TEXTBOOK

Hydraulics

020 00 00 00 AIRCRAFT GENERAL KNOWLEDGE

021 03 00 00 HYDRAULICS

Hydraulics

Table of Contents:

Hydromechanics: basic principles ________________________________________ 3

Hydraulic systems ____________________________________________________ 20

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Hydraulics

Hydromechanics: basic principles

Pascals law states that pressure applied to any part of a confined liquid is
transmitted with undiminished intensity to every other part.
Thus, if a number of passages exist in a system, pressure can be distributed
through all of them by means of the liquid.
That means in the ratio, force F1 to area A1 is equal to force F2 to area A2
and therefore it is constant like the pressure P, this will give us the formula
pressure P stays in relation to force F divided by area A.
We would name a fluid with this properties an ideal fluid.

F1

F2

A1

A2

F
A

constant

ideal fluid

Manufacturers of hydraulic devices usually specify the type of liquid best suited
for use with their equipment, in view of the working conditions, the service
required, temperatures expected inside and outside the systems, pressure the
liquid must with stand up to 3000 [ PSIG ], the possibilities of corrosion, and other
conditions that must be considered.
Hydraulic fluids must possess a number of properties, including the
incompressibility and fluidity, which is typical for the ideal fluid, as well as the
chemical stability, the viscosity, the flash and fire point.

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Hydromechanical aircraft systems assist the pilot to reduce his energy effort
during aircraft operation.

The main components of a hydraulic system are:

-

the hydraulic fluid ,

the hydraulic power unit system, and

the hydraulically driven system.

Hydraulic system liquids are used primarily to transmit and distribute forces to

various units to be actuated.

Liquids are able to do this because they are almost incompressible, meaning
almost no volume change under pressure.

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There are three types of hydraulic fluids currently being used in civil aviation.
The vegetable base hydraulic fluid, is composed essentially of caster oil and
alcohol.
This fluid is used primarily in older type aircraft. Natural rubber seals can be
used. This type of liquid is flammable and not interchangeable with other
hydraulic fluids.

The mineral base hydraulic fluid, is processed from petroleum. It smells like oil
and is dyed red. Synthetic rubber seals are used.
This type of liquid is flammable and not interchangeable with other hydraulic
fluids. In practical use it is commonly known as the Aero Shell Fluid 4, and is
typically used for the landing gear shock struts.

The phosphate ester base hydraulic fluid a fire-resistant hydraulic fluid for use in
high performance piston engines and turboprop aircraft is the most used fluid in
Hydromechanical aircraft systems.
Special low weight version of this fluid is used on large and jumbo jet transport
aircraft where weight is a prime factor.

Manufactures names for this type of fluid includes Skydrol and Hyjet .
This type of fluid is not only fire resistant but it also has good low temperature
operating characteristics and low corrosive side effects.

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TEMP
SENSOR

QTY
SENSOR

EICAS

FIRE
EXTINGUISHING
HANDLE

EICAS
RESERVOIR

EXTERNAL
POWER SHUTOFF
RETURN
VALVE

HYDRAULIC
PANEL
ELECTRIC
PUMP

ENGINE
DRIVEN
PUMP

PRESSURE
TRANSMITTER

PRESSURE
RELIEF
VALVE

NO.2 HYDRAULIC
SYSTEM
(IDENTICAL TO
NO.1 SYSTEM)

