B1-11c Aircraft Systems (Airframe) - LTT - (Topic 11.11 Hydraulic Systems)

Fundamentals
M11
TURBINE/PISTON_AEROPLANE_AERODYNAMICS,
STRUCTURES and SYSTEMS Rev.-ID: 1APR2013
Author: LaS
For Training Purposes Only
ELTT Release: Jul. 12, 2013
M11.11_
Hydraulic Power ATA 29
EASA Part-66
CAT B1
M11.11_29_B1 E
Training Manual
For training purposes and internal use only.

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AIRCRAFT SYSTEMS EASA PART-66 M11A|M13
HYDRAULIC POWER (ATA29)
M11.11|M13.14
M11A TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

M11.11 HYDRAULIC POWER (ATA 29)
FOR TRAINING PURPOSES ONLY!
HAM US/O-5 LaS May 28, 2013 ATA DOC Page 1

HYDRAULIC POWER (ATA29) System Lay-out
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DEFINITIONS AND SYSTEM ARCHITECTURE
Pressure
Larger aircraft need hydraulic systems to activate and move heavy
components like this landing gear, or this cargo door.
It also helps the pilot to deflect the flight control surfaces against the high air
pressure during flights and to activate the brakes.
HAM US/F-5 MeA 01.04.2008 01|Press|L1|A/B1/B2 Page 2

HYDRAULIC POWER (ATA29) System Lay-out
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Figure 1 Hydraulic Consumers

HYDRAULIC POWER (ATA29) System Layout
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Pressure cont.
Here you can see that the hydraulic force, shown by the letter F is generated
by a pressure P acting upon a surface area A. Force is measured in units
called Newton‘s.
Pressure is defined as an amount of force that acts on a unit of area and is
calculated by dividing force by the area it is acting upon.
The basic unit for pressure is Pascal which corresponds to 1 Newton per
square meter.
Hydraulic pressure is usually measured in bar which corresponds to 100 kilo
Pascal or 1deka Newton per square centimeter.
In the world of aviation hydraulic pressure is measured in pounds per square
inch, or psi for short.
1 bar corresponds to 14.5 psi.
Civil aircraft Hydraulic Systems normally work with a pressure of 3000 psi
which corresponds to 207 bar.
To generate a higher force you either have to increase the diameter of the
actuator or the pressure.
For example the A 380 uses 350bar or 5080psi in its hydraulic systems to
generate the required force without increasing the size of the hydraulic
components.

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Figure 2 Pressure
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Pressure Cont.
There are 2 types of hydraulic pressure.
Hydrostatic pressure is the pressure produced by static or nearly static fluids.
Hydrostatic pressure is the type of pressure used in an aircraft hydraulic
system.
The second type of pressure is hydrodynamic pressure. This is the pressure
produced by moving liquids ideally with no internal friction.

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Figure 3 Pressure Types

HYDRAULIC POWER (ATA29) Hydraulic Fluids
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hydraulic fluids
It is possible to transmit force using either gas or fluids.
When a force is applied to the piston on the gas container, there is much
movement of the piston. This is because gas is easily compressed.
Notice that to create the same pressure the piston has not moved very much
and this is because fluid is not easily compressed.
HAM US/F-5 MeA 01.04.2008 04|Hyd Fluid|L1|A/B1/B2 Page 8

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Figure 4 Comparison Gas / Fluid

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Hydraulic Fluid Cont.

In comparison to gas, fluids pressurize quickly and transmit force more
efficiently.
Two types of hydraulic fluid are available − mineral oil made from natural
substances and synthetic oil which of course is man made.
Mineral oil is colored red.
There are different manufacturers of mineral oil but all types of mineral oil can
be mixed together.
Synthetic oil is colored violet and is widely used in modern aircraft.
Like mineral oil, there are different manufacturers but all types of synthetic oil
can be mixed. However, synthetic and mineral oil cannot be mixed.
All hydraulic oil is manufactured to certain standard specifications for example
the oil specification for mineral oil is MIL−H 5606 and for synthetic oil, Boeing
aircraft use the prefix BMS and Airbus use NSA. Typical names for synthetic oil
are skydrol and hyjet.
This oil specification describes its performance requirements. The performance
requirement is the ability of the oil to perform to a required standard through a
range of changing conditions.

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Figure 5 Specifications
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Hydraulic Fluid Cont.

Modern aircraft need oils with a high performance requirement. The
performance requirement is dependent upon the following oil characteristics:
− low flammability
− good lubricating quality
− resistance to freezing
− non evaporating
− non foaming
− chemical stability, which is the ability of the oil to resist oxidation and
deterioration for long periods. This reduces the need for frequent oil
changes and finally its hydroscopic quality.
− hydroscopic quality
If a fluid is hydroscopic it has the tendency to absorb water. This changes the
freezing and lubrication characteristics. Synthetic oil is more hydroscopic than
mineral oil and this is a disadvantage.
However, for all of the other characteristics, synthetic oil performs better.
Synthetic oil is toxic to humans. Therefore, use safety precautions when
handling it such as wearing gloves and goggles. If you do get it on your skin or
in your eyes immediately wash it off with water.
Also, if you spill synthetic oil wash it off immediately. This is very important if it
spills on tyres, seals or metal because they are easily damaged by the fluid.

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Figure 6 Performance Requirements

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packing
Within a component housing such as this filter, packing is used to make a seal
between the environment and the fluid pressure inside it.
Packings, which are also called seals, prevent leaks from the component
housings and provide a seal between 2 different fluid pressures within a
component.
By using a packing such as an O Ring, the leakage problems are solved.
HAM US/F-5 MeA 01.04.2008 07|Packing|L1|A Page 14

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Figure 7 Components with Packings

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Packing Cont.
In system areas where there is high differential pressure, a single seal by itself
may not be strong enough. In the example shown here, the pressure acting on
the right of the seal pushes it out of position which could damage it.
To prevent this happening, another type of packing called a backup ring is used
which helps to support the seal. Of course, the backup ring also acts as a seal.

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Figure 8 Backup Ring

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Packing Cont.
Packings are available in a number of different shapes, depending upon the
forces which act on them, their function or the type of fit.

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Figure 9 Packing Shapes

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Packing Cont.
Packings are manufactured from different materials depending upon the job
they do and whether they are used with mineral or synthetic fluid. Seals are
usually made from rubber materials and backup rings from Teflon.
Here, 2 similar seals have been placed in different types of hydraulic fluid.
Seals can be damaged by using them with the wrong type of hydraulic fluid.
This example shows an increase in the size of the seal due to contact with the
wrong fluid.
When choosing the seals, also consider the working temperatures and the
strength of forces that act upon them.
To ensure that the seal is the correct one for the job, always refer to the part
number on their boxes for identification.

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Figure 10 Seal Damage

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Packing Cont.
To conclude our discussion of packings lets look at static and dynamic seals.
Static seals are used to seal against steady or pulsating pressure, this is the
type of seal that we saw earlier in the filter housing.
Dynamic seals are used to seal where stroking or rotational movements occur.

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Figure 11 Static / Dynamic Seals

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system architecture
All modern aircraft hydraulic systems are similar in principle.
This diagram shows a simple hydraulic system, the fluid circulates from a
storage reservoir to the system pressurization and finally to the users of
hydraulic power. From the user it returns to the storage and repeats the
process.
Aircraft hydraulic systems vary in size depending on the size of the aircraft and
the number of users of hydraulic power such as flight controls and landing
gear.
They may also need more than one pump to pressurize the hydraulic fluid.
Whatever the size, the general organization remains the same.
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Figure 12 Basic System

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System Architecture Cont.

To have enough redundancy for a safe flight, aircraft have several Hydraulic
systems, which are similar in design.
This example of an Airbus aircraft shows 3 independent systems which are
identified by the names blue, green and yellow system.
Other manufacturers like Boeing name the Hydraulic systems with numbers.
Here you can see the example of the Boeing 747 with the systems 1 to 4.
You can also find aircraft with 2 hydraulic systems. In this case the flight
controls must be controllable by an independent mechanical or as in the
example of the A 380 electrical system. All systems work independently and
there is no fluid exchange between them.
Each system is similar in structure to the ones which we looked at earlier and
have storage, pressurization and user divisions.
In addition, each Hydraulic system has a pressure distribution section which is
often called a manifold.

