Fundamentals

eJAMF

Issue: 1MAY2008
12.07.2012
Author: SwD

Module 11.11 For Training Purposes Only

E LTT 2006

Hydraulic Power

(ATA 29)

EASA Part-66
B1

EJAMF_M11.11_B1_E
Training Manual

For training purposes and internal use only.

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HYDRAULIC POWER FUNDAMENTALS

HYDRAULIC POWER
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DEFINITIONS AND SYSTEM ARCHITECTURE

PRESSURE
Larger aircraft need hydraulic systems to activate and move heavy
components like this landing gear, or this cargo door.
It also helps the pilot to deflect the flight control surfaces against the high
airpressure during flights and to activate the brakes.
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Figure 1 Hydraulic Consumers

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Pressure cont.
Here you can see that the hydraulic force, shown by the letter F is generated
by a pressure P acting upon a surface area A. Force is measured in units
called Newtons.
Pressure is defined as an amount of force that acts on a unit of area and is
calculated by dividing force by the area it is acting upon.
The basic unit for pressure is Pascal which corresponds to 1 Newton per
squaremeter.
Hydraulic pressure is usually measured in bar which corresponds to 100 kilo
Pascal or 1deka newton per square centimeter.
In the world of aviation hydraulic pressure is measured in pounds per square
inch, or psi for short.
1 bar corresponds to 14.5 psi.
Civil aircraft Hydraulic Systems normally work with a pressure of 3000 psi
which corresponds to 207 bar.
To generate a higher force you either have to increase the diameter of the
actuator or the pressure.
For example the A 380 uses 350bar or 5080psi in its hydraulic systems to
generate the required force without increasing the size of the hydraulic
components.
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Figure 2 Pressure
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Pressure Cont.
There are 2 types of hydraulic pressure.
Hydrostatic pressure is the pressure produced by static or nearly static fluids.
Hydrostatic pressure is the type of pressure used in an aircraft hydraulic
system.
The second type of pressure is hydrodynamic pressure. This is the pressure
produced by moving liquids ideally with no internal friction.
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Figure 3 Pressure Types

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HYDRAULIC FLUIDS
It is possible to transmit force using either gas or fluids.
When a force is applied to the piston on the gas container, there is much
movement of the piston. This is because gas is easily compressed.
Notice that to create the same pressure the piston has not moved very much
and this is because fluid is not easily compressed.
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Figure 4 Comparison Gas / Fluid

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Hydraulic Fluid Cont.

In comparison to gas, fluids pressurize quickly and transmit force more
efficiently.
Two types of hydraulic fluid are available − mineral oil made from natural
substances and synthetic oil which of course is man made.
Mineral oil is colored red.
There are different manufacturers of mineral oil but all types of mineral oil can
be mixed together.
Synthetic oil is colored violet and is widely used in modern aircraft.
Like mineral oil, there are different manufacturers but all types of synthetic oil
can be mixed. However, synthetic and mineral oil cannot be mixed.
All hydraulic oil is manufactured to certain standard specifications for example
the oil specification for mineral oil is MIL−H 5606 and for synthetic oil, Boeing
aircraft use the prefix BMS and Airbus use NSA. Typical names for synthetic oil
are skydrol and hyjet.
This oil specification describes its performance requirements. The performance
requirement is the ability of the oil to perform to a required standard through a
range of changing conditions.
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Figure 5 Specifications
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Hydraulic Fluid Cont.

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

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Figure 6 Performance Requirements

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PACKING
Within a component housing such as this filter, packing is used to make a seal
between the environment and the fluid pressure inside it.
Packings, which are also called seals, prevent leaks from the component
housings and provide a seal between 2 different fluid pressures within a
component.
By using a packing such as an O Ring, the leakage problems are solved.
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Figure 7 Components with Packings

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

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Figure 8 Backup Ring

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Packing Cont.
Packings are available in a number of different shapes, depending upon the
forces which act on them, their function or the type of fit.
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Figure 9 Packing Shapes

