Aircraft Systems (17BTAE004)

Unit 02- Aircraft Hydraulic & Pneumatic

Systems
Prepared by- Prof. Pandi Siddharth
 Syllabus- Unit 02
• Introduction to A/c hydrolytes and hydraulic systems,
Hydraulics components and their operating principles
such as hydraulics pumps, selector valves, pressure
regulating valves, pressure reducing valves, return
valves, accumulators, hydraulic operating jacks and
other important components.

• Pneumatic systems, Advantages, Working principles,

Typical Pneumatic power system, Components,

Landing Gear systems- Operation controls such as

undercarriage brakes, steering, and anti shimy
devices, Antiskid System.

1
1
 Introduction to hydraulic systems

• Hydraulics is based on the fact that liquids are incompressible

• Hydraulic system is a system where liquid under pressure is
used to transmit energy
• In it a hydraulic pump converts mechanical power to hydraulic
power
• An actuating cylinder converts hydraulic power to mechanical
power.
 PRINCIPLES OF OPERATION

 Governed by Pascal’s law

 The oil is in contact with both

sides of the piston head but at
different pressures. High
pressure oil may be pumped into
either side of the piston head.

 The selector valve determines to

which side of the actuating
cylinder the high pressure oil
(red colored side) is sent.
Advantages of Hydraulic System

• It is lightweight and easy to maintain

• Operation is almost 100% efficient with
negligible loss due to fluid friction
• It can develop practically unlimited
force or torque
• Unlike mechanical systems which
generally follow straight pathway the
hydraulic lines can be easily bent
around obstructions
Dis-advantages of Hydraulic System

• The possibility of leakage both internal

and external May cause the complete
system to become inoperative
• Contamination by foreign matter in the
system can cause malfunction of any
unit
Basic Hydraulic System
Open Centre Hydraulic System
Closed Centre Hydraulic System
Components of Hydraulic System

• RESERVOIR

• ACCUMULATOR

• FILTER

• POWER PUMP

• SYSTEM RELIEF VALVE

• PRESSURE REGULATOR
Components of Hydraulic System

1. RESERVOIR
FUNCTIONS
 Holds reserve supply oil to account for normal leakage,
emergency supply of oil, volume changes, thermal contraction
of oil,

 Provides pressure head on the pump, a place to remove air or

foam from liquid, air space for expansion of the oil due to
temperature changes etc
Components of Hydraulic System

1. RESERVOIR
Types
There are two types of reservoirs and they are:
1. Unpressurised Reservoirs- Atmospheric pressure and
gravity are the forces which cause fluid to flow out of the
reservoir and in to the pump.

2. Pressurized Reservoirs- In this fluid is under the pressure

which is greater than Atmospheric pressure to force it in to
the pump.
Unpressurised Reservoir
Pressurised Reservoir
Components of Hydraulic System

2. ACCUMULATORS

The accumulator is a
steel sphere divided into
two chambers by a
synthetic rubber
diaphragm.
The upper chamber
contains fluid at system
pressure, while the lower
chamber is charged with
Nitrogen or air.
Cylindrical types are also
used in high pressure
hydraulic systems
Components of Hydraulic System

2. ACCUMULATORS

The function of an accumulator is to:

a. Dampen pressure surges in the hydraulic system caused by
actuation of a unit and the effort of the pump to maintain
pressure at a preset level.
b. Aid or supplement the power pump when several units are
operating at once by supplying extra power from its
"accumulated" or stored power.
c. Store power for the limited operation of a hydraulic unit
when the pump is not operating.
d. Supply fluid under pressure to compensate for small
internal or external (not desired) leaks which would cause
the system to cycle continuously by action of the pressure
switches continually "kicking in."
Types of Accumulators

1. Spherical
Types of Accumulators

2. Cylindrical
Hydraulic Pump
1. Hand Pumps (Double action)
Hydraulic Pump

2. Power Pumps

FUNCTION
• to change mechanical power to hydraulic power
TYPES
1. Gear pumps: move fluid based upon the number of
gear teeth and the volume spacing between gear teeth.
2. Piston pumps: move fluid by pushing it through the
motion of the pistons within the pump
3. Vane type: It is used to move a large volume of fluid
with a pressure of up to about 30 psi
Components of Hydraulic System

