Aircraft Hydraulic Pneumatic - Lecture Presentation

MALAYSIAN INSTITUTE OF
AVIATION TECHNOLOGY
HYDRAULIC & PNEUMATIC

BY:RASHIDI BIN RAHIM
PRINCIPLES OF HYDRAULIC
Hydraulic Preface.
► Preface.
With the free and almost unlimited power available in
flowing water, much early human industry was located
along the rivers. People used water for transportation and
diverted water to flow over large wooden waterwheels and
turned shafts inside factory buildings. Pulleys and belts
drove the lathes and drill presses from these water driven
shafts.
As we modernized, the basic daily routine technology is
implemented into aircraft system to simplify and smoothen
the operation of it.
PRINCIPLES OF HYDRAULIC
Hydraulic Design.
► Design.
Hydraulic fluid is design to fulfill aircraft needs. Most
aircraft use some form of hydraulic and pneumatic
system, ranging from a simple braking system to a
multiplex engine driven pump system and providing a
means of operation of large aircraft components.
The operation of landing gear, flaps, control-boost
system and other components is widely accomplish by
hydraulic power system. Pneumatic systems are used in
some aircraft design to perform the same type of
operation performed by hydraulic systems. However,
the majority of aircraft that have pneumatic system use
them only as backup system for the operation of
hydraulic components when the hydraulic system failed.
HYDRAULIC REVIEW OF
TERMS
• AREA
• FORCE
• DISTANCE/STROKE
• VOLUME/DISPLACEMENT
• WORK
• POWER
HYDRAULIC REVIEW OF
TERMS
• AREA
►A measurement of a surface.
►In aircraft hydraulics, the technician is concerned with
the areas of piston heads.
►Knowing this area, the amount of force required to
actuate a mechanism can be determined.
►Area is generally measured in square inch/square feet
in English system and in square centimeters /square
meters in Metric system.
HYDRAULIC REVIEW OF
TERMS
• AREA
HYDRAULIC REVIEW OF
TERMS
• FORCE
►The amount of push, pull or twist on an object.
►The force in a hydraulic system is derived from the
pressure acting on the area of a piston head.
►In English system, force is measured in pounds (lbs), in
the Metric system, it is measured in grams, kilograms or
Newton (N).
►To measure the force of hydraulic, we must be able to
determine force per unit area and this is called
pressure and is measured in pounds per square inch
(psi) or kilopascals (kPa).
HYDRAULIC REVIEW OF
TERMS
• DISTANCE/STROKE
►A measurement of distance of a piston.
►The distance/stroke is being expressed in inches or feet
in English system and centimeters or meters in the
Metric system.
HYDRAULIC REVIEW OF
TERMS
• DISTANCE/STROKE
HYDRAULIC REVIEW OF
TERMS
• VOLUME & DISPLACEMENT.
►Is a measurement of quantity of fluid available or the
amount of fluid moved.
►Volume/displacement is expressed in cubic inches or
cubic feet in English system and cubic centimeter or
cubic meters in Metric system.
HYDRAULIC REVIEW OF
TERMS
• VOLUME & DISPLACEMENT.
HYDRAULIC REVIEW OF
TERMS
• WORK.
►Is the product of a force multiplied by the distance over
which the force acts.
►Work is simply forces times distance and does not
considered time.
►Work is being expressed in such unit as foot-pounds,
inch-pounds or inch-ounces in English system and in
Metric system work is measured in meter-kilograms or
centimeter-grams.
HYDRAULIC REVIEW OF
TERMS
• POWER.
►Power is a measure of the amount of work done in a
given period of time and horsepower is the standard unit
for mechanical power.
►One horsepower is 33,000 foot pound of work in 1
minute or 550 foot-pounds of work done in 1 second.
►One horsepower is also equal to 746 watts of electrical
power.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Relationship between Force, Pressure & Area .
►In English system, Force is measured in pounds, Area is
in square inches and Pressure is in pounds per square
inch.
►The amount of force a fluid power system can produce
is determined by the amount of pressure used and the
area on which the pressure is acting.
HYDRAULIC REVIEW OF
TERMS
• Relationship between Force, Pressure & Area.
 Force = Pressure X Area
 Area = Force  Pressure
 Pressure = Force  Area

HYDRAULIC REVIEW OF
RELATIONSHIPS
• Relationship between Volume, Area & Distance.
►With this relationship, you can find the amount of fluid
needed to move a piston of a specific given distance.
►Finding the distance a given amount of fluid will move
the piston or the size of the piston needed for a given
distance of movement when the volume is known.
HYDRAULIC REVIEW OF
TERMS
 Volume = Area X Distance
 Area = Volume  Distance
 Distance = Volume  Area

HYDRAULIC REVIEW OF
TERMS
• Relationship between Height & Pressure/Hydrostatic
Paradox .
►The pressure of a static fluid exerts is determined by the
height of the fluid and has nothing to do with its volume.
►For example, if the height of a liquid in a piece of ½ inch
tubing is exactly the same as the height of the liquid in a 100
gallon tank, the pressure at the bottom of the tube will be
exactly the same as the pressure at the bottom of the tank.
►Neither the shape of the container nor the amount of
water has any effect on the pressure. Pressure is
determined only by the density of the fluid and by the height
of the top of the fluid above the bottom of the container.
HYDRAULIC REVIEW OF
TERMS
Pressure = Density X Height

HYDRAULIC REVIEW OF
RELATIONSHIPS
• The Law of Conservation of Energy.
►Energy cannot be created or destroyed, but we can change
the form of the energy in order to use it and when the energy
form is changed, we exactly have the same amount of
energy we started with.
►Most mechanical devices produce less work than is put into
them. This is because of friction or inefficiency, but the total
energy output is the same as the total input energy input.
►Energy in fluid power system may be in one or two form,
which is potential or kinetic.
►Potential energy in a fluid power system is expressed in the
pressure of the fluid and kinetic energy is expressed in the
velocity of the moving fluid.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Pascal’s Law.
► Explains the way power is transmitted in a closed
hydraulic or pneumatic system.
► Stated in simple terms, Pascal’s Law says that pressure in
an enclosed container is transmitted equally and
undiminished to all parts of the closed container and it
acts at right angles to the walls that enclose it.
► Amount of pressure increase by multiplying the area of
the piston by the force caused by the weight. It is the same
on every single of the gages regardless of their position in
the system or of the shape of the container.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Pascal’s Law.
► Pascal’s Law theory is proven in automobile a hydraulic
brake that provides equal braking action.
► For example, when the brake pedal is pressed, the
pressure is transmitted equally to each of the wheel
regardless of the distance between the brake master
cylinder and the wheel cylinder.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Pascal’s Law.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Pascal’s Law.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Bernoulli’s Principles.
► When fluid is not in still condition (such as being explain
in Pascal’s Law), means it is moving, it is best to be
explain and proven by Bernoulli’s Principle.
► Bernoulli’s Principles explain the basic principle that
explains the relation between kinetic energy and potential
energy in fluids that are in motion.
► Its explain the relationship between pressure and velocity
in a stream of moving fluid. The total energy in the fluids
is made up of potential and kinetic energy.
HYDRAULIC REVIEW OF
RELATIONSHIPS
► The potential energy relates to the pressure of the fluid
and the kinetic energy relates to its velocity.
► Bernoulli’s Principle tells us that as long as the total
energy in a flow of fluid remains constant, any increase in
the velocity of the fluid will results in a decrease in the
pressure that is exerted by the fluid.
HYDRAULIC REVIEW OF
RELATIONSHIPS
HYDRAULIC REVIEW OF
RELATIONSHIPS
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Differential Areas.
► Another aspect of force produced by fluid pressure is the
effects of differential areas.
► For example, (linear type actuator) if fluid pressure is
applied to the piston head end connection, the piston will
move to the left and if the fluid pressure is applied to the
piston rod connection, the piston will move to the right.
► If the two end connections are connected together and the
fluid is applied top the both side at the same time, the
piston will not remain stationary.
► In fact, it will move to the left and this is because by the
area of the piston being reduced on one side by the
amount equal to the cross sectional area of the piston rod.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Differential Areas.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Brahmah's Principles.
► In an aircraft hydraulic system, Brahmah's Principles can
be applied to the movement of different loads using
actuators subject to one pressure.
► It is known that fluid pressure acts equally in all direction
and also that the load which can be moved by a piston
depends upon the pressure and the piston area.
► Brahmah's Principles stated that ‘under a given load’, the
smaller the area it acts upon the greater the pressure
produced and the greater the area under pressure, the
greater the force available.
HYDRAULIC REVIEW OF
RELATIONSHIPS
► For example, a very small weight added to the 200
Newton on the small piston will cause some of the fluid in
the small cylinder to flow to the larger cylinder. Now the
large pistons plus the 400Newton weight will move
upwards.
► Brahmah's Principles, which worked on theory, provided
mechanical advantage. He used a large area of piston at
the ‘load’ end and a small area piston at the ‘effort’ end.
In this way a small force raised a heavy load.
HYDRAULIC REVIEW OF
RELATIONSHIPS
► This gain is offset by the greater distance through which
the effort (small piston) has to move compared with the
distance moved by the load (large piston).
► In addition, the speed of the travel of the large piston will
be less than that of the small piston.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Mechanical Advantage .
► Is the ratio of the load, which is moved to the applied
force and is gained at the expenses of distance moved by
the effort.
► There are 2 major advantages, which is:
 Force can be transmitted over large distances.
 Large gain in mechanical advantage made possible by varying the
size of the pistons.
► A mechanical advantage is achieved in a hydraulic system
by having an output piston that is larger than the input
piston. If a piston whose area is one square inch is pressed
down with a force of one pounds, it will produce a
pressure of one pound per square inch and for every inch
it moves, it will displace one cubic inch of fluid.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Mechanical Advantage.
► It is possible to have an application in an aircraft
hydraulic system that requires a large amount of
movement but only a small amount of force. When this is
needed, a large piston can be used to drive a smaller one.
► All of the fluid moved by the large piston will enter the
cylinder with the small piston and move it a distance
equal to the volume of fluid divided by the area of the
small piston.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Advantages and Disadvantages of Fluid Power
System .
Advantages:
► Provides smooth and steady and accurate movement.
► Lighter to the weight ratio.
► Hydraulic power/force will be confined to pipe lines
and components associates only.
► Ability of varying the speed of mechanical operations
by means of motors.
► Ease of installation & less space required (pipe lines
between components can go around obstructions).
► Elimination of backlash between components.
► Ease of inspection and maintenance.
► Almost 100% efficient.
HYDRAULIC REVIEW OF
RELATIONSHIPS
• Advantages and Disadvantages of Fluid
Power System .
Disadvantages:
 Fluids are in closed container and undergo an
expansion due to hot temperature.
 Incase of hydraulic leakage will results to corrosion to
metals and swelling to rubber for instance.
 Hazards to humans body and organs if accidentally
inhale or in-touch with.
 Required a special care and maintenance taken.
Hydraulic fluids
• Hydraulic Fluid Characteristic.

