03w HydrSyst

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE
AIRCRAFT SYSTEMS LECTURE NOTES, VERSION 2004

Chapter 3 Hydraulic System
Chapter 3
Hydraulic System
These lecture notes are available for the students of the Polytechnic of Milan for free download.
No commercialisation allowed.
Queste dispense possono essere gratuitamente scaricate da Internet dagli studenti del Politecnico di Milano.
E vietata la commercializzazione.
3.1

3.1 Introduction
The hydraulic system on aircraft is aimed to control movable parts by means of
transformation of hydraulic energy (pressure and volume displacement) into
mechanical energy (force and stroke).
Like the pneumatic and electric system, the hydraulic system is made of 4 stages:
generation, control, transfer and use. Generation is obtained by pumps that
pressurise a fluid; valves and other devices acting on the pumps control the energy
delivered, or pressure; pipelines distribute energy to all necessary areas of the
vehicle; actuators operate the final conversion of energy for the mechanical use.
The main advantages of using a hydraulic system are:
low weight per unit power;
high efficiency in power transmission;
high flexibility in installation;
low damage for overloads;
high reliability;
low maintenance;
low inertia or high frequency response;
good control ability.
On the opposite the drawbacks are:
risk to lose the complete system for failure of one component;
mostly used hydraulic fluids are not fire-resistant.
The net prevalence of advantages makes the hydraulic system a very common
choice for the control of most movable parts in current aircraft designs.
3.2 General layout

Before describing the various hydraulic components necessary for the generation,
control, distribution and uses, a general description of the system is useful.
Generation is obtained by pumps. They can be operated by mechanical connection
to the engines or auxiliary power unit (through gearbox, to reduce the angular
velocity), by electric motors, by compressed air turbines or, in case of emergency, by
external turbines or by hand from the crew.
Valves or feedback to the pump mechanics stabilise the pressure.
Pipelines, junctions and valves transfer the fluid to the actuators. These can be used
for different movable parts, as schematically indicated in fig. 3.1. The diagram gives
an idea of the importance of pipelines layout and installation: the pumps are normally
located in the engine area, and the fluid must be supplied to areas that may be tens
of meters off. In the previous chapter the head loss for fluid in pipes is defined as
proportional, among the other parameters, to the pipe length. Then a study of the
pipelines layout can bring to a limitation of weight and an increase of the hydraulic
efficiency.
Auxiliary components are those allowing storage of the fluid, dump of pressure
peaks, emergency parts, seals, filters and heat exchangers.
System components will be described more in detail in next sections.
3.2

Normally multiple independent hydraulic subsystems are present on board, operated

by the different engines,
sometimes by more pumps
NLG,DOOR,
STEERING
per engine, as shown the
drawing of fig. 3.2. This gives
considerable advantages in
LH
RH
terms of reliability: in case of
AILERONS
AILERONS
failure of one pump, the
LH L.E.
RH L.E.
other can supply power to
FLAPS
FLAPS
LH MLG,
RH MLG,
the subsystem; in case of
DOOR,BRAKES
DOOR,BRAKES
LH T.E.
RH T.E.
failure of one engine, the
FLAPS
FLAPS
power in the active
LH
RH
subsystem can be used to
AIRBRAKE
AIRBRAKE
pressurise the failed
PUMPS &
CONTROL
subsystem. This is normally
operated by a Power
ENGINES
Transfer Unit (PTU), i.e. a
hydraulic motor mechanically
linked to a hydraulic pump
(fig. 3.2); usually it is a bidirectional device. This kind
RUDDER
of crossfeed solution is
ELEVATOR
normally adopted because
the fluids of the two
Fig. 3.1 Hydraulic system layout
subsystems are not mixed in
this way, which could result in complete loss of pressure in case of leakage of one
subsystem.
Some movable parts are controlled by more subsystems: typically landing gear and
door operation and primary flight controls (elevator, ailerons, rudder and part of the
flaps), to allow a safe manoeuvre and landing in case of failure of one system. In fig.
3.2 the two subsystems are drawn in
PRIMARY
different colours, and those primary uses
USES 1
USES 2
USES
operated by both systems are drawn in
orange.
In fig. 3.2 the auxiliary power unit (APU) is
also indicated. This is a turbine engine
whose power is all transformed into
hydraulic, pneumatic and electric power, to
operate all systems on board when engines
are off, or in case of emergency. The
exhaust gases have then limited velocity
and do not contribute significantly to the
aircraft propulsion.
The system shown in fig. 3.2 is more
adequate for a combat aircraft, where the
limited redundancy is compensated by
using sophisticated components. In civil
aircraft the trend is to increase the
redundancy of the system.
PTU
PUMP
1A
PUMP
1B
PUMP
2A
PUMP
2B
ENGINE 2
ENGINE 1
PUMP
1C
PUMP
2C
APU
Fig. 3.2 System layout and crossfeed
3.3