2. POWER PUMPS

• All aircraft hydraulic systems have one or more power-

driven pumps and may have a hand pump as an additional
unit when the engine-driven pump is inoperative.
• Power-driven pumps are the primary source of energy and
may be either engine driven, electric motor driven, or air
driven.
• As a general rule, electrical motor pumps are installed for
use in emergencies or during ground operations. Some
aircraft can deploy a ram air turbine (RAT) to generate
hydraulic power.
Components of Hydraulic System
2. POWER PUMPS

Classification of Pumps
• positive displacement or non positive displacement.
• Most pumps used in hydraulic systems are positive
displacement.
• A non positive displacement pump produces a continuous
flow. However, because it does not provide a positive
internal seal against slippage, its output varies considerably
as pressure varies.
• Centrifugal and propeller pumps are examples of non
positive-displacement pumps.
• If the output port of a non positive-displacement pump was
blocked off, the pressure would rise and output would
decrease to zero. Although the pumping element would
continue moving, flow would stop because of slippage
inside the pump.
Components of Hydraulic System

2. POWER PUMPS

• Classification of Pumps
• In a positive displacement pump, slippage is negligible
compared to the pump’s volumetric output flow.
• If the output port were plugged, pressure would increase
instantaneously to the point that the pump pressure relief
valve opens
Components of Hydraulic System

2. POWER PUMPS
• Constant-Displacement Pumps
• A constant-displacement pump, regardless of pump rotations
per minute, forces a fixed or unvarying quantity of fluid
through the outlet port during each revolution of the pump.
• Constant-displacement pumps are sometimes called constant-
volume or constant-delivery pumps.
• They deliver a fixed quantity of fluid per revolution,
regardless of the pressure demands. Since the constant-
delivery pump provides a fixed quantity of fluid during each
revolution of the pump, the quantity of fluid delivered per
minute depends upon pump rotations per minute.
• When a constant displacement pump is used in a hydraulic
system in which the pressure must be kept at a constant
value, a pressure regulator is required.
Components of Hydraulic System

2. POWER PUMPS

Gear-Type Power Pump

Components of Hydraulic System
2. POWER PUMPS
• Gear-Type Power Pump
• A gear-type power pump is a constant-displacement pump. It
consists of two meshed gears that revolve in a housing. [Fig.]
• The driving gear is driven by the aircraft engine or some other
power unit.
• The driven gear meshes with, and is driven by, the driving
gear.
• Clearance between the teeth as they mesh and between the
teeth and the housing is very small.
• The inlet port of the pump is connected to the reservoir, and
the outlet port is connected to the pressure line.
• When the driving gear turns, as shown in Figure, it turns the
driven gear. Fluid is captured by the teeth as they pass the
inlet, and it travels around the housing and exits at the outlet.
Components of Hydraulic System
2. POWER PUMPS
Gerotor Pump
Components of Hydraulic System
2. POWER PUMPS
• Gerotor Pump
• A gerotor-type power pump consists essentially of a
housing containing an eccentric-shaped stationary liner, an
internal gear rotor having seven wide teeth of short height,
a spur driving gear having six narrow teeth, and a pump
cover that contains two crescent-shaped openings.
• One opening extends into an inlet port and the other
extends into an outlet port. During the operation of the
pump, the gears turn clockwise together.
• As the pockets between the gears on the left side of the
pump move from a lowermost position toward a topmost
position, the pockets increase in size, resulting in the
production of a partial vacuum within these pockets. Since
the pockets enlarge while over the inlet port crescent, fluid
is drawn into them.
Components of Hydraulic System
2. POWER PUMPS
• Gerotor Pump
• As these same pockets (now full of fluid) rotate over to the
right side of the pump, moving from the topmost position
toward the lowermost position, they decrease in size. This
results in the fluid being expelled from the pockets through
the outlet port crescent.
Components of Hydraulic System
2. POWER PUMPS
Vane Pump
Components of Hydraulic System
2. POWER PUMPS
Vane Pump
• The vane-type power pump is also a constant-displacement
pump. It consists of a housing containing four vanes (blades),
a hollow steel rotor with slots for the vanes, and a coupling to
turn the rotor.
• The rotor is positioned off center within the sleeve. The
vanes, which are mounted in the slots in the rotor, together
with the rotor, divide the bore of the sleeve into four sections.
• As the rotor turns, each section passes one point where its
volume is at a minimum and another point where its volume
is at a maximum. The volume gradually increases from
minimum to maximum during the first half of a revolution
and gradually decreases from maximum to minimum during
the second half of the revolution.
Components of Hydraulic System
2. POWER PUMPS

