UNIVERSITI KUALA LUMPUR

MALAYSIAN INSTITUTE OF AVIATION TECHNOLOGY

AAB20603
HYDRAULIC AND PNEUMATICS SYSTEM

ASSIGNMENT 1:
AIRCRAFT B-727 HYRDRAULIC SYSTEMS
OPERATION OF RAM AIR TURBINE (RAT)

LECTURER
SIR RASHIDI BIN RAHIM

STUDENT
NAME STUDENT ID
MUHAMMAD ATIF BIN MAT ZUKI 53211222018

CLASS:
4BMe1

SESSION JULY 2023

 Table of Contents

Contents
Table of Contents...........................................................................................................2

Introduction.................................................................................................................... 3

Boeing 727 Hydraulic Systems.....................................................................................4

Hydraulic Servicing and Inspection...........................................................................14

Conclusion....................................................................................................................17

RAM AIR TURBINE (RAT)............................................................................................18

Conclusions..................................................................................................................23

References....................................................................................................................24

2
 Introduction

The word "hydraulics" is based on the Greek word for water and was originally
meant to study water's physical behaviour in rest and motion. Today the meaning has
been expanded to include all liquids, including hydraulic fluid, in their physical
behaviour. 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.

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 Boeing 727 Hydraulic Systems

The Boeing 727 has three hydraulic systems -- System A, System B, and a
Standby System. During flight, both Systems A and B are normally on at all times. The
Standby System is normally off during flight unless needed. Standby hydraulics power
the lower rudder and leading edge devices. 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.

Figure 1: B-727 Hydraulic Power Systems

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 Hydraulic Accumulator
Hydraulic accumulators absorb surges in hydraulic pressure and are
incorporated into both Systems A and B. The accumulator uses a 1,000 PSI air
precharge. Should hydraulic pressure exceed the precharge, the accumulator pressure
will equalize the system pressure. (With a hydraulic system depressurized, accumulator
pressure should be 1,000 PSI.) Loss of precharge pressure will result in inaccurately
low hydraulic pressure indications.

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 System A
The system only has one reservoir. The A system receives hydraulic power from
two engine-driven pumps installed on engines No. 1 and No. Pump switches control
solenoid-operated blocking valves; when the switches are activated, the system
receives regular pump output. To cool and lubricate the pump, a little amount of the fluid
that enters the pump is circulated through the pump casing. This tiny amount of fluid
leaves the pump and is cooled by a heat exchanger in the No. 3 fuel tank heat
exchanger before being reintroduced to the system as long as the engines are running,
regardless of the blocking valve position.

Figure 2: System A

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 When the fluid supply lines to the engine pump are closed, fluid shutoff valves
controlled by corresponding switches isolate the fluid flow to the pump. (Includes
cooling and lubricating fluid). These shutdown valves can be closed by pulling the fire
switch on either engine 1 or engine 2. The fire switch also turns off the low-pressure
warning light.
Engine bleed air from engines 1 and 2 is fed to the reservoir to pressurize
System A, and as a result, System B and standby reservoirs. This is done to guarantee
a constant supply of fluid to the pumps. At a level of 2.5 gallons, a balance line joins the
reservoirs of systems A and B.

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 System B
"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
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 preset 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. A simplified view of the system is
the same as the above diagram but with no blocking valve or shut off valve.
Recall that the System B pumps are electrically driven. They deliver fluid at a
constant pressure of 3,000 PSI. The flow rate depends on system demand.
When System B pump switches are turned off, the electric motor stops and all
pump output ceases. System B pump switches should be turned off when the aircraft is
shut down to prolong the life of the electric motors.
Fluid Quantity....................Full if system "A" quantity over 2.5 gall
System Pressure............2,800 - 3100 psi (red line @ 3,500)
Baffle level (little B) ............1.1 gall
Do not operate a system "B" pump with less than 1,300 lbs in fuel tank No1. Any
one hydraulic system "B" pump should not be operated more than 5 times in 5 mins.
After this period the pump must be left on for 5 min's or off for 30 mins.
Systems Operated:
 Brakes
 Inboard Spoilers
 Upper Rudder
 Aft Airstairs
 Ailerons
 Elevators

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 Figure 3: System B Electric Motor Driven Pump

