ATA 29 Hawker 750/800/800XP/850XP/900XP

HYDRAULIC SYSTEM TRAINING MANUAL (B1/B2)

ATA 29
HYDRAULIC SYSTEM

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CONTENT

Sl. No. Detail AMM Ref.

1. Introduction 29-00-00
2. Controls and indications 29-10-43
3. Components 29-10-00
4. Operation 29-10-00
5. Auxiliary hydraulic system 29-20-00
6. Maintenance practices 29-30-00

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INTRODUCTION
• Hydraulic System

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• Hydraulic power is provided by independent main and auxiliary systems. The main system supplies hydraulic power for normal
operating conditions. The auxiliary system uses an independent supply to operate landing gear, flaps, and airbrakes systems in
emergency situations only.

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Main Hydraulic System Schematic

• The main hydraulic system is powered by two engine-driven pumps, one installed on each engine. A hand pump, in the rear
equipment bay, is connected into the system to provide power for ground testing when the engines are not running.

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• Indicating System Component Locations and Annunciators

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CONTROLS AND INDICATIONS

• Annunciators
• The four annunciators for the main hydraulic system on the master warning system (MWS) panel are as follows :
• HYD 1 LO PRESS
• HYO 2 LO PRESS
• HYO OVHT
• EMER BRK LO PRESS
• An amber HYO 1 LO PRESS or HYD 2 LO PRESS annunciator illuminates if the output pressure of the No. 1 or No. 2 engine-
driven pump is below 1750 psi. A pressure switch down steam of each engine-driven pump is used to sense pump
pressure.
• An amber HYO OVHT annunciator illuminates when the temperature of the fluid in the reservoir reaches 90°C ( 194 ° F) or
above. A temperature switch in the hydraulic reservoir is used to sense fluid temperature.
• An amber EMER BRK LO PRESS annunciator illuminates when fluid pressure in the emergency brake accumulator is below
2250 psi.
• Pressure Indicator
• A gage on the center main instrument panel displays brake pressure and main system supply pressure. A pressure
transducer down stream of the pressure maintaining valve transmits pressure information to the SUPPLY portion of the

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gage. With power on, the gage reads sys tem pressure or main accumulator pressure if the engine-driven pumps are not
running.
CONTROLS AND INDICATIONS
• H.P. COCKS Lever
• The H.P. COCKS lever on the center control pedestal are interconnected to the isolation valves. Moving the H.P. COCK
lever to the ON position opens the associated isolation valve.
• Main Hydraulic System Reservoir

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COMPONENTS
• Reservoir
• Main system hydraulic fluid MIL-H-5606E is stored in pressurized spherical reservoir in the rear equipment bay on top of
the hydraulic box.
• Engine bleed air taken upstream of the air conditioning system is regulated to pressurize the reservoir to maintain positive
flow to the engine-driven pumps and to prevent foaming of the fluid. A pressure reducing valve with an inlet pressure of
120 psi reduces air pressure to the reservoir to 15 psi ± 1 psi.
• A non return valve, with an inward relief of 1 psi ± 0.25 psi traps air in the reservoir. A pressure relief valve in the reservoir
vents pressure in excess of 18 psi overboard.
• A ground service port upstream of the pressure regulator is used to pre charge the reservoir. On aircraft with Mod.
253130, a pressure gage indicates reservoir air pressure.
• An integral sight gage is used to check fluid level. A fluid level label is next to the sight gage to indicate fluid level (Figure
29-5).
• A temperature switch is mounted in the base of the reservoir. If hydraulic fluid temperature exceeds 90° C ( I 94 ° F),
the switch sends a signal to the amber HYD OVHT annunciator to alert the operator of an overheat condition.
• The reservoir filler cap features a bleed hole for releasing reservoir pressure prior to removing the cap. A screen-type
debris filter is in the filler neck to filter fluid added to the reservoir.
• The reservoir can be drained through the blanked off connection on the suction manifold or through the suction quick-
release coupling.