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PRESSUREZATION
Manifold
Manifold
MANIFOLD Manifold
Manifold Manifold
Manifold
Figure 13 Hydraulic Systems

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System Architecture Cont.

Each system has its own compartment where you find the main
components for storage, system pressurization and distribution.
The compartments are often located in the main gear bay, as in this example of
the A 320.
HAM US/F-5 MeA 01.04.2008 14|Sys Archictect|L1|A/B1/B2 Page 28

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Figure 14 Hydraulic Components

HAM US/F-5 MeA 01.04.2008 14|Sys Archictect|L1|A/B1/B2 Page 29
HYDRAULIC POWER (ATA29) Hydraulic Reservoirs
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STORAGE
hydraulic reservoir
Each hydraulic system has its own reservoir which is completely independent
of the other reservoirs.
The reservoir is a sealed unit and is usually cylindrical. This cylindrical shape
resists changes in differential pressure caused by different altitudes or
temperatures.
The reservoir is sealed to permit pressurization by air. The pressurization of the
reservoir ensures that there is a positive supply of fluid to the pumps for each
system.
One purpose of the reservoir is to compensate for variations in the need for
hydraulic fluid caused by the operation of hydraulic components.
For example, during landing gear retraction, the piston in the gear activating
cylinder moves to a new position and as it does so, the cylinder draws in more
fluid from the reservoir.
When the gear is up, the maximum amount of fluid has entered the cylinder.
This results in a drop in the reservoir fluid level.
However, there is enough fluid in the reservoir to make up for all user demands
in the system.
Another purpose of the reservoir is to keep a reserve of hydraulic fluid in case
there is a fluid leak in the system.
HAM US/F-5 MeA 01.04.2008 01|Hyd Res|L1|A/B1/B2 Page 30

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Figure 15 Reason for Reservoirs

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Hydraulic Reservoir Cont.

Each reservoir has a supply pipe to the pressurization and a return pipe from
the hydraulic users, which are located at the bottom of the reservoir.
A sudden loss of altitude could result in the hydraulic fluid moving to the top of
the reservoir. If this happens, the fluid supply to the pressurization is cut off.
Sheet metal is mounted horizontally across the reservoir. This prevents all of
the hydraulic fluid moving upwards if there is a sudden loss of altitude.
As you see, the sheet metal traps some hydraulic fluid at the bottom of the
reservoir. This ensures a positive fluid supply to the pressurization pumps.
The sheet metal also ensures positive fluid supply under conditions of extreme
acceleration and deceleration.
Please note that all of the situations shown here are extreme and are very rare.
HAM US/F-5 MeA 01.04.2008 02|Hyd Res|L3|B1 Page 32

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Figure 16 Reservoir Accelerations

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HYDRAULIC POWER (ATA29) Hydraulik Reservoirs
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RESERVOIR COMPONENTS
A quantity transmitter is located on the side of the reservoir housing. This
transmitter provides fluid level indications to the crew in the cockpit.
The quantity transmitter is either operated by a float or uses capacitors to
measure the fluid level.
The low level switch senses if the fluid in the reservoir falls to an advisory level.
If this happens, the switch transmits an indication to the cockpit.
The quantity gage provides a visual indication of the fluid level in the reservoir.
On the gage you can read the fluid level indication either from a moving pointer
or on a sight glass.
The drain valve located on the lowest part of the reservoir housing, allows you
to empty hydraulic fluid from the reservoir.
The reservoir pressurization air manifold houses a number of components
which are used to pressurize the reservoir with air.
HAM US/F-5 MeA 01.04.2008 03|Res Comp|L1|A/B1/B2 Page 34

HYDRAULIC POWER (ATA29) Hydraulik Reservoirs
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Figure 17 Components
HAM US/F-5 MeA 01.04.2008 03|Res Comp|L1|A/B1/B2 Page 35
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reservoir pressurization system

INTRODUCTION
The reservoir is pressurized with air to ensure that a positive supply of
hydraulic fluid always reaches the pumps.
At high altitudes the air is thinner. Therefore, the air pressure on the fluid in the
reservoir is low and is not enough to ensure a continuous supply of fluid to the
pumps.
Pressurization of the reservoir also prevents foaming, evaporation and
cavitation of the hydraulic fluid.
HAM US/F-5 MeA 01.04.2008 01|Intro|L1|A/B1/B2 Page 36

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Figure 18 Reservoir Air Pressurization

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RESERVOIR PRESSURIZATION BY HYDRAULIC PRESSURE

There are 2 methods for pressurizing the reservoir, one uses hydraulic
pressure and the second uses air pressure.
The hydraulic method of reservoir pressurization uses a piston to create the
pressure on the hydraulic fluid.
Hydraulic pressure of 3000 psi from the hydraulic system acts against the
piston area X whereby the piston area Y acts on the hydraulic fluid in the
reservoir.
The piston stands still, when the force from piston area X is equal to the force
from piston area Y.
As force is the product of pressure multiplied by the area and the area Y is 60
times the area X you get a prepressurization pressure of 3000 devided by 60
which is 50 psi.
HAM US/F-5 MeA 01.04.2008 02|Hyd Res Press|L1|A/B1/B2 Page 38

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Figure 19 Hydraulic Pressure

HAM US/F-5 MeA 01.04.2008 02|Hyd Res Press|L1|A/B1/B2 Page 39
HYDRAULIC POWER (ATA29) Hydrailc Reservoirs
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RESERVOIR PRESSURIZATION BY AIR

The most common method of pressurizing the reservoir uses air pressure.
The main source of air pressure for pressurization of the hydraulic reservoir
comes usually from one of the engines.
If the engine fails, the pneumatic system provides the air for pressurization.
On some aircraft types only the pneumatic system supplies the pressurization
air.
Air from the engine or pneumatic system maintains an air pressure in the
reservoir which is again about 50 psi.
The 50 psi in the reservoirs is produced by the engine or pneumatic system but
other components also control the reservoir pressurization process.
These are the check valves which direct air from the engine and pneumatic
system in the correct direction to the air reservoir pressurization manifold and
also to the reservoir air manifold.
HAM US/F-5 MeA 01.04.2008 03|Hyd Res Press by Air|L1|A/B1/B2 Page 40

HYDRAULIC POWER (ATA29) Hydrailc Reservoirs
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Figure 20 System Overview

HAM US/F-5 MeA 01.04.2008 03|Hyd Res Press by Air|L1|A/B1/B2 Page 41
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PRESSURIZATION MANIFOLD
Now let’s have a look at the main components of a reservoir pressurization
manifold.
Attached to the manifold are check valves, filters with a differential pressure
indicator, a pressure reducing valve, a fluid separator which is fitted with a
drain valve and a ground connector.
The purpose of the reservoir pressurization manifold is to join together supply
lines from the engine and from the pneumatic system and then distribute the
pressurized air to the reservoirs.
Please note that on some aircraft type this component is called a reservoir
pressurization module. It has the same purpose as a manifold but has different
components.
HAM US/F-5 MeA 01.04.2008 04|Press Manif|L3|B1 Page 42

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Figure 21 Pressurization Manifold

HAM US/F-5 MeA 01.04.2008 04|Press Manif|L3|B1 Page 43
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PRESSURIZATION MANIFOLD COMPONENTS

One component which we did not mention in our introduction is the restrictor.
This is not part of the manifold and it is located in the supply line close to the
engine. There are different designs for restrictors but the basic principle is to
reduce the flow of air passing through the pipe.
If there is an air leak between the restrictor and the pressurization manifold, the
restrictor prevents the total loss of system pressure from the engine.
Check valves control the pressurized airflow to the reservoirs. As you are
aware from other parts of this course, the check valve type shown here is a
flapper type valve.
The flapper opens by air pressure in the direction of the reservoir and closes if
the reservoir pressure is higher then the supply pressure.
The manifold is also fitted with components for cleaning the air before it is sent
to the reservoir.
The high and low pressure filters clean the air from the engine or pneumatic
system before it enters the hydraulic reservoirs. The filters are equipped with
differential pressure indicators.
HAM US/F-5 MeA 01.04.2008 05|Press Manif Comp|L3|B1 Page 44

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Figure 22 Pressurization Manifold Components

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Pressurization Manifold Components Cont.

