Aircraft Hydraulic Systems

Hydraulics is a division of the science of fluid mechanics that includes the study of liquids and their physical characteristics, both
at rest and in motion. The type of hydraulics applied to aircraft and other aerospace-vehicle systems is Called power hydraulics
because it involves the application of power through the medium of hydraulics.
Hydraulic Terms
It is necessary to understand the exact meaning of hydraulic terms in order to understand hydraulic principles and their
Application to hydraulic systems. These terms are defined as follows.
Area is 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.
Force is 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. To measure the force of hydraulics, we must be able to determine force per
unit area. This is called pressure and is measured in pounds per square inch (psi) or kilopascals (kPa).
Stroke (length) is a measurement of distance & It represents the distance a piston moves in a cylinder.
Volume (displacement) is a mesure of quantity, which represents the amount of fluid contained in a reservoir or
displaced by a pump or actuating cylinder.
Fluid is any substance that is liquid or gaseous in form. A liquid is a fluid whose particles form a definite volume.
The term hydraulic fluid is used in this text as the common name for the fluid used in aircraft hydraulic systems and
devices.
A/c manufacturer make greater use of hyd. sys. than other .Landing gear ,wing flaps ,speed brakes &
flight control surface.

Hyd. Sys. have many advantages as a power source for operating as a power source for operating
various a/c units .Hyd. sys. combine the advantages of light weight ,ease of installation ,simplification of
inspection & minimum maintenance requirements.Hyd. operation are also almost 100 % efficient with
negligible loss due to fluid friction.

Relationship of Terms :The terms area, pressure, force, stroke, and volume are mathematically related. This
relationship establishes the foundation upon which hydraulic systems are based. Consider the relationship of force,
pressure, anr area. If any two of these factors are known, it is possible to calculate the third. Force equals pressure
times area (F = P X A), pressure equals force divided by area (P = F/A), and area equals force divided by pressure (A
= FlA). Liquids are regarded as being incompressible. This means that the volume of a given quantity of a liquid will
remain constant even though it is subjected to high pressure. Because of this characteristic, it is easy to determine
the volume of hydraulic fluid required to move a piston through its operating range
The volume of the cylinder through which the piston moves is equal to the area of the piston head multiplied by the
length of the cylinder. The area of the piston head is determined by the formula A =nr2.
Hydraulic fluids and other liquids expand as temperature increases; therefore, safeguards must be provided in
hydraulic systems to allow for the expansion and contraction of fluid as temperature changes.

Liquid seeks its own level

A confined liquid will seek its own level. Here the liquid is in a container open at the top and is subjected only to the
force of gravity. Assuming that the container shown in the illustration is level, the pressure is the same at all points
on the bottom of the container. The liquid surfaces at A, B, C, and D are all equidistant from the bottom of the
container .A basic principle of hydraulics is expressed in Pascal's law.

Pascals Law : states that pressure applied to any part of a confined liquid is transmitted with
undiminished intensity to every other part.

Viscosity: When liquids are in motion, certain dynamic characteristics must be taken into consideration. One of
the principal factors in liquid motion is friction. Friction exists between the molecules of the liquid and between the
liquid and the pipe through which it is flowing. The effects of friction increase as the velocity of liquid flow
increases.
One of the most important properties of any hyd. Fluid is its viscosity .Viscosity is internal resistance to
flow. A Viscosity increases with temp. decreases .A satisfactory liquid for a given hyd. Sys must have
enough body to give a good seal at pumps ,valves , & piston But it must not be so thick that it offers
resistance to flow , landing to power loss & higher operating temperature. Viscosity of liquid measured
by viscosimeter & viscometer .
Types of Hydraulic Fluids: There are 3 types of Hydraulic Fluids used in civil aircraft.

1].Vegetable Base hyd. Fluid

2]. Mineral Base hyd. Fluid

3]. Phosphate ester -Base hyd. Fluid

1].Vegetable Base hyd. Fluid- (MIL-H-7644) :-Mixture of caster oil & alcohol .It is highly
inflammable .It is dyed Blue in color ,Natural rubber seals are used with veg. base fluid . it is used in
older a/c.

2]. Mineral Base hyd. Fluid- ( MIL-H-5606):-consist of a high quality petroleum oil. They are
used in many systems, especially where the fire hazard is comparatively low. Small aircraft that have hydraulic
power systems for operating wheel brakes, flaps, and landing gear usually use mineral fluid .Mineral base fluids
are less corrosive and less damaging to certain parts than other types of fluid.
3]. Phosphate ester-Base hyd. Fluid :- utilized in most transport category aircraft are very fire
resistant. Although phosphate ester fluids are extremely fire resistant, they are not fireproof. Under certain
conditions phosphate ester fluids will burn.
It is classified in 2 classes :

Class 1-Skydrol L-D: A clear purple low weight fluid It is used in large Jumbojet transport a/c where
weight has prime factor.

Class 2- Skydrol 500-B:a clear purple lquid having good low temp. operating characteristics & low
corrosive side effects .

Skydrol is compatible with natural fibers & synthetic including nylon & polyester .
Seals of neoprene & Buna N are not compatible with Skydrol & must be replaced with seals of buty l
rubber or ethylene-propylene elastomers.

Basic Hydraulic system

Figure :Basic Hyd. System with power pump & other hyd. Component

Reservoirs: A hydraulic reservoir is a tank or container designed to store sufficient hydraulic fluid for all
conditions of operation. Usually the hydraulic reservoir must have the capability of containing extra fluid not being
circulated in the system during certain modes of operation. When accumulators, actuating cylinders, and other units
do not contain their maximum quantities of fluid, the unused fluid must be stored in the reservoir. On the other hand,
when a maximum amount of fluid is being used in the system, the reservoir must still have a reserve adequate to
meet all requirements. Reservoirs in hydraulic systems that require a reserve of fluid for the emergency operation of
landing gear, flaps, etc., are equipped with standpipes. During normal operation, fluid is drawn through the
standpipe. When system fluid is lost, emergency fluid is drawn from the bottom of the tank. Reservoirs can be
broken down into two basic types, in-line and integral, and these can be further classified as pressurized and
unpressurized. Reservoirs are not designed to be completely filled; they must allow for an air space above the fluid
level to allow for expansion of the fluid when it is headed during system operation. Reservoir will provide some
means of checking the fluid level and of being replenished. The quantity-indicating method may be nothing more
than a dipstick on the filler cap, or it may consist of a remote indicating system that displays the quantity on the
aircraft flight deck.
There are two types of reservoirs & they are

In.-Line Reservoirs: In-line reservoirs are those that are separate components in the hydraulic system. This is
the most common type of reservoir. These can be pressurized or unpressurized. Unpressurized reservoirs are
normally used in aircraft flying at lower altitudes, such as below 15000 ft [4583 m], UI whose hydraulic systems are
limited to those associated with ground operations, such as brakes. Pressurized reservoirs are commonly found in
aircraft designed for high-altitude flight where atmospheric pressure is low. The most basic rule of hydraulics states
that fluid cannot be pulled; it can only be pushed. At sea level the 14.7 psi of atmosphere provides the force to push
the fluid from the reservoir to the pump. As altitude increases, atmospheric pressure decreases. With little or no
pressure on the fluid, it tends to foam, causing air bubbles to form in the low part of the system. When an aircraft is
operating at high altitudes, the pump will be starved for fluid unless some means of pressurization is used.
Therefore, to provide a continuous supply of fluid to the pumps, the reservoir is pressurized.