Vane Pump
• As the volume of a given section increases, that section is
connected to the pump inlet port through a slot in the sleeve.
Since a partial vacuum is produced by the increase in
volume of the section, fluid is drawn into the section
through the pump inlet port and the slot in the sleeve.
• As the rotor turns through the second half of the revolution
and the volume of the given section is decreasing, fluid is
displaced out of the section, through the slot in the sleeve
aligned with the outlet port, and out of the pump.
Components of Hydraulic System
3. Valves

1. Flow Control Valves

2. Pressure Control Valves

 Components of Hydraulic System
3. Valves
1. Flow Control Valves
3.1.1selector valves:
Components of Hydraulic System
3. Valves
1. Flow Control Valves
3.1.1selector valves:

• A selector valve is used to control the direction of

movement of a hydraulic actuating cylinder or similar
device.
• It provides for the simultaneous flow of hydraulic fluid
both into and out of the unit.
• Hydraulic system pressure can be routed with the selector
valve to operate the unit in either direction and a
corresponding return path for the fluid to the reservoir is
provided.
• There are two main types of selector valves:
• open-center and closed-center.
Components of Hydraulic System
3. Valves

1. Flow Control Valves

3.1.1selector valves:

• An open center valve allows a continuous flow of system

hydraulic fluid through the valve even when the selector is
not in a position to actuate a unit.
• A closed-center selector valve blocks the flow of fluid
through the valve when it is in the NEUTRAL or OFF
position. [Figure 12-33A]
Components of Hydraulic System
3. Valves
1. Flow Control Valves
3.1.2 Check Valve :
Components of Hydraulic System
3. Valves
1. Flow Control Valves
3.1.2 Check Valve :

• Another common flow control valve in aircraft hydraulic

systems is the check valve. A check valve allows fluid to
flow unimpeded in one direction, but prevents or restricts
fluid flow in the opposite direction.
• A check valve may be an independent component situated in-
line somewhere in the hydraulic system or it may be built-in
to a component.
• When part of a component, the check valve is said to be an
integral check valve. A typical check valve consists of a
spring loaded ball and seat inside a housing.
Components of Hydraulic System
3. Valves

1. Flow Control Valves

3.1.2 Check Valve :

• The spring compresses to allow fluid flow in the designed

direction.
• When flow stops, the spring pushes the ball against the seat
which prevents fluid from flow-in in the opposite direction
through the valve.
• An arrow on the outside of the housing indicated the
direction in which fluid flow is permitted.
• A check valve may also be constructed with spring loaded
flapper or coned shape piston instead of a ball.
Components of Hydraulic System
3. Valves
1. Flow Control Valves
3.1.2 Check Valve :
Orifice-Type Check Valve
Some check valves allow full fluid flow in one direction and
restricted flow in the opposite direction. These are known as
orifice-type check valves, or damping valves. The valve contains
the same spring, ball, and seat combination as a normal check
valve but the seat area has a calibrated orifice machined into it.
Thus fluid flow is unrestricted in the designed direction while the
ball is pushed off of its seat. The downstream actuator operates at
full speed. When fluid back flows into the valve, the spring forces
the ball against the seat which limits fluid flow to the amount that
can pass through the orifice. The reduced flow in this opposite
direction slows the motion, or dampens, the actuator associated
with the check valve.
Components of Hydraulic System
3. Valves