The air pressure from the engine is much higher than is needed for reservoir
pressurization.
Therefore it is necessary to regulate the air before it enters the reservoir.
The pressure reducing valve regulates the air from the engine.
High pressure air from the engine enters the inlet port and acts against a
bellows mechanism which is normally held open by a spring. If the air pressure
is too high, the bellows starts to close. As it closes, a valve is forced into a new
position by another bellows and spring mechanism.
When the valve closes it reduces the aperture which allows the engine air into
the valve. This reduces the air pressure on the output side of the valve and
maintains it to a pressure of 50 psi.
Note that aircraft types, which only use air pressure from the pneumatic system
do not have a pressure reducing valve because this is already regulated.

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Figure 23 Pressure Reducing Valve

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Pressurization Manifold Components Cont.

The manifold has a fluid separator which removes any water which may be
contained in the air.
The air enters the fluid separator and passes through a cleanable element
which separates the water from the air.
A disk with air holes prevents blockages in the unit when the aircraft is
maneuvering steeply and ensures free circulation of the air.
The separated water is collected in a container and this water is removed from
the fluid separator via a drain valve.
Aircraft types, which only use air from the pneumatic system do not have this
fluid separator because this air is nearly free of water.
The ground connector valve allows the reservoirs to be pressurized via ground
equipment.
A nitrogen bottle is attached to the connector and this supplies the necessary
pressurization for the reservoirs.

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Figure 24 Fluid Seperator

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RESERVOIR AIR MANIFOLD

After the air leaves the pressurization manifold it enters the reservoir air
manifold.
The air manifold joins together the components which control reservoir air
pressure.
The main components of the reservoir air manifold are a check valve, pressure
switch, pressure relief valve and a pressure indicator.
Air from the pressurization manifold passes through a flapper type check valve.
The check valve keeps the air pressure in the reservoir.
The pressure indicator gives the reservoir pressure information.
However, there is always the possibility that an over−pressure can occur in the
reservoir.
An air pressure relief valve protects the reservoir against overpressure.
The valve consists of a cone which is held in place by a spring, an
overpressure forces the cone back against the spring and the overpressure is
released to the ambient air.
The air pressure switch or low pressure switch, senses low pressure in the
reservoir and sends signals to various cockpit displays.
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Figure 25 Reservoir Air Manifold

HAM US/F-5 MeA 01.04.2008 08|Res Air Manif|L3|B1 Page 51
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DEPRESSURIZATION OF THE HYDRAULIC RESERVOIR

Each reservoir has its own depressurizing valve.
For maintenance it is necessary to depressurize the reservoirs to change
system components.
The depressurization valve, which is a bleed valve, is located at the ground
service panel.
The depressurizing valve has a spring and piston assembly.
The piston normally prevents the pressurized air in the reservoir from escaping.
When the cap assembly of the valve is rotated to its open position, the valve
piston is pushed upwards. This allows the pressurized air in the reservoir to
escape to the atmosphere, thus depressurizing the reservoir.
HAM US/F-5 MeA 01.04.2008 09|Hyd Res Depress|L1|A/B1/B2 Page 52

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Figure 26 Depressurization Valve

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HYDRAULIC POWER (ATA29) Pressure Generation
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SYSTEM PRESSURIZATION
hydraulic pumps
Hydraulic pumps are responsible for the system pressurization.
These pumps generate hydraulic power by creating high fluid pressures and
fluid flows within the system.
There are 2 or more hydraulic pumps working in parallel in each system. These
pumps may be powered by an engine, air or electric motor.
The pumps provide either main pressurization or auxiliary pressurization.
The hydraulic pumps are piston type pumps which use a displacement principle
to generate the system pressure.
There are 2 types of piston pump - variable displacement and fixed
displacement.
The pressurized fluid from the pumps is connected to the users via pressure
lines.
All of the pumps are connected to their associated reservoirs by supply lines.
The reservoirs are pressurized to 50 psi. This ensures an efficient fluid supply
to the pumps and is necessary for piston type pumps because they only have a
small capability to suck fluids.
HAM US/F-5 MeA 01.04.2008 01|Hyd Pumps|L1|A/B1/B2 Page 54

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Manifold Manifold Manifold

Figure 27 Hydraulic Pump Overview

HAM US/F-5 MeA 01.04.2008 01|Hyd Pumps|L1|A/B1/B2 Page 55
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principle of variable displacement pumps

Let’s now look at pump operation, starting with the variable displacement
pumps.
The pump has a circular cylinder block, the cylinder block has a drive shaft
which connects the pump to the engine or other type of motor. This is usually a
permanent connection which cannot be disconnected without removing the
pump.
Some engine driven pumps, like on the A 380, have a disconnect device on the
drive shaft which can be triggered from the cockpit. This function is similar to
the IDG disconnect function.
A number of pistons are located inside the cylinder block.
The diagram shows you only 2 of the pistons but the video image shows you
the typical number of pistons and their arrangement inside the cylinder block.
As you see, the pistons are arranged in a circle within the cylinder block.
The 4 pistons at the top are permanently combined with the input stage. The 4
pistons at the bottom are permanently combined with the output stage.
One remaining piston is in a neutral position and is not combined with either
the input or output stage. The purpose of the pistons is to take in fluid from the
reservoirs via the input stage and then push the fluid out under pressure at the
output stage of the pump. This process where fluid is forced out of the cylinder
by the pistons is called fluid displacement.
HAM US/F-5 MeA 01.04.2008 02|Variabe Displacem Page 56

Pumps|L1|A/B1/B2
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Figure 28 Variable Displacement Pump

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Pumps|L1|A/B1/B2
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Principle of variable Displacement Pumps Cont...

To displace the fluid, the pistons must move in and out.
This movement is created by a mechanism called a wobble plate or yoke. The
wobble plate is also circular. However, it is a fixed component and is
completely independent of engine rotation.
The pistons fit into the wobble plate via a piston shoe. The piston shoe
provides a flexible mounting for the piston within the circular wobble plate
housing and the piston shoe allows the piston to rotate inside the wobble plate
housing.
When the cylinder block rotates, the pistons also rotate around the wobble
plate because the wobble plate is at an angle, it pushes the pistons forward as
they move to the lowest part of the rotation cycle, this forces the hydraulic fluid
in the piston cylinders out into the pressure lines. On the return part of the
cycle, fluid from the reservoirs once again enters the piston cylinders.
The wobble plate has a pivot point, this means that the angle of the wobble
plate can be changed by applying a force to the lower half of it.
When a force is applied, it changes the angle of the wobble plate and reduces
the piston stroke. This reduces the fluid output from the pump and avoids the
need to change the engine speed.
Regulation of the pump output is necessary when the pressure in the system
reaches its normal operating pressure. This prevents a dangerous
overpressure.
When there is a decrease in the system pressure, the force pushing against
the wobble plate reduces. This changes the wobble plate angle, increases the
piston stroke and increases the pump output.
A heavy user demand, such as from the landing gear, produces a fluid flow in
the system. When the fluid flows, there is a reduction in pressure and the
pumps have to increase their output to maintain the required system pressure.
HAM US/F-5 MeA 01.04.2008 03|Variable Displacem Page 58

Pumps|L1|A/B1/B2
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Figure 29 Variable Displacement Pump

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Pumps|L1|A/B1/B2
M11.11|M13.14
components of hydraulic pumps

The variable displacement pump or VDP has a boost pump which is also called
an impeller.
The boost pump increases the fluid pressure from the reservoir as it enters the
pump. This process is called pre charging and it prevents cavitation of the
pump.
From the boost pump the fluid moves to the pistons where it is pressurized and
then to the hydraulic system.
The wobble plate moves to control pump output.
When the system pressure reaches the required value, usually 3000 psi, the
pump compensator valve is activated. Please note that the valve activation
pressure of 3000 psi is set in the workshop. When the compensator valve
activates, the pressurized fluid pushes down on piston 1 and overcomes the
spring pressure in the valve. Piston 1 moves downwards and pressurized fluid
enters a line to the actuator piston. This forces the actuator piston to a new
position and pushes the wobble plate from a maximum to a new minimum
output position. In this position of the wobble plate, the pump output is enough
to maintain the system pressure.
If the system pressure decreases below, for example 3000 psi, the spring
forces the wobble plate forward.
This results in an increase in pump output until the normal system pressure is
produced. The pump regulation then starts again.
The pump output can be stopped by the depressurizing valve.
It is a solenoid valve which can be activated from a panel in the cockpit.
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Figure 30 Variable Displacement Pump Components