► Viscosity.
► Chemical Stability.
► Flash Point.
► Fire Point.
► Freezing Point.
Hydraulic fluids
Viscosity.
 Internal resistance of a fluid which tends to prevent it’s from
flowing.
 Low viscosity will have high flow rate.
 Excessive viscosity will add load and excessive wear of parts and
low viscosity is also contributing to rapid wear of parts which
subjected to heavy loads due to excessive friction. Therefore a
correct viscosity for particular hydraulic operation is required and
to be determined.
 Viscosity is inversely proportional to temperature.
 SayBolt Universal Viscosimeter is a standard instrument for
testing petroleum product and lubricant. Tests are usually made at
temperature of 100oC, 130oC and 210oC.
Hydraulic fluids
Viscosity.
 The time used for the test is seconds and time required
for exactly 60cc of the fluid to flow through and
accurately calibrated orifice is recorded as ‘second,
Saybolt universal’.
 Viscosity index is an arbitrary methods of stating the
rate of change in viscosity of a fluid will change
towards temperature.
Hydraulic fluids
Chemical Stability.
 The ability of a liquid to resist oxidation and
deterioration for long operating period.
 All liquids tend to undergo unfavorable chemical
changes under severe operating conditions and in this
case for example , when the system operates for a
considerably period of high temperatures.
Hydraulic fluids
Flash point.
 Temperature at which a liquid gives off vapor in
sufficient quantity to ignite momentarily (flash) when a
flame is applied.
 A high flash point is desirable for hydraulic fluids
because it indicates a good resistance to combustion
and a low degree of evaporation at normal
temperatures.
Hydraulic fluids
Fire point.
 Temperature at which a substance gives off vapor in
sufficient quantity to ignite and continue to burn when
exposed to a spark or flame.
 As with flash point, a high fire point is desirable in
hydraulic fluids.
Freezing point.
 Temperature at which the liquid will solidify and
hardened because of a certain low temperature applied.
Hydraulic fluids
• Properties of an Ideal Hydraulic Fluid .
 Incompressible.
 Low to medium viscosity.
 Reasonable density variation with changes to
temperature.
 Low rate of change of viscosity with temperature
changes.
 Wide working range of temperature (approximately -
80oC to +70oC).
 Good lubricating properties over the usual working
range.
 Low co-efficient of fluid expansion due to temperature
changes.
 Low freezing and high boiling point.
Hydraulic fluids
• Properties of an Ideal Hydraulic Fluid .
 Non-flammable, which is high flash and fire point.
 Non-corrosive and non-detrimental to seals.
 Chemically stable with change in temperature and
under all operating condition.
 Maximum resistant to oxidation (non sludging with
variation in temperature).
 Should not be toxic if accidentally sprayed under
pressure to operators.
 Good storage life (either shelf or operation life).
Hydraulic fluids
• Types Of Hydraulic Fluids.
• Vegetables – Base Fluid.
• Mineral – Base Fluid.
• Synthetic – Hydrocarbon – Base Fluid.
• Phosphate Ester – Base/ Synthetic – Base Fluid.
Hydraulic fluids
 Known as MIL-H-7644 or DTD 900/4081.
 Essentially made of castor oil and alcohol and used in
older aircraft.
 Although is similar to automotive brake fluid, it is not
interchangeable.
 Dyed blue or golden yellow for identification.
 Uses natural rubber seals.
Hydraulic fluids
 If any contamination occurs, the system of this type of
fluid is flushed with alcohol.
 MIL-H-7644 is a flammable fluid its strips paint and
attack synthetic rubber. It also toxic in a fine sprays
mist.
 They are considered obsolete and are not generally
found in any hydraulic power system but may still be
found in some older brake system.
Hydraulic fluids
 Known as MIL-H-5606 or DTD 585.
 Basically a kerosene-type petroleum product.
 Dyed red color for identification.
 Used in many systems, especially where the fire hazard
is comparatively low.
 It have good lubricating properties and additives to
inhibits foaming and at the same time prevent the
formation of corrosion.
 Mineral base fluid has the advantages of increased fire
resistance compared to vegetables hydraulic fluid.
Hydraulic fluids
 If contamination occurs, the system using this type of
hydraulic fluid can be flushed with naphtha, varsol or
Stoddard solvent.
 Neoprene seals and hoses may be used with MIL-H-
5606 or synthetic rubber, leather or metal composition
seals and hoses is also an option.
 MIL-H-5606 is a flammable type of hydraulic fluid.
Hydraulic fluids
• Synthetic – Hydrocarbon – Base Fluid .
► Known as MIL-H-83282 or MIL-H-81019.
► As a replacement for the familiar ‘red oil’ or known as
MIL-H-5606.
► Dyed red for identification but has synthetic
hydrocarbon base rather than kerosene type petroleum
base.
► Compatible will all material used with MIL-H-5606
hydraulic fluid.
► A main advantage of MIL-H-83282 is that it is fire
resistant.
► MIL-H-81019 is used in extremely low temperature
and operational at a temperature as low as -90oF.
Hydraulic fluids
► Known as MIL-H-8446 or ‘Skydrol’.
► Mostly utilized in transport category aircraft and very
fire resistant (although it is fire resistant, it is not fire
proof) such as high performance piston engine and
turbine powered aircraft.
► Under certain condition, ‘Skydrol’ will burns (at very
high temperature).
► Dyed light purple for identification and slightly heavier
than water.
Hydraulic fluids
► Seals and hoses used with this type of fluids are made
from Butyl, synthetic rubber, ethylene propylene or
Teflon or fluorocarbon resin.
► It is very susceptible to contamination (water) because
it absorbs moisture from atmosphere and must be kept
in tight seal containers.
► If contaminated, the system should be flushed with
‘trichloroethylene’.
► MIL-H-8446 can sustain operation at wide range of
operating temperature, from approximately -65oF to
more than 225oF.
► The continual development of more advanced aircraft
has resulted in modification to the formulation of
phosphate ester-base fluids.
Hydraulic fluids
• Phosphate Ester – Base/ Synthetic – Base
Fluid.
► The continual modification of the fluid specification
has resulted in the utilization of Type I, II, III and now
Type IV fluids.
► Currently there are 3 grades of Skydrol in use, which is
Skydrol 500B4, Skydrol LD-4 and Skydrol 5.
► Typical examples of current Type IV fluids are
Skydrol LD-4 and Skydrol 500B4.
► Two distinct classes of Type IV hydraulic fluid exist
and the class definition is according to the airframe
manufacturer hydraulic specification.
Hydraulic fluids
• Phosphate Ester – Base/ Synthetic – Base
Fluid.
► The classes are, Class 1 which is low density and offers
some advantage in jumbo jet transport aircraft where
weight is a prime factors (Skydrol LD-4) and Class 2 is
high density and possess handling characteristic that
are beneficial in some hydraulic system (Skydrol
500B4).
► Skydrol 5 is more compatible with painted surfaces
than the other types of Skydrol.
► MIL-H-8446 or Skydrol is non-flammable.
Hydraulic fluids
• Effects of Fluid Friction.
► Types of fluids flow:
• Laminar flow (the flow is smooth and straight in
line).
• Turbulence flow.
► When there is a resistant of fluid friction, there is
always lost of power and energy (reduction in pressure
through out of pipeline).
► As velocity of fluid increase the resistance to flow
increase and temperature increases.
► Any restriction in a pipeline will increase liquid
velocity and produce turbulence in which resulting in
reduce pressure downstream of restriction.
Hydraulic fluids
• Effects of Fluid Friction.
► Friction between the fluid and wall of the pipelines
depends on:
• Velocity of the fluid in the pipelines.
• The bore, length and internal finish of the
pipelines.
• The number of vent in the pipeline and the radius
of the bent.
• The viscosity of the fluid (friction increase will
followed by increase in viscosity).
Hydraulic fluids
• Compatibility of Hydraulic Fluids.
► Due to the difference in composition, hydraulic fluid
must not be mixed.
► The seals used with any particular fluid are not useable
with or, tolerant of any other difference types of
hydraulic fluid.
► Should an aircraft hydraulic system is accidentally
service with other than the specific fluid, the system must
be immediately drained and flush with an appropriate
flushing solvent.
► Aircraft manufacturer will give instruction regarding the
action to be taken with regard to the seals in the system.
Hydraulic fluids
• Compatibility of Hydraulic Fluids.
► For example:
• Skydrol does not appreciably affect common aircraft metal
such as aluminum, silver, zinc, magnesium, cadmium,
iron, stainless steel, bronze, chromium and others in
conjunction that the fluid is kept free from contamination.
• Thermoplastic resin (commonly used as tubing insulator
for electrical and fluid lines) may be softened chemically
by Skydrol.
• Skydrol 5 has less effect on painted surface than the other
types of Skydrol.
• Skydrol will attack polyvinyl chloride and must not be
allowed to drip on the electrical wiring as it will break
down the insulation.
Hydraulic fluids
• Compatibility of Hydraulic Fluids (cont).
• However, this chemical reaction usually requires
longer than just momentarily exposure and spills that
are wiped up immediately with soap and water do not
harm most of these material.
• Skydrol is compatible with natural fibers and with a
number of synthetic fibers (including nylon and
polyester), which being used extensively in many
aircraft.
• Petroleum oil hydraulic seals of neoprene or Buna-N
are not compatible with Skydrol. They must be
replaced with seals of butyl rubber or ethylene-
propylene elastomers that intended to be used with
phosphate ester-base hydraulic fluid.
Hydraulic fluids
• Hydraulic Fluid Contamination.
► Contamination of aircraft hydraulic system can
seriously affect the operation of the aircraft operation.
► There are 2 principle/types of contamination that
affects the aircraft hydraulic system:
• Particulate Contamination.
• Soluble or Liquid Contamination.
Hydraulic fluids
► Particulate Contamination.
• Identification of where small pieces of solid matter
are present in the system.
• Resulting from the introduction of particles from
external sources or particles produced within the
system itself.
• Filters in the system generally remove particles
from the system.
• Contamination of a system occurs when, filters
element becomes blocked or filter element ruptures.
Hydraulic fluids
• Particulate contamination can be minimized by:
 Blanks all lines and parts when components are
removed and lines disconnected.
 Use clean containers for storing components
removed from aircraft.
 Ensure hydraulic fluid is free from contamination
when used as a lubricant for ‘o’ rings during
assembly of components.
 Service hydraulic system reservoir from containers
that is clean and free from contamination.
Hydraulic fluids
• Particulate contamination usually consists mainly
of metal and seal particles.
• The common sources of particles usually from
internal damage of hydraulic pumps.
• Pump pressure filter and case drain return filter
normally trapped these particles, whenever a pump
is replaced because of damage or suspected
damage, these filters should be replaced.
Hydraulic fluids
► Soluble or Liquid Contamination.
• The effects of chemical or solvent action that
affects the system.
• Can be in form of deposit and cause erosion of
valves and internal corrosion components.
• Chlorinated compound causes hydraulic system
valve to erosion and causes internal leakage,
overheating and followed by low hydraulic
pressure.
Hydraulic fluids
• Soluble or Liquid contamination can be minimized
by:
 Avoid using chlorinated solvents when cleaning
hydraulic system components.
 Ensure that components being removed from aircraft,
repaired and replaced are handled and stored in
accordance with the highest standards of cleanliness.
 Always service hydraulic system with the correct
fluid.
 Do not allow the hydraulic system to be overheated.
Hydraulic fluids
• Introduction of engine oil or DTD 585/MIL-H-
5606 that uses ester based fluid causes seals to
swell and possibility form a gelatinous material and
reduce the fire resistance of the fluid.
• Contamination of ester based fluid with free
(undissolved) water can results in formation of
corrosion on steel parts of components.
• Hydraulic system overheating accelerates with the
decomposition of ester based fluids forming acids
causes etching of metal in system components.
Hydraulic fluids
• Overheating of hydraulic system can be caused by
excessive internal leakage in components and
partially blocked pump case drain return filters.
• Skydrol will turns to dark brown color when
overheated and considered not serviceable and
must be drained and flushed.
• Hydraulic system and test rigs should be check for
total acidity and water contents to ensure it is still
in appropriate aircraft manufacturer recommended
limits.
Hydraulic fluids
• Handling Hydraulic Fluids.
► Skydrol fluid does not present any particular health
hazard when used as recommended.
► Skydrol has a very low order of toxicity when taken
orally or applied to the skin in liquid form.
► It causes pain on contact with eye tissue and other
areas of sensitive skin, but animal studies and human
experience indicate that it causes no permanent
damage.
► First aid treatment for eye contact includes flushing the
eyes immediately with large volume of water and the
application of anesthetic eye solution. If pain persists,
the individual should see a physician as soon as
possible.
Hydraulic fluids
► If mist or fog form, Skydrol is quite irritating to nasal
or respiratory passages and generally produces
coughing and sneezing.
► Such irritation does not persist after exposure is
terminated. Silicone ointment, rubber gloves and
careful washing procedures should be utilized to avoid
excessive repeated contact with Skydrol in order to
avoid solvent effect with skin.
Hydraulic fluids
► In addition to any other instruction given in the airplane
manufacturer manuals, the following precaution should be
observed in the use of hydraulic fluids:
 Mark each aircraft hydraulic system to show the type of
fluid to be used in the system (especially on filler cap or
filler valves).
 Never service an aircraft hydraulic system with type of
fluid different from that shown on the instruction plate.
 Make certain that hydraulic fluids and fluid containers
are protected from any kind of dirt.
 Never allowed hydraulic fluid of different types to
become mixed.
Hydraulic fluids
• Handling Hydraulic Fluids (cont).
 Do not expose fluids to high heat or open flames.
Vegetables base and mineral base fluids are highly
flammable.
 Avoid contact with the fluids.
 Wear protective gloves and a face shield whenever
handling phosphate ester based fluid or working
around hydraulic lines that are under pressure.
END OF STAGE 1.
DURATION OF CLASS : 0 HOURS

