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UNIVERSITY OF MUMBAI
A PROJECT REPORT ON
“HYDRAULIC SYSTEM AND
DEMONSTRATION OF PRIMARY AND
SECONDARY CONTROL SURFACES
USING HYDRAULIC AND ELECTRICAL
POWER”

SUBMITTED BY:
DHRUTIK PATEL
SIDDHESH SONAWNE
EDWIN MATHEW
KATAKAM MANIDEEP
ISA PAVAN RAJ
ABDUL AZEEZ
PARTH KULKARNI
RAYYAN GOLANDAJ
SAHIL BHARBHAT

UNDER THE GUIDANCE OF

Prof. K.G. KSHIRSAGAR
B.E.(Mech)/AME (CatA/C) BAMEC LA CP JE
&
Asst. Prof. NAGMANI MISHRA
AMAeSl, BAMEL-B2, M.tech

HAL-PRAVARA AVIATION INSTITUTE,

1st Floor, TTC Building, Airport Road, At Post: Air
Force Station, Ojhar. Tal:Niphad. Nashik 422221

ACADEMIC YEAR:- 2021-2022

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HAL-PRAVARA AVIATION INSTITUTE

A PROJECT REPORT ON
“HYDRAULIC SYSTEM AND
DEMONSTRATION OF PRIMARY AND
SECONDARY CONTROL SURFACES
USING HYDRAULIC AND ELECTRICAL
POWER”

SUBMITTED BY:
DHRUTIK PATEL
SIDDHESH SONAWNE
EDWIN MATHEW
KATAKAM MANIDEEP
ISA PAVAN RAJ
ABDUL AZEEZ
PARTH KULKARNI
RAYYAN GOLANDAJ
SAHIL BHARBHAT

UNDER THE GUIDANCE OF

Prof. K.G. KSHIRSAGAR
B.E.(Mech)/AME (CatA/C) BAMEC LA CP JE
&
Asst. Prof. Nagmani Mishra
AMAeSl, BAMEL-B2,M.tech

HAL-PRAVARA AVIATION INSTITUTE,

1st Floor, TTC Building, Airport Road, At Post: Air
Force Station, Ojhar. Tal:Niphad. Nashik 422221

ACADEMIC YEAR :- 2021-2022

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HAL-PRAVARA AVATION INSTITUTE

Affiliated to university of Mumbai,
Approved by DGCA [Govt of India]

CERTIFICATE

This is to certify that the project report entitled

“HYDRAULIC SYSTEM AND
DEMONSTRATION OF PRIMARY AND
SECONDARY CONTROL SURFACES
USING HYDRAULIC AND ELECTRICAL
POWER” has been completed by:
DHRUTIK PATEL
SIDDHESH SONAWNE
EDWIN MATHEW
KATAKAM MANIDEEP
ISA PAVAN RAJ
ABDUL AZEEZ
PARTH KULKARNI
RAYYAN GOLANDAJ
SAHIL BHARBHAT

As partial fulfillment of B.Sc. Aeronautics course in

Mechanical Stream under the UNIVERSITY OF
MUMBAI, during the academic year 2021-2022,
the said work has been carried out under my guidance,
assessed by us and we are satisfied that, the same is up to
the standard envisaged for the level of course.

Prof. K.G. KSHIRSAGAR Prof. C.R.MISHRA

Project guide Principal

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ACKNOWLEDGEMENT

We would like to express our gratitude and appreciation to all those who gave us the
opportunity to undertake and complete this project. A special thanks to our final year
project guide, Mr. Kailash Kshirsagar, whose help, stimulating suggestions,
encouragement and experience, helped us to coordinate our project especially in the
workshop work of this project.

Also, we would like to express our sincere gratitude to the Director of our college,
Mrs. Sushmita Vikhe Patil for providing us with all the financial support to build this
asset for our college and to our beloved Principal Mr. Chittaranjan Mishra for
providing us the time from our working hours of college for bringing this project to its
completion.

We would also like to acknowledge with much appreciation the crucial role of
Percisto Engineering, who gave the permission to use all the required machinery and
necessary material to complete this project.

A special thanks goes to my teammates and classmates, who helped us to overcome

the hardships which came across during the execution of this project.

Last but not the least, many thanks go to the other supervisors for their guidance,
especially in our project presentation that has improved our presentation skills by their
comments and tips.

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ABSTRACT

Hydraulic systems in aircraft provide a means for the operation of aircraft

components. The operation of landing gear, flaps, flight control surfaces and brakes is
largely accomplished with the help of hydraulic power systems.

Hydraulic system complexity varies from small aircrafts that require fluid only for
manual operation of the wheel brakes to large transport aircrafts where the systems are
large and complex. To achieve the necessary redundancy and reliability, the system
may consist of several subsystems.