Figure: reservoir,in line

Integral Reservoirs:Integral reservoirs are combined with the hydraulic pump. These types of reservoirs are
often found in small aircraft, where the compact arrangement of this type of mechanism is desirable. An example of
this is the brake master cylinder used with many light-aircraft systems. the upper portion of the assembly serves as
the reservoir and the lower portion serves as the pump to operate the brake.
A reservoir in the same assembly as the fuid pump

Filters : Hydraulic filters are required to filter out any particles that may enter the hydraulic fluid. ~se particles
may enter the system when it is being serviced or during wear of operating component. if these contaminants were
allowed to remain in the circulating fluid, they could damage the seals and cylinder walls , causing internal leakage
and prevent components such as check valves from seating properly. The number and location of filters-in a
hydraulic system depend on the specific model aircraft, but they are normally found at the inlet and outlet of the
reservoir and the pump outlet. Commonly used filters are of the micronic type and porous metal type.
Most filter used in a/c are inline type. Its comprised 3 basic units.

1. Head assembly

2. Bowl

3. Element

Element may be either a micronic , porous metal , magnetic type.

Micronic type filter : This filter utilizes an element made of specially treated paper which is
formed in vertical convolutions (wrinkles). An internal spring holds the elements in shape. The
micronic element is derined to prevent the passage of soilds greater than 10 microns (0.000394
inch).In the event that the filter element becomes clogged ,the spring loaded relief value in the
filter bypass the fluid after a d/f pressure 50 p.s.i has been built up.
 Figure: Hyd. Filter , micronic type

Porous metal filters: are composed of metal particles joined together by a sintering process. These filters can
trap particles as small as 5 um in size.
Most hydraulic filter assemblies are located in the pressure & return lines. The filter illustrated consists of a head
assembly, a bowl assembly, and a 15-flmpaper filter element. The head assembly contains the fluid line
connections and a shutoff valve to facilitate replacement of the filter element. A bypass valve in the filter prevents
the system from becoming inoperative should the filter become clogged.

Heat Exchangers: because of the high pressures involved in many hydraulic systems and the high rates of fluid
flow, the hydraulic fluid becomes heated as the subsystems are operated. For this reason it is often necessary to
provide cooling for the fluid. The heat exchanger , is a heat radiator similar in design and construction to an oil
cooler for an engine. Note that the heat exchanger is equipped with a temperature- operated bypass valve to increase
the fluid flow through the cooling element as temp. rises.

HYDRAULIC PUMPS: pumps are designed to provide fluid flow and are made in many different designs, from
simple hand pumps to very complex, multiple-piston, variable-displacement pumps.

Hand Pumps:A diagram of a single-acting hand pump is basic principle of a Piston pump. When the handle is
moved toward the left, the piston movement creates a low-pressure condition and. draws fluid from the reservoir
through the check valve and into the cylinder. Then when the handle is moved toward the right, the piston forces the
fluid out through the discharge check valve. The check valves allow the fluid to flow only in one direction, as shown
by the arrows.
 single-acting hand pump

Double Action Hand pump: This pump produce fluid flow & pressure on each stroke of the
handle.The double-action hand pump consists essentially of a housing which has a cylinder bore & two
ports ,a piston, two spring-loaded check valves & operating handle .An O-ring on the piston seals
against leakage between the two chambers of the piston cylinder bore .An O-ring in a groove in the end
of the pump housing seals against leakage between the piston rod & housing.

Figure: Double-action hand pump

 Power driven pumps: Many of the power driven hyd. Pumps of current a/c are of
variable delivery ,compensator-controlled type . There are same constant delivery pump in use.
Constant delivery pump: Constant delivery pump are sometimes called constant volume
or fixed delivery pump .They deliver a fixed quantity o0f fluid per revolution .regardless of the
pressure demands .

Variable delivery pump: A variable delivery pump has a fluid output that is varied to meet
the pressure demands of the system by varying its fluid output . The pump output is changed
automatically by a pump compensator within the pump.

Gear Type pump) : gear-type pump is classed as a positive-displacement pump because each revolution of the
pump will deliver a given volume of fluid, provided the pump is not worn and no leakage occurs. One of the two
gears is driven by the power source, which could be an engine drive or an electric-motor drive. The other gear is
meshed with and driven by the first gear. As the gears rotate in the direction shown, fluid enters the IN port to the
gears, where it is trapped between the gear teeth and carried around the pump case to the OUT port. The fluid cannot
flow between the gears because of their closely meshed design; therefore, it is forced out through the OUT port.

Gear-type pump
Vane-Type Pump: The vane-type pump is also classed as a positive-displacement pump because of its
positive action in moving fluid. This pump is consists of a slotted rotor located off-center within the cylinder of the
pump body with rectangular vanes free to move radially in each slot. As the rotor turns, the vanes are caused to
move outward by centrifugal force and contact the smooth inner surface of the casing. The vanes form 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 fluid is caused to enter the chambers because of the
low-pressure area created by the expanding chambers.The contraction of the chamber force the fluid into the outlet
port & system.
Gerotor Pump:A gerotor pump consists of a housing containing an eccentric-shaped stationary liner, an
internal gear rotor having five wide teeth of short height, a spur driving gear having four narrow teeth, and a pump
cover,which contains two crescent-shaped openings. One opening extends into an inlet port and the other connects to
an outlet port. The pump cover is shown with the inner surface visible to display the inlet and outlet openings inside the pump.
When the cover is turned over, the inlet is on the left and the outlet is on the right.
MultiPle Piston Pump: One of the most widely used hydraulic pumps for modem aircraft is the axial multiple-piston
pump. The axis of rotation for the cylinder block is at an angle to the axis of rotation of the drive shaft; therefore, the
pistons are caused to move in and out of the cylinders as rotation occurs. The pistons on one side of the cylinder
block are moving outward, thus increasing the volume of the cylinder spaces; on the other side of the cylinder block
the pistons are moving inward.\

Cam type pump: There are two variation of cam-type pumps one is which the cam turns & the cylinder block
is stationary & the other in which the cam is stationary & the cylinder block rotates . The manner in which the
piston of a cam type pump are caused to stroke. as the cam turns, its high and low points pass alternately and, in turn, under
each piston. When the, rising ramp of the cam passes under a piston, it pushes the piston further into its
bore, causing fluid to be expelled from the bore.