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components of hydraulic pumps

When the depressurizing valve activates, a piston moves up and pressurized
fluid then moves into a line which is connected to the compensator valve. In the
compensator valve, piston 2 is forced downwards and presses on piston 1
which is also forced down.
Pressurized fluid pushes the actuator piston and the wobble plate is pushed to
the low output position. At the same time pressurized fluid moves to the
blocking valve and the blocking valve is forced upwards and closes the output
from the pump.
The depressurizing valve is automatically activated during the engine start
process to reduce the load on the engine gearbox.
The pump also has components for cooling and lubrication. The pistons have
very thin holes, so that hydraulic fluid can reach the piston shoes for lubricating
and cooling.
After cooling and lubrication the fluid leaks into the case drain.
The case drain has a drain line to remove the cooling fluid from the pump back
to the reservoir. The case drain also has a filter to remove waste particles,
these particles show the mechanic how much wear is taking place in the pump.
The pump also has a seal drain. This drains the fluid which comes through the
drive shaft sealing. The pump sealing surrounds the rotating drive shaft and
therefore a dynamic seal is used.
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Figure 31 Variable Displacement Pump Components

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fixed displacement pumps

The aircraft is also fitted with a fixed displacement pump or FDP.
As the name suggests, the stroke of the pistons cannot be internally varied.
FDPs are usually installed on ground service panels. They allow manual filling
of the reservoir and the other provide manual opening of the cargo doors.
The fixed displacement pump consists of a pump unit and a handle.
The mechanic fits the handle onto the pump and then manually operates the
pump.
When you operate the pump handle, 2 pistons move − in this example the
piston on the left moves to the top of its stroke as it does this, it sucks in fluid
via the supply line and 2 check valves, the right piston moves down and pumps
out fluid via 2 check valves and the pressure line. In the next stroke of the
pistons the action is reversed with the left piston supplying the pressurized
fluid.
The mechanic regulates the output of the pump with the lever, there is no
internal regulation.
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Pumps|L1|A/B1/B2
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Figure 32 Fixed Displacement Pump

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Pumps|L1|A/B1/B2
HYDRAULIC POWER (ATA29) Pressure Generation, Mechanical
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MAIN PRESSURIZATION
Engine driven pump

Main pressurization is the term used to describe the generation of primary
hydraulic power.
Engine−driven pumps are the normal source of this hydraulic power but electric
and air driven pumps are also used.
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Figure 33 Hydraulic Diagramm

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Engine Driven Pump Cont.

The engine−driven pump or EDP is a variable displacement pump and is
permanently connected to the engine.
When a pump fails the result is usually a low pump pressure output.
Low pressure is detected by pressure switches on the output side of all the
system pumps. These pressure switches then send an indication to the cockpit.
If an engine fire occurs, it is necessary to cut off the supply of hydraulic fluid to
the EDP of the affected engine.
To do this, an engine pump fire shutoff valve is installed in each supply line
between the reservoir and the EDP.
An electric motor operates the shutoff valve which is activated by the fire push
buttons or fire handles located on the cockpit fire panel.
Each shutoff valve has a valve position indicator which clearly shows the actual
position.
For example when the valve is open the indicator shows green and when
closed the indicator shows red.

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Figure 34 EDP Shutoff Valve

HYDRAULIC POWER (ATA29) Pressure Generation, Electric
M11.11|M13.14
electric pump
On this example of a twin engine aircraft, we have discussed the 2
engine−driven pumps but one other pump is used for main pressurization.
An electric pump produces main pressurization in the blue Hydraulic System of
this aircraft type.
The electric pump starts automatically when either engine starts.
The electric pump is also a variable displacement pump. An electric motor
turns the pump drive shaft instead of an engine.
The electric motor of the pump produces additional heat. To help prevent
overheating, the motor is either cooled by air or the hydraulic fluid is circulated
through the motor to cool it during operation.
A temperature switch is fitted to the motor. If the pump becomes too hot, the
temperature switch generates an alert indication in the cockpit.
A pushbutton switch in the cockpit switches the pump on and off.
In other aircraft types, like this Boeing 747, the electric pumps help the main
pressurization if the EDPs cannot maintain 3000 psi.
These electric pumps are called demand pumps. A rotary switch in the cockpit
provides manual on/off control of the pump.
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Figure 35 Hydraulic Diagram

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HYDRAULIC POWER (ATA29) Pressure Generation, Pneumatic
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air driven pump

Another demand pump on some Boeing aircraft, is the air driven pump or ADP.
The air driven pumps either cut in automatically if the EDPs cannot maintain
the system pressure or are switched on or off by a switch in the cockpit.
The ADP is a variable displacement pump. An air turbine rotates the drive shaft
of the VDP and energizes the pump.
High pressure air from the pneumatic system drives the turbine. This rotates
the turbine at very high speeds.
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Figure 36 Air Driven Pump Components

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air driven pump components

A gearbox is located between the pump and the air turbine. It reduces the high
rotation speed of the air turbine to a level suitable for the VDP.
The shutoff valve is a solenoid valve and is energized by the cockpit rotary
switch.
When closed as shown here, it cuts off the supply of high pressure air from the
pneumatic system. This stops the air turbine and pump operation. When the
shutoff valve is open, the air turbine and pump operate.
The speed control valve controls the rotation speed of the air turbine by
changing the airflow from the pneumatic system.
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Figure 37 Air Driven Pump Components

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HYDRAULIC POWER (ATA29) Emergency Pressure Generation
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AUXILIARY PRESSURIZATION
Introduction
There are 3 uses for auxiliary pressurization to help main pressurization if there
is high user demand, to replace the main pressurization when a fault occurs
and also for maintenance purposes on the ground when the engines are not
running.
Auxiliary pressurization is produced using a ram air turbine, a power transfer
unit, an electric pump and also via a ground source.

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Figure 38 Auxiliary Pressurization

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RAM AIR TURBINE

Let us first look at the Ram air turbine or RAT.
The RAT is normally housed within the aircraft but when needed, it is deployed
by the crew via a pushbutton in the cockpit.
The RAT is a VDP.
When the RAT is deployed during flight, the airstream turns the propeller and
the rotating propeller then drives the variable displacement pump.
The pump and propeller are mounted on a leg assembly and when the RAT is
retracted and stowed in the aircraft it is held behind the RAT assembly doors.
Here we see the deployment spring mechanism which forces the leg assembly
downwards into the operational position.
The RAT is retracted hydraulically. This can only be done on the ground by a
mechanic via the appropriate service panel.
Once activated by the pushbutton in the cockpit, the RAT deployment takes
less than 1 second.
You can imagine that if the RAT is deployed accidentally on the ground, it may
injure or even kill a mechanic working in that area.
To prevent this, a safety device can be installed in the RAT housing. This
device is usually made of wood and once it is installed it prevents the
accidental deployment of the RAT.
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Figure 39 Ram Air Turbine Position

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POWER TRANSFER UNIT

The power transfer unit or PTU is another method of providing auxiliary
pressurization.
The PTU transfers hydraulic power between 2 Hydraulic systems with a motor /
pump combination. No transfer of fluid occurs between the 2 systems.
The PTU contains 2 units, one for each hydraulic system. Each of these units
can perform as a pump or as a hydraulic motor.
This arrangement allows hydraulic power transfer in 2 directions. This means
that each hydraulic system can power the other when needed.
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Figure 40 Power Transfer Unit

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Power Transfer Unit Cont.