Each subsystem has a power generating device (pump) reservoir, accumulator, heat
exchanger, filtering system, etc. System operating pressure may vary from a couple
hundred pounds per square inch (psi) in small aircraft and rotorcraft to 5,000 psi in
large transports.

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INDEX

Sr. No. Contents Page

No.

1. ACKNOWLEDGEMENT 04

2. ABSTRACT 05

3. LIST OF FIGURES. 07

4. INTRODUCTION 08

5. AIRCRAFT STRUCTURE 11

6. FLIGHT CONTROLS 18

7. HYDRAULIC SYSTEM 21

8. CONSTRUCTION PROCESSES 32

9. HYDRAULIC LINES SITEMAP FLOWCHART 34

10. OPERATIONS AND PRECAUTIONS 35

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CHAPTER 01

LIST OF FIGURES

Figure No. Figure Name

2.1 Power transmission in hydraulic system
2.2 Aircraft flight control surfaces
3.1 Early aircraft structures
3.2 Truss type structure
3.3 Beach starship Aircraft
3.4 Semi monocoque structure
3.5 Frames and bulkhead
3.6 Stringers and stressed skin
3.7 Backing plates
3.8 Aircraft windows
3.9 Passenger cabin windows
3.10 Aircraft wings
3.11 Types of wing structures
3.12 Bi-plane
3.13 Braced mono planes
3.14 Cantilever monoplanes
3.15 Types of spars
3.16 Aircraft wing fuel tanks
3.17 Torsion box
3.18 Ribs ,spars and stringers
3.19 Flanges
3.20 Airframe structure constructed for the project
4.1 Flight control surfaces
5.1 Hydraulic system flow chart

5.2 Open center hydraulic system

5.3 Close center hydraulic system

5.4 Hydraulic pumps power input

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5.5 Hand driven pump

5.6 Constant delivery fixed volume pump

5.7 Constant pressure variable volume pump

5.8 Reservoir

5.9 Filters

5.10 Accumulator

5.11 CUT- IN mode of ACV

5.12 CUT – OUT mode of ACV

5.13 Types of hydraulic actuators

5.14 Pressure relief valve

5.15 Priority valve

5.16 Non – return valve

5.17 Restricted flow valve

5.18 Shuttle valve

5.19 Sequence valve

5.20 Hydraulic fuses

6.1 Working processes

6.2 Internal parts of hydraulic actuators
6.3 Airframe construction processes
7.1 Hydraulic fluid lines in project

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CHAPTER 02
INTRODUCTION

1.1} What is Hydraulics?

• Hydraulics is a division of the science of fluid mechanics that includes the study of liquids
and their physical characteristics, both at rest and in motion.

1.2} Hydraulic System in an aircraft.

• Hydraulic system in aircraft provide a means for operation of large aircraft components.
• The operation of Landing Gear, Flaps, Control surfaces, braking system and other
components is largely accomplished with hydraulic power system.

Fig2.1Power transmission in hydraulic system

 It is a system where liquid under pressure is used to transmit this energy.

 Hydraulics systems take engine power and converts it to hydraulic power by means of a
hydraulic pump.
 This power can be distributed throughout the airplane by means of tubing that runs
through the aircraft
 A hydraulic pump converts mechanical power to hydraulic power.
 An actuating cylinder converts hydraulic power to mechanical power, e.g. Landing Gear
control system.

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1.3} What are aircraft control surfaces?

 Aircraft flight control surfaces are aerodynamic devices allowing a pilot to adjust and control
the aircraft’s flight altitude. Development of an effective set of flight control surfaces was a
critical advance in the development of aircraft.
 The Wright brothers are credited with developing the first practical control surfaces.
 Movement of any of the control surface changes the airflow and pressure distribution over
and around the airfoil.
 The below figure shows the control surfaces on modern aircrafts.

Fig 2.2 Aircraft flight control surfaces

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CHAPTER 03
AIRCRAFT STRUCTURE

3.1 INTRODUCTION
 The airframe is the basic structure of an aircraft and is designed to withstand all aerodynamic
forces, as well as the stresses imposed by the weight of the fuel, crew and payload.
 The structure of the aircraft must be strong enough to carry all the loads to which it might be
subjected including the repeated small to medium load experienced in normal flight and big
loads expressed during extreme conditions.
 To fly, an airplane’s exterior must have an aerodynamic shape having a high strength to
weight ratio that are capable of sustaining the forces necessary to balance the airplane in
flight.

3.2 HISTORY OF AIRCRAFT STRUCTURE

 Advances in materials and processes used to construct aircraft have led to their evolution
from simple wood truss structure to the sleek aerodynamic flying machines of today.
 The structure of the very first aircraft built were based on wood and impregnated fabric and
their flight controls were made of steel wires.
 Enough rigidity to lift the aircraft was sought with the material used.
 Hence, the design was needed where the distribution of force vectors were divided in such a
way that the stresses on the wood would not reach a point that could cause excessive torsion.

