AIRCRAFT

SYSTEM
AVT 200
CHAPTER 2:
HYDRAULIC
SYSTEM
 OBJECTIVES:
• At the end of this module the students will
be able to:
• Familiarize with the function of hydraulics,
two types of hydraulic, and the hydraulic
basic components.
• Identify the function of hydraulics, and
hydraulic basic components and
differentiate the two types of hydraulics.
REFERENCES:
• A&P Technician- General by ASA, General Text Book by,
Dale Crane, Aircraft Maintenance and Construction-
General by Glencoe, AC43-13, A&P Textbook-General by
Jeppesen AC 43.13 IA & IB by FAA

• http://aviationknowledge.wikidot.com/aviation:wing

• PCAR 3 IS 3.4.3-IS24
HYDRAULIC
• science relating to the behavior of liquids
under various conditions.
BLAISE PASCAL
 PASCAL LAW
"If a force is applied to a
liquid in a confined space,
then this force will be felt
equally in all directions".
JOSEPH BRAHMA
 BRAHMA’S PRESS
‘’The smaller the area
under load, The
greater the pressure
generated’’
EXAMPLE: LIGHT AIRCRAFT BRAKING
SYSTEM
Light aircraft braking system has a
master cylinder to generate the
pressure when the brake pedal is
pressed, and a slave cylinder to 'do the
work' of moving a piston and applying
the brakes.
BACKHOE EXCAVATOR
HYDRAULIC
FLUID
 HYDRAULIC FLUID
PURPOSE:
Medium to operate
systems
Lubricant for system
components
 HYDRAULIC FLUID
ADVANTAGES:

A)Liquidcan not be compressed

B)No power loss
C)Greater mechanical advantage
NOTE:
•DO NOT MIX HYDRAULIC FLUIDS

•FLASHTHE SYSTEM AND REPLACE

ALL THE SEALS AND HOSES IN
CASE OF CONTAMINATION FROM
ANOTHER FLUID
 SAFETY TIPS:
ALWAYS WEAR PPE
ESPECIALLY EYE PROTECTION

If FLUID gets in your eyes, FLASH

THEM with CLEAR WATER for 15
mins.
 HYDRAULIC
TYPES USED IN
AVIATION
1) PETROLEUM BASE
Red in color
Used in General Aviation
System seals and hoses are
made up of Neoprene or Buna
“N’ Rubber
EXAMPLE: D.T.D 585
 2) PHOSPHATE ESTER
BASE
Purple in color
Used in Commercial Aviation
System seals and hoses are made
up of Butyl Rubber
Has a higher fire resistance
Susceptible to contamination
EXAMPLE: SKYDROL
HYDRAULIC
FLUIDS AND
PIPELINES
HYDRAULIC FLUID / OIL
MIL-H-5606
•The efficiency of a hydraulic
system is governed by the
resistance to motion
encountered by the fluid and, for
all practical purposes, hydraulic
fluids are considered to be
incompressible except at high
pressures
In practice, a certain
amount of force is reduced
in order to overcome static
resistance, which is friction
between:
a) Friction occurs between Pistons and Cylinders
b) Friction occurs between Piston rods and
bearings/seals or glands
c) Friction occurs between Fluid and the pipe
walls
•Large bore pipes and
frictionless pistons would
allow nearly 100% of the
force to be utilized but would
incur large weight and cost
penalties.
Friction between pistons and
cylinders, piston rods, and
bearings cannot be completely
eliminated; it can only be
lessened by good design and
workmanship.
The friction between the walls of the pipes
and the fluid depends upon:

a) Velocity of the fluid in the pipes.

b) Length, bore, and the internal
finish of the pipes.
c) Number of bends.
d) Viscosity of the oil.
The variation of these factors
stated will govern the amount of
friction.

