Thrust reverse
• autopilots
Either A and B hydraulic systems can power all flight controls with no
decrease in airplane controllability.
Each hydraulic systems has a fluid reservoir located in the main
wheel well area. System A and B reservoirs are pressurized by bleed air.
The standby system reservoir is connected to the system B reservoir for
pressurization and servicing. Pressurization of all reservoirs ensure
positive fluid flow to all hydraulic pumps.
 A AND B HYDRAULIC SYSTEMS
Components powered by hydraulic systems A and B are:
System A System B
• Ailerons • Ailerons
• Rudder • Rudder
• Elevator and Elevator feel • Elevator and Elevator feel
• Flight Spoiler (two on each wing) • Flight spoiler ( two on each wing)
• Ground spoiler • Leading edge flaps and slats
• Alternate brakes • Normal brakes
• No. 1 Thrust reverser • No. 2 Thrust reverse
• Auto pilot A • Autopilot B
• Normal nose wheel steering • Alternate nose wheel steering
• Landing gear • Landing gear transfer unit
• Power transfer unit ( PTU ) • Autoslats
• Yaw damper
System A Hydraulic Leak
If a leak develops in the engine-driven pump or its related lines, a standpipe
in the reservoir prevents a total system fluid loss. With fluid level at the top of the
standpipe, the reservoir quantity displayed indicates approximately 20% full. System A
hydraulic pressure is maintained by the electric motor-driven pump.
If a leak develops in the electric motor-driven pump or its related lines, or
components common to both the engine and electric motor-driven pumps, the
quantity in the reservoir steadily decreases to zero and all system pressure is lost.

System B Hydraulic Leak

If a leak develops in either pump, line or component of system B, the quantity
decreases until it indicates approximately zero and system B is lost. The system B
reservoir has one standpipe with supplies fluid to both the engine-driven pump and
the electric motor-driven pump. However, with fluid level at the top of the standpipe,
fluid remaining in the system B reservoir is sufficient for power transfer unit
operation.
A leak in system B does not affect the operation of the standby hydraulic system
Power Transfer Unit
The purpose of the PTU is to supply the additional volume of hydraulic fluid
needed to operate the autoslats and leading edge flaps and slats at the normal rate when
system B engine-driven hydraulic pump volume is lost, which pressurizes system B
hydraulic fluid. The PTU operate automatically when all of the following conditions exist :
• System B engine-driven pump hydraulic pressure drops below limits
• Airborne
• Flaps area less than 15 but not up
• Flats not up
Landing Gear Transfer Unit
The purpose of the L/G transfer unit is to supply the volume of hydraulic fluid
needed to raise the landing gear at the normal rate when system A engine-driven pump
volume is lost. The system B engine-driven pump supplies the volume of hydraulic fluid
needed to operate the landing gear transfer unit when all of the following condition exists:
• Airborne
• Landing gear lever is positioned UP
• Either main L/G is not up and locked
• No. 1 Engine RPM drops below a limit value
Standby Hydraulic System
The standby hydraulic system is provided as a backup if system A and/or B
pressure is lost. The standby system can be activated manually or automatically and
uses a single electronic motor-driven pump to power:
• Thrust reversers
• Rudder
• Leading edge flaps and slats (extend only)
• Standby yaw dumper

Standby Hydraulic System Leak

If a leak occurs in the standby system, the standby reservoir quantity
decreases to zero. The LOW QUANTITY light illuminates when the standby
reservoir is approximately half empty. System B continues to operate normally,
however, the system B reservoir fluid level indication decreases and stabilizes at
approximately 72% full.
Variations in Hydraulic Quantity Indications
During normal operations, variations in hydraulic quantity indications occur
when:
• The system becomes pressurized after engine start
• Raising or lowering the landing gear or leading edge devices
• Cold soaking occurs during long periods of cruise
These variations have little effect on system operation.
If the hydraulic system is not properly pressurized, foaming can occur at
higher altitudes. Foaming can be recognized by pressure fluctuations and the blinking
of the related LOW PRESSURE lights. The MASTER CAUTION and HYD
annunciator lights may also illuminate momentarily.
HYDRAULIC SYSTEM SCHEMATIC
HYDRAULIC SYSTEM
PANEL
ATA Chapter
TERIMA KASIH
THANK YOU VERY MUCH
FOR
YOUR ATTENTION
 AIRCRAFT SYSTEM