One of the units is a fixed displacement motor and the main components of this
are a drive shaft, cylinder block and a number of pistons with their associated
piston rods.
The arrangement of the pistons is similar to the VDP.
Let us now describe the fixed displacement motor operation.
High pressure fluid enters the piston chamber from the associated subsystem
and pushes the piston forward.
The angle of the pistons to the drive shaft force the drive shaft to rotate.
The drive shaft and cylinder block are joined so the cylinder block also rotates.
As the cylinder block moves to the second half of its rotation, the piston is
drawn back in and fluid is forced out via the output line.
The angle of the cylinder block to the drive shaft cannot be changed and so the
piston displacement is fixed.
The second unit in the PTU is a variable displacement pump.
When the fixed displacement motor rotates, it turns the drive shaft and
energizes the VDP. This creates pressurization in its associated hydraulic
system.
The PTU also works in the reverse direction. The VDP then acts as a motor.
Pressurized fluid enters the VDP from its related system and pushes the
pistons forward because of the angle of the wobble plate the pistons are forced
to move around the face of the wobble plate, this rotates the cylinder block and
drive shaft.
The VDP now, acts as a motor and drives the fixed displacement unit which
now acts as a pump. This creates pressurization in the hydraulic system
connected to the fixed units.
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Figure 41 Power Transfer Unit

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PTU OPERATION
Here we see a cross section through a PTU.
The power regulation of the PTU is automatic.
The wobble plate is the main regulating device for the PTU.
Two control pistons sense the pressure in each of the linked hydraulic systems.
If there is no pressure difference between the systems, the PTU is at rest and
there is no power transfer, but if the pressure drops in 1 system, the control
pistons move and adjust the position of the wobble plate.
The PTU then operates to provide hydraulic power transfer to the system that
needs it.
A cockpit switch de−energizes the PTU if a serious fault develops in a
subsystem. Operating the switch closes solenoid valves on the high pressure
line leading to the high pressure inlet ports for each linked system.
This prevents PTU operation, even with a pressure difference in the 2 hydraulic
systems.
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Figure 42 PTU Components

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ground pressurization
Ground equipment is used to pressurize the hydraulic system if there is no
aircraft side pressurization available.
The ground equipment is a service vehicle called a ground cart. The ground
cart can supply various kinds of power for the aircraft but here we are only
interested in hydraulic power.
The ground equipment is connected to the hydraulic system usually via the
ground service panel for that particular subsystem. There are 2 connections on
the service panel for hydraulic pressurization, 1 is for a pressure connection
from the ground cart and the other is a return connection. These 2 connections
allow hydraulic fluid circulation in the system.
The return connection has a larger diameter than the pressure connection, to
reduce the flow resistance.
Note that the connections on the aircraft are protected by caps and these caps
must be removed to allow the hose connection.
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Figure 43 Ground Service Panel

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HYDRAULIC POWER (ATA29) Power Distribution
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HIGH PRESSURE DISTRIBUTION
introduction
The term high pressure or HP distribution describes the process for moving the
pressurized fluid from the hydraulic pumps to the hydraulic users.
This is achieved using lines, hoses, valves and special components called
manifolds for example on Airbus aircraft or modules on Boeing aircraft.

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Figure 44 Hydraulic Schematic

M11.11|M13.14
Introduction Cont.
The manifold or module combines the major distribution components such as
valves, filters, switches and transmitters in one place.
This helps to make the mechanics job easier.
The manifold is divided into a high and low pressure manifold. The HP manifold
distributes pressurized fluid to the users.
The Boeing modules are also subdivided and have pressure, return and case
drain modules.
Both the high pressure manifold and pressure module share some similar
components.
A system pressure relief valve, pressure switch and filter.
In addition, the manifold only, has a pressure transmitter, fluid sampling valve
and also a leak measurement solenoid valve.

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Figure 45 HP Manifold Pictures

M11.11|M13.14
Hp manifold valves
The HP manifold contains several different types of components.
In this part of the lesson we are going to look at the different HP manifold
valves.
The HP manifold check valve ensures that the hydraulic fluid from the
pressurization stage flows in the correct direction to the users. It also prevents
reverse flow back to the pumps.
The system pressure relief valve prevents damage to the hydraulic system due
to an overpressure in the system. Pump faults cause system overpressure and
result in the system pressure relief valve opening.
It acts as a check valve and opens when the normal system pressure of, for
example, 3000 psi is exceeded and converts the fluid overpressure into heat
energy. This increases the fluid temperature but reduces the fluid pressure
returning to the reservoir. Please note that the closing pressure for the system
pressure relief valve is lower than the opening pressure. This prevents frequent
opening and closing of the valve. This reduces vibration in the system.
The HP manifold has another valve called the leak measurement solenoid
valve.
The leak measurement solenoid valve is shown in the open position. The open
position is the normal operating position and allows pressurized fluid to flow to
the users via port 1.
The leak measurement solenoid valve can be closed via a cockpit switch in
order to test the internal leakage of the hydraulic components.
Please note that when the valve is closed, the users are no longer supplied by
port 1. Port 2 becomes the fluid supply port.
Note also that port 1 is now connected to the return line.
The leak measurement solenoid valve has 3 connections and 2 positions,

opened and closed. Therefore, this type of valve is called a three, two way
valve.
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Figure 46 Leak Measurement Solenoid Valve

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HYDRAULIC POWER (ATA29) POWER DISTRIBUTION
M11.11|M13.14
Hp manifold valves
Here we see a more detailed cross section through the solenoid valve showing
it in the open position.
When open, fluid from the pressurization enters the valve. As you can see, the
fluid passes through the valve and then out to the users. When the solenoid is
energized by the cockpit switch, the solenoid valve is closed.
As you can see, the solenoid piston has moved to the left and this allows
pressurized fluid to move into the main piston chamber.
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HYDRAULIC POWER (ATA29) POWER DISTRIBUTION
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Figure 47 Leak Measurement Solenoid Valve

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HYDRAULIC POWER (ATA29) Pressure Control
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HP Manifold Valves Cont.

Another valve which we are going to talk about is the priority valve.
This valve is not part of the HP manifold or module.
It is located on different manifolds according to the aircraft type.
Its purpose is to close the hydraulic circuit to different users when there is very
high demand in the system. If there is for example a sudden demand by the
landing gear and by the flight controls, the system pressure decreases
instantaneously.
The priority valve closes the line to the less vital user, which in this case is the
landing gear. This ensures that the most vital users, the flight controls, have
enough pressure to operate.
When the demand decreases, the system pressure once again increases and
the priority valve opens. The other users, such as the landing gear, are once
again fully supplied.
You have seen that the priority valve does not destroy pressure like the
pressure relief valve. Instead it divides the hydraulic system into high and low
priority users and adjusts the distribution according to need.
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HYDRAULIC POWER (ATA29) Pressure Control
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Figure 48 Priority Valve

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HYDRAULIC POWER (ATA29) Filter
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Filters
Filters are screening devices used to remove foreign particles from air and fluid
systems.
Filters are necessary because foreign particles can damage important
components in a system and even lead to the failure of an entire system.
The main components of a filter are:
S the filter head,
S the filter bowl,
S the filter element,
S and a filter bypass valve.
In addition filters often have a differential pressure switch or a differential
pressure indicator.
The indicator is also called a pop−out indicator.
You may also find a drain plug on the filter bowl.
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Figure 49 Filter Components

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Filters cont.
The filter element is the most important component and is made from
S metal,
S plastic or
S paper materials.
The element consists of many tiny holes which filter foreign particles from the
medium as it passes through.
The filter element may become clogged and unable to filter if the medium is
contaminated.
When this happens the pressure increases in the areas upstream of the filter
element.
This higher pressure causes the differential pressure switch to trigger a
warning and then the filter bypass is activated. A spring loaded valve opens to
allow the unfiltered fluid to bypass the filter element.
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Figure 50 Filter Element / Filter Bypass Valve

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Filters cont.
A differential pressure indicator may be used, instead of the electrical
differential pressure switch, to provide a visual sign that the filter is clogged and
the filter bypass has been activated.
A red button installed on the filter pops into view when the filter is clogged and
it stays in view even if the bypass valve opens.
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Figure 51 Filter - Differential Pressure Indicator

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hp manifold filters
The Airbus manifold is fitted with a high pressure filter.
The high pressure filter cleans the fluid entering the manifold. This removes
foreign particles which may damage the hydraulic system components.
Please note that on Boeing modules this filter is called a pressure filter.
The HP filter is equipped with a differential pressure indicator. The differential
pressure indicator shows filter clogging.
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Figure 52 HP Manifold Components: Filters