MECHANICAL
REVERSION

FILTER

RUDDER
MECHANICAL
REVERSION
PRESSURE
TRANSDUCER

LEFT AILERON
MECHANICAL
REVERSION

EICAS

RIGHT
AILERON
LEFT THRUST
REVERSER

RIGHT THRUST
REVERSER

INBOARD
SPOILER

OUTBOARD SPOILER/
SPEED BRAKES

OUTBOARD
BRAKES

INBOARD
BRAKES

ACCUMULATOR
PRIORITY
VALVE

FREE
FALL

ACCUMULATOR

LANDING GEAR

MAIN DOOR

EMERGENCY
BRAKES

STEERING

Regardless of its function and design, every hydraulic system has a minimum
number of basic components in addition to a means through which the fluid is
transmitted. Hydraulic lines or tubes connect components of a hydraulic system
together, to provide each hydraulic component or system with fluid pressure and
flow. The main pressure hydraulic lines are normally made from steel, the return
lines from aluminum alloy. Flexible tubes are used as pressure and return lines.
The core tube is made from steel mesh, covered with a rubber shielding or at hot
sections with a Teflon shielding. All hydraulic tubes are marked by a blue, yellow
and white tape with circulars.

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The reservoir stores the supply of hydraulic fluid for operation of the system. It
replenishes the system fluid, provides room for thermal expansion, and in some
systems provides a means for bleeding air from the system.

Reservoirs are either vented to the atmosphere, where the atmospheric pressure
and gravity are the forces which cause fluid to flow from the reservoir to the pump
intake, or if the atmospheric pressure becomes too low to supply the pump with
hydraulic fluid, the reservoir must be pressurized.

One method of pressurization is pressurizing with hydraulic fluid. In this case

pressure from the hydraulic pressure system is used to force a small piston,
which in turn moves a large piston and thus produces a pressure of
approximately 40 [PSIG] in the reservoir which provides supply of hydraulic fluid
to the pump. This type of reservoir must be completely filled with hydraulic fluid
and have all the air bled from it.

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Hydraulics

The hydraulic pump produces the hydraulic pressure and flow, which is used to
provide a hydromechanics driven system.
The hydraulic pump can be driven by a power source like:
-

A/C electric power or

D/C electric power,

by a hydraulic motor,

piston engine or

turbine engine.

We call them the power driven pumps.

There are different types of pumps which are used to provide aircraft hydraulic
systems.
The types are: The Gear type pump, where the driving gear is driven by a power
unit, and the driven gear is meshed into the driving gear. When the gear turns the
hydraulic fluid is trapped between the gear teeth and the housing, and is then
carried around the housing to the outlet port.

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An other type of pump is the vane type pump, where a rotor is positioned off
center within the sleeve in a housing.
The vanes, which are mounted in the slots in the rotor, together with the rotor,
divide the bore of the sleeve into four sections. When the rotor turns the four
chambers changes their volume during the rotation, and if they pass the inlet or
outlet port through a slot in the sleeve, the fluid is drawn into or displaced out of
the chambers.

A commonly used kind of pump is the piston type mechanism pump. The basic
pumping mechanism of piston pumps consists of a multiple bore cylinder block,
a piston for each bore, and a valving arrangement also for each bore. The
purpose of the valving arrangement is to let fluid into and out of the bores as the
pump operates.

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A typical type of a piston pump is the angular type pump. The angular housing
of the pump causes a corresponding angle to exist between the cylinder block
and the drive shaft plate to which the pistons are attached. It is this angular
configuration of the pump that causes the pistons to stroke as the pump shaft is
turned.

Another type is the cam type pump. With this pump a cam causes stroking of the
pistons. There are two variations of cam type pumps. One in which the cam is
driven and the cylinder block is stationary, which causes the stroke of the pistons
and the other in which the cam is stationary and the cylinder block rotates which
causes the pistons to move. Both kinds of piston pumps produce a practically non
pulsating discharge of hydraulic fluid.

stationary cylinder block

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stationary cam

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Hydraulics

The hydraulic motor is driven by the hydraulic pressure and flow and transforms
the hydraulic energy into mechanical force.

There are mainly two types of hydraulic motors in use. The Gear type motor with
gears driven by the hydraulic fluid pressure and flow. The rotation of the gears
are transmitted by an output drive shaft to activate a mechanical mechanism. A
commonly used kind of motor is the piston type mechanism.

The basic mechanism of piston motors consists of a multiple bore cylinder

block, a piston for each bore, and a valving arrangement for each bore. The
purpose of the valving arrangement is to let fluid into and out of the bores as the
motor operates.

