Aircraft Hydraulic System

“BOEING 727 Airliner”

Report by:
1. AHMAD FATHI AZAD BIN ARZHAD
Class: 4BME1
Lecturer:
1. SIR RASHIDI

Summary
Hydraulic system is referred to as the system that used a fluid under pressure to drive
machinery or move mechanical components. The purpose of this report are to explain about
how the hydraulic system applied on the aircraft specifically for Aircraft Boeing 727 Airliner.
Virtually all aircraft make use of some hydraulically powered components. In light, general
aviation aircraft, this use might be limited to providing pressure to activate the wheel brakes.
In larger and more complex aircrafts, the use of hydraulically powered components is much
more common. Depending upon the aircraft concerned, a single hydraulic system, or two or
more hydraulic systems working together, might be used to power any or all of the following
components such as wheel brakes, nose wheel steering, landing gear retraction/extension,
flaps and slats, thrust reversers, spoilers/speed brakes, flight control surfaces, cargo
doors/loading ramps, windshield wipers and propeller pitch control.
In a hydraulic system, you're most likely aware that the system relief valve or even another
type of pressure setting device keeps the main system pressure. The purpose of the
pressure reduction values is to maintain correct secondary pressures in hydraulic system
branches.
The downstream pressure forces are what drives pressure lowering valves. This is what will
deliver the proper working pressure by allowing a pressure drop to occur in the valve's main
spool. The way a press-reducing valve works is by not being an on or off device. Conversely,
it provides a continuous pressure adjustment.

Table of Content

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No. Content Page
1. Introduction 4
2. Hydraulic System for Boeing 727 Airliner 5
3. System A and System B Interconnection 5-6
4. A System 6
5. B System 6
6. Stand-By System 7
7. Pressure Reducing Valve Operation 7-8
8. Conclusion 9
9. Reference 10

Introduction

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The word "hydraulics" is based on the Greek word for water, and was originally meant to
study water's physical behavior in rest and motion. Today the meaning has been expanded
to include all liquids, including hydraulic fluid, in their physical behavior. As for aviation,
hydraulic systems are not new. Hydraulic brake systems used in early aircraft. When aircraft
became more sophisticated, new hydraulic driven systems were developed. A hydraulic
system consists of three main mechanical components plus the hydraulic fluid. Such
components are the "pressure generator" or hydraulic pump, the hydraulically driven
"motor" that drive the part in question, and the "plumbing" system that contains and
channels the fluid as required throughout the aircraft. The reason for using hydraulics is
because, with a small volume of fluid (hydraulic oil), they can transmit a very high pressure
or force. Hydraulic system is very efficient, the fluid is nearly incompressible and can convey
high pressure but not lightweight compared to pneumatic system.
When it comes to hydraulics , for certain large machines and equipment , there are branches
of a fluid power circuit that need to operate at a lower pressure. A pressure-reducing valve
assists with that important job, which can prevent machine damage and a hefty bill of
maintenance. Basically, the pressure-reducing valve controls the downstream pressure or
outlet.

Hydraulic System for Boeing 727 Airliner

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 Figure 1 (Hydraulic System Schematic Diagram)

The Boeing 727 has three hydraulic systems including System A, System B, and a Standby
System. All Systems A and B are usually on at any time during flight. The Standby System
normally runs off during flight, unless necessary. Standby hydraulics provide lower rudder
and leading edge devices with control. All three systems have a nominal pressure of 3,000
PSI. Systems A and B have a pressure relief valve which is automatically activated at about
3,500 PSI. System A pumps are engine-driven (inoperative until engines 1 and/or 2 are
started). System B is driven by electrical pumps and can be used whenever AC electrical
power is available. The Standby system is also driven by an electrical pump and is activated
by either turning off System A pressure to the lower rudder or by turning the Alternate Flaps
Master Switch on.
System A and System B Interconnections
Although Systems A and B are independent of each other, there are interconnections
between the two. A balance line runs between System A and B hydraulic reservoirs. The
System B reservoir will always be full if the System A reservoir quantity is more than 2.5
gallons. Such an arrangement allows both reservoirs to be serviced from a single point. (The
Standby reservoir is also filled from the System A tank.) Should fluid quantity fall below 2.5
gallons, System A will be completely independent of System B. Hydraulic leaks in System B
would be initially indicated by decreasing hydraulic pressure in System A. The ground