System B Operation
A. System B reservoir supplies a positive flow of fluid to the electric motor-driven
pumps (Fig. 2). Two switches on the third crewman's panel control the two electric
motor-driven pumps. Positioning the switches to ON energizes the 28-volt dc relay
connecting 115-volt, 3-phase ac power to the pump motors. The pumps supply fluid
through a pressure filter to the hydraulic operated systems upon demand. The pumps
start at full volume flow. As pressure increases to 1275 325 psi, the pump low pressure
warning switch is actuated opening the circuit to the pump low pressure warning light.
As system pressure approaches 3000 psi, the pumps automatically adjust output to the
need of the system. If system pressure increases to 3500 50 psi the system relief valve
will open to reduce pressure, then reset at either 3100 psi for earlier airplanes or at
3400 psi for later airplanes. For cooling and lubrication, fluid circulates through the
pump and back to the reservoir through a case drain filter, check valve, heat exchanger
and a return filter module. To shut down the electric motor-driven pumps the pump
switches are positioned to OFF.

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 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 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.

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 Figure 4: B-727 Hydraulic System A and System B Interconnections.
Standby System
If System A fails, the Standby system (pressure provided by an electrical pump)
provides hydraulic pressure to operate the lower rudder and leading edge [wing]
components. The electrical operation of the trailing edge flaps is made possible by
alternative flap switches. The leading edge devices cannot be retracted using “Alternate
Flaps” controls once they have been lowered because they are secured in place by
mechanical locks. (The electrical motors can retract the trailing edge flaps that are
typically on System A.)
Standby Rudder
Positioning the standby rudder switch to on, the system “A” rudder power switch
is selected off. With “A” system off hydraulic fluid is isolated from the lower rudder
power unit, standby system pressure repositions a selector valve to allow the standby
system to power the lower rudder standby power control unit.
Alternate flap
Positioning the alternate flaps master switch on arms the alternate flap switches
(2). Moving either switch to down opens the leading edge flaps and slats sov. The
standby system pressure then drives a hydraulic motor portion of a pump assembly.
The pump portion of this assembly uses fluid from “little b” to extend the leading edge
devices.

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12
Figure 5: Location of the Standby System

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Figure 6: Schematic Diagram of Standby System

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 Hydraulic Servicing and Inspection

System A
A. To pressurize the hydraulic system A, three methods can be used:
hydraulic service cart, system B using electric motor-driven pumps, or system A engine-
driven pump. Pressurizing the A system will supply hydraulic power to the rudder,
aileron, spoiler system, flaps and landing gears. Isolate or tag systems not being tested
to prevent injury to personnel or damage to airplane and equipment. Engine No. 1 and 2
pump switches located on the third crewman's panel (P4), are normally in the ON
position during all ground maintenance activities except when actually testing the pump
depressurization valve and electrical circuit. When switches are placed in the OFF
position, the depressurization valve solenoids are energized and the pumps are
depressurized. Switches must be returned to the ON position after completing
operational test of the pump depressurization valve.
B. Should fluid spill on airplane, decontaminate (Ref Chapter 12, Cleaning and
Washing).

Hydraulic System A Inspection

Examine hydraulic system A tubing in the nacelle area for discoloration which
indicates overheating of hydraulic fluid. The tubing is accessible by raising the
applicable engine cowl panels.
Examine hydraulic system A fittings and components.
 Examine all system A fittings and components for nicks, gouges and tightness of
connecting lines and fittings.
 Pressurize hydraulic system A. Refer to Hydraulic System A -Maintenance
Practices.
 Examine connecting lines, fittings and system A components for evidence of
external leakage.
 Depressurize hydraulic system A. Refer to Hydraulic System A -Maintenance
Practices.
 Remove and replace or repair leaking hydraulic components.

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Examine hydraulic system A filters.
 At regular intervals replace or clean system A case drain filter element. During
removal examine magnetic plug and filter element for contamination.
NOTE: If paper filter element is used, examine for contamination by cutting the element
and laying the paper out flat.
 If excessive amount of metal particles are found in the case drain filter proceed
with the following steps:
(a) Remove and overhaul the associated pump.
(b) Clean case drain filter bowl and replace element. See 29-11-41, System A
Hydraulic Pump Case Drain Filter.
(c) Examine system pressure and return filter elements for contamination.
 If sufficient contamination is found in system A pressure and return filter, to
warrant a pump change proceed with the following:
(a) Flush hydraulic pressure line. Refer to Hydraulic System A -Maintenance
Practices.
(b) Remove and thoroughly clean filter bowls. Replace with clean elements. Refer to
29-11-62, System A Hydraulic Pressure Filter and 29-11-101 or 29-11-102,
System A Hydraulic Return Filter.