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Packings Cont.
Packings are manufactured from different materials depending upon the job
they do and whether they are used with mineral or synthetic fluid. Seals are
usually made from rubber materials and backup rings from Teflon.
Here, 2 similar seals have been placed in different types of hydraulic fluid.
Seals can be damaged by using them with the wrong type of hydraulic fluid.
This example shows an increase in the size of the seal due to contact with the
wrong fluid.
When choosing the seals, also consider the working temperatures and the
strength of forces that act upon them.
To ensure that the seal is the correct one for the job, always refer to the part
number on their boxes for identification.
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Figure 10 Seal Damage

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Packings Cont.
To conclude our discussion of packings lets look at static and dynamic seals.
Static seals are used to seal against steady or pulsating pressure, this is the
type of seal that we saw earlier in the filter housing.
Dynamic seals are used to seal where stroking or rotational movements occur.
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Figure 11 Static / Dynamic Seals

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

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System Architecture Cont.

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

Manifold
MANIFOLD Manifold Manifold
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Figure 13 Hydraulic Systems

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System Architecture Cont.

Each system has its own compartment where you find the main
components for storage, system pressurization and distribution.
The compartments are often located in the main gear bay, as in this example of
the A 320.
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Figure 14 Hydraulic Components

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STORAGE
HYDRAULIC RESERVOIR
Each hydraulic system has its own reservoir which is completely independent
of the other reservoirs.
The reservoir is a sealed unit and is usually cylindrical. This cylindrical shape
resists changes in differential pressure caused by different altitudes or
temperatures.
The reservoir is sealed to permit pressurization by air. The pressurization of the
reservoir ensures that there is a positive supply of fluid to the pumps for each
system.
One purpose of the reservoir is to compensate for variations in the need for
hydraulic fluid caused by the operation of hydraulic components.
For example, during landing gear retraction, the piston in the gear activating
cylinder moves to a new position and as it does so, the cylinder draws in more
fluid from the reservoir.
When the gear is up, the maximum amount of fluid has entered the cylinder.
This results in a drop in the reservoir fluid level.
However, there is enough fluid in the reservoir to make up for all user demands
in the system.
Another purpose of the reservoir is to keep a reserve of hydraulic fluid in case
there is a fluid leak in the system.
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Figure 15 Reason for Reservoirs

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Hydraulic Reservoir Cont.

Each reservoir has a supply pipe to the pressurization and a return pipe from
the hydraulic users, which are located at the bottom of the reservoir.
A sudden loss of altitude could result in the hydraulic fluid moving to the top of
the reservoir. If this happens, the fluid supply to the pressurization is cut off.
Sheet metal is mounted horizontally across the reservoir. This prevents all of
the hydraulic fluid moving upwards if there is a sudden loss of altitude.
As you see, the sheet metal traps some hydraulic fluid at the bottom of the
reservoir. This ensures a positive fluid supply to the pressurization pumps.
The sheet metal also ensures positive fluid supply under conditions of extreme
acceleration and deceleration.
Please note that all of the situations shown here are extreme and are very rare.
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Figure 16 Reservoir Accelerations

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RESERVOIR COMPONENTS
A quantity transmitter is located on the side of the reservoir housing. This
transmitter provides fluid level indications to the crew in the cockpit.
The quantity transmitter is either operated by a float or uses capacitors to
measure the fluid level.
The low level switch senses if the fluid in the reservoir falls to an advisory level.
If this happens, the switch transmits an indication to the cockpit.
The quantity gage provides a visual indication of the fluid level in the reservoir.
On the gage you can read the fluid level indication either from a moving pointer
or on a sight glass.
The drain valve located on the lowest part of the reservoir housing, allows you
to empty hydraulic fluid from the reservoir.
The reservoir pressurization air manifold houses a number of components
which are used to pressurize the reservoir with air.
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Figure 17 Components
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RESERVOIR AIR PRESSURIZATION SYSTEM

INTRODUCTION
The reservoir is pressurized with air to ensure that a positive supply of
hydraulic fluid always reaches the pumps.
At high altitudes the air is thinner. Therefore, the air pressure on the fluid in the
reservoir is low and is not enough to ensure a continuous supply of fluid to the
pumps.
Pressurization of the reservoir also prevents foaming, evaporation and
cavitation of the hydraulic fluid.
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Figure 18 Reservoir Air Pressurization

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RESERVOIR PRESSURIZATION BY AIR