HYDRAULIC SYSTEM IN THE

AIRCRAFT
 HYDRAULIC

Bahasa Yunani
HYDRAULIC
(Greek)

OIL or WATER

WATER HYDRO
 HYDRAULIC SYSTEM COMPONENTS

Tanki
Reservoir
hidrolik

Pump Pompa

Filter Saringan

Selector Katup pengarah

Valve aliran

Katup
Relief Valve
pelega

silinder
Actuator penggerak
hidolik

Lines and pipa, saluran,

Tubings selang
THANK YOU
 Tugas Kedirgantaraan Teknik Penerbangan 1 A

PRINCIPLES
OF
HYDRAULIC POWER

Presented
By
Rispan Fauzan Firdaus
AIRCRAFT SYSTEMS
HYDRAULICS
1. Define Hydraulics.
 Describe the Advantages of Hydraulic Systems over other systems for aircraft use.
 Explain the Hydraulic System Principles of Operation.
 Design Aircraft Hydraulic Systems.
2. Static Fluid Pressure
3. Basic Hydraulic Systems:
AIRCRAFT HYDRAULIC SYSTEMS
The word “hydraulics” is based on the Greek word for water (hydro), and
Originally meant – the study of the physical behavior of water at rest and in
motion.
Today, the meaning has been expanded to include the physical behavior of
all liquids, including hydraulic fluid.
FLUID POWER (TENAGA FLUIDA):

Tenaga fluida (Fluid Power) – adalah :

Istilah yang mencakup - pembangkitan, kendali dan aplikasi dari fluida
bertekanan yang digunakan untuk menghasilkan urutan gerak.
Berdasarkan Fluida yang Digunakan - Tenaga Fluida dibagi menjadi –
1. Pneumatik, yang menggunakan udara, serta
2. Hidrolik , yang menggunakan cairan.
FLUID POWER (TENAGA FLUIDA)

Fluid
Power

Hydraulic Pneumatic
s s
Uses pressurized Uses pressurized
Liquid Gas :
Oil / water Compressed Air /
(incompressible other neutral Gases
Fluid power is energy transmitted and
fluids)
controlled by means of a pressurized fluid,
 FLUID POWER (TENAGA FLUIDA):