Boeing 747, for instance, has 4 independent subsystems powered by 4 engine-driven

pumps (EDP) located on the 4 engines. Each use can be operated at least by two
subsystems and by the APU. In case of emergency, the subsystems are pressurised
by pumps operated by 4 turbines, powered by the pneumatic system.
PRIMARY FLIGHT CONTROLS
USES 1
USES 2
PTU
PUMP
1A
PUMP
1B
PUMP
2A
PUMP
2B
ENG.1
MOT.
ENG.2
MOT.
PUMP
1C
PUMP
2C
PUMP
3A
MOT.
PUMP
3B
MOT.
PUMP
3C
PNEU.
Airbus 320 has 3

subsystems; two of them
are pressurised by 2
EDP, one by an electric
motor driven pump (MP)
and, in emergency, by a
ram air turbine (RAT)
that is automatically
extended in case of
subsystem pressure
drop.
Boeing 767 has similar
installation, but the 2
EDPs have in parallel
secondary electric motor
pumps in the event that
the primary generation is
not able to maintain the
requested pressure, and
the third system has two
electric pumps, one
turbine pump driven by
the pneumatic system
(ADP) and one RAT (see
fig. 3.3).
As one can guess, many

solutions are possible for
the hydraulic system
Fig. 3.3 Possible system layout, twin engine, airliner
layout, mainly deriving
from the past experience of the aircraft manufacturer. The constant feature is,
anyway, a redundancy able to limit dramatically the possibility of loss of the primary
flight controls, which would result in a catastrophic loss of the aircraft and occupants.
APU
PUMP
3D
RAT
3.3 Hydraulic power generation

To move an actuator, or a piston in a cylinder, the fluid must have a sufficient
pressure to contrast the external load on the piston; moreover a sufficient quantity of
fluid must be introduced in the cylinder to obtain the requested stroke.
A hydraulic pump must supply a flow of pressurised fluid. Lets start seeing how a
flow can be generated, and then how the pressure is generated and controlled.
Pumps able to generate a flow are called displacement pump: they displace a fluid
and force it into the system. Pumps able to generate pressure are often called fluid
dynamic pumps: they accelerate the fluid and then, when it is decelerated, kinetic
energy is transformed into pressure. In all hydraulic systems a displacement pump is
used.
3.4

The most common displacement pump is a piston pump, where the piston has a
sinusoidal motion. The flow generated by such a pump is anyway very discontinuous,
because it is a sinusoid, or better is the positive part of a sinusoid, because the flow
must be in one direction (lets assume it to be the positive one). A series of pistons
like that shown in fig. 3.4, in sinusoidal motion and phase displacement, gives a
resultant flow rate Q that is less variable the higher the number of cylinders;
theoretically it can be expressed in the form:
N
Q = Q sin(t + i ) , (only for sin(t + i ) > 0),

