Licence By Post "Th wapica ia his book oa cach fingers. Not suitable for mall _chikren. Care when handling B114.14 “<=AUTHORITY It is IMPORTANT to note that the information in this book is for study /training purposes only. When carrying out a procedure/work on aircraft/aircraft equipment you MUST always refer to the relevant aircraft maintenance manual or equipment manufacturer's handbook. You should also follow the requirements of your national regulatory authority (the CAA in the UK) and laid down company policy as regards local ~~ procedures, recording, report writing, documentation etc. For health and safety in the workplace you should follow the _ regulations/guidelines as specified by the equipment manufacturer, your company, national safety authorities and national governments.y ACKNOWLEDGEMENTS With thanks to: AIRBUS INDUSTRIE UK CIVIL AVIATION AUTHORITY for their permission to reproduce drawings. NOTE. Drawings from Civil Air Publication {CAP} 562 may not be found in current CAA__ publications due to amendment action.CONTENTS Flightdeck indications Reservoir level indication High temperature warning Reservoir low pressure warning Maintenance Sampling Flushing Draining Leak testing Filling Bleeding Checking fluid level Component replacement System testing Pipelines Materials Connections PAGE WOBYIVGae ll 12 13 13 15 15 16HOW TO TACKLE THIS BOOK (PART 2 OF HYDRAULIC SYSTEMS & COMPONENTS) Before starting this book you should have read Part 1. A thorough knowledge of systems and the components will mean that this book will be easier to understand. ‘There is less reading to be done as most of the hard work has been completed in the studying of the previous book. ‘The CAA will expect you to know about the instrumentation side of the hydraulic system to the extent that should it go wrong you should be able to find the fault and rectify it. For more information on the principles of the workings of the instruments you are should read the books in this series entitled “Airframe Instruments” and “Electronic Instruments”. ‘The CAA will also expect you to be able to carry out routine and non-routine maintenance on a hydraulic system - to include fault finding, and embracing the: * Systems * Components * Associated electrical systems * Associated instrument systems Many aircraft have on-board fault computers so the CAA would expect you to mention them, if appropriate, during a fault-finding procedure. However, the CAA would expect you to have sufficient knowledge to fault-find a hydraulic system using ordinary more conventional methods. Pipelines = ‘A small section has been added on hydraulic pipelines - this should reinforce ‘the information on this subject which is dealt with in more detail in the hardware books on Basic engineering. ; :FLIGHT DECK INDICATIONS Flightdeck/cockpit indications will include instruments /indicators that work on the following principles: * Warning lamps with signals from pressure/temperature/contact operated switches. * Warning horn/chimes with signals from similar sources. * Direct reading Bourdon tube type gauges. Rare on large aircraft, though are fitted in servicing areas within the aircraft. Common on older small aircraft * Moving coil type instruments. * de & ac ratiometer type instruments. * Synchro-resolvers. = * CRT (Cathode Ray Tube) screens. For details of the principle of operation of these instruments systems you should refer to the book in this series Airframe Instruments. A Typical Indicator System ‘The indication systems which follow are based on the Airbus A300 except for figure 2 which shows the CRT screen display for the hydraulics page of the ‘A320. The indication systems can be considered as typical for a large aircraft. - + SYSTEM PRESSURE POWER TRANSFER PUMPS: PRESSURE | PUMP SELECTORS TANKSThe hydraulic systems are controlled and monitored from the flight deck hydraulics panel. The panel arrangement represents the fluid flow from the tanks to the pumps and high-pressure delivery to the systems. The control panel shown (figure 1) is vertically divided into three sections, one for each of the independent systems. ‘The panel shows pressures for all three systems for: * Reservoir pressurisation. * System supply pressure. Warnings are given for: Low reservoir pressurisation. Low system supply pressure. a High fluid temperature. Low reservoir fluid level. The panel allows for operation of: * Dump/shut-off valves for the EDPs. Shuts the fire-valve and de-activates the EDP. Electrically operated pumps. Power transfer unit. © Reserve quantity ict @ Reserva LO AM PRESS indication HYD LBD @ fern Ov neaion: owcen FPP giue —_vettow ach 8 om acho 1 — @ sme vave inseam: ~ Oe OPO vge te 7 ® Ose pne it sein puees cacy PO Onttemat © hs ls one @ ci we fh Obit inten J] } — OYIUOW FU POMP co @ : tae Hose Areas Omen oak res ee (@ tHe: FUMES cool wf fom pests indents $$ OVHT OVHT OVHT-—|-@) Tats 9C Coon © system tel SAT Stee e284 % © system pes eter: @ Pune iden : Fig 2 HYDRAULICS PAGE OF THE A320Figure 2 shows an example of a flightdeck CRT display of the hydraulic system of the A320. It is in colour on the aircraft and gives details such as: pressure indications; low pressure warnings; fire-valve positions; overheat etc. It is switched-on using the page selector panel in the flight deck and is part of the ECAM (Electronic Centralised Aircraft Monitor) system. QUESTION: Figure 3 shows the logic circuit for the main warning panel and aural warnings. Can you describe the function of the OR gate? (5 mins) ANSWER: The OR gate means that a warning will be given if ANY one of the following occurs: & 1. Low hydraulic pressure from the pump pressure gauge. 