♣ Hydraulic System – ♠ Pneumatic System –

work is done by work is done by using
moving compressed fluid
incompressible fluid / (udara, gas,..)
liquid (zat cair yang
tak dapat
dimampatkan), e.g.
water, oil,..
DEFINISI HIDROLIK
(HYDRAULICS)
Hidrolik (Hydraulics) –
adalah suatu sistem yang memanfaatkan Tekanan Fluida (yang tak
termampatkan/ incompressible fluids) sebagai Power (sumber tenaga/energi
hidrolik) pada sebuah mekanisme.
DEFINISI HIDROLIK
(HYDRAULICS)
Oleh karena itu, pada sistem hidrolik dibutuhkan power unit untuk membuat
fluida bertekanan.
Kemudian fluida tersebut dialirkan sesuai dengan kebutuhan atau
mekanisme yang diinginkan.
PERBEDAAN ANTARA SISTEM HIDROLIK DAN
PNEUMATIK :
SISTEM SISTEM
HIDROLIK P N E U M AT I K
1. Pada fluida kerja, 1. Pada fluida kerja,
sistem hidrolik pneumatik
menggunakan fluida menggunakan fluida
gas bertekanan
cair bertekanan,
sedangkan pada
pneumatik . . . 2. Sistem pneumatik
umumnya
2. Sifat compressibility menggunakan tekanan
(mampu tekan) dari 4 – 7 kgf/cm2 dan
sirkuit hidrolik lebih menghasilkan output
besar daripada yang lebih kecil
sirkuit pneumatik. daripada sirkuit
hidrolik, sehingga
cocok untuk pekerjaan
ringan.
THANK YOU VERY MUCH
FOR
YOUR ATTENTION
 Aircraft system is a complex system in the design stage and
in the operating process to ensure continud airwarthiness of the
aircraft. It is broken down into simpler sub system that carry out
homogeneous function. Some examples include but are not limited
to :
Thanks you
 Sistem ini dibuat bertujuan untuk melindungi pesawat
dan membantu kru pesawat saat beroperasi pada
saat hujan ataupun bersalju.
 Hujan , salju , dan es adalah musuh abadi bagi
pesawat terbang. Pada beberapa kondisi cuaca, es
dapat dengan mudah terbentuk pada airfoil dan air
inlet.
 Tipe es yang akan ditemui pesawat adalah dua
macam, yaitu embun beku (rime) dan lapisan es
(glasir). Embun beku membentuk permukaan kasar
pada leading edge pesawat, karena temperatur
udara sangatlah rendah dan dapat membekukan
air sebelum dapat menyebar.
 Es pada pesawat dapat mempengaruhi efisiensi dan
performa dalam berbagai hal. Pembentukan es dapat
menghasikan gaya hambat (drag) dan mengurangi gaya
angkat (lift)
 Es dapat dihilangkan dengan berbagai
cara, yaitu dengan menggunakan :
 Udara panas untuk memanaskan
permukaan.
 Elemen listrik sebagai pemanas.
 Memecahkan es dengan sebuah alat.
 Alcohol spray (semprotan alkohol).
 Eight of the ten flight deck
windows are electrically heated.
The cowl lip on both
engines are heated
utilizing bleed air.

All four pitot-

static tubes (two
on each side), Both elevator pitot
both AOA vanes tubes (one on each
(one on each side of vertical
side) and the TAT stabilizer) are
probe (left side electrically heated.
only) are
electrically
heated.
All six leading
edge slats (three
on each wing) are
heated utilizing
bleed air.

Anti-Ice Protection Areas

Anti icing system :
• Bagian yang
berwarna merah
adalah letak di
pasangnya anti-icing

De-Icing System :
Icing system
Wing anti icing
  Wing Anti-Ice
The wing anti-ice system utilizes bleed air to protect the leading edge slats only. The wing anti-
ice system does not include the leading edge flaps (Krueger flaps). The wing anti-ice valves are
AC motor operated. With a valve open, bleed air flows to the leading edge slats via a telescoping
duct. The bleed air is then exhausted overboard through small exhaust holes located on the
lower surface of the slats. The wing anti-ice system is effective with the slats in any position
(fully retracted, extended, or fully extended).

Leading Edge Leading Edge

Flaps Slats
(not heated)

Leading Edge
Flaps
(not heated)

Leading Edge
Slats
 Window Heat
Temperature controllers maintain the forward (L1, R1) and side windows (L2, R2) at the correct
temperature to ensure maximum strength of the windows in the event of a bird strike. Power to
the forward and side windows is automatically removed if an overheat condition is detected. A
thermal switch attached to the aft overhead windows (L5, R5). This thermal switch opens and
closes to maintain the correct temperature of the overhead windows (see schematic next slide).
Windows L3 and R3 are not electrically heated.

L5 R5
L4 R4

L1 R1
L2 R2
L3 R3
 Engine Anti-Ice
If the cowl anti-ice valve fails to move to the position selected by the ENG ANTI-ICE switch, the
COWL VALVE OPEN light remains illuminated bright blue. The amber COWL ANTI-CE illuminates
to indicate excessive pressure or temperature in the duct leading from the cowl anti-ice valve to
the cowl lip. Engine anti-ice is available to the cowl lip even when the engine bleed air valve is
closed. For example, during a BLEED TRIP, the engine bleed air valve is automatically signaled
to close. This closure will not affect engine anti-ice availability for the respective engine.