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Hydraulics

The double action hydraulic hand pump is used in some aircraft hydraulic
systems as a backup unit.

For example to provide the alternate landing gear extension system. This kind of
hand-pump produces fluid flow and pressure on each stroke of the handle. Two
spring loaded check valves, one located in the pump housing and the other one
in the piston, are responsible for letting fluid into and out of the cylinder bore
when the pump is operated.

The filter or a filter package.

A filter is a screening or straining device used to clean the fluid, thus preventing
foreign particles and contaminating substances from remaining in the system.
If such objectionable material is
not removed, it may cause the
entire hydraulic system of the
aircraft to fail through the
breakdown or malfunctioning of a
single unit of the system.

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Most filters used are the inline type, consisting of three basic units:
The head assembly which includes a bypass valve which routes
the hydraulic fluid directly to the outlet port in case of a clogged
filter element to prevent blockage of the whole hydraulic system.
The filter bowl which is the housing which holds the filter element
to the head assembly. And the filter element itself, which may be
either a micronic, porous metal, or magnetic type. The micronic
element is made of a special paper and is normally thrown away
when removed.

The porous metal and magnetic filter elements are designed to

be cleaned by various methods and replaced in the system.
The difference between a simple filter assembly and the filter package is the filter
package includes not only the main pressure filter but also the return manifold
with bypass valve, the system relief and check valve, and the pressure
transmitter.

From the pressure manifold the hydraulic line will run to the pressure relief valve,
which is in most cases included in the filter package. The relief valve is used to
limit the amount of pressure being exerted on a confined fluid, to prevent failure
of components or rupture of hydraulic lines under accesive pressure.

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The accumulator, a steel sphere divided into two chambers by a synthetic rubber
diaphragm or piston assembly, will dampen pressure surges in the hydraulic
system.
One chamber is filled by the hydraulic fluid and the other chamber is pre-charged
with air or nitrogen, with a pressure of 1000 [ PSIG ]. This acts as a spring, for the
further functions of the accumulator.

Aid or supply the power pump.

Store power for the limited operation of a hydraulic unit when the pump is not
operating, like an alternate brake system for example.
And supply fluid under pressure to
compensate for small internal or external
undesirable leaks, which would cause
the system to cycle continuously by
action of the pressure switches on off.

The check valve allows free flow of fluid in one direction, but not in the opposite
direction, to control hydraulic systems or components to operate as intended.

A simplified hydraulic power driven system is represented here by a selector

valve and an actuator. The selector valve is used to control the direction of
movement of an actuating unit.

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Different types of selector valves are used, differentiated by their valve bodies
such as the rotor type or

spool type.

Or they are different by their inlet and outlet ports for example like a
three way valve or

the four way valve.

But the purpose of all selector valves is the same, to provide a pathway for the
simultaneous flow of hydraulic fluid into and out of a connected actuating unit.
For example an actuating cylinder, shown here.

TO NLG

UPLOCK ACTUATOR
CHECK
VALVE

MLG ACTUATOR
TO LH
MLG

DOWN LOCK
RELEASE
ACTUATOR

DN

UP

LDG SELECTOR
VALVE

PRESSURE

RETURN

CUT OFF
VALVE

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PRESSURE
REGULATOR

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Hydraulics

The relief valve is used to limit the amount of pressure being exerted on a
confined fluid, to prevent failure of components or rupture of hydraulic lines under
excessive pressure.

The pressure regulator is installed between hydraulic lines, if the system pressure
has to be adjusted to a constant pressure. Normally this pressure is lower than
the normal system pressure.

The regulator works much like a relief valve, but it isnt. A regulating piston moves
toward right or left, to open or close orifice holes. This causes too high a fluid
pressure to be dumped back into the reservoir, and if the pressure in the system
is too low the drain holes are closed, so that the pressure will increase.

The cut off valve is normally used as a safety device. It has only an open or
closed position, so that if the system is switched off, no fluid can be transported
out of the system.

