Hydraulic Systems In Aircrafts

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INDEX
Introduction
Why hydraulic systems are used in aircrafts?
A simple hydraulic system
Hydraulic fluids for aircrafts
Hydraulic systems for aircraft
System with pressure regulator or unloading valve
The open-center system
Light-plane hydraulic system
ase Study
hydraulic system for !oeing "#" airplane$
Hydraulic system for landing gear
Hydraulic !ra%e operating system
onclusion
&eferences
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Chapter No: 1
Introduction
PRINCIPLE OF HYDRAULICS:
Hydraulics is division of science of fluid mechanics which include the study of
li(uids and their physical characteristics) !oth at rest and in motion* The type of
hydraulics applied to aircraft and other aerospace-vehicle system is called power
hydraulics !ecause it involves the application of power through the medium of
hydraulics*
Among the use of hydraulic systems in aerospace vehicle systems are the
operation of landing gear and gear doors) flight controls) cowl flaps) and wide variety
of other devices re(uiring high power) (uic% action) and+or accurate control*
hat i! h"drau#ic !"!te$%
It is system where li(uid under pressure is used to transmit this energy*
Hydraulics ta%es engine power and converts it to hydraulic power !y means of a
hydraulic pump* This power can !e distri!uted throughout the airplane !y means of
tu!ing that runs through the aircraft* Hydraulic power can !e converted into
mechanical power !y means of an actuating cylinder) or tur!ine*
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Chapter No: &
HY HYDRAULIC SY'E(S ARE USED IN
AIR)CRAF'%
The main aspect of designing an air-craft is to reduce the weight* And
hydraulic systems ma%e possi!le the transmission of pressure and energy at the !est
weight per horsepower ratio* Hydraulic system ensures safety) (uality and relia!ility
and reduces costs*
-ollowing are some important properties of hydraulic system due to which it is
used in Air-craft*
Propertie! o* h"drau#ic !"!te$!:
The components in hydraulic systems are simple in construction and light
in weight*
Hydraulic systems can produce high pressure at less area*
.ower can o!tain at comparatively at low cost*
/ood operating speed*
High relia!ility
0nsure safety*
Ad+anta,e! o* h"drau#ic !"!te$! o+er other !"!te$! *or aircra*t u!e:
It is lighter in weight than alternate e1isting systems*
It is dead !eat) that is) there is an a!sence of sloppiness in its response to
demand placed on the system*
It is relia!le2 either it wor%s or doesn3t*
It can easily maintain*
It is not a shoc% ha4ard2 it is not much of fire ha4ard*
It can develop practically unlimited force or tor(ue*

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Chapter No: -
A SI(PLE HYDRAULIC SYS'E(
5asically) a hydraulic system re(uires a source of hydraulic power 6pump72
pipes or hoses to carry the hydraulic fluid from one point to another2 a valve
mechanism to control the flow and direction of hydraulic fluid2 A device for
converting the fluid power to movement 6actuating cylinder or hydraulic motor72
and reservoir to store the hydraulic fluid* A simple hydraulic system is shown in
diagram of figure 8*,*
This system is similar to the hydraulic !ra%e system* Hydraulic fluid is stored
in cylinder and is directed through a valve into the master cylinder as it is needed
when !ra%e pedal is depressed) the fluid is directed to the !ra%e cylinders2 these
cylinder push the shoes apart) thus causing them to !ear against the !ra%e drum and
provide !ra%e action) when pedal is released) springs attached to the !ra%e shoes
cause shoes to contract and push inward 9n !ra%e cylinders) thus causing some of
fluid to return to the master cylinder*
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Chapter No: .
HYDRAULIC FLUIDS FOR AIRCRAF'S
Purpo!e o* h"drau#ic *#uid:
Hydraulic fluid ma%es possi!le the transmission of pressure and energy* They
also act as a lu!ricating medium) there!y reducing the friction !etween moving part
and carrying away some of heat*
H"drau#ic *#uid t"pe!:
There are three principal type of fluids2 +e,eta/#e)/a!e *#uid!0 $inera#)/a!e
*#uid0 *ire)re!i!tant *#uid!1
2e,eta/#e)/a!e *#uid! are usually mi1ture containing castor oil and alcohol
and are colored !lue) !lue-green) or almost clear* They are still used in !ra%e systems
!ut are not generally found in hydraulic-power systems*
(inera#)/a!e *#uid! consist of high (uality petroleum oil and are usually
colored red they are still used in many systems) especially where the fire ha4ard is
comparatively low* Small aircraft which has hydraulic-power systems for operating
flaps and landing gear will usually use mineral-!ase fluids conforming to :IL-'-
;<'<*mineral-!ase fluids are less corrosive and less damaging to certain parts than
other types of fluid*
5ecause of the fire ha4ard associated with petroleum !ase fluids) synthetic)
fire-resistant fluids were developed for large aircraft* Typical of fire-resistant fluids is
s%ydrol ;'' which is employed in modern =et-transport aircraft* This fluid is purple
and all unit designed for use with the fluid are identified !y purple nameplates or are
dyed purple* Seals) gas%ets) hoses used with the fluid are made of !utyl synthetic
ru!!er* /reat care must !e ta%en to see that unit installed in the hydraulic system are
of the type designed for fire-resistant fluid* -ire-resistant hydraulic fluid will soften or
dissolve many type of paints) lac(uers) and enamels* -or this reason) areas which may
!e contaminated with this type of fluid must !e finished with special coatings*
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Chapter No: 3
HYDRAULIC SYS'E(S FOR AIRCRAF'
Hydraulic systems have !een designed in many configurations for wide
variety of aircraft* Some very simple systems are used for light aircraft while
e1tremely comple1 systems have !een designed for operating modern =et aircraft) !oth
military commercial* 9n a light airplane) a power hydraulic system may !e used for