System components
• HYDRAULIC RESERVOIR.
 A tank or container designed to stored sufficient
hydraulic fluids for all hydraulic system normal
operation, emergency operation or the system is not
in operation. Usually equipped with a ‘standpipe’ that
drawn fluid in normal operation and drawn fluid for
emergency from the bottom of the tank.
System components
 Integral type.
 In-line type.
System components
• Integral type reservoir.
 Type of reservoir that has no housing.
 Usually found in small aircraft that fly at lower
altitudes (below 1500 ft) and usually not a
pressurized type.
 Example of an integral type reservoir is the Brake
Master Cylinder.
 A reservoir that combined with a pump.
 The upper portion of the Brake Master Cylinder
serves as the reservoir and the lower portion serve
as the pump basically to operate the brake.
System components
Fig 13-12: Integral type reservoir.

System components
• In-line type reservoir.
 Type of reservoir that have its own housing.
 Connects to others hydraulic components by
means of tubing or hydraulic lines.
 The most common type of reservoir and most
can be found as pressurized and non-
pressurized.
 Used on aircraft that demands high hydraulic
fluid requirement.
System components
Fig 13-11: In-line type reservoir.

System components
 Pressurizing the reservoir.
1) The most basic rule of hydraulics states that fluid
cannot be pulled, it only can be pushed. At sea
level (14.7psi) of atmosphere provides the force to
push the fluid from the reservoir to the pump.
2) As altitude increase, atmospheric pressure
decreases and with little or no pressure on the
fluid, it tends to foam and causing air bubbles to
form in the low part of the system.
System components
 Pressurizing the reservoir (cont).
3) When aircraft operating at high altitude, the pump
will be starved for fluid unless some means of
pressurizing is used. Therefore, to provide a
continuous supply of fluid to the pumps, the
reservoir is pressurized.
4) Methods of pressurizing the reservoir:
► Turbine engine bleed air.
► Venturi type aspirator or venturi tee .
► springs attached to the reservoir piston.
► electric pump
System components
► Turbine engine bleed air.
i. Can be used to pressurize the reservoir.
ii. It will be fed to the pressure regulator to
establish the proper pressure into the top of
the reservoir.
iii. Usually used to maintain a pressure of
between 40 -45lbs/sq.in
System components
FIG XX: Turbine engine bleed air methods.

System components
► Venturi type aspirator or venturi tee .
i. The low pressure section of the venturi draws
air into the reservoir and increases the
pressure.
ii. The use of air pressure acting directly on the
fluid eliminates the need for any elaborate
chambering of the reservoir.
iii. The reservoir is simple pressurized, with the
air settling out to the top of the airtight
reservoir.
iv. Usually used to maintain a pressure of
between 30 - 35lbs/sq.in.
System components
FIG 5-22: Venturi type aspirator or venturi tee methods .

System components
► Springs attached to the reservoir piston.
i. The spring force on the piston causes the
piston try to move downward, which
pressurized the reservoir.
ii. A system operating 3000lbs/sq.in can
pressurize the fluid in the reservoir
approximately 60 lbs/sq.in.
System components
FIG 13-9: Springs attached to the reservoir piston methods.

System components
► Electric pump.
i. Another method of pressurizing the
reservoir.
ii. Before the engine starts the inlets lines of
engines driven pumps are under positive
pressure, which provides a positive supply of
fluid to the pump and reduces pump wear
System components
FIG 5-23: Electric pump methods.

System components
5) Providing sufficient fluid to make up for normal
losses of fluid seepage past seals.
6) Are not designed to be completely filled, they
must allow for an air space above the fluid level to
allow for expansion of fluid being heated during
operation.
7) Means of checking the fluid level and being
replenished, quantity indicating methods may be
in a form of ‘dipstick’ on the filler cap or may
consists of remote indicating system that display
the quantity of fluid in flight deck/cockpit.
System components
8) A sight gauge or sight glass may be attached
to the reservoir to provide and indication of
accumulation of air in the reservoir.
9) Replenishment of fluid may be accomplished by
adding fluid directly to the reservoir through a
filler opening.
System components
• HYDRAULIC PUMPS.
 A mechanical devices or components that
designed to provide or supply hydraulic fluid to
the actuators drawn through the lines. It does
not create the pressure but the pressure is
produced when the flow of hydraulic fluid is
restricted. Operation principle either by manuals
or mechanical power (electric motor or aircraft
engine).
System components
 Hand pumps.
I. Single action hand pump.
II. Double action hand pump.
 Powered pumps.
I. Constant Displacement pumps.
II. Variable Displacement pumps.
System components
 Hand pumps.
I. Single action hand pump.
► Move fluid only on one stroke of the piston only.
► When the handle is move/stroke to one direction,
the piston inside the pump will make a movement
creates a low pressure condition and draws fluid
from the reservoir through a check valve into the
cylinder.
► When the handle is move/stroke towards the other
way, the piston forces the fluid to drawn out
through the discharge check valve and produce a
movement (at the actuators).
System components
FIG 13-17 :Single acting hand – pump.

System components
 Hand pumps.
II. Double action hand pump.
► Most commonly used in aircraft hydraulic systems
because of their greater efficiency.
► Also called piston rod displacement pump,
because its pumping action is caused by the
difference in area between the two sides of the
piston in which one side of the piston has less
surface area because of the piston rod.
► Move fluid in every single stroke made.
System components
FIG 5-24 :Double acting hand – pump.

System components
 Powered pumps.
1) Vane type.
► Classed as a positive-displacement pump
because of its positive in moving fluid.
► Move a large volume of fluid (about 300 psi) but
does not produce a very high pressure.
► Consists of slotted rotor located off-center within
the cylinder of the pump body with rectangular
vanes that are free to move radially in each slot.
System components
 Powered pumps.
1) Vane type (cont).
► As the rotor turns, the vanes are caused to move
outward by centrifugal force and contact the smooth
inner surface of the casing.
► Since the rotor is eccentric with respect to the casing,
the vanes from chambers that increase and decrease
in volume as the rotor turns.
► The inlet side of the pump is integral with the side of
the casing in which the chambers are increasing in
volume. Thus the fluid is forced to enter the chambers
because of the low pressure created by the expanding
chambers.
System components
 Powered pumps.
1) Vane type (cont).
► The fluid is carried around the casing to the point
where the chambers begin to contract and this
section of the casing is connected to the output
port of the pump.
► The contraction of the chambers forces the fluid
into the outlet port and system.
System components
FIG 5-24 :Vane type pump.

System components
 Powered pumps.
2) Gear type.
► Classed as a positive-displacement pump
because each revolution of the pump will deliver a
given volume of fluid (provided that the pump is
not worn or no leakage).
► Moves a medium volume of fluid under a pressure
of between 300 psi and 1500 psi.
► Example of a gear type pump in aircraft is spur-
gear type.
System components
 Powered pumps.
2) Gear type (cont).
► Consists of two gears that are driven by the power
source, which could be an engine driven or an
electric motor drive.
► One gear is meshed with and driven by the other
gear and rotates together.
► As the gear rotates together, the fluid enters the
IN port to the gears, where it trapped between the
gear teeth and carried around the pump case to
the OUT port.
System components
 Powered pumps.
2) Gear type (cont).
► The fluid cannot flow between the gears because
of their closely meshed design, therefore it is
forced out through the OUT port.
System components
FIG 5-24 :Gear type pump.

System components
 Powered pumps.
3) Gerotor type.
► A combination of internal and external gear pump.
► Consists of a housing containing an eccentric-shaped
stationary linear.
► Containing an internal gear rotor having 5 wide teeth of
short height and having 4 spur driving gear with narrow
teeth.
► The 4 tooth-spur gear is driven by an engine accessory
drive and as turns, it rotates the 5 internal gear rotors.
System components
 Powered pumps.
3) Gerotor type (cont).
► As the gear and the rotor turns, the space between the
teeth gets larger on one side and smaller on the other.
► A plate with two crescent-shaped openings covers the
gear and the rotor and forms the inlet and outlet ports
of the pump.
► The opening located above the space that gets larger
as the gear and the rotor turn is the inlet side of the
pump and the opening above the space that gets
smaller as the teeth come into mesh is the outlet of the
pump.
System components
FIG 13-21 :Gerotor type pump.