OPEN

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Hydraulics

An actuating cylinder transforms energy in the form of fluid pressure into

mechanical force. It is used to impart powered linear motion to some movable
object or mechanism. There are two basic types of actuators. The single action
actuating cylinder, where a piston is driven by the hydraulic fluid pressure against
a spring load, which will bring back the actuating piston after pressure loss.

And the double action actuating cylinder, where the fluid pressure activates the
piston in both directions, controlled by a four way valve.

For example the double action actuator can also have two exposed piston rod
ends. Or two pistons in one housing, provided by three fluid ports.

Hydraulic systems have many advantages as a power source for operating

various aircraft systems or units. Hydraulic systems combine the advantages of
light weight, ease of installation, simplification of inspection, and minimum
maintenance requirements. Hydraulic operations are also almost 100% efficient,
with only a negligible loss due to fluid friction.

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Hydraulics

The typical basic simplified hydraulic power unit system consists of:
-

the hydraulic reservoir,

the cut off valve,

the power pump or engine driven pump,

a check valve,

pressure filter with by-pass valve,

pressure transmitter,

system pressure relief valve,

the accumulator,

the hydraulic ports to and from the hydraulic power driven systems,

the return filter and

the hydraulic fluid coming back to the reservoir.

Normally there is also a back-up system connected to the power system, in case
of a power system failure.
This consists of:
-

a standby power unit, normally an electric driven pump,

a pressure transmitter, and

a check valve.

During pump operation, some of the hydraulic fluid is leaked from the pumping
section to provide pressure lubrication to the pump moving parts, and to assist
cooling.
The leakage flow is directed through a case drain filter and back to the system
reservoir.

Identify the components on the schema at the next page

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Hydraulics

TEMP
SENSOR

QTY
SENSOR

EICAS

FIRE
EXTINGUISHING
HANDLE

EICAS

EXTERNAL
POWER SHUTOFF
RETURN
VALVE

RESERVOIR
HYDRAULIC
PANEL
ELECTRIC
PUMP

ENGINE
DRIVEN
PUMP

PRESSURE
TRANSMITTER

PRESSURE
RELIEF
VALVE

NO.2 HYDRAULIC
SYSTEM
(IDENTICAL TO
NO.1 SYSTEM)

MECHANICAL
REVERSION

FILTER

RUDDER
MECHANICAL
REVERSION
PRESSURE
TRANSDUCER

LEFT AILERON
MECHANICAL
REVERSION

EICAS

RIGHT
AILERON
LEFT THRUST
REVERSER

RIGHT THRUST
REVERSER

INBOARD
SPOILER

OUTBOARD SPOILER/
SPEED BRAKES

OUTBOARD
BRAKES

INBOARD
BRAKES

ACCUMULATOR
PRIORITY
VALVE

FREE
FALL

ACCUMULATOR

LANDING GEAR

MAIN DOOR

EMERGENCY
BRAKES

STEERING

Main users of hydraulic systems are:

-

Landing gear,

wing flaps,

speed and wheel brakes, or thrust reversers,

flight control surfaces,

nose wheel steering,

and in some cases, especially for bigger aircraft movement of air-stair- or

baggage door.

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Hydraulics

Hydraulic systems
Hydraulic systems are not only used for big or modern aircraft's. They are also
used for small aircraft's, especially to provide the brake system.

Large and new aircraft types are using mainly hydraulic driven systems, to
operate systems of a high power demand. The main reason, hydromechanical
controlled systems are almost 100 % efficient, ease of installation and a
construction of light weight.

Big aircraft's are not using only one hydraulic system. There are always a
minimum of two main (#1/#2) and two alternate systems (PTU/RAT) installed.
The pressure and flow which is necessary to operate the systems are produced
by a power pump system.

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The normal system pressure which is used are the result of an economical and
technical calculation. For the practical use, today are 3000 [PSI] the normally
used system pressure.