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HYDRAULIC POWER (ATA29) Indication And Warning Systemsn
M11.11|M13.14
Hp manifold sensors
On the HP manifold you can find the following sensors:
2 pressure switches which detect low system pressure caused by pump
malfunctions or by system leaks.
And a pressure transmitter which monitors the system pressure at all times.
All sensors send their pressure data to various indicators in the cockpit.
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Figure 53 HP Manifold Components:Sensors

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HYDRAULIC POWER (ATA29) Hydraulic Accunulators
M11.11|M13.14
accumulator
The accumulator acts as a damper to smooth out pressure fluctuations in the
hydraulic system caused by sudden user demand. Please note that not all
aircraft types have a system accumulator.
The pressure indicator attached to the accumulator, shows the accumulator
gas pressure and is visually read by the mechanic.
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HYDRAULIC POWER (ATA29) Hydraulic Accunulators
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Figure 54 HP Manifold Components: Accumulator

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HYDRAULIC POWER (ATA29) Power Distrbution
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LOW PRESSURE DISTRIBUTION
low pressure manifold & return modul

The low pressure, or LP manifold in each hydraulic system combines all of the
return lines into a single line going back to the reservoir.
These are the return lines from each of the hydraulic users, and the return lines
from the overpressure relief valve and leak measurement valve of the HP
manifold.
In addition the case drain lines of the hydraulic pumps may also be connected
to the LP manifold.
This obviously helps to make maintenance easier because all of the special
components are located in one place.
Please note that the LP manifold shown here is an Airbus example. Other
aircraft types, for example from Boeing, have a similar component called a
return module and also have a separate case drain module.
As you can see, the LP manifold has only 2 main components.
The LP filter is similar to the HP filter. The filter cleans the low pressure
hydraulic fluid before it enters the reservoir. Like the HP filter, it has a
differential pressure indicator. However, the LP filter also has a bypass valve
which allows the filter to be bypassed if the filter is completely clogged.
Please note that on some aircraft types, like from Boeing, the LP filter is called
a return filter.
The LP manifold also has a temperature sensor installed. This sensor monitors
high fluid temperatures in the low pressure distribution. If high fluid
temperatures occur, the sensor provides data for various indications in the
cockpit.
The normal fluid working temperature is between 60 and 80°C.

High fluid temperatures are usually the result of pump malfunctions.
High fluid temperatures change the characteristics of the fluid and because of
this, the hydraulic pumps must not be operated.
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Mod|L1|A/B1/B2
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Figure 55 Low Pressure Manifold

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Mod|L1|A/B1/B2
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case drain module

The case drain module, which you can find in some aircraft types, links
together all of the case drain lines from the VDPs.
The components of the case drain module are similar to those in the LP
manifold.
The case drain filters have differential pressure indicators and by−pass valves,
the temperature sensor is similar in operation to the one in the LP manifold and
provides the relevant cockpit indications. And check valves are very familiar to
you from other parts of the hydraulic system.
The low pressure hydraulic fluid from the case drains in the pumps enters the
case drain module and then passes through a heat exchanger and finally
returns to the reservoir via the return module.
The heat exchanger cools the hydraulic fluid before it enters the reservoir. The
heat exchanger pipes are routed through the fuel tanks and the fuel cools the
hydraulic fluid.
Because of this, there has to be a certain quantity of fuel in the fuel tanks if the
hydraulic pumps are operating.
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Figure 56 Case Drain Module

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HYDRAULIC POWER (ATA29) Indication And Warning Systems
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HYDRAULIC CONTROLS
hydraulic panels
The condition of each hydraulic system is monitored by many sensors.
These sensors send data about the condition of the system to the cockpit
which is then indicated on ECAM or EICAS displays.
The hydraulic panel in the cockpit has the main control switches for the
hydraulic system.
The hydraulic panel also shows some system indications.
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Figure 57 Airbus Hydraulic Control Panel

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control switches
Different aircraft have different types of control switches for the hydraulic
system.
For example, this Boeing has both rotary switches and pushbutton switches.
The purpose of these controls of course, is to energize hydraulic system
components.
Certain precautions should be taken before using these switches to energize
the hydraulic system.
It is important to ensure that the position of the flaps, for example, agrees with
the position of the flap lever in the cockpit. If the positions disagree, energizing
the hydraulic system could be very dangerous.
Similar precautions should be taken with systems such as the other flight
controls and the landing gear.
The necessary precautions are usually specified in a check list or a task list.
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Figure 58 Boeing Hydraulic Panel

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Control Switches Cont.

As you are aware from other parts of this course, Airbus aircraft use a lights
out philosophy in the cockpit. During normal operation, the hydraulic panel
pushbuttons are pushed in and have no indication.
The EDP pushbuttons have an engine identifier label such as the ENGINE 1 or
ENGINE 2 shown here.
When pressed in, they energize the de−pressurizing solenoid valve of the
corresponding engine driven pump.

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Figure 59 EDP Control Switches

M11.11|M13.14
pump control switches

When an EDP is selected OFF, the depressurizing solenoid valve is
energized. As you probably remember, this also activates the compensator and
blocking valves to stop the pump output.
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Figure 60 EDP Control PB

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Pump Control Switches Cont.

On this Airbus 2 engine aircraft, one of the subsystems is pressurized via an
electric motor.
The ELECTRIC PUMP pushbutton, energizes and de−energizes this electric
motor.
Note that the yellow subsystem also has an electric pump pushbutton which is
used for auxiliary pressurization.
The PTU pushbutton arms and disarms the power transfer unit via the pressure
ports which links the green and yellow subsystems.
The RAM AIR TURBINE MANUAL ON pushbutton is protected by a guard.
The guard on the RAT MANUAL ON pushbutton prevents an accidental
deployment of the RAT, especially when the aircraft is on the ground. As you
may remember, the RAT deploys with a sudden force and could injure
maintenance personnel.

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Figure 61 PTU Control PB

M11.11|M13.14
Pump Control Switches Cont.

Demand pumps are activated automatically or manually when there is a need,
for example, during high user demand.
Typically, these pumps are driven by electric motors or air driven pumps as you
have already seen.

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Figure 62 Demand Pump Switch

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switch positions and messages

We are now going to look at the different modes of pump operation.
There are 2 obvious modes of pump operation ON and OFF but there is also
another mode called the automatic mode.
The automatic switch position activates an autostart function in its associated
pump. This autostart function is activated in certain situations and is sometimes
controlled by a computer.
The ON mode of operation is indicated in different ways according to the
method of pump operation and also the manufacturer. For example, on aircraft
with a lights out philosophy, the EDP and autostart function pushbuttons have
no ON indication. For normal operation, their associated components are
always operating or armed and therefore no lights are shown in the
pushbuttons.
However, during non normal operation of the auxiliary pressurization electric
pump, an ON indication is shown because this pump has to be manually
activated by the crew.
On aircraft, which do not have a lights out philosophy, like the Boeing 747, an
ON indication is shown when a pressurization component is operating.
The last switch operating position is the OFF position.
Typically on Airbus aircraft, an OFF indication is shown when a component
with an auto start function is de-energized and if the hydraulic supply is cut by
energizing the EDP solenoid valves.
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Figure 63 Pump on Indication

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Switch Positions and Messages Cont.

On this panel of an Airbus aircraft, a FAULT message appears in the
pushbutton whilst on the panel of the Boeing aircraft, a FAULT message
appears on the hydraulic panel and a PRESSURE message is shown in the
pump pushbutton.
The appearance of any FAULT message indicates to the flight crew or
mechanic that there is a malfunction in the associated pump or hydraulic
system.

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Figure 64 Hydraulic System Fault Light

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typical indication
On modern aircraft, the main hydraulic indications are shown on the hydraulics
page of either an ECAM or EICAS type display.
We are going to use an Airbus hydraulics page to describe the different
indications but other manufacturers have similar displays.
The hydraulics page shows the hydraulic system architecture.
The storage indications for each system reservoir are located at the bottom of
the hydraulic page.
An arrow shows the quantity of hydraulic fluid in each reservoir. The arrowhead
moves up or down with changes in the reservoir fluid level.
The reservoir quantity transmitter supplies the data for the reservoir fluid level
indication.
The reservoir low level switch detects low fluid levels and this changes the
color of the reservoir level indicator arrow. This alerts the crew or maintenance
personnel to the problem.
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Figure 65 Hydraulic ECAM Page

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M11.11|M13.14
Typical Indication Cont.