1
where:
N = number of cylinders;
= sinus frequency;
t = time;
i = phase of the i-th
piston;
Q = max flow per
cylinder.
FLOW
Fig. 3.5 shows the

result for a 7-cylinder
pump. It can be
demonstrated that a
pump made by an odd
number of cylinders
gives a lower
oscillating flow rate
Fig. 3.4 Multiple piston pump
than that provided by a
pump made by even numbers of cylinders. Hydraulic pumps of 7 or 9-cylinders are
commonly used. The most suitable way to have the cylinders assembled is to put
them in a revolving drum, with a plate that controls the reciprocating piston motion.
Fig. 3.6 explains the functioning principle. The drum rotates, together with the swash
plate and drive shaft. The piston rods are hinged to the plate. If the plate is perfectly
levelled with the cylinders, or 90 with respect to the drum axis, there is no linear
displacement of the pistons. If the plate has a different orientation, the pistons follow
a sinusoidal motion with phase displacement. Each piston will be in turn in suction
and delivery, passing through the top and bottom dead centres. An additional plate,
pressed against the drum face, brings a couple of curved slot orifices aligned with the
cylinders; this plate works as port
RESULTANT FLOW
from the reservoir and to the
system: one slot will always be in
correspondence of cylinders in
suction phase, the other in
correspondence of cylinders in
SINGLE CYLINDER FLOWS
delivery phase.
The volume of fluid displaced by
each piston at each rotation is a
function of the plate angle of
orientation (that determines the
TIME
piston stroke) and cylinder
Fig. 3.5 Flow from a 7-cylinder pump
3.5

diameter. It is easily understood that, in the ideal case that there is no loss of flow or
compressibility effects, the flow rate Q generated by the pump is as follows:
Q = n V
DELIVERY
SUCTION
DRUM
SWASH PLATE
DRIVE SHAFT
Fig. 3.6 Displacement pump (source: Vagnarelli, Impianti Aeronautici, IBN Editore, 1991)
A
B
C
FLOW
PRESSURE
Fig 3.7 Flow vs. pressure

for a displacement pump
where n is the revolving speed of the

pump and V the total volume displaced
per revolution. This is ideally not
dependent on pressure.
In real installation, loss of flow and
compressibility must be taken into
account. They determine a reduction of
flow that is proportional to pressure
through an efficiency :
Q = n V
(Eq. 3.1)
Fig. 3.8 (A) Radial pistons, (B) Gear
and (C) Vane pumps
Loss of flow is determined by leakage in

all the parts of the pump that are in
relative motion: between piston and cylinder, between drum and slotted plate and at
piston rod hinge on the swash plate. This flow is important for the lubrication of the
components in relative motion. An additional loss of flow is due to the fluid
compressibility.
When pressure increases, and Q are reduced, as indicated qualitatively in fig. 3.7.
The leakage is anyway kept at a low level, so that the efficiency of a hydraulic pump
working at 21 MPa is normally higher than 95%.
3.6

The power W generated by the pump, if Q is the flow and p the pressure, is given by:
W = p Q
Other 3 kinds of displacement pumps are shown in fig. 3.8: the radial pump, with
pistons oriented radially in the drum, gear pump where the fluid is captured by the
counterotating gearwheels and the vane pump, where the fluid is transferred by the
variable geometry chambers among the vanes.
2.4 Hydraulic power control

