HYDRAULICS

POWER TRANSFER UNITS (PTUS)

Hydraulic motors are also used in power transfer units (PTUs). In a PTU, two units, a hydraulic pump
and hydraulic motor, are connected via a single drive shaft so that power can be transferred
between two hydraulic systems. Depending on the direction of power transfer, each unit works as
either a motor or a pump. The pressurized hydraulic system forces fluid through the motor which
turns the shaft of the pump that moves fluid through the second hydraulic system. us, power is
transferred from one system to the other. While the PTU transfers power, it does not transfer any
fluid from one system to the other.

Engine pump SW off means PUMP is in depressurized, what achieved by this?

Engine pump SW off means PUMP is in depressurized mode with EDV SOL IS energized. This time
Pump out put reduced to 450 psi for case cooling purpose. This time there is no fluid out put to the
system. Blocking valve close by EDP Pressure and control pressure pushes pump yoke to
perpendicular to pump shaft making the displacement of the pistons to nil postion. A pressure of
450 psi will be there for the pump case cooling.

HYDRAULIC FUSES

A hydraulic fuse is a safety device. Fuses may be installed at strategic locations throughout a
hydraulic system. They detect a sudden increase in flow, such as a burst downstream, and shut off
the fluid flow. By closing, a fuse preserves hydraulic fluid for the rest of the system. Hydraulic fuses
are fitted to the brake system, leading edge flap and slat extend and retract lines, nose landing gear
up and down lines, and the thrust reverser pressure and return lines.

In certain fluid power systems, the supply of fluid to a subsystem must be from more than one
source to meet system requirements. In some systems, an emergency system is provided as a source
of pressure in the event of normal system failure. e emergency system usually actuates only
essential components. e main purpose of the shuttle valve is to isolate the normal system from an
alternate or emergency system. It is small and simple; yet, it is a very important component.

PRESSURE REDUCERS

Pressure reducing valves are used in hydraulic systems where it is necessary to lower the normal
system operating pressure by a specified amount. Pressure reducing valves provide a steady
pressure into a system that operates at a lower pressure than the supply system. A reducing valve
can normally be set for any desired downstream pressure within the design limits of the valve. Once
the valve is set, the reduced pressure is maintained regardless of changes in supply pressure (as long
as the supply pressure is at least as high as the reduced pressure desired) and regardless of the
system load, if the load does not exceed the designed capacity of the reducer.

Pressure reducers are also there in HP pneumatic system as per the system requirements.
RAM AIR TURBINE (RAT)

A RAT is installed in the aircraft to provide electrical and hydraulic power if the primary sources of
aircraft power are lost. Ram air is used to turn the blades of a turbine that, in turn, operates a
hydraulic pump and generator. e turbine and pump assembly is generally installed on the inner
surface of a door installed in the fuselage e door is hinged, allowing the assembly to be extended
into the slipstream by pulling a manual release in the flight deck. In some aircraft, the RAT
automatically deploys when the main hydraulic pressure system fails and/or electrical system
malfunction occur.

DEPRESSURIZED MODE

When the solenoid valve is energized,

1. The EDV solenoid valve moves up against the spring force and the outlet fluid is ported to
the EDV control piston on the top of the compensator (depressurizing piston) The high-
pressure fluid pushes the compensator spool beyond its normal metering position. is
removes the compensator valve from the circuit and connects the actuator piston directly to
the pump outlet.
2. Outlet fluid is also ported to the blocking valve spring chamber, which equalizes pressure on
both sides of its plunger. The blocking valve closes due to the force of the blocking valve
spring and isolates the pump from the external hydraulic system.

This depressurization and blocking feature can be used to reduce the load on the engine during
start-up and, in a multiple engine drive pump system, to isolate one pump at a time and check for
proper system pressure output. It is also used to save the fluid and keep the case of the ED Pump
cooled and lubricated.
Rotary hand pumps can be used for servicing the hydraulic system in ground

Hand pumps are also installed to service the reservoirs from a single refilling station. Te single
refilling station reduces the chances for the introduction of fluid contamination.

Several types of hand pumps are used: single action, double action, and rotary.

A single action hand pump draws fluid into the pump on one stroke and pumps that fluid out on the
next stroke. It is rarely used in aircraft due to this inefficiency.