The low fluid level also generates a fault indication in the corresponding
pushbutton on the hydraulic panel.
An OVERHEAT indication appears on ECAM if the temperature of the fluid
returning to a reservoir is too high. The overheat indication is generated by a
temperature sensor located in 1 of the sub-system components.
The pressure switch on the reservoir detects low air pressure and sends a
warning signal to the cockpit.
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Figure 66 Hydraulic Fault Indications

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An engine fire shut−off valve is installed in the supply line to each EDP.
The valve has 2 indications in line as seen here when the valve is open or
cross line when the valve is closed.
The pressurization symbol indicates the hydraulic pump status. During normal
operation, the pump indication is shown in line, if the EDP solenoid shutoff
valve is energized to block the pump output, the cross line symbol appears.
Note the OFF message in the associated pushbutton on the hydraulic panel.
If the pump is operating but does not produce enough system pressure, a
pressure switch on the output side of the pump detects the low pressure and
sends a signal to the cockpit which results in a LOW pressure indication and a
FAULT message for the malfunctioning pump.
Ein Engine Fire Shutoff Valve ist in der Versorgungsleitung jeder EDP
eingebaut.

M11.11|M13.14
Figure 67 Pump Status Indication

M11.11|M13.14

The electric hydraulic pump motors have a temperature switch. If the pump
becomes too hot, the temperature switch generates an OVERHEAT indication
in the cockpit.
Note the fault light in the associated pushbutton.
The system pressure indication shows the normal system pressure of 3000 psi.
You may remember that the pressure transmitter on the HP manifold supplies
this data. It also provides a warning indication if the system pressure
decreases below a certain level.
The RAT indication gives information about the ram air turbine status. It tells
the crew if the RAT is stowed, not stowed or has a malfunction.
The yellow electric hydraulic pump indication shows if the pump is running, not
running, pump pressure low and also pump overheat.
The PTU indication shows if the PTU is armed or switched off. It also indicates
if the green subsystem is supplying the yellow subsystem or vice versa.

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Figure 68 ECAM Indications

M11.11|M13.14
system computer
We saw that some system components such as the BLUE electric pump have
an automatic mode of operation.
The operation of such components is activated by the system computers (on
some aircraft types).
The typical function of the computers is as follows:
The computer receives inputs from the control panel and then pass them
through to the pressurization components.
The computer analyses the inputs from the panel and inputs from the sensors,
to control the pressurization components and also to provide the individual
system indications on the panel and displays.
The system computers also memorize system malfunctions for trouble shooting
via the on board maintenance system.
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Figure 69 Hydraulic System Computer

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HYDRAULIC POWER (ATA29) Hydraulic Servicing
M11.11|M13.14
HYDRAULIC SERVICING
introduction
The 2 main servicing activities for the hydraulic system are reservoir filling and
fluid sampling. These services are needed to maintain the efficiency of the
hydraulic system.
Reservoirs can be filled manually or using pressurized ground equipment.
Filling the reservoirs maintains the correct fluid level and this makes up for oil
consumed in the hydraulic system.

M11.11|M13.14
Figure 70 Hydraulic Service Panel

M11.11|M13.14
pressurized filling
Pressurized filling takes place at the service panel.
The pressurized ground equipment is attached to the reservoir fill connector on
the service panel, from the fill connector, the fluid passes through a restrictor
which decreases the fluid pressure and helps to prevent a system
overpressure.
The fluid passes through a ground service filter which prevents particles of
metal and dirt from entering the hydraulic systems.
From the filter, the fluid enters the filling selector. The mechanic manually
selects the hydraulic system reservoir that is to be filled. The filling selector has
positions for each of the reservoirs and also a neutral position which is the off
position.
The quantity indicator automatically shows the fluid level in each selected
subsystem. The quantity indicator gets the level information from the
transmitter in each reservoir.
From the filling selector, the fluid passes through a check valve, a low pressure
filter and finally goes into the subsystem reservoir.
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Figure 71 Pressurized Filling

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M11.11|M13.14
manual filling
The manual filling of the reservoir uses a hand pump instead of the ground
equipment.
To do this, you place the end of a flexible hose into a container of hydraulic
fluid and the other end of the hose is attached to the hand pump fill valve.
When the hand pump is operated, the fluid is sucked from the container.
The fluid passes through the fill valve, which acts as a check valve and then to
the hand pump and finally the fluid goes into the system where it is distributed
in the same way as for pressurized filling.
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Figure 72 Hydraulic Filling

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fluid sampling
We have just looked at reservoir filling which is one of the main hydraulic
services, the other important service activity is fluid sampling.
A sampling valve is located on the HP manifold of each hydraulic system.
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Figure 73 Sampling Valve Location

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fluid sampling cont.

The sampling valves provide samples of hydraulic fluid from each system for
analysis.
The analysis checks for water contamination and reduction in fluid
performance.
The sampling valve is a needle type valve and basically consists of a valve
body, inside the the valve body is a needle valve and a tiny fluid inlet aperture.
Under normal conditions the needle closes the inlet aperture.
The system pressure at the HP manifold is 3000 psi and the small aperture of
the needle valve reduces this pressure to allow the sample to be taken.
Please note that on other aircraft such as Boeing, the fluid is sampled from the
low pressure part of the system via a drain valve on the reservoirs.
The sampling valve also has an end cap which normally protects the valve from
dirt. However, when the end cap is removed it can be also be used as a tool to
open the needle valve.
Perhaps the best way to understand this simple operation is to see the actual
sampling process.
First the mechanic unscrews the end cap. The end cap notch is placed around
the needle valve and is then used to push the needle valve down. When the
needle valve moves downwards, the pressurized fluid enters the fluid inlet and
passes through the needle valve into the sample container.
Please note that it is important to label every fluid sample bottle for
identification purposes.

M11.11|M13.14
Figure 74 Sampling Valve

HYDRAULIC POWER (ATA29) Leak Test
M11.11|M13.14
LEAK TEST SYSTEM
operation
The purpose of the leak system is to test for leakage in the main user
components such as the flight controls.
It does not test for leaks in pressurization or distribution components.
External leakage in hydraulic components are very obvious and are easily seen
during routine checks.
However, internal leakage also occurs within components and these are not so
obvious.
We saw in an earlier lesson that packings provide a seal between 2 different
fluid pressures within a hydraulic component, if the seal is worn, leakage from a
pressurized part of the component into a non pressurized part occurs and this
reduces the efficiency of the component. This flow of fluid past the worn seal is
called the internal leakage rate and can be measured by ground equipment.
During tests the aircraft is pressurized by means of a ground cart but another
piece of equipment which has a flow meter is connected between the ground
cart and the aircraft. The flow meter shows the rate of fluid flow through the
subsystem in gallons or litres per minute. This flow meter is used to calculate
internal leakage rates.
The flow rate for a hydraulic system which is operating normally is known.
When an internal leak occurs, the flow rate increases and this is compared to
the normal situation to find out the internal leakage rate.
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Figure 75 Leak System Operation

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M11.11|M13.14
components
The other major component of the leak system is the leak measurement
manifold which joins the pressure line to the flight control components.
As you can see, it is directly linked to the outlet ports of the HP manifold.
During normal operation, the leak measurement solenoid valve is de-energized
and there for open. In this condition, the flight controls are directly supplied via
port 1 of the HP manifold and pressurized fluid also exits via port 2 but only
goes as far as the manual selector valves in the leak measurement manifold.
When the leak measurement solenoid valve closes, the normal pressurized
supply via port 1 also closes, the pressurized supply is now only via port 2 to
the manual selector valves. The manual selector valves isolate the hydraulic
flow to the left wing, aft section and the right wing
By opening and closing the manual selector valves, it is possible to isolate the
internal leakage in specific parts of the hydraulic system.
Please note that other aircraft types do not have a dedicated leak test system.
Instead, the hydraulic power switches are used for leak measurement, this is
described in Flight controls.
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Figure 76 Leak System Components