5th To pneumatic
stage system
Engine
bleed
air
Cowl 9th valve
anti-ice stage
High
valve
stage valve
(9th)

No. 1 engine
Engine anti icing
Deicing system
Window heater
3.Gate Check Valve : menjaga kerusakan
instrument karena
ada aliran udara yang
disebabkan oleh
Engine Back Fire.
4.Suction Relief Valve : mengatur besar /
kecilnya tekanan
yang dipakai oleh
system.
5.Restrictor Valve : membatasi tekanan yang
masuk
ke system
6.Suction Gage : penunjukan besarnya
tekanan pada system.
restrictor
 Sistem ini menggunakan karet pemecah es
yang dinamakan “boots” atau “shoes”, yang
ditempelkan pada leading edge pesawat dan
stabilizer.
 Pemecah es ini dibuat seperti sebuah ban
dalam (tabung tiup) . Pada saat operasi,
tabung mengembang dengan udara
bertekanan (pressurized air) dan mengempis
dengan cara mengosongkannya.
 Pengembangan dan pengempisan ini
menimbulkan retakan pada es dan menjadi
pecah.Bongkahan es yang pecah akan
dibawa oleh aliran udara.
 Tabung tersebut diisi dengan menggunakan pompa
udara yang digerakkan engine (engine-driven air
pump) atau dengan bleed air pada kompressor GTE.
 Proses pengembangan dikontrol oleh katup
distributor berlokasi atau katup solenoid yang
dioperasikan terletak berdekatan dengan pemecah
es air inlet.
 Pemecah es beroperasi secara bergantian dan
simetris terhadap pesawat, hal ini dilakukan agar
semua pengaruh terhadap aliran udara yang
dihasilkan tabung yang mengembang akan dibuat
seminimal mungkin dengan cara mengoperasikan
secara sedikit-sedikit pada setiap wing.
 Sistem ini digunakan untuk mencegah
terjadinya es
 Sistem ini biasanya menggunakan udara
panas yang disalurkan melalui lubang
pada leading edge airfoil dan
didistribusikan di sekitar permukaan
dalam.
 Sistem ini juga memakai sistem pemanas
elektrik sebagai elemen pemanasnya.
 Ada beberapa cara yang digunakan
untuk menghasilkan udara panas, yaitu:
 Bleed air dari kompressor turbin
 Bleed air dari pembangkit panas exhaust engine
 Bleed air dari ram air yang dipanaskan combustion heater.
 Pada instalasinya dimana proteksi diberikan
dengan cara mencegah es terbentuk,
udara panas dialirkan secara terus menerus
selama sistim ini masih bekerja.
 Sistem ini dikendalikan oleh pengontrol suhu
otomatis. Suhu ini dijaga pada suhu
tertentu dengan cara mencampurkan
udara panas dengan udara dingin.
 Sebuah sistem katup diberikan di beberapa
instalasi untuk mematikan sistem pada
bagian-bagian tertentu jika diperlukan.
 Untuk menjaga agar kaca bebas dari es, anti-
icing, de-icing, defogging(penghilangan
embun/asap) dan sistem
demisting(penghilangan kabut) digunakan.
 Beberapa windshield dibuat dengan double
panels yang memiliki ruangan diantara
mereka, yang mempersilahkan sirkulasi pada
udara panas diantara permukaan mengatasi
pembentukan es dan embun.
 Beberapa juga memakai wiper dan fluida anti-