•To prevent leakage, the most

practical way to counteract this loss
in efficiency is to use the correct
fluid.
SEALS
SEALS
Perform a very important
function in a hydraulic
system, in preventing
leakage of fluid.
SEALS
Seals are divided into three
main classes: packings, gaskets,
and wipers.
A seal may consist of more than
one component, such as an O-
ring and a backup ring, or
possibly an O-ring and two
backup rings.
•Hydraulic seals used internally
on a sliding or moving
assembly are normally called
packings. [Figure 1] Hydraulic
seals used between nonmoving
fittings and bosses are
normally called gaskets.
FIGURE 1. PACKAGINGS
 2 TYPES OF SEAL
Static Seals

Dynamic Seals
Static seals
•Usedin non-moving
parts.
Static seal
STATIC SEAL
STATIC SEAL
Example surfaces:
•CRANKSHAFT
•EXHAUST
DYNAMIC SEALS
Used in moving
parts/components (sliding
surfaces
DYNAMIC SEAL
DYNAMIC SEALS
 Example surfaces:
•SHOCK STRUT
•ACTUATOR
DYNAMIC AND STATIC SEALS
U and V ring seals are effective in one
direction only
O-rings and square section seals are often used
where pressure is applied in either direction.
 HYDRAULIC SYSTEM
Used on aircraft to move and actuate
landing gear, flaps, flight control
surfaces, wheel brakes, windshield
wipers, and other systems that
require high power, accurate control,
and rapid response rate.
 BASIC
HYDRAULIC
SYSTEM
COMPONENTS
•Reservoir
•Pump
•Selector or Control Valve
•Jack (or set) Jack Actuator
•Filter
•Relief Valves
BASIC HYDRAULIC SYSTEM
HYDRAULIC
MOTORS
•a form of the rotary actuator
• sometimesconnected through gearing to
operate a screw jack, or to drive generators
or pumps
• used
for driving a hydraulic pump unit, thus
enabling power to be transferred from one
hydraulic system to another without
transferring fluid
 HYDRAULIC
SYSTEM
COMPONENTS
 1)
RESERVOIR
•Reservoirs are pressurized to
provide positive fluid pressure at
the pump inlet and prevent air
bubbles from forming in the fluid at
high altitudes.
•Air pressure is normally from the
compressor of the engine or the
cabin pressurization system.
Store hydraulic oil
and delivers oil to the
pump and receive oil
from the actuators
•Areservoir provides sufficient air space to
allow for any variations of fluid in the
system which may be caused by:
jack (actuator) ram displacement,
since the capacity of the jack is less when
contracted than extended.
thermal expansion, since the volume of
oil increases with temperature.
it provides a head of fluid for the
pump.
it compensates for small leaks
HEAT EXCHANGER

•Cooldown the Hydraulic Fluid

•Preheat the fuel
 2)
PUMP
•Generate pressure to the
fluid by pumping it to a
component intended to
receive the hydraulic oil
• Draw oil from the reservoir and deliver a
supply of fluid to the system.
• Pumps may be:
Hand operated
Engine driven
Electric motor driven
Pneumatically (air turbine motor ATM)
Ram air turbine (HYDRAT or RAT)
Hydraulically (Hyd. motor driving a hyd.
pump) Known as a Power Transfer Unit or
PTU.
PUMP
TYPES
 A) HAND PUMPS

