8 Hydraulic Power (ATA 29)
8.1 Definition
Those units and components which furnish hydraulic fluid under pressure (includes pumps,
regulators, lines, valves, etc.) to a common point (manifold) for redistribution to other defined
systems. (ATA 100)
8.2 Purpose
The purpose of the hydraulic system is to assist the pilot in accomplishing mechanical task
that would otherwise be impractical or impossible because of the level of force, work, or
power required. On smaller aircraft the flight control surfaces are moved by pilot force. On
larger and faster aircraft this becomes impossible and so hydraulic power is applied. A total
failure of the flight control system evidently has a catastrophic effect. Consequently, a failure
of the hydraulic power supply of large aircraft has to be extremely improbable. This required
level of safety is achieved with redundancy through three or even four independent hydraulic
subsystems.
Figure 8.1 A basic hydraulic system
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8.3 Principle
Figure 8.1 shows the principle of a hydraulic system. Hydraulic fluid is contained in a
reservoir. Through a suction line the pump draws fluid from the reservoir and puts is at a
higher pressure. Today aircraft hydraulic systems are typically designed to a nominal pressure
of 206 bar (3000 psi). The trend is toward higher system pressure: 345 bar (5000 psi). An
accumulator serves as temporary energy storage and is able to store or redistribute surplus
high-pressure fluid. A pressure-relief valve is able to shortcut the high-pressure line to the
reservoir in case of a system malfunction leading to higher pressure than specified. The
pressure differential supplied by the pump is used by hydraulic consumers. The example
shows a typical consumer in the flight control system. An actuator piston rod has to move in
and out in order to deflect a control surface (not shown). The actuator piston is moved through
hydraulic fluid that enters the left actuator chamber and fluid that leaves the right actuator
chamber (or vice versa). A valve schedules the required fluid flow. Shown is a servo valve.
The valve has four connections to hydraulic tubes: one connection to each of the two actuator
chambers, one connection to the high-pressure line, and one connection to the return line. The
valve may be moved into one of three positions that lead to piston rod extension, piston rod
retraction, or no piston rod movement. In the case of a flight control consumer, it is necessary
that the valve moves gradually from one position into the other to allow a proportional control
of the surface. In case the of landing gear extension and retraction, a selector valve would be
used. The selector valve allows three distinct valve positions without any intermediate
positions.
During system design the complete circuit, including hydraulic power generation, distribution,
and consumption, has to be analyzed. According to the ATA breakdown, the consumers with
their valves are allocated to their respective system. ATA 29 deals only with power generation
and distribution.
Three types of hydraulic fluids exist: vegetable based, mineral based, and synthetic or
phosphate ester-based. Transport category aircraft use the purple-colored phosphate ester-
based fluid – most commonly Skydrol® LD. Skydrol® shows good performance even at low
temperatures, excellent flammability characteristics, and minimal effects on most common
aircraft metals, but does react with certain types of paint and can be an eye and respiratory
irritant.
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8.4 Components
The reservoir acts as a storage tank for the system's fluid. Reservoirs can be broken down
into two basic types, in-line and integral, and these can be further classified as pressurized
and unpressurized. Integral reservoirs, found on small aircraft, are combined with the pump.
Aircraft that operate at low altitudes could use unpressurized reservoirs that vent the reservoir
to the atmosphere. Other aircraft positively pressurize the reservoir with air from the
pneumatic system, hydraulic pressure (bootstrap reservoir) (Figure 8.2), or a spring. In a
bootstrap reservoir, high pressure (HP) fluid acts on a small plunger that is coupled with a
large plunger that in turn acts on the low pressure (LP) fluid in the reservoir. Commonly, air
pressure is used for reservoir pressurization. The air pressure usually needs to be reduced by a
pressure regulator. It then enters the airspace above the fluid in the reservoir.
Figure 8.2 Hydraulically pressured reservoir known as bootstrap reservoir (VFW 614)
Commonly used are axial multiple-piston pumps. The two principles applied are constant
displacement and variable displacement. The shaft can be driven by the aircraft engine, by an
electric motor, or through a device powered by the pneumatic system. The shaft turns the
cylinder block with the pistons. Whenever an elevated piston is pushed into the cylinder
block, fluid is ejected into an out port. Accordingly, during the other half of the revolution on
its way back to the elevated position, the piston draws fluid from an in port into the cylinder
block. Constant displacement pumps deliver exactly the same amount of fluid every
revolution and must incorporate a pressure regulator. Most widely used, however, are variable
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Hydraulic Power 8-4
displacement axial multiple-piston pumps (Figure 8.3). The variable displacement is achieved
by a swashplate. The angle of the swashplate is adjusted by a pressure controller. At highest
swashplate angle, the pump achieves its maximum flow rate, and at zero angle there is no
fluid flow.
For minor tasks, hand pumps may be applied. A ram air turbine (RAT) (Figure 8.8) may be
turned into the free stream of air to power a hydraulic pump. This is done in the event of an
engine failure or a major electrical system failure.
swashplate
input sets swashplate angle
"out"
"in"
piston cylinder block
Figure 8.3 Variable displacement axial multiple-piston pump
Three types of accumulators are known: The diaphragm-type accumulator, the bladder type
accumulator, and the piston type accumulator (Figure 8.4). Diaphragm, bladder, or piston
divide the fluid chamber from the nitrogen chamber of the accumulator. Hydraulic fluid is
allowed to flow freely into and out of the fluid chamber of the accumulator. The compressible
nitrogen acts like a spring against the hydraulic fluid. The accumulator acts as a high-pressure
and fluid storage and eliminates shock waves from the system.