The most common method of pressurizing the reservoir uses air pressure.
The main source of air pressure for pressurization of the hydraulic reservoir
comes usually from one of the engines.
If the engine fails, the pneumatic system provides the air for pressurization.
On some aircraft types only the pneumatic system supplies the pressurization
air.
Air from the engine or pneumatic system maintains an air pressure in the
reservoir which is again about 50 psi.
The 50 psi in the reservoirs is produced by the engine or pneumatic system but
other components also control the reservoir pressurization process.
These are the check valves which direct air from the engine and pneumatic
system in the correct direction to the air reservoir pressurization manifold and
also to the reservoir air manifold.
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Air/A/B1
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Figure 19 System Overview

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PRESSURIZATION MANIFOLD
Now let’s have a look at the main components of a reservoir pressurization
manifold.
Attached to the manifold are check valves, filters with a differential pressure
indicator, a pressure reducing valve, a fluid separator which is fitted with a drain
valve and a ground connector.
The purpose of the reservoir pressurization manifold is to join together supply
lines from the engine and from the pneumatic system and then distribute the
pressurized air to the reservoirs.
Please note that on some aircraft type this component is called a reservoir
pressurization module. It has the same purpose as a manifold but has different
components.
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Figure 20 Pressurization Manifold

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RESERVOIR AIR MANIFOLD

After the air leaves the pressurization manifold it enters the reservoir air
manifold.
The air manifold joins together the components which control reservoir air
pressure.
The main components of the reservoir air manifold are a check valve, pressure
switch, pressure relief valve and a pressure indicator.
Air from the pressurization manifold passes through a flapper type check valve.
The check valve keeps the air pressure in the reservoir.
The pressure indicator gives the reservoir pressure information.
However, there is always the possibility that an over−pressure can occur in the
reservoir.
An air pressure relief valve protects the reservoir against overpressure.
The valve consists of a cone which is held in place by a spring, an
overpressure forces the cone back against the spring and the overpressure is
releasedt to the ambient air.
The air pressure switch or low pressure switch, senses low pressure in the
reservoir and sends signals to various cockpit displays.
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Figure 21 Reservoir Air Manifold

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DEPRESSURIZATION OF THE HYDRAULIC RESERVOIR

Each reservoir has its own depressurizing valve.
For maintenance it is necessary to depressurize the reservoirs to change
system components.
The depressurization valve, which is a bleed valve, is located at the ground
service panel.
The depressurizing valve has a spring and piston assembly.
The piston normally prevents the pressurized air in the reservoir from escaping.
When the cap assembly of the valve is rotated to its open position, the valve
piston is pushed upwards. This allows the pressurized air in the reservoir to
escape to the atmosphere, thus depressurizing the reservoir.
FOR TRAINING PURPOSES ONLY!

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Figure 22 Depressurization Valve

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SYSTEM PRESSURIZATION
HYDRAULIC PUMPS
Hydraulic pumps are responsible for the system pressurization.
These pumps generate hydraulic power by creating high fluid pressures and
fluid flows within the system.
There are 2 or more hydraulic pumps working in parallel in each system. These
pumps may be powered by an engine, air or electric motor.
The pumps provide either main pressurization or auxiliary pressurization.
The hydraulic pumps are piston type pumps which use a displacement principle
to generate the system pressure.
There are 2 types of piston pump - variable displacement and fixed
displacement.
The pressurized fluid from the pumps is connected to the users via pressure
lines.
All of the pumps are connected to their associated reservoirs by supply lines.
The reservoirs are pressurized to 50 psi. This ensures an efficient fluid supply
to the pumps and is necessary for piston type pumps because they only have a
small capability to suck fluids.
FOR TRAINING PURPOSES ONLY!

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Manifold Manifold Manifold

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Figure 23 Hydraulic Pump Overview

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PRINCIPLE OF VARIABLE DISPLACEMENT PUMPS

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

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Figure 24 Variable Displacement Pump

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Principle of variable Displacement Pumps Cont...

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

pumps have to increase their output to maintain the required system pressure.