icing yang disemprot pada windshield.
 Beberapa metode untuk mengatasi formasi es
dan embun pada kaca pesawat adalah
menggunakan sebuah pemanas listrik yang
dibuat secara langsung di kaca, metode ini
digunakan pada lapisan kaca peredam yang
memberikan kekuatan untuk menahan
pressurization (tekanan).
 Sebuah material lapisan transparan sebagai
elemen pemanas disatukan oleh aplikasi
tekanan dan panas. Material ini mengurangi
listrik statis dari windshield dengan tambahan
untuk menghasilkan elemen pemanas.
 Saklar pemanas listrik bekerja secara
otomatis dan bisa dioperasikan secara
on/off dengan catatan menjadi off jika
terjadi kondisi overheating (menghasilkan
panas secara berlebihan).
 Sistim pemanas listrik meliputi :
 Windshield autotransformer and relay
 Heat control switches.
 Indicating lights.
 Windshield control units.
 Temperature sensing elements.
 Diagram elemen pemanas dengan
menggunakan udara panas pada layer kaca
 Untuk mencegah pembentukan es
pada ujung pitot tube, elemen pemanas
listrik dibuat. Saklarnya diletakkan di
cockpit, mengontrol daya pada
pemanas
 Elemen pemanas (heating element)
harus di cek apakah berfungsi dengan
cara memastikan bahwa kepala pitot
(pitot head) mulai hangat.
 Diagram pitot tube
 Pemanas disediakan untuk saluran
pembuangan toilet dan tiang penguras
saat mereka mengenai suhu
pembekuan saat penerbangan.
 Tipe pemanas tersebut adalah selang
pemanas, pembungkus, atau pemanas
tambalan yang membungkus di sekitar
saluran dan gasket heaters (pemanas
gasket).
 Elemen pemanas pada saluran
pembuangan
 Untuk memberikan windshield yang bersih,
air hujan yang terbentuk pada windshield
dibersihkan dengan cara menyekanya
atau meniupnya sampai habis.
 Cara ketiga untuk membersihkannya ialah
oleh udara dari jet nozzle yang berada di
bawah windshield, selain itu wiper juga
membantu membersihkan air hujan. Pada
setiap penggunaannya rubber blade (sikat
karet) menyeka seluruh windshield untuk
membersihkan air hujan dan cairan es.
 Selain sistem yang disebutkan diatas, ada juga sistem
pembersih air hujan yang menggunakan sistem
pembersih windshield dengan listrik.
 Sistim tersebut digerakkan oleh motor listrik yang
menerima daya dari sistim kelistrikan pesawat.
Sebuah motor pembersih listrik dipasang disetiap
panel windshield.
 Converter mengubah putaran pada motor agar
bisa bergerak bolak-balik untuk mengoperasi lengan
wiper, ini dikontrol oleh saklar pengatur untuk
mengontrol kecepatan yang diinginkan apakah itu
low, high, atau park. saat saklar disetel pada posisi
park, sikat wiper akan berhenti di posisi parkir terakhir
(parkir disini diartikan sebagai posisi awal sebelum
wiper digunakan).
 Posisi dan motor converter pada sistim
pembersih windshield dengan listrik
Name : Andhika Prahasta Djaya
NPM : 40201114036
Prodi : Teknik Penerbangan 1B