Double-action hand pumps produce fluid flow and pressure on each stroke of the handle.

PNEUMATICS

SOURCES

A medium-pressure pneumatic system (35-150 psi) does not include an air bottle/ storage reservoir.
Instead, it draws air from the compressor section of a turbine engine. is is known as bleed air and is
used to provide pneumatic power for engine starts, engine de-icing, wing de-icing, air conditioning
and more. In some cases, it provides hydraulic power to the aircraft systems (if the hydraulic system
is equipped with an air-driven hydraulic pump). Engine bleed air is also used to pressurize the
aircraft's hydraulic reservoirs, anti-ice the TAT probe and other applications specific to particular
aircraft. Ground sources of pneumatic air also are used. Fixed and portable cart-type units containing
engine-driven air supply compressors are connected into the pneumatic manifold to power the
pneumatic system without running the engines.

On the most modern aircraft, regulation is maintained electronically. Digital data buses supply inputs
to central pneumatic system control computers. The computers set the position of the various valves
in the system to meet demand. The dominant use of pneumatic air is cabin air conditioning. On a
Boeing 777, therefore, the computer that regulates the pneumatic system is called the air supply
cabin pressure controller (ASCPC). There are two ASCPCs located in the main equipment center.
They use data about the air sources and air end user components and sub-systems to select the
regulating valve positions. Environmental conditions, engine, APU and airframe status conditions as
well as flight status conditions are all factors considered for control.

The engine bleed air distribution system interconnects the engine bleeds of the engines and APU
and contains the necessary valves to shut off bleed air at each engine and isolate various ducts. The
medium pressure pneumatic system is generally characterized by the use of 3–4-inch diameter
ducting. The pneumatic manifold, which is itself ducting, distributes the air through the use of
control valves leading to various pneumatic systems components and sub-systems. The ducts into
which the control valves direct the air are of various sizes. High volume ducting (3–4-inch diameter)
is used for engine starting and wing anti-ice and air conditioning. These ducts are made of stainless
stell or titanium alloy for wet saving and for their tolerance to high temperature.

PRSOV ( ON OFF AND MODULATING VALVE)

Pressure regulating and shut off valve: - Operated by pressure regulating and shut off valve
controller which supply pneumatic mussel pressure to actuate the valve. pressure regulating and
shut off valve controller gets control signal from ASCPC (Air supply cabin pressure controllers/
pneumatic controller, an electronic controller) Pressure regulating and shut off valve modulates to
control the pressure and flow of pneumatic supply to the pneumatic manifold.

HP VALVE: - ( ON OFF AND MODULATING VALVE)

High Pressure and Fan Air Controller modulate the position of HP valve and Fan air valve by
pneumatic pressure upon getting control signal from the ASCPC. HP valve modulates to supply and
augment pneumatic pressure and flow to Pressure regulating and shut off valve the meet the
demand of the system depending on the speed of the Jet Turbine Engine and as per the demand of
the system, especially during multiple system operation or in high demand situation through.

Fan Air Modulating Valve ( ON OFF AND MODULATING VALVE)

actuated by the High Pressure and Fan Air Controller as per the control signal from ASCPC and supply
fan to the heat exchanger to control the temperature of the bleed air supplied to the pneumatic
manifold

Relief settings on some Boeing 737's are in the 80-110 psi range. This to protect the system from
getting damaged due over pressure

The temperature switches illuminate the trip lights and the corresponding engine bleed valve closes
automatically when the bleed air temperature exceeds approximately 490 °F. This to protect the
system from over temperature.

STORAGE Bleed air pneumatic systems normally do not store pneumatic air in any particular
container like the reservoir bottles of a high-pressure pneumatic systems. Each turbine engine and
the APU supply the bleed air.

High pressure pneumatic systems are sometimes used for:

• Brakes • Opening and closing dooirs • Driving hydraulic pumps, alternators, starters, water
injection pumps, etc. • Operating emergency devices such as brakes and landing gear.

COCKPIT Much of the vacuum system ( and or LP Pneumaic) is located behind the instrument panel.
Mounted in the panel are the 4-way selector valve, turn and bank selector valve and a system
vacuum gauge. Tubing and connections for the gyroscopic instruments are behind the instrument
panel.