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Figure 25 Variable Displacement Pump

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FIXED DISPLACEMENT PUMPS

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

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Figure 26 Fixed Displacement Pump

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MAIN PRESSURIZATION
ENGINE DRIVEN PUMP
Main pressurization is the term used to describe the generation of primary
hydraulic power.
Engine−driven pumps are the normal source of this hydraulic power but electric
and air driven pumps are also used.
FOR TRAINING PURPOSES ONLY!

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Manifold Manifold Manifold

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Figure 27 Hydraulic Diagramm

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Engine Driven Pump Cont.

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

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Figure 28 EDP Shutoff Valve

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

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Figure 29 Hydraulic Diagram

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AIR DRIVEN PUMP

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

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Figure 30 Air Driven Pump Components

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AIR DRIVEN PUMP COMPONENTS

A gearbox is located between the pump and the air turbine. It reduces the high
rotation speed of the air turbine to a level suitable for the VDP.
The shut−off valve is a solenoid valve and is energized by the cockpit rotary
switch.
When closed as shown here, it cuts off the supply of high pressure air from the
pneumatic system. This stops the air turbine and pump operation. When the
shut−off valve is open, the air turbine and pump operate.
The speed control valve controls the rotation speed of the air turbine by
changing the airflow from the pneumatic system.
FOR TRAINING PURPOSES ONLY!

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Figure 31 Air Driven Pump Components

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AUXILIARY PRESSURIZATION
INTRODUCTION
There are 3 uses for auxiliary pressurization − to help main pressurization if
there is high user demand, to replace the main pressurization when a fault
occurs and also for maintenance purposes on the ground when the engines are
not running.
Auxiliary pressurization is produced using a ram air turbine, a power transfer
unit, an electric pump and also via a ground source.
FOR TRAINING PURPOSES ONLY!

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Figure 32 Auxiliary Pressurization

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RAM AIR TURBINE

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

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Figure 33 Ram Air Turbine Position

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POWER TRANSFER UNIT

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

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Figure 34 Power Transfer Unit

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Power Transfer Unit Cont.

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

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Figure 35 Power Transfer Unit

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

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Figure 36 Ground Service Panel

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HIGH PRESSURE DISTRIBUTION

INTRODUCTION
The term high pressure or HP distribution describes the process for moving the
pressurized fluid from the hydraulic pumps to the hydraulic users.
This is achieved using lines, hoses, valves and special components called
manifolds for example on Airbus aircraft or modules on Boeing aircraft.
FOR TRAINING PURPOSES ONLY!

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Figure 37 Hydraulic Schematic

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

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Figure 38 HP Manifold Pictures

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

The leak measurement solenoid valve has 3 connections and 2 positions,

opened and closed. Therefore, this type of valve is called a three, two way
valve.

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Figure 39 Leak Measurement Solenoid Valve

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HP MANIFOLD VALVES
Here we see a more detailed cross section through the solenoid valve showing
it in the open position.
When open, fluid from the pressurization enters the valve. As you can see, the
fluid passes through the valve and then out to the users. When the solenoid is
energized by the cockpit switch, the solenoid valve is closed.
As you can see, the solenoid piston has moved to the left and this allows
pressurized fluid to move into the main piston chamber.
FOR TRAINING PURPOSES ONLY!

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Figure 40 Leak Measurement Solenoid Valve

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HP Manifold Valves Cont.

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

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Figure 41 Priority Valve

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HP MANIFOLD FILTERS
The Airbus manifold is fitted with a high pressure filter.
The high pressure filter cleans the fluid entering the manifold. This removes
foreign particles which may damage the hydraulic system components.
Please note that on Boeing modules this filter is called a pressure filter.
The HP filter is equipped with a differential pressure indicator. The differential
pressure indicator shows filter clogging.
FOR TRAINING PURPOSES ONLY!

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Figure 42 HP Manifold Components: Filters

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HP MANIFOLD SENSORS
On the HP manifold you can find the following sensors:
2 pressure switches which detect low system pressure caused by pump
malfunctions or by system leaks.
And a pressure transmitter which monitors the system pressure at all times.
All sensors send their pressure data to various indicators in the cockpit.
FOR TRAINING PURPOSES ONLY!