In a hydraulic system the control philosophy is based on constant pressure. A
constant pressure system has two advantages:
1. all actuators can be sized on the basis of the external load and the known
pressure;
2. more actuators in operation do not interfere.
The principle is exactly the same of the electric network, where the voltage is
maintained constant and a different current intensity is supplied, depending on the
absorption needed by the system.
To keep a constant pressure a variable flow is necessary: when no actuators are
working, the pump will supply a very limited flow, necessary to maintain pressure and
compensate for leakages; when one or more actuators are moving, then absorbing
fluid from the system, a flow must be generated in order to maintain a constant
pressure.
The generated flow is given by eq. 3.1; the angular velocity n must be considered
constant, because it is linearly proportional to the engine speed through the gearbox.
There are two ways to tune the flow and compensate pressure changes: by using a
constant pressure - variable delivery pump, or a constant delivery pump with
pressure control valve on the delivery line.
Both cases are schematically shown in fig. 3.9; in the first case, mostly common,
pressure in the delivery is used to control the orientation of the swash plate, then
controlling the pump volume (V in eq. 3.1). In the second case the pump will always
deliver the max flow rate, and a fraction of it is bleed and returned to tank by a valve
sensing the delivery pressure (in the drawings dotted lines represent pressure
sensing, with no bleed of liquid).
DELIVERY
DELIVERY
TANK
Fig. 3.9 (A) Constant pressure variable delivery pump and (B) pressure control valve
In both cases any pressure change in the delivery line will affect the pump delivery; if
pressure decreases (because one ore more actuators are activated, then requesting
flow), the swash plate will be moved to generate more flow to compensate for the
pressure reduction. If the pressure increases (because one ore more actuators are
3.7

stopped), the swash plate is controlled in such a way to reduce flow generation to
compensate for the pressure increase.
The pressure commonly used in modern aircraft systems is around 21 MPa. This
allows reasonably small actuators with limited problems of sealing and sizing of
components to withstand pressure loads. Military and space applications may have
30 MPa hydraulic systems.
2.5 Pipelines and valves

Materials and sizes of tubing are standardised by rules. When studying a hydraulic
system, the objective is to use safe and efficient sizing with reasonable weight limits.
As usual the two aspects are in conflict: tubing with large diameter and high
thickness should be requested to limit head losses and withstand high pressures, but
they are heavy. Then relatively large pipes are used just before and after the pumps,
because in those sections there is the entire flow going to actuators, which could
determine high head loss; diameters larger than 1 inch are commonly used, but this
of course depends on the aircraft category; then junctions allow distribution of the
flow to different areas (wing, tail, landing gears and so on), and then to the single
actuators: these lines are of lower diameters, but normally not less that 4/16 inch As
far as material is concerned, stainless steel or aluminium 6061-T4 and T6 are
commonly used for the delivery (high pressure) lines, while lower quality aluminium
alloys are used for the return (low pressure) lines.
Flexible hose is required to bring fluid to movable parts.
Tab. 3.1, shows standard tube sizing.
Tab. 3.1 Tube sizing (OD = outside diameter, ID = inside diameter)

3.8

A wide variety of valves can be found in a hydraulic system and a description of all of
them is out of the purpose of these lecture notes. A quick description of the most
important ones follows.
Directional control valve
LP
This can be seen more or less as the switch to operate
HP
an actuator, because it controls the flow and its direction.
The valve is schematically represented in fig. 3.11. HP is
IN
the high pressure line, LP the low pressure line and IN
TO ACTUATOR
the input signal, that can be either a pressure or a
Fig. 3.10 Control valve
mechanical or an electric signal. Depending on how the
sliding spool is moved by the signal (left o right), the flow in the actuator lines will be
in different direction. A spring brings the spool in neutral position when no input
signal is applied. This kind of valve can also be found in rotary spool version.
Check valve
A check valve allows flow in one direction only, then closing
whenever fluid attempts to flow back. This can be
schematically described (fig. 3.11) as a spool that is kept in
closing position by a soft spring, which is easily moved and
opened if the fluid flows in one direction only.
ALLOWED FLOW DIRECTION
Fig. 3.11 Check valve
Relief valve
A relief valve prevents over-pressurisation, by opening a line to the reservoir and
bleeding fluid from the system until normal pressure is
SYSTEM
reached. Many solutions are possible; the one shown in fig.
3.12 is just a schematic representation to explain the
functioning principle.
The pressure acts on a spool contrasted by a tuneable
spring. When pressure produces a force on the spool higher
than the spring pre-load, the spool moves and opens to the
reservoir. After opening the pressure acts on a wider spool
TO TANK
surface, so that the valve is fully opened and small
Fig. 3.12 Relief valve
reductions of pressure cannot close it: this solution prevents
oscillation of the spool.
Sequence valve
The sequence valve controls the sequence of operation between two branches of a
system. It can be easily found in the
BRANCH
BRANCH
landing gear kinematic system, to set the
2
1
sequence between door opening and
landing gear strut moving.
Fig. 3.13 shows schematically the
functioning principle: when the pressure
PUMP
in branch 1 increases, this controls the
spool to move and open the flow to
Fig. 3.13 Priority valve
branch 2. In other cases mechanically
operated sequence valves are used, where the spool is moved by an external
contact.
Pressure-reducing valve
In some cases there are parts of the system that must operate at a lower pressure
than normal system. This branch of the system can be connected to the main branch
3.9

