HOMEWORK ASSIGNMENT:
See 103C Syllabus
CLOSED-CENTER SYSTEM
CONSTANT DISPLACEMENT PUMPS Purpose: To create flow Constant displacement performance defined as being able to: Deliver a fixed volume of fluid per revolution (Cubic inches per revolution (e.g. .43 C.I. per Rev.)) Deliver a uniform rate of fluid flow (Gallons per minute (e.g. 3 GPM at 2800 RPM)) Pump rating defined as: Volumetric output at a given pressure (e.g. 3 GPM at 1500 PSI discharge pressure) Systems with Constant Displacement Pump Require: A device to unload the pump (an unloading valve for
discharge regulation) and a separate emergency relief valve.
PUMP TYPES AND APPLICATIONS
Vane 25 PSI and 10 in. Hg. Low pressure, high volume
External gear 1500 PSI Medium pressure, medium volume
Gerotor (internal gear) 1500 PSI Medium pressure, medium volume
Piston (bent axis or cam type) 3000 PSI and > High pressure, low volume
VANE PUMP
Vane Pumps
Dry Wet Pesco
Eclipse
Garwyn
Romec
Airborne (Edo)
Sigma-Tek
Tempest
Rapco
Wet Pneumatic Vane Pump Particulars
Eclipse Old and obsolete pump. Possible substitution with another pump.
Splined Coupling
All vacuum pumps, wet or dry on Continental and Lycoming horizontally opposed engines use the
same 12 tooth splined shaft.
Drive Speeds: Lycoming 4 cylinder: 1-1 Lycoming 6 cylinder 1.3-1 Continental 6 cylinder 1.5-1
Other Types of Drive Couplings
Eclipse
Romec
Dry Vane
Spline Coupling
Pump removed, coupling in engine accessory drive
Worn Spline Couplings
Looks like a different coupling, but it isnt.
Airborne (Pins sheared)
PESCO WET VANE PUMP
Wet Vane Pump
Drive Coupling
Torsional vibration minimized by circular springs
Installation Lubrication Test
Typical Wet Vane Pump Particulars Regulation required
Air/Oil separator required
Most pumps are bi-directional
Typical oil consumption 75 c.c. 213 c.c. per hour at 3750 RPM
Smaller volume pumps, for vacuum only; larger volume pumps, support vacuum and pressure
10 in. Hg. maximum suction; 16 in. Hg. pressure
Couplings: either tongue (old) or spline (newer) have shear sections and springs to minimize torsional vibration
Perform lubrication test before final installation
Average life ~ 1000 1200 hours
SUCTION REGULATOR
Inlet air regulation for: Gyro Instruments Pneumatic De-Icer Boots
Dry Vane Pumps
Exploded View
frangible drive coupling designed to fail at 250 in-lbs. torque
Examples of Dry Vane Pumps No Vise decal turns dark when
pump is overheated
Wear indicator window
Typical Dry Vane Pump Particulars Regulation required
Graphite vanes
Not all pumps are bi-directional
Some pumps have canted vanes
Standard AND200000 spline drive mounting
Garlock oil seal prevents engine oil entry
Improved designs have chamfered vanes and Teflon oil seals
Average life ~ 300 400 hours
Some pumps may be overhauled by CRS
Can be damaged during installation and when in service
Unexpected failure mode
Dry Pump Failure
AND20000 Drive Pad
Clockwise rotation facing engine pad
Internal Engine Splines - 26 teeth
TROUBLESHOOTING DRY VANE PUMP OVERHEATS
Dirty filter Kinked or blocked hoses Regulator mal-adjusted
BROKEN CARBON VANES OR ROTOR Pump has been dropped Teflon tape used on fittings Engine cleaning solvent entered pump housing Case was clamped in vise Poor pump overhaul worn case cavity
EXCESSIVE ENGINE OIL IN A WET PUMP Leaky pump mounting flange oil gasket
AIRBORNE VACUUM (DRY VANE) PUMP INSTALLATION TIPS
1. Never install a pump that has been dropped.
2. Clamp pump on mounting flange surface only. Clamping the housing will cause damage to the rotor or housing.
3. Change all filters in the system. Failing to do so could void the warranty on the pump.
4. Spray the fittings with silicone spray. Never use Teflon tape, pipe dope or thread lubricant.
5. Never tighten fittings on the housing more than one and one-half turns beyond hand tight.
6. Always replace all lock washers when installing a new pump.
AIRBORNE VACUUM (DRY VANE) PUMP INSTALLATION TIPS
7. Clean the pump inlet line thoroughly. 8. Blow out all hoses using high pressure
air before using. 9. Replace all old, hard, cracked or brittle
hoses. Sections of the hose liner may separate causing pump failure.
AIRBORNE VACUUM (DRY VANE) PUMP INSTALLATION TIPS
10. Use silicone spray on the hoses to slide them straight onto the fittings. Wiggling the hose from side to side can cause rubber particles of hose liner to be cut from the hose liner and damage the pump.
AIRBORNE VACUUM (DRY VANE) PUMP INSTALLATION TIPS
11. Double check the routing of the hoses. Improper routing could cause damage to the gyro system.
12. Cover the pump cooling ports before using Stoddard solvent to clean the engine.
AIRBORNE VACUUM (DRY VANE) PUMP INSTALLATION TIPS
SWEPT VANE PUMP FITTINGS
NOT SWEPT
NOT SWEPT
AWF 3P-194-AFC WET VANE PUMP
$1599 For aircraft without de-ice boots. New manufacture Airwolf wet vane air pump is based on the universally accepted and proven Garwin and Pesco oil-lubricated air pumps. Each new Airwolf 3P-194-AFC pump is test run for a full two hours and is covered by Airwolf's 2,000 hour/10 year warranty, a warranty that lasts the full life of your engine. Airwolf wet vacuum pumps are FAA PMA approved and are a direct replacement for all 200 series Airborne, Aero Accessories, Champion, Rapco, and Sigmatec Dry vacuum pumps and will also replace Pesco 3P-194 and Garwin wet pumps.Pump housing machined from billet aluminum with precision honed cast iron liner. Precision ball-bearing supported hardened steel rotor. Four oil impregnated soft graphite blades (4 times the thickness of standard dry pump vanes) No preference as to pump rotation, vanes will not shatter due to backfire or inadvertent reverse rotation. Internally engine oil lubricated 20-50 cc per hour.