Pump drive coupling: Are designed to serve as safety devices .the shear section of the
drive coupling ,located mudway b/w the two sets of splines .If the pump becomes unusually
hard to turn or becomes jammed ,this section wil shear ,preventing damage to the pump or driving unit.
PRESSURE-CONTROL Devices : Numerous devices have been designed to control pressure in . hydraulic systems; among
these are pressure switches, pressure regulators, relie valves, and pressure-reducing valves.

Pressure Switches:Electrically operated pressure switches are used in hydraulic systems with electrically driven
pumps to maintain system pressure within set limits. The pressure switch is set to open the electrical circuit to the
pump motor when system pressure builds up to correct values, causing the pump to stop.

Pressure Regulators: A pressure regulators is designed to maintain a certain range of 'pressures within a
hydraulic system. 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. Some pressure regulators are also called unloading valves, because
they unload the pump when hydraulic pressure is not required for operation of landing gear ,flap ,or other subsystem
.continuous pressure on the pump increases wear & possibility of failure.

Pressure regulation: System always use three element devices: a pressure relief valve,a pressure
regulator, & pressure gage.

Pressure relief valves: It is use to limit the amount of pressure being exerted being on a confined liquid
.The pressure relief valve is ,in effect,a system safety valve. Pressure relief valves may be classified as to
their type of construction or uses in the system . The most common type of valve are.
1.Ball type 2.Sleeve type 3.Poppet type

Figure :Pressure relief valves

Pressure relief values may be used as :
 1.Sys. relief valve

2. Thermal relief valve

System relief valve. The most common use of the pressure relief valve is as a safety device against
the possible failure of a pump compensator or other pressure regulating device. All hydraulic systems
which have hydraulic pumps incorporate pressure relief valves as safety devices.

Thermal Relief Valves : A thermal relief valve is similar to a regular system relief valve 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 temperature.when the airplane lands, this cold fluid will be trapped in the landing-gear system, the
flap system, & other systems, because selector valves are in the neutral, or OFF, position. The fluid-temperature increase due to
warm air on the ground results in fluid expansion and could cause damage un1ess thermal relief valves are incorporated in the
systems.

Pressure gage : It is use to measure the pressure ,in the hyd.sys. ,used to operate hyd. Units on the
aircraft .The gage uses a Bourdon tube & mechanical arrangement to transmit the expansion to the
indicator on the face of the gage.

Accumulator: An accumulator is basically a chamber for storing hydraulic fluid under pressure .it
dampens pressure surges caused by the operation of an actuator.Accumulator can also store power for
limited operation of a component if the pump is not operating.Is a steel sphere divided into two
chamber by a synthetic rubber diaphragm. Upper chamber contains fluid at system pressure ,while the
lower chamber is charged with air. There are 3 types of accumulator
1.Diaphragm accumulator 2.Bladder type accumulator 3.Piston type accumulator

1.Diaphragm accumulator : compressed air or an inert gas is used. The usual construction of the
accumulator is such that a volumeof compressed air is applied to a volume of fluid so the fluidwill continue to be
under pressure. The fluid and air are separated by a diaphragm so air cannot enter the hydraulic system. The
diaphragm-type accumulator consists of a metal sphere separated by a synthetic-rubber diaphragm.The sphere is
constructed in two parts ,which are joined by means of screw threads.At the bottom of the sphere is an air valve,
such as a Schrader valve, and at the top is a fitting for the hydraulic line.
Bladder type Accumlator : The bladder-type accumulator usually consists of a metal
sphere in which a bladder is installed to separate the air and the hydraulic fluid. The bladder serves as the air
chamber, and the space outside the bladder contains the hydraulic fluid.
Piston type Accumulator: Many modem hydraulic systems employ piston-type accumulators
because they require less space Than an equivalent spherical accumulator, this unit consists of a cylinder with a
free piston inside to separate the air from the hydraulic fluid. The piston is equipped with seals that effectively
prevent the air from leaking into the fluid chamber and vice versa;
Check valves :Many kinds of valve units are used for exercising such control. The simplest & most
commonly used is the check valve which allows free flow of fluid in one direction ,but no flow or a
restricted flow in the opposite direction .

1. In line check valve : it is use when a full flow of fluid is desired in only one direction.
2 .orifice type check valve: It is used to when a full flow of fluid is desired in one direction & restricted
flow of fluid in opposite direction. This type of valve is some times called a damping valve.

Figure : Typical in-line check valves

Line-Disconnect or Quick-disconnect valves: These valves are installed in hydraulic lines to

prevent loss of fluid when units are removed .Such valves are installed in the pressure & suction lines of
the system just in front of & immediately behind the power pump. These valves can also be used in
other ways than just for unit replacement.

Selector valves: A selector valve also provides a means of immediately and conveniently switching
the directions in which the fluid flows through the actuator, reversing the direction of movement. .
One port of the typical selector valve is connected with a system pressure line for the input of fluid
pressure. A second port of the valve is connected to a system return line for the return of fluid to the
reservoir. The ports of an actuating unit through which fluid enters and leaves the actuating unit are
connected by lines to other port of the selector valve.

Four-Way Closed-Center Selector Valve: because the four-way, closed-center selector valve is one
of the most commonly used selector valves in an aircraft hydraulic system. Valving device of various kinds, such as
balls , poppets, rotors, or spools, are used in the four-way, closed-center selector valves.
 Rotor-type ,closed center valve operation

Spool Type Selector valve :The valving device of the spoo-type .selector valve is spool shaped . The spool is a
one-piece, leak-tight, free-sliding fit in the selector valve housing and can be, moved lengthwise in the housing by means of
the extended end which projects through the housing .When the spool is moved to the selector valve, "off" position, the two
cylinder ports are directly blocked by the lands (flanges) of the spool. This indirectly blocks the PRESS" and RET ports and
fluid can not flow into or out, of the valve.
Actuating Cylinders: Actuating Cylinders transforms energy in the form of fluid pressure into
mechanical force, or action to perform work. It is used to impart powered linear motion to some movable object or
mechanism. A typical actuating cylinder consists fundamentally of a cylinder housing, one or more pistons and piston rods, and some
seals.
Actuating Cylinders are two major types
1. Single action
2.Double action

Single-Action cylinder : When fluid under press. enters the port at the left & pushes against the
face of the piston , forcing the right. As the piston moves ,air is forced out of the spring chamber thought
the vent hole ,compressing the spring. When pressure released ,the spring puches the piston toward the
left.

Double action actuating cylinder: The operation of a double action actuating cylinder is usually
controlled by a four-way selector valve.