RAM AIR TURBINE

3
4

1
5
0
NO 1
RESERVOIR

NO 2
RESERVOIR

PSI
STANDBY PUMP 1

POWER
PUMP
1

POWER
PUMP
2

STANDBY PUMP 2
WHEEL BRAKES
LANDING GEAR
INBOARD ROLL SPOILER
RUDDER
ANTI SKID

WHEEL BRAKES
FLAPS
OUTBOARD ROLL SPOILER
RUDDER
NOSEWHEEL STEERING

POWER TRANFER UNIT

Hydraulic pump's for transport aircraft's can be split up roughly into two different
types of pumping mechanism: the rotor type and the piston type pumps. A typical

rotor type pump is the gear type pump, the gerotor type pump and the vane type
pump.

Representative piston type pump's are: the radial type pump, the axial type pump
which is represented by a axial cam type, an angular type pump and the hand
pump.

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Hydraulics

An important safety device for the hydraulic system are the alternate power units,
used to provide the hydraulic system in case of a failure of the normal used
power unit system for example engine driven pump.

You can see here the Ram air turbine (RAT).

The RAT consists of the propeller or turbine which will be driven by the air-flow
and these will drive the pump section or electric generator section which
produces the hydraulic pressure and flow or electric volt and ampere to provide
an alternate driven hydraulic or electric system.

The PTU = power transfer unit is an assembly of a hydraulic power driven motor,
which drives a hydraulic pump. This system is incorporated in one hydraulic
power system to provide hydraulic power for the other system in the event of a
power pump failure.

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Hydraulics

Electrical driven standby pumps are also used to provide a hydraulic system in
the event of a power unit failure, these electrical driven pump can also be used
on ground without running engines to provide the hydraulic system to operate for
example the landing gear door, air-stair or baggage door.

Hand pumps are mainly used for alternate hydraulic systems, where the hydraulic
fluid flow does not to be constant such as in alternate landing gear extension.

Hydraulic driving units are used to transform energy in the form of fluid pressure
and flow into mechanical force. The main systems which are driven by such units
are:
-

the landing gear system including the nose wheel steering and brake system
and

the flight control system consisting of the wing flap system, the roll spoiler,
elevator and rudder controls.

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Hydraulics

Other mechanisms which may be driven by hydraulic driving units are:

Windshield wipers, air-stair-doors and baggage doors for example. The driving
unit itself can be an actuating cylinder, for example to extend or retract the
landing gear, but it can also be a hydraulic motor, for example a cam type piston
motor which turns the wing flap drive, to extend or retract the flaps.

Typical types of actuating cylinders include:

The single action actuating cylinders split up into:
-

the Plunger with or without spring;

single action actuating cylinders with or without spring,

telescope type single acting piston.

Plunger
with spring

Plunger
without spring

single action
single action
actuating
cylinder
actuating cylinder
without
spring
with spring

telescope type

The double action actuating cylinders are split up into the:

-

differential cylinder,

double action cylinder,

three port actuating cylinder,

rotation action cylinder.

differential
cylinder

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double action
cylinder

three port
actuating cylinder

rotation
action cylinder

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Hydraulics

See an example for a normal switching unit of a double action cylinder in the
CBT. If the valve is switched to the No # 1 position, hydraulic fluid will go into
chamber No #1 and the piston will be moved out.
At position No # 2 the piston doesn't move = neutral valve or off position,
hydraulic fluid will be returned and at position No # 3 hydraulic fluid enters
chamber No # 2 and the piston will be moved in.

Hydraulic power unit system indication is provided in the flight compartment for
the hydraulic fluid quantity the main pump system pressure, standby pump
pressure, low pressure warning light, and the warning light for the hydraulic fluid
over-temperature.
For every hydraulic power system a separate fluid quantity indicating system is
provided.
Each system consists of a mechanical or visual sight gauge at the reservoir and
an electrical indicator in the cockpit provided by a synchro -transmitter.