$475 AWF AFC-W307 Walker Air/Oil Separator
EXTERNAL GEAR PUMPS
Electrically Driven Pumps
Controlled by a pressure
switch
Engine-Driven Pump
Figure 12-21 FAA-H-8083-31 Aviation Maintenance Technician Handbook Airframe, Volume 2
EXTERNAL GEAR PUMP FEATURES Medium pressure (up to 1500 PSI) systems Case and cover end or side ports Drive and driven gears Bushings Pressure loading port / check valve or internal
spring Case pressure port / check valve Shear shaft (pin); Tongue drive on older pumps (Seepage) drain ports
EXTERNAL GEAR PUMP COMPONENTS
EXTERNAL GEAR PUMP THEORY Fluid Power for Aircraft, Page 91
EXTERNAL GEAR PUMP ANIMATION
EXTERNAL GEAR-TYPE PUMP
Mechanical shear shaft will fail:
1. If the pump binds internally permits other accessories in gear train to function normally.
2. To protect the pump from overload system back pressure.
EXTERNAL GEAR-TYPE PUMP
Case pressure (from internal seepage)
provides cooling, lubrication and internal sealing.
Pressure loading reduces internal leakage and prevents loss of pressure due
to case distortion.
PESCO EXTERNAL GEAR PUMP
EXTERNAL GEAR-TYPE PUMP
GEROTOR PUMP
FIXED DISPLACEMENT PISTON
Stratopower Pump New York Air Brake Co. 1400 PSI AN# 4 Part# 67WF3002 SN - C2255 8 Contr. - NOA (s) 51-6 * 3 GPM@1500RPM -
3 WF-12-52 C2255 67B1109 Assy
AXIAL PISTON PUMP ANIMATION
Bent Axis Piston Pump
Bent Axis Piston Pump
BENT AXIS (VICKERS) PISTON PUMP
BENT AXIS (VICKERS) PISTON PUMP
High pressure, low volume (.35 c.i @ 3500 PSI) Pistons (usually an odd number) arranged in
cylinder block Odd piston number to reduce pulsation Universal link drives cylinder block Pistons reciprocate because of bent axis of
rotation Case pressure controlled by foot valve Caged ball bearing drive radial and thrust
bearings
BENT AXIS (VICKERS) PISTON PUMP
High power to weight ratio: typically 2.5 hp/lb Volumetric efficiency 90% Typical displacement: .410 c.i./revolution Common rotational speed 3750 rpm or 1.5 x
crankshaft speed Designed for high RPM Low moment of inertia (fast start, fast stop) low
vibration Maximum stroke angle of 300 to minimize load
BENT AXIS (VICKERS) PISTON PUMP
Changing direction of rotation: 1 foot valve rotate head 1800, reattach lines 2 foot valves Interchange pressure and
return lines Pump internal components (including bearings)
lubricated by hydraulic fluid Increasing Displacement:
Larger diameter pistons More pistons Longer stroke
BENT AXIS (VICKERS) PISTON PUMP
BENT AXIS (VICKERS) PISTON PUMP
Pump Vickers Inc. Detroit Model - PF92713 10ZE SN - X20475
HYDRAULIC PUMP TROUBLESHOOTING
TROUBLESHOOTING HYDRAULIC PRESSURE GAUGE FLUCTUATES
WHEN HYDRAULIC PUMP IS OPERATING Inadequate supply of hydraulic fluid
HIGHER THAN NORMAL HYDRAULIC PUMP TEMPERATURE Excessive internal pump leakage
HYDRAULIC PUMP CHATTERS DURING OPERATION Air leak at pump inlet line
HYDRAULIC FLUID FLOWING FROM PUMP DRAIN PORT (LINE) Worn hydraulic pump shaft seal
BROKEN SHEAR SHAFT Seized pump Unloading valve failure causing excessive pressure
PERISTALTIC PUMP: The fluid is contained within a flexible tube fitted inside a circular pump casing. A rotor with a number of rollers, shoes or wipers attached to the external circumference compresses the flexible tube. As the rotor turns, the part of tube under compression closes (occludes) thus forcing the fluid to be pumped to move through the tube. Additionally, as the tube opens to its natural state (restitution) after the passing of the cam, fluid flow is induced to the pump.
Typically used to pump clean or sterile fluids because the pump cannot contaminate the fluid, or to pump
aggressive fluids because the fluid cannot contaminate the pump. Some common
applications include pumping aggressive chemicals, high solid slurries and other materials where isolation of the product
from the environment, and the environment from the product, are critical.
HOMEWORK ASSIGNMENT:
See 103C Syllabus
VARIABLE DISPLACEMENT PUMPS
Variable Displacement
Fast response to system demand Pump unloading valve (pressure regulator) not
required System accumulator not required for control of
pressure surges, but may be installed for other functions
Principle of Operation Demand (effective stroke control) Stroke Reduction Intake Starvation
Variable Displacement Performance Ratings
The ability to withstand back pressure without internal leakage
Engine Driven Rated in gallons per minute at a specified
RPM (8 GPM at 3750 RPM) Electrically Driven
Rated in gallons per minute at a specified pressure (8 GPM at 3000 PSI)
STRATOPOWER DEMAND PUMP Fluid Power for Aircraft, Page 99
Four Sections
1. Mechanical Drive
2. Fluid Displacement
3. Pressure Control
4. Bypass
65WB06006 Pump
Rated @ 3000 PSI
13 GPM @ 3800 RPM
STRATOPOWER DEMAND PUMP
STRATOPOWER DEMAND PUMP
VICKERS STROKE REDUCTION PUMP Fluid Power for Aircraft,
Page 93
Stroke Reduction Principle
Stroke Reduction Pumps
KELLOGG STROKE REDUCTION PUMP Fluid Power for Aircraft,
Page 95
KELLOGG STROKE REDUCTION PUMP
STRATOPOWER INTAKE STARVATION PUMP
Fluid Power for Aircraft, Page 97
STRATOPOWER INTAKE STARVATION PUMP
Fluid Power
for Aircraft Page
98
Lockheed L-188 Electra and P-3
Orion
MOTOR-DRIVEN VARIABLE DISPLACEMENT
Advantages:
1. Ease of installation
2. Constant speed drive shaft
3. Not dependent on operating engine
4. Centrifugal-type boost pump to minimize cavitation
Disadvantages:
Size and weight
Opens at 3800 +/- 100 F.
MOTOR-DRIVEN VARIABLE DISPLACEMENT
15 20 PSI > existing reservoir pressure
Reduction gears - 3200 RPM
Performance rated in terms of GPM/Pressure
PUMP COMPENSATION
0 G.P.M. @ 2950 -3000 +150 / -0 PSI
8 G.P.M. @ < 2200 PSI
6 G.P.M. @ 2200 2950 +50 / -0 PSI
37.5 GPM @ 3750 RPM First stage centrifugal impeller
establishes 35 PSI to help prevent piston pump cavitation
Piston and Piston Shoe
HYDRAULIC POWER SYSTEM:
VARIABLE DISPLACEMENT PUMP Vickers PV3-160
Pressure Compensated Inline
Piston Pump
VARIABLE DISPLACEMENT PUMP
Variable Displacement Pumps Compensator responds to system pressure Engine or electrically driven Ports
Discharge Suction Case Drain
Possible integral bypass (relief) valve May have multiple stages to help prevent cavitation Depressurization valve (outlet) Fire valve (inlet) Parallel pump discharge check valves Quick disconnect fittings often provided
RAT
SAAB AJSF-37 Viggen
Republic F-105
Powers an electrical generator or hydraulic pump
POWER TRANSFER UNIT Fluid Power for Aircraft, Page 191
Airbus A320 APU "The Barking Dog"
HOMEWORK ASSIGNMENT:
See 103C Syllabus
DIRECT PRESSURE SYSTEM
DIRECT PRESSURE SYSTEM Adjust pressure relief valve with power control
valve held in the CLOSED position
Power Control Valves may be used in either open center or closed center
hydraulic systems.