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System B

Check Hydraulic System B Tubing

Check hydraulic tubing in the left fairing area for discoloration which indicates
overheating of hydraulic fluid. The tubing is accessible by opening hydraulic access
door, 3501.

Check Hydraulic System B Filters

At regular intervals visually inspect the system B pump case drain filters
magnetic plugs and filters for contamination and metallix particles and clean the case
drain filter bowl and element. If contamination is obvious due to metallic particles or
suspected by virtue of water, MIL-oil, dirt, etc., the remaining system filters must be
checked and pump removal should be considered depending on amount and type of
contamination. If metal contamination is found, proceed with the following steps:
(1) Remove and overhaul the associated pump.
(2) Clean case drain filter bowl and element per step (6).
(3) Check system B pressure filter element. If no contamination is found replace the
filter element.
(4) If the system B pressure filter is contaminated, proceed with step (6) and check
system B return filter element. If no contamination is found, replace the filter
element.
(5) If system B return filter element is contaminated, proceed with step (6).
(6) Remove and clean filter element and filter bowl thoroughly and install cleaned
filter element and bowl. See 29-12-21, "System B Hydraulic Pump Case Drain
Filter - Maintenance Practices," or 29-12-32, "System B Hydraulic Pressure Filter
- Servicing" or 29-12-51, "System B Return Filter - Maintenance Practices."
NOTE: The most effective means of cleaning metallic filter elements is the ultrasonic
method.

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 Conclusion
In conclusion, the hydraulic systems of the Boeing 727 aircraft play a pivotal role
in ensuring its safe and efficient operation. These systems are responsible for
controlling critical functions such as flight surfaces, landing gear, and braking, all of
which are essential for the aircraft's performance during various phases of flight. Proper
maintenance and servicing of the hydraulic systems are paramount, not only to comply
with aviation regulations but also to guarantee the safety of passengers and crew.
Maintenance procedures for the Boeing 727's hydraulic systems involve thorough
inspections, fluid checks, filter replacements, pressure tests, and component
assessments. These meticulous processes are carried out by highly trained and
certified aviation technicians who adhere to strict safety protocols and record their
actions meticulously.
The reliability of the hydraulic systems is a testament to Boeing's engineering
excellence, contributing to the aircraft's decades-long service record. However, as with
any complex machinery, regular servicing, and preventive maintenance are
indispensable to mitigate wear and tear, prevent malfunctions, and ensure the
continued airworthiness of the Boeing 727.
In an industry where safety is paramount, the meticulous care and attention given
to the hydraulic systems of the Boeing 727 are emblematic of the rigorous standards
upheld in aviation maintenance. These systems remain an integral part of this iconic
aircraft's legacy, ensuring its continued service in various roles worldwide.

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 RAM AIR TURBINE (RAT)
Thousands of turbofan-powered airliners operate scheduled commercial flights
every day. In the case of a loss of power, pilots can generally rely on a plane's Auxiliary
Power Unit (APU). However, aircraft manufacturers also need to mitigate instances in
which the APU also fails. For this purpose, aircraft are fitted with a Ram Air Turbine
(RAT). A Ram Air Turbine (RAT) is a small turbine that is installed in an aircraft and
used as an alternate or emergency hydraulic or electrical power source. The RAT
generates power from the airstream based on the speed of the aircraft and is connected
to an electrical generator or to a hydraulic pump.
In general, modern aircraft only utilize the RAT in emergency: either in the event
of loss of hydraulic systems or following the loss of primary electrical generation. In
these cases, the RAT will power vital systems such as flight controls or flight-critical
instrumentation, navigation, and communication equipment. Some RATs produce only
hydraulic power which in turn is used to power an electrical generator. Under normal
conditions, the RAT is stowed in a compartment in the fuselage or wing. It can be
deployed manually when required or, in some installations, will deploy automatically
following a complete loss of AC power.
In the interval between power loss and RAT deployment, aircraft batteries are
used to power essential instrumentation. RATs are common in military aircraft which
must be capable of surviving sudden and complete loss of power. In other military uses,
pod-fitted systems such as the M61A1 Vulcan cannon or high-powered electronics such
as the AN/ALQ-99 jamming system can be powered by a RAT in standard operation.
This allows their installation on a standard hardpoint, without requiring a pod-specific
power supply. Also, some free-fall nuclear weapons, such as the British Yellow Sun and
Red Beard, used RATs to power radar altimeters and firing circuits; these were a more
reliable alternative to batteries.
The operation of the RAT when starts to deploy it is designed as a backup to
supply flight control by hydraulic power and electricity via an emergency electric
generator. If loss engine in the RAT will deploy due to loss electric supply both main
Buss bars. During this situation RAT will supply hydraulic power which is used to power
emergency electrical generator.
The EMER GEN will supply the electrical power into primary instrument and
critical system. In The captain PFD (Primary flight Display) the only will remaining and
will take control. Then the ECAM is very limited being start displayed on the E/WD
(Engine/Warning Display). By the EMER GEN will start to be supplied by the RAT will
be limited in PFD (Primary Flight Display) the number 1 navigation the system (VOR1,
ILS1, GPS1) and radio communication on VHF 1 only. During the final stage of the
approach the EMER GEN will start to disconnect the (electrical power supplied by the
batteries) to free up the RAT to solely supply hydraulic power. Finally, The EMER GEN