System components
 Powered pumps.
4) Piston type.
► Most widely used on modern aircraft.
► Uses on hydraulic system that requires a relatively
small volume of fluid under pressure of 2500 psi or
more often use fixed-angle, multiple-piston pumps.
► Consists of seven or nine axially-drilled holes in the
rotating cylinder block of the pump.
► Each hole contains a close fitting piston attached to a
drive plate by a ball jointed rod.
System components
 Powered pumps.
4) Piston type (cont).
► The cylinder block and the piston are rotated as a unit
by a shaft that is driven from an engine accessory
drive.
► The housing is angled so that the piston on one side of
the cylinder block is at the bottom of their stroke while
the piston on the other side of the block is at the top of
the stroke.
► As the pump rotates ½ of a turn, half of the pistons
move from the top of their stroke to the bottom and the
piston on the other side of the block move from the
bottom of their stroke to the top.
System components
 Powered pumps.
4) Piston type (cont).
► A valve plate that has two crescent-shaped
openings covers the ends of the cylinder. The
pump outlet port is above the pistons that are
moving up and the inlet port is above the pistons
that are moving down.
► As the piston move down in the cylinder block,
they pull fluid into the pump and as they move up,
they force the fluid out of the pump into the
system.
System components
FIG 5-28 :Piston type pump.

System components
FIG 13-23 :Piston type pump.

System components
 Powered pumps.
1) Stratopower Demand/Axial piston type.
► A pump that does not move a constant amount of fluid
each revolution but only the amount of the system will
accept.
► By varying the pump out put, the system pressure can
be maintained within the desired range without the use
of regulators and relief valve.
► Variable-displacement pump can turn without any fluid
being forced into the system.
System components
 Powered pumps.
1) Stratopower Demand/Axial piston type (cont).
► To prevent overheating, these pumps are usually
bypassing some fluid back to the reservoir so there will
always be some flow of fluid to cool the pump.
► An unloading valve of some sort is needed when
constant-displacement pumps is being used but the
same force used to control this valve may be used to
control the output of a variable-displacement pump
without no need for separate control valve.
► One of the more popular types of variable-
displacement pump used for high pressure aircraft is
the ‘Stratopower demand’ type pump.
System components
 Powered pumps.
1) Stratopower Demand/Axial piston type (cont).
► This type of pump is consists of 9 axially orientated
cylinder and piston.
► The piston is driven up and down inside the cylinder by
a wedge-shaped drive cam and the piston press
against the cam with ball joint slippers.
► The physical stroke of the piston is the same
regardless of the amount of fluid demanded by the
system but the effective length of the stroke controls
the amount of fluid moved by the pump.
System components
FIG 5-29 :Stratopower Demand type pump.

System components
FIG 5-29 :Stratopower Demand type pump.

System components
• HYDRAULIC FLOW CONTROL

VALVES/AUTOMATIC CONTROL VALVES .
 Fluid must be made to flow accordingly to a definite
plan and must be rigidly controlled. Acts like switch
in an electrical system. Some allow fluid to or
prevent it from flowing. Others direct flow from one
device to another and still others regulate the rate of
flow.
System components

► Selector Valves.
► Check Valves.
► Orifice Check Valve.
► Metering Check Valve.
► Orifice or Restrictor Valve.
► Sequence Valve.
► Shuttle Valve.
► Priority Valve.
System components

► Flap Overload Valve.
► Flow Equalizer.
► Landing Gear Crossflow Valve.
► Quick Disconnect Valve.
► Hydraulic Fuse.
System components

► Selector Valves.
 Rotary type.
 Poppet type, Closed Center.
 Poppet type, Open Center.
 Spool or Piston type.
System components
► Check Valves.
 Allowing fluid to flow in one direction but prevents it’s
from flowing in the opposite direction.
 Made in two general design to serves two different
needs:
• In-Line – Interconnected with other components by
means of tubing or hose. This type of
check valve completes itself or has its own housing.
• Integral – Check valve is not complete itself
because it does not have its own housing. This type
of valve is actually an integral part of some major
components and shares the housing of that
components.
System components
► Check Valves.
 Types of check valves are:
• Ball type.
• Cone type.
• Swing type.
System components
FIG 13-51:Ball type check valves.

System components
FIG 13-51:Cone type check valves.

System components
FIG 13-51:Flap type check valves.

System components
► Orifice Check Valves.
 Some application require full flow of fluid in one
direction but rather than blocking or preventing the
fluid flowing in the opposite direction, these allow fluid
to flow through the valve at restricted rate and orifice
(allows full flow in one direction and restrict the flow in
the other direction) check valve is used.
 Usually used in LANDING GEAR SYSTEM to slow
down the extension of the gear and yet allow it to
retract as quickly as possible.
System components
► Orifice Check Valves (cont).
 When the selector valve is placed in GEAR-DOWN
position, the up locks release the landing gear and it
falls out of the wheel well.
 The weight of the gear and the force of air blowing
against the wheel as it drop down try to speed up the
extension.
System components
► Orifice Check Valves (cont).
 The orifice check valve restricts the flow of the fluid
coming out of the actuator and prevents the landing
gear from dropping too quickly.
 When the selector valve is placed in the GEAR-UP
position, the fluid flows into the actuator GEAR-UP line
through the orifice check valve in its restricted
direction and full flow raises the Landing Gear.
System components
FIG 13-51:Orifice type check valves.

System components
► Metering Check Valves.
 Sometimes called a one way restrictor.
 Serves the same purpose as orifice check valve,
however the metering check valve is adjustable
whereas orifice check valve is not.
 Consists of housing, a metering pin and check valve
assembly.
 The pin is adjusted to hold the ball slightly off its seat.
System components
► Metering Check Valves (cont).
 By adjusting the metering on top of the housing in and
out with a screwdriver, the rate of which the fluid can
return from the actuating cylinder is controlled.
 This happens because the position of the metering pin
changes the width of the opening between the ball and
its seat.
System components
FIG 13-53:Metering check type check valves.

System components

► Orifice/Restrictor Valves.
 Orifice is merely an opening, passage or hole. A
restrictor can be described as an orifice or similar to
an orifice.
 A variable restrictor is an orifice that can be changed
in size so it s effect can be altered.
 The size of a fixed orifice must remain constant,
whereas a variable restrictor permits adjustment to
meet changing requirement.
System components

► Orifice/Restrictor Valves (cont).
 The purpose of an orifice or a variable restrictor is to
limit the rate of flow.
 The orifice causes the mechanism being operated by
the system to move more slowly.
 An orifice of this construction may be placed in a
hydraulic line between a selector valve and an
actuating cylinder to slow the rate of the movement of
the actuating cylinder.
System components

► Orifice/Restrictor Valves (cont).
 A variable restrictor meanwhile horizontal port and a
vertical, adjustable needle valve.
 The size of the passage through which the hydraulic
fluid must flow may be adjusted by screwing the
needle valve in or out.
 The fact that the passage can be varied in size is the
featured that distinguished the variable restrictor from
the simple fixed orifice.
System components
FIG 13-49:Orifice / restrictor type valves.

System components

► Sequence Valves.
 Sometimes called ‘timing valve’ because it times
certain hydraulic operation in proper sequence.
 A common example of the use of this valve is in a
landing gear system.
 The landing gear door must be opened before the gear
is extended and the gear must be retracted before the
doors are closed.
System components
FIG 13-55:Sequence type valves.

System components

► Shuttle Valves.
 Quite frequently that a hydraulic system it is necessary
to provide alternative or emergency sources of power
with which to operate critical parts of the system.
 This is particularly true of landing gear in the case of
hydraulic pump failure.
 In this case of hydraulic failure, the landing gear
system is operated by an emergency hand pump and
sometimes by a volume of compressed air or gas
stored in high pressure air bottle.
System components

► Shuttle Valves (cont).
 In either of the case, it is necessary to have a means
of disconnecting the emergency source of power and
the ‘shuttle valve’ achieved it.
 During normal operation, free flow is provided from the
normal system to the service and the emergency line
is blocked.
 When normal system pressure is lost and the
emergency is selected, the shuttle valve moves across
because of the pressure difference, blocking the
normal line and allowing emergency pressure to the
actuator.
System components
FIG 13-58:Shuttle type valves.

System components
FIG 13-59:Shuttle valves arrangement in system.

System components

► Priority Valves.
 A valve that is similar to sequences valve that is
operated by hydraulic pressure rather than by a
mechanical means.
 The valve is used to allow one actuator to operate and
complete its operation before allowing a second
component to operate.
 This action gives the first components a priority over
the second and resulting in the name ‘priority valve’.
System components

► Priority Valves (cont).
 A priority valve is used for sequencing, but these
valves are also used to give one component priority
over another component in unrelated operation.
 For example, in some aircraft, a priority valve is used
to give the flight control actuators priority to the system
pressure over the landing gear and flap systems.
System components
FIG 13-42:Priority valves.

System components
FIG 13-61:Priority valves arrangement in system.

System components
► Flap Overload Valves.
 It is very important that wing flaps not be lowered when the
airspeed is too high and if the airspeed becomes too high
when they are lowered, they must be raised.
 An excessive air load on the flaps can cause structural
damage or unwanted pitch forces.
 A ‘flap overload’ valve can be installed in the wing flap
hydraulic system to prevent the flaps from being lowered at
too high an airspeed.
 If they are not down when the airspeed increases, the valve
allows then to rise automatically until the air load is within
safe limits.
System components
FIG 5-43:Flap Overload Valve.

System components
• HYDRAULIC FLOW CONTROL VALVES/AUTOMATIC
CONTROL VALVES .
► Flow Equalizer Valves.
 A unit that hydraulically synchronizes the movement of two
actuating cylinders.
 It divides a single stream of fluid from the selector valve into
two equal streams.
 This action causing each cylinder to receive the same rate
of flow and both to move in unison (harmonious and agreed
able).
 The flow equalizer also combines two streams of fluid at an
equal rate and therefore synchronizes the actuating cylinder
in both directions.
 Since this unit equally divides the combined flow, it is said to
be ‘dual acting’.
 This unit is actually two constant-flow valves joined together
with check valve features to provide for reverse flow.
System components
FIG 13-63:Flow Equalizer Valve.

System components
FIG 13-62:Flow Equalizer Installation.