Figure 8.4 Piston type accumulator (VFW 614)
Filters are installed in the high-pressure and the return line. Three filter types are in use:
micron, porous metal, and magnetic. Micron filters contain a treated paper element to trap
particles as the fluid flows through the element. Porous metal filters are composed of metal
particles joined together by a sintering process. Magnetic filters attract metal particles. Filters
consist of a head assembly that contains the fluid line connections and a bypass valve to
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Hydraulic Power 8-5
prevent the system from becoming inoperative should the filter become clogged, a bowl
assembly, and the filter element. Fluid enters through the head into the bowl and leaves
through the filter element and out of the head (Figure 8.5).
Figure 8.5 Low pressure filter (A321)
Two principle types of valves are used in the hydraulic system: Flow control valves and
pressure control valves. Flow control valves route the fluid through the system. Examples are
selector valves, which permit the user to channel the fluid selectively and servo valves, as
explained above. Check valves permit flow only in one direction. A hydraulic fuse is a safety
valve that prevents fluid flow in the event of a serious system leak. Examples of pressure-
control valves are the pressure-relief valve and the pressure regulator. A priority valve is
mechanically identical to a pressure relief valve, set to an opening pressure below nominal
pressure. The priority valve is closed at low pressure and allows flow to secondary consumers
only if a minimum system pressure has been reached. In this way it gives priority to primary
consumers located upstream of the priority valve.
Hydraulic fluid lines are classified as rigid or flexible. Rigid lines are made of either
aluminum for return and suction lines or of stainless steel for high-pressure lines. Flexible
lines are hoses typically wrapped with stainless steel braid. Fittings are used to connect fluid
lines with other hydraulic components.
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"The power transfer unit (PTU) is a device which uses some of the hydraulic power in one
hydraulic system to supplement the hydraulic power in a second system without interchange
of fluid between the systems" (ARP 1280).
PTUs can be designed either to transfer power from one system to a second system in one
direction only (unidirectional PTU) or to transfer power in either direction between two
systems (bidirectional PTU) (Figure 8.6). The basic concept consists of a hydraulic motor
driving a pump, mounted back-to-back. The displacement of each of these may be the same or
different. Accordingly, PTUs can be used as pressure reducers, as pressure intensifiers, or to
maintain the same pressure in both systems. If bidirectional operation is required, both the
pump and the motor reverse their functions. That unit which was previously the pump will
operate as motor and vice versa. If the pressure relationship between the two systems must
remain the same in both directions of operation, at least one of the units must be of a variable
displacement design.
Figure 8.6 Bidirectional power transfer unit (PTU) (A321)
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8.5 Example: Airbus A321
The Airbus A321 has three main hydraulic (sub)systems (Figure 8.7). They are identified as
• the Green system
• the Blue system
• the Yellow systems.
Together they supply hydraulic power at 20.7 MPa (3000 psi) to the main power users.
These include:
• flight controls
• landing gear
• cargo doors
• brakes
• thrust reversers.
Main system pumps are the engine-driven pumps (EDPs) in the Green and Yellow system as
well as the electric pump in the Blue system. The three main systems automatically supply
hydraulic power when the engines operate. The two EDP are connected directly to their
related engine (through the accessory gearbox), and the Blue electric pump operates when any
one of the two engines starts. The three system main pumps are usually set to operate
permanently. If necessary (because of a system fault, or for servicing), the pumps can be set to
off from the flight compartment.
If the main pumps cannot be used, it is possible to pressurize each hydraulic system with one
or more of the auxiliary system pumps .
• The Green system can also be pressurized by the power transfer unit (PTU).
• The Blue system can also be pressurized by the ram air turbine (RAT) (Figure 8.8).
• The Yellow system can also be pressurized by the Yellow electric pump or the power
transfer unit (PTU).
Pressurization of the hydraulic systems on the ground is possible as follows:
• Yellow system – with the Yellow electric pump,
• Green system – with the Yellow electric pump (through the PTU),
• Blue main system – with the Blue electric pump.
For maintenance, all of the systems can be pressurized from a ground hydraulic supply.
Connectors are installed on the ground service panels of the three systems. The cargo doors
can also be operated with a hand pump in the Yellow system.
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Figure 8.7 A321 hydraulic system schematic
EDP : Engine Driven Pump
M : Electric Pump
RAT : Ram Air Turbine
PTU : Power Transfer Unit
P : Priority Valve
→ : Check Valve (indicating flow direction)
CSM/G : Constant Speed Motor/Generator (emergency generator)
THS : Trimmable Horizontal Stabilizer (horizontal tail)
WTB : Wing Tip Brake (in high lift system)
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Figure 8.8 A321 ram air turbine (RAT)
Prof. Dr. Dieter Scholz university of applied sciences h a m b u r g AUTOMOTIVE AND AEROSPACE ENGINEERING