2. Low hydraulic pressure from the low pressure transducer. 3. Low reservoir pressurisation air. 4. High temperature hydraulic fluid 5. Low fluid level in the reservoir. az Fig 3 WARNING LOGIC lili:Reservoir Level - Indicating System ‘The float and arm mechanism drives the synchro-transmitter shaft via a magnetic damper which minimises the transmission of the float oscillations to the synchro-transmitter. ‘The direct reading gauge pointer is mounted on the opposite end of the synchro-transmitter shaft. This allows fluid level to be read at the reservoir location without power being on. ‘The LEVEL LO warning light is activated by a switch which is closed by a cam mounted on the synchro-transmitter shaft when fluid level gets low - about 5 | (1.3 US gallons). The synchro-transmitter is electrically connected to the quantity indicator in the flight deck. synchro adjustment can be made by rotating the transmitter stator using a ~ small adjuster on the casing. STREREO, ROWUSIMEMT Fig 4. RESERVOIR LEVEL TRANSDUCER ‘The synchro transmitter is supplied with 26V ac. Figure 5 shows the wiring circuit for the level indicator systernrrote the lines — to the repeater gauge (for the aircraft servicing panel). The low level switch grounds the “LEVEL LO” light circuit and the “HYDRAU” inputs the Mws. ‘The press-to-test caption light switch, grounds the light circuit to test the lamp and to activate the master warning.TO REPEATER GAUGE 2 ac QUANT.INDICATOR TRANSMITTER Manifolds & Tanks LOW LeveL warn ‘SWITCH Fig 5 RESERVOIR LEVEL AND WARNING INDICATION CIRCUIT High Temperature Warning Circuit (Figure 6) ‘The overheat detection box contains three independent detection channels, blue, green, and yellow (for the three systems). ‘The overheat sensor consists of one arm of a resistor bridge. The bridge output signals are amplified and when the temperature gets too high, {eg 85°C (185*F)} threshold is reached, it triggers a transistor which grounds the TEMP HI light and the master warning input corresponding to the HYDRAU MWP light and the single stroke chime. Pressing the TEMP HI light caption unbalances the resistor bridge to simulate a high temperature. Note the following 1. Before TEST : light is illuminated - overheat - open circuit to sensor. 2. TEST : light OFF - depressing the TEMP HI light caption - light comes on + MWS = unit OK, temperature OK. 3. TEST : light OFF - depressing the TEMP HI light caption - light remains OFF = short circuit to the sensor or the overheat detection box is defectiveIMANIFOLDS| & TANKS JARNING. OVERHEAT SENSOR BLUE RESERVOIR Y— _ GREEN g-— RESERVOIR YELLOW g— RESERVOIR Fig 6 HIGH TEMPERATURE WARNING CIRCUIT LOW PRESSURE SWITCHReservoir Low Pressure Warning (Figure 7) ‘The low-pressure switch grounds the AIR PRESS LO light circuit and the HYDRAU input of the MWS. The caption light is of the press-to-test type. This function gives a ground in parallel with the low-pressure switch. ‘The amber “LO AIR PRES” light illuminates when the pressure drops to about 1.5 bar (22psi). MAINTENANCE OF HYDRAULIC SYSTEMS All maintenance is carried out in accordance with the AMM and the maintenance schedule. If it is routine maintenance then the specified tasks are carried out at the times specified in the approved maintenance schedule. If it is non-planned maintenance such as fault rectification then it is carried out following procedures published in the AMM. With hydraulic systems, cleanliness is of the utmost importance. The filters. fitted in the aircraft system will normally protect the components from the effects of particle contamination, but it is important that any ground equipment used for servicing purposes is kept scrupulously clean, and that the fluid is filtered to a similar standard. Contamination from other fluids must also be avoided, and provision is usually made for taking fluid samples. Whenever a connection is broken or a component is removed, precautions must be taken to prevent the ingress of foreign matter or moisture. If it is necessary to top-up the system, fluid should be poured directly from a new fluid container into the reservoir, or a sealed dispensing rig should it be used. When the system is topped-up from a can, any unused fluid in the can should be discarded or poured into a dispensing rig - unsealed cans with fluid in them should