System components
CONTROL VALVES .
► Landing Gear Crossflow Valves.
 When a heavy landing gear is released from its
uplock, it pulls the actuator piston out faster than the
fluid from the selector valves can fill the down-side of
the cylinder.
 It is because of the landing gear weight and
gravitational pull that cause the piston to move faster
than the selector valve.
 A crossflow valve allows fluid to flow directly from the
up-side of the actuator to the down-side of the actuator
until the fluid can catch up with the demands of the
actuator and allow the gear to fall with a smooth and
even motion.
System components
► Quick Disconnect Valves.
 Quick disconnect or line disconnect valves are
installed in the hydraulic lines to prevent the loss
of fluid when unit are removed for a purpose
(servicing).
 Such type valve may be installed in the pressure
and suction lines of the system just in front and
immediately behind the power pump.
 These valves can also be used in way other than
just for unit replacement.
System components
► Quick Disconnect Valves (cont).
 A power pump can be disconnected from the
system and a hydraulic test stand connected its
place.
 These valve units consists of two interconnecting
section coupled by a nut when installed in the
system.
 Each valve section has a piston and poppet
assembly and these are spring loaded to the
CLOSED position when the unit is disconnected.
System components
FIG 5-88:Quick Disconnect Valve.

System components
CONTROL VALVES .
► Hydraulic Fuses.
 Is a device designed to seal off a broken hydraulic line
and prevent excessive loss of fluid.
 It permits normal flow in line but if the flow increases
above an establish level.
 The valve in the fuse closes in line and prevents further
flow.
 There are 2 types of hydraulic fuses.
 One shuts off the flow after a specific amount of fluid
has flowed through it (volume).
 The other one shut off the flow if the pressure drop
across the fuse indicates a broken line (pressure).
 Fluid flowing in the reverse direction is not restricted
by hydraulic fuses.
System components
FIG 5-46:Hydraulic Fuses (pressure sensing).

System components
FIG 5-46:Hydraulic Fuses (volume sensing).

System components
• HYDRAULIC PRESSURE CONTROL
VALVES.
► Pressure Switch.
► Automatic Pressure Regulator/Unloading
Valve.
► Relief Valve.
► Thermal Relief Valve.
► Pressure Reducer.
System components
• HYDRAULIC PRESSURE CONTROL VALVES.
► Pressure Switch.
1) Electrical operated and used conjunction with electrically
driven pumps to maintain system pressure within set limits.
2) Pressure switch are set to open the electrical circuit to the
pump motor when system pressure builds up to correct values
and causing the pump to stop.
3) As the pressure drops to a lower value, the pressure switch
closes the circuit to starts the pump operating again.
4) It is also used in hydraulic system to control the operation of
warning and protected devices.
5) Pressure switch may also turn on a light to warn pilot of
insufficient pressure or it may turn off a pump to avoid
exhausting reservoir fluid in broken line.
6) Pressure switches come in various type and for example is
Bourdon-tube type, piston type and diaphragm type.
System components
FIG 13-29:Bourdon type pressure switch.

System components
► Automatic Pressure Regulator/Unloading Valve.
1) Designed to maintain a certain range of pressure within the
hydraulic pressure.
2) Closed center hydraulic system requires an automatic
regulator to maintain the pressure within a specified range and
to keep the pump unloaded when no unit in the system is
actuated.
3) Usually the pressure regulator is designed to relieve the
pressure on the pressure pump when it is not needed for
operating a unit in the system.
4) Some pressure regulators are also called unloading valves,
because they unload the pump when hydraulic pressure is not
required for operation of landing gear, flaps or other sub-
system.
5) Continuous pressure on the pump increases wear and the
possibility of failure.
6) There are 2 types of unloading valves which is the spool type
and the balanced type.
System components
FIG 5-49:Pressure regulator.

System components
► Relief Valve.
1) Relief valve is comparatively simple in
construction and its function is to limit the
maximum pressure that can be developed in a
hydraulic system.
2) Thus it acts as a safety valve similar in function to
one that would be found in an air or steam
pressure system.
3) During operation, the relief valve remains closed
unless the system pressure exceeds that for which
the valve is adjusted.
4) At this time the valve opens and allows the fluid to
flow through a return line to the reservoir.
System components
► Relief Valve (cont).
5) As the pressure in the line increases to a level
above that for which the valve spring is adjusted,
the valve lifts off it seats and the fluid then flows
through the valve and out the return line.
6) The pressure at which the relief valve lifts is called
cracking pressure.
7) When several relief valves are incorporated in a
hydraulic system, they should be adjusted in a
sequence that will permit each valve to reach its
operating pressure.
8) Therefore, the highest pressure valves should be
adjusted first then the other are adjusted in the
order of descending pressure values.
System components
Fig 5-48: Relief valve.

System components
Fig 13-35: Relief valve construction.

System components
► Thermal Relief Valve.
1) Quite similar to the regular system relief valve, however such
valves are installed in parts of the hydraulic system where
fluid pressure is trapped and may need to be relieved because
of the increase caused by higher temperatures.
2) During the flight of an airplane, it is quite likely that fluid in
many of the hydraulic lines will be at low temperature.
3) When the aircraft lands, this cold fluid will be trapped in the
landing gear system, the flap system and most probably the
other associates system because selector valves are in the
neutral or ‘OFF’ position.
4) The fluid temperature increases due to warm air on the ground
results in fluid expansion and could cause damage unless
thermal relief valves are incorporated in the system.
5) Thermal relief valves are adjusted to pressures that are above
those required for the operation of the system and therefore
they do not interfere with normal operation.
System components
VALVES.
► Pressure Reducer.
1) Requirements of some parts of the system demands
that designer utilize a lower pressure than the normal
system operating pressure.
2) It may be desirable to have a reduced operating
pressure to prevent overloading some structures.
3) A pressure reducing valve suits this application.
4) The proper valve will reduce system pressure to the
desired level and it will also relieve thermal expansion in
the section of the system it isolates.
5) In the actual operation, this pressure reducing valve will
close when the desired pressure is reached.
System components
► Pressure Reducer (cont).
6) When the actuator is in operation under reduced
pressure, the valve will vary its opening to meter the
fluid at the speed required to maintain the desired
pressure.
7) Another type of pressure reducing valve is the de-
booster valve used in an aircraft brake system to reduce
system pressure.
8) In addition to reducing pressure it will provide for higher
volume of fluid flow to the brakes for rapid application
of braking forces.
9) A de-booster valve operates by the differential area of
two pistons.
10) If a small area piston is connected by a rod to large area
piston, the two pistons will be capable of developing
pressure in inverse proportion of their areas.
System components
VALVES.
► Pressure Reducer (cont).
11) A de-booster consists of two piston of different sizes
fastened together in a cylinder housing machined for
each piston.
12) Movement of one piston causes the other also to move.
The main feature of the de-booster is the piston, which
has two different areas.
13) The upper area and the lower area of the piston will have
a given ratio.
14) The extra fluid that is discharged will cause rapid
application, for example the aircraft brakes.
15) The outlet port and line must be larger than the inlet port
to accommodate the extra flow.
System components
Fig 13-37: Pressure reducing valve.

System components
Fig 13-36 : Reducing valve arrangement.

END OF STAGE 2.