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Figure 43 HP Manifold Components:Sensors

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ACCUMULATOR
The accumulator acts as a damper to smooth out pressure fluctuations in the
hydraulic system caused by sudden user demand. Please note that not all
aircraft types have a system accumulator.
The pressure indicator attached to the accumulator, shows the accumulator
gas pressure and is visually read by the mechanic.
FOR TRAINING PURPOSES ONLY!

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Figure 44 HP Manifold Components: Accumulator

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LOW PRESSURE DISTRIBUTION

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

The normal fluid working temperature is between 60 and 80°C.

High fluid temperatures are usually the result of pump malfunctions.
High fluid temperatures change the characteristics of the fluid and because of
this, the hydraulic pumps must not be operated.

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Figure 45 Low Pressure Manifold

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CASE DRAIN MODULE

The case drain module, which you can find in some aircraft types, links
together all of the case drain lines from the VDPs.
The components of the case drain module are similar to those in the LP
manifold.
The case drain filters have differential pressure indicators and by−pass valves,
the temperature sensor is similar in operation to the one in the LP manifold and
provides the relevant cockpit indications. And check valves are very familiar to
you from other parts of the hydraulic system.
The low pressure hydraulic fluid from the case drains in the pumps enters the
case drain module and then passes through a heat exchanger and finally
returns to the reservoir via the return module.
The heat exchanger cools the hydraulic fluid before it enters the reservoir. The
heat exchanger pipes are routed through the fuel tanks and the fuel cools the
hydraulic fluid.
Because of this, there has to be a certain quantity of fuel in the fuel tanks if the
hydraulic pumps are operating.
Aus diesem Grund müssen die Kraftstofftanks immer einen bestimmten
Mindestfüllstand haben, wenn die Hydraulikpumpen arbeiten.
FOR TRAINING PURPOSES ONLY!

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Figure 46 Case Drain Module

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DISTRIBUTION LINES
TUBES
In the earlier lessons we described the flow of the hydraulic fluid from the
storage to the pressurization, from the pressurization to the distribution, from
the distribution to the users and we saw how fluid returns to the storage
reservoirs.
This fluid distribution takes place through hydraulic lines.
Lines are of 2 types, tubes and hoses.
Tubes are rigid hydraulic lines and are manufactured from either stainless
steel, aluminum alloys or titanium alloys.
The tubes are joined together and to other hydraulic components such as a
pump, by special tube fittings.
FOR TRAINING PURPOSES ONLY!

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Manifold Manifold Manifold

FOR TRAINING PURPOSES ONLY!

Figure 47 Distribution Lines

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Tubes Cont.
The tube fittings are of 2 types, disconnectable which can be easily removed
and non disconnectable which are permanent fittings.
Here we see a disconnectable fitting.
The fitting acts as the link between tubes and other components. The tube is
connected to the fitting. The sleeve is made of pliable metal and fits over the
tube. A nut holds the fitting and tube together.
During the coupling sequence the tube is pushed into the fitting, the nut is
screwed onto the fitting, the sleeve is pushed forward by the tightening of the
nut and is forced inwards by the wall of the fitting, this pushes the end of the
sleeve into the metal of the tube and builds a tight joint.
The section between the inside area of the fitting and the sleeve creates the
seal in this combination.
With this type of fitting, the sleeve is made of hard steel. When the nut is
tightened, the sleeve is again pushed forward.
However, instead of cutting into the tube, the tube is forced into the specially
shaped sleeve by a special tool in a workshop. This forms a leak−proof joint.
Please note that with this type of fitting, it is important to locate the sleeve on
the tube in the correct position to make a leak−proof joint.
As with the other type of disconnectable fitting, the seal is built by pressing the
sleeve into the inside area of the fitting.
FOR TRAINING PURPOSES ONLY!

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Figure 48 Disconnectable Tube Fitting

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Tubes Cont.
Non disconnectable fittings are mainly used to repair broken tubes.
The fitting slips over the ends of the tubes, note that there is no sleeve.
A special tool is placed around the neck of the fitting and pressure is applied.
The fitting is pressed into the tube to form a leak−proof seal. This pressing
process is called swaging.
FOR TRAINING PURPOSES ONLY!