POWER CONTROL VALVE
SURGE CYLINDER
A hand shutoff valve with an automatic turn-on feature. Pushing the plunger shuts off
pump flow to the reservoir. As an actuator reaches full travel,
pressure causes the valve to re-establish flow back to the
reservoir.
DIRECT PRESSURE SYSTEM
Typically 20% difference between kick in and kick out pressures
Typically opens (cracks) 20% higher than unloading valve kick out pressure
Typically cracks 40% higher than unloading valve kick out pressure
ELECTRICALLY CONTROLLED SYSTEM
MECHANICAL TYPE UNLOADING VALVE:
KICKED-IN POSITION
KICKED-OUT POSITION
Two springs work together to move to kicked out position
Springs oppose each other to move to kicked in position
Pressure Adjustment
Adjustment for Sluggishness
BALANCED PRESSURE-TYPE UNLOADING VALVE:
KICKED-IN POSITION KICKED-OUT POSITION
Reference Fluid Power for Aircraft, Page 56
BALANCED-PRESSURE TYPE Reference Fluid Power for Aircraft, Page 56
1. Bypass valve 2. From pump 3. Check valve
4. To accumulator 5. Piston 6. Spring
7. To reservoir
BALANCED-PRESSURE TYPE
KICKED-IN POSITION KICKED-OUT POSITION
VICKERS UNLOADING VALVE
KICKED-IN POSITION KICKED-OUT POSITION
VICKERS UNLOADING VALVE
FUNCTIONAL TEST 1. Test conducted as
close as possible to actual operating conditions.
2. Accumulator gas charge 1/3 of kick-out pressure.
3. Fluid input: 7.5 GPM (internally drained)
4. 10 GPM (externally drained)
BENDIX BALANCED PRESSURE REGULATOR:
KICKED-IN POSITION KICKED-OUT POSITION
1. Chattering Low reservoir level 2. Unloading valve cycles too frequently Low (or no) accumulator pre-charge 3. Accumulator does not charge with fluid (0 pressure) Broken (or missing) pilot valve spring Relief valve set too low 4. Early kick-in Leaky internal check valve 5. Late kick-out Leaky bypass spool 6. Will not bypass (unload) to reservoir Spools or plungers stuck in their bores
TROUBLESHOOTING
SYSTEM RELIEF VALVES Reference Fluid Power for Aircraft, Page 112
SYSTEM RELIEF VALVE 1. Adjusting Screw
2. Checknut
3. O-ring Packing
4. Main valve housing
5. Spring guide
6. Body
7. Ball holder assembly
8. Ball holder spring
9. Ball
10. Main valve
11. Main valve spring
SYSTEM RELIEF VALVE
1. Inlet body 6. Packing 11. Piston
2. Nut 7. Ring 12. Load spring
3. Gage 8. Sleeve 13. Spigot
4. Poppet spring 9. Packing 14. Outlet body
5. Poppet 10. Ring
SYSTEM RELIEF VALVE
Typical Cracking Pressure: 1650 PSI Free Flow Pressure: 1900 PSI Reseat Pressure: 1517 PSI
THERMAL RELIEF VALVE
Closed Open
Relief Valves Relief valves do not unload the pump Adjusted to open at cracking pressure Typical full flow and reseat pressures
approximately 10% higher and lower than cracking pressure
Cracking pressure can be affected by back pressure
Balanced relief valves and return manifold check valves are designed to minimize or reduce the effect of back pressure
Some relief valves are designed to reduce rapid opening and closing pressure
Unloading Valve Failed in Kicked-In Position
Higher than normal system pressure System relief valve will chatter or buzz Higher than normal fluid temperature
Adjustment Hierarchy
See aircraft maintenance manual for adjustment procedure (some relief valves are to be adjusted on a test stand, not while they are installed on the aircraft)
Highest to Lowest Thermal relief (valves) System relief valve Unloading valve
Adjustment may require jumpers to bypass valves in the circuit that open at lower pressure settings.
FLAP OVERLOAD VALVE
Installed in Flap Down Line
HYDRAULIC PRESSURE REDUCER
in2
in2
Downward Force
750 lbs.
100 lbs
Upward Force
750 lbs.