AC SYSTEM
 AIR CONDITIONING SYSTEM
• Air Conditioning System adalah suatu system yang
menghasilkan udara yang terkondisikan
(conditioned air) untuk keperluan di cockpit,
passanger cabin,electronik equipment
compartment dan cargo compartment.

• Sumbernya adalah bleed air yang dihasilkan oleh

APU (auxiliary power unit) dan Engine pada saat
terbang, yang terlebih dahulu diproses didalam
AIR CONDITIONING PACK (PACK),
sedangkan untuk di ground bisa juga
menggunakan Ground pneumatic supply cart dan
ground condition air supply cart.
 Air conditioning pack terdiri dari :
• ACM (air cycle Machine)
• Air to air HEAT EXCHANGER (primary dan secondary)
• PACK VALVE, dikontrol dari cockpit untuk memasukan udara panas dari engine atau apu.
• TURBO FAN, untuk menghisap udar luar masuk kedalam heat exchanger.
• MIX VALVE, untuk mencampur bypass air (udara panas) dan udara dingin dari ACM.
• WATER SEPARATOR, memisahkan udara dan air sebelum didistribusikan.

Udara panas yang masuk kedalam pack dibagi menjadi dua bagian,sebagian masuk
kedalam ACM dan sebagian lagi tidak (bypass air).
Udara yang masuk kedalam ACM,akan didinginkan didalam primary heat
exchanger oleh udara luar yang masuk melalui ram air scoop dan keluar
melalui saluran buang yang ada dibagian bawah/samping pesawat.
Setelah didinginkan didalam primary heat exchanger ,udara kemudian akan
melewati compressor dari ACM dimana pressure dan temperaturnya
akan mengalami kenaikan.
 Setelah melewati compressor,udara
kemudian akan masuk kedalam secondary
heat exchanger untuk didinginkan kembali
oleh udara luar.
Dari heat exchanger kedua temperatur udara
akan semakin rendah dan kemudian udara ini
akan melewati dan memutarkan turbin dari
ACM yang akan membuat udara menjadi
sangat dingin.Dari sini udara sudah siap untuk
masuk ke system.
Sebelum masuk ke system,sehubungan
udara tersebut menjadi sangat dingin dan
mengandung uap air maka terlebih dahulu
 Untuk mengatur suhu udara yang
akan masuk kedalam cabin, maka akan
dipasang sebuah valve untuk membuka dan
menutup saluran dari bypass air yang
dikontrol dari cockpit,sehingga udara
dingin dari ACM akan bercampur dengan
bypass air (udara panas),udara inilah yang
disebut dengan CONDITIONED AIR.
 M

350F

CDP
2300
F
T
I
RAM DOOR
FULL OPEN

Page 268
Dec 2006
DISTRIBUSI
Conditioned air kemudian akan
disalurkan ke cabin dan cockpit melalui
pipa (duct) yang berada dilantai
kemudian keatas (overhead duct) yang
berada disepanjang passanger cabin.

Setelah dari cabin,udara kemudian akan

masuk ke Electronic equipment
compartment dan cargo compartment dan
selanjutnya akan dibuang keluar melalui
OUTFLOW VALVE.
From main distribution manifold supplies
the passenger compartment overhead
distribution

MAIN SUPPLY
DUCT
An electrically driven fan draws air from
the flight compartment, electronic
compartment, and passenger compartment
through filters and discharges into the
main distribution manifold for
redistribution.
Exhausting of the air from the fuselage is
controlled by the pressurization system.
Aft outflow valve modulates allowing
cabin air to overboard maintain cabin
pressure.
 Lubrication Systems

Nama : Muhammad Hikmatiyarul Adzkar

Kelas : Teknik Penerbangan 1B
40201114050

•Information in this section was taken from:

Aircraft Powerplants p.61-81
Classification of Lubricants

 Animal
 Vegetable
 Mineral
 Synthetic
Animal Lubricants
 Lubricants with animal origin:
– Tallow
– Tallow oil
– Lard oil
– Neat’s foot oil
– Sperm oil
– Porpoise oil
 These are highly stable at normal temperatures
 Animal lubricants may not be used for internal
combustion because they produce fatty acids
Vegetable Lubricants

 Examples of vegetable lubricants are:

– Castor oil
– Olive oil
– Cottonseed oil
 Animal and vegetable oils have a lower
coefficient of friction than most mineral oils but
they rapidly wear away steel
Mineral Lubricants

 These lubricants are used to a large extent in

the lubrication of aircraft internal combustion
engines
 There are three classifications of mineral
lubricants:
– Solid
– Semisolid
– Fluid
Synthetic Lubricants

 Because of the high operating temperatures of

gas-turbine engines, it became necessary to
develop lubricants which would retain their
characteristics at temperatures that cause
petroleum lubricants to evaporate and break
down
 Synthetic lubricants do not break down easily
and do not produce coke or other deposits
Lubricating Oil Properties