Aircraft pneumatic systems

Aircraft pneumatic system are used primarily as emergency sources of pressure for many of , the hydraulically
actuated subsystems. The principle of operation for a pneumatic power system is the same, with one'i9tportant
exception, as that of a hydraulic power system . the entire pneumatic system, including the air-storage bottles, can
act to store air pressure. In the hydraulic system, the only pressure-fluid storage is in the accumulators, and the
pressure is supplied by compressed air or gas in the air chamber of the accumulator. Another important feature of a
pneumatic system is that there is no return line.
Pneumatic system description: It provides power for operation of the landing-gear retraction and extension,
nose-wheel centering, propeller brakes, main-wheel brakes, and passenger entrance-door retraction. The system described
includes only the development and delivery of compressed air to each component or subsystem, not the actual operation of
the component or subsystem. The pneumatic power in the airplane is delivered by one of two systems; the primary
system or the emergency system.
Pneumatic sys. operate a great deal like hyd. Sys.,except they employ air instead of a liquid for
transmitting power .The type of unit used to provide pressurized air for pneumatic sys. is determined by
the sys. air pressure requirement.
High pressure system: In this sys. air is usually stored in metal boottles at press. ranging from 100
to 3000 p.s.i , depending on the particular sys. Although the high-pressure storage cylinder is light in
weight ,it has a definite disadvantage . since the sys. can not be used for the continuous operation of a
sys. .

Medium pressure system : This sys. (100 to 150 p.s.i ) usually does not include an air bottle It
generally draws air from a jet engine compressor section.

Low pressure system : A/C equipped with reciprocating engine obtain a supply of low pressure air
from vane- type pumps.

Air-pressure Source: Two views of the compressor for the pneumatic system are. One compressor is
located in each engine nacelle. The compressors are of four-stage , radial design ,providing a delivery pressure of
3300 psi. use of an engine-driven air compressor to power the pneumatic system, other aircraft commonly make use
of other power sources. Air for the pneumatic operation of controls can be provided by the engine compressor bleed
air. Some aircraft use this medium-pressure air (100 to 150 psi [689 to 1034 kPaD for operation after passing it
through a pressure regulator and conditioners such as filter sand driers. Other aircraft use this air to operate air
turbine motors, which allows an increase in operation pressure on the pump side of the air turbine motor. Still other
aircraft make use of a hydraulic motor or an electric motor to operate a high-pressure pneumatic pump. This high-
pressure air is then regulated, conditioned, and allowed to flow on to the systems to be operated.
Air-storage bottles are used for emergency operations when hydraulic or pneumatic pressure sources have been lost.
The bottles are normally pressurized with nitrogen, but some aircraft require the use of carbon dioxide. These bottles
will power a system, normally a landing-gear extension system or a brake system, for only a brief period of time.
The bottles must be recharged on the ground.

Pneumatic system components: Pneumatic sys. do not utilize reservoirs ,hand pump,
accumulators , regulators, or engine-driven or electrically-driven power pump for building normal
pressure. But similarities do exist in some components.

Relief valves: It is used in pneumatic sys. to prevent damage. At normal pressures , a spring holds
the valve closed , & air remains in the pressure line . If pressure grows too high , the force it creates
on the disk overcomes spring tension & opens the relief valve .
 Fig: Pneumatic sys. relief valve

Control valves : Control valves are also a necessary part of a typical pneumatic sys. .Valve is used to
control emergency air brakes . The control valve consists of a three-port housing, two poppet valves , &
a control lever with two lobes. The control valve is in the "off" position. A spring holds the left poppet
dosed so that compressed air entering the pressure port cannot flow to the brakes, the control valve has
been placed in the "on" position. One lobe of the lever holds the left poppet open,
and a spring closes the right poppet. Compressed air now flows around the opened left poppet, through a drilled P88sage, and
into a chamber below the right Poppet. Since the right Poppet is closed, the high-pressure air Bows out of the brake port
and into the brake line to apply the brakes. To release the brakes, the control valve is returned to the off position.
Check valves: Check valves are used in both hyd. & pneumatic sys. Flap type pneumatic check valves
Air enters the left port of the check valve, compresses-a light spring, forcing the check valve open and allowing air
to flow out the right port. But if air enters from the right, air pressure closes the valve, preventing a flow of air out
the left port. Thus, a pneumatic check valve is a one-direction flow control valve.

Fig: pneumatic sys. check valves

Restrictors : Restrictors are a type of control valve used in pneumatic sys. .Orifice type restrictor with a
large inlet port & a small outlet port. The small outlet port reduces the rate of airflow and the speed of
operation of an actuating unit.

Variable restrictor: It is another type of speed regulating unit. It contains an adjustable needle
valve ,adjustment of needle determines the rate of airflow through the restrictor

.
Fig: Variable pneumatic restrictor

Filters : Pneumatic sys. are protected against dirt by means of various types of filters.
Micronic filter consists of a housing with two ports,a replaceable cartridge & a relief valve.

Fig: Micronic filter

Screen-type filter is similar to the micronic filter but contains a permanent wire screen instead of a
replaceable cartridge.
 Fig: Screen-type filter

Air bottle: The primary air-storage bottle for the F-27 is constructed of steel with a plastic coating on the inner
surface to provide a longer service life. The bottle is mounted above the fuselage pneumatic panel and is fitteo with
three ports. It has a volume of 750 in3 [12 290.3 em3] and stores air at 3300 psi [22 753.5 kPa] for operating
landing-gear, propeller-brake, nose-steering, and rear-door-retracting subsystems. The air pressure is reduced to
1000 psi [6895 kPa] before being routed to subsystems other than brakes. The bottle is provided with a standpipe,
which permits the withdrawal of air without the danger of allowing any accumulated moisture to enter the operating
systems. Accumulated moisture can be drained from the bottle by means of a drain valve located on
the bottom] C. Aircraft that use the pneumatic system only for emergency purposes have the storage bottles
equipped with a charging valve for ground servicing and a control valve to release pressure into the system being
controlled.
The air bottle usually stores enough compressed air for several application of the brakes. If the normal brake sys.
fails , place the contol handle for the air valve in the on position .But before air enters the brake assemblies, it
must first flow through a shuttle valve.

Ground Charging Valve: A ground charging valve is installed in both the left and right nacelles to provide a
means of initial filling or ground charging the entire pneumatic system during the period when the engines are not
operating. Normal ground charging is accomplished by using the right nacelle charging valve. If the system
pressure is below 1000 psi [6895 kPa], the isolation valve should be closed before charging. The left nacelle
charging valve should be used only during maintenance pressure checking of nacelle components or servicing the
system with a dry air source of supply.

