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CHAPTER 10

SERVICING & MAINTENANCE OF HYDRAULIC SYSTEMS

INTRODUCTION

In order for a aircraft hydraulic system to function properly, a high standard

of maintenance and servicing is required. The efficiency and trouble-free working of
hydraulic components depend primarily on cleanliness. All fluid containers, funnels
etc. should be thoroughly cleaned and rinsed out with the appropriate hydraulic fluid
before use. Disconnected pipelines must be blanked off to prevent any entry of dirt.
Adopt a systematic method of dismantling components and pipelines and
using a clean drip tray to hold and protect the parts. Where possible, work in a
dust-free environment. Ensure that all components are clean before installation and
that new pipelines and couplings are flushed out with hydraulic fluid before being
fitted. The presence of any foreign matter in a component(however small), will not
only shorten its life but may also cause a fatal accident. Therefore always work with
clean hands and tools on a clean bench.

The notes compiled in this section are for training purposes only and are not
to be used for actual servicing and maintenance of aircraft. When performing tasks
on aircraft, reference must be made to the appropriate servicing procedures and the
appropriate Air Publications.

DRAINING

The hydraulic system should be drained whenever components (which have

no self-sealing couplings) have to be removed, and also when overheating or
mechanical failure of a pump occurs or the introduction of wrong fluids or foreign
matter which has resulted in contamination of the system.

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It is a common practice to disconnect the engine-driven pump from the

system before commencing draining so as to prevent the formation of air locks in the
pump and also to maintain lubrication when the pump is rotated.

The hydraulic system should be made electrically safe (by the tripping of
circuit-breakers or the removal of fuses, as appropriate) and any hydraulic pressure
should be released from the accumulators and reservoir. The reservoir cap should
also be removed and the fluid drained into a clean container of suitable capacity, by
means of the system drain cock.

If fluid contamination is the reason for draining, it will also be necessary to

remove the filters and to clean or replace the filter elements as appropriate.

VENTING AND BLEEDING

To ensure correct operation of the hydraulic system, all air must be removed
from the pipelines and components by means of venting and bleeding. .

Venting consists of operating the services a number of times, thus forcing any
air in the system through the pipelines to the atmosphere, via the reservoir.

Bleeding consists of removing air from the system and to facilitate this
operation, bleed screws are provided on components, especially at the ends of
actuating cylinders. Some components are bled by slackening the pipe connections,
allowing fluid to escape, then re-tightening.

BLEEDING A HYDRAULIC SYSTEM

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FILLING AND PRIMING

Following initial installation and whenever the fluid has been drained, the
system should be filled and primed. Filing may be carried out through the reservoir
filler neck. Priming involves the pumping of fluid round the system by means of
either the hand pump, electrically-operated pump or an external hydraulic test rig.

The aircraft should be jacked in accordance with the relevant Air Publication,
and the accumulators should be charged with air or nitrogen as appropriate. Ground
electrical power, if an electric pump is fitted, should be connected to operate the
pump and the selection of services.

The reservoir filler cap should be removed and the system completely filled
with fluid and the quantity indicators (sight glass or dip-stick) should be checked.
The system should be pressurised to normal system pressure, using the electrically
operated pump or test rig as appropriate, and one of the services should be operated
until the reservoir fluid level has stabilised.
Trapped air should be released from the reservoir and fluid added to keep the
level at maximum. This process should be repeated for each service and bleeding
carried out where appropriate, and careful watch must be kept on the pump and fluid
temperatures. Fluid bled or drained from components must not be returned to the
system.

After each service has been primed, the fluid level should be checked again.
In some systems the fluid level depends on the positions of the various actuators and
before checking the fluid level, it is necessary to make the appropriate selections and
to ensure that all accumulators and reservoirs are fully charged.

When filling and priming operations are completed, all connections should
be checked for tightness and locked. Electrical power and the hydraulic test rig, if
used, should be disconnected and the aircraft lowered to the ground.
Engine ground-run should be carried out to check for correct operation of the
various hydraulic services.

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FLUSHING

Flushing is normally required after extensive removal and replacement of

pipelines or components and this is carried out by operating the particular service a
number or times so that any particle contamination may be trapped by the filters.
When it is necessary to flush the main system, the filters should be changed and the
fluid should be circulated by operating the largest hydraulic actuators a number of
times. Either an auxiliary pump, or an external hydraulic test rig may be used for
flushing.