 Gravity  Precipitation Number

 Flash Point  Corrosion and
 Viscosity Neutralization Number
 Cloud Point  Oiliness
 Pour Point  Extreme-Pressure
 Carbon-Residue Test (Hypoid) Lubricants
 Ash Test  Chemical and Physical
Stability
Gravity

 The gravity of petroleum oil is a numerical

value which serves as an index of the weight of
a measured volume of this product
 There are two scales generally used by
petroleum engineers:
– Specific-gravity scale
– American Petroleum Institute gravity scale
Flash Point

 The flash point of an oil is the temperature to

which the oil must be heated in order to give off
enough vapor to form a combustible mixture
above the surface that will momentarily flash or
burn when the vapor is brought into contact
with a very small flame
Viscosity

 Viscosity is technically defined as the fluid

friction of an oil
 To put it more simply, it is the resistance an oil
offers to flowing
 Heavy-bodied oil is high in viscosity and pours
or flows slowly
Cloud Point

 The cloud point is the temperature at which the

separation of wax becomes visible in certain
oils under prescribed testing conditions
 When such oils are tested, the cloud point is
slightly above the solidification point
Pour Point

 The pour point of an oil is the temperature at

which the oil will just flow without disturbance
when chilled
Carbon-Residue Test

 The purpose of the carbon-residue test is to

study the carbon-forming properties of a
lubricating oil
 There are two methods:
– The Ramsbottom carbon-residue test
– The Conradson test
Ash Test

 The ash test is an extension of the carbon-

residue test
 If an unused oil leaves almost no ash, it is
regarded as pure
 The ash content is a percentage (by weight) of
the residue after all carbon and all
carbonaceous matter have been evaporated
and burned
Precipitation Number

 The precipitation number recommended by the

ASTM is the number of milliliters of precipitate
formed when 10 mL of lubricating oil is mixed
with 90 mL of petroleum naphtha under
specific conditions and then centrifuged
Lubricant Requirements and
Functions

 Characteristics of Aircraft Lubricating Oil

 Functions of Engine Oil
 Straight Mineral Oil
 Ash-less Dispersant Oil
 Multi-viscosity Oil
Characteristics of Aircraft
Lubricating Oil

 It should have the proper  High antiwear properties

body (viscosity)  Maximum cooling
 High antifriction abilities
characteristics  Maximum resistance to
 Maximum fluidity at low oxidation
temperatures  Noncorrosive
 Minimum changes in
viscosity with changes in
temperature
Functions of Engine Oil

 Lubrication, thus reducing friction

 Cools various engine parts
 Seals the combustion chamber
 Cleans the engine
 Aids in preventing corrosion
 Serves as a cushion between impacting parts
Straight Mineral Oil

 Straight mineral oil is one of many types of oil

used in aircraft reciprocating engines
 It is blended from selected high-viscosity-index
base stocks
 These oils do not contain additives, except for
a small amount of pour-point depressant for
improved fluidity at cold temperatures
Ashless Dispersant Oil

 Most aircraft oils other than straight mineral oils

contain a dispersant that suspends
contamination such as carbon, lead compound
and dirt
 The dispersant helps prevent these
contaminants from gathering into clumps and
forming sludge or plugging oil passageways
Multiviscosity Oil

 In certain circumstances, all single-grade oils

have short comings
 In cold-weather starts, single grade oil
generally flows slowly to the upper reaches
and vital parts of the engine
 Multigrade oils have viscosity characteristics
that allow for better flow characteristics at
engine start
Characteristics of Lubrication
Systems

 Pressure Lubrication
 Splash Lubrication and Combination Systems
 Principal Components of a Lubrication System
 Oil Capacity
Pressure Lubrication

 In a pressure lubrication system, a mechanical

pump supplies oil under pressure to the
bearings
 Oil flows into the inlet of the pump through the
pump and into an oil manifold which distributes
it to the crankshaft bearings
Splash Lubrication and
Combination Systems