never be left (the fluid could become contaminated and be used in an aircraft system at a later date). Sampling Samples of the system fluid should be taken at the periods specified in the approved Maintenance Schedule, and whenever contamination is suspectedIfa fluid sampling kit is available it should be used strictly in accordance with the manufacturer's instructions, but if such a kit is not available, the sample should be sent to a laboratory for examination. The bottle into which the fluid is drained must be scrupulously clean, to avoid any contamination that may be already present in the sample. The bottle should be washed with soap and water to give a clean, bright finish, rinsed in clean water, then in filtered alcohol, and dried with clean dry air. It is usually recommended that plastic sheet is interposed between the bottle and the cap, to prevent the formation of loose particles when the cap is. screwed on. When taking a sample, a suitable service should be operated to circulate the fluid, and a small quantity should be drained from the sampling point before filling the sample bottle. Every precaution should be taken to prevent contamination of the sample, and any instructions contained in the ~ Maintenance Manual, or in the test kit should be carefully followed. ‘The action which is necessary to take following the testing of a sample of fluid, will depend on the degree of contamination found. The parameters to be tested are ~ acidity, specific gravity, viscosity, water content, and particle contamination, and acceptable values are specified in the appropriate Maintenance Manual. If slight contamination is present, the fluid should be circulated by operation of the services, and a further sample taken. If heavy contamination is found, the affected system should be flushed or drained, and re-filled with clean fluid. Flushing Flushing is normally required after extensive removal and replacement of pipelines or components, and is carried out by operating the particular service a number of times, so that any particle contamination may be trapped by the filters. When it is necessary to flush the main system, the filters should be changed and the fluid should be circulated by operating the largest hydraulic jack a number of times. Either an auxiliary pump, or-arrexternat hydraulic test rig; may be used for flushing, but, if an auxiliary pump is used, it is normally recommended that it is subsequently removed and inspected for possible damage. During flushing always ensure the reservoir is kept topped-up.» Draining the System ‘The hydraulic system should be drained (or partially drained) whenever components which are not provided with self-sealing couplings have to be removed; and also when overheating occurs (above a certain value), or when there is extensive mechanical failure of a pump or similar complex component; or there is introduction of extraneous fluids or foreign matter. Make sure that all driven pumps are configured so that they cannot be operated before commencing draining. If any of them were to be run dry (ie without fluid) then serious damage would occur. ‘The hydraulic system should be made electrically safe (by tripping off circuit- breakers or the removal of fuses, as appropriate). The hydraulic pressure should be released by operating one of the services or operating the pressure release valve, and the air pressure should be released from the accumulators and reservoir. ‘The reservoir filler cap should be removed, and fluid should be drained into a clean container of suitable capacity, by means of the system drain cock. Drained fluid should be returned, in appropriately identified containers, for reclamation by an approved process. IT SHOULD NOT BE RE-USED OTHERWISE. If fluid contamination is the reason for draining, it will also be necessary to remove the filters, and to clean or replace the filter elements as appropriate. Cleaning is usually by an ultrasonic cleaning process, but washing in trichloroethylene may also be permissible as a temporary measure. If the contamination is found to be fluid that has an adverse effect on the seals of the system components, then these components may require replacement — check the AMM or contact the manufacturer direct. If particle contamination is severe the source must be found and the component changed (if it is component break-up). Internal Leak Testing ______ Certain circuits /components will leak internally - from the pressure line to return. This applies to those components where valving employs sliding members that rely on metal-to-metal contact for sealing purposes such as PFCUs.The leak-rate can be checked and if it is found to be higher than that laid down in the manual then the source of the leak must be found and the component replaced; and if an external leak, it must be found and rectified - and the leak- rate re-checked. To check for leaks connect a hydraulic ground power unit equipped with a sensitive flowmeter and pressurise the circuit