landing gear and flaps* 9n large transport aircraft the system is used for landing gear)
flaps) spoilers) control-surface !oost) retracta!le stair operation) !ra%es) leading edge
salts) and possi!ly other devices* In this section we shall e1amine a few sample
systems and few specific systems used on modern aircraft*
S"!te$ 4ith pre!!ure re,u#ator or un#oadin, +a#+e:
-igure ;*, is a schematic drawing of a direct pressure system that has its
pressure regulated !y an unloading vale 6pressure regulator7 operating in con=unction
with an accumulator*
When the actuating e(uipment is not in use) pressure is relieved from the
continuously operating engine driven pump !y means of unloading valve after the
accumulator is charged to the correct level* As soon as a su!system is operated)
pressure will first come from the accumulator for operation2 when accumulator
pressure has dropped to a predetermined level) the unloading valve will ?cut in@ and
direct pump flow to the operating system* A study of diagram ma%e it clear that the
pump output flows directly through the unloading valve and !ac% to the reservoir
when no pressure is re(uired* When a su!system 6!ra%es) landing gear) or flaps7 is
operated) pump pressure will then flow through the su!system and !ac% to the
reservoir through the su!system return line*
The main relief valve in the system is located !etween the unloading valve and
the return line* If the unloading valve should !ecome stuc% in the %ic%ed-in position)
the e1cess pressure would !e !ypassed through the relief valve to the reservoir*
.ressure gage would show higher than normal pressure) and the system would
pro!a!ly !e ma%ing noise !ecause of the operation of relief valve* The relief valve is
generally set at least ,'' psi a!ove the normal operating pressure*
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'he open)center !"!te$:
An open-center hydraulic system consists !asically of a fluid reservoir) chec%
valve) pump) relief valve) selector valves) actuating units) and tu!ing to connect the
units* As shown in figure ;*#* The system consists of a single circuit for fluid flow
with selector valve in series* The fluid flows continuously through the system under
low pressure e1cept when a su!system is operated* -or e1ample) if the landing gear is
to !e raised) the gear selector valve is moved to the up position and the main flow of
fluid is rerouted to the gear selector valve* The return fluid from the actuator flows
!ac% through the selector valve passage and then continues on the ne1t selector valve
in the system* As soon as the actuator reaches the end of its operation) the valve
automatically ?%ic%s out@ and allows free flow of fluid through the system*
9ne of the advantages of open-center system is that it does not re(uire
e1pensive and complicated pressure regulators2 the power pump can !e simple gear
pump) although the fi1ed-displacement piston pump is li%ely to !e used*
A disadvantage of the open-center system is that the operation of only one
su!system at a time possi!le without interference from other systems* -or e1ample if
flap su!system precedes the landing-gear su!system) and the two systems are
operated at the same time) the speed of gear operation will !e limited !y the amount
of fluid returning from the flap actuating cylinder* As soon as the flap operation is
complete and the flap selector valve %ic%s out) the landing-gear operation will proceed
at its normal rate*
Li,ht)p#ane h"drau#ic !"!te$:
A schematic diagram of a hydraulic system for a modern light
airplane is shown in figure ;*8* This system is installed in the piper apache .A-#8 air
plane to operate the wing flaps and landing gear*
-rom the diagram it is seen that the engine-driven hydraulic pump ,' draws
hydraulic fluid from the reservoir ,; and pumps it through the pressure port of the
?powerpa%@ assem!ly into the landing-gear selector pressure cham!er* When the two
selector valves are in the neutral position) the fluid travels from the landing gear
selector valve , through the flap selector valve # and !ac% to reservoir*
The powerpa% assem!ly is a modular unit which includes the reservoir) relief
valve) hand pump) landing-gear selector valve) wing flap selector valve) filters and
numerous small parts essential to the operation* When !oth selector valves are in
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the neutral position) the system acts as an open-center system in that the fluid flows
first through one selector valve and then through the other !efore returning to the
reservoir* Auring this time the fluid flows freely at a reduced pressure* Since the fluid
supply line runs first through the landing-gear selector valve) the flaps can not !e
operated while the landing-gear su!system is in operation* 0ach selector valve has a
separate return line to allowed fluid from the actuating cylinder or cylinder to flow
!ac% to the reservoir*
The diagram of figure ;*> shows the fluid flow when the landing selector is
placed in up position* When the selector valve is placed in either operating position) it
is held in position !y a detent which consists of a !all) o ring) plunger) and spring* The
!all snaps into a groove in the spool which operates the poppet valves and prevent the
spool from moving linearly until the operation is complete* When the actuating
cylinder reaches the end of its movement) pressure !uilds up to appro1imately ,,;'
psi* This pressure acts against the plunger of the detent mechanism and relives the
pressure of the spring) thus allowing the !all to pop out of the groove* A spring then
causes the spool and selector lever to return to the neutral position*
-igure ;*; shows the fluid flow in the system when the wing-flap selector
valve is placed in the down position* The action is generally the same as that descri!e
in the foregoing paragraph* It should !e noted that the fluid to the flap selector valve
has passed through the landing-gear selector valve first) and that the landing-gear