 Although pressure lubrication is the principle

method of lubrication on all aircraft engines,
some engines use splash lubrication also
 Splash lubrication is never used by itself
 All lubrication systems are pressure systems or
combination pressure/splash systems
Components of Lubrication
Systems
 Plumbing for Lubrication
Systems
 Temperature Regulator
(Oil Cooler)
 Oil Viscosity Valve
 Oil Pressure Relief
Valves
 Oil Separator
 Oil Pressure Guage
 Oil Temperature Guage
 Oil Pressure Pumps
 Scavenge Pumps
 Oil Dilution System
Plumbing for Lubrication Systems

 Oil plumbing is essentially the same as is used

in oil and hydraulic systems
 When the lines will not be subject to bending,
aluminum tubing is used
 Synthetic hose is often used near the engine
and other places on the aircraft that are subject
to vibration or other movement
Temperature Regulator (Oil Cooler)

 An oil temperature regulator is designed to

maintain the temperature of the oil for an
operating engine at the correct level
 These regulators are often called oil coolers
since cooling of engine oil is one of their main
functions
Oil Viscosity Valve

 The oil viscosity valve is generally considered

a part of the oil temperature regulator unit and
is employed in some oil systems
 The viscosity valve consists essentially of an
aluminum alloy housing and a thermostatic
control element
 The oil viscosity valve works with the oil cooler
valve to maintain a desired temperature and
keep the viscosity within required limits
Oil Pressure Relief Valves

 The purpose of the oil pressure relief valve is

to control and limit the lubricating pressure in
the oil system
 This is necessary to prevent damage caused
by excessive system pressure and to ensure
that engine parts are not deprived of fuel due
to a system failure
Oil Separator

 Air systems where oil of oil mist is present may

require the use of an oil separator
 These are often used on vacuum pump outlets
 The oil separator contains baffle plates which
cause the air to swirl and it deposits on the
baffles
Oil Pressure Gauge

 An oil pressure gauge is an essential

component of any engine oil system
 These gauges generally use a bourdon tube to
measure the pressure
 They are designed to measure a wide range of
pressures
Oil Temperature Gauge

 The temperature probe for the oil temperature

gauge in the oil inlet line or passage between
the pressure pump and the engine system
 On some installations the temperature probe is
located in the oil filter housing
 These are normally electric or electronic
Oil Pressure Pumps

 Oil pressure pumps may either be of the gear

type or vane type
 The gear type pump is used in the majority of
reciprocating engines and uses close fitting
gears that rotate and push the oil through the
system
Scavenge Pumps

 Scavenge pumps are driven in the same

manner as the pressure pumps but have a
greater capacity
 This higher capacity is because the oil in the
sump is foamy which means it has a much
greater volume than air-free oil
Oil Dilution System

 The purpose of the oil dilution system is to

provide thinner oil during engine start
 This allows faster lubrication of engine
components
 Oil dilution is accomplished by pumping a small
amount of fuel into the oil
Sludge Chambers

 Some reciprocating engines have sludge

chambers which are in the hollowed out
connecting-rod journals
 These journals accumulate carbon sludge and
dirt particles as they are designed to
 During engine overhaul these must be
replaced
Typical Lubrication Systems

 Oil System for Wet-Sump Engine

 Oil System for Dry-Sump Engine
 Oil Tanks
Oil Tanks

 Dry sump engine lubrication systems require a

separate tank for each engine system
 These tanks can be constructed in three different ways:
– Welded sheet aluminum
– Riveted aluminum
– Stainless steel
 Some aircraft are equipped synthetic rubber tanks
1. ELECTRICAL SYSTEM
Fungsi utama dari sistem listrik
pesawat udara adalah untuk menghasilkan,
mengatur dan mendistribusikan daya listrik
seluruh pesawat. Sistem tenaga listrik
pesawat udara yang digunakan untuk
mengoperasikan (a) pesawat instrumen
penerbangan, (b) sistem penting seperti
anti-icing dll dan (c) layanan penumpang.
Gambar Dari Electrical System :
TERIMA KASIH
TERIMA KASIH