by a pressure-reducing valve. Fig. 3.14

shows the functioning principle: the
pressure in the low pressure system is
used to pilot the valve spool; when
pressure increases, the spool reduces
the opening from the high pressure
branch, and vice versa.
HP
BRANCH
LP
BRANCH
PUMP
Fig. 3.14 Pressure-reducing valve
Shuttle valve
Sometimes an actuator, or a branch of hydraulic system, must be pressurised by an
auxiliary or emergency unit, typically an accumulator. A very simple device allows
selecting the emergency unit in case the pressure in the main system is reduced.
The functioning scheme is reported in fig. 3.15
MAIN SYSTEM
and is called shuttle valve. The spool position is
determined only by the differential pressure of
the main and emergency system. If the main
system pressure drops to a value lower than
that of the emergency system, the spool
EMERG. SYSTEM
excludes the main system and allows
Fig. 3.15 Shuttle valve
emergency system to operate the branch.
Servo valve
A servo valve is usually a control valve powered with a low intensity electric signal,
which allows refined positioning of actuator and high frequency response. Fig. 3.16 is
one of the possible solutions.
Fig. 3.16 Servo valve

3.10

The solenoid is energised by a low intensity signal. Lets assume that the reed
between the two nozzles is moved by the solenoid to close the right nozzle, then
bringing to a pressure increase in chamber A of the control valve: this increase is due
to the reduction of minor loss of the flow through the fixed orifice of the right pipe.
The valve spool is then pushed to the left, opening the hydraulic ways for a left
movement of the actuator piston. The piston stroke is transduced to an electric signal
that forms a feedback to an amplifier. The input signal to the solenoid is function of
the difference between the position command and the feedback of the actual
position. When the two signals are matched, the reed reaches its central position
between the two nozzles and the directional control valve also reaches its neutral
position: the piston is hydraulically locked in the new position.
2.6 Hydraulic actuators

There are two main types of actuators: linear and rotational. Often the first ones are
normally referred to as actuators, while the second ones are called motors.
A linear actuator is a cylinder closed by a movable piston. It can be a single-acting
cylinder, like that in
fig. 3.17A, where
the hydraulic power
is used only to move
A single-acting
B double-acting
it in one direction:
back moving is
obtained by gravity,
spring or other
external loads.
Aviation applications
require doubleacting cylinders,
which can be
C tandem
D telescoping
controlled in both
directions (fig.
3.17B). Because
many actuators
must be controlled
by two hydraulic
subsystems for
redundancy, tandem
Fig. 3.17 Types of cylinders
cylinders can be
used like that shown in fig. 3.17C, normally operated by two subsystems but sized to
work with one subsystem only. Longer strokes can be reached by telescoping
actuators like that shown in fig. 3.17D, but they are not common in aircraft systems.
To size the actuator the necessary parameters are the stroke and the external load,
which normally is a function of the stroke. Static sizing is simply made by considering
the equilibrium of the actuator under the external loads and pressure forces acting on
the two piston areas.
As far as motors are concerned, their functioning principle is exactly that one of the
pumps: there are motors based on axial pistons, radial pistons, gears, vanes and
others; the pressure is transformed into torque by the piston system and the flow
controls the rotational speed of the motor, according to eq. 3.1.
3.11