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• Hydraulic Reservoir Labels

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• Suction Filter

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• Hydraulic ON/OFF Valve Operation

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• Hydraulic ON/OFF Valve

An ON/OFF valve between the reservoir and each engine driven-pump is used to shut off supply flow to the pump. The valves
are mechanically actuated and interconnected with the associated engines H.P. COCK levers.
When the H.P. COCK lever is moved to the ON position for engine starting, the ONIOFF valve is opened allowing full fluid flow
from the reservoir. When the H.P. COCK lever is moved for engine shutdown, the ON/OFF valve shuts off fluid to its respective
pump.
A three port valve shuts off supply to the pump and connects the pumps pressure line to the suction line. This provides full
volume supply fluid providing pump lubrication during engine rundown.

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• Engine-Driven Pump

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• Drive Coupling Installation

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• Engine-Driven Pumps
• Two self-regulated, variable-displacement pumps pressurize the main hydraulic system. One pump is on the accessory gearbox
of each engine.
• As pressure increases in the system, pump flow decreases proportionally until at 3000 psi flow is sufficient only to compensate
for system leakage and provide bypass flow for pump cooling. This no-flow condition exists until a demand is placed on the
system (a sub system is actuated). The resultant pressure decrease causes the pump to reassume the loaded, or pumping,
condition.
• The pump pistons are driven by a cam plate. The position of the sleeves along the pistons, directly related to pressure,
determines the volumetric output of each piston. As pressure increases, the relief holes in the pistons remain open longer,
resulting in less fluid output.
• Loss of system fluid results in dry operation of the pump. If this occurs, or is suspected, the sys tem must be inspected as
described in the AMM and the manufacturer maintenance manuals.
• A field replaceable drive coupling is utilized between the hydraulic pump and the engine accessory gearbox drive. The coupling
will shear if the pump fails catastrophically. It must be periodically inspected for spline wear and replaced on condition.

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• Pressure Filter

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• Capacitor
• A hydraulic capacitor in parallel to the left engine hydraulic pump provides additional fluid capacity for overcoming system
vibration
• Pressure Filter
• The pressure micro filter is in the pressure line common to both engine-driven pumps to filter fluid before it enters the operating
sub systems. An indicator button on top of the filter protrudes if element clogging causes a pressure drop of 47-63 psid between
the inlet and outlet. To preclude button extension due to the high viscosity of cold fluid, a bimetallic device prevents activation
below a predetermined fluid temperature.
• Reset the button manually by pressing it with a finger. The filter does not provide bypass if the element clogs.
• Non return (Check) Valves
• Non-return valves (NRVs) in various locations in the hydraulic system perform the function of check valves. Free-flow direction is
marked on the valve.
• Full Flow Relief Valves
• One full flow relief valve is in each engine driven pump pressure line to provide protection against excessive pressure due
to a faulty pump. In the event of abnormal system pressure, the valves relieve fluid to the return sys tem.
• The valves are upstream of the non-return valves in the pump pressure lines. Therefore, the operation of one relief valve
does not affect the remaining pump and its associated relief valve. The relief valve opens at 4000 psi and closes at 400 to
625 psi.
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• Pressure Maintaining Valve

• A spring-loaded pressure maintaining valve in the pressure line to the main accumulator closes when the system pressure
decreases to 2300 psi. This traps pressure in the main accumulator for normal brake operation

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Main Hydraulic System Component Locations

Accumulators
• Three cylindrical piston-type accumulators, each with an associated pressure gage, charging valve, and pressure relief valve, are
incorporated in the system in case of hydraulic system failure.
• A main accumulator stores hydraulic pressure for normal braking and stall ident. A pressure maintaining valve acts as a check
valve to trap 2300 psi of hydraulic fluid pressure in the accumulator. The pressure maintaining valve is inline between the
engine-driven pumps and the brake reducing valve and the stall ident. The valve remains closed until pressure in the system
increases.
• At 2300 psi the valve opens and allows normal hydraulic fluid flow. When system pressure falls below 2300 psi, the valve closes
and the fluid trapped in the accumulator is available to operate its associated systems. The system pressure gage provides
accumulator pressure indication when the engine-driven pumps are not running.
• An emergency accumulator uses a non-return valve to store 3000 psi fluid pressure for operation of the emergency braking
system. A pressure switch sends a signal to the amber EMER BRK LO PRESS annunciator when accumulator falls below 2250 psi.
• A thrust reverser accumulator uses a non-return valve to store 3000 psi fluid pressure to operate the system.
• Mod. 25F774A adds a manual pressure re lease valve for each accumulator. The valve is used to release stored hydraulic
pressure from its associated accumulator.
• Prior to removing an accumulator, release the nitrogen pre charge through the charging valve. To ensure that all the nitrogen
has been re leased remove the charging valve from the accumulator once the gage reads 0 psi.