valve is in the neutral position*
The arrangement of the hydraulic system components in the piper .A-#8
Apache airplane is shown in the drawing of figure ;*<* The powerpa% #8 is mounted
in the centre of the airplane in the pedestal forward of the pilot3s position* The
landing-gear and wing-flap control handles and the hand-pump handle e1tend from
the rear of the pedestal within easy reach of either the pilot or co-pilot*
The fluid used in the a!ove-descri!ed system is petroleum-type) :IL-9-;<'<*
The operating pressure is ,,;' psi and the main relief valve ?crac%ing@ pressure is
,#;' to ,8'' psi* Thermal relief valves are set to open at #''' to #';' psi or ,B;'
to,C'' psi) depending upon the particular model of powerpa%* The main reservoir
capacity is appro1imately >*; pint with an emergency supply of '*C; pint*

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Chapter No: 5
Ca!e Stud"
HYDRAULIC SYS'E( FOR 6OEIN7 8&8 AIRPLANE:
The hydraulic power system for the !oeing "#" airliner is typical of those
employed for modern =et transport type aircraft* These systems are of the high
pressure type) utilising pressure up to 8''' psi* The advantage of high pressure
systems is that they can deliver more power for given weight of fluid and system
component than the lower pressure system
The !oeing "#" incorporates three separate and independent hydraulic power
systems* These are designated ?hydraulic system A@) ?hydraulic system 5@) and
?stand !y hydraulic system@* Hydraulic fluid is supplied from two pressuri4ed
reservoir and one unpressuri4ed reservoir) each system !eing supplied !y one of the
reservoirs* System A receives fluid under pressure from two engine-driven pumps
installed on engine Do*, and #* System 5 receives fluid under pressure from two
electric) motor-driven pumps installed in the left fairing ad=acent to the rear of the left-
wing root*
The stand!y system receives fluid pressure from one electric motor driven
pump installed in the left side wall of the aft stairwell* This system operates only on
demand and hydraulic power for the leading edge devices and the lower-rudder
operation*
-igure <*, is a schematic diagram to show the interconnections !etween units
in each system and !etween the systems* It will !e noted that system A supplies
hydraulic power for the out !oard flight spoilers) ground spoilers) ailerons) leading-
edge flaps) landing-gear) nose-wheel steering and !ra%es) elevators) lower rudder) and
main-wheel !ra%es) when the !ra%e interconnect valve is open**
System 5 supplies power to the ailerons) elevators) in!oard flight spoilers) aft
airstairs) upper rudder) and main wheel !ra%es* The interconnections !etween system
5 and system A are shown in the schematic drawing of figure <*,* Dote that certain
operating components provided with power !y !oth systems*
A $odu#ar unit is used in each of the systems com!ining a num!er of the
smaller system com-modular units serve as a manifolds directing hydraulic fluid to
the various easily replacea!le cartridge-type components* This allows components
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removal without disrupting tu!e connections* As an e1ample of the function of a
modular unit) the one installed in a system A contains a pressure filter) two chec%
valves) two pressure warning switches) a pressure relief valve) and !ypass valve*
The hydraulic fluid used for the !oeing "#" systems is s%ydrol ;'') a fire-
resistant) phosphate ester-!ase) synthetic fluid* This purple fluid has an operating
temperature range of -<; to E##;
o
-) with a pour point !elow -C'
o
-* with this fluid)
the seal) gas%ets) and hoses must !e made of either !utyl ru!!er or Teflon* 9ther
material will soften) swell) or deteriorate* As previously e1plained) s%ydrol fluid will
cause damage to ordinary paints and enamels2 therefore) precaution must !e ta%en to
prevent spillage* Where spillage is li%ely) special protective materials are used* The
technician servicing a system using s%ydrol should ta%e every precaution to prevent
the fluid from coming in contact with his s%in or getting in his eyes*
H"drau#ic po4er !"!te$ A:
Hydraulic system A) illustrated in the schematic diagram <*#) is power !y
engine-driven hydraulic pumps mounted on engine Do* , and Do*#* 0ngine Do, is
mounted in the pod on the left rear portion of fuselage2 engine Do* #is in the center of
the fuselage near the tail of the airplane* As previously mentioned) system A supplies
a fluid pressure of 8''' psi to operate the out!oard flight spoilers) ground spoilers)
ailerons) leading-edge flaps) landing gear) nose-wheel steering and !ra%es) elevators)
lower rudder) and main wheel !ra%es when the !ra%e interconnect valve is open*
System A includes the e(uipment necessary to store) pressuri4e) deliver)
control) monitor) and filter the hydraulic fluid to operate the system previously noted*
Hydraulic fluid for the system is stored in a reservoir which is pressuri4ed !y engine
!leed air routed through a filter and a pressure regulator to ensure a positive supply of
hydraulic fluid to the pumps* Two supply shutoff valves controlled !y either separate
engine fire switches or separate hydraulic shutoff switches are installed downstream
of the reservoir to stop the flow of hydraulic fluid to the engine area in case of an
engine failure or fire*
Two +aria/#e)di!p#ace$ent engine-driven pump supply fluid to the various
systems upon demand* 0ach pump is e(uipped with an electrically controlled
depressurising valve to depressuri4e the pump when out is not re(uired* As e1plained
previously) a varia!le-displacement pump is provided with an automatic control such
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that it will deliver fluid under pressure as needed for operation !ut will not !e
pumping fluid when there is no need for it*
A filter in the pressure line from each pump filters the fluid !efore it enters the
various su!systems* A pressure switch in the pressure line from each pump is