•Use for
servicing
hydraulic fluid
 B) ENGINE-DRIVEN
PUMP (EDP)
• Located at the accessory gearbox
• Approximately 2,700-3,000PSI
• BOEING (SYSTEM A)
- Primary Flight controls
- Leading edge and trailing edge flaps
- Inboard spoiler
- Landing gear (extension and retraction)
- Inboard landing gear brakes
 C) ELECTRIC MOTOR
DRIVEN PUMP (EMDP)
• BOEING (SYSTEM B and Standby Reservoir)
• Located at the accessory gearbox
• Approximately 2,700-3,000 PSI (System B)
• Approximately 2,900 PSI (Standby)
• Primary flight controls
• Outboard spoiler
• Outboard landing gear brakes
• Landing gear retraction extension
• Nose wheel steering
HYDRAULIC RESERVOIR PRESSURIZATION
SEQUENCE (BOEING)
• 8TH
STAGE ENGINE BLEED AIR
(COMPRESSOR STAGE)
• 8th
stage to System A reservoir- System B
reservoir- Standby reservoir
HYDRAULIC RESERVOIR FLUID
SEQUENCE
•From container to hand pump
•Hand pump to System A
reservoir- System B reservoir-
Standby reservoir
 ELECTRICALLY-OPERATED
SELECTORS
•To eliminate the need for extensive
mechanical linkage
•May be a motor-driven or solenoid-
controlled selector.
•Same functions as a selector valve but
uses electrical power
 3)
FLOW
CONTROL
VALVES
•These components are
used to control the flow
of fluid in the hydraulic
system
 DIFFERENT
KINDS OF FLOW
CONTROL VALVES
A) NON-
RETURN
VALVE
•Permits full flow in one
direction, but blocks flow in the
opposite direction.
•Device used to control the flow of
fluid
•This valve is also known as a Non-
Reversible valve or check valve
 B)
RESTRICTOR
(CHOKE)
VALVES
•Designed to permit limited flow in
one direction and full flow in the
other direction in which the restriction
is usually of fixed size
•Used in a number of locations in order
to limit the speed of operation of an
actuator in one direction only.
 C)
SELECTORS
OR CONTROL
VALVE
SELECTOR OR CONTROL VALVE
•Enable the operator to select the
direction of the flow of fluid to the
required service
•Provide a return path for the oil
(displaced from the opposite side of
that actuator) to the reservoir
EXAMPLE:

•Position 1 of the selector valve

is for the extension of the
landing gear and Position 2 is
for the retraction of the landing
gear.
 D)
SHUTTLE
VALVES
•Often used in landing gear and
brake systems
•During normal operation, free
flow is provided from the
normal system to the service,
and the alternate line is
blocked.
•When the normal system pressure
is lost, and the alternate system
is selected, the shuttle valve
moves across because of the
pressure difference, blocking
the normal line and allowing the
alternate supply to operate the
brakes
 E)
SEQUENCE
VALVE
•Oftenfitted in a landing gear circuit
to ensure the correct operation of the
landing gear doors and jacks.

•Usedto ensure that a certain

pressure level is achieved in one
branch of the circuit before a second
branch is activated.
 F)
MODULATORS
•Modulates the flow of fluid
•Allows the full flow to the
brake units on initial brake
application, and thereafter a
restricted flow
G) FLOW
CONTROL
VALVES
•maintain a constant flow
of fluid to a particular
component; it is frequently
found upstream of a hydraulic
motor which is required to
operate at a constant speed.
H) FUSES
• block a line if a serious leak should occur.
• One type operates in such a way that it will
shut off the flow of fluid if sufficient
pressure drop occurs across the fuse.

• the second type of fuse does not operate on

the principle of pressure drop, but it will
shut off the flow after a given amount of
fluid has passed through the line
 4)
PRESSURE
CONTROL
• Maximum system pressure is often
controlled by adjustment of the main
engine-driven pump, but a number of other
components are used to maintain or limit
fluid pressures in various parts of a
hydraulic system.
• (Typical
system pressure; small aircraft
approx. 1500 psi, large aircraft aprox. 3000
psi).
DIFFERENT
KINDS OF
PRESSURE
CONTROL
A) RELIEF
VALVE
Expansion (thermal relief).

Ultimate system protection (full

flow relief).