System components
• HYDRAULIC ACTUATORS.
► Linear Actuators.
1) The ultimate function of a hydraulic or pneumatic
is to convert the pressure in the fluid into work.
2) Linear actuators are made up of a cylinder and a
piston.
3) The cylinder is usually attached to the aircraft
structure and the piston is connected to the
component that is being moved.
4) If two linear actuating cylinders with piston having
the same cross sectional area but different lengths
of stroke are connected to the same source of
hydraulic pressure, they will exert equal amount of
force and move at the same rate of speed.
System components
► Linear Actuators (cont).
5) But it will take them a different length of time to
reach the end of their stroke.
6) If the cylinders have different areas, but are
connected to the same source of pressure, they
will produce different amount of force.
7) The rate of movement of the piston in a linear
actuator can be controlled by restricting the fluid
flowing into or out of the cylinder.
System components
8) There are 3 types of linear actuator, which is:
i. Single Acting.
► Has a piston that is moved in one direction by hydraulic fluid
and is returned by a spring force.
► A single acting actuator is normally used as a locking device,
the lock being engaged by spring pressure and released by
hydraulic pressure.
► The wheel cylinder in a shoe type brakes are good examples of
a single acting cylinder.
► Hydraulic pressure moves the pistons out to apply the brakes,
but when the pedal is released, springs pull the shoes away
from the drum and move the piston back into the cylinder.
System components
System components
ii. Double Acting Balanced.
► Has a shaft on both sides of the piston, so the area
is the same on each side.
► Therefore, an equal force can be applied to both
sides of the piston or either one of the direction.
► It is often used in application such as nose-wheel
steering, automatic pilot servo and flying control
boost systems.
► Either one or both sides of the piston rod may be
connected to a mechanism.
System components
System components
ii. Double Acting Unbalanced.
i. Have only one shaft attach to the piston and quite similar to the
‘single acting’.
ii. The only different is that the area on one side of the piston is
larger than the other.
iii. This is because the area is taken up by the piston rod.
iv. Consequently, more force can be applied during extension of the
piston rod. Therefore, the operation which offers the greater
resistance is carried out in the direction in which the piston rod
extends.
v. For example, as much as force is possible is needed to raise the
landing gear, so the fluid pushes against the full are of the piston.
vi. Not as much of the force is needed to lowered the landing gear
because of the weight and the gravitational force, so the fluid is
directed into the end of the actuator that has the piston rod. Fluid
pushes on only the portion of the piston that is not taken up by
the rod.
System components
System components
► Rotary Actuators.
i. Another type of actuator is rotary actuator.
ii. Perhaps the simplest type of the kind is rack and pinion
type.
iii. Widely used to retract the main landing gear in the
popular high-performances single engine Cessna
aircraft.
iv. It consists of a rack of teeth cuts in its shaft and these
teeth mesh with those in pinion gear that rotates as the
piston moves in or out.
v. The rotation of the pinion shaft raises or lowers the
landing gear.
System components
► Rotary Actuators (cont).
vii.A continuous rotational force can be obtained by
means of hydraulic motor with this type of
actuators.
viii.Piston type hydraulic motor or vane type hydraulic
motor is an option and gives an advantages such
as:
► Able to operate through a wide range of speeds
(0rpm – maximum) for the particular motor.
► Variable speed electric motors can provide
some flexibility in the rate of actuation, however
they lose efficiency as speed increases.
System components
System components
► Servo Actuators.
i. Is designed to provide hydraulic power to aid the pilot in
the movement of various flight controls.
ii. Such actuators usually incorporate and actuating
cylinder, a multiport flow control valve, check valve and
relief valve together with linkages.
System components
System components
• HYDRAULIC ACCUMULATOR.
1) Is basically a chamber for storing hydraulic fluid under
pressure.
2) All accumulators consist of a high strength container divided
by some form of movable partition into two section or
compartments.
3) One compartment is connected to the hydraulic pressure
manifold and the other compartments are filled with either
compressed air or nitrogen.
System components
• HYDRAULIC ACCUMULATOR (Cont).
4) It can serve one or more purpose such as:
i. Prevent the cut-out valve cutting in or out rapidly.
ii. Make up for small leaks that would causes the system to
cycle continuously between high and low pressure.
iii. Compensate for the temporary drop in supply pressure on
selection of a service or it can aid or supplement the
system pump when several units are operating at the same
time and the demand is beyond the pump capacity.
iv. Damp out pump pulsations, thus cushioning the shock
loads which the circuit would otherwise have to withstand.
v. Allow for thermal expansion of fluid due to temperature.
vi. Can store power for limited operation of a component if the
pump is not operating.
System components
5) There are 3 types of accumulators and which is:
I. Diaphragm Type.
i. Consists of 2 steel hemisphere fastened together.
ii. Being separated by synthetic rubber (neoprene)
diaphragm between two halves.
iii. The sphere is constructed in two parts, which are
joined by means of screw threads.
iv. A screen is placed at the fluid outlet inside the
sphere to prevent the diaphragm from being
pressed into the fluid outlet.
System components
I. Diaphragm Type (cont).
v. When the hydraulic pump is not operating, the
compressed gas forces the diaphragm over until
the air chamber fills the entire sphere.
vi. As hydraulic fluid is pumped into the accumulator,
the diaphragm is moved down, further compressing
the gas and storing the hydraulic fluid under
pressure.
System components
System components
II. Bladder Type.
i. Consists of metal sphere.
ii. A bladder that is installed to separate the air and
the hydraulic fluid and being made out of heavy
neoprene bladder or bag.
iii. The bladder serves as the air chamber and the
space outside the bladder contains the hydraulic
fluid.
iv. The bladder is filled with compressed air or
nitrogen and the hydraulic fluid is pumped into the
sphere on the outside of the bladder.
System components
II. Bladder Type (cont).
v. As the hydraulic fluid is pumped into the
accumulator, it takes up some space the bladder
had originally taken up and the gas inside the
bladder is further compressed.
vi. The bladder presses against the hydraulic fluid
inside the accumulator with a force that causes the
pressure of the liquid on the outside of the bladder
to be the same as the pressure of the gas inside the
bladder.
vii. A metal plate is fitted into the bladder to cover the
fluid entry port so that the bladder will not be
extruded out into this opening.
System components
System components
III. Piston Type.
i. Consists of steel or aluminum cylinder divided into
2 compartments by a free floating piston.
ii. Compressed air or nitrogen is put into one end of
the cylinder and the hydraulic fluid is put into the
other end.
iii. As more fluid is forced into the accumulator, the
piston is moved over and further compressing the
gas and storing the hydraulic fluid under pressure.
System components
System components
6) Accumulators are charged with compressed air or nitrogen to
a pressure of approximately of 1/3 of the hydraulic system
pressure.
7) As the pump forces hydraulic fluid into the accumulator, the
gas is further compressed and it exerts a force on the
hydraulic fluid, holding it under pressure after the system
pressure regulator has unloaded the pump.
System components
• HYDRAULIC ACCUMULATOR AIR VALVES.
1) There are three types of air valves that may be used in
accumulator application.
i. AN 812.
► The simplest type of air valve.
► Attached by screw directly into the air chambers of the
accumulator.
► An aluminum crush washer is fitted between the valve
and the mounting manifold for sealing.
► Holds the air with a high pressure valve core and
similar in appearance to the one used in an inner tube
or with a tubeless tire but definitely not
interchangeable.
System components
• HYDRAULIC ACCUMULATOR AIR VALVES
(cont).
i. AN 812 (cont).
► High pressure valve core are identified by the letter ‘H’
embossed on the end of their stem.
► To charge the accumulator with this type of air valve, the air
hose is connected from the high pressure regulator on the air
chamber (Note: There must be no hydraulic trapped in the
accumulator while it is being charged).
► To release air or to deflate an accumulator equipped with this
type of air valve, do not depress the valve stem, but loosen
the valve body in the accumulator.
► The bleed hole in the side of the valve allows the air to leak
past the loosened thread.
System components
System components
(cont).
ii. AN 6287-1.
► Seals the air inside the accumulator by means of steel against
steel seal.
► Have a valve core similar to AN 812 but have a swivel nut
around the stem.
► The swivel nut is smaller compared to the body nut.
► To charge the accumulator with this type of air valve, remove
the protective cap and attach the charging pressure hose to
the valve and loosen the swivel nut for about one turn.
System components
(cont).
ii. AN 6287-1 (cont).
► Loosening the swivel nut, backs the valve body off enough to
allow air to pass into the accumulator.
► To deflate the accumulator, remove the protective cap and
loosen the swivel nut about one turn and depress the stem of
the valve core.
► CAUTION: When using this type of air valve, the air in the
accumulator is under high pressure. Dirt particles may be
blown into the skin or eyes and cause serious injury. To
prevent this danger, the valve core stem should always be
depressed with a special tool to deflect the escaping air away
from the body.
System components
System components
(cont).
iii. MS 28889-1.
► Used primarily in high pressure systems.
► Seals the air inside the accumulator by means of metal to metal
seals.
► Equipped with a roll pin in its body to prevent the stem of the
valve is being screwed too far into the accumulator body.
► The roll pin allows the stem to back far enough to allow the air to
flow out or in nut does not allow the stem to drop out of the body.
► Quite similar to AN 6287-1 except that there is no valve core and
the swivel nut is the same size as the body nut.
► Adapt the same method of charging and deflating the
accumulator as same as AN 6287-1.
System components
System components
• HYDRAULIC FILTERS.
1) Hydraulic fluid must be kept cleaned as possible.
2) As many as contaminants must be removed from the fluid
which can damage the pumps, valves and actuators in a
hydraulic system.
3) The filtering capabilities are measured in microns.
4) One micron is one millionth of a meter or 39 millionth of an
inch (0.000039 inch).
5) The unaided human eyes can see contaminants as small as
40 microns and an effective filter should be able to remove
contaminants larger than 5 microns.
6) Most hydraulic filter is usually located in pressure and return
line.
System components
System components
System components
7) Types of filter:
i. Surface Filters.
a. Paper Pleated Micronics Element type.
► One of the efficient types of filter used in aircraft
hydraulic system is made specially treated
cellulose paper folded into pleats to increase its
surface area.
► This filter is wrapped around a spring steel wire coil
to prevent it from collapsing.
► These filters often have a bypass valve across the
filtering element so that if the filter ever plugs up,
the fluid will by pass the element.
System components
7) Types of filter:
i. Surface Filters.
a. Paper Pleated Micronics Element type (cont).
► A plunger will ‘pop out’ just to give a visual
indication of the filter clogged.
► This type of filter is usually installed in the fluid
returned line or supply line which is between the
reservoir and the pump where the pressure drop is
low.
► This micronic filter are replaced rather than
cleaned, periodically in accordance with
manufacturer instructions.
System components
7) Types of filter:
i. Surface Filters (cont).
b. Wire Mesh Metallic Element type.
► Similar to one with the paper element but has a
stainless steel wire mesh.
► The wire will retain approximately about 95% of all
contaminants that are larger than 5 to 10 microns.
► Usually located in the pressure line.
► Usually incorporated with a ‘two stage filter’ which
located in return line for some large aircraft
hydraulic system in place of the standard single
element unit.
System components
7) Types of filter:
i. Surface Filters (cont).
b. Wire Mesh Metallic Element type (cont).
► This type of filter allows the use of extremely fine
element at low rates without causing an excessive
high pressure drop.
► The indicator on top of the filter will indicate when
the element is contaminated and need to be
replaced.
► There are also relief valve across both elements to
prevent over pressurizing of the return line for any
reason if the pressure drops across the elements
become excessive.
System components
7) Types of filter:
i. Edge Filter.
a. Cuno type.
► Are made up of stack of thin metal disk and spacer
mounted on a rod with a cleaner blade between the
disks.
► All of the entire assembly is mounted inside a bowl
and fluid flows from the outside of the stack
between the disk to the inside and out of the
system.
► All of the fluid flows between the disk and
contaminants are stopped on the edges of the disk.
System components
7) Types of filter:
i. Edge Filter (cont).
a. Cuno type (cont).
► The degree of filtration is determined by the
thickness of the separators between the disks.
► This type of filter is cleaned by turning the shaft
that rotates the disks and scrapes the contaminants
from between them into the outer housing, where
they can be removed by draining the filter bowl.
► Usually installed in the fluid pressure line because
this type of filter are built strong enough to
withstand the pressure.
System components
• HYDRAULIC HEAT EXCHANGER.
1) Because of high pressure involvement in many hydraulic
system and the high rates of fluid flow, the hydraulic fluid
becomes heated as the subsystem are operated.
2) Therefore, heat exchanger provides cooling for the fluid.
3) The basic construction is similar to a heat radiator (oil
cooled) for an engine.
4) Equipped with a temperature operated bypass valve to
increase the fluid flow through the cooling element as the
temperature rises.
5) Often installed in the pumpcase drain return lines to cool
the hydraulic fluid before it enters the reservoir.
System components
• HYDRAULIC HEAT EXCHANGER (cont).
6) There are also some other means of cooling which is
installed in fuel cells and cool the hydraulic fluid by
transferring the heat of the fluid to the fuel.
7) Some other methods of cooling are utilizing the air to cool
the fluid with ram air is used in flight and engine bleed air
used when the airplane is on the ground.
8) The temperature operated bypass valve in the hydraulic
cooler fluid inlet controls the volume of return fluid
circulating through the fluid cooler.
9) As fluid temperature rises, the bypass valve starts to close
and porting return fluid through the hydraulic cooler.
10) At high temperature, the bypass valve is fully closed and
porting all returns fluid through the cooler.
System components
System components
System components
• RAM AIR TURBINE (R.A.T)
1) A methods used on many turbine transport – category
aircraft to power a pump in the event of engine and
electrical failure or in the emergency situation.
2) Can be deployed into the airstreams to drive a hydraulic
pump.
3) The RAT drops down and the turbine (propeller) begins to
windmills and turns a hydraulic pump to pressurize one of
the system.
4) The assembly is usually mounted under the fuselage on
two bearings which incorporates with a swivel coupling.
5) The coupling form the suction and pressure connection
for the hydraulic pump mounted in the assembly casing.
System components
• RAM AIR TURBINE (RAT) (cont).
6) The RAT is a constant speed unit incorporating two
variable pitch propeller blades controlled by a mechanical
centrifugal governor mechanism.
7) Any tendency to accelerate or decelerate is corrected by
the variation of the centrifugal force acting in the governor
weight.
8) If the speed increase, the blades coarsen (rough) off and if
the speed decreases the blades go to a finer pitch.
9) Heating element may be fitted to the spinner and leading
edge of each blade for the purpose of de-icing and being
powered up by an alternator within the turbine unit.
System components
• RAM AIR TURBINE (RAT) (cont).
10) The RAT may be stowed and checked on the ground using
a hydraulic supply rig connected to the aircraft hydraulic
system.
11) The hydraulic system is used to backdrive the RAT pump
as a motor.
12) This action drive the RAT in the normal direction and the
governed RPM can be checked (usually approximately
4500 RPM).
13) When the hydraulic supply is switched ‘OFF’, the RAT
runs on as a pump and as the pressure rises the RAT
pressure, the ‘GREEN’ light illuminates on the RAT switch.
System components
• RAM AIR TURBINE (RAT).
System components
• RAM AIR TURBINE (RAT).
END OF STAGE 3.