connected to a pump low-pressure warning light on the third crewman3s panel to
provide an indication of low hydraulic pressure* A piston type accumulator is
provided in the system to a!sor! sudden pressure surges* .ressure gauge in the control
ca!in and accumulator servicing station are connected to the gas side of the
accumulator to monitor hydraulic pressure when the system is pressuri4ed and
accumulator preload when system is not pressuri4ed* The accumulator preload
consists of nitrogen gas under pressure 6appro1imately #''' psi when the system is
depressurised7*
.ressure relief valve protects the system against damage in case a malfunction
permits the pressure to rise to an a!normally high level* A pump-case drain filter in
each pump return line is provided to detect incipient pump failure and to filter return-
line fluid !efore it enters the reservoir* A hydraulic-fluid heat e1changer in the pump
return line is provided to cool the hydraulic fluid !y transferring heat from the fluid to
a cooling airflow* A system return filter =ust ahead of the reservoir filters return fluid
from the su!systems supplied !y the system A* hydraulic-fluid overheat is sensed !y a
switch installed in the system return filter assem!ly and indicated !y a warning light
in the control ca!in*
A !ra%e interconnect valve is installed to supply hydraulic power to !ra%es
from system A whenever system 5 is inoperative and the !ra%e system is intact*
When the airplane is on ground) system A can !e depressuri4ed through the
manual !y pass valve* .lacing the !ypass valve handle in open position connects the
pressure and return lines) thus permitting pressuri4ed fluid to return to the reservoir*
-or ground operation) system a can !e pressuri4ed to supply normal pressure without
engine operation !y attaching e1ternal hydraulic pressure source to the airplane at the
engine hydraulic self-sealing disconnect fittings* System a can also !e pressuri4ed
without engine operation !y attaching an e1ternal electrical ground power supply to
the airplane electrical system) opening the ground interconnect valve and opening
system 5 pumps* System 5 pumps are then feeding pressure into system A*
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H"drau#ic re!er+oir:
System A on the 5oeing "#" airplane is supplied with a fluid from a ;*>-gal
reservoir which is pressuri4ed to appro1imately >; psi !y !leed air from engine Do* ,
and #* .ressurisation of the reservoir assures a positive supply of fluid to the engine-
driven pumps* Air from the engine !leed is fed through chec% valves) a filter) and
pressure regulator* The regulator to admit air to reservoir if the pressure is !elow the
re(uired amount and it will relieve air from the reservoir if pressure rises a!ove the
correct level* It also acts as a vacuum relief valve when the reservoir pressure drops
!elow '*;'.si under am!ient pressure* In this case) air enter in the reservoir is filtered
!y the vent filter* A schematic drawing of the reservoir pressurisation is shown in
fig*<*8*
En,ine dri+en pu$p!:
As e1plained previously) the engine-driven hydraulic pumps are of the varia!le-
displacement 6FA7 type* 0ach pump has a ma1imum displacement of ,*""cu in* per
revolution and at 8''' rpm deliver appro1imately ##+# gpm at #B;' psi* .ump
discharge pressure is limited !y a pressure compensator and each pump may !e
depressuri4ed !y an electrically control depressurising valve*
The control mechanism for the varia!le-displacement pump is shown in fig*
<*>* It will !e remem!ered that the output of FA pump is determined !y the angle of
cam plate which rotate to produce a reciprocating action of the pump pistons* The cam
plate angle can change !y varying the position of the hanger upon which it is
mounted* -ig*<*> shows schematically how the hanger position is changed as re(uired
!y the output pressure of the pump*
In the top drawing) the pump pressure is high 68''' psi7 and the cam plate is
level2 hence there is no reciprocating motion of the pump piston and no fluid output*
9!serve that high pressure is acting against the high pressure compensated spool
valve) thus moving the valve against the spring and allowing fluid to !e directed
around the low-pressure compensator spool and on to the end of the stro%ing piston*
The stro%ing piston forces the hanger to the left against the rate piston spring) thus
!ringing the cam plat to the no flow position*
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The lower drawing shows the position of controlling elements when the
system is using fluid and the cam is in full flow position* Since system pressure has
dropped) the spring has pushed the high pressure compensator spool to the right) thus
opening passage so the fluid pressure against the stro%ing pressure is released* The
rate piston spring has moved the hanger to the right against the stro%ing piston and
changed the angle of cam* am can !e seen clearly in the drawing of the pump in
fig*<*;*
(odu#ar unit:
The modular unit for system A is shown in the fig*<*<* As shown the drawing)
this unit contains filters) chec% valves) a relief valves) a !ypass valve) and pressure
warning switches* 5y !ringing these units together in one case) the maintenance of the
system is simplified* The schematic flow diagram of the modular unit is shown in
fig*<*"*
Heat e9chan,er:
5ecause of high pressure involved in the system and the high rate of fluid
flow) the hydraulic fluid !ecomes heated as the su!systems are operated* -or this
reason it is necessary to provide cooling for the fluid* The heat e1changer shown in
fig*<*B is a heat radiator similar in design and construction to an oil cooler for an
engine* Dote that heat e1changer is e(uipped with a temperature-operated !ypass
valve to increase the fluid flow through the cooling element as temperature rises*
9ne heat e1changer is installed in each engine driven pump-case drain return
line* 0ach heat e1changer unit consists of an inlet scoop) oil cooler) e=ector duct)
e1haust outlet) engine !leed air e=ector no44le) and an air e=ector shutoff valve* The