Fig 3.1 Early aircraft structures

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3. TYPES OF AIRCRAFT FUSELAGE CONSTRUCTION FRAMEWORK

Three main advancements of fuselage structures,
1. Truss / framework – light non- pressurized aircrafts.
2. Monocoque.
3. Semi-monocoque.

3.1 TRUSS TYPE OF STRUCTURE

Truss is an assembly of members

forming a rigid framework, it consists
of bars, beams, rods, tubes, wires etc.
 Sub classified as:
 Pratt truss.
 Wuarren truss.
 These type of structure are:
o Strong and easily
fig 3.2 Truss type structure
constructed
o Trouble free basic
structure
o Each tube carries load.

3.2 MONOCOQUE STRUCTURE

It’s a French word meaning single shell
o A full monocoque fuselage is the one
in which the fuselage skin carries all
the structure stresses.
o These constructions merely involve
the construction of tube or core
without internal structural members.
o These are especially useful with
f honeycomb or foam sandwich
composite structure.
ig 3.3 Beach starship
o These are light and stiff.
o Slight damage would damage the
structure.

3.3 SEMIMONOCOQUE STRUCTURE

o As the aircraft became larger, pure monocoque structure seems not be strong enough.
o Semi-monocoque structure consist of a framework of vertical and longitudinal members
covered with structural skin that carries a large percentage of the stresses imposed upon the
structure.

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fig3.4 Semi-monocoque structure

3.3.1 FUSELAGE CONSTRUCTION

The fuselage is an aircraft’s main body o
section holds crew, passengers, or
cargo.
In some aircrafts it may contain an
engine as well.
o The vertical members of the tailbone
are called frames or bulkhead.
o Between the principle vertical
members are the lighter formers or
rings to maintain the uniform shape of
the structure.
Fig 3.5 Frames and Bulkhead
Member of the framing of an aircraft
fuselage or nacelle are more
substantial than stringers which are
fitted where extra strength is needed.
These are carried continuous across
number of points of support.

Fig 3.6 Stringers and stressed skins

 The longitudinal members are called

stringers, and they serve to stiffen the
metal skin and prevent it from bulging Fig 3.7 Backing plate
or buckling under severe stress.  Backing plates are present at the
o Longerons are principle longitudinal cutouts such as doors and panels.

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3.7.1 AIRCRAFT WINDOWS

 Aircraft windows need to withstand
pressurization and bird strike.
 So, they are constructed from
toughened glass attached to vinyl
interlayer having property to deform at
strike.

Fig 3.8 Aircraft windows

3.7.2 PASSENGER CABIN WINDOWS
 Designed to be fail safe.
 Have two panes of acrylic plastics
mounted on airtight rubber seal into
metal window frame.

Fig 3.9 Passenger cabin windows

4. AIRCRAFT WINGS CONSTRUCTION

 The wings of the aircraft support
the aircraft in air.
 So, the wing should have
sufficient strength and stiffness to
be able to do this.

Fig 3.10 Aircraft wing

4.1 TYPES OF WING STRUCTURE

fig 3.11 Types of wing structures

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4.1.1. BIPLANE
o Imposes large drag therefore, used
in slow aircrafts.

Fig 3.12 Biplane

4.1.2. BRACED MONOPLANES

o Used on low speed aircrafts.
o Brace act as an in-flight tie to
takes tension load in-flight.
o Brace act as strut on ground to
take compression load.
o Brace is a failsafe structure.

Fig 3.13 Braced monoplanes

4.1.3. CANTILEVER MONOPLANE

o Constructed by building one or

more main load bearing members
know as spars.
o Spars run wingtip to wingtip,
either in single or connected
sections.
o Spars are failsafe structures.
o Spars withstand downward
bending stress on ground.
Fig 3.14 Cantilever monoplane
o Spars withstand upward-rearward
stress in-flight.
4.1.4 WING MAY BE CONSTRUCTED WITH
o Single spar construction.
o Twin spar construction.
o Multi spar construction.

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Fig 3.15 Types of spars

4.1.4 INFLIGHT BENDING STRESS

o In-flight bending stress relief is
provided by mounting engines on
wing and by locating major fuel tanks
on wing.
o Fuel usage procedures are designed
such that wing tank fuel is utilized at
the end.