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Figure 49 Non-Disconnectable Fittings

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HOSES
Aircraft components such as the landing gear which move during operation,
receive their hydraulic fluid via flexible hoses and not rigid tubes.
Hoses are classified according to their suitability for different pressures. The
classifications are low, medium or high.
The hoses usually consist of an inner tube manufactured from Teflon and an
outer protective covering made of steel wire.
This is a cross section through a flexible hose and also shows the hose fitting
which connects the hose to other components.
The attachment of the hose fitting to the hose is as follows. The Teflon tube
and the steel wire is divided into 2 parts between the socket and the sleeve,
when the hose is in position the socket is swaged which grips the hose tightly
in place and the nut allows the hose and fitting to be connected to other
hydraulic components.
Please note that hose fittings are always disconnectable.
FOR TRAINING PURPOSES ONLY!

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Figure 50 Hoses
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FUNCTION AND IDENTIFICATION

Supply lines run from the reservoirs to the pumps.
Pressure lines run from the pumps to the users via the HP manifolds.
Lines from the users to the reservoirs are return lines.
For maintenance, it is important to be able to look at a line and to be able to
recognise its function and the system that the line belongs to.
This is made easier by identification markings on the lines.
The marking identifies the aircraft system, the function of the line for pressure,
supply or return is also shown as the direction of the fluid flow.
Finally, this part of the marking identifies the hydraulic subsystem. The
subsystem is indicated by a particular color and number.
FOR TRAINING PURPOSES ONLY!

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Figure 51 Lines Identification

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HYDRAULIC CONTROLS
HYDRAULIC PANELS
The condition of each hydraulic system is monitored by many sensors.
These sensors send data about the condition of the system to the cockpit
which is then indicated on ECAM or EICAS displays.
The hydraulic panel in the cockpit has the main control switches for the
hydraulic system.
The hydraulic panel also shows some system indications.
FOR TRAINING PURPOSES ONLY!

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Figure 52 Airbus Hydraulic Control Panel

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

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Figure 53 Boeing Hydraulic Panel

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Control Switches Cont.

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

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Figure 54 EDP Control Switches

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SWITCH POSITIONS AND MESSAGES

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

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Figure 55 Pump on Indication

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Switch Positions and Messages Cont.

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

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Figure 56 Hydraulic System Fault Light

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

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Figure 57 Hydraulic ECAM Page

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Typical Indication Cont.

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

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Figure 58 Hydraulic Fault Indications

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Typical Indication Cont.

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

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Figure 59 Pump Status Indication

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Typical Indication Cont.

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

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Figure 60 ECAM Indications

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SYSTEM COMPUTER
We saw that some system components such as the BLUE electric pump have
an automatic mode of operation.
The operation of such components is activated by the system computers (on
some aircraft types).
The typical function of the computers is as follows:
The computer receives inputs from the control panel and then pass them
through to the pressurization components.
The computer analyses the inputs from the panel and inputs from the sensors,
to control the pressurization components and also to provide the individual
system indications on the panel and displays.
The system computers also memorize system malfunctions for trouble shooting
via the on board maintenance system.
FOR TRAINING PURPOSES ONLY!

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Figure 61 Hydraulic System Computer

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HYDRAULIC SERVICING
INTRODUCTION
The 2 main servicing activities for the hydraulic system are reservoir filling and
fluid sampling. These services are needed to maintain the efficiency of the
hydraulic system.
Reservoirs can be filled manually or using pressurized ground equipment.
Filling the reservoirs maintains the correct fluid level and this makes up for oil
consumed in the hydraulic system.
FOR TRAINING PURPOSES ONLY!

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Figure 62 Hydraulic Service Panel

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

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Figure 63 Pressurized Filling

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MANUAL FILLING
The manual filling of the reservoir uses a hand pump instead of the ground
equipment.
To do this, you place the end of a flexible hose into a container of hydraulic fluid
and the other end of the hose is attached to the hand pump fill valve.
When the hand pump is operated, the fluid is sucked from the container.
The fluid passes through the fill valve, which acts as a check valve and then to
the hand pump and finally the fluid goes into the system where it is distributed
in the same way as for pressurized filling.
FOR TRAINING PURPOSES ONLY!