Brake shuttle valve: The valve consists of a shuttle enclosed by a four-port housing.
 Fig: Brake shuttle valve

Typical pneumatic system: A typical turbine-engine pneumatic power sys. supplies

compressed air for various normal & emergency actuating sys. The air compressor is supplied with
supercharged air from the engine bleed air sys.The air compressor may be driven either by an electric
motor or a hydraulic motor.

The following are the additional pneumatic sys. component to supply condition compreesed air to the
actuator.

1).Moisture separator :It is a pneumatic sys. pressure-sensing regulator relief valve . When
manifold pressure drop below 2750 p.s.i the pressure sensing switch closes .energizing dump valve &
hyd. Selector valves which activates air compressor when manifold beailds,upto 3150 p.s.i sensing
switch open , de-energizing the hyd. Selector valve to de-active air compressure & down valve thus
venting overboard any moisture accumulator in separator.

2) .Safety fitting : Installed at inlet port of separator protects the separator from internal explosion
caused by hot carbon particles from air compressor.

3) . Chemical drier: It further reduces the moisture content of air emerging from moisture
separator .

4). Press Transmitter : It senses electrically transmitter a signal to the pneumatic pressure
indicator in the cockpit.

5).Air charging valve : It provides a single external ground servicing point.

6).Manifold air pressure gage: It is locate near the air charging valve is used in servicing
pneumatic sys. .This gage indicates manifold pressure.
7).Air filter : A 10 Micron element prevents the entry of particles from inpurities from ground
servicing source.

Note :- Moisture separator is capable of removing upto 95% of moisture from air compressor
discharge line.

Component: The pressure switch controls system pressurization by sensing the sys. pressure b/w
the check valve & the relief valve . The condensation dump valve solenoid is energized & de-energized
by the pressure switch. The filter protect the dump valve port from becoming clogged & thus ensures
proper sealing of the passage b/w the reservoir & the dump port.The check valve protects the system
against pressure loss during the dumping cycle & prevents backflow through the separator to the air
compressor during the relief condition. The relief valve protect the sys. against over pressurization
(thermal expansion).Thermostatically controlled wraparound blanket type heating element prevent
freezing of the moisture with the reservoir due to low-temp. atmospheric condition.

Landing gear systems

Type of landing gear:Landing gear must be classified as either fixed or retractable & it also classified
according to arrangement .

Nonabsorbing Landing Gear: Nonabsorbing landing gear includes those types of landing gear that do not
dissipate the energy of the aircraft contacting the ground during landing. They only temporarily store the energy and
quickly return it to the aircraft. These types of gear include rigid landing gear, shock-cord landing gear, and spring
.
type gear A rigid landing gear is commonly found on helicopters and sailplanes.
The landing gear of a sailplane is often no more than a wheel and tire mounted directly on the airframe. The tire
provides some cushioning effect, but no mechanism is designed specifically to soften the ground contact. Both these
types of aircraft rely on pilot skill for a soft ground contact. Both these type of a/c rely on pilot skill for a soft
contact.
When rubber shock cord is used, the landing-gear struts are usually made of steel tubing mounted in such a manner
that a stretching action is applied to tightly wound rubber cord. When landing shock occurs, the cord is stretched,
thus storing the impact energy of landing. The stored energy is gradually returned to the aircraft during the landing
roll .The landing-gear struts for some aircraft consist of single, tapered strips or tubes of strong spring steel or
composite material. In the spring-type gear, one end of the strut is bolted to the heavy structure of the aircraft under
the cabin area, and the axles are bolted to the opposite ends.

Shock absorbing landing gear: The two types of shock-absorbing landing gear commonly used are the
spring-oleo and the airoleo types.
Spring-oleo struts, not usually found in modern aircraft, consist of a piston-type structure and a heavy, coiled spring.
The piston-and-cylinder arrangement provides an oil chamber and an orifice through which oil is forced during landing.
When the airplane is airborne, the strut is extended, and the oil flows by gravity to the lower chamber. When the plane lands, the
piston with the orifice is forced downward into the cylinder and the oil is forced through the orifice into the upper chamber. This
action provides a cushioning effect to absorb the primary shock of landing. As the strut collapses, the coil spring is compressed,
thus providing additional cushioning. Thus the spring supports the aircraft weight on the ground and during taxiing, and the oleo
strut absorbs the shock of landing.The principle of operation of an air-oleo strut is similar
for all strut.The oleo shock strut can be used for either nonretractable or retractable L.G.
Fixed landing gear : It is attached to the airframe so that it is held in a fixed position .Because it is always in
the airstream, it is generates a significant amount of aerodynamic drag. Nonretractable (fixed) landing gear is
generally attached to structural members of the airplane with bolts, but it is not actually "fixed," because it must
absorb stresses; therefore, the wheels must move up and down while landing or taxiing in order to absorb shocks.
The landing gear is often equipped with a fairing where it joins the fuselage or wing to reduce the drag (air
resistance). Fixed landing gear is usually found on small aircraft and aircraft where aerodynamic cleanliness for an
efficient cruise configuration is not a major factor.

Retractable landing gear : It is carried partially or completely inside the airframe structure to reduce drag
.When necessary for landing ,The gear is extended by some mechanism. Retractable landing gear was developed to
eliminate, as much as possible, the drag caused by the exposure of the landing gear to airflow during flight. Usually
the landing gear is completely retractable (that is, it can be drawn entirely into the wing or fuselage); however, there
are aircraft in which a portion of the gear wheels is still exposed after the gear is retracted.
The two common configuration for landing gear are the conventional & tricycle
arrangement . A conventional L.G configuration consists of two main landing gear located ahead of the a/c center
of gravity & a tail wheel located near the tail of the a/c.Tricycle L.G consists of two main L.G located aft of the
center of gravity & a nose wheel located near the nose of the a/c.

Landing gear arrangement: Many a/c are equipped with a tricycle gear arrangement. Component
parts of a tricycle gear arrangement are the nose & main gear.
The nose gear arrangement has at leat three advantages:
1).It allows more forceful application of the brakes for higher landing speed without nosing over.
2). It permit better visibility for the pilot.
3).It tends to prevent a/c to prevent a/c ground-looping by moving the a/c c.g. forward of the main
wheels.

Heavier a/c may use four or more wheels. When more than two wheels are attached to one strut ,the
attaching mechanism is referred ta as a bogie. Tricycle landing gear consist of air/oil shock struts ,
main gear alignment units , support units, retraction & safety devices , auxiliary gear protective devices ,
nose wheel steering sys. a/c wheels ,tires, tubes & a/c brake sys..