2. Pressure Control Valves

• The safe and efficient operation of fluid power systems,
system components, and related equipment requires a
means of controlling pressure.
• There are many types of automatic pressure control valves.
• Some of them are an escape for pressure that exceeds a set
pressure; some only reduce the pressure to a lower pressure
system or subsystem; and some keep the pressure in a
system within a required range.
Components of Hydraulic System
3. Valves
• Pressure Control Valves
3.2.1 Relief Valves
• Hydraulic pressure must be regulated in order to use it to
perform the desired tasks.
• A pressure relief valve is used to limit the amount of
pressure being exerted on a confined liquid.
• This is necessary to prevent failure of components or
rupture of hydraulic lines under excessive pressures.
• The pressure relief valve is, in effect, a system safety
valve.
• The design of pressure relief valves incorporates
adjustable spring-loaded valves. They are installed in
such a manner as to discharge fluid from the pressure line
into a reservoir return line when the pressure exceeds the
predetermined maximum for which the valve is adjusted.
 Components of Hydraulic System
3. Valves

2. Pressure Control Valves

3.2.1 Relief Valves
Various makes and designs of
pressure relief valves are in use, but,
in general, they all employ a spring-
loaded valving device operated by
hydraulic pressure and spring tension
 Components of Hydraulic System
3. Valves
2. Pressure Control Valves
3.2.1 Relief Valves
Pressure relief valves may be used as:
1. System relief valve—the most common use of the pressure relief valve is as
a safety device against the possible failure of a pump compensator or other
pressure regulating device. All hydraulic systems that have hydraulic pumps
incorporate pressure relief valves as safety devices.
2. Thermal relief valve—the pressure relief valve is used to relieve excessive pressures that
may exist due to thermal expansion of the fluid. They are used where a check valve or selector
valve prevents pressure from being relieved through the main system relief valve. Thermal relief
valves are usually smaller than system relief valves.
 As pressurized fluid in the line in which it is installed builds to an excessive amount, the valve
poppet is forced off its seat. This allows excessive pressurized fluid to flow through the relief
valve to the reservoir return line. When system pressure decreases to a predetermined pressure,
spring tension overcomes system pressure and forces the valve poppet to the closed position .
 Components of Hydraulic System
3. Valves

2. Pressure Control Valves

3.2.2 Pressure Regulators
The term pressure regulator is applied to a device used in hydraulic
systems that are pressurized by constant-delivery type pumps.
One purpose of the pressure regulator is to manage the output of the pump
to maintain system operating pressure within a predetermined range. The
other purpose is to permit the pump to turn without resistance (termed
unloading the pump) at times when pressure in the system is within normal
operating range.
The pressure regulator is located in the system so that pump output can get
into the system pressure circuit only by passing through the regulator. The
combination of a constant-delivery-type pump and the pressure regulator is
virtually the equivalent of a compensator controlled, variable-delivery-type
pump. [Figure 12-45]
 Components of Hydraulic System

3. Valves
2. Pressure Control Valves
3.2.2 Pressure Regulators
Aircraft Pneumatic System

It supplies air for the following

• Air conditioning and pressurization

• Engine starting
• Anti icing/ de-icing
• Hydraulic reservoir pressurization
• Emergency lowering of landing gear and
breaking
• Nose wheel steering
• Passenger doors etc
Sources of pneumatic power
1. Engine bleed air
2. Auxiliary Power Unit (APU), and
3. Ground source
Low pressure Pneumatic System
Generalized Pneumatic distribution System
High pressure Pneumatic System
Components of Pneumatic System

