FEATI University

Department of Aeronautical Engineering and

Aircraft Maintenance Technology

ATA 29
HYDRAULIC SYSTEM
Module 4

Course: AE624LB(18) - Aircraft Systems

Instructor: Engr. Venice D. Portes
© Copyright | All Rights Reserved
Module Objectives

Understand how the operation of

hydraulic power generation and
distribution is vital to the aircraft
operation. Module Outlines
➤ Operating Principles
➤Hydraulic Power Generation
➤System Components
What is hydraulics?
Hydraulics is the science relating to
the behaviour of liquids under various
conditions and in aircraft, the hydraulic
system provides a means of operating
large and remote components that it
would not be possible to operate
satisfactorily by other means.
© Britannica, Hydraulic Piston System

“Aircraft systems provide a means of power transmission through

the medium of hydraulics i.e. transmission of power through an
incompressible fluid via pipelines and actuators.”

MODULE 4
Pascal’s Law
Blaise Pascal (1623-1662) was a 17th
century mathematician who stated that:

“If a force is applied to a liquid in a

confined space, then this force will
be felt equally in all directions”.

© Getty Images, Art Portrait of

Blaise Pascal

MODULE 4
Pascal’s Law
The force employed when a hydraulic system is
operated is caused by “Pressure”.

Hydraulic pressure is created only when

an attempt is made to compress fluids,
therefore, if a flow of oil is pumped through
an open-ended tube there will be no
pressure, but, if the end of the tube is
blocked and the oil cannot escape, pressure
will at once build up.

“Without some form of restriction there can

be no pressure.”
© Oxford Aviation Academy

MODULE 4
Pascal’s Law

A pump is required to deliver a flow of fluid into the system and

some form of restriction is required to obtain pressure.

MODULE 4
Bramah’s Press
This principle was discovered by Joseph Bramah
(1749 - 1814) who invented a hydraulic press and, in
doing so, observed two facts:

the smaller the area under load, the greater the

pressure generated.

the larger the area under pressure, the greater will

be the load available.
© Institution of Mechanical
Engineers (UK)

MODULE 4
Bramah’s Press

© Oxford Aviation Academy, The Bramah press

MODULE 4
Bramah’s Press
The WORK DONE by a machine = FORCE applied x DISTANCE moved

Then if piston “A” is moved through a distance of 0.6m, and since

work done in the system must be constant,(assuming no frictional
losses), then:

FORCE x DISTANCE (piston A) = FORCE x DISTANCE (piston B)

1000 x 0.6 = 2000 x the distance moved by piston ‘B’

so the distance moved by piston ‘B’ = 0.3 m

(1000 x 0.6 = 600) = (2000 x 0.3 = 600 Joules)

MODULE 4
Bramah’s Press
Thus, for a given fluid pressure, the force produced can be varied by
adjusting the piston area and the resultant linear motion will vary in
inverse proportion to the area.

This would constitute a Passive Hydraulic System

where a force is applied to a piston (piston A) only
when it is desired to move the load (piston B). Thereby
only generating pressure when it is required rather
than generating and maintaining pressure all of the
time and only using it when something needs to be
moved.

MODULE 4
Bramah’s Press

A good example of this would be a

light aircraft braking system which
has a master cylinder to generate
the pressure when the brake pedal
is pressed, and a slave cylinder to
‘do the work’ of moving a piston and
applying the brakes.

© Oxford Aviation Academy, A typical light aircraft

braking system (only one wheel shown).

MODULE 4
System Introduction
The average modern aircraft utilizes hydraulic systems to operate
several systems.

Wing flaps
Landing gear

Wheel brakes Speed brakes

MODULE 4
System Introduction
Hydraulic systems made their appearance on
aircraft in the early 1930s when the
retractable undercarriage was introduced.
© Dietz, Douglas C-47 Skytrain
Hydraulic power was seen as an
efficient means of transferring power
from small low energy movements in
the cockpit to high energy demands
in the aircraft. Hydraulic systems now
have an important role to play in all
modern aircraft, both military and civil. © NRK, C-47 retractable landing
gear animation

MODULE 4
System Introduction
The introduction of powered flying
controls was an obvious application for
hydraulic power by which the pilot was
able to move the control surfaces with
every increasing speeds and demands
for maneuverability.

This application brought hydraulics

in the area of safety critical systems
in which single failures could not
be allowed to hazard the aircraft.

© NASA, Airplane Yaw

MODULE 4
 Hydraulic System Loads

© Wiley, Aircraft Systems

... Flight controls will be discussed in more detail on Module 5

... Landing gear system will be discussed in more detail on Module 7

MODULE 2
Hydraulic Fluid
The working fluid will be considered as a physical medium for
transmitting power, and the conditions under which it is
expected to work.