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Main Hydraulic System Schematic

• OPERATION
• When the right engine is started, the pump receives fluid through the suction filter and the open isolation valve. As pressure
increases to 1500 psi, the amber HYO 2 LO PRESS annunciator extinguishes.
• Increasing pressure from the pump opens the pressure maintaining valve, and pressure is indicated by the SUPPLY pointer on
the pressure indicator. Pressure stabilizes at 3000 psi. At that pressure, the system is capable of actuating all subsystems.
• As the left engine is started, the pressure out put of the left pump is added to the system. The amber HYO 1 LO PRESS
annunciator extinguishes as pressure increases to 1750 psi. In that condition, the system is operating at full potential.
• If either pump fails, the applicable annunciator (HYO I LO PRESS or HYO 2 LO PRESS) illuminates as pressure decreases to 1500
psi (with Mod. 253117 there is a time delay of 57 seconds for the annunciator to illuminate). The remaining pump continues to
pressurize the system at 3 000 psi.
• If both pumps fail, both low pressure annunciators illuminate, but the pressure indicator shows 2300 psi. Therefore, closing the
pressure maintaining valve traps pressure in the main accumulator only. The landing gears and flaps can be lowered with the
auxiliary hydraulic system.

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Emergency Operation of Landing Gears, Flaps, and Brakes

• Emergency Operation

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• In the event that all main system hydraulic power is lost, critical systems requiring hydraulic power can still be operated.
• Landing gear and flaps can be operated using the auxiliary system. The brakes system uses two accumulators to store a
reserve of hydraulic power for limited use. The thrust reversers use a separate accumulator for operation of that system.
Auxiliary Hydraulic System

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• AUXILIARY HYDRAULIC SYSTEM

• DESCRIPTION
• The auxiliary system provides an alternate source of hydraulic power for landing gear and flap lowering. The hand
operated system is completely independent of the main system. The system is controlled by a selector handle in the flight
compartment. Emergency lowering of the landing gear is available regardless of the landing gear se lector position. The
flaps must be set to the required setting before they can be lowered.
• Auxiliary Tank

• CONTROLS AND INDICATIONS

• AUX HYO SYSTEM Selector Handle
• The AUX HYO SYSTEM handle is on the left lower display panel of the center instrument panel. The handle operates the
landing gear se lector dump valve and the main system return on-off valve. It also moves the baulk assembly clear of the
hand pump operating socket.
• A socket on the left side of the pedestal, in con junction with rudder pedal gust lock, is used to operate the auxiliary pump.
• AUX HYO LO LEVEL
• Annunciator
• A float switch in the auxiliary reservoir sends a signal to illuminate the amber AUX HYO LO LEVEL annunciator on the
MWS panel when the fluid level in the tank is reduced by ½ pint.

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COMPONENT
Auxiliary Hydraulic Tank
• An unpressurized hydraulic storage tank is on the left side of the nose wheel well. It has a 6-pint capacity and supplies MIL-H-
5606 hydraulic fluid to Auxiliary system hand pump. A transparent sight gage on the tank indicates fluid quantity.
Auxiliary System Controls