1. Air Filters
2. Check Valve
3. Desiccant/ Chemical dryer
4. Moisture Separator
5. Bleed air isolation valve
6. Pressure reducing valve
7. Relief Valve
8. Shuttle Valve
Air Filter
Check Valve
Pressure reducing valve
Relief valve
Shuttle valve
Landing gear System
Landing gear System
wheels (a), skids (b), skis (c), and floats or
pontoons (d)
Combinations of two types of gear
Three types of lnading gear

• Three basic arrangements of landing gear

are used:

1. Tail wheel type landing gear (also

known as conventional gear),
2. Tandem landing gear, and
3. Tricycle-type landing gear
1. Conventional landing gear
2. Tandem landing gear

VTOL Harrier
sailplanes

B-52
3. Tricycle-type landing gear
 Benefits of Tricycle-type landing gear

1. Allows more forceful application of the brakes without

nosing over when braking, which enables higher landing
speeds

2. Provides better visibility from the flight deck,

especially during landing and ground maneuvering.

3. Prevents ground-looping of the aircraft. Since the

aircraft center of gravity is forward of the main gear,
forces acting on the center of gravity tend to keep the
aircraft moving forward rather than looping, such as
with a tail wheel-type landing gear.
Fixed and Retractable Landing Gear
Wheel fairings and low profile struts
Nosewheel Steering System
• Light Aircraft
 Light aircraft are commonly provided nose-wheel steering
capabilities through a simple system of mechanical linkage
hooked to the rudder pedals.
 Most common applications utilize push-pull rods to connect
the pedals to horns located on the pivotal portion of the nose-
wheel strut.

Heavy Aircraft
Large aircraft, with their larger mass and a need for positive
control, utilize a power source for nose-wheel steering.
Even though large aircraft nose-wheel steering system units
differ in their construction features, basically all of these
systems work in approximately the same manner and require
the same sort of units.
• Nose wheel steering on a light aircraft often uses a
push-pull rod system connected to the rudder pedals
Nosewheel
Steering
System
Nosewheel Steering System
Heavy Aircraft- Each steering system usually contains:
1. A cockpit control, such as a wheel, handle, lever, or
switch to allow starting, stopping, and to control the
action of the system.
2. Mechanical, electrical, or hydraulic connections for
transmitting cockpit control movements to a steering
control unit.
3. A control unit, which is usually a metering or control
valve.
4. A source of power, which is, in most instances, the
aircraft hydraulic system.
5. Tubing for carrying fluid to and from various parts of
the system.
6. One or more steering cylinders, together with the
required linkages, for using pressurized fluid to turn the
nose gear.
Nosewheel Steering System
Heavy Aircraft
each steering system usually contains:

7. A pressurizing assembly to keep fluid in each steering

cylinder always under pressure, thereby preventing
shimmy.
8. A follow up mechanism, consisting of gears, cables, rods,
drums, and/ or bell-cranks, for returning the steering
control unit to NEUTRAL and thus holding the nose gear
at the correct angle of turm.
9. Safety valves to allow the wheels to trail or swivel, in the
event of hydraulic failure
Nosewheel Steering System
Nose-wheel Steering Operation:
Nosewheel Steering System
Nose-wheel Steering Operation:
• As shown in figure, pressure from the aircraft hydraulic system
is directed through the opened safety shutoff valve and into a
line leading to the metering valve.
• This metering valve then routes pressurized fluid out of port A,
through the right-turn alternating line, and into steering
cylinder A. This is a one-port cylinder, and pressure forces the
piston to start extending.
• Since the rod of this piston connects to the nose steering
spindle, which pivots at point X, the extension of the piston
turns the steering spindle gradually toward the right.
• This action turns the nose gear slowly toward the right,
because the spindle is connected to the nose gear shock strut.
• As the nose gear turns right, fluid is forced out of cylinder B,
through the left turn alternating line, and into port B of the
metering valve.
Nosewheel Steering System
Nose-wheel Steering Operation:

• The metering valve sends this return fluid into a compensator,

which routes the fluid into the aircraft system return manifold.

• Thus, hydraulic pressure starts the nose gear turning. However,

the gear should not be turned too far.

