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    737-NG Hydraulic System Experiences

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    cyp
    1. Various flight control movements and configurations on the 737-NG cause measurable drops or rises in hydraulic reservoir levels between 10-20%, with the most significant changes occurring during landing gear and high-lift device retraction and extension. 2. The engine-driven pump supplies most hydraulic power at 37 gallons per minute, while the emergency pump provides a backup at 6 gallons per minute. Using only the emergency pump risks illuminating the low pressure light if flight controls experience quick or large movements. 3. Retracting the main landing gear simultaneously within specified times requires a hydraulic flow of 20 gallons per minute, which exceeds the capacity of just the emergency pump. An external power cart supplying at least 20 gallons per minute

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    737-NG Hydraulic System Experiences

    Uploaded by

    cyp
    228 views2 pages
    1. Various flight control movements and configurations on the 737-NG cause measurable drops or rises in hydraulic reservoir levels between 10-20%, with the most significant changes occurring during landing gear and high-lift device retraction and extension. 2. The engine-driven pump supplies most hydraulic power at 37 gallons per minute, while the emergency pump provides a backup at 6 gallons per minute. Using only the emergency pump risks illuminating the low pressure light if flight controls experience quick or large movements. 3. Retracting the main landing gear simultaneously within specified times requires a hydraulic flow of 20 gallons per minute, which exceeds the capacity of just the emergency pump. An external power cart supplying at least 20 gallons per minute

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    1. Various flight control movements and configurations on the 737-NG cause measurable drops or rises in hydraulic reservoir levels between 10-20%, with the most significant changes occurring during landing gear and high-lift device retraction and extension. 2. The engine-driven pump supplies most hydraulic power at 37 gallons per minute, while the emergency pump provides a backup at 6 gallons per minute. Using only the emergency pump risks illuminating the low pressure light if flight controls experience quick or large movements. 3. Retracting the main landing gear simultaneously within specified times requires a hydraulic flow of 20 gallons per minute, which exceeds the capacity of just the emergency pump. An external power cart supplying at least 20 gallons per minute

    Copyright:

    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    228 views2 pages

    737-NG Hydraulic System Experiences

    Uploaded by

    cyp
    1. Various flight control movements and configurations on the 737-NG cause measurable drops or rises in hydraulic reservoir levels between 10-20%, with the most significant changes occurring during landing gear and high-lift device retraction and extension. 2. The engine-driven pump supplies most hydraulic power at 37 gallons per minute, while the emergency pump provides a backup at 6 gallons per minute. Using only the emergency pump risks illuminating the low pressure light if flight controls experience quick or large movements. 3. Retracting the main landing gear simultaneously within specified times requires a hydraulic flow of 20 gallons per minute, which exceeds the capacity of just the emergency pump. An external power cart supplying at least 20 gallons per minute

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    © All Rights Reserved
    Download as DOCX, PDF, TXT or read online from Scribd
    Download as docx, pdf, or txt
    of 2

    737-NG Hydraulic System Experiences: 737-6/7/8/900

    Reservoir quantity changes during flight:


    1. Before takeoff extending the Leading Edge Flaps to extend and the
    Leading Edge Slats to Intermediate position causes 10 % drop in System B
    hydraulic reservoir level.
    2. Retraction of the landing gear causes a noticeable drop in system A
    hydraulic reservoir level. Retraction of the landing gear causes roughly
    20% drop in indicated system A reservoir quantity.
    3. Thermal contraction during cruise causes an additional drop in reservoir
    level. Operators have reported 5 to 10% further drop in system A reservoir
    level after some time spent in cruise, and calculations indicate that
    thermal contraction after prolonged cruise at low temperatures could
    cause as much as 20% drop.
    4. Extending the Flight Spoilers causes 6 % drop in System A and System
    B reservoir quantity.
    5. Leading edge flap extension to extend and Leading Edge Slats extension
    to Full Extend position just prior to landing removes an additional 20%
    from the reservoir.
    6. Extending the Landing Gear causes roughly 20 % rise in system A
    reservoir level.
    7. During Landing applying Speedbrakes (Flight + Ground Spoilers) causes
    10 % drop in System A and 6% drop in System B reservoir level.
    8. Retracting the Leading Edge devices during taxiing causes 20 % rise in
    system B reservoir level.
    9. Operating the Ailerons, Elevators, Rudder does not cause observable
    change in system A and B reservoir level.
    10. Operating the Trailing Edge Flaps does not cause change in the
    reservoir level because it is driven by a hydraulic motor, not an actuator.
    Experiencing in-flight reservoir level changes as described above should
    not be concerned, as long as the reservoir levels return to normal after the
    airplane has been on the ground for long enough for the hydraulic fluid to
    warm to ambient temperature. When comparing reservoir levels after
    flight to levels before flight, the airplane should be in the same state as it
    was before flight. The leading edge, landing gear, spoilers, and thrust
    reversers should all be in the same position, the pumps should be on/off as
    they were before, and the brake accumulator should be properly
    precharged.

    Fluid consumption of different Hydraulic components: The EMDP provides


    a hydraulic flow rate of 6 gpm. The EDP provides a hydraulic flow rate of
    37 gpm. If you use only EMDP the EMDP Low Pressure Light will illuminate
    if you apply too much load to the system. If you excersize with the aileron,
    rudder, elevator (applying quick movement, great deflection of these flight
    controls) it can be enough to illuminate of the EMDP Low Pressure Light.
    In order to retract the MLGs within the time limits specified in the Airplane
    Maintenance Manual (AMM), the hydraulic system has to be capable of
    delivering 20 gallons per minute (GPM) of fluid flow. In a normal airplane
    operation, this flow is delivered by the engine driven pump (EDP), which
    has a maximum flow capacity of 36 GPM. This is supplemented by the
    System-A EMDP, which provides 6 GPM of flow capacity. If only the EMDP is
    used to provide hydraulic power to retract the landing gear, it is unlikely
    that the MLGs will retract within the specified time due to the limited flow
    capacity of the EMDP. This is especially true if both gears are being
    retracted simultaneously. Thus, a hydraulic power cart capable of
    delivering 20 GPM of flow must be used to test the MLG retraction times.

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