System components
• Hydraulic Packing and Seals.
1) Hydraulic seals perform a very important function in a
hydraulic system.
2) It prevents fluid leakage from components and past
moving parts.
3) Seals are classes as static or dynamic.
4) Static seals act like a gasket (seals components with that
produces no movements).
5) Dynamic seals (sometimes called packing) perform their
sealing function while a components is being
moved/sliding surfaces. (For example: actuator).
6) Dynamic seals required lubrication to remain effective and
by means of wetting of the bearing surface or a slight
seepage from the seals is normally acceptable.
System components
7) Newly seals should always be fitted when reassembling
components and new seals are always ordered by part
number identification.
8) The shelf life where applicable should not be exceeded.
9) The proper tools should always be used when fitting seals
to avoid damage and seals are normally lubricated with
the system, fluid before assembly and they may also need
to be soaked in the system fluid for a specified time.
System components
I. One Way Seals:
i. Chevron/V-Ring.
► Found in many high pressure actuators.
► A single direction seals with the pressure applied to their open
sided.
► Usually installed either in pairs or in larger stack with metal back-
up ring.
► A spreader is widely used to force the lips of the seal tightly
against the surface being seal.
► The amount of the seals determined by the tightness of the
adjusting nut that holds the seals on the shaft.
ii. U-Ring.
► Similar application as V-Ring.
iii. D-Ring.
► Similar application as V-Ring.
System components
II. Two Way Seals:
i. O-Rings.
► Widely used on modern hydraulic and pneumatic system.
► Fitted into grooves that are usually about 10% wider than
the width of the O-Ring and deep enough that the
distance between the bottom of the grove and other
mating surfaces is a little less than the cross sectional
diameter of the O-Ring.
► Can withstand a pressure of 1500psi without distortion.
► Beyond the pressure, O-Ring will extrude and to prevent
this, anti-extrusion or back-up ring is used.
► The anti-extrusion ring usually made out of leather or
Teflon.
System components
II. Two Way Seals (cont):
ii. T-Rings.
► Being developed to over come the problem of O-
Ring that tends to roll up when they are moving.
► Consists of a rubber ‘T’ section sandwiched
between two low friction teflon back-up rings.
► Under pressure the base of the seal forces a back
up ring against the inside of the cylinder preventing
extrusion of the seal into the space between the
piston and the cylinder.
System components
II. Two Way Seals (cont):
iii. Duplex-Rings.
» Consists of hard rubber square section ring with a
soft rubber square section ring bonded to its inner
face.
» Resist both high and low pressures.
» Suitable for fluid or air components such as
accumulator and emergency air components.
» It is sometimes backed with an anti-extrusion ring
in the same manner as the other two types of rings.
System components
III. Back-Up Rings/Seals.
i. Used where an extrusion of rings or seals occurs and
help extra sealing.
ii. There are two type of back-up rings which is made out
of leather and teflon.
iii. Leather back-up rings are installed in such a way that
the hair side (smooth side) of the ring is against the O-
Ring.
iv. When installing a leather back-up ring, soften it by
soaking it in the fluid which the ring will be used.
v. Teflon ring on the other hand are scarfed and spiral and
it is possible for them to be spiraled in such direction
that the scarfs will be on the wrong side and the ring
will be damage.
System components
IV. Seals/Rings Identification.
Color Identification Usage

Blue dot or stripe Air or MIL-H-5606 hydraulic fluid
Red dot or stripe Fuel
Yellow dot Synthetic engine oil
White stripe Petroleum base engine oil or lubricant
Green dash Skydrol hydraulic fluid
System components
V. Wipers.
i. Made out of felt or rubber.
ii. It is not a seal but fitted to prevent dirt from
entering the high pressure seal of an actuator.
Aircraft Hydraulic system
• INTRODUCTION.
1) Incorporated two major sections, which is the power
section and the actuating section.
2) Power section – Section that provides for fluid flow,
regulates and limit pressure. This section also carries fluid
to the various selector valves in the system.
3) Actuating section – Section that contains the various
operating units such as wing flaps, landing gear, brakes,
boost system and steering mechanism. These units
operated are also known as the ‘subsystem’.
4) Through out the power section the system may either be
an ‘OPEN’ or ‘CLOSED’ and using an engine driven pump
or a pump driven by electric motors.
• OPEN CENTER SYSTEM.

1) In ‘OPEN’ system, there is a free path for fluid to flow
back to the reservoir until one of these units is
actuated and directs fluid flow from the selector
valve.
2) Generally, the system that’s have fluids flow but no
appreciable pressure in the system whenever the
actuating mechanisms are idle or not in operation.
3) If a mechanism is intended to be moved, the fluid
flow is then directed to the actuators (such as
cylinder or motors) and pressure will built up
sufficiently to move the actuating units by means of
selector valve.

4) All three types of open system valves (power valve,
pump control valve or the open center valve ) are
automatically shifted by hydraulic pressure to the
open position after the units have been actuated.
5) This valve employ time lag or resistance features to
prevent them from shifting to ‘bypass’ too soon,
which would results in a loss of fluid flow and
pressure to the units before the hydraulic cycle has
been completed.
6) In operation, the fluid circulates from the reservoir
through the pump, through the open valves and back
to the reservoir (no unit is actuated).

7) Selector valve (using an open center valve) in the
‘OPEN’ system is always connected in series with
each other.
8) This arrangement allowed the pressure line goes
passed through each selector valve.
9) The fluid is allowed a free passage through each
selector and back to the reservoir until one of the
selector valves is positioned/selected to operate any
mechanism.
10) If the selector valve is selected, the fluid is then
directed to the actuator and at the same time,
pressure is allowed to be built in the system.

11) A pump control valve or power valve is place in line
that goes directly from the pump to the reservoir.
12) When closed, these valve block the flow to the
reservoir and force the flow to a two position valve
and then to one of the actuating units.
13) These systems also can be combined with a closed
system.
14) With both parts of the system receiving their fluid
supply from the same engine driven constant volume
power pump.
15) The pump supply is then divided equally to the two
systems by a mean of ‘flow equalizer’.

16) ‘OPEN’ system develops no pressure excepts when a
mechanism is being operated, the pressure is then
metered by the selector valve and limited by a relief valve
and each subsystem has an individual relief valve that
limits the maximum pressure of the system.
17) Whenever the power valve, pump control valve or the
open center valve is in the bypass position, the pump is
said to be idling under no load and with little power input
requirement.
18) One of the advantages of the ‘OPEN’ center system is that
it does not require expensive and complicated pressure
regulators and the power pump can be a simple gear type
pump even though a fixed displacement piston pump may
also be used.

19) A disadvantage of the open center system is that the
operation of only one subsystem at a time is possible
without interference from other systems.
20) For example, if the flap subsystem precedes the landing
gear subsystem and the two system are operated at the
same time, the speed of the gear operation will be limited
by the amount of fluid returning from the flap actuating
cylinder and as soon as the flap operation is completed
and the flap selector valve kicks out, the landing gear
operation proceeds at its normal rate.
21) ‘OPEN’ system are generally found on light, general
aviation aircraft meanwhile a transport category aircraft
require more complex system in which may have several
units operating at the same time.
• CLOSE CENTER SYSTEM.

1) In ‘CLOSED’ system, there will always have fluid stored
under pressure whenever the power pump is operating.
2) Generally the systems directs fluid flow to the main
system manifold and build up pressure (stores fluid under
pressure) in that parts of the system that leads to all of the
selector valves.
3) The system pressure developed by the engine driven or
electric motor driven power pump and may be regulated
by a pressure regulator (known as unloading valve), by the
power pump (which would then have an integral control
valve) or by a pressure switch (which would shut off the
pump driven by an electric motor when the desired system
pressure is reached).

4) After the system pressure is built up to a predetermined
value, the load is automatically removed from the pump by
an unloading valve called the pressure regulator or the
integral control valve of the pump (called the compensator
valve, which control the pump output).
5) In this way, the pump is allowed to be idle when no units
are in operation and until there is further demand upon the
system.
6) There are two basic type of ‘CLOSED’ system, a type that
has a constant volume pump and a pressure regulator to
control the pressure at a working range and to ‘unload’ the
pump when there is no flow requirement and pressure
builds up in the system manifolds.

7) The other type is a system that utilizes a variable volume
pump and directs the flow to the system manifold, similar
to the constant volume system.
8) The outputs of the variable volume pump are controlled by
an integral control valve (compensator valve).
9) The valve reduces the pump flow to zero when no units
are operating in the system and pressure is built up in the
storage chamber known as ‘accumulators’.
10) The pump may be driven by either an engine or by an
electric motor but the means of pressure and the means of
driving the pump may vary (engine driven & electric
motor), but basically all closed system is the same.

11) Any subsystem may be integrated in the ‘CLOSED’ system
but the different compared to the ‘OPEN’ system is that
the selector valve in ‘CLOSED’ system is arranged in
parallel rather in series.
12) In operation, the pressure regulator (as used in constant
volume pump) directs the flow of the pump/s either to the
system or to the reservoir, depends upon the existing
system pressure (which ever requires more).
13) System pressure is always maintained between the ‘KICK
IN’ and ‘KICK OUT’ settings of the regulator when the
actuating mechanisms are not in operation.
14) If the selector valve is positioned to operate a mechanism,
the system pressure drops until it reaches the ‘KICK IN’
setting of the regulator.

15) The pump/s directs the flow of fluid into the
system to increase the system pressure until the
maximum setting of the regulator is reached.
16) The accumulators used in the system are to
stores fluid under pressure, stabilizes the
system pressure and ensures smooth operation
of the regulator.
17) A system relief valve safeguards the system if
then regulator function fails.

18) In ‘CLOSE’ hydraulic system, multiple pumps
are also used in multiple engine aircraft, which
are being driven by separate engines.
19) This will assures that hydraulic system
operation in the event of an engine failure or the
failure of one of the pumps.
20) The pumps used may either be a constant-
volume or a variable-volume type pumps.
Aircraft PNEUMATIC system
• INTRODUCTIONS.
1) Is fluid power system that uses compressible air.
2) Usually used to powered aircraft instrument, cabin
pressurization, anti-icing/deicer boots and generally
for back-up system for landing gear, brakes, flaps
and other subsystem in the event of hydraulic failure.
3) The principles of pneumatic system is the same with
hydraulic but with one exception that is, air are
compressible and therefore the pressure in the
system can reduce gradually from the maximum
system pressure to zero pressure.
4) Air in the pneumatic system have to be kept clean by
means of filter and also be kept free from moisture
and oil droplet or vapor.
• INTRODUCTIONS.
5) Therefore, liquid separators and chemical dryers
are incorporated in the system, which moisture
in pneumatic system will freeze in low
temperature at high altitudes and could cause
serious system malfunction.
6) An important feature that being possessed by
pneumatic system is that there is no need for
return line.
7) This is because after the compressed air has
served its purpose it usually being dumped
overboard which requires no additional tubing,
fitting and valves.
• ADVANTAGES OF PNEUMATIC SYSTEM.