100 lbs
PRESSURE REDUCER Reference Fluid Power for Aircraft, Page 116
PRESSURE REDUCER:
PRESSURE REDUCER
PRESSURE REDUCER Reference Fluid Power for Aircraft
Page 116 and 117
HOMEWORK ASSIGNMENT:
See 103C Syllabus
THREE PORT SELECTOR VALVE
SELECTOR VALVE GLOBE TYPE
SELECTOR VALVE POPPET TYPE
Balanced and Unbalanced Types Stop pin limits travel
SELECTOR VALVE POPPET TYPE
SELECTOR VALVE POPPET TYPE
1. O-ring gasket
2. O-ring packing
3. Sleeve
4. O-ring packing
5. Slide
6. Detent spring
7. Spring retaining bolt
8. Body
SLIDE TYPE SELECTOR VALVE
Most durable of selectors Lands and Grooves Detents
SLIDE TYPE SELECTOR VALVE
SOLENOID OPERATED SELECTOR 1. Override rod
2. Receptacle
3. Retainer
4. Lever assembly nut
5. O-ring
6. Plunger shaft
7. O-ring
8. Plunger
9. Stop
10. Selector sleeve
11. Selector slide
12. Valve body
13. O-ring backup ring
14. Pilot spring
15. Pilot slide
16. O-ring and backup ring
17. O-ring
18. Pilot spring
19. Solenoid coil
20. O-ring and backup ring
21. Detent stop
22. Plug
23. Position lock assembly (balls and spring)
24. Knob
25. Spring
SOLENOID OPERATED SELECTOR TYPES:
Full-Trail Power Off - both cylinder ports open to return
Half-Trail Power Off one or the other cylinder ports
open to return
Non-Trail Power Off both cylinder ports blocked to
return
Four-Way Servo Controlled Valve
Figure 12-35 FAA-H-8083-31 Aviation Maintenance Technician Handbook Airframe, Volume 2
CHECK VALVES
RESTRICTORS (ORIFICE) FIXED
ADJUSTABLE
INPORT OUTPORT
Adjustable needle valve
RESTRICTORS (ORIFICE)
SNUBBER AND PRESSURE GAUGE Snubber
dampens out system pressure
surges and prevents
oscillation of indicator pointer
Fitting assembly orifice restricts
flow. Pin is pushed and
pulled through orifice by
plunger, keeping it clear and at a
uniform size
ORIFICE CHECK VALVES
1. Outlet port 4. Inlet port
2. Cone 5. Orifices
3. Orifice 6. Orifice
CONE TYPE BALL TYPE
TYPICAL MARKING
METERING CHECK VALVE
METERING PIN
CHECK VALVE
PORT A TO ACTUATING CYLINDER
PORT B TO SELECTOR VALVE
E-1B 1500 PSI POWER SYSTEM
1. Main reservoir 2. Vent check valve 3. Vent filter 4. Ground test inlet 5. Left emergency hydraulic shutoff valve 6. Left emergency hydraulic shutoff valve switch 7. Right emergency hydraulic shutoff valve switch 8. Right emergency hydraulic shutoff valve 9. Emergency hydraulic shutoff valve circuit breaker 10. Ground test outlet 11. Engine driven hydraulic pump (2) 12. Quick disconnect (6) 13. Main relief valve 14. Autosyn transmitter (2) 15. Pressure snubber 16. A-C instrument bus 17. Hydraulic pressure indicator 18. Left hydraulic pump pressure gage circuit breaker 19. Right hydraulic pump pressure gage circuit breaker 20. Check valve (4) 21. Filter (2)
21
BYPASS CHECK VALVE M.O.C.V. (MANUALLY OPERATED CHECK VALVE)
Fluid Power for Aircraft, Page 116
Reference Fluid Power for Aircraft, Page 250 REGULATOR CONTROLLED SYSTEM
RATCHET VALVE
STATIC ON
Locks an actuator in a fixed position, preventing
movement in either direction. Especially
important if selector valve is left in the ON position
or selector valve has internal leakage.
RATCHET VALVE:
RATCHET VALVE:
HYDRAULIC FIREWALL SHUT-OFF Electrically controlled valve shuts off hydraulic fluid flow to engine-driven pump in the event of an engine fire.
NAVY E-2
Visual position indicator (on the valve itself) is mechanically connected to the operating part of the valve and provides a positive indication of valve position.
Caution: Operating an engine with the firewall shut-off valve closed could cause severe damage to the engine-driven pump.
Shutoff Valves
Figure 12-48 FAA-H-8083-31 Aviation Maintenance Technician Handbook Airframe, Volume 2
HYDRAULIC FIREWALL SHUT-OFF S-2D Firewall Shut-Off
Valve Installation
QUICK DISCONNECT FITTING
AC65-15A Page 327: Valves are installed in the pressure and suction lines of the system just in
front of and immediately behind the power pump
QUICK-DISCONNECT FITTING Aeroquip 145 and 155 Series
provide a means of quickly connecting and disconnecting hydraulic lines without loss of fluid or entrance of air into the system, but do not eliminate the possibility of contaminants entering the system
QUICK-DISCONNECT FITTINGS
SCREW TYPE Proper tightening determined by visual inspection of lock spring or by feel.
QUICK-THREADING INDICATING TYPE Three equally spaced indicating pins on the socket half will
be extended when the halves are properly connected.
PUSH-PULL TYPE Connected by pushing mating halves together, disconnected by pulling back on the outer shell. STRAIGHT-FLOW BALL VALVE TYPE
In the connected condition, the lock ball on the socket half will protrude through the socket outer shell. When disconnected, the lock ball will be under the socket shell and will not be visible.
BALL-LOCK TYPE This type employs a cam ring and ball cage in the socket. When connecting, a distinct snap is heard and felt when the lock balls drop into the lock pocket indicating proper connection.
QUICK-DISCONNECT FITTING
Aeroquip 3200 Series
C-130 GROUND HYDRAULIC POWER
SHUTTLE VALVES
SHUTTLE VALVE
SEQUENCE VALVE
Mechanically Tripped
SIMPLIFIED LANDING GEAR SCHEMATIC
RETRACTION SCHEMATIC Reference AC65-15A, Page 350
PRIORITY (RELIEF) VALVE
No flow, Insufficient pressure to open the valve
Sufficient pressure to open the valve
Return flow in the opposite direction
HYDRAULIC FUSE
No flow condition
Normal flow condition piston is drifting to the right
Shut off condition piston moved fully to the right preventing flow
through the valve
Reverse flow condition piston is returned to the left
Reference Fluid Power for Aircraft Page 132 - 134
Hydraulic Fuse
Figure 12-43 FAA-H-8083-31 Aviation Maintenance Technician Handbook Airframe, Volume 2
HYDRAULIC FUSE
Boeing B737 Lear Model 60
HYDRAULIC FUSE TYPES
CROSSFLOW VALVE
FLOW CONTROL VALVE
FLOW REGULATOR:
Provides a constant outlet flow regardless of inlet pressure
PRESSURE SWITCH:
HYDRAULIC POWER SYSTEM:
T-2 HYDRAULIC POWER SYSTEM
Parker Aerospace Components
HOMEWORK ASSIGNMENT:
See 103C Syllabus
ACTUATORS PURPOSE:
Transforms fluid pressure into mechanical force (Transforms fluid flow into mechanical motion).
TYPES: Linear
Double Acting Balanced Unbalanced
Single Acting Rotary (hydraulic motor)
ACTUATORS BASIC TYPES: Fluid Power for Aircraft, Page 187
Brake Actuators Lock / Latch Actuators
Landing Gear Actuators (and other common
actuators)
Flight Control Actuators Servo Spool Actuators Nose Wheel Steering
Actuators Windshield Wiper Actuators
SINGLE ACTING ACTUATOR:
SINGLE ACTING ACTUATOR
UNBALANCED DOUBLE-ACTING ACTUATOR
UNBALANCED DOUBLE-ACTING ACTUATOR
RACK AND PINION ACTUATOR:
INTERNAL SNUBBER ACTUATORS: Fluid Power for Aircraft, Page 188
CUSHIONED ACTUATORS: Extend: Pressure is routed through the extend port into the feed tube. Fluid flow is restricted by metering rod. Piston head eventually contacts poppet, which slows movement by placing spring in compression. Unpressurized fluid is expelled from the retract port. Air is drawn into the outer chamber behind the piston.
Retract: Pressure is routed through the retract port to the outer chamber against the piston head. Piston retracts rapidly as unpressurized fluid in the inner chamber is forced through the feed tube and out through the extend port. Air is expelled from the outer chamber behind the piston.