Shock struts: Shock struts are self-contained hyd. Units that support an a/c on the ground & protect
the a/c structure by absorbing & dissipating the tremendous shock load of landing.
 Fig : L.G Shock strut
A typical pneumatic/hyd. Shock strut uses compressed air combined with hyd. Fluid to absord &
dissipate shock load , & is often referred to as the air/oil or oleo strut. A shock strut is tubes , with
externally closed ends. The two cylinders, known as cylinder & piston .It arranged an upper & lower
chamber .The lower chamber is always filled with fluid, while the upper chamber contains compressed
air. An orifice is placed b/w the two chamber & provides a passage for the fluid into the upper chamber
during compression & return during extension of the strut. It employ a a metering pin similar to
controlling the rate of fluid flow from the lower chamber into the upper chamber . During the
compression stroke, the rate of fluid flow is not constant, but is controlled automatically by the variable
shape of the metering pin as it passes through the orifice. In some shock struts, metering tube replaces
the metering pin .

The Packing gland designed to seal the sliding joint b/w the upper & lower cylinders is installed in the
open end of the outer cylinder .A packing gland wiper ring is also installed in a groove in the lower
bearing it prevent to entry of foreign matter in to the packing gland would result in leaks. The majority
of shock strut are equipped with torque arms attached to the upper & lower cylinders to maintaqin
correct alignment of the wheel. Nose gear shock strut are provided with an upper locating cam
attached to the upper cylinder & a mating lower locating cam attached to the lower cylinder .These
cams line up the wheel & axle assembly in the straight-ahead position when the shock strut is fully
extended. This prevents the nosewheel from being cocked to one side when the nose gesr is retracted
,thus preventing possible structural damage to the a/c. Some nose gear shock struts have attachment
for installing an external shimmy damper.

Nose gear strut are equipped with a locking ( or disconnect) pin to enable turning of the a/c when it is
standing idle on the ground or in the hanger . Shock struts are provided with an instruction plate
attached near the filler inlet & air valve assembly also specifies the correct type of hyd. Fluid to use in
the strut. The compression stroke of the shock strut begins as the a/c wheels touch the ground. The
metering pin is forced through the orifice & by its variable shape ,controls the rate of fluid flow at all
points of the compression stroke.

The extension stroke occurs at the end of the compression stroke as the energy stored in the
compressed stroke as the energy stored in the compressed air causes the a/c to start moving upward in
relation to the ground & wheels .The compressed air acts as a spring to return the strut to normal. If the
extension were not snubbed, it is damage a/c structure .Sleeve, spacer or bumper ring incorporated in
the strut limit the extension stroke.

Fig :Shock strut operation

Main landing Gear Alignment ,Support ,Retraction:

Torque links: It is used to connect the strut cylinder to the piston & axle. The torque links restrict
the extension of the piston during gear retraction & hold the wheel & axle in a correctly aligned position
in relation to the strut. The upper torque link is connected to a clevis fitting on the lower forward side of
the shock strut. The lower torque link is connected to a clevis fitting on the axle. The upper and lower
torque links are joined together, as shown in the drawing, by a bolt and nut spaced with washers. Each
link is fitted with flanged bushings. When main wheel alignment is checked and is found be incorrect, the
correction is made by installing a spacer of different thickness.

Truck: This located on the bottom of the strut piston & has the axles attached to it .It is used when wheels are to
be placed in tandem or in a dual-tandem arrangement. The truck can tilt fore and aft at the piston connection to
allow for changes in aircraft attitude during takeoff and landing and during taxiing.
Drag link: This is designed to stabilize the L.G. assembly longitudinally. This is also called a drag strut . If the
gear retracts forward or aft, the drag link will be hinged in the middle to allow the gear to retract.
Side Brace link : This is designed to stabilize the L.G assembly laterally. The gear retracts sideways, the side
brace link is hinged in the middle to allow the gear to retract. This is also called a side strut.
Overcenter link: It is used to apply pressure to the center pivot joint in a drag or side brace link. This is also
called a down lock & a jury strut. An over center link is used to apply pressure to the center pivot joint in a drag or
side brace link. This prevents the link from pivoting at this joint except when the gear is retracted, thus preventing
collapse of the gear during ground operation. The over center link is hydraulically retracted to allow gear retraction.
Swivel Gland: Swivel Gland are used where the bend radius is too small or space limitation prevent the use of
coiled hyd. Lines. A swivel gland is a flexible joint with internal passages that route hydraulic fluid to the wheel
brakes and the bungee cylinder of a landing gear.
Shimmy Dampers: Its control vibration , shimmy of the nosewheel during taxiing ,landing ,& takeoff.There
are three types of shimmy dampers commonly used on a/c :(1) Piston type (2)vane type (3)features incorporated
in the nosewheel power steering sys. of some a/c.

Piston Type: This type shimmy damper consists of the major components 1).cam assembly 2). The damper
assembly. The cam assembly
is attached to the inner cylinder of the shock strut & rotates with the nose wheel. The damper assembly consists of
a spring-loaded reservoir piston to maintain the confined fluid under constant pressure , & an operating cylinder &
piston .The ball Check permit the flow of fluid from the reservoir to the operating cylinder to make up for any fluid
loss in the operating cylinder.Difference is taken care of by the reservoir orifice ,which permits a small flow both
ways b/w reservoir & operating cylinder .
Vane Type Shimmy Damper: Vane-type dampers are designed with a set of moving vanes and a set of stationary
vanes, as shown in the drawing. The moving vanes are mounted on a shaft, which extends outside the housing. When the shaft is
turned, the chambers between the vanes change in size, thus forcing hydraulic fluid from one to the other. The fluid must flow
through restricting orifices, providing a dampening effect to any rapid movement of the vanes in the housing. The body or
housing of the vane-type damper is usually mounted on a stationary part of the nose landing gear, and the shaft level is connected
to the turning part. Thus any movement of the wheel alignment to the right or left causes a movement of the vanes in the shimmy
damper.

Retraction System:The purpose of retractable landing gear is to reduce the drag of the a/c .or to adapt. The a/c for
landing on different surface .

Mechanical system: Some older & light a/c used this sys. .A mechanical sys. is powered by the pilot moving a lever
or operating a crank mechanism.

Electrical L.G retraction sys. : This sys. has the following Features:

1) A motor for converting electrical energy into rotary motion .

2)A gear reduction sys fo r decreasing the speed & increasing the force of rotation .
3)Other gear for changing rotary motion (at a reduced Speed) into push-pull movement.
4)Linkage for connecting the push-pull movement to the landing gear shock strut.

When switch moved to up position,electric motor operates.Through a sys. of shafts ,gears,adapters,

an actuator screw & a torque tube, a force is transmitted to the drag strut linkage .Thus the gear
retracts & locks.If the switch is moned to the down position ,the motor reverses & the gear moves
down & locks.
 Hydraulic L.G retraction Sys. :This sys. include actuating cylinders ,selector valves, uplocks ,
downlocks, sequence valves ,tubing & other convention hyd. Components. Now then the L.G retracted selector
valve is moved to the up position .pressurized fluid is directed into the gear up line .Fluid flow to each of 8 units ,
sequence valves C & D ,to the 3 gear down locks When the sequence vales C & D closed ,pressurized fluid cannot
flow to the door cylinder at this time,door cannot close. But the fluid entering the three downlock cylinders is not
delayed : therefore the gear is unlocked. That time ,fluid enters the up side of each gear-actuating cylinder & the
gear begin to retract. The nose gear completes retraction & engages its uplock first , because of the small size of its
actuating cylinder.