1) Air is universally available in an inexhaustible
supply.
2) The units are reasonable simple and lightweight.
3) Compressed air as a fluid, is light weight and
since there is no return system is required,
weight is saved.
4) Relatively free from temperature problem.
5) No fire hazard and the danger of explosion are
minimized by careful design and operation.
6) Contamination can be minimized by means of
proper filter installation.
• DISADVANTAGES OF PNEUMATIC
SYSTEM.
1) Small leakage is hard to be detected.
2) In high pressure system, the system cannot be
recharge in-flight.
3) Does not allowed continuous operation/limited
operation by means of air supply.
4) Large volume of air to moved large components
(as air is compressible).
5) Not suitable for heavy or large working function.
PNEUMATIC PRESSURE system
• High Pressure Pneumatic System.

1) Usually being stored in metal bottles.
2) Working pressure ranging from 1000psi to 3000psi
depending on the particular system requirement.
3) Pressure bottle that incorporated with two valves.
4) Which is the ‘charging valve’ , that allows a ground
operated compressor to be connected to it, to add air
to the bottle.
5) The other valve is then ‘control valve’ , which acts as
a shutoff valve, by means of keeping the air trapped
inside the bottle until the system is required to be
operated.
• High Pressure Pneumatic System.

6) Have a definite disadvantage that cannot be
recharge in-flight and does not allowed
continuous operation.
7) Sometimes incorporated with permanently
installed air compressor for the purpose of
recharging air bottles whenever pressure is used
for operating a unit.
8) Compressors used usually have 2 or stages of
compression.
9) The compressor associates usually powered by
electric motor or aircraft engines.
• Medium Pressure Pneumatic System.

1) Working pressure ranging from 100psi to 150psi.
2) Does not include an air bottle.
3) Gained the source of bleed air from the turbine engine
compressor section.
4) Engine bleed air will be routed to the ‘pressure controlling
unit’ then directed to the desired operating unit.
5) Some aircraft used the system which gets the compressor
bleed air from the engine at a low pressure to heat the
leading edge of the wing from the formation of ice (de-icer
boots).
6) It is also being used for providing air for engine starting
and for pressurizing and controlling the temperature of the
air in the aircraft cabin.
• Low Pressure Pneumatic System.

1) Generally used as primary gyro instruments or as a
backup instrument (for air driven gyro) when the
primary gyro are electrically driven.
2) Used together with an engine driven vacuum pump
to evacuate the instrument case and filtered air was
pulled into the instrument to spin the gyro.
3) It is because, it is much easier to filter air that being
pulled into the instrument than it was to filter the air
that had been pumped by an engine driven pump
lubricated by oil because these pumps output always
contained some particles of oil.

4) Turbine powered aircraft, bleed the pressure
from the engine compressor, regulate and filter
it before directs it’s over the gyros.
5) Reciprocating aircraft uses air pumps driven by
electric motors or by the aircraft engine to
provide airflow to the gyros.
6) There are two types of vane type pumps being
used to provide instrument airflow.

7) ‘WET’ vacuum pump:
i. Uses a steel vane moving in cast iron housing.
ii. Sealed and lubricated by engine oil and then
metered into the inlet air port.
iii. Oil is discharge with the air and is removed by
an oil separator before the air is used for either
inflating the deicer boots or is pumped
overboard.

8) ‘DRY’ vacuum pump:
i. Uses a carbon vane and rotors.
ii. Used on a modern type aircraft.
iii. Does not require any external lubricant, which the
carbon material itself acts as a lubricator.
iv. These ‘DRY’ vacuum pumps may be used to drive
the instrument by producing a vacuum and pulling
air through them or by using the output of the
pump to force the air through the instrument.

8) ‘DRY’ vacuum pump (cont):
v. One basic problem with the pumps is that the
carbon vanes are easily broken or damaged
by any contaminants entering the pump.
vi. It is important that all air is taken into these
pump must be filtered and when servicing is
perform, no contaminants be allowed to enter.
PNEUMATIC system components
• RELIEF VALVE.
1) Used as a preventing damage components.
2) Acts as a pressure limiting units and prevent
excessive pressure from bursting lines and
blowing out seals.
3) At normal pressure, springs holds the valve
closed and air remains in the pressure line.
4) If an excessive pressure detected, the forces
crated overcome the spring tension and open the
relief valve.
5) The excess air flows through the valve and is
exhausted as a surplus air into the atmosphere.
6) The valve remains open until the pressure drops
to normal.
• CONTROL VALVE.
1) A necessary part of a typical pneumatic
system.
2) Used to control the amount of air pressure in
operating a subsystem.
3) Consists of three port housing, two poppet
valves and a control lever with two lobes.
• CHECK VALVE.
1) Used both in hydraulic and pneumatic system.
2) Only allows one direction of airflow only and prevents
the direction of the other direction.
3) In operation, air enter one port of the check valve,
compresses the light spring tension and forcing the
check valve to be open and allowing air to flow in the
other port.
4) If air enters in a reverse direction, air pressure closes
the valve, preventing a flow of air out the port.
5) Therefore, a pneumatic check valve is a one direction
flow control valve.
• RESTRICTOR.
1) Classified as a control valve in pneumatic
system.
2) Consists of an orifice with a large inlets port
and a small outlet port.
3) The small outlet port reduces the rate of airflow
and the speed of operation of an actuating unit.
• VARIABLE RESTRICTOR.
1) Another type of speed regulating unit in pneumatic
system.
2) Consists of an adjustable needle valve, which has
threads around the top and a point on the lower end.
3) Depending on the direction turned, the needle valve
moves the sharp point either into or out of a small
opening to decrease or increase the size of the
opening.
4) Since air that enters the inlet port must pass through
this opening before reaching the outlet port, this
adjustment also determines the rate of airflow through
the restrictor.
• FILTER.
1) Is used to protect the system, against dirt and contaminants.
2) A micronic filter, consists of housing with two ports. A
replaceable filter cartridge and a relief valve.
3) Normally air enters the inlet and circulates around the
cellulose cartridge , then flow to the center of the cartridge
and out the outlet port.
4) If cartridge clogged, pressure forces the relief valve to open
and allows unfiltered air to flow out the outlet port.
5) A screen filter type, similar to micronic filter but has a
permanents wire screen filter.
6) A handle extends through the top of the housing and can be
used to clean the screen by rotating it against metal
scrapers.
• DESICCANT/MOISTURE SEPERATOR.
1) In pneumatic system, compressed air will condense and will
freeze when the pressure of air is dropped for actuation.
2) For this reason, every bit of water must be removed from
the air.
3) Moisture separator in pneumatic system collects the water
that is in the air on a baffle and holds it until the system
shuts down.
4) When the inlet pressure to the separator drops below a
preset value, a drain valve open and all accumulated water
is blown overboard.
5) An electric heater built into the base of the separator unit
prevents the water from freezing.
6) About 98% of water traces is being removed by the moisture
separator.
• DESICCANT/MOISTURE SEPERATOR
(cont).
1) Another 2% is being removed by desiccant or
chemical dryer.
2) Desiccant or chemical dryer is consists of
tubular housing with an inlet and outlet port
and contains a desiccant cartridge.
3) The cartridge is replaceable and consists of
dehydrating agent (MIL-D-3716) and
incorporates a bronze filter at each end.
4) Any moisture not removed by the separator will
be absorbed by the dehydrating agent.
• SHUTTLE VALVE.
1) Installed to allow pneumatic sources to operate
from ground source.
2) The valve isolates the compressor when the
pressure from external is higher than the
compressor, which is when the engine is not
running.
3) Also used to provide an emergency pneumatic
backup for hydraulic operated landing gear or
brakes system in case of failure.
PNEUMATIC system
MAINTENANCE
1) Maintenance of pneumatic is consists of
servicing, trouble shooting, removal and
installation of components and operational
test.
2) Standards precaution in pneumatic system
maintenance are:
i. Air compressor lubrication oil should be checked
daily I.A.W manufacturer instruction.
ii. After oil is added, filler plug should be torque and
safety wire is properly installed.
iii. Pneumatic system should be purged periodically to
remove any contaminants, moisture or oil.
PNEUMATIC system
MAINTENANCE
2) Standards precaution in pneumatic system
maintenance are (cont):
iv. Components must be checked for highest standard
of cleanliness.
v. Removed components or lines must be fitted with
proper blank and should not be removed until the
parts are ready to be installed.
vi. Leak testing must be performed I.A.W manufacturer
specification.

Aircraft Hydraulic Pneumatic - Lecture Presentation

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MALAYSIAN INSTITUTE OF

HYDRAULIC & PNEUMATIC

 Force = Pressure X Area

 Area = Force  Pressure

 Pressure = Force  Area

 Volume = Area X Distance

 Area = Volume  Distance

 Distance = Volume  Area

Pressure = Density X Height

• Hydraulic Fluid Characteristic.

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Fig 13-12: Integral type reservoir.

Fig 13-11: In-line type reservoir.

FIG XX: Turbine engine bleed air methods.

FIG 5-22: Venturi type aspirator or venturi tee methods .

FIG 13-9: Springs attached to the reservoir piston methods.

FIG 5-23: Electric pump methods.

FIG 13-17 :Single acting hand – pump.

FIG 5-24 :Double acting hand – pump.

FIG 5-24 :Vane type pump.

FIG 5-24 :Gear type pump.

FIG 13-21 :Gerotor type pump.

FIG 5-28 :Piston type pump.

FIG 13-23 :Piston type pump.

FIG 5-29 :Stratopower Demand type pump.

FIG 5-29 :Stratopower Demand type pump.

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

FIG 13-51:Ball type check valves.

FIG 13-51:Cone type check valves.

FIG 13-51:Flap type check valves.

FIG 13-51:Orifice type check valves.

FIG 13-53:Metering check type check valves.

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

FIG 13-49:Orifice / restrictor type valves.

• HYDRAULIC FLOW CONTROL

FIG 13-55:Sequence type valves.

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

FIG 13-58:Shuttle type valves.

FIG 13-59:Shuttle valves arrangement in system.

• HYDRAULIC FLOW CONTROL

• HYDRAULIC FLOW CONTROL

FIG 13-42:Priority valves.

FIG 13-61:Priority valves arrangement in system.

FIG 5-43:Flap Overload Valve.

FIG 13-63:Flow Equalizer Valve.

FIG 13-62:Flow Equalizer Installation.

FIG 5-88:Quick Disconnect Valve.

FIG 5-46:Hydraulic Fuses (pressure sensing).

FIG 5-46:Hydraulic Fuses (volume sensing).

FIG 13-29:Bourdon type pressure switch.

FIG 5-49:Pressure regulator.

Fig 5-48: Relief valve.

Fig 13-35: Relief valve construction.

Fig 13-37: Pressure reducing valve.

Fig 13-36 : Reducing valve arrangement.

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