HYDRAULIC , LANDING

GEAR , AND FUEL SYSTEMS

FOR BOEING 747

Y THE REPORT:
bdul Hamid Ramadan Ghaith
Mohammed Mostafa Elferjani
21/01/2017

Hydraulic system:

The Boeing 747 Next Generation has three 3,000 psi hydraulic systems:
system A, system B, and standby. The standby system is used if system A
and/or B pressure is lost. The hydraulic systems power the following aircraft
systems:

Flight
controls

Leading
edge flaps
and slats
Trailing
edge flaps
Landing
gear
Figure 2. Hydraulic reservoirs on a Boeing 747

Wheel brakes

Nose wheel steering

Thrust reversers

Autopilots
Reservoirs
The system A, B, and standby reservoirs are located in the wheel well area.
The reservoirs are pressurized by bleed air through a pressurization module.
The standby reservoir is connected to the system B reservoir for
pressurization and servicing. The positive pressure in the reservoir ensures a
positive flow of fluid to the pumps. The reservoirs have a standpipe that
prevents the loss of all hydraulic fluid if a leak develops in the engine-driven
pump or its related lines. The engine-driven pump draws fluid through a
standpipe in the reservoir and the AC motor pump draws fluid from the bottom
of the reservoir. [Figure 2]
Pumps

Figure 3. Boeing 747 hydraulic system (simplified)

Refer to Figure 3 for the following description. Both A and B hydraulic systems
have an engine-driven pump (EDP) and an ACMP. The system A enginedriven pump is installed on the number 1 engine and the system B enginedriven pump is installed on the number 2 engine. The AC pumps are
controlled by a switch on the flight deck. The hydraulic case drain fluid that
lubricates and cools the pumps return to the reservoir through a heat
exchanger. [Figure 4] The heat exchanger for the A system is installed in the
main fuel tank No. 1, and the heat exchanger for the B system is installed in
the main fuel tank No. 2. Minimum fuel for ground operation of electric motordriven pumps is 1,675 pounds in the related main tank. Pressure switches,
located in the EDP and ACMP pump output lines, send signals to illuminate

the related LOW PRESSURE light if pump output pressure is low. The related
system pressure transmitter sends the combined pressure of the EDP and
ACMP to the related hydraulic system pressure indicator.

Figure 4. Boeing 747 hydraulic case drain fluid heat exchanger installed in the fuel tank

Filter Units
Filter modules are installed in the pressure, case drain, and return lines to
clean the hydraulic fluid. Filters have a differential pressure indicator that pops
out when the filter is dirty and needs to be replaced.
Power Transfer Unit (PTU)
The purpose of the PTU is to supply the additional volume of hydraulic fluid
needed to operate the autoslats and leading edge flaps and slats at the

normal rate when system B EDP malfunctions. The PTU unit consists of a
hydraulic motor
and hydraulic pump that are connected through a shaft. The PTU uses
system A pressure to drive a hydraulic motor. The hydraulic motor of the PTU
unit is connected through a shaft with a hydraulic pump that can draw fluid
from the system B reservoir. The PTU can only transfer power and cannot
transfer fluid. The PTU operates automatically when all of the following
conditions are met:

System B EDP pressure drops below limits.

Aircraft airborne.

Flaps are less than 15 but not up.

Landing Gear Transfer Unit The purpose of the landing gear transfer unit is to
supply the volume of hydraulic fluid needed to raise the landing gear at the
normal rate when system A EDP is lost. The system B EDP supplies the
volume of hydraulic fluid needed to operate the landing gear transfer unit.

:Fuel Systems
While each manufacturer designs its own fuel system, the basic fuel
system requirements referenced at the beginning of this chapter
yield fuel systems of similar design and function in the field. In the
following sections are representative examples of various fuel
systems in each class of aircraft discussed. Others are similar but
not identical. Each aircraft fuel system must store and deliver clean
fuel to the engine(s) at a pressure and flow rate able to sustain
.operations regardless of the operating conditions of the aircraft
The 747 has eight fuel tanks, with a combined capacity of 57,164
gallons of Jet-A fuel. This amount weighs in excess of 380,000
pounds. (Pilots normally discuss fuel in terms of weight rather than
volume.) The distribution of fuel among these tanks has a profound
effect on how the aircraft performs. In particular, during a long trip,
it is important that the fuel in some tanks be burned off before using
the fuel in other tanks. Otherwise, the aircraft can become
unbalanced.Fuel management in the 747-400 is largely automated,
but there are still certain actions that are required from the crew. We
will discuss them below.

Figure 1 shows the fuel system of a DC-3. A selector valve for each
engine allows an engine-driven pump to pull fuel from the main tank
or an auxiliary tank. The fuel passes through a strainer before
reaching the pump where it is delivered to the engine. The outlet of
the pump can feed either engine through the use of a crossfeed line
with valves controlled in the cockpit. A hand-operated wobble pump
located upstream of the strainer is used to prime the system for
starting. Fuel vapor lines run from the pressure carburetor to the
vent space in the main and auxilliary tanks. Fuel pressure gauges
are tapped off of the carburetor for power indication.

Figure1

The hand-operated wobble pumps were replaced by electric pumps

on later model aircraft. A fuel pressure warning light tapped in
downstream of the engine-driven fuel pump alerts the crew should
fuel pressure decline.