[ Fig: Hyd. Landing gear retraction sys. schematic ]

Wing landing gear operation: The wing landing gear retracts or extends when hydraulic pressure is
applied to the up or down side of the gear actuator. The gear actuator applies the force required to raise and lower
the gear. The actuator works in conjunction with a walking beam to apply force to the wing gear shock strut,
swinging it inboard and forward into the wheel well. Both the actuator and the walking beam are connected to lugs
on the landing gear trunnion.
Emergency extension system:This sys is used when the main power sys. fails. Some a/c this sys.
connected a handle through a mechanical linkage to the gear uplocks.Handle is operated ,it releases the uplocks &
allows the L.G to extend ,under their own weight.other a/c ,release of the uplock is accomplished using
compressed air which uplock release cylinders. In some a/c design configuration make L.G by gravity & airload
impractical. In this design hyd. Pressure for emergency operation of the landing gear may be provided by an
auxiliary hand pump, an accumulator , electrically powered hyd. Pump ,depending upon the design of the a/c.

Landing gear-position indicator & warning system: A safety mechanism that prevents gear
retraction while the a/c is on ground . As long as the gear strut are compressed ,the switches are open ,&
electrically operated lock prevents the raising of the gear.when the a/c leaves the ground ,the ger strut extend &
the switch are closed. This permits operation of the L.G control level to raise the gear. if the gear is in the retracted
position & the throttle is retarded to a below-cruise-power setting as done when landing , the warning horn sound
& warns the pilot that the landing gear is not in the down position .There are various types of L.G position
indication. These shoew whether the L.G is up or down & whether it is locked. Many a/c have indicator light , such
as a green light that glows when the gear is down & locked , a red light to indicate that the gear is not fully up or
down ,& amber light to indicate that the gear is always included,but only one light is used with it.

Steering System: This sys. are used to control the direction of movement of an a/c while taxing.

Mechanical steering sys.: This sys. are found on small a/c where the pilot can press on the rudder pedal
& cause the nose wheel or tail wheel to turn without any from of powered assiastance.

Tail wheel: Many a/c have a conventional landing gear configuration.This configuration requires the use of a
tail wheel . The tail wheel is mounted on a short spring ,oleo, other assembly on the bottom of the fuselage near
the rudder .

Power steering sys.: It is used for a/c that require large amounts of farce to be applied to the nose wheel to
achieve efficient steering control. This includes all large a/c. this sys. can be controlled by the pilots rudder pedals
,by a steering wheel in the cockpit , or by a combination sys allowing full-sys. travel with a steering wheel & small
degree of directional control with the pedals.The steering control valve directs hydraulic pressure to the
appropriate steering cylinder & releases pressure from the other cylinder, when the nose wheel starts to
rotate,the cable around the steering collar on top of the nose0wheel strut moves & returns the follow-up
differential mechanism to a neutral position.This centers the steering control valve & stops rotation of the nose
wheel.The nose wheel would move only a little before the follow-up differential mechanism returned to the
neutral position.

A/C wheel construction: a/c wheel are constructed by a number of methods. Among these are (1)
Forming of heavy-sheet Al. alloy (2) casting of Al. or Mg. alloy (3) forging of Al. or Mg. alloy

Another type of wheel composed of a hub with a flange on each side.A main wheel assembly desuigned for use
with tubeless tires. That the wheel is composed of a flange that bolt to the hub .The hub also has five keys that
engage & drive the tangs of the rotating brake disks. The tires are protected against blowouts resulting from
excessive pressure created by heat by three fusible plugs equally spaced around the wheel. the wheel rotates on
two tapered roller bearing. A/C wheel are commonly made in two piece, Inboard & outboard to facilitate the
changing of tires.Air seal provided by an O-ring installed in a groove in the outer wheel half to prevent loss of air
from the tubless tire.The inside half of the wheel are installed the steel key that hold the brake rotor disks.a nose
wheel is not designed to accept a brake assembly . a fusible plug not used .A pressure-release device may still be
used.

Aircraft Brake system:Brake used for slowing , stopping ,holding or steering the a/c.Brake actuating sys.
for a/c can be classified as mechanically operated.Brakes are installed in each main landing whhel & they may be
actuated independently of each other.

Three types of brake sys. are in general uase (1) Independent sys. (2) power control sys. tems (3) power bost sys.

Independent Brake sys.: This sys. has own reservoir & is entirely independent of the a/c main hyd. Sys.
.Independent brake sys. are powed by master cylinders similar to those used in the conventional automobile brake
system.The master cylinder builds up pressure by the movement of a piston inside a sealed , fluid filled cylinder
.The resulting hydraulic pressure is transmitted to the uld line connected to the brake assembly in the wheel .This
result in the friction necessary to stop the wheel.the Typical master cylinder has a compensating port or valve that
permits fluid to flow from the brake chamber back to the reservoir when excessive pressure is developed in the
brake line due to temperature changes.This ensures that the master cylinder wont lock or cause the brakes to
drag. if any fluid is lost back of the front piston seal due to leakage ,it is automatically replaced from the fluid
reservoir by gravity. The rear piston seal seals the rear end of the cylinder at all times to prevent leakage of fluid, &
thee flexible rubber boot serves only as a dust cover.

{Fig: Goodyear master brake cylinder}

Brake sys. employing the Goodyear master cylinder must be bled from the top down . In no case should bleeding
be attempted from the bottom up, because it is impossible to remove the air behind the piston seal.

Power boost sys. : This sys is used on a/c that have high landing speeds or too heavy for an independent
brake sys. to operate efficiently but that do not require the power of a power brake sys. .This sys . receives
pressure from the main gyd. Sys. though a check valve ,which prevent loss of fluid & pressure if the main hyd. Sys.
should fail. A shuttle valve may be installed in the brake line with a pneumatic bottle available for emergency
operation of the brakes if all hyd. Power is lost.

Power Brake control system: This sys. used to operate the brake of large a/c Where a/c requiring a
large volume of fluid to operate the brakes. In this sys. a line is tapped off from the main hyd. Sys. pressure line
,Check valve which prevents loss of brake sys. pressure in case of main sys. failure. The next unit is the accumulator
which tores a reserve supply of fluid under pressure. The control regulate & control the volume & pressure of the
fluid which actuates the brakes.Four check valves & two orifice check valves are installed in the brake actuating
lines.Next unit in the brake actuating lines is the pressure relief valve.