to the correct pressure as per the AMM. Set the PFCU servo control selector to OFF. The flight controls are isolated. Close all shut-of valves - note the fluid flow. Open the centre shut-off valve to pressurise the tail section of the aircraft. This, will pressurise the following: 7 The rudder PFCU = * The elevator PFCU + Tailplane trim (horizontal stabiliser trim) * Yaw damper, etc Note the leak-rate flow and compare it to the nominal rate stated in the AMM. ——= ——_ RUDDER TRAVEL O! ntseT YAW DAMPER ELEVATOR HORIZ. TRIM. STABILIZ. “tte A RUDDER oye SELECTOR ; ke VALVES pet VAR, LEVER oe A-- 2B Firevaw DAMPER FLOW. METER RETURN. Fig 8 LEAK-RATE TESTING OF THE TAIL SECTION OF THE A300) To test the wing areas successively open the right-hand and left-hand shut-off valves and compare the two leak-rate flows to the laid down in the AMM. Ifa leak above the nominal is located, conventional trouble-shooting procedures are performed (temperature — noise - vibrations) to isolate the faulty accessory. This is changed if an internal leak. An external is rectified. All affected systems are retested followed by a functional. Internal Leak Management Some aircraft are equipped with an internal leak management system which is used to detect abnormal internal leaks in the PFCUs. System Filling iS Filling may be carried out through an open reservoir filler neck, or through a priming connection in the ground servicing bay using an external priming rig, or through a common self sealing coupling with a selector valve to fill anyone of several reservoirs. ‘The system is pressurised for priming purposes by using either an aircraft electrically operated pump; an external hydraulic test rig; or hand pump. Bleeding To ensure correct operation of the system all air must be removed from the pipelines and components. Some components are bled by slackening the pipe connections allowing fluid to escape then retightning. a ‘Some components are fitted with bleed valves/nipples, and others are purged by operating the service and forcing any trapped air to return to the reservoir. Sometimes called self-bleeding systems, they often have to be operated several ~times to purge the air. — The aircraft should be jacked in accordance with the AMM and the Ground electrical power should be connected and the appropriate fluid level and pump overheat warning lamps should be tested.In general the following points should be observed. Remember, for a specific aircraft always follow the procedure laid down in the AMM. Use the aircraft electrically driven pump or hand pump. Keep the reservoir topped up and pressurised if of this type. Start bleeding from the lowest and most distant point in the system. Always bleed from the small volume end of the jack — ie the end that the piston is at. Use a clear plastic hose placed over the bleed nipple with the free end immersed in a glass jar half filled with the same fluid. 6. Using the hand pump slacken the bleed nipple until an air-free-flow of fluid is obtained from the end of the hose. 7. Tighten the nipple and allow the piston to be pumped to the other end of the jack. (The jack may have to be disconnected from the component it moves to allow access). 8. Bleed this end of the jack as in 5 to 7 above, and reconnect jack if necessary. = 9. Carry out this procedure on all jacks/actuators/bleed connections in the system or circuit affected. 10. Place components - landing gear, flaps etc in correct position and top-up reservoir to correct level. 11. Carry out functional checks. 12. Check for leaks and wire lock all bleed nipples/connections used during bleeding. 13. Clear log-book and sign CRS. PERS g NOTE. The fluid obtained from the bleeding process should not be re-used. Checking Fluid Level In general the following points should be noted: 1. Check hydraulic system pressure. With many aircraft this has to be exhausted — the operation of a service such as wheel-brakes or the depressurisation valve will relieve the pressure: Check gas pressure of the accumulators is correct. Check that all the services are in the correct position - usually landing gear down and all other services in or up (ie flaps up, spoilers in etc) ey -4——Check-reservoir level and top up-if necessary. This may-involve topping = up through an open filler neck, or using a pressurised filling rig via a self sealing connection. 5. Check flight-deck level indicators show correct reading ~ as well as direct reading indicators (with a pressurised reservoir check if the pressure should be on)Note. If an excessive amount of fluid is required to top-up to the correct level then investigate the reasons why ~ and rectify. Component Replacement Components are replaced when they become unserviceable or when they are life expired, or when required in the maintenance schedule. When carrying out the task check the following points: 1. Check the AMM for the correct procedures. Check IPC for correct replacement identification. 2. Depressurise the system/component. 