Fig 3.16 Aircraft wing fuel tank

4.1.5 CONVENTIONAL SPAR CONSTRUCTION consist of

1. Front and rear spar, Torsion box-
 Torsion box is formed from spars ,
skin ,stringers and ribs.
 Torsion box functions as beam for
the wing.
 A spar on non-stressed skin wings
absorbs the wing stresses on the
ground and in flight.
 Spars on stressed skin wings are
assisted in this by the skin itself.
Fig 3.17 Torsion box

2. Stressed skin – reacting to bending and twisting force.

 It takes the load due to difference in
air pressure.
 Skin also withstands the stress due to
mass and inertia of fuel in the fuel
tank.
 The stress is carried span wise,
3. Stringers-
 Span wise members which give the
wing rigidity by stiffening skin in
compression.
 Stringers are modernly constructed by
forming internal ridges in skin.

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4. Ribs-
 Maintains airfoil shape of wing,
support spars, stringers and skin.
 A rib passes concentrated loads
from the engine, landing gear and
control surfaces into spars and
ribs.

Fig 3.18 Ribs, spars and stringers

5. Flanges-

Fig 3.19 Flanges

 Flanges are holes in the ribs.
 Flanges stiffen the ribs.

Fig 3.20Airframe structure constructed for the project

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CHAPTER 04
AIRCRAFT FLIGHT CONTROLS

 As discussed earlier, flight controls are necessary for pilot to adjust and control the aircraft’s
flight attitude.
 Aircraft flight controls are classified as
 Primary control surfaces.
 Auxiliary / secondary control surfaces.

Fig4.1 Flight control surfaces

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4.1 PRIMARY CONTROL SURFACES

4.1.1 AILERONS
The ailerons controls ROLL movement.
 On the outer edge of each wing, the two ailerons move in opposite directions, decreasing lift
on one wing while increasing in other, this causes the airplane to cause roll, to turn the
airplane the pilot uses the ailerons to tilt the wing in desired direction.
 Operated by – control column or control stick in the cockpit.

 4.1.2 FLAPS
Flaps are devices at the trailing edge of an airplane wings used to either increase lift or drag
depending on the selection of the pilot.
 The higher the selection of the flap is, the greater the drag. It is like when our palm is flat
against the wind flow as you stretch your hand out in a moving car. As you reduce the angle
against the airflow, the drag reduces and you get better lift whereby your hand moves up.
 Flaps are used when the aircraft is slowing down in preparation for a landing. They are
partially extended before takeoff to increase lift and reduce the runway distance required to
leave the ground. They are fully extended during the landing phase to allow the aircraft to
safely approach the runway at the lowest possible speed,
 There are many different types of flaps in airplanes but all serve the purpose of either
increasing the lift or drag depending on the need of the aircraft.

4.1.3 SLATS

 Their purpose is to increase lift during low speed operations such as takeoff, initial climb,
approach and landing.
 They accomplish this by increasing both the surface area and the camber of the wing by
deploying outwards and drooping downwards from the leading edge.

4.1.4 KRUEGER FLAPS

 In contrast to the slats, Krueger flaps increase wing camber by extending panels forward from
the lower surface of the wing.

4.1.5 SPOILERS

 In aeronautics, a spoiler [sometimes called a lift spoiler or lift dumper] is a device intended to
intentionally reduce the lift component of an airfoil in a controlled way.
 Spoilers are present on the top surface of the wing that can be extended upward into the airfoil
to spoil it.

4.1.6 RUDDERS

 The rudder controls yaw. Rudder may be single or two part / split type.
 Most of the aircraft have a single rudder hinged to the trailing edge of the vertical tail fin or
vertical stabilizer. It is controlled by a pair of foot operated rudder pedals in the cockpit.
 When the right pedal is pushed forward, it deflects the rudder to the right which move the
nose of the aircraft to the right and vice a versa

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4.1.7 ELEVATORS

 The elevator controls pitch, on the horizontal tail surface.

 The elevator lifts up and down decreasing and increasing lift on the tail. this lifts the airplane
up and down.
 Operated by – Control column or control stick.

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CHAPTER 05

BASIC HYDRAULIC SYSTEM

 Application of hydraulic system can be seen in aircrafts at

o Primary control surface boosters.
o Retraction and extension of landing gear.
o Sweep back and forth of wings.
o Opening and closing doors and hatchways.
o Wheel Braking system.
o Automatic pilot and gun turrets.
o Shock absorption systems and valve lifter systems.
o Dive, landing, speed and flap brakes.
o Pitch changing mechanism, spoilers on flaps.
o Nose wheel steering system.
o Engine jet nozzle control system.
o Any component which required higher force to operate like air intake protection
screen etc.
In this chapter we will understand how the hydraulic system functions and the basic
components of the system.

5.1 HYDRAULIC FLUID AND ITS PROPERTIES

 Hydraulic fluids make possible the transmission of pressure and energy.
 They also act as a lubricating medium, thereby reducing the friction between moving
parts and carrying away some of the heat.