heat e1changer for the Do*, engine pump is in Do*, engine strut) and the heat
e1changer for the Do*# engine pump is in the tail section of the airplane on the right
side* ooling is provided !y ram air in flight and engine !leed-air e=ection when the
airplane is on the ground*
The temperature operated !ypass valve till the oil-cooler fluid inlet controls
the volume of the return fluid circulated through the oil-cooler* At fluid temperature
a!ove ,''G- the !ypass valve start to close) porting return fluid through the oil cooler*
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At a fluid temperature of ,;;G- 6H ;G-7 the !ypass valve will !e fully closed) porting
all return fluid through the oil cooler*
Accu$u#ator:
The accumulator for system A is a cylindrical) free floating piston-type unit)
precharged with nitrogen gas* As e1plained previously) the purpose of unit is to store
fluid under pressure and to protect the system against sudden pressure surges* A fluid
line is connected to the fluid end of the accumulator and a nitrogen line is connected
to the opposite end* The accumulator is mounted vertically in airplane with the fluid
end at the top* 9n the nitrogen is connected a direct pressure gauge) a pressure
transmitter) and a nitrogen charging valve* The pressure transmitter is connected
electrically to the pressure gauge on the third crewman3s panel in the ca!in*
The preload gas pressure placed in the accumulator is appro1 #'''.si when
the am!ient temperature is <;-"'G-2 hence the pressure gauge will indicate #''' .si
when the system is not in operation and is depressuri4ed*
When the hydraulic pressure is applied a!ove #'''psi) the accumulator will
!egin to charge) and the nitrogen will !e compressed to a pressure e(ual to the
hydraulic pressure* The pressure gauge will then show the system pressure*
The accumulator is installed in the aft-stairwell left sidewall* The accumulator
charging valve and direct-reading gauge are located aft of the left-wing fairing area
and are accessi!le through an access door*
2a#+e:
The valve incorporated in the system A are the relief valve) hydraulic supply
shutoff valve) ground interconnect valve) !ra%e interconnect valve) and !ypass valve*
The purpose of the relief valve) discussed previously) is to protect the system
against the e1cessive pressure* It is set to relieve at 8;'' 6H;'7 psi and reset at 8,''
psi minimum*
The hydraulic supply shutoff valves are provided to stop the flow of hydraulic
fluid to the engine area* These valves are electrically operated and are automatically
shutoff when the engine fire switch is operated* They are also operated from switches
on the third crewman3s panel*
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The ground interconnect valve is provided so system A can !e pressurised for
ground operation and testing through system 5* system 5 is pressuri4ed !y
electrically driven pump2 hence it can operated without running the engines*
The !ra%e interconnect valve connect system A to the !ra%e system when
system 5 is inoperative and the !ra%e system is intact* This allows !ra%e operation
and !ra%e-accumulator charging using system a pressure* The valve is electrically
operated !y a switch on the third crewman3s panel*
The !ypass valve is installed in the modular unit to provide for
depressuri4ation of the system during ground maintenance operations* The valve
provides a flow of only ; gpm2 hence the system will operate when the engines are
running) even if the valve is open* &emem!er that the engine-driven pump furnish
##+# gpm each at full-flow position* Auring flight) the !ypass valve is loc%wired in
the closed position*
S"!te$ 6 and !tand/" !"!te$:
The system 5 and stand!y systems were discussed earlier in this chapter2 since
their operations is similar to that e1plained for system A*
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Chapter No: 8
HYDRAULIC SYS'E( FOR LANDIN7 7EAR
(ain #andin, ,ear:
9ne type of retracta!le main landing gear is illustrated in fig*"*,* The
assem!ly consists principle of the shoc% strut2 the wheel2 the !ra%e assem!ly2 the
trunnion and side !race2 the tor(ue lin%) or ?scissors@) the actuating cylinder2 the
down and up loc%s2 and the !ungee system*
To retract the gear) the actuating cylinder is e1tended !y hydraulic pressure*
Since the actuating cylinder can provide greater force during the e1tension of the
cylinder that it can during retraction !ecause of the greater piston area e1posed to
fluid pressure) the e1tension movement of the actuating cylinder is used to retract the
gear* &etraction of the gear re(uires the greater force !ecause of gravity* 01tension of
the actuating cylinder causes the gear to rotate on the trunnion pin until the gear is
appro1imately in a hori4ontal position* When the gear reaches the full up position) a
pin on the strut engages the up latch and loc%s the gear in the up position*
When the gear is e1tended) the first moment of the actuating cylinder releases
the up loc%* This permits the gear to fall of its own weight) and the actuating cylinder
acts to snu! the rate of fall* Isually there is an orifice chec% valve in the up line of the
landing gear hydraulic system2 this restricts the fluid flow from the actuating cylinder
to the return line) thus slowing the rate of gear descent* As the gear approaches the
down position) the actuating cylinder moves it to the full down position* In the down
position) a !lade engages the down-loc% trac% and slide into the down-loc% latch as
shown in figure "*#* The down loc% prevents the gear from retracting after it has !een
lowered*
When the operation of retracta!le gear system includes the opening and
closing of the gear doors) an associated system controlled !y se(uence valves is often
use to operate the doors* The se(uence of operation is 6,7 opening of doors and 6#7
lowering of gear* Auring retraction) the gear retracts and then the door closes* The
door can !e operated through the hydraulic system or !y mechanical lin%age in