2.7 Accumulators
Accumulators are pressurised fluid storage that can be used for two main reasons:
1. short emergency operation of branches or single components of the hydraulic
system;
2. damping of pressure fluctuations (ripple accumulator).
In the first case the accumulator is installed on a hydraulic line very close to the
actuator to be operated, with a check valve to prevent flow to be absorbed by other
components. In the second case the accumulator is sometimes located near the
pump or in an area where a more regular pressure is required.
Pressurisation can be easily obtained in a cylinder closed by a movable piston, if this
piston can be loaded by a spring or a compressed gas. If compressed gas is used,
the piston can be substituted by a bladder or a diaphragm, which are lighter
solutions.
As a matter of fact, a physical separation between gas and hydraulic fluid would not
be necessary if the accumulator maintains a position that prevents the gas from
being introduced into the hydraulic system, but this is in general not applicable to
aircraft.
Fig. 3.18 shows the mentioned solutions.
spring
direct gas-fluid
gas-piston
gas-diaphragm
Fig. 3.18 Types of accumulators
gas-bladder
The pressure vs. volume law followed by an accumulator is given by the ideal gas
law, which can be modified according to the conditions. A typical accumulator cycle
in emergency applications will be as follows:
1. adiabatic compression during hydraulic
p
2
system start, from the pre-charge pressure
3
to system pressure: p V = const , where
p is the pressure, V the volume and the
ratio between the gas specific heat factors,
that is 1.4 for ideal gases.
1
2. isobaric cooling to bring the gas back to
the environmental temperature:
4 V
V = const , where T is the temperature;
3. adiabatic decompression in emergency;

Fig. 3.19 Representative cycle for a
4. isochoric re-heating to bring the gas back
gas accumulator
to the environmental temperature before
adiabatic decompression, provided that the discharge was complete:
p
T
= const .
3.12

The p-V plot is shown in fig. 3.19. The most

significant part of the plot is the third branch,
that is the emergency operation. This means
that, during actuator displacement, the
pressure drops with a polytropic law as
follows:
p = p SYS
V0

V0 + V ACT
ACCUMULATOR
ACTUATOR
stroke
where:
pSYS = system pressure;
V0 = initial gas volume;
VACT = hydraulic fluid absorbed by actuator.
Fig. 3.20 Accumulator supply

and actuator request
Proper sizing of the actuator must take into

account this process. In general the minimum
sizing can be defined by comparing the
pressure vs. stroke requested by the actuator
and that one supplied by the accumulator (fig.
3.20), and verifying that the accumulator is
always in excess of pressure p with respect to
actuator.
AIR
PRESSURE
RETURN
pressure
SUPPLY
2.8 Reservoirs
A hydraulic fluid reserve must be available to

compensate for small leakage, thermal and
compressibility expansions and operation of
Fig. 3.21 Pressurised reservoir
non-balanced actuators.
Aviation hydraulic reservoirs are usually
pressurised, to reduce risk of cavitation of the fluid before the pump inlet. In many
cases the pressurisation is obtained by compressed air (from the pneumatic system)
acting on a piston; this solution allows a wide range of manoeuvre, including reverse
flight, with no risk of air suction into the pump.
A schematic representation of a hydraulic reservoir is shown in fig.3.21.
A secondary effect of the reservoir is to cool the hydraulic fluid, which during the
process of flowing in pipelines and valves has increased its temperature.
Another common way to pressurise reservoirs is by using pressure from the delivery
line after the pump.
2.9 Filters
All movable parts in the hydraulic system are subjected to
wearing, that is the main cause of particles contamination
in the fluid. If particles reach considerable dimensions they
may damage some components. Filters must provide
adequate protection of the system.
The filtering element, through which the fluid is forced to
flow, can be made of different materials and geometries:
fabric of organic and non organic fibres, woven of metal
filaments, specially treated cellulose paper and, in some
Fig. 3.22 By-pass filter
cases, magnetic elements to trap ferrous particles only.
3.13