Pressure ball-check brake control valve : A pressure ball-check brake control valve releases &
regulates main sys. pressure to the brakes & relieves thermal expansion when the brakes are not being used.Main
parts of the valve are the housing , piston assembly , & tuning fork. The housing contains three chambers & ports
pressure inlet , brake & return.

Brake Debooster cylinders: Some power brake control valve sys. debooster cylinders are used I
conjunction with the power brake control valve .Debooster units are generally used on a/c equipped with a high-
pressure hyd. Sys. & low pressure brakes. Brake debooter cylinder reduce the pressure to the brake & increase the
pressure to the brake & increase the volume of fluid flow.

Nose Wheel brakes : Movement of the both brake pedals will apply both main gear brake & the nose gear
brakes after half the pedal stroke Actuation of one brake pedal for directional control braking will not actuate the
nose gear brakes until nearly the end of the pedal stroke.

Brake assemblies:Brake assemblies commonly used on A/C are the single-disk, dual-disk, multiple-disk,
segmented rotor or expander tube types.

single-disk brake: The single-disk brake ,braking is accomplished by applying friction to both sides of a
rotating disk which is keyed to the landing gear wheel.Brake housing may be either the one-piece or divided type.
The brake housing is attached to the landing gear axle flange by mounting bolts.This brake assembly a three-
cylinder ,one piece housing . Each cylinder in the housing contains a piston , a return spring & an automatic
adjusting pin .
There are six brake linings , three on the inboard side of the rotating disk & three on the outboard side of the
rotating disk . This brake lining are referred as apucks.The outboard lining pucks are attached to the three piston
& move in & out of the cylinders when the brakes are operated. The inboard lining pucks are mounted in recesses
in the brake housing & are therefore stationary.Hyd. pressure from the brake control unit enters the brake
cylinders & force the pistons & their pucks against the rotating disk. The rotating disk is keyed to the L.G wheel so
that it is free to move laterally within the brake cavity of the wheel. Thus the rotating disk is forced unto contact
with the inboard pucks mounted in he housing .The lateral movement of the rotating disk ensures equal braking
action on both sides of the disk.
When the brake pressure is released , the return spring force the piston back to provide a preset clearance b/w the
pucks & the disk .The self-adjusting feature of the brake will maintain the desired puck-to-disk clearance
,regardless of lining wear.

Dual-disk brakes :Dual-disk brakes are used on a/c when more braking friction is desired. The dual-disk
brake is very similar to the single disk type ,except that two rotating disks instead of one are used.

Multiple-disk brake: This brakes are heavy-duty brakes , designed for use with power brake control valves
or power boost master cylinders. The brake consists of a bearing carrier, four rotating disks called rotors ,three
stationary disks called stators. Hyd. Pressure is applied through the automatic adjuster to a chamber in the shock
strut axle flange & serves as a housing for the annular actuating piston . Hyd pressure forces the annular piston to
move outward , compressing the rotating disks, which are keyed to the landing wheel & compressing the
ststionary disk , which are keyed to the bearing carrier. The resulting friction cause a braking action on the wheel &
tire assembly.

Segmented rotor brakes: This brake are heavy-duty brakes, especially adapted for use with high-
pressure hyd. Sys. These brake may be used with either power brake control valves or power boost mater
cylinders. The segment rotor brake is very similar to the multiple-disk type described previously. The brake
assembly consists of a carrier , two pistons & piston cup seals, pressure plate ,compensating shim, automatic
adjusters & backing plate. During brake application , the pressure plate
moves toward the rotors. The washer moves with the pressure plate,causing the spring to compress . Piston travel
increases & the pressure plate moves farther , the lining then comes in contact with the rotor segments.As the
lining wear , the oressure plate continues to move & eventually comes into direct washer. Thus no further sleeve
through plied to the spring. Hyd. Pressure in the brake is released , the return spring forces the pressure plate to
return until it bottoms on the shoulder of the adjuster pin.

Expander tube brake:This brake is a low pressure brake with 360 of braking surface.The main parts of
the brake is are the frame ,expander tube , brake blocks , return spring & clearance adjuster.Expander tube is
made of neoprene reinforced with fabric & ha s a metal nozzle through which fluid enters & leaves the tube.The
brake return spring are semi-elliptical or half moon in shape.
When hyd. Fluid under pressure enters the expander tube the tube expands .since the frame prevents the tube
from expanding inward & to the sides ,all movement is outward .This force the brake blocks against the brake
drum,creating friction .The tube shields prevent the expander tube from extruding out between the blocks from
rotating with the drum .Friction created by the brake is directly proportional to brake line pressure. The clearance
adjuster consists of a spring-loaded piston acting behind a neoprene diaphragm.

Antiskid system :A feature found in high performance a/c braking sys. is skid control or antiskid
protection.this is an important sys. because if a wheel goes into a skid ,its braking valve is greatly reduced .
The skid control sys. performs 4 function:

1) Normal skid control

2) Locked wheel skid control

3) Touchdown protection

4) Fail safe protection

The main components of the sys. consist of two skid control generators, a skid control box , two skid control
valves,a skid control switch , a warning lamp , & electrical control harness with a connection to the squat switch.

Normal skid control:This control comes into play when wheel rotation slow down but has not come to a
stop . When this slowing down happens , the wheel sliding action has just begun but has not yet reached a full
scale slide . In this situstion the skid control valve remove some of the hyd. Pressure to the wheel. The skid
detection & control of each wheel is completely independent of the other.
Skid control Generator: The skid control generator is the unit that measures the wheel rotational
speed.the generator armature is coupled to & driven by the main wheel through the drive cap in the wheel.The
signal strength indicates the wheel rotational speed.

Skid control box: The box reads the signal from the generator & senses change in signal strength.

Skid control valve: The two skid control valves mounted on the brake control valve are solenoid operated. If
a skid develops either slight or serious a signal (by skid control box) is sent to the skid control valve solenoid. It can
go to the brakes , it the solenoid is actuated , a port is opened in the line b/w the brake control valve & the brake.
This port vents the brake application pressure to the utility sys. return line.

Pilot control: The pilot con turn off the operation of the antiskid sys. by a switch in the cockpit. A warning
lamp light when the sys. is turned off or if there is a sys. failure.

Locked wheel skid control: This control cause the brake to be fully released when its wheel locks. It will
occur if the normal skid control does not prevent the wheel from reaching a full skid .

Touchdown protection: This prevent the wheels from being locked when they contact the runway.The
wheels have a chance to being rotating before they carry the full weight of the a/c . Two condition must exist
before the skid control valves permit brake application .

Fail safe protection : The fail safe protection circuit monitors operation of the skid control sys. It
automatically returns the brake sys. to full manual in case of sys. failure .