Mechanical overload protection

(flap relief).
B1) PRESSURE
MAINTAINING
VALVE
•Arelief valve that maintains
the pressure in a primary
service at a value suitable for
the operation of the service
regardless of the secondary
service requirement
B2) PRESSURE
REDUCING
VALVES
•Often used to reduce main system
pressure to a value suitable for
operation.
•Example:
• Main system pressure of the hydraulic
system is approx. 3,000 psi,
• Wheel brakes only require 2,000 psi.
B2.1) BRAKE
CONTROL
VALVES
•Controls pressure in the
brake system (according
to the pilot’s brake pedals
position, the anti-skid
system, and auto brake
selection.)
Example:
•The pilot presses the brakes
halfway
•Depends on the pedal position
and reduces the pressure.
C) AUTOMATIC
CUT-OUT
VALVES
•is fitted to a system employing a
constant delivery (fixed volume) pump,
to control system pressure and to
provide the pump with an idling
circuit when no services have been
selected.
•The accumulator maintains the system
pressure when the pump is in its 'cut
out' position.
HYDRAULIC
LOCK
•When fluid is trapped between the
piston of the jack and a non-
return valve.
•The fluid becomes incompressible
and is unable to flow through the
system so the piston will be
unable to move even if loads are
applied
 5)
FILTERS
Remove foreign
particles of the fluid,
and protect the seals
and working surfaces
in the components
both fitted in suction and supply lines
KINDS OF
FILTER
SUCTION FILTER
protects the pump and
reservoir from foreign
object debris carried by
hydraulic fluid returning
to the reservoir
•PRESSURE FILTER
ensure the cleanliness of
fluid during use from the
reservoir to the other
hydraulic system
components
 6)
HYDRAULIC
JACKS/
ACUATOR
•Convert fluid pressure
into linear or rotary
motion.
•Types of Jacks (Actuators).
Three types of jack are used for
different purposes in an aircraft
system:
•Single Acting
•Double Acting Unbalanced Jack
•Double Acting Balanced Jack
Double Acting Balanced Jack
•equalforce can be applied to both
sides of the piston and is often used in
applications such as nose-wheel
steering and flying control boost
systems. Either one or both sides of
the piston rod may be connected to a
mechanism.
 Single Acting
•normally used as a locking device
that is engaged by spring pressure
and released by hydraulic
pressure. Used on landing gear
uplocks.
 Double Acting Unbalanced
• used
in most aircraft systems. Because of the
presence of the piston rod, the area of the top of the
piston is greater than the area under it meaning
more force can be applied during extension of the
piston rod.
• Therefore,
the operation which offers the greater
resistance is carried out in the direction in which the
piston rod extends; for example, in raising the
landing gear.
•Differential Areas- It should be
noted that the area of the upper side
of the piston is greater than the area
of the lower side by the amount equal
to the area of the piston rod;
therefore, the force acting on it will
be greater on the larger area.
 HYDRAULIC
ACCUMULATORS
• An accumulator is fitted:
a. To store hydraulic fluid under pressure.
b. To dampen pressure fluctuations.
c. To allow for thermal expansion.
d. To provide an emergency supply of fluid to
the system in the event of pump failure.
e. To prolong the period between cut-out and
cut-in time of the ACOV and so reduce the wear
on the pump.
f. Provides the initial fluid when a selection is
made and the pump is cut-out.
 OPEN-CENTER SYSTEM
• Selector
valves are always connected in
series with each other therefore the system
pressure line goes through each selector
valve.
• Fluid
is always allowed free passage through
each selector valve and back to the reservoir
until one of the selector valves is positioned
to operate a mechanism
OPEN CENTER SYSTEM
CLOSED SYSTEM
• operating pressure is maintained in the part leading
to the selector valves
• thefluid is under pressure whenever the power pump
is operating
• The means of controlling pump pressure varies in the
closed-center system. If a constant delivery pump is
used, the system pressure is regulated by a pressure
regulator. A relief valve acts as a backup safety
device in case the regulator fails
CLOSED SYSTEM
 DIFFERENCE BETWEEN THE
TWO
OPEN CENTER SYSTEM CLOSED SYSTEM
Selector valve and Selector valve and actuating units
are connected in parallel with each
actuating units are other
connected in series with
each other
The pump used is a Variable
Flow is continuous and displacement pump
pressure is intermittent
(The pump used is a Advantage: Continuation
constant delivery pump) pressurization is not equal
INSTRUMENTATION
•Indication of system condition and
functioning is required in the cockpit
or Flight Deck.
•Light aircraft utilize some form of
warning lamp, indicating the
operation of the electric (pump) motor
in addition to undercarriage and flap
warning lights or indicators.
•Larger aircraft will have the
means of indicating contents,
pressure, and temperature of
the system and, generally,
varying means of dealing with
abnormal operating conditions
•The diagram above shows an
electronic display from an Airbus
aircraft displaying the hydraulic
system configuration and
indications. Three separate systems
can be seen along with relevant
valve positions, quantity, pump
status, and pressures.
QUANTITY
INDICATORS
•Aclear window fitted in the reservoir
provides a means of checking fluid level
during servicing,

