We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it. Email: sales asap-supplychain. Basics of an Aircraft Exhaust System. Accelerometers, Gyroscopes, and Magnetometers. Equipment Every Pilot Should Have. Military Aircraft. Subscribe to our Newsletter and stay tuned. Subscribe Now! What is an Aircraft Gearbox?
All Orders are Fulfilled in the U. All shipments must comply with U. A export laws. The hydraulic systems are considered the heart of the aircraft; these systems perform the function of moving and actuating landing gears, flaps, and brakes. These systems are both engine-driven and electrically driven for redundancy. Some aircraft have a Ram Air Turbine RAT , s small airflow driven engine that supplies emergency hydraulic or electrical power to the aircraft.
These turbines are generally stowed away behind closed panels during normal flight and are deployed only in the case of total power loss due to multiple engine failures. Generally, the hydraulic system operates by pressurizing the fluids upon every section of a vessel creating a force and transmitting the pressure on every part. In aircraft, the hydraulic system disperses the transmitting force from one point to another in the system.
There is some kind of hydraulically powered components on every type of aircraft; the lighter variants might use limited components providing pressure to activate the wheel brakes, whereas, in larger and more complex aircraft, the hydraulic system is pretty commonly used for different power components.
The hydraulic system has always been a major component for the functioning of aircraft; in the past, the hydraulic systems were specifically based around hydraulic brakes. But, with the introduction of new technological advancements, modern-day aircraft use the hydraulic system to operate all essential and critical flight components.
Hydraulic systems are used in aircraft to provide flight controls, thrust reversers, and spoilers in heavy aircraft. These systems are used to move and actuate landing gears, brakes, and flaps delivering constant torques regardless of the speed. Also, the significant purpose of installing the hydraulic system in the aircraft is to provide a smooth and safe ride even in case of critical conditions; the system serves the aircraft to have a safe and sound landing.
In general, finding a suitable field without large objects that affects the landing is essential; airplanes stop pretty quickly; if a big obstacle is in the way, it can adversely affect the landing resulting in injuries and fatalities. Basically, there are three types of an emergency landings in the aviation industry:. The back-up pump then only comes into use at times when a sudden loss of pressure would cause an issue. It will also activate if the system detects low pressure at any other time.
The Left and Right Hydraulic systems are identical. They only differ in the systems that they operate. The Left Hydraulics Systems powers the thrust reverser on the left engine and then also some flight controls and wing spoilers. The Right Hydraulics System, unsurprisingly, powers the thrust reverser on the right engine and also some flight controls and wing spoilers.
Both systems are primarily powered by their own engine-driven pumps from the engine on the relevant side. Like the Centre System, they both also have an electric back-up pump, which becomes active in certain situations, particularly at times of high demand. The design of the system also means that should an engine fail , the back-up pump will take over from the primary pump and continue to power that hydraulics system.
As mentioned previously, the hydraulics feed the most power-hungry systems on the aircraft. Each time we move the control column in the flight deck, electronic signals are sent to actuators, which move the control surfaces. Even the lightest touch in the flight deck can give full deflection of the flight control surfaces.
The slats on the front edge of the wing and the flaps on the trailing edge also require a large amount of power so are also controlled by the hydraulics.
The operation works in the same way as the flight controls. We select the stage of flap we want in the flight deck and this sends an electronic signal to the slat and flap actuators, which drive the flaps into the desired position. The Ram Air Turbine RAT is a small propeller that automatically drops out of the underside of the aircraft in the event of a double engine failure or when all three hydraulics system pressures are low. It can also be deployed manually by pressing a switch in the flight deck.
Once deployed into the airflow, the RAT spins up and provides a full 5, psi of hydraulic pressure to the flight controls connected to the Centre Hydraulics System. It also provides enough electricity to power basic aircraft systems. This means that even in the extreme case of a double engine failure, there is still enough power to fly the aircraft safely. The massive amount of thrust generated by the engine is also beneficial on landing. After touch down, with the engine power at idle, we pull up a second set of levers to engage the reverse thrust.
This causes a vent to open on the side of the engine and barriers to extend in the area where the bypass air flows. These barriers block the bypass air from passing out the back of the engine and direct it forwards through the vents. The landing gear system on the Dreamliner consists of two main landing gear assemblies and one nose gear assembly.
Each main gear setup has four wheels, each of which has an electronic brake. The nose gear has two wheels, neither of which have a brake. When airborne, to reduce drag, the gear is retracted and folded away into the belly of the aircraft, waiting to be used for landing. However, leaving the retracted gear exposed to the elements would still create a large amount of drag, drastically increasing both fuel usage and noise.
To stop this from happening, the gear bays have doors. Related: Brace for impact! How the landing gear on the Dreamliner works. The landing gear lever in the flight deck is situated on the center panel within easy reach of both pilots. During World War II, hundreds of accidents were attributed to pilots inexplicably raising the landing gear just before landing. On closer study, it was found that instead of lowering the flaps for landing, pilots were instead raising the landing gear.
It was found that, combined with severe fatigue, the identically shaped levers for the landing gear and flaps were being confused and the wrong ones were being used. Aircraft designers decided to change the shape of the levers so the landing gear lever felt like a wheel and the flap lever felt like a flap. As soon as these changes were made, these kinds of accidents stopped virtually overnight.
To raise the gear, we simply move the gear lever to the up position and this starts the gear retraction sequence.
Firstly, the Centre Hydraulics Systems opens the gear bay doors. Next, hydraulic actuators drive the gear up into their stowage positions in the belly and nose of the aircraft. With the gear locked in position, the hydraulics system then closes the gear bay doors. To lower the gear, we simply do the opposite. When the gear lever is moved to the down position, the gear bay doors open, and the wheels free-fall out of their stowage without the use of the hydraulics system.
0コメント