5.1.1 HYDRAULIC FLUID PROPERTIES

Hydraulic fluid has compressibility approx 4000 psi
 It should have good lubricating properties.
 It should have good viscosity.
 It should have high boiling point.
 It should have low freezing point.
 It should resist cavitation .
 It should have high flash point.
 It should be non-corrosive in nature.
 It should resist evaporation.
 It should be free from sludging and foaming.
 It should be available at reasonable price.

 NOTE- No hydraulic fluid has all these properties.

 Use only specified fluid or accepted similar fluid or else breakdown of seals leading to oil
leakage.
 Also cause overheating, filters will be filled with debris.

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5.1.2 TYPES OF HYDRAULIC FLUIDS USED IN GENERAL AVIATION

1. DEFSTAN 91- 48
 Mineral based hydraulic fluid.
 Used in high pressure.
 Similar fluids – H515 NATO, OM15, MIL-H-5605F.
 These are red in color.
 These hydraulic fluids are used with synthetic neoprene rubber seals.

2. SKYDROL
 Synthetic based hydraulic oil.
 Have flash point of 172o C.
 These kinds of fluids are most dangerous to personnel.
 These are purple in color.
 It causes irritation to eyes and skin when prolonged exposure.
 Used with synthetic butyl rubber seals.
 These are less prone to cavitation as compared to mineral based oil.

NOTE-
Fluid color should not be considered for identification because they might lose their color.
Both of these type of fluids are flammable.

5.1.3 EFFICIENCY OF HYDRAULIC SYSTEM

o Efficiency of hydraulic system is governed by the resistance to motion encountered
by the fluid.
 Force is expanded in overcoming static resistance-
o Friction in cylinder caused by moving parts.
o Piston rod rubbing against bearing and seals.
o Fluid rubbing against fluid lines.
o God system is designed as fluid lines runs - Short, wide, straight and manufactured
with good internal finish.

5.2 HYDRAULIC SYSTEM WORKING PRINCIPLE

The hydraulic system works on the principle of Pascal’s law which says that the pressure in an
enclosed fluid is uniform in all directions.

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Fig 5.1 Hydraulic system flow chart

 Most aircraft hydraulic system are active system, where pump supplies the pressure.
 Its further classified into two types-
1. Open center.
2. Close center.

5.2.1 OPEN CENTER HYDRAULIC SYSTEM

 Only one surface can be operated at

one time.
 Mostly used in light aircraft which do
not require constant pressure to be
applied all the time.
 After completing the movement,
selector valve need to be returned to
normal.

Fig 5.2 Open center hydraulic system

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5.2.2 CLOSE SYSTEM HYDRAULIC SYSTEM

 Multiple surfaces can be operated at position after the movement is

the same time. completed.
 Mostly used in large aircraft.
 Usage is limited, depending on
volume flow capacity of the pump.
 When fixed volume constant
delivery pump is used, automatic
cutoff valve is required to divert pump
output to reservoir when pressure is
built up to normal pressure.
 Or else, variable volume constant
pressure pump is used. These pumps
automatically reduce delivery flow as
pressure increases. Fig 5.3 Close center hydraulic system
 In close center system there is no need
to return the selector valve to normal

5.3 BASIC COMPONENTS OF HYDRAULIC SYSTEM

5.3.1 HYDRAULIC POWERPACK

 It is an electrically driven pump, controlled by a pressure operated switch.

 It consists of an integrated reservoir and filter.
 Hydraulic pumps used in aircraft systems. Pumps are used to draw oil from reservoir and
deliver supply to the system

5.3.2 HYDRAULIC PUMPS MAY BE DRIVEN BY FOLLOWING

 Hand driven.
 Engine pump [mostly used].
 Electric pump.
 Pneumatic pump.
 Ram air turbine pump – solely to
operate primary control surfaces and
brake.
 Hydraulically operated through
transfer unit.

Fig 5.4 Hydraulic pumps power inputs

5.3.3 HAND DRIVEN PUMP

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 These are double acting pumps

delivering pressure at both strokes in a
very compact body.
 It incorporates non return valve and
relief valve.

Fig 5.5 Hand driven pump

5.3.4 TWO TYPES OF POWER PUMPS IN COMMON USE

1. CONSTANT DELIVERY FIXED VOLUME PUMP

 Example-spur gear displacement

pump. It has relatively large flow rate
but relatively low output pressure.
 Supplies fluid at constant rate,
irrespective of demand
 Requires an automatic cutoff valve.
 Also requires an accumulator.

Fig 5.6 Constant delivery fixed volume pump

2. CONSTANT PRESSURE VARIABLE VOLUME POWER PUMP

 Supplies variable volume of fluid and

controls its own pressure.
 Approx 3000-4000 psi

Fig 5.7 Constant pressure variable volume power

pump.