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• Hand Pump
• The auxiliary hand pump is on the floor at the right side of the pilot. The handle, which can also be used as the rudder gust
lock, is stowed under the forward edge or be hind the copilot seat. The hand pump draws fluid from the auxiliary hydraulic
tank.
• Check Valve
• A check valve is in the pressure line down stream of the hand pump. The purpose of the check valve is to block off main
system pressure to the auxiliary tank and hand pump when the on-off valve is open.
• Landing Gear Selector and Dump Valve
• The landing gear selector and dump valve is beneath the floor of the flight compartment. The dump valve portion of the
valve is mechanically actuated by the AUX HYO SYSTEM PULL handle on the left side of the center console. Pulling the
selector positions the valve to block main system pressure and to connect the main up and down lines of the landing gear
jacks (actuators) to reservoir return.
• Connecting the actuator up lines to the reservoir return allows fluid in the actuator to return as the actuator is moving
from up to down. Connecting the down lines ensures that the shuttle valves will be allowed to move when pressure is
applied from the hand pump.
• On-Off Valve
• An on-off valve is beneath the flight compartment floor. It is actuated to the closed (off) position when the AUX HYO
SYSTEM selector handle is pulled. This blocks hand pump flow from entering the return line, allowing buildup of pressure
in the auxiliary system for emergency extension of the gear and flap operation.

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Auxiliary System Controls

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• Auxiliary Hydraulic System Schematic

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OPERATION
• To operate the auxiliary hydraulic system, move the AUX HYD SYSTEM selector handle in an upward motion. This selection:
• Closes the auxiliary system on-off valve.
• Operates the dump valve to cut off any main system pressure and connect the main up and down lines of the retraction
actuators to each other and to return.
• Moves the baulk assembly clear of the hand pump socket.
• Operation of the hand pump delivers hydraulic fluid under pressure through a check valve and shuttle valves to the down side of
the main and nose landing gear actuators.
• The flaps are operated with the hand pump after the desired flap position is selected with the flap selector.
• As the landing gear is operated, fluid from the auxiliary system fills the downside of the actuator. Main system fluid is then
returned to the reservoir. This causes the main system reservoir to become over serviced.
To return the hydraulic system to normal operation the hand pump socket must be returned to its lowest position and the AUX
HYO SYS TEM handle returned to the normal position (fully in). This moves the dump valve to its normal position and the on-off
valve is opened, allowing fluid from the shuttle valves to be vented.

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MAIN HYDRAULIC SYSTEM TROUBLESHOOTING CHART

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DIAGNOSTICS
Functional Checks
• Functional checking of the main hydraulic sys tem with external hydraulic power requires jacking of the airplane and connection
of a hydraulic test rig (mule) capable of supplying 7 .21 U.S. gpm at 3000 psi.
• Before starting any functional checks, make sure that the hydraulic reservoir is pressurized 15 psi. Perform functional checks in
accordance with the AMM. After all subsystems are checked for proper operation, the test rig is disconnected, and the airplane
lowered.
• Testing the hydraulic system with the engines operating primarily checks hydraulic system annunciators for proper operation.
• Refer to the AMM for complete functional checking of the main hydraulic system.
Fault Analysis
• Schematically analyze trouble to isolate a fault or malfunction. Begin with the most probable cause and progress to the least
probable cause. Refer to table for a main hydraulic sys tem troubleshooting chart.
• NOTE
• Prior to troubleshooting the hydraulic system, check the main sys tem reservoir for proper fluid level.
• The location and elimination of a problem in particular component can usually be traced to one or more of the following:
• Internal or external leaks
• Foreign particles clogging or holding open some part of the component

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• Improper adjustment
• Mechanical damage
• Structural failure
• Excessive clearance resulting from wear

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AUXILIARY
• Functional Checks
• Preparation for functional checking of the auxiliary hydraulic system includes checking the auxiliary tank fluid level and
checking the main system reservoir to ensure that it can receive 4.5 pints of fluid transferred from the auxiliary system. If
necessary, drain the system. With the airplane on jacks, the landing gear is retracted with the ground service hand pump.
• Use the auxiliary system hand pump to complete an emergency gear extension and flap extension to a 45 ° angle (landing
position).
• The auxiliary tank fluid is then replenished and excess fluid drained from the main system reservoir. Prior to lowering the
airplane, use the ground servicing hand pump to retract the flaps. Retract and extend the landing gear to reset the shuttle
valves for normal operation.
• Refer to the AMM for complete functional checking of the auxiliary hydraulic system.
• LIMITATIONS
• HYDRAULIC FLUID
• The hydraulic fluid approved for use in the main and auxiliary hydraulic systems is MIL-H-5606.
• ENGINE START
• Before engine startup, ensure that there is a minimum pressure of 1750 psi in the emergency brake accumulator to
provide sufficient parking brake operation.