• The nose gear steering system contains devices to stop the gear
at the selected angle of turn and hold it there.
Brake Systems

• Proper functioning of the brakes is of utmost

importance on aircraft.
• The brakes are used for slowing, stopping, holding, or
steering the aircraft.
• They must develop sufficient force to stop the aircraft
in a reasonable distance; brakes must hold the aircraft
for normal engine turn up; and brakes must permit
steering of the aircraft on the ground.
• Brakes are installed in each main landing wheel and
they may be actuated independently of each other.
• The right-hand landing wheel is controlled by applying
toe pressure to the right rudder pedal and the left-hand
wheel is controlled by the left rudder pedal.
Brake Systems
• Three types of brake systems are in general use:
(1) Independent systems,
(2) power control systems,
(3) power boost systems.
Brake Systems
(1) Independent systems,
• In general, the independent
brake system is used on small
aircraft. This type of brake
system is termed "independent"
because it has its own reservoir
and is entirely independent of
the aircraft's main hydraulic
system.

• Independent brake systems are powered by master cylinders

similar to those used in the conventional automobile brake
system.
• The system is composed of a reservoir, one or two master
cylinders mechanical linkage which connects each master
cylinder with its corresponding brake pedal, connecting fluid
lines, and a brake assembly in each main landing gear wheel
Brake Systems
(1) Independent systems,

• Each master cylinder is actuated by toe pressure on its related

pedal. The master cylinder builds up pressure by the
movement of a piston inside a sealed, fluid-filled cylinder.
• The resulting hydraulic pressure is transmitted to the fluid line
connected to the brake assembly in the wheel. This results in
the friction necessary to stop the wheel.
• When the brake pedal is released, the master cylinder piston
is returned to the "off'' position by a return spring.
• Fluid that was moved into the brake assembly is then pushed
back to the master cylinder by a piston in the brake assembly.
The brake assembly piston is returned to the "off'' position by
a return spring in the brake. Some light aircraft are equipped
with a single master cylinder which is hand-lever operated
and applies brake action to both main wheels simultaneously.
Steering on this system is accomplished by nose-wheel
linkage.
Brake Systems

• 2. Power Brake
Control Systems,
Brake Systems
2. Power Brake Control Systems,
• In this system a line is tapped off from the main hydraulic
system pressure line.
• The first unit in this line is a check valve which prevents
loss of brake system pressure in case of main system
failure.
• The next unit is the accumulator which stores a reserve
supply of fluid under pressure. When the brakes are
applied and pressure drops in the accumulator, more fluid
enters from the main system and is trapped by the check
valve. The accumulator also acts as a surge chamber for
excessive loads imposed upon the brake hydraulic system.
• Following the accumulator are the pilot's and copilot's
control valves. The control valves regulate and control the
volume and pressure of the fluid which actuates the
brakes.
Brake Systems
2. Power Brake Control Systems

• Four check valves and two orifice check valves are

installed in the pilot's and copilot's brake actuating lines.
• The check valves allow the flow of fluid in one direction
only.
• The orifice check valves allow unrestricted flow of fluid
in one direction from the pilot's brake control valve;
flow in the opposite direction is restricted by an orifice
in the poppet. Orifice check valves help prevent chatter.
• The next unit in the brake actuating lines is the pressure
relief valve. In this particular system, the pressure relief
valve is preset to open at 825 p.s.i. to discharge fluid
into the return line, and closes at 760 p.s.i. minimum.
Shimmy Dampers

 A shimmy damper controls vibration, or shimmy, through

hydraulic damping.
 The damper is either attached to or built integrally with the
nose gear and prevents shimmy of the nose-wheel during
taxiing, landing, or takeoff.
 There are two types of shimmy dampers commonly used on
aircraft:
1. The piston type,
2. vane type, and
Shimmy Dampers
Shimmy Dampers
Shimmy Dampers
Shimmy Dampers
The piston-type shimmy damper shown in figure consists
of two major components:
(1) The cam assembly and
(2) the damper assembly.
The shimmy damper is mounted on a bracket at the lower
end of the nose gear shock strut outer cylinder.