NOTE -

 Engine driven hydraulic pumps cannot be normally disconnected, so in event of engine fire or
internal pump leak.
 It is necessary to have methods of isolating the pump from flammable hydraulic supply.

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 This is achieved by using motorized firewall shutoff valve.

 If the pump continues to operate with this valve closed, it would suffer damages because of
lack of cooling or lubricating fluid
 Normally operating pressure in commercial aircraft is 3000psi.
 And in smaller aircraft is 1500 psi.

5.3.5 RESORVOIR

 No system is leak free, in fact a small amount of fluid is allowed to leak to maintain smooth
movement of piston.
 Also fluid expands and contracts as it is heated and cooled. Such extra fluid is stored in
reservoir when not in use
 The reservoir helps to prevent cavitation by providing head of fluid by the pump .to do this
the reservoir is located higher in the system than the pump to produce a positive pressure in
the pump inlet.
 Cavitation-when a hydraulic pump is operating as well as supplying pressure at its outlet, it
also sucks fluid in its inlet, this situation causes a big drop in pressure of the fluid and can
lead to low temperature boiling and formation of bubbles. When these bubbles pass through
the pressure side of the pump they implode with greater force. this is known as cavitation and
if this is allowed to happen can cause severe damage to the pump.
 In many installations, the reservoir is also pressurized by air from the engine compressor or
cabin pressurization system. It also helps to reduce cavitation at high altitude.
 Bootstrap method is also used to prevent cavitation used a piston in the reservoir operated by
its own pump pressure to pressurize the reservoir.
 Baffles and fins are fitted inside the reservoir to prevent squashing and foaming in the
reservoir during inflight maneuvering.
 Stack pipe – allow fluid to pass through main system pump. Backup pump takes fluid from
bottom of the tank. stack pipe ensures that if main pump is leaking there is fluid available for
backup pump to operate the system.

Fig 5.8 Reservoir

5.3.6 FILTERS

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 Filters are fitted in both suction and pressure lines i.e. both sides of the pumps. Filter should
also be present at the return line.
 A filter removes foreign particles from the fluid thus protecting seals and working
components of the system.
 Filters may be fitted with 1. A spring indication, spring comes out when filter is clogged.
2. Relief valve, which allows the passage of debris when filter is clogged .
3. May be fitted with both systems.
 Individual components have their small individual filters fitted with case strained filters.
 Filter elements may be manufactured as – paper, felt, gauze, metal wire or components apart
from wire elements, other filter elements are discarded after removal.

Fig 5.9 Filters

5.3.7 ACCUMULATOR

 It is a device used to store fluid under

pressure.

Two most commonly used accumulators,

1. Floating piston – most commonly used

type of accumulator.
2. Flexible diaphragm
 Accumulator helps to dampen out
pressure fluctuations. also provides
small emergency functions in event of
pump failure. Fig 5.10 Accumulator

5.3.8 AUTOMATIC CUTOFF VALVE [ACOV]

 If installed in a system employing constant delivery fixed volume pump to control system
pressure and provide the pump with idling circuit when no service is being selected. When
selector valve is moving ACOV operates and keep system running.
 ACOV operates in two modes,

1.CUT-IN

 Spring pressure > pump output.  Piston is down and puppet valve
closed.

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 Normal condition.
 When in non-operating condition of
system and pressure zero the valve
will be in CUT- IN position.

Fig 5.11 Cut –in mode of ACV

2.CUT-OUT

 Hydraulic pressure > spring

pressure.
 Piston is moved up and puppet
valve open.
 This allows the pump output to
return to reservoir.

Fig 5.12 Cut –out mode of ACV

5.3.9 HYDRAULIC ACTUATORS

 Hydraulic actuators are used to

convert fluid flow into linear or
rotating motion.
 All consist of an outer cylinder within
which slides a piston and a seal
assembly.
 Attached to the piston is a piston rod
/ram which passes through a seal and
wiper ring assembly fitted at the end
of the cylinder.
Fig 5.13 Types of hydraulic actuators
 Three types of actuators are used in
the aircraft.

1.Single acting actuator

 Powered Movement in one direction only.

 Other direction movement is achieved by spring force.
 Usually used in locking devices, example LG up lock.

2.Double acting actuator

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 Most commonly found.

 Powered movement in both directions.

3.Double acting balanced actuators

 Transmits equal force in both directions.

 Used in nose wheel steering.

5.3.10 PRESSURE RELIEF VALVE

 Used to relieve excess pressure caused by thermal expansion [thermal relief valve], or by
failure of normal system pressure control device [full flow relief valve].