CUSHIONED ACTUATORS:
Internal cylinders or piston sleeves permit equalizing of fluid displacement
Ball Lock Actuator Gear down and locked. Balls held in race detents by ball lock plunger; down lock switch actuated by piston shaft groove.
Ball lock plunger moves to the right causing balls to drop free from detents; plunger sleeve actuates down lock switch.
Down lock released. Piston shaft assembly retracts and unlocks gear.
Finger Lock Actuator
INTERNAL LOCK ACTUATORS Fluid Power for Aircraft, Page 189
LOCKING ACTUATORS:
Servo Actuator / Sloppy Link
Typical Hydraulic Servo. Figure 2-9 shows a typical hydraulic servo. In operation, when the pilot valve is displaced from center, pressure is directed to one chamber of the power piston. The other chamber is open to return flow. As the power piston travels the pilot valve housing travels because the two are attached. The pilot valve itself is being held stationary by the operator, and the ports again become blocked by the lands of the pilot valve stopping the piston when it has moved the required distance.
Figure 2-9. Hydraulic Servo Incorporating Sloppy Link and Bypass Valve. Servo Sloppy Link. Notice the servo sloppy link in Figure 2-9. It is the connection point between the control linkage, pilot
valve, and servo piston rod. Its purpose is to permit the servo piston to be moved either by fluid pressure or manually. The sloppy link provides a limited amount of slack between connecting linkage and pilot valve. Because of the slack between the piston rod and the connecting linkage, the pilot valve can be moved to an ON position by the connecting linkage without moving the piston rod.
Servo Actuator
Bypass valve permits manual servo movement when no operating pressure is available
Irreversible Valve
Used in helicopter servos in the flight control system to block the travel of feedback forces from their point of origin in the rotor head to the control stick
REDUNDANT ACTUATORS Fluid Power for Aircraft, Page 188
TANDEM ACTUATORS
HYDRAULIC MOTOR
HYDRAULIC MOTOR Fluid Power for Aircraft, Page 190
HYDRAULIC MOTOR Fluid Power for Aircraft, Page 100
POWER TRANSFER UNITS Fluid Power for Aircraft, Page 191
NOSEWHEEL STEERING
Rack and Pinion Actuator
Fluid Power for Aircraft, Page 192
NOSEWHEEL STEERING:
Differential Actuation
Fluid Power for Aircraft, Page 193
DIFFERENTIAL SYSTEM Fluid Power for Aircraft, Page 194
NOSEWHEEL STEERING Steering Damper Actuation
Fluid Power for Aircraft, Page 194
HYDRAULIC SERVO SYSTEMS
Aileron PCU
RUDDER POWER UNIT
SERVO-TYPE ACTUATORS
SERVO ACTUATOR
BELL 206 JET RANGER:
B-757
B-757 LEFT SYSTEM
B-757 CENTER
B-757 RIGHT
B-757 LEFT ENGINE INOPERATIVE PTU IN
USE
PTU IN
USE
B-757 BOTH ENGINES INOPERATIVE RAT IN
USE
LEAR 20
AILERON CONTROL: NAVY A-4
ELEVATOR CONTROL: NAVY A-4
RUDDER CONTROL NAVY A-5
Q ARTIFICIAL FEEL/FEEDBACK UNIT: Unit receives air data signal from the pitot-static system. The signal is used to modulate a control mechanism in the Q unit and operate a hydraulic load jack connected to the flight control system. The pilot is given feel that is directly related to aircraft speed and will greatly increase with aircraft speed. Q feel is popularly used in military / commercial aircraft that have a high speed and low control surface deflection. Spring feel is popularly used in aircraft that have a lower speed and higher control surface deflection.
B737 PCU
B737 PCU
B737 PCU
HOMEWORK ASSIGNMENT:
See 103C Syllabus
VENTURI TUBE
VENTURI TUBE
LOW PRESSURE PNEUMATIC SYSTEM:
LOW PRESSURE PNEUMATIC SYSTEM
LOW PRESSURE PNEUMATIC SYSTEM
HIGH PRESSURE PNEUMATIC SYSTEMS
ADVANTAGES OVER HIGH PRESSURE HYDRAULIC SYSTEMS:
Reduced fire hazard Limitless supply of fluid (with an on-board compressor) Less weight no system liquid weight and no return lines Small leakage may not cause rapid pressure drop Not sluggish in cold climates
DISADVANTAGES: Moisture accumulation may freeze and cause blockage System lubrication must be considered
PNEUMATIC COMPRESSOR:
Walter Kidde Compressor WK 890272 3000 PSI 2.4 SCFM
Hydraulic motor driven
HIGH PRESSURE COMPRESSOR
Built by Daveys Aerospace Division Keco Industries
HIGH PRESSURE PNEUMATIC SYSTEM:
MOISTURE SEPARATOR:
PNEUMATIC SOURCE:
PNEUMATIC DISTRIBUTION:
F-104 Utility Hydraulic System
F-104 Hydraulic System
YAK-52
B757-200 DOORS:
B757-200 EMERGENCY PNEUMATICS:
B757-200 EMERGENCY PNEUMATICS:
EMERGENCY PNEUMATIC SYSTEM:
B757-200 EMERGENCY PNEUMATICS:
B757-200 EMERGENCY PNEUMATICS:
EMERGENCY BRAKE SYSTEM:
PNEUMATIC SYSTEM SELECTOR:
PNEUMATIC SYSTEMS Fluid Power for Aircraft, Page 74
PNEUMATIC CYLINDER:
SPHERICAL PNEUMATIC FLASK
HOMEWORK ASSIGNMENT:
See 103C Syllabus
HYDRAULIC POWER SECTION Reference Fluid
Power for Aircraft, Page 216
LANDING GEAR SCHEMATIC Reference Fluid Power for Aircraft, Page 218
Dump Valve
BRAKE SYSTEM SCHEMATIC Reference Fluid Power for Aircraft, Page 220
NOSEWHEEL STEERING SCHEMATIC Reference Fluid Power for Aircraft, Page 221
CARGO-LOADING DOOR SCHEMATIC Reference Fluid Power for Aircraft, Page 222
MECHANICAL SEQUENCING SYSTEM: Reference Fluid Power for Aircraft, Page 223
WING FLAP HYDRAULIC SCHEMATIC: Reference Fluid Power for Aircraft, Page 224
AILERON BOOST SCHEMATIC: Reference Fluid Power for Aircraft, Page 225
In-Flight Refueling Systems
Self-locking, two position actuator Orifice check valves control rate of extension and retraction Check valve prevents return manifold surges from unlocking the extended actuator during flight Electrical and hydraulic power required for operational check Extension 5-7 seconds; Retraction 9-11 seconds
Reference NAVEDTRA 14315, Page 15-12
S-2D HYDRAULIC WINDSHIELD WIPER
P3-A HYDRAULIC WINDSHIELD WIPER
P3-A HYDRAULIC WINDSHIELD WIPER
HOSE TESTING UNIT: Reference Fluid Power for Aircraft, Page 228
AIRCRAFT JACKS / JACK PADS: Reference Fluid Power for Aircraft, Pages 229 / 230
Aircraft Jacking
Ensure that all jacks are raised and lowered evenly to prevent the aircraft from tipping and falling off the jacks.