3. For an electrically operated component isolate that electric circuit. 4. Check that a correct replacement is available ~ check description part numbers, mod state, and life remaining - if applicable. ~ 5. Check “new” item against stores release certificate, JAA form 1 etc. 6. Drain/shut-off fluid. 7. Jack aircraft if necessary. 8. Remove “old” component. 9. Remove blanks from “new” component; inspect for general condition and fit. Secure pipeline connections and connect any electrical connections, inputs form control systems, pilots inputs etc. 10. Return old component suitably labelled, blanked etc to stores. 11. Prime/bleed system. 12. Carry out a functional test. 13. Record all work done and sign relevant paperwork. System Testing Reference must be made to the AMM. One circuit only may require testing but the points listed below assume that the whole system is to be tested. 1. Jack the aircraft. 2. Check system is complete - reservoir levels are correct and accumulators are changed to correct gas pressure. 3 Connect external electrical power. 4. Insure flightdeck selectors are in the same position as their respective systems. -13-5. Use aircraft electrically driven pumps or connect external hydraulic test rigs. Quick release self seal external connections are as follows: * Constant volume pumps. All aircraft - 2 - one suction, one pressure. * Constant pressure pumps. Some aircraft - 3 - one suction, one pressure, one idling/case drain. Other aircraft - 2 - one suction, one pressure. 6. Where applicable check each circuit for: (a) Smooth operation. (b) Range of movement. (Leaks. (@) Flush fitting doors - landing gear, cargo etc. = {e) Correct clearances. ~ () Correct sequence ~ eg doors and legs on landing gear. (@ Correct inter-relationship of one circuit to another (eg power steering centres on undercarriage up-selection, differential spoilers work with aileron movement). (h) Correct flightdeck indications ~ position - temperature ~ pressure etc. () Timing of each operation. @) Correct warnings, config etc given on flight deck. (k) Correct sense (eg flap lever UP, flaps UP). () Synchronous operation (of flaps). (m) Correct operation of stand-by systems, cross-feed power supplies ete L 7. — Reconfigure aircraft to original configuration. 7 @ Record all work carried out on the aircraft and sign for the work done Generally pumps can be tested: Engine driven pumps - during an engine run. Air driven pumps ~ during an engine run. Electrically driven pumps - with external electrical power connected. RAT pump - with external hydraulic test rig connected. * Power transfer units - with power source system running. Hand pump ~ when driven pumps are off.PIPELINES All pipeline information including materials, methods of connection, and identification have been covered in the hardware books in Basic Engineering. ‘The following is specific, however, to hydraulic pipelines and is typical of a commercial airliner. It is based on the Airbus aircraft. Materials High pressure 7 rae Stait Rigid pipelines inless steel Low pressure Grey painted aluminium alloy except = rigid pipelines fire zones which are stainless steel ~ A Flexible hoses Braided, Teflon lined SNTIFIGATION CAGE attheshatts A ~ ND aS [FevonavticsvsTew noMBER AND COLOR CODE wUMBen| covoncooe [SYSTEM 7 GREEN | GREEN eveTe z SLE LUE SVSTEM St yeciow —[vettowsvsrem FUNCTION AND FLOW ARROW ————=———* OAY3S: NIM Ese ets Fig 9 COMPONENT & PIPELINE IDENTIFICATIONPipelines are placarded with Skydrol-resistant identification bands or metal rings, on which are indicated the system colour code; a brief description of the line function, and the direction of fluid flow. A number is marked on each line. Hydraulic components are identified by means of self-adhesive placards showing the component number as given on the hydraulic system general drawing. As a rule, numbers beginning with 1, 2 or 3 are used for Green, Blue or Yellow system components respectively. PTFE SEAL Fig 10 DEUTCH PERMANENT UNION Pipeline Connections The various hydraulic system components and pipes are connected by fittings /mounting sleeves such as: * Pipe-to-pipe (Harrison or Deutch type perma:rent union). * Pipe-to-pipe through the pressure bulkhead (Harrison and Deutch type). 7 * Pipe-to-component. L * — Component-to-support component. The Harrison type fittings are used where maintenance work has to be performed as the union can be dismantled and re-assembled ‘The Deutch type permanent unions are used for longer distance pipes and in areas where no dismantling has to be performed. Both unions rely on the swaging of a ferrule onto the pipeline using a special swaging machine. The swaging process causes the ferrule to be pressed into the pipe causing some deformation and forming a fluid tight metal-to-metal joint between ferrule and pipe together with PTFE seals. Remember, when manufacturing the Harrison type union the nut should be placed onto the pipe prior to commencement of the swaging process.Fig 11 PIPE CONNECTIONS