SYSTEM LAYOUT Many high pressure pneumatic systems are installed for one-time emergency or
back-up use and are completely discharged when used. They use pressurized air or nitrogen
pressurized containers with no on-board means provided to re-pressurize the system once deployed.
Other high pressure pneumatic systems use pressurized containers that are re-charged during flight
through the action of compressors installed in the system. is type of installation allows the
pneumatic system to operate components repeatedly rather than just once in a manner similar to a
hydraulic system

STORAGE

For high-pressure systems, air is usually stored in metal bottles (pressures ranging from 1 000 to 3
000 psi, depending on the particular system). The high pressure storage cylinder is typically a light
weight steelconstructed reservoir. e date of manufacture and safe working pressure should be on
the reservoir as well as a date stamped for the performance of the last hydrostatic test. It is common
practice for these high pressure containers to be inspected often and removed periodically for
hydrostatic checks. A standpipe is commonly used at the discharge port to prevent any water that
has collected inside the container from entering the system. Air flowing out of the container must go
through the end of the standpipe which is elevated above any conceivable water level. is type of
container is used in both onetime and multi-deployment systems.

CHARGING Charging of high pressure bottles is done with either an on-board compressor or a
ground source. The typical high-pressure storage bottle has two ports, one of which is equipped with
a charging valve. A groundoperated compressor or air bottle can be connected to this valve to add
air. Nitrogen may also be introduce through this valve. For on-board charging, the charging valve is
plumbed to the compressor outlet. e other valve on a typical high pressure pneumatic reservoir is a
control valve. It acts as a shutoff valve, keeping air trapped inside the bottle until the system is
operated. is valve must be opened if fitted when installed in a chargeable system. Reservoir contents
stays held in the bottle with system pressure. A pressure switch is used for flight deck warnings

INTERFACE WITH OTHER SYSTEMS

Pneumatic systems interface with other types of systems on many aircraft. The most common
interface is with portions of the aircraft hydraulic system. As mentioned in the discussion on high
pressure pneumatic systems, interface of emergency high pressure pneumatic system air with a
normally hydraulic braking system is common. Use of a shuttle valve prioritizes the flow of air and
directs it into the brake actuating mechanisms. The seals installed for hydraulic use are sufficient for
use in the one type deployment of emergency brakes by pressurized air. Hydraulic system actuators
are designed primarily for use with hydraulic fluid. Use with air is limited to one time emergency
operations.

However, pneumatic power may be used to supplement and backup hydraulic system components
without loss of performance. This is done by turning a hydraulic pump with pneumatic power. The
pneumatically driven hydraulic pump then supplies the hydraulic system components with fluid in
the usual engineered manner.

INDICATIONS AND WARNINGS

There are few indications and warnings associated with the pneumatic system. Pneumatic manifold
pressure is a key parameter monitored on the flight deck. Twin engine airliners typically have a
pressure transmitter mounted in each section of the pneumatic manifold associated with an engine.
These transducers send an electric signal to a dual gauge on the pneumatic control panel. Isolation
valve control switches are located nearby. A low or no pressure situation can be handled by closing
an isolation valve and using the remaining pressure to supply all pneumatic requirements. One
transmitter is used for each engine. Both pressure transmitters are connected to a dual pressure
indicator on the overhead panel. Engine bleed pneumatic system temperature is also monitored. On
a Boeing 737, indication consists of over temperature switches located in the ducting system. The
switches are wired to trip lights on the flight deck overhead panel.

The temperature switches illuminate the trip lights and the corresponding engine bleed valve closes
automatically when the bleed air temperature exceeds approximately 490 °F. This to protect the
system from over temperature.