Use jack safety
collar to prevent
inadvertent jack
retraction.
MAINTENANCE STANDS Reference Fluid Power for Aircraft, Pages 232 / 233
Ground Support Equipment Know what required ground support equipment is
necessary for maintenance on your aircraft. Ensure ground support equipment is in proper
working order. Ensure people know how to use ground support
equipment. Observe the recommended scheduled maintenance
& calibration schedule on ground support equipment.
Never remove / tamper or modify built-in safety devices that are designed to work in ground support equipment.
GROUND SUPPORT EQUIPMENT
GROUND SUPPORT EQUIPMENT
CESSNA HYDRAULIC TEST UNIT Reference Fluid Power for Aircraft, Page 234
Hose and Tube Proof Pressure Testing : Minimum of 30 s.
F-35 HYDRAULIC POWER SUPPLY Lockheed Martin has assigned the following internal identification numbers: Diesel PHPS LMIC# 2JSL00032-0001 (HII PN# 050170-100) Electric PHPS LMIC# 2JSL00021-0001 (HII PN# 050171-100) Capable of hydraulic fluid output operating pressures of between 4000 PSI and 6000 PSI and flow rates of between 24 GPM @ 4000 PSI and 10 GPM @ 6000 PSI, the dual system unit provides adequate hydraulic fluid pressure and flow for the JSF as well as a variety of other aircraft applications.
D-6 TEST STAND: Reference Fluid Power for Aircraft, Page 235
D-6 TEST STAND: Reference Fluid Power for Aircraft, Page 236
PORTABLE TEST STAND SPECIFICATIONS:
PORTABLE TEST STAND SPECIFICATIONS:
PNEUMATIC COMPRESSORS: Reference Fluid Power for Aircraft, Pages 240 / 241
MC-1 PNEUMATIC COMPRESSOR: Reference Fluid Power for Aircraft,
Page 242
Starting: 1. Always start with the clutch disengaged. 2. Always engage clutch at low, idle speed. 3. Put compressor in unload position
before the engaging the clutch. 4. Do not overt tighten moisture and relief
valve drains. Shutdown: 1. Unload the compressor before engine
shutdown. 2. Allow compressor to cool at fast idle
before disengaging the clutch (usually 2 minutes).
3. Allow engine to run with compressor disengaged for 5 minutes.
MC-1 PANEL: Reference Fluid Power for Aircraft, Page 243
HOMEWORK ASSIGNMENT:
See 103C Syllabus
TROUBLESHOOTING
SYSTEM DIVISION Most closed-center systems are divided into logical sub-sections: 1. Power Control (Normal / Emergency) Beginning at reservoir a. Power pump(s) Engine and/or electrically driven Constant displacement with regulator, variable displacement with
compensator, accumulator b. Auxiliary hand pump, secondary power pump, ram air turbine
(RAT) or power transfer unit (PTU) 2. Directional Control a. Hand operated selector valves b. Solenoid selector valves 3. Actuation a. Linear actuators double and single acting, balanced and
unbalanced full-travel and position selectable b. Hydraulic motors standard, reversible and speed/torque
governed
Correct fault isolation of a problem using a systematic approach.
1. Know and understand what normal operation is. How can you identify abnormal problems if you dont know what normal operation is?
TROUBLESHOOTING HIGHLIGHTS
2. Have available and study all schematics prior to troubleshooting. Schematics very frequently show direction of fluid flow. Its almost impossible to troubleshoot complex systems without one.
TROUBLESHOOTING HIGHLIGHTS
3. Isolate by sub-system first, then individual components one at a time assume only one failure at a time.
a. Logically reason that replacement of a component will solve the problem before component replacement.
b. Avoid shotgun troubleshooting unproductive, expensive and wastes time.
TROUBLESHOOTING HIGHLIGHTS
4. Consider the most likely component or item to fail first in the list of potential components and check the easiest items first.
TROUBLESHOOTING HIGHLIGHTS
5. Use and verify conditions using aircraft instrumentation where possible before using shop equipment.
TROUBLESHOOTING HIGHLIGHTS
TROUBLESHOOTING TIPS If no pressure is indicated on the system
pressure gauge, yet there is a return flow to into the reservoir, the trouble probably does not lie with the pump, but in the pressure control valves for the system. Pumps are fluid movers, not pressure generators. A pressure regulator or relief valve may be stuck open. Remember that pressure is created by confinement of fluid or resistance to flow.
With systems having a gauge mounted on the gas side of the accumulator, proper operation of the system pressure gauge may be verified by building pressure above the pre-charge level and observing that both gauges indicate the same pressure.
TROUBLESHOOTING TIPS
If there is a restriction in the pump outlet or between the pump outlet and the system pressure regulator, the system pressure will drop (gauge reading) when some unit is actuated. The pump is unable to provide the volume of fluid the system requires.
TROUBLESHOOTING TIPS
System pressure that is higher than normal could mean that the unloading valve (pressure regulator) is failing to unload the pump and a relief valve is maintaining the pressure.
Knowing the setting of each relief valve will help determine which valve is doing the work.
When a relief valve is controlling pressure, it frequently chatters, buzzes and becomes warm.
Also, an open system relief valve may cause a variable displacement pump to overheat as the pump is continuously delivering full flow in an attempt to build system pressure.
TROUBLESHOOTING TIPS
Lower than normal system pressure could be caused by faulty (open) regulating (relief) valve or a mis-adjusted pressure regulator.
TROUBLESHOOTING TIPS
A loud hammering noise is a system that has an accumulator may indicate an insufficient gas charge (preload) in the accumulator. As the pumps regulator kicks-in and kicks-out, the accumulator is not able to provide the cushioning effect of the gas charge. Verify gas charge by noting system pressure gauge reading on building pressure or releasing pressure. Some systems have a gauge mounted on the gas side of the accumulator.
TROUBLESHOOTING TIPS
TROUBLESHOOTING TIPS When normal system pressure
suddenly drops to zero as the pump stops, the accumulator may have lost the gas charge. Verify the proper pre-charge pressure and check for a leaking servicing valve.
Regulator chatter may be caused by low reservoir level. Insufficient accumulator gas charge may cause the regulator to cycle too frequently.
TROUBLESHOOTING TIPS
A broken or missing pilot valve spring or the system relief valve set too low will cause the regulator to bypass fluid to the reservoir. A leaky regulator check valve will cause early kick-in. A leaky regulator bypass spool will cause late kick-out.