•But the reservoir may also be fitted with

a float-type contents unit, which
electrically signals fluid quantity to
an instrument on the hydraulics
panel in the crew compartment.
PRESSURE
RELAYS
•Apressure relay is a component
that transmits fluid pressure
to a direct reading pressure
gauge, or to a pressure
transmitter that electrically
indicates pressure on an
instrument on the hydraulics
panel.
PRESSURE
GAUGES
•Electrically operated pressure
gauges are fitted on the
hydraulics panel, to register main
and emergency system pressure.
•Direct reading gauges are often
fitted to the accumulators and
reservoirs, to enable servicing
operations to be carried out
PRESSURE
SWITCHES
•Pressure switches are often
used to illuminate a
warning lamp, and to
indicate loss of fluid pressure
or loss of air pressure in a
reservoir.
FLOW
INDICATION
•A flow indicator valve is
often fitted in the outlet
line from a constant
delivery pump and is used
to provide a warning of
pump failure.
TEMPERATURE
INDICATION
•Warning of fluid overheating is
normally provided by a temperature
sensing element in the reservoir.

•Warning of overheating of electrical

motors which are used to operate
emergency pumps, is normally provided
by fitting a similar element in the
motor casing.
COMPONENTS
FOR SERVICING
PURPOSES
•Thesecomponents are
normally located in the
hydraulic equipment bay
QUICK- DISCONNECT
AND GROUND
SERVICING
COUPLINGS
•In positions where it is necessary to
frequently disconnect a coupling for
servicing purposes, a self-sealing,
quick-disconnect coupling is fitted.
•The coupling enables the line to be
disconnected without loss of fluid, and
without the need for subsequent
bleeding.
PRESSURE
RELEASE VALVES
OR OFF-LOAD
CONTROLS
•fittedto enable pressure to be
released from the system for
servicing purposes
•The valves are manually operated
and used prior to checking and
setting pre-change pressures or
reservoir levels.
DRAIN COCKS
(valves)
•generallysimple manually
operated spherical valves

•arelocated in the hydraulics bay

at the lowest point in the system
to enable the fluid to be drained.
SHUT-OFF
VALVES
•fitted at the engine bulkhead
(firewall) and will enable the fluid
supply to the engine-driven pumps to
be stopped in the event of an engine
fire or component replacement
•They are usually spherical ball valves
that allow unrestricted flow when
open.
FLUID
SAMPLING
POINTS
•positioned
in the suction
and pressure lines, to
enable samples of fluid
to be removed for
analysis.
POWERED
FLYING
CONTROLS
•Ahydraulic sub-system for the
operation of the flying controls is
often fed through a priority valve or
pressure maintaining valve, which
ensures that fluid under pressure is
always available; the sub-system
may also have a separate
accumulator.
•Most modem aircraft will have
alternate hydraulic supplies
available for flight controls.

•Two,three, or even four independent

hydraulic systems can
simultaneously supply power for
primary flying controls.
• https://www.cfinotebook.net/notebook/operation-of-aircraft-systems/aircraft-
landing-gear