The efficiency of a hydraulic system is governed by the

resistance to motion encountered by the fluid and, for all
practical purposes, hydraulic fluids are considered to be
incompressible except at high pressures.

27.6 MN/m² and above (276.7 bar or 4,300 psi).

MODULE 2
Hydraulic Fluid
If a container with a certain volume of liquid has a pressure of
34.6 MN/m² (346 bar) applied it can be seen that its reduction in
volume is small as against a similar air container.

Liquid is compressed by only 1% of its original volume,

and 99% remains.

Air is compressed by 99% of its original volume and 1%

(1/300) remains.

It should be noted that the pressure in both

fluids will be felt equally in all directions.

MODULE 2
Hydraulic Fluid
The ideal properties of a hydraulic fluid are:
be relatively incompressible, i.e. up to be non-flammable.
27.6 MN/m² (276 Bar), so ensuring
instantaneous operation. be resistant to evaporation.
have good lubricating properties for
metal and rubber. be chemically inert.
have good viscosity with a high boiling
have freedom from sludging
point (helps prevent vapour locking
and foaming.
and cavitation) and low freezing point
e.g. temperature range +80°C to -70°C. have good storage properties.
have a flash point above 100°C.
be non-corrosive.
be reasonably priced & readily available.
MODULE 2
Hydraulic Fluid
Some characteristics that must be considered:

Viscosity
Chemical Stability
Flash Point
Fire Point

MODULE 2
Hydraulic Fluid
Viscosity is the internal resistance to flow.
Gasoline flows easily (has a low viscosity)
Tar flows slowly (has a high viscosity)

A satisfactory liquid for a hydraulic system must Gasoline

have enough body to give a good seal at pumps,

valves and pistons, but it must not be so thick
that it offers excessive resistance to flow.

The average hydraulic liquid has a low viscosity.

Tar
MODULE 2
 The two most common causes of
oil darkening are thermal stress
Hydraulic Fluid and oxidation.

Chemical Stability is the ability of the

liquid to resist oxidation and deterioration
for long periods.
Excessive temperatures have a great
effect on the life of a liquid.
Liquids may break down if exposed to
air, water, salt, or other impurities.

Oxidation is the chemical union of oil

and oxygen. This is one of the primary
sources for decreasing the stability of
hydraulic oil. (Left) Hydraulic oil in clean, new state
and (Right) oxidized state.
MODULE 2
Hydraulic Fluid
Flash Point is the temperature at which a liquid gives off
vapor in sufficient quantity to ignite momentarily when a
flame is applied.
High flash point is desirable for hydraulic fluids because it
provides good resistance to combustion and a low degree of
evaporation at normal temperatures.

Fire Point is the temperature at which a substance gives off

vapor in sufficient quantity to ignite and continue to burn
when exposed to a spark or flame.
High fire point is required of desirable hydraulic fluids.

MODULE 2
Hydraulic Fluid

Types of Hydraulic Fluid:

Vegetable-based fluid
Mineral-based fluid
Synthetic fluid

MODULE 2
Hydraulic Fluid
Types of Hydraulic Fluid:

Vegetable-based fluid
Most often made of castor oil and alcohol
Effective but also known to cause some sludge and corrosion
Typically only used in older aircraft and is being phases out
of use
Dyed blue for identification
MIL-H-7644 is an example

MODULE 2
Hydraulic Fluid
Types of Hydraulic Fluid:

Mineral-based fluid
MIL-H-5606 is the most widely
used hydraulic fluid in general
aviation aircraft.
Kerosene-type petroleum product.
Dyed red for identification

MODULE 2
Hydraulic Fluid
Types of Hydraulic Fluid:

Synthetic-based fluid
Non-petroleum base hydraulic
fluid for use in high performance
piston engine and turbine
powered aircraft.
Most commonly used fluid of this
type is Skydrol.
Dyed purple for identification.

MODULE 2
Hydraulic Fluid
Hydraulic fluids should be handled with care as they have a
deleterious effect on skin, paintwork, sealing compounds,
rubber materials, perspex etc., and they should never be mixed.

It is of major importance that only the specified hydraulic

oil or its approved alternative is used in a hydraulic system.

The colouring of the fluids assists in their identification

and also assists in finding hydraulic leaks but the
specification can only be confirmed by:

consulting the aircraft manual

only using fluid from sealed containers or the
appropriate replenishment rig.
MODULE 2
Hydraulic Pipelines
Friction between pistons and cylinders, piston rods and bearings cannot
be completely eliminated, it can only be lessened by good design and
workmanship. The friction between the walls of the pipes and the fluid
depends upon:

velocity of the fluid in the pipes.

length, bore and the internal finish of the pipes.

number of bends.

viscosity of the oil.