TESTING

In order to carry out functional tests, the system must be full, accumulators
charged with air or nitrogen to the correct pressure and the electrical circuits
re-connected. Power for operation of the system may be provided by an engine
driven pump, an electrically-operated pump or by an external hydraulic test rig.
All hydraulic controls and switches should be set to their appropriate
operation positions and the system checked for correct operation, service operating
times, and signs of fluid leakage. Both the normal and emergency systems should be
operated and all gauges, instruments and warning lights should be checked for
correct operation, according to the particular aircraft system.
Full normal functioning tests should be carried after testing the emergency
systems, to ensure that shuttle and emergency are returned to their normal positions.

ROUTINE MAINTENANCE

The procedures outlined below are applicable to most aircraft hydraulic

systems but the detailed requirements for a particular system should be obtained
from the approved maintenance schedule.
a. Lubrication of pivots and linkages should be carried out at the
specified intervals.
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b. Filters and chip detectors should be removed for examination and

cleaning, and fluid samples should be taken and sent for analysis
whenever contamination is suspected. Filter sumps should be
cleaned and a new gasket or seal should be fitted when changing the
filter element.

c. Exposed actuator rods should be cleaned, and wiped with a lint-free

cloth moistened with system fluid.

d. The fluid level in the reservoirs should be checked and topped up as

necessary. A certain amount of fluid may be lost through heating and
seepage past seals, but the amount lost should remain fairly constant.
If the level is unusually low, the system should be checked for
leakage.

e. The gas pressure in the accumulators should be checked and the

cause of any excessive loss of pressure should be investigated.
Internal leakage past the separator or diaphragm may introduce gas
into the fluid and any external leakage would reduce the effectiveness
of the accumulator.

f. All system components should be examined for damage, corrosion,

leaks and security. Pipes should be examined for kinks, dents,
chafing, leaks and security.

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TROUBLESHOOTING OF HYDRAULIC SYSTEMS

Troubleshooting may be defined as a system of isolating malfunctions caused
by improperly operating components or mechanisms within a system, i.e. fault
finding. The process involves a logical sequence of problem-solving steps.

PRINCIPLES OF TROUBLESHOOTING
A large portion of troubleshooting is mental effort rather then physical effort
since the problem is mainly one of analysing the situation.
It is necessary to have the aircraft manufacturer's maintenance manual and
the equipment manufacturer's manual available if the component is to be overhauled.
The first basic rule for troubleshooting is to know the system and the location of
each unit within the system.
Before "zeroing-in" on specific problems, a few general troubleshooting rules
and principles should be considered.

a. Pumps are fluid movers, not pressure generators. If there is no

pressure indicated on the system pressure gauge and yet there is a return flow
into the reservoir, the trouble most probably lies in the pressure control
valves for the system and not the pump. The unloading (ACOV) or relief
valve is probably stuck at “Open”.

b. When system pressure is higher than normal, quite likely the fault is
caused by the ACOV failing to unload the pump and the relief valve
maintaining the pressure. Knowing the setting of each relief valve will help
to determine which valve is doing the work. When a relief valve comes into
operation, it will normally make a buzzing noise and will get quite warm
Similarly, hydraulic units which leak will cause "hot-spots" in the system. A
component which is running substantially warmer than other components
will usually indicate an internal leak.

c. Presence of air in a hydraulic system can be indicated by any of the

following:
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i. Operation speed is below normal or shows slow initial

response when a selection is made.

ii. Backlash at flaps, flying control surfaces, fairing doors of

landing gears, etc.

iii. Backlash or sponginess on the hand-pump. Actuators which

move too slowly will indicate low fluid flow, not low pressure. The
pressure required to move an actuator is the same and it doesn’t
matter if the actuator moves slow or fast.

iv. Hammering or rattling noises are head when a service is in

operation.

v. Hydraulic pressure gauge fluctuations.

d. Read the manufacturer's service letters, bulletins and inspection

aids for the aircraft.

GUIDELINES PRIOR TO CARRYING OUT TROUBLESHOOTING

Whenever a pilot snags an aircraft, the airframe tradesman should observe
the following procedures.
a. Gather all the information that can be obtained about the trouble.
Keep an open mind and never make quick assumptions.

b. Determine if the trouble is as stated.

c. Study the power circuit and component circuits. Refer to the

manufacturer's "Trouble-chart"

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d. Determine all of the probable causes and conditions and determine if

the problem has occurred before.

e. By using reasoning and deduction to attempt to pin-point the

problem.

f. Use an isolation procedure to determine the problem.

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