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M11.11 29 B1 E
TABLE OF CONTENTS
M11A TURBINE AEROPLANE AERODYNAMICS, FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
STRUCTURES AND SYSTEMS . . . . . . 1 HP MANIFOLD FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . 104
HP MANIFOLD SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . 106
M11.11 HYDRAULIC POWER (ATA 29) . . . . . . . . . . . . 1 ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
DEFINITIONS AND SYSTEM ARCHITECTURE . . . . . . 2 LOW PRESSURE DISTRIBUTION . . . . . . . . . . . . . . . . . . 110
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LOW PRESSURE MANIFOLD & RETURN MODUL . . . 110
HYDRAULIC FLUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 CASE DRAIN MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
PACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 HYDRAULIC CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . 114
SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . 24 HYDRAULIC PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 CONTROL SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
HYDRAULIC RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . 30 PUMP CONTROL SWITCHES . . . . . . . . . . . . . . . . . . . . . . 120
RESERVOIR PRESSURIZATION SYSTEM . . . . . . . . . . 36 SWITCH POSITIONS AND MESSAGES . . . . . . . . . . . . . 126
TYPICAL INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
SYSTEM PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . 54
SYSTEM COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
PRINCIPLE OF VARIABLE DISPLACEMENT PUMPS . 56 HYDRAULIC SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . 140
COMPONENTS OF HYDRAULIC PUMPS . . . . . . . . . . . 60 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
COMPONENTS OF HYDRAULIC PUMPS . . . . . . . . . . . 62 PRESSURIZED FILLING . . . . . . . . . . . . . . . . . . . . . . . . . . 142
FIXED DISPLACEMENT PUMPS . . . . . . . . . . . . . . . . . . . 64 MANUAL FILLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
FLUID SAMPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
MAIN PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . 66
ENGINE DRIVEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 LEAK TEST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
AIR DRIVEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
AIR DRIVEN PUMP COMPONENTS . . . . . . . . . . . . . . . . 74
AUXILIARY PRESSURIZATION . . . . . . . . . . . . . . . . . . . . 76
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
RAM AIR TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
POWER TRANSFER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . 80
PTU OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
GROUND PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . 86
HIGH PRESSURE DISTRIBUTION . . . . . . . . . . . . . . . . . 88
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
HP MANIFOLD VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
HP MANIFOLD VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Page i
M11.11 29 B1 E
TABLE OF CONTENTS
Page ii
M11.11 29 B1 E
TABLE OF FIGURES
Figure 1 Hydraulic Consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Air Driven Pump Components . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Air Driven Pump Components . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Pressure Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Auxiliary Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Comparison Gas / Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Ram Air Turbine Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Power Transfer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Performance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Power Transfer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Components with Packings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 PTU Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Backup Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Packing Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Seal Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 HP Manifold Pictures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Static / Dynamic Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Leak Measurement Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Basic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Leak Measurement Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Priority Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Hydraulic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Filter Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Reason for Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Filter Element / Filter Bypass Valve . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Reservoir Accelerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Filter - Differential Pressure Indicator . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 HP Manifold Components: Filters . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Reservoir Air Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 HP Manifold Components:Sensors . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Hydraulic Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 HP Manifold Components: Accumulator . . . . . . . . . . . . . . . . . 109
Figure 20 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Low Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Pressurization Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Case Drain Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Pressurization Manifold Components . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Airbus Hydraulic Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Boeing Hydraulic Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Fluid Seperator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 EDP Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Reservoir Air Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 EDP Control PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Depressurization Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 PTU Control PB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Hydraulic Pump Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Demand Pump Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Variable Displacement Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Pump on Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Variable Displacement Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Hydraulic System Fault Light . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Variable Displacement Pump Components . . . . . . . . . . . . . . . 61 Figure 65 Hydraulic ECAM Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Variable Displacement Pump Components . . . . . . . . . . . . . . . 63 Figure 66 Hydraulic Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Fixed Displacement Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Pump Status Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Hydraulic Diagramm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 EDP Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Hydraulic System Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 Hydraulic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Hydraulic Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Page i
M11.11 29 B1 E
TABLE OF FIGURES
Figure 71 Pressurized Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 72 Hydraulic Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Sampling Valve Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 Sampling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 Leak System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Leak System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Page ii

B1-11c Aircraft Systems (Airframe) - LTT - (Topic 11.11 Hydraulic Systems)

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B1-11c Aircraft Systems (Airframe) - LTT - (Topic 11.11 Hydraulic Systems)

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M11A TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS

HAM US/O-5 LaS May 28, 2013 ATA DOC Page 1

DEFINITIONS AND SYSTEM ARCHITECTURE

HAM US/F-5 MeA 01.04.2008 01|Press|L1|A/B1/B2 Page 2

Figure 1 Hydraulic Consumers

HAM US/F-5 MeA 01.04.2008 02|Press|L1|A/B1/B2 Page 4

HAM US/F-5 MeA 01.04.2008 03|Press|L1|A/B1/B2 Page 6

Figure 3 Pressure Types

HAM US/F-5 MeA 01.04.2008 04|Hyd Fluid|L1|A/B1/B2 Page 8

Figure 4 Comparison Gas / Fluid

Hydraulic Fluid Cont.

HAM US/F-5 MeA 01.04.2008 05|Hyd Fluid|L1|A/B1/B2 Page 10

Hydraulic Fluid Cont.

HAM US/F-5 MeA 01.04.2008 06|Hyd Fluid|L1|A/B1/B2 Page 12

Figure 6 Performance Requirements

HAM US/F-5 MeA 01.04.2008 07|Packing|L1|A Page 14

Figure 7 Components with Packings

HAM US/F-5 MeA 01.04.2008 08|Packing|L1|A Page 16

Figure 8 Backup Ring

HAM US/F-5 MeA 01.04.2008 09|Packing|L1|A Page 18

Figure 9 Packing Shapes

HAM US/F-5 MeA 01.04.2008 10|Packing|L1|A Page 20

Figure 10 Seal Damage

HAM US/F-5 MeA 01.04.2008 11|Packing|L1|A Page 22

Figure 11 Static / Dynamic Seals

HAM US/F-5 MeA 01.04.2008 12|Sys Architect|L1|A/B1/B2 Page 24

Figure 12 Basic System

System Architecture Cont.

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Figure 13 Hydraulic Systems

System Architecture Cont.

HAM US/F-5 MeA 01.04.2008 14|Sys Archictect|L1|A/B1/B2 Page 28

Figure 14 Hydraulic Components

HAM US/F-5 MeA 01.04.2008 01|Hyd Res|L1|A/B1/B2 Page 30

Figure 15 Reason for Reservoirs

Hydraulic Reservoir Cont.

HAM US/F-5 MeA 01.04.2008 02|Hyd Res|L3|B1 Page 32

Figure 16 Reservoir Accelerations

HAM US/F-5 MeA 01.04.2008 03|Res Comp|L1|A/B1/B2 Page 34

reservoir pressurization system

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Figure 18 Reservoir Air Pressurization

RESERVOIR PRESSURIZATION BY HYDRAULIC PRESSURE

HAM US/F-5 MeA 01.04.2008 02|Hyd Res Press|L1|A/B1/B2 Page 38

Figure 19 Hydraulic Pressure

RESERVOIR PRESSURIZATION BY AIR

HAM US/F-5 MeA 01.04.2008 03|Hyd Res Press by Air|L1|A/B1/B2 Page 40

Figure 20 System Overview

HAM US/F-5 MeA 01.04.2008 04|Press Manif|L3|B1 Page 42

Figure 21 Pressurization Manifold

PRESSURIZATION MANIFOLD COMPONENTS

HAM US/F-5 MeA 01.04.2008 05|Press Manif Comp|L3|B1 Page 44

Figure 22 Pressurization Manifold Components

Pressurization Manifold Components Cont.

HAM US/F-5 MeA 01.04.2008 06|Press Manif Comp|L3|B1 Page 46

Figure 23 Pressure Reducing Valve

Pressurization Manifold Components Cont.

HAM US/F-5 MeA 01.04.2008 07|Press Manif Comp|L3|B1 Page 48

Figure 24 Fluid Seperator

RESERVOIR AIR MANIFOLD