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Figure 64 Hydraulic Filling

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FLUID SAMPLING
We have just looked at reservoir filling which is one of the main hydraulic
services, the other important service activity is fluid sampling.
A sampling valve is located on the HP manifold of each hydraulic system.
FOR TRAINING PURPOSES ONLY!

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Figure 65 Sampling Valve Location

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fluid sampling cont.

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

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Figure 66 Sampling Valve

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LEAK TEST SYSTEM

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

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Figure 67 Leak System Operation

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

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Figure 68 Leak System Components

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EJAMF M11.11 B1 E

TABLE OF CONTENTS
HYDRAULIC POWER . . . . . . . . . . . . . . . . . . . . . . . 1 HP MANIFOLD VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
HP MANIFOLD FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . 84
DEFINITIONS AND SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . 2 HP MANIFOLD SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . 86
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
HYDRAULIC FLUIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 LOW PRESSURE DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
PACKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 LOW PRESSURE MANIFOLD & RETURN MODUL . . . 90
SYSTEM ARCHITECTURE . . . . . . . . . . . . . . . . . . . . . . . . 24 CASE DRAIN MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
STORAGE 30 DISTRIBUTION LINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
HYDRAULIC RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . 30 TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
RESERVOIR COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 34 HOSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
RESERVOIR AIR PRESSURIZATION SYSTEM . . . . . . . . . . . . . . . . . 36 FUNCTION AND IDENTIFICATION . . . . . . . . . . . . . . . . . 102
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 HYDRAULIC CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
RESERVOIR PRESSURIZATION BY AIR . . . . . . . . . . . . 38 HYDRAULIC PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
PRESSURIZATION MANIFOLD . . . . . . . . . . . . . . . . . . . . 40 CONTROL SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
RESERVOIR AIR MANIFOLD . . . . . . . . . . . . . . . . . . . . . . 42 SWITCH POSITIONS AND MESSAGES . . . . . . . . . . . . . 110
DEPRESSURIZATION OF THE HYDRAULIC TYPICAL INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
SYSTEM COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
SYSTEM PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
HYDRAULIC SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
HYDRAULIC PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
PRINCIPLE OF VARIABLE DISPLACEMENT PUMPS . 48
PRESSURIZED FILLING . . . . . . . . . . . . . . . . . . . . . . . . . . 126
FIXED DISPLACEMENT PUMPS . . . . . . . . . . . . . . . . . . . 52
MANUAL FILLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
MAIN PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 FLUID SAMPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
ENGINE DRIVEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
LEAK TEST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
ELECTRIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
AIR DRIVEN PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
AIR DRIVEN PUMP COMPONENTS . . . . . . . . . . . . . . . . 62
AUXILIARY PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
RAM AIR TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
POWER TRANSFER UNIT . . . . . . . . . . . . . . . . . . . . . . . . . 68
GROUND PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . 72
HIGH PRESSURE DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
HP MANIFOLD VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

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Figure 1 Hydraulic Consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Ground Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Hydraulic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Pressure Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 HP Manifold Pictures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Comparison Gas / Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Leak Measurement Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Leak Measurement Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Performance Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Priority Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Components with Packings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 HP Manifold Components: Filters . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Backup Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 HP Manifold Components:Sensors . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Packing Shapes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 HP Manifold Components: Accumulator . . . . . . . . . . . . . . . . . 89
Figure 10 Seal Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Low Pressure Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Static / Dynamic Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Case Drain Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Basic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Distribution Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Hydraulic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Disconnectable Tube Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Hydraulic Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Non-Disconnectable Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Reason for Reservoirs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Reservoir Accelerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Lines Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Airbus Hydraulic Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Reservoir Air Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Boeing Hydraulic Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 EDP Control Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Pressurization Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Pump on Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Reservoir Air Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Hydraulic System Fault Light . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 Depressurization Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Hydraulic ECAM Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Hydraulic Pump Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Hydraulic Fault Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Variable Displacement Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Pump Status Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Variable Displacement Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Fixed Displacement Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 Hydraulic System Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Hydraulic Diagramm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Hydraulic Service Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 EDP Shutoff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Pressurized Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Hydraulic Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Hydraulic Filling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Air Driven Pump Components . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Sampling Valve Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 Air Driven Pump Components . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Sampling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 Auxiliary Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Leak System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 Ram Air Turbine Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Leak System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Power Transfer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 35 Power Transfer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71

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