connection with the movement of the lending gear mechanism* In some designs)
lending gear door are closed when the gear is e1tended or retracted* In such cases the
door must operated twice for either retraction or e1tension of gear*
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Hydraulic Systems In Aircrafts
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Landin, ,ear e9ten!ion)and)retraction !"!te$:
The landing gear e1tension-and-retraction system is composed of two ma=or
systems designated as the mechanical control system and hydraulic control system*
These are illustrated in fig "*8*
The alternate) or !ypass valve) system is a dual-ca!le system* 9ne ca!le drives
the !ypass valve ca!le drum) which actuates the !ypass valve) the door-latch releases)
and the door s%ids* The other ca!le actuates the nose-gear over-centre release
mechanism* The alternate system 6!y pass valve7 is used as a !ac%up system to free-
fall the gear in case of hydraulic power failure*
The hydraulic control system is divided into two sections* The landing gear
control valve and the door se(uence valves comprise the !asic system* The second
section is the alternate or !ypass) system mentioned a!ove* The !ypass valve is used
on the ground to relived door-cylinder pressure and permits the door to !e opened
manually for the ground-maintenance access*
Landing gear control valve ports hydraulic pressure to the main and nose-gear
actuating cylinders) the !ungee cylinders) and the main gear door-latch cylinders* The
door se(uence valves port pressure to the door actuating cylinders*
When the landing gear control lever is placed in the gear up position) the ca!le
system positions the landing gear control valve to port up the pressure to the main and
nose gear actuating cylinders) unloc% pressure to the !ungee cylinders) and unloc%
pressure to the door-latch cylinders* At the same time the ca!le drum lin%ages position
the door se(uence valves in the door open position* As the gear travels towards the up
position) as the side !races fold up) driving the door follow up mechanism towards the
door closed position* As the gear near the end of its inward travel the follow up
mechanism position the door se(uence valve to the door close position) and the doors
close* The door latch cylinder loc%s the latches to secure the doors which) in turn)
support the gear*
The nose gear lin%age will move to the over center position when the gear is
up and the !ungee spring will hold the over center loc%ed condition* To e1tend the
gear) the landing gear control is placed in the gear down position* The ca!le system
positions the landing gear control valve and the door se(uence valves to port
hydraulic fluid to the door actuating cylinders and the gear actuating cylinders* The
fluid pressure moves the gear actuating cylinders in the down direction and causes the
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Hydraulic Systems In Aircrafts
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door-latch cylinders and !ungee cylinders to unloc%* As the gear moves down) the
door follow up mechanism !egins to drive the door se(uence valves toward the up
position* 5y the time the gear is down and loc%ed) the door se(uence valves have
reached the closed position and in!oard doors close* The nose-gear doors are actuated
mechanically through lin%age with the gear2 they are se(uenced to the open position
during gear travel and to the closed position at the end of each travel cycle*
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Hydraulic Systems In Aircrafts
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Chapter No: :
H"drau#ic /ra;e operatin, !"!te$
The !ra%e systems for aircraft all serve the same purpose even though there
are a variety of designs* The ma=ority of !ra%e systems fall into one of four categories$
6,7 Shoe !rea%s) 6#7 e1pander-tu!e !ra%es) 687 single-dis% !ra%es and
6>7 multiple-dis% !ra%es*
The shoe-type !ra%es have !een used for many years on some of the older
aircraft and are still used e1tensively for automo!iles* Atypical shoe !ra%e is
illustrated in figure B*,* This !ra%e system consists of two master cylinders with a
single reservoir for storing the reverse hydraulic fluid* The master cylinder contains a
piston operated !y foot pressure to force hydraulic fluid through tu!ing the wheel
cylinders) which e1pands the !ra%e shoe and press them against the inner surface of
the !ra%e drums* The !ra%e shoes are lined tough) heat-resistant material to withstand
the wear and developed !y the friction of the shoe against the drum*
01pander-tu!e !ra%es consist of a flat) synthetic ru!!er tu!e mounted on a
drum-shaped mem!er attached to the inner of the a1le* 5ra%e !loc%s 6linings7) shaped
to the contour of the !ra%e drum) are mounted over the e1pander tu!e and held in
place !y leaf-springs which pass through slots in the ends of the lining !loc%s and
loc% in slot in the flanges on each side of the e1pander tu!e* The inside of the tu!e is
connected to the hydraulic fluid line !y means of suita!le fittings* When hydraulic
fluid pressure from the !ra%e master cylinder or !ra%e valve enters the e1pander tu!e)
the tu!e is e1panded and presses outward against the !ra%e !loc%s* The !loc%s) in
turn) press against the inner surface of the !ra%e drum on the wheel) thus tending to
stop the wheel rotation when the pressure of the fluid is released2 the leaf-springs pull
the !ra%e linings away from the !ra%e drum and released the !rea%ing action*
A single-dis% !ra%e consists of a steel dis% which is %eyed to the wheel and
the !ra%e linings arranged so they can apply pressure to !oth sides of the dis% when
hydraulic pressure is applied to the !ra%e pistons* -ig B*# illustrates the principle of
the single dis% !ra%e* It will !e noted that stationary and movea!le !ra%e linings are
placed on opposite sides of the dis% so the dis% will !e gripped !etween the linings
when force is applied to the movea!le lining* The movea!le lining is actuated !y