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interconnect valve allows System B fluid to pressurize System A for check out when no
engines are running. (A source of AC power must be available to power System B. The brake
interconnect valve allows System A pressure to be applied to main wheel brakes in flight or
on the ground. This provides a "backup" source of hydraulic pressure for brakes. Nothing
else in System B can be supplied with System A pressure. Fluid for System A and System B is
cooled in heat exchangers in the Number 3 and Number 1 fuel tanks respectively.
"A" System
System consists of a single reservoir. Hydraulic power is supplied to the A system from two
engine driven pumps fitted to engines No1 and No2. The pump switches control solenoid
operated blocking valves, with the switches on, normal pump output is supplied to the
system. A small portion of the fluid that enters the pump is circulated through the pump
case for cooling and lubrication. As long the engines are operating regardless of the blocking
valve position this small amount of fluid leaves the pump and is cooled by a heat exchanger
in the No3 fuel tank heat exchanger before being returned to the system. Fluid shutoff valves
controlled by their respective switches control the fluid in the engine pump supply lines,
when closed fluid flow to the pump is isolated. (Includes lubricating and cooling fluid).
Pulling the fire switch on engine 1 or 2 will close these shutoff valves the fire switch also
deactivates the lower pressure warning light. System A and therefore system B and stand by
reservoirs are pressurized by engine bleed air from engines 1 & 2 this is applied to the
reservoir to ensure a positive supply of fluid to the pumps. A balance line connects the
system A reservoir to the system B reservoir at a level of 2.5 gall.
Systems Operated: Nose Wheel, Steering, Landing Gear, Tail Skid, Trailing Edge, Flaps,
Ground Spoilers, Leading Edge Devices, Lower Rudder, Ailerons, Elevators, Outboard
Spoilers.
"B" System
"B" system again contains a single reservoir supplying two electric AC pumps. It's reservoir is
more complicated that system "A" in that it has an auxiliary reservoir separated by a baffle
which is open at the top ("little b"), this is reserved for alternate extension of the leading
edge slats and flaps using stand by hydraulic power (more about that later). Each pump is
controlled by its individual selection switch with the switch ON normal hydraulic output
pressure is provided to the system. As in the "A" system a portion of the fluid is used for
cooling and lubrication of the pump but is returned via a heat exchanger in the no1 fuel
tank. If the pressure falls below the reset level a warning light will illuminate, sensors
monitor the fluid temperature and if activated will bring on an overheat light. A relay in the
overheat sensing circuit will cause the overheat light to go out when the affected pump is
turned off.
Systems Operated: Brakes, Inboard Spoilers, Upper Rudder, Aft Airstairs, Ailerons, Elevators.

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Stand-By System
The standby system reservoir supplies fluid to an AC electric motor driven pump. Positioning
the standby rudder switch or the alternate flap master to on will provide power to the
standby motor, which in turn supplies fluid pressure to the standby power module. System
pressure is indicated by a light. There is a overheat sensing to monitor fluid temperature
which will illuminate the overheat light for the standby system.
System operated: Lower Rudder Stand-By Actuator, Leading Edge Devices (Extension Only).

Pressure Reducing Valve Operation

A pressure-reducing valve is normally an open, 2-way valve that allows system pressure fluid
to flow through it until a set pressure is reached downstream. It then shifts to throttle flow
into the branch. The forces exerted by pressure downstream actuates a pressure-reducing
valve.
The forces exerted by pressure downstream actuates a pressure-reducing valve. A pressure
drop across the valve’s spring-based main spool is created by the forces establishing the
working pressure needed. The desired pressure setting is maintained by the position of it’s
main spool adjusting continuously.

If the primary diaphragm fails or malfunctions, the built- in back-up system enables the valve
to provide uninterrupted pressure management. When things such as dirt or debris causes
the primary diaphragm, pilot or strainer to malfunction or fail, the secondary system kicks in
to provide redundant control.
Pressure-reducing valves can go wrong in a number of ways. A low pressure at outlet port. If
this drops below what it should be, the first action to take is to check the pilot head spool
and seat. Check for wear and tear which may be affecting the drain flow. Too much drain
flow through this area of the valve will result in reduced pressure and therefore affect
performance.

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If you find that the valve will not retain a reduced pressure setting, and the pressure is
exceeding it, then check whether the pilot drain line is blocked or affected by contaminants.
This will increase pressure which will result in flow to the branch circuit. It’s also possible
that the main spool is stuck open due to contaminants blocking it. Again, there could be
scoring of either the main spool or bore.
If you find that you cannot adjust the value to the low pressure setting, even after turning
the adjustment knob, then check whether there is wear of the spool or bore. There may
even be a broken spring in the pilot head, which will mean not enough force between spool
to seat in the control head.
If there is not enough pressure at the output port, check whether the main spool is stuck in
the closed position. This will result in no pressure fluid being unable to flow to the branch.
Contaminants could be to blame.

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Conclusions
In conclusion, Hydraulics used in airplanes provide many different advantages. For instance,
they are very reliable and dependable systems, and they require a small number of moving
parts, which means fewer things can go wrong. They also respond very quickly to control
inputs, which is important because it directly affects the efficiency and safety of the airplane.

Reference
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 https://www.skybrary.aero/index.php/Hydraulic_Systems
 http://cyberpilot.tripod.com/hydraulic_system.html
 https://www.boeing-727.com/Data/systems/System%20Descriptions.pdf
 https://www.aircraftsystemstech.com/2017/04/aircraft-hydraulic-system.html

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