TROUBLESHOOTING TIPS
TROUBLESHOOTING TIPS Failure of a variable displacement pump
compensator might be noted by loss of pressure or abnormally high pressure, depending upon mode of failure. Note: Normal pressure differential between full flow and zero flow is frequently only 50 PSI.
Pump chattering and subsequent overheating may indicate air at the inlet line of the pump. Causes might include a low reservoir level or a leak in the line between the reservoir and the pump.
TROUBLESHOOTING TIPS
TROUBLESHOOTING TIPS Slow actuation of a unit (slow moving
actuator) is often caused by internal leakage in a valve or an actuator. This leakage may also cause the regulator to cycle more frequently than usual. Electrically driven pump systems may show an excessive ammeter load when the actuator is moving. The motor is loaded for an abnormally long time. The leaking component may produce a hot-spot and become abnormally warm.
Spongy actuation is usually an indication of air in the system. Most double-acting systems are self-bleeding. If a component has been replaced, it should be cycled a number of times to purge air back to the reservoir. If the actuating time decreases each time the system is cycled, the air is being worked out of the fluid.
TROUBLESHOOTING TIPS
Note: Some systems do not purge air normally; special instructions are usually supplied by the airframe manufacturer to remove trapped air.
TROUBLESHOOTING TIPS
TROUBLESHOOTING TIPS
Regulating and relief valves are adjusted in a specific order. Highest opening pressure valves are set to relieve first, then valves with lower pressure settings. Jumpers and/or caps may be necessary to block some regulating and relief valves in order to reach the higher operating pressure of some valves.
Sometimes a hydraulic gauge fluctuates rapidly, with the pointer forming a blur. This may be an indication that there is air in the gauge line (inadequate supply of fluid from a low reservoir) or that the gauge is not adequately snubbed.
TROUBLESHOOTING TIPS
TROUBLESHOOTING TIPS Open-center hydraulic systems
only build pressure when selector valves are positioned to deliver hydraulic fluid to an actuator. When the selector valves are all in the neutral position, there should be no pressure indicated on the system pressure gauge.
Reference Fluid Power for Aircraft, Page 250 REGULATOR CONTROLLED SYSTEM:
2 3
1
Reference Fluid Power for Aircraft,
Page 255 Solenoid Selector Valve
De-Energized, fluid enters port 2 and
exhausts through port 3.
Solenoid Selector Valve Energized, fluid enters
port 2 and exhausts through port 1.
Figure 1.
HOMEWORK ASSIGNMENT:CLOSED-CENTER SYSTEMSlide Number 3CONSTANT DISPLACEMENT PUMPSPUMP TYPES AND APPLICATIONSVANE PUMPVane PumpsSlide Number 8Wet Pneumatic Vane Pump ParticularsSplined CouplingOther Types of Drive CouplingsSpline CouplingWorn Spline CouplingsPESCO WET VANE PUMPWet Vane PumpDrive CouplingInstallation Lubrication TestTypical Wet Vane Pump ParticularsSUCTION REGULATORDry Vane PumpsExploded ViewExamples of Dry Vane PumpsTypical Dry Vane Pump ParticularsDry Pump FailureAND20000 Drive PadTROUBLESHOOTINGAIRBORNE VACUUM (DRY VANE) PUMP INSTALLATION TIPSSlide Number 28Slide Number 29Slide Number 30Slide Number 31SWEPT VANE PUMP FITTINGSSlide Number 33EXTERNAL GEAR PUMPSElectrically Driven PumpsEngine-Driven PumpEXTERNAL GEAR PUMP FEATURESEXTERNAL GEAR PUMP COMPONENTSEXTERNAL GEAR PUMP THEORYEXTERNAL GEAR PUMP ANIMATIONEXTERNAL GEAR-TYPE PUMPSlide Number 42EXTERNAL GEAR-TYPE PUMPPESCO EXTERNAL GEAR PUMPEXTERNAL GEAR-TYPE PUMPGEROTOR PUMPSlide Number 47FIXED DISPLACEMENT PISTONSlide Number 49Slide Number 50AXIAL PISTON PUMP ANIMATIONSlide Number 52Bent Axis Piston PumpBent Axis Piston PumpBENT AXIS (VICKERS) PISTON PUMPBENT AXIS (VICKERS) PISTON PUMPBENT AXIS (VICKERS) PISTON PUMPBENT AXIS (VICKERS) PISTON PUMPBENT AXIS (VICKERS) PISTON PUMPSlide Number 60BENT AXIS (VICKERS) PISTON PUMPPump Vickers Inc. Detroit Model - PF92713 10ZE SN - X20475HYDRAULIC PUMP TROUBLESHOOTINGTROUBLESHOOTINGPERISTALTIC PUMP:HOMEWORK ASSIGNMENT:VARIABLE DISPLACEMENT PUMPSVariable DisplacementVariable Displacement Performance RatingsSTRATOPOWER DEMAND PUMPSlide Number 71STRATOPOWER DEMAND PUMPSlide Number 73Slide Number 74STRATOPOWER DEMAND PUMPVICKERS STROKE REDUCTION PUMPStroke Reduction PrincipleStroke Reduction PumpsSlide Number 79Slide Number 80Slide Number 81KELLOGG STROKE REDUCTION PUMPKELLOGG STROKE REDUCTION PUMPSTRATOPOWER INTAKE STARVATION PUMPSTRATOPOWER INTAKE STARVATION PUMPSlide Number 86Lockheed L-188 Electra and P-3 OrionMOTOR-DRIVEN VARIABLE DISPLACEMENTSlide Number 89PUMP COMPENSATIONSlide Number 91Slide Number 92Slide Number 93Slide Number 94Piston and Piston ShoeHYDRAULIC POWER SYSTEM:VARIABLE DISPLACEMENT PUMPVARIABLE DISPLACEMENT PUMPVariable