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Hydraulic Systems In Aircrafts
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means of cylinder and piston which receives hydraulic-fluid pressure from the !ra%e
master cylinder or !ra%e valve*
The multiple-dis% !ra%e is constructed somewhat li%e a dis% clutch*
5ra%e dis%s) alternately stationary and moving) are arrange to provide a ma1imum of
!rea%ing surface when the dis%s are compressed !y means of the annular piston or !y
means of num!er of individual pistons arrange in a circle such that their radial
distances from the a1le are e(ual* The mova!le dis%s 6rotor dis%s7 are %eyed to the
wheel) and the stationary dis%s 6stator dis%s7 are %eyed to the a1le* When the wheel is
turning) each mova!le dis% is turning !etween two stationary dis%s* When the !ra%e
piston or pistons receive the fluid pressure) all the dis%s are pressed together) thus
tending to stop the movement of the mova!le dis%s* Since the mova!le dis%s are
%eyed to the wheel at the outer edges) the wheel stop turning when the dis% stop*
6ra;e actuatin, !"!te$!:
5ra%e actuating system for aircraft can !e classified as mechanically operated)
hydraulically operated or pneumatically operated* All !ra%e actuating system provide
for applied either one or !oth !ra%es !y operating foot pedals*
In some airplanes) the hydraulic !ra%e system is a su!system of the main
hydraulic system* In other airplanes) there is an entirely independent !ra%e system*
:any of the large airplanes have a power-!ra%e system which is a su! system of the
main system* The smaller airplanes usually have an independent) master !ra%e
cylinder !ra%e system*
6a!ic /ra;e !"!te$ u!in, $a!ter c"#inder!:
In figure B*,) a comparatively simple !ra%e system utili4ing master cylinders
and shoe type !ra%es is illustrated* As shown) the system includes !ra%e pedals) a
fluid reservoir) two master cylinders) fluid lines) actuating cylinder at the wheels)
!ra%e shoes) and !leeder valves*
The master cylinder is energi4ing unit* There is a one for each main lending
gear wheel* The master cylinder is actually foot-operated) single action reciprocating
pump) the purpose of which is to !uild up hydraulic fluid pressure in the !ra%e
system*
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Hydraulic Systems In Aircrafts
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The reservoir is a storage tan% that supplies the fluid to compensate for small
lea%s in the connecting lines or cylinders* The reservoir may !e a part of the master
cylinder or it may !e a separate unit as shown in the drawing* It is a vented to the
atmosphere to provide for feeding the fluid to the master cylinders under the force of
gravity2 or air will enter the system and reduce its effectiveness*
The fluid lines may consist of fle1i!le or rigid tu!ing or com!ination of !oth*
Isually fle1i!le tu!ing is employed with retracta!le gear system and !etween the
mova!le parts of the shoc% strut*
:echanical lin%ages are re(uired to transmit the energy of the food to the
master cylinder* Some airplanes have the master cylinder mounted on the rudder
pedals and other have the master cylinders mounted at a distance from the pedals* A
system of rods) livers) !ell cran%s) and ca!les is often employed to carry the
mechanical energy to the master cylinders* In figure B*,) the /ra;e peda#! are toe
!ra%es mounted on the rudder pedals* When the !ra%es pedals are pressed) the lin%age
causes the master cylinder piston to move into the cylinder and force fluid into the
!ra%e lines* When !ra%es of this type are pressed) it necessary for the pilot to !alance
the force on the pedal with e(ual force on the other pedals unless he wishes to turn the
airplane* The !ra%es and the rudder control are operated independently2 however)
since the !ra%e pedals are on the rudder pedals) the pilot should !e practiced in their
use*
The /ra;e actuatin, c"#inder! are units of the !ra%es assem!ly that causes
the !ra%es shoes to press against the inner surface of the !ra%e drum when pressure
from the master cylinders is transmitted to them* If e1pander-tu!e !ra%es or dis% type
!ra%es are employed) the effect is the same even thought the !ra%ing force is applied
in a different manner*
The par%ing !ra%e mechanism is a su! assem!ly of the usual hydraulic !ra%e
system* The control for the mechanism is in the pilot3s compartment and usually
consists of a pull handle or lever* When the !ra%e pedals are depressed and the
par%ing !ra%e lever is pulled !ac% !y hand) the !ra%es are loc%ed in the on position*
Aepressing the !ra%es pedals again releases the !ra%es* Farious types of master
cylinders can !e used) !ut the action of depressing the pedals the second time must
cause the master cylinder piston return to the off position* Aepending upon the type of
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Hydraulic Systems In Aircrafts
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master cylinder used) depressing the pedals will either !uild up enough pressure to
unseat the par%ing valve) or it will unload a ratchet type par%ing loc%*
7ood"ear $a!ter c"#inder!:
9ne type of master cylinder for light air craft is illustrated in fig*#>* This
master cylinder is a type designed and !uilt !y the /oodyear tyre and &u!!er
ompany*
A more recently designed /oodyear master cylinder is used on num!er of
modern) light aircraft* This cylinder is illustrated in fig*B*8* 9n the essna 8,'
airplane) these cylinders are mounted on the rudder pedals as shown in the fig* #<* In
the illustration of fig*B*>) this type of master cylinder incorporates the fluid reservoir
6B7 on the top of the cylinder 6,,7 within the same !ody 6"7* A plastic filler plug 6,B7
is used to close the opening the opening in the cover 6>7) which is threaded into the
!ody* The filler plug is not vented !ecause sufficient ventilation is provided !y
clearance !etween the piston rod 687 and the piston rod opening through the cover
!oss 6<7*