Fig 5.14 Pressure relief valve

5.3.12 PRESSURE MAINTAINING VALVE / PRIORITY VALVE

 Isolates secondary services from the

pressure supply if system falls below
the predetermined value thus giving
priority to operation of primary
services.
 Prior to system start up with no
pressure in the system the spring
would hold the pressure maintaining
valve on its seat cutting off the fluid Fig 5.15 priority valve

supply to the secondary services.

5.3.13 NON-RETURN VALVE

 This valve permits flow in one  A solid one directional arrow is

direction but blocks the flow in present on the valve.
opposite direction. Also known as
check valve or Non reversible valve
has a lightly loaded spring.

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Fig 5.16 Non-return valve

5.3.14 RESTRICTED FLOW VALVE

 Designed to permit limited in one direction and full flow in other.

 Marked with dotted arrow in one direction and solid arrow in other direction.
 Used to slow the operation of service, example Landing gear lowering and flap retracting.
 Always used in the return line, if used in the pressure line it would cause cavitation.

Fig 5.17 restricted flow valve

5.3.15 SELECTOR VALVE

 Purpose to direct fluid to the appropriate side of an actuator and to provide a return path when
the fluid is displaced from the opposite side of an actuator

5.3.16 SHUTTLE VALVE

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 To enable an alternate hydraulic  Sequence valves controls the sequence

system to operate the same actuator as of operation between two branches in
the normal system a circuit.

Fig 5.18 Shuttle valve Fig 5.19 Sequence valve

5.3.17 SEQUENCE VALVE

5.3.18 HYDRAULIC FUSES

 Blocks / fuse lines when leak occurs.

fig 5.20 Hydraulic fuse

5.3.19 SEALS

 Primary purpose of seals is to prevent leakage from the fluid.

1. Static seals

 Static seals, gasket and packings are used in many locations and these prevent fluid leaks by
squeezing between two non-moving surfaces.

2. Dynamic seals

 Are fitted between moving surfaces. These are available in many shapes depending on the use
and pressure involved
 V- seals, U-seals – these are only effective in one direction
 O-seals, square seals - these are effective in both directions
 In high pressure operations, O ring is fitted with stiff backing ring

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CHAPTER 06
CONSTRUCTION PROCESSES

6.1 INITIAL PLANNING

Initially, our plan was to use high grade stainless steel for construction of airframe and aluminum
sheets to cover the aircraft skin. But due to its unavailability at the time and it was difficult to work
with the equipments in hand, we switched to mild steel strips for the construction of airframe
structure.

2.2TECHNIQUES PEFORMED DURING THE CONSTRUCTION

To complete this project, following we performed workshop practices and process,

 Use of measuring tools.
 Hand and power cutting tools
 Bending machines and hammer
 Electric and Gas welding.
 Drilling machine operations.
 Soldering.
 Rimming.
 Overhauling of valves.
 Lathe machine Operations.
 Workings on electronics.
 Working on LED’s.
 Setting up limit switches.
 Applying paint.
 Etc.

Fig 6.1Working processes

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6.2 IN-HOUSE DEVELOPMENT OF HYDRAULIC ACTUATORS

Fig 6.2 Internal parts of hydraulic actuators

6.3 AIRFRAME CONSTRUCTION

Fig 6.3 Airframe construction process

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CHAPTER 7 - HYDRAULIC LINES SITEMAP FLOWCHART

Fig 7.1 Hydraulic fluid lines

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CHAPTER 08
OPERATIONS AND PRECAUTIONS

HYDRAULIC SYSTEM AND OPERATION OF PRIMARY AND SECONDARY CONTROL

SURFACES BY HYDRAULIC AND ELECTRICAL SUPPLY.

Operation and Procedures: -

Strictly follow the instructions stepwise during operation to prevent any potential damage or failure
and also to prevent injuries
Steps Checklist Check for Solution
01 Check for leakages in the pressure and 1. If loosen. 1. tighten them with
return lines, along with all outputs. 2. Leak check. spanner.
connected to the valves. 2. Replace them if
needed.

02 Ensure all hydraulic lines are connected 1. If loosen 1.Tighten the line
firmly to the valve outputs 2. Leak check. 2. If it still continues,
remove the line , smooth
the end and attach it
again.

03 Ensure all the T-connections are tight 1. Any leakage or 1. Tighten them.
and proper. presence of oil on the 2. Replace the T- joints.
connectors.

04 Make sure the hydraulic lines are 1.If loosen. Tighten them.
connected properly to the inlets of the
cylinders
Note: To remove the lines from input of
the actuator, press the input in
direction of actuator then pull the hyd
lines in opposite direction.

05 Check the inputs of the actuator. 1.Leak check. Tighten them with
2. If loosen. spanner.

06 Ensure there is sufficient fluid Or else the pump Refill the reservoir to
remaining in the reservoir before would dry run and correct level.
turning the power supply ON. could even lead to
damage to the pump.
08 Check for any obstructions in the 1. If lines/ wires 1. Found- zip tie it
movement of actuators. obstruct. in a way it
2. Any structure doesn’t obstruct.
obstruction 2. Do not operate,
found . need structure
repair.