Displacement PumpsRATSlide Number 101Slide Number 102POWER TRANSFER UNITSlide Number 104HOMEWORK ASSIGNMENT:DIRECT PRESSURE SYSTEMDIRECT PRESSURE SYSTEMPOWER CONTROL VALVEDIRECT PRESSURE SYSTEMSlide Number 110ELECTRICALLY CONTROLLED SYSTEMMECHANICAL TYPE UNLOADING VALVE:BALANCED PRESSURE-TYPE UNLOADING VALVE: BALANCED-PRESSURE TYPEBALANCED-PRESSURE TYPEVICKERS UNLOADING VALVEVICKERS UNLOADING VALVEFUNCTIONAL TESTBENDIX BALANCED PRESSURE REGULATOR:Slide Number 120SYSTEM RELIEF VALVESSlide Number 122SYSTEM RELIEF VALVESYSTEM RELIEF VALVESYSTEM RELIEF VALVETHERMAL RELIEF VALVERelief Valves Unloading Valve Failed in Kicked-In Position Adjustment HierarchyFLAP OVERLOAD VALVE HYDRAULIC PRESSURE REDUCERSlide Number 132PRESSURE REDUCERPRESSURE REDUCER:PRESSURE REDUCERPRESSURE REDUCERHOMEWORK ASSIGNMENT:THREE PORT SELECTOR VALVESlide Number 139Slide Number 140Slide Number 141Slide Number 142SELECTOR VALVESELECTOR VALVESELECTOR VALVE Slide Number 146SELECTOR VALVESELECTOR VALVESlide Number 149Slide Number 150Slide Number 151SOLENOID OPERATED SELECTORSOLENOID OPERATED SELECTORFour-Way Servo Controlled ValveCHECK VALVESSlide Number 156RESTRICTORS (ORIFICE)Slide Number 158RESTRICTORS (ORIFICE)SNUBBER AND PRESSURE GAUGEORIFICE CHECK VALVESSlide Number 162METERING CHECK VALVEE-1B 1500 PSI POWER SYSTEM BYPASS CHECK VALVESlide Number 166RATCHET VALVERATCHET VALVE:RATCHET VALVE:HYDRAULIC FIREWALL SHUT-OFFShutoff ValvesHYDRAULIC FIREWALL SHUT-OFF Slide Number 173Slide Number 174QUICK-DISCONNECT FITTINGSlide Number 176QUICK-DISCONNECT FITTINGSQUICK-DISCONNECT FITTING C-130 GROUND HYDRAULIC POWERSHUTTLE VALVESSHUTTLE VALVESlide Number 182SEQUENCE VALVESIMPLIFIED LANDING GEAR SCHEMATICSlide Number 185RETRACTION SCHEMATICPRIORITY (RELIEF) VALVESlide Number 188Slide Number 189HYDRAULIC FUSEHydraulic FuseHYDRAULIC FUSEHYDRAULIC FUSE TYPESSlide Number 194Slide Number 195CROSSFLOW VALVESlide Number 197Slide Number 198Slide Number 199FLOW REGULATOR:PRESSURE SWITCH:Slide Number 202HYDRAULIC POWER SYSTEM:T-2 HYDRAULIC POWER SYSTEMSlide Number 205HOMEWORK ASSIGNMENT:ACTUATORSACTUATORS BASIC TYPES:SINGLE ACTING ACTUATOR:SINGLE ACTING ACTUATORUNBALANCED DOUBLE-ACTING ACTUATORUNBALANCED DOUBLE-ACTING ACTUATORRACK AND PINION ACTUATOR:Slide Number 214INTERNAL SNUBBER ACTUATORS:CUSHIONED ACTUATORS:CUSHIONED ACTUATORS:Ball Lock ActuatorFinger Lock ActuatorINTERNAL LOCK ACTUATORSLOCKING ACTUATORS:Servo Actuator / Sloppy LinkSlide Number 223Irreversible ValveREDUNDANT ACTUATORSTANDEM ACTUATORSSlide Number 227HYDRAULIC MOTORHYDRAULIC MOTORPOWER TRANSFER UNITSNOSEWHEEL STEERINGNOSEWHEEL STEERING:DIFFERENTIAL SYSTEMNOSEWHEEL STEERINGHYDRAULIC SERVO SYSTEMSRUDDER POWER UNITSERVO-TYPE ACTUATORSSERVO ACTUATORBELL 206 JET RANGER:Slide Number 240B-757B-757 LEFT SYSTEMB-757 CENTERB-757 RIGHTB-757 LEFT ENGINE INOPERATIVEB-757 BOTH ENGINES INOPERATIVELEAR 20AILERON CONTROL:ELEVATOR CONTROL:RUDDER CONTROLQ ARTIFICIAL FEEL/FEEDBACK UNIT:B737 PCUB737 PCUB737 PCUHOMEWORK ASSIGNMENT:VENTURI TUBEVENTURI TUBELOW PRESSURE PNEUMATIC SYSTEM:LOW PRESSURE PNEUMATIC SYSTEMLOW PRESSURE PNEUMATIC SYSTEMHIGH PRESSURE PNEUMATIC SYSTEMSPNEUMATIC COMPRESSOR:Slide Number 263HIGH PRESSURE COMPRESSORHIGH PRESSURE PNEUMATIC SYSTEM: MOISTURE SEPARATOR:PNEUMATIC SOURCE:PNEUMATIC DISTRIBUTION:Slide Number 269F-104 Utility Hydraulic SystemF-104 Hydraulic SystemYAK-52Slide Number 273Slide Number 274Slide Number 275Slide Number 276Slide Number 277B757-200 DOORS:B757-200 EMERGENCY PNEUMATICS:B757-200 EMERGENCY PNEUMATICS:EMERGENCY PNEUMATIC SYSTEM:B757-200 EMERGENCY PNEUMATICS:B757-200 EMERGENCY PNEUMATICS:EMERGENCY BRAKE SYSTEM:PNEUMATIC SYSTEM SELECTOR:PNEUMATIC SYSTEMSPNEUMATIC CYLINDER:SPHERICAL PNEUMATIC FLASK HOMEWORK ASSIGNMENT:HYDRAULIC POWER SECTIONLANDING GEAR SCHEMATIC Dump ValveBRAKE SYSTEM SCHEMATICNOSEWHEEL STEERING SCHEMATICCARGO-LOADING DOOR SCHEMATICMECHANICAL SEQUENCING SYSTEM: WING FLAP HYDRAULIC SCHEMATIC:AILERON BOOST SCHEMATIC:In-Flight Refueling SystemsS-2D HYDRAULIC WINDSHIELD WIPERP3-A HYDRAULIC WINDSHIELD WIPERP3-A HYDRAULIC WINDSHIELD WIPERHOSE TESTING UNIT:AIRCRAFT JACKS / JACK PADS:Aircraft JackingSlide Number 306MAINTENANCE STANDSGround Support EquipmentGROUND SUPPORT EQUIPMENTGROUND SUPPORT EQUIPMENTCESSNA HYDRAULIC TEST UNIT F-35 HYDRAULIC POWER SUPPLYD-6 TEST STAND:D-6 TEST STAND:PORTABLE TEST STAND SPECIFICATIONS:PORTABLE TEST STAND SPECIFICATIONS:PNEUMATIC COMPRESSORS:MC-1 PNEUMATIC COMPRESSOR:MC-1 PANEL:HOMEWORK ASSIGNMENT:TROUBLESHOOTINGSYSTEM DIVISIONTROUBLESHOOTING HIGHLIGHTSTROUBLESHOOTING HIGHLIGHTSTROUBLESHOOTING HIGHLIGHTSTROUBLESHOOTING HIGHLIGHTSTROUBLESHOOTING HIGHLIGHTSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSTROUBLESHOOTING TIPSSlide Number 345Slide Number 346
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