COMAPIR HP ,LP and MP pneumatic system

Why HP pneumatic system is not much more noticeable in modern jet airliner now a days

OXYGEN SYSTEM and SAFETY

Precautions must be observed when working with or around pure oxygen. It readily combines with
other substances, some in a violent and explosive manner. As mentioned, it is extremely important
to keep distance between pure oxygen and petroleum products. When allowed to combine, an
explosion can result. Additionally, there are a variety of inspection and maintenance practices that
should be followed to ensure safety when working with oxygen and oxygen systems. Care should be
used and, as much as possible, maintenance should be done outside. When working on an oxygen
system, it is essential that the warnings and precautions given in the aircraft maintenance manual be
carefully observed. Before any work is attempted, an adequate fire extinguisher should be on hand.
Cordon off the area and post NO SMOKING placards. Ensure that all tools and servicing equipment
are clean and avoid power on checks and use of the aircraft electrical system. When working around
oxygen and oxygen systems, cleanliness enhances safety. Clean, grease-free hands, clothes, and
tools are essential. A good practice is to use only tools dedicated for work on oxygen systems. ere
should be absolutely no smoking or open flames within a minimum of 50 feet of the work area.
Always use protective caps and plugs when working with oxygen cylinders, system components, or
plumbing. Do not use any kind of adhesive tape. Oxygen cylinders should be stored in a designated,
cool, ventilated area in the hanger away from petroleum products or heat sources.

Oxygen system maintenance should not be accomplished until the valve on the oxygen supply
cylinder is closed and pressure is released from the system. Fittings should be unscrewed slowly to
allow any residual pressure to dissipate. All oxygen lines should be marked and should have at least
2 inches of clearance from moving parts, electrical wiring, and all fluid lines. Adequate clearance
must also be provided from hot ducts and other sources that might heat the oxygen. A pressure and
leak check must be performed each time the system is opened for maintenance. Do not use any
lubricants, sealers, cleaners, etc., unless specifically approved for oxygen system use.

The crew can deploy passenger emergency continuous flow oxygen masks and supply with a switch
if auto system operated by aneroid switch is not there or not functioning,
Gaseous breathing oxygen used in aircraft is a special type of oxygen containing practically no water
vapor and is at least 99.5% pure. While other types of oxygen (welder, hospital) may be pure
enough, they usually contain water, which might freeze and block the oxygen system plumbing
especially at high altitudes. Gaseous breathing oxygen is generally supplied in 220- to 250-cu. ft.
high-pressure cylinders. The cylinders are identified by their dark green color with a white band
painted around the upper part of the cylinder. The words "OXYGEN AVIATORS' BREATHING" are also
stenciled in white letters, lengthwise along the cylinders.
continuous-flow and demand flow. In some aircraft, a continuous-flow oxygen system is installed for
both passengers and crew. The pressure demand system is widely used as a crew system, especially
on the larger transport aircraft. Many aircraft have a combination ofboth systems that may be
augmented by portable equipment.

A more sophisticated continuous-flow oxygen system uses a regulator that is adjustable to provide
varying amounts of oxygen flow to match increasing need as altitude increases. These regulators can
be manual or automatic in design. Manual continuous-flow regulators are adjusted by the crew as
altitude changes. Automatic continuous flow regulators have a built in aneroid. As the aneroid
expands with altitude, a mechanism allows more oxygen to flow though the regulator to the users.

A manual continuous flow oxygen system may have a regulator that is adjusted by the pilot as
altitude varies. By turning the knob, the left gauge can be made to match the flight altitude thus
increasing and decreasing flow as altitude changes.
 Continuous Flow Regulators
Regulators
There are two basic types of regulators in use, and each type has variations. Low-demand systems,
such as are used in smaller piston-engine powered gen- eral aviation aircraft, generally use a
continuous flow regulator. This type of regulator allows oxygen to flow from the storage cylinder
regardless of whether the user is inhaling or exhaling. Continuous flow systems do not use oxygen
economically, but their simplicity and low cost make them desirable when the demands are
low. The emergency oxygen systems that drop masks to the passengers of large jet transport
aircraft in the event of cabin depressurization are of the continuous flow type.

Continuous Flow Regulators are of either the manual or automatic type. Both of these are
inefficient in that they do not meter the oxygen flow according to the individual's needs.
Manual Continuous Flow Regulators typically con- sist of two gauges and an adjustment knob. One
typical regulator has a gauge on the right that shows the pressure of the oxygen in the system and
indicates indirectly the amount of oxygen available. The other gauge is a flow indicator
and is adjusted by the knob in the lower center of the regulator. The user adjusts the knob so that
the flow indicator nee- dle matches the altitude being flown. The regulator meters the correct amount
of oxygen for the selected altitude. If the flight altitude changes, the pilot must remember to readjust
the flow rate.