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MAINTENANCE PRACTICES
• The following maintenance practices are of a general and sometimes abbreviated nature. Complete procedures for specific
maintenance tasks are in the AMM.
• Most pipeline connections are made with flared pipe ends and standard British Aircraft General Specifications (AGS) cones
and couplings, collars, and nuts. The remaining connections are made with standard American AN fittings, as required by
various vendor components.
• Connections to components that move relative to other components or airplane structure are made with flexible hose
assemblies.
• After installation of a pressure switch or pressure transducer, the pipe to the unit must be bled. Leave the pipe loosely
connected and operate the hand pump until air-free fluid flows from the connection. Then tighten it.
• Any hydraulic test rig capable of producing 3000 psi at 7.21 U.S. gpm is suitable for testing the hydraulic system. Make
sure that the test rig has the correct fluid type. Before using the test rig, pressurize the hydraulic reservoir to 15 psi.
• SYSTEM CONTAMINATION
• For system contamination following failure of an engine-driven pump or flap control motor, comply with the system
cleansing procedures in the AMM.
• REMOVAL/INSTALLATION OF HYDRAULIC COMPONENTS
• Removal and installation of the majority of main hydraulic system components require no specific instructions.
Components that require special procedures are detailed in the AMM. If no specific instructions are given, observe the
basic principles provided in the AMM.

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• INSPECTIONS
• Inspections are to be performed in accordance with the manufacturer maintenance schedule

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Hydraulic System Servicing

Main System Reservoir

• With the landing gear extended and the air brakes shut, check the fluid level in the indicator tube against the markings on the
adjacent scale.
• With all accumulators hydraulically charged, fluid may not be visible in the tube. Chock the wheels, deplete hydraulic pressure in
the main accumulator, and recheck the fluid level at the two accumulator FULL MARK.
• To service the reservoir, slowly remove the filler cap to bleed air pressure from the reservoir. Add fluid as required and reinstall
the cap.
• The reservoir tank can be pressurized using nitrogen or shop air at a maximum input of 120 psi. Make sure that the reservoir
gage reads 15 psi ± 1 psi.

Auxiliary System Tank

• Check the level indicator tube to determine the need for servicing. If servicing is required, break the lock wire and remove the
filler cap. Ensure that the filler neck filter is in place, and fill the tank until fluid is visible in the filler neck and at the top of the
level indicator. Reinstall and lock wire the cap. Ensure that the amber AUX HYD LO LEVEL annunciator is not illuminated.

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• Hydraulic System Servicing Accumulators

Accumulators
• Prior to checking accumulator nitrogen pre charge, hydraulic pressure in the accumulator must be discharged. On aircraft with
Mod. 25F774A each accumulator has an associated pressure release valve. The handles are spring-loaded closed; lifting the
handle for the valve releases the hydraulic fluid from the accumulator.
• To release the main accumulator hydraulic pressure on Pre-Mod. 25F774A aircraft set the WHEEL BRAKE lever to normal and
operate the foot brake pedal until both brake indicators are at zero. For the emergency accumulator, set the WHEEL BRAKE lever
to EMERGY and operate the foot brake pedal to deplete hydraulic pressure. The thrust reverser accumulator uses a pressure
release valve. Refer to the AMM for specific procedures.
• Additional precharging, if required, is accomplished through the air charging valve. Precharging must be accomplished slowly to
prevent damage and false pressure indications due to overheating.
• The main and emergency brake accumulators are charged between 950 psi to 1000 psi. The thrust reverser accumulator is
charged between 1500 psi to 1750 psi. Accumulator pressure gage readings are dependent on ambient temperature. Refer to
the AMM for a Pressure/ Ambient Temperature Graph.

For Training Purpose Only. 29-00-00 43 | P a g e

Jan 2024 ISSUE 01 Rev 00