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will supply 5 KVA of three-phase 115 volt and 200-volt 400 HZ electricity. DC power is
supplied to the ESS DC Busbar by the ESS TR (Essential Transformer Rectifier) Once
deployed, the RAT cannot be restowed in the air – it can only be restowed by a
maintenance crew on the ground.

The ultimate emergency power system comprises:

a) A mounting bracket attached to the aircraft structure, upon which is fitted:
 The ram air turbine, consisting of:
o A propellor,
o A pivoted support Leg assembly.
 A gearbox.
 Two hydraulic pumps.
 Two hydraulic fluid distribution modules.
 The stowed position locking device.
b) An ejection jacks.
c) Two HP filters.
d) A control panel.

Turbine Assembly
The turbine assembly consists of a hub on which are mounted two blades, pitch
variation of which is controlled hydraulically. A latch engages in a notch in the hub and
locks the turbine assembly in the stowed position. The latch, controlled by a cam on the
pivot shaft of the support Leg, frees the turbine when it is about 10° from its deployed
position. The pitch control system is installed in the hub casing. It enables the turbine to
be maintained at a constant speed of rotation, whatever the relative wind speed, or the
hydraulic pump load.
It comprises:
 A pitch change control piston. The blades are rotated about their longitudinal axis
by the forward movement of the piston, engaging an eccentric pin. In the
absence of hydraulic pressure, the piston is moved back into the rear position by
a return spring.
 A pilot valve which controls the hydraulic pressure applied to the piston. Valve
displacement is controlled by governor weights and a return spring.
 A hydraulic gyrator pump, driven by the turbine and supplied from a Green
hydraulic fluid circulation loop incorporated in the support leg.
 An offload valve limits its delivery pressure rate.

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Operation
 System hydraulic pressure is at zero.
 The fly weights are in the rest position. The pilot valve, under return spring
influence, is in the forward position, leaving the port clear for the passage of
hydraulic fluid to the piston.
 The piston, under its own return spring load is in the rear position holding the
turbine blades at course pitch.

Speed adjustment
 The turbine begins to rotate at course pitch’ driving the pitch control hydraulic
pump.
 The piston is moved forward by pressure from the pump and bears on the pin.
The blades move towards fine pitch and their rotational speed increases.
 The governor fly weights move away from each other and actuate the pilot valve,
which gradually closes the fluid passage to the piston.
 When the nominal turbine speed of 5200 r.p.m. is reached the pilot valve shuts
off the passage completely. The piston remains steady, in equilibrium between
the hydraulic pressure and its own return spring.

Figure 7
Speed reduction
 When the turbine is operating at constant speed an increase in relative wind
velocity or a decrease in the hydraulic power requirement entails overspeed.

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  The fly weights move further away from each other, displacing the pilot valve
which in turn causes the pressurized fluid acting on the piston to return to the
gyrator pump inlet. The piston is moved rearwards by its return spring. Thus,
increasing the turbine blade pitch, and decreasing turbine speed.