Depending on the type, the sizes of the trapped particles can range from 5 to 25 m.
Since the filter determines high-pressure drops, the element uses to have a wide
surface. Moreover to prevent the filter to become clogged by particles trapping, in
some cases a by-pass line is integrated in the block, that operates automatically after
the differential pressure before and after filtering reaches a reference value (fig.
3.22).
The filter can be located everywhere in the system. A filter on the return line has the
advantage of inducing pressure drops in a part of the system where they are not
relevant; a filter on the delivery line has the advantage of filtering possible particles
that were present in the reservoir or in the pump, before they reach valves and
actuators.
2.10
Layout examples
Fig. 3.23 shows an example of hydraulic system for a modern twin-engine

combat/trainer aircraft. The classic symbolic representation is followed to draw the
components, with exception of the colours used for the pipelines, which makes the
comprehension easier here.
Reflecting the philosophy of having a redundancy for the vital parts of the aircraft,
most uses are operated by both systems, with exception of trailing edge flaps
(system 1 only), airbrakes (system 2 only, with possibility to further exclusion via
priority valve), nose wheel steering (system 2 only) and landing gears and doors
movement (system 2, accumulator and emergency hand pump); main landing gear
braking has the highest redundancy, being operated by both systems, hand pump
and accumulator.
The reservoirs are pressurised by the fluid in the delivery system itself.
Next fig. 3.24 shows the hydraulic system for a short-haul three-engine airliner. The
symbolic representation here reported may look clearer is but less technical than the
previous one, and is often found on the system maintenance manuals.
In this case, 2 systems are normally pressurised, while a third one is in stand-by.
System A is pressurised by 2 parallel engine driven pumps, system B by 2 parallel
electric motor driven pumps. Ailerons and elevators can be normally operated by
both systems. Brakes can be operated by both systems after opening an
interconnect valve, and anyway by an accumulator. The rudder surface is split into
two parts, each operated by one different system, then resulting here also in a control
redundancy.
The reservoirs are pressurised by the pneumatic system.
3.14

Fig. 3.24 Possible solution for the hydraulic system of a short-haul three-engine airliner
3.15

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POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

AIRCRAFT SYSTEMS LECTURE NOTES, VERSION 2004

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

3.2 General layout

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

Normally multiple independent hydraulic subsystems are present on board, operated

Fig. 3.2 System layout and crossfeed

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

Boeing 747, for instance, has 4 independent subsystems powered by 4 engine-driven

Airbus 320 has 3

As one can guess, many

3.3 Hydraulic power generation

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

Q = Q sin(t + i ) , (only for sin(t + i ) > 0),

Fig. 3.5 shows the

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

Fig 3.7 Flow vs. pressure

where n is the revolving speed of the

Loss of flow is determined by leakage in

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

2.4 Hydraulic power control

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

2.5 Pipelines and valves

Tab. 3.1 Tube sizing (OD = outside diameter, ID = inside diameter)

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

ALLOWED FLOW DIRECTION

Fig. 3.11 Check valve

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

by a pressure-reducing valve. Fig. 3.14

Fig. 3.14 Pressure-reducing valve

Fig. 3.16 Servo valve

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

2.6 Hydraulic actuators

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

3. adiabatic decompression in emergency;

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

The p-V plot is shown in fig. 3.19. The most

Fig. 3.20 Accumulator supply

Proper sizing of the actuator must take into

A hydraulic fluid reserve must be available to

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

Fig. 3.23 shows an example of hydraulic system for a modern twin-engine

POLITECNICO DI MILANO - DIPARTIMENTO DI INGEGNERIA AEROSPAZIALE

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