STD BY HYD PRESS

H
Y
D

HYD

PRESS

P
A
R
K

B
R
A
K
E

NORM

P
W
R

STANDBY
4

HYD

PRESS

4
1

0 PSI

MAIN
HYD

x 1000

PRESS

3
3

HYD QTY 4
3

1
1

1
0 PSI

x 1000 0

1
0 PSI

x 1000 0

U.S. QTS

You will get a wrong quantity indication for pressurized reservoirs if air is in the
hydraulic fluid, due to the fact - air reacts like a spring and will be compressed
under pressure but expands at no or low pressure, so you will get without a
pressurized system a too high quantity indication.

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Hydraulics

A separate pressure indicating system is installed in each main system to provide

pressure indication. An additional indicating system is installed with each standby
power unit. A low pressure warning switch on each main pressure system closes
on a decreasing pressure is 2000 [PSI] or below to operate the appropriate low
pressure warning light in the flight compartment.

The indication of the fluid over-temperature is provided by a warning light located

in the flight compartment. The warning light is controlled by a over-temperature
switch which is installed at each hydraulic power system (Pump return line). The
over-temperature switch operate at a fluid temperature of 109 degree Celsius,
and will remain actuated until the fluid temperature falls to 95 degree Celsius.
The windings of the electrical motor of an A/C powered hydraulic pump is also
monitored by an over-temperature switch to protect overheating and damage of
the electrical motor by illuminating of a warning light.

Hydraulic pumps are permanently driven by an accessory gear of a power plant,

we call them the engine driven hydraulic pumps. Engine driven pumps are
In case of an engine fail we need a
backup system to provide hydraulic

RAM AIR TURBINE

power for the hydraulic power

driven system. This is
accomplished either by an
electrical driven or -hydraulic motor

NO 1
RESERVOIR

NO 2
RESERVOIR

STANDBY PUMP 1

driven pump.
These can be switched on
manually such as the electrical
driven pump here or automatically

STANDBY PUMP 2
WHEEL BRAKES
LANDING GEAR
INBOARD ROLL SPOILER
RUDDER
ANTI SKID

WHEEL BRAKES
FLAPS
OUTBOARD ROLL SPOILER
RUDDER
NOSEWHEEL STEERING

as you can see by the power

transfer unit.
POWER TRANFER UNIT

permanent running as long as the power plant is running.

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Hydraulics

The hydraulic systems used in modern transport aircraft are one of the most
important components used to operate transport aircraft in a save and
economical manner.

The lifetime of any of moving part or component including the hydraulic system is
restricted by the wear caused by his movement. Here are some of the reasons
why hydraulic systems can fail:

Air in the hydraulic system can cause serious problems in the hydraulic driven or
driving systems. For example air might enter into the hydraulic park brake system
via a worn piston seal of a park brake accumulator from the nitrogen chambre
into the hydraulic chambre, and results in a reduced, or worse, insufficient
parking brake action.

For the driving unit, for example a piston power pump air in the system can cause
power drop of the pump and if air enters the pump it might cause heavy wear of
the pistons due to lack of lubrication and afterwards the failure of the pump.

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Hydraulics

Hydraulic leaks especially at engine mounted components are resulting from a

simple hydraulic leak up to a worse engine oil leak if the required maintenance
action hasn't been carried out on time.
The reason, hydraulic phosphate ester and synthetic base fluids are
decomposing the engine oil seals. An other kind of defect is, but it's not really one
during the operation of the normal brake system followed by setting of the park
brake, a little amount of hydraulic fluid will swap from one system into the other
caused by the shuttle valve switching. Fluid pressure moves the shuttle valve to
close the port where lower pressure comes from so that before the low pressure
port is closed hydraulic fluid will be transferred. This fluid transfer is easy to
correct for the flight crew by opposite operation of the system.

Maintenance of hydraulic filters and replenishing the fluid is relatively easy but
also very efficient. Because the regular replacement of filters and fluid on time
are reducing the probability of contamination of the hydraulic fluid and the
probability of a system or component fail.

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