Overspeed protection
In the event of failure of the control system, two safety valves in the piston open
by centrifugal force, when the nominal speed of rotation is exceeded by 20%. They
release pressure from the piston, which is pushed back by its return spring. The
propellor blades then adopt a coarser pitch, and the propellor speed decreases. The
valves then close, thus functioning as an emergency control.

Support Leg
The support leg consists of two concentric tube assemblies, which rotate relative to
each other about the same axis. The inner tube is hinged at the top on a mounting
bracket attached to the aircraft structure. The pivot axis is the same as that of the gear
box drive shaft. The outer tube carries the turbine hub. A bevel gear segment at its top
end mates with a stationary segment along the pivot axis of the inner tube. During RAT
stowage or deployment, the two segments provoke a 90° rotation of the outer tube
about its longitudinal axis. This rotary movement allows the RAT to be housed in the
small space available for it when stowed, and to position correctly in the airstream when
deployed.
The support leg contains:
 The shaft transmitting turbine drive to the gear box, through bevel gears.
 Pipes forming the Green hydraulic fluid loop supplying the blade pitch change.
 system.
 The locking system, which locks the turbine in each position when the RAT is
stowed.
 The support leg also includes:
 A cam which operates the unlocking rollers of the fairing doors when ejection
commences.
 A stowed position uplock roller.
 A down locking system for the RAT when ejected.

Gearbox

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The gearbox is attached to the mounting bracket at the leg pivot point. It supports the
two hydraulic pumps, to which it transmits turbine torque through a system of gears.

Control Panel
The uplock release cartridge firing electrical system is controlled from the 3CM’S panel.
The control panel. includes:
 Two 3-position selector switches:
 OFF- stable rest position
 ON- controls RAT ejection. To obtain this fixed position it is necessary to remove
a sealed cover guard.
 TEST- for monitoring electrical circuit continuity. This is an automatic reset
position, the selector returning to OFF when released. A green RAT indicator
Light, which illuminates when the fairing doors are opened for ejection of the
RAT. A blue TEST Light, which illuminates when one of the selector switches is
in the TEST position, and the corresponding cartridge firing circuit is closed.

Figure 8: R.A.T Control Panel

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 Conclusions
The Ram Air Turbine needs to have its maintenance done. This is due to the
RAT's ability to respond to situations and guarantee that it operates properly. The first
step is to inspect a shaft that offers swivel connections for the pressure pipelines and
pump supply line. This is because the RAT stowage is locked into place when it is
stowed, maintaining the shape of the aircraft skin.
Finally, is check the capability of operation of the RAT over a broad speed range
to maintaining normal hydraulic pressure, whether the aeroplane is at maximum speed
and height or slowing for landing. This is because it needs to accomplish this the
propeller is of a variable pitch design, controlled by a mechanical governor. An increase
or decrease in RAT speed will change the centrifugal force on fly weights and blade
pitch will be adjusted to maintain a constant RPM during operation.
As a result of this assignment, we now know that the Ram Air Turbine (RAT)
system has a component that could be used in an emergency. This is so that the turbine
blades that revolve, generate supply while landing, and supply power to the system are
provided by this system. This Ram Air Turbine (RAT) is also one of the parts that may
be switched out with the hydraulic system. This is due to the fact that the hydraulic
system frequently controls vital aircraft components including the landing gear, flaps,
control-boost system, and other systems. The fact that this RAT is utilised in the military
is the most crucial factor, to sum up. This is due to the fact that under specific
circumstances, RAT can also operate the weaponry.

Figure 9: Ram Air Turbine (RAT)

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 References

Hydraulic Systems for Boeing 727 Airline:

1. https://www.skybrary.aero/index.php/Hydraulic_Systems
2. http://cyberpilot.tripod.com/hydraulic_system.html
3. https://www.boeing-727.com/Data/systems/System%20Descriptions.pdf
4. https://www.aircraftsystemstech.com/2017/04/aircraft-hydraulic-system.html
5. B-727 AMM ATA Chapter 29 (Hydraulic)

Operation of Ram Air Turbine (RAT):

1. Ram air turbine - Wikipedia
2. Ram Air Turbine (RAT) | SKYbrary Aviation Safety
3. The Ram Air Turbine (RAT) on Aircraft | AviationMatters.co
4. How Does A Ram Air Turbine Work? (simpleflying.com)
5. Concorde RAT (Ram Air Turbine) (heritageconcorde.com)

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