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09 Check for any free movements of 1.If free The hinges need to be
control surface without hydraulic movement adjusted properly
pressure applied found.
10 Check all the electrical wiring 1.If found Connect it properly
connections disconnected

11 Make sure every electrical input is 1.if found Arrange the necessary
single phase AC. Except the hydraulic different
pump.
12 Check for pump electrical connection 1.If found not Connect it properly
circuit , refer figure connected

13 Before turning the main supply ON, If not Get the switch to neutral/
ensure that the electrical controls are in OFF.
the neutral/OFF positions.
14 Turn ON the electrical power.

15 Check the flow of hydraulic fluid 1.If not found 1. Fill the hydraulic fluid
through the return line. Steady to proper level
2. no flow of 2.Reverse the 3-phase
fluid connection.
16 Check for Master Light ‘ON’. 1.Check for Check electrical wirings.
Amber Light

\After These Pre-Checks are ensured, follow the below mentioned procedures for the operation
of the model.
Before operating the control lever pay attention to the indicators [ visual and audio] and release
the levers to prevent excessive pressure build-up
steps procedure Snag
01 Confirm the pre-check list has been If skipped
done
AILERON OPERATION-

1. Before operating the aileron lever, check the
visual indication on the control panel.
2. Release the lever when ‘AILERON ‘ light
illuminates the signal will be followed by audio
It can be observed that when left wing’s inboard
and outboard ailerons moves down the right
wing’s inboard and outboard ailerons moves
upward.
FLAPS OPERATION-
1. Before operating the flap lever, check the visual
If the ‘AILERON’ light is on, then
operate the lever to’ L. AILERON UP’.
And vice a versa.
Release the lever immediately to prevent
damage to the fluid lines due to excessive
pressure build-up.
The same result would be seen in the
control panel lights ,the ‘AILERON’
light will illuminate when the movement
is completed.
If the ‘FLAP DOWN’ light is ON, then

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indication on the control panel. operate the lever to’ FLAP UP’.

If the ‘FLAP DOWN’ light is OFF, then

operate the lever to’ FLAP DOWN’.

2. Release the lever when ‘FLAPS DOWN ‘light
illuminates the signal will be followed by audio.
ELEVATOR OPERATION-
1. Before operating the Elevator lever, check the
visual indication on the control panel.
Release the lever immediately to prevent
damage to the fluid lines due to excessive
pressure build-up.
If the ‘ELEVATOR DOWN’ light is ON,
then operate the lever to’ ELEVATOR
UP’.

If the ‘ELEVATOR DOWN’ light is

OFF, then operate the lever to’ FLAP
DOWN’.

2. Release the lever when ‘ELEVATOR DOWN ‘ Release the lever immediately to prevent
light illuminates the signal will be followed by damage to the fluid lines due to excessive
audio. pressure build-up.
HYDRAULIC ACTUATOR OPERATION-
1. Before operating the Elevator lever, check the If the ’ACTUATOR EXT’ light is ON
visual indication on the control panel. move the lever to ‘ACTUATOR RET’
If the ’ACTUATOR EXT’ light is OFF
move the lever to ‘ACTUATOR EXT’
2. Release the lever when ‘ELEVATOR DOWN ‘ Release the lever immediately to prevent
light illuminates the signal will be followed by damage to the fluid lines due to excessive
audio. pressure build-up.
SLATS OPERATION-
1. Operation of slat is through toggle switch, on the
control panel namely ‘SLATS’
2. Operate the switch upwards to ‘UP’ for Operate the switch downwards to
RETRACTING slats ‘DOWN’ for DEPLOYING slats
NOTE: First note the initial position of slats
before operation
KREUGER FLAP OPERATION:
1. Operation of slat is through toggle switch, on
the control panel namely ‘KRUEGER FLAP’
2. Operate the switch upwards to ‘UP’ for Operate the switch downwards to
DEPLOYING Krueger flap. ‘DOWN’ for DEPLOYING Krueger
flaps.
NOTE: First note the initial position of slats
before operation
RUDDER OPERATION:
1. Operation of rudder is through toggle switch
on the control panel namely ‘KRUEGER

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FLAP’
Operate the switch upwards to ‘LEFT’ for Operate the switch downwards to
turning the rudder left . ‘RIGHT’ for turning the rudder
right.
NOTE: First note the initial position of
rudder
before operation

BEFORE TURNING OFF THE POWER SUPPLY

1. Confirm all surfaces are in neutral positions
2. Note all the lights are functional to identify any fault.
3. Note the fluid level in the reservoir. Refill if necessary.

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