MODULE 2
Hydraulic Seals
Static seals, gaskets and packing are used in many locations, and
these effect a seal by being squeezed between two surfaces.

Dynamic seals, fitted between sliding surfaces, may be of many

different shapes, depending on their use and on the fluid pressures
involved.

“U” and “V” ring seals are effective in one direction only.

“O” rings and square section seals are often used where
pressure is applied in either direction.

MODULE 2
 O-ring
Hydraulic Seals

U-ring

V-ring (cutaway) Square ring

MODULE 2
Hydraulic Seals
Dynamic seals require lubrication to
remain effective, and wetting of the
bearing surface, or a slight seepage
from the seals, is normally acceptable.

Where high pressures are used, an

“O” ring is normally fitted with a
stiff backing ring, which retains the
shape of the seal and prevents it
from being squeezed between the
two moving surfaces.
© SKF, O-rings and back up rings

MODULE 2
Hydraulic Seals
Seals are made in a variety of materials, depending on the type of
fluid with which they are to be used.

If a seal of an incorrect material is used in a system, the

sealing quality will be seriously degraded, and this may lead
to failure of the component.

Seals are easily damaged by grit, and a wiper ring is often installed on
actuators to prevent any grit that may be deposited on the piston rod
from contaminating the seals.

MODULE 2
Hydraulic Seals
The choice of an aircraft’s hydraulic fluid is influenced by the materials
used for glands, seals, rings, seats etc There are two in common use.

D.T.D. 585 - a refined mineral based oil (Petroleum). Colour - red. Used with
synthetic rubber seals (Neoprene). Note: DTD 585 is an obsolete specification.
DEF STAN 91-48 replaces D.T.D 585 as the British specification.
Other specifications are H515 NATO, OM15 Joint Service, MIL-H-5606F U.S., all
for super clean grades.

SKYDROL - a phosphate ester based oil. Colour - Type 500A purple, Type 700
green. Used with synthetic rubber seals (Butyl). Is fire resistant and less prone
to cavitation because of its higher boiling point.

MODULE 2
Basic Hydraulic Systems
Open Hydraulic System
About Us
Having fluid flow, but no pressure in
the system when the actuating
mechanisms are idle.

The pump circulates the fluid from the

reservoir, through the selector valves,
and back to the reservoir.

MODULE 2
Basic Hydraulic Systems
Closed Hydraulic System
About Us
This system differs from the open-center system in that the selector or
directional control valves are arranged in parallel and not in series.

MODULE 2
Basic Hydraulic Systems
Closed Hydraulic System
About Us
An advantage of the open-center system over the closed-center system
is that the continuous pressurization of the system is eliminated. Since
the pressure is built up gradually after the selector valve is moved to an
operating position, there is very little shock from pressure surges. This
action provides a smoother operation of the actuating mechanisms.

The operation of an open-center system is slower than the closed-center

system, in which the pressure is available the moment the selector valve
is positioned. Since most aircraft applications require instantaneous
operation, closed-center systems are the most widely used.

MODULE 2
Basic Hydraulic Systems
Hydraulic Power Pack System
About Us
A hydraulic power pack is a small unit
that consists of an electric pump,
filters, reservoir, valves, and pressure
relief valve.

The advantage of the power pack is

that there is no need for a centralized
hydraulic power supply system and
long stretches of hydraulic lines, which
reduces weight.

MODULE 2
Basic components of a simple
hydraulic system
About Us
For a complete hydraulic system, it must contain the ff.:

A source of energy – engine, A mechanism for hydraulic oil

auxiliary power unit or ram air cooling
turbine A means of exercising demand –
A reservoir actuators, motors, pumps
A filter to maintain clean hydraulic A means of storing energy such as
fluid an accumulator
A multiple redundant distribution
system – pipes, valves, shut-off
cocks
Pressure and temperature sensors
MODULE 2
 Schematic of a Simple
Hydraulic System
© Wiley, Aircraft Systems

MODULE 2
The primary source of power on an aircraft is the
engine, and the hydraulic pump is connected to
the engine gearbox.

The pump causes a flow of fluid at a certain

pressure, through stainless steel pipes to various
actuating devices. A reservoir ensures that sufficient
fluid is available under all conditions of demand.

In practice most aircraft contain multiple pumps and

connections of pipes to ensure that single failures and
leaks do not deplete the whole system of power.

MODULE 2
Pumps
Draw oil from the reservoir and deliver a supply of fluid to the system.
Pumps may be:
hand operated
engine driven
electric motor driven
pneumatically (air turbine motor) (ATM)
ram air turbine (HYDRAT or RAT)
hydraulically (Hyd. motor driving a hyd. pump) known as a Power
Transfer Unit or PTU.