• The cam assembly is attached to the inner cylinder of the

shock strut and rotates with the nose-wheel. Actually, the cam
consists of two cams that are mirror images of each other.
• Lobes on the cams are so placed that the damping effect offers
the greatest resistance to rotation when the wheel is centered.
• The cam follower crank is a U-shaped casting which
incorporates the rollers that follow the cam lobes to restrict
rotation. The arm of the crank connects to the operating piston
shaft.
Shimmy Dampers

• The damper assembly consists of a spring-loaded

reservoir piston to maintain the confined fluid under
constant pressure, and an operating cylinder and piston.
• A ball check permits the flow of fluid from the reservoir
to the operating cylinder to make up for any fluid loss in
the operating cylinder.
• Because of the rod on the operating piston, its stroke away
from the filler end of the piston displaces more fluid than
its stroke toward the filler end.
• This difference is taken care of by the reservoir orifice,
which permits a small flow both ways between the
reservoir and operating cylinder.
Shimmy Dampers

• The piston-type shimmy damper generally requires a

minimum of servicing and maintenance; however, it
should be checked periodically for evidence of
hydraulic leaks around- the damper assembly, and the
reservoir fluid level must be properly maintained at all
times.
• The cam assembly should be checked for evidence of
binding and for worn, loose, or broken parts.
Shimmy Dampers
Shimmy Dampers

• The vane-type shimmy damper is located on the Nose-

wheel shock strut just above the nose-wheel fork and may
be mounted either internally or externally.

• If mounted internally, the housing of the shimmy damper

is fitted and secured inside the shock strut, and the shaft is
splined to the nose-wheel fork.

• If mounted externally, the housing of the shimmy damper

is bolted to the side of the shock strut, and the shaft is
connected by mechanical linkage to the Nose-wheel fork
Shimmy Dampers

• The replenishing chamber is in the top part of the housing

and stores a supply of fluid under pressure.

• Pressure is applied to the fluid by the spring-loaded

replenishing piston and piston shaft which extends
through the upper housing and serves as a fluid level
indicator.

• The area above the piston contains the piston spring and
is open to atmosphere to prevent a hydraulic lock. Fluid is
prevented from leaking past the piston by 0-ring
packings.

• A grease fitting provides the means for filling the

replenishing chamber with fluid.
Shimmy Dampers

• The working chamber is separated from the replenishing

chamber by the abutment and valve assembly.

• The working chamber contains two one-way ball check

valves, which will allow fluid to flow from the
replenishing chamber to the working chamber only.

• This chamber is divided into four sections by two

stationary vanes called abutment flanges, which are keyed
to the inner wall of the housing, and two rotating vanes,
which are an integral part of the wing shaft.

• The shaft contains the valve orifice through which the

fluid must pass ingoing from one chamber to another.
Shimmy Dampers

• Turning the nose-wheel in either direction causes the

rotating vanes to move in the housing.
• This results in two sections of the working chamber
growing smaller, while the opposite two chambers grow
larger. The rotating vane can move only as fast as the
fluid can be displaced from one chamber to the other.
• All of the fluid being displaced must pass through the
valve orifice in the shaft. Resistance to the flow of fluid
through the orifice is proportional to the velocity of flow.
• This means that the shimmy damper offers little
resistance. to slow motion, such as that encountered
during normal steering of the nose gear or ground
handling, but offers high resistance to shimmy on
·landing, takeoff, and high-speed taxiing.
Shimmy Dampers

• An automatic orifice adjustment compensates for

temperature changes.
• A bimetallic thermostat in the shaft opens and closes
the orifice as the temperature and viscosity change.
• This results in a constant resistance over a wide
temperature range.
• In case an exceptionally high pressure is suddenly built
up in the working chamber by a severe twisting force
on the nose-wheel, the closing flange moves down,
compressing the lower shaft packing spring, allowing
fluid to pass around the lower ends of the vanes,
preventing structure damage.
Thank You