With the e1ception of the piston return spring 6,#7) all internal operating parts
are assem!led into the piston rod* These parts are the piston 6,;7) piston spring 6,>7)
?loc%-o-seal@ 6,<7) and compensating sleeve 6,"7* A seal !etween the piston and the
cylinder walls are provided !y the 9-&ing 6C7 installed in groove around the piston*
As pressure is applied to advance the piston rod into the cylinder) the piston remains
stationary until the loc%-9-seal is seated on the piston which re(uires a '*'>'-in*
movement of the piston rod* .roper operation of the master cylinder depends upon
this seating action* When the loc%-9-seal is seated) fluid cannot pass the piston and
with continued movement of the piston rod forcing the piston in to the cylinder)
pressure in the cylinder is increased* At any time during the stro%e that force on the
piston is eased) the piston return spring will tend to %eep the piston seated against the
loc%-9-seal) maintains pressure in the cylinder* As the force is further eased) allowing
the piston return spring to force the piston to retreat) the upper end of the
compensating sleeve will contact the cover !oss2 thus the piston is force to unseat
itself from the loc%-9-seal* This will allow additional fluid from the reservoir to enter
the cylinder* The positive unseating also allows unrestricted passage of fluid from the
cylinder to the reservoir while the piston is in the static position* This is to
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Hydraulic Systems In Aircrafts
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compensate for any e1cess fluid which may !e present in the system due to pumping
or from thermal e1pansion*
Po4er /ra;e contro# +a#+e!:
9n large aircraft with hydraulic power !ra%e actuating systems) the control of
fluid pressure to the !ra%e mechanism is accomplished !y means of !ra%e control
valves) or !ra%e metering valves* These valves are merely special type of flow control
valves designed to meet the re(uirements of !ra%e operation*
The !ra%e control valve or the Auglas A-C aeroplane is illustrated in figure
B*;* The upper drawing is the e1ternal view) and the lower drawing shows the internal
arrangement* As shown in the drawing) the !ra%e control valve has one pressure port)
one return port and two !ra%e ports*
It is seen from figure that during operation the !ra%e valve cran% is moved
towards the on position) and moves the spool inside the sleeve-and-shuttle assem!ly
to direct fluid from the pressure inlet to the outlet and hence to the !ra%e servo valve*
When the system is in the automatic position) the servo valves automatically control
the fluid pressure from the !ra%e control valves to the !ra%es in the response to
signals from the anti-s%id system* When the system is in the non-automatic) or
?manual@) condition) the !ra%e control valves control pressure directly to the !ra%es*
Auring the automatic operation) the pilot holds the !ra%e pedals in the full on position*
The power !ra%e control valve for the Boeing "#' air plane is illustrated in
figure B*<* These are called !ra%e metering valves and are actuated !y mechanical
ca!le lin%age connected to the pilots and co-pilots !ra%e pedals* 9ne metering valve
assem!ly is used for each main landing gear !ra%e*
-our hydraulic lines are attached to each valve* These are for pressure) return)
!ra%es) and automatic !ra%ing* Falve ports are opened or closed !y operating a
circular) grooved) sliding valve rod 6spool7* The lin%age end of the valve rod pro=ects
!eyond the valve !ody while the opposite end is supported in a sealed compensating
cham!er*
When the !ra%e pedals are depressed) and inward movement is imparted to the
metering valve rod through the mechanical lin%age and ca!les* As the rod moves in)
the return port is closed) and the pressure port is opened to direct hydraulic fluid
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Hydraulic Systems In Aircrafts
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pressure to the !ra%es* A passage through the valve rod permits the hydraulic fluid
under pressure to enter a compensating cham!er enclosing the inner end of the valve
rod* .ressure acting on the end of the rod creates a return force tending to close the
valve* This return force varies the intensity of !ra%ing force and provides feel at the
pedals* The desired !ra%ing effort is o!tained !y depressing the pedals a greater or
lesser distance* a!le stretch and ad=ustment of pedal position permits the valve rod to
move !ac% until !oth pressure and return ports are closed* At this point the !ra%ing
effort remains constant* This condition is shown schematically in figure B*<*
&eleasing the !ra%e pedals allows the pressure in the compensating cham!er to move
the valve rod out and open the !ra%e line to the return line* As the pressure in the
!ra%e line falls) the !ra%es are released) and return force on the valve rod is relived*
Automatic !ra%ing to stop the rotation of the wheels !efore retraction is
provided !y a small diameter piston actuating cylinder attached to the metering valve*
The cylinder is connected to the landing gear retract hydraulic line* When the landing
gear control handle is placed to up) hydraulic pressure is directed to the actuating
cylinder and the piston e1tends* 9ne of the piston rod rests on the valve rod2 hence
e1tension of the piston opens the metering valve and applies the !ra%es*




#8
Hydraulic Systems In Aircrafts
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Chapter No: <
Conc#u!ion
In an aircraft controlling system failure of system !ecomes very
dangerous) so the system used must !e full proof* Hydraulic system !ecomes very
important controlling system of an aircraft due the it3s increasing !enefits
Transmission of pressure and energy at the !est weight per horsepower
ratio) lower maintenance cost) easy installation) safe operations) and compati!ility
with pneumatic and electronic systems provide answer for why hydraulic systems
are used in various operations of aircrafts1
#>