In most cases the ATM, RAT or PTU is used to

provide an alternate supply as part of the
redundancy provision for the safe operation
of the aircraft.
MODULE 2
Pumps
Hand Pumps may be the only
source of power in a small, light
hydraulic system, but in larger
aircraft are employed:
to allow ground servicing to take
place without the need for
engine running.
so that lines and joints can be
pressure tested.
so that cargo doors etc., can be
© Wiley, Aircraft Systems
operated without power.

MODULE 2
Pumps
Single-action hand pump draws fluid
into the pump on one stroke and
pumps that fluid out on the next
stroke.

Double-action hand pumps produce

fluid flow and pressure on each stroke
of the handle.

Rotary hand pumps produce

continuous output while the handle is
in motion. AIRBUS 320 LANDING GEAR
EXTENSION HANDLE

MODULE 2
Pumps
Power-driven pumps

Constant displacement pumps moves a specific volume of fluid each time

its shaft turns.
Gear pump
Gerotor pump

Variable displacement pumps does not move a constant amount of fluid

each revolution, but only the amount the system will accept.
Vane pump
Piston pump
Centrifugal pump

MODULE 2
Pumps

© Oxford Aviation Academy, Examples of hydraulic

MODULE 2 pump technology.
Pumps

© Oxford Aviation Academy, Examples of hydraulic

MODULE 2 pump technology.
Pumps

© Oxford Aviation Academy, Working principle of a

MODULE 2 piston pump.
Hydraulic Actuation
Reservoir
Store the fluid necessary for the
operation of hydraulic systems.

Aircraft that operate at altitudes

where there is not enough air
pressure to assure a positive
feed of fluid to the pump have
hydraulic reservoirs pressurized.

MODULE 2 © Wiley, Aircraft Systems

Hydraulic Actuation
Actuator
Cylindrical tube and piston assemblies
that utilize hydraulic power to generate DOUBLE-ACTING BALANCED LINEAR
linear, rotary, or oscillatory motion. (FLIGHT CONTROLS)

SINGLE-ACTING LINEAR (BRAKES) DOUBLE-ACTING UNBALANCED LINEAR

(LANDING GEAR)

MODULE 2 © Wiley, Aircraft Systems

Hydraulic Actuation
The philosophy on larger civil aircraft
is where each control surface is split
into two or more independent parts.
Each part has its own control actuator,
each of which is connected to a
different hydraulic system.

The majority of actuators remain in a

quiescent state, either fully extended
or fully closed.

Actuators are essentially two state devices.

© Wiley, Aircraft Systems

MODULE 2
The actuator can be commanded to one or other of
its states by a mechanical or electrical demand.

About Us
This demand moves a valve that allows the hydraulic fluid at
pressure to enter the actuator and move the ram in either
direction.

A mechanical system can be commanded by direct rod, lever

or cable connection from a pilot control lever to the actuator.

An electrical system can be connected by means of a

solenoid or motor that is operated by a pilot or by a computer
output.

MODULE 2
Valves
Selector valve
Used to direct the flow of hydraulic fluid to or from a component
and achieve the desired operation.
Sequence valve
A non-passing valve used to control a sequence of operations.
When a preset pressure is reached, it will allow flow rather than
sending it back to the tank.
Priority valve
Gives priority to the critical hydraulic subsystems over noncritical
systems when system pressure is low.
Pressure relief valve
Used to control or limit the pressure in a system.

MODULE 2
Hydraulic Accumulator
A hydraulic accumulator is used for one of
two purposes: either to add volume to the
system at a very fast rate or to absorb shock.

All accumulators consist of a high strength

container divided by some form of movable
partition into sections, or compartments.

One compartments connected to the

hydraulic pressure manifold, and the other is
filled with compressed air or with nitrogen.

MODULE 2
Hydraulic Accumulator
An accumulator is fitted:
to store hydraulic fluid under
pressure.
to dampen pressure fluctuations.
to allow for thermal expansion.
to provide an emergency supply of
fluid to the system in the event of
pump failure.
to prolong the period between cut-
out and cut-in time of the ACOV and
so reduce the wear on the pump.
provides the initial fluid when a
selection is made and the pump is
cut-out.
© Oxford Aviation Academy

MODULE 2
To achieve the required levels of safety at least two
hydraulic circuits must be incorporated to the system.

The degree of redundancy

necessary is very largely
controlled by specifications
and mandatory regulations
issued by the national and
international bodies charged
with air safety.

A typical dual channel

hydraulic system is
shown on the left.

© Wiley, Aircraft Systems

MODULE 2
System Indicators

© Oxford Aviation Academy

MODULE 2
Questions?
 FEATI University
Department of Aeronautical Engineering and
Aircraft Maintenance Technology

THANK YOU!
End of Module 2

Course: AE624LB(18) - Aircraft Systems

Instructor: Engr. Venice D. Portes
© Copyright | All Rights Reserved