Share This Post. The basic components of any hydraulic system are essentially as follows: Pump — The pump is the power-generating device that pressurizes the system. Actuating Cylinder — The actuating cylinder is where the work of the hydraulic system is performed. The turbojet sucks in air and compresses or squeezes it. Download Windows Media Player 56k k.

The most frequent applications for aircraft hydraulic systems are flight control surfaces, landing gear, and brakes. Regardless of the size of the aircraft — from small civilian single-engine propeller-powered planes to massive, multi-engine jet transports — the fundamentals of aircraft hydraulics are virtually the same. Depending on the size of the aircraft and the application for which it is used, aviation hydraulics will typically vary in complexity even though they share most of the same basic components.

Depending on the application that the hydraulic system fulfills, it is often necessary to install redundant systems that enable safe operation of the aircraft in the event that a hydraulic system fails. The basic components of any hydraulic system are essentially as follows:. The above components represent a very basic aircraft hydraulic system. However, regardless of the scale and scope of the system, these main elements will almost always be present.

Typically, the most complex aircraft hydraulic systems incorporate multiple subsystems all performing different but related tasks.

The fundamental principle behind aviation hydraulics is to use a pressurized liquid to move a specific part of the airplane from one position to another. Depending on the size of the aircraft and the specific function being performed, the operating pressure in the hydraulic system can range from a few hundred pounds per square inch to more than pounds per square inch in jumbo jets or huge cargo planes.

The process is really very simple. The pilot or crew member activates a particular hydraulic system with an input from a switch or flight control device. The pump is activated, pressurizing the system, which puts the actuator in motion.

The movement of the actuator is directly transferred to the control surface or other device — such as landing gear, brakes, or perhaps a cargo ramp — which is then moved into the desired position.

In order to reverse the movement, pressure is released from the system, and the opposite occurs. Arguably the greatest benefits of an aircraft hydraulic system are dependability and reliability. Because the underlying mechanical principles are so simple, the number of moving parts is kept to a minimum, which minimizes the risk of failure. Hydraulic systems respond very quickly and efficiently to control inputs. Due to the critical nature of aeronautical flight, precise control of the aircraft is a paramount safety concern.

Particularly in critical flight situations, the pilot must be able to execute flight control functions without worrying about whether they will happen or how long they will take.

Aircraft hydraulic systems provide this kind of functionality. Another major benefit of hydraulic systems is that hydraulic fluid is not susceptible to compression, unlike air which compresses with climate change. This is an important consideration because of the dynamic pressure changes that occur as an aircraft increases or decreases altitude. These changes have no impact on the fluid in the hydraulic system but would have significant impact on similar systems that use gas instead of a liquid.

Overall, hydraulic systems are very reliable and have some distinct advantages as a power source, including power, ease and accuracy of control and quick response. These features are critical in aircraft operations, making hydraulic power essential to smooth and safe flights. The burning gases expand and blast out through the nozzle at the back of the engine.

As the jets of gas shoot out, the engine and the aircraft are thrust forward. The graphic above shows how the air flows through the engine. The air goes through the core of the engine as well as around the core. This causes some of the air to be very hot and some to be cooler.

The cooler air then mixes with the hot air at the engine exit area. A jet engine operates on the application of Sir Isaac Newton's third law of physics. It states that for every action, there is an equal and opposite reaction. In aviation, this is called thrust. This law can be demonstrated in simple terms by releasing an inflated balloon and watching the escaping air propel the balloon in the opposite direction.

In the basic turbojet engine, air enters the front intake, becomes compressed and is then forced into combustion chambers where fuel is sprayed into it and the mixture is ignited. Gases which form expand rapidly and are exhausted through the rear of the combustion chambers. These gases exert equal force in all directions, providing forward thrust as they escape to the rear.

As the gases leave the engine, they pass through a fan-like set of blades turbine that rotates the turbine shaft. This shaft, in turn, rotates the compressor and thereby bringing in a fresh supply of air through the intake.

Engine thrust may be increased by the addition of an afterburner section in which extra fuel is sprayed into the exhausting gases which burn to give the added thrust. At approximately mph, one pound of thrust equals one horsepower, but at higher speeds this ratio increases and a pound of thrust is greater than one horsepower.

At speeds of less than mph, this ratio decreases.

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