Ata 29

Training Manual
B 737-300/400/500
ATA 29
Hydraulic Power
Lufthansa LAN
Technical Training For Training Purposes Only
Book No: B737 LLTT  LLTT
For training purposes and internal use only.
Copyright by Lufthansa LAN Technical Training
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
Lufthansa LAN Technical Training

HYDRAULIC POWER B737-300/400/500
ATA 29 HYDRAULIC POWER

For Training Purposes Only
SCL VRC/RRH 03.08.2005 Page: 1

GENERAL
29-00
29-00 GENERAL
HYDRAULIC POWER SYSTEM INTRODUCTION
Purpose
Three separate and independent hydraulic systems are provided to power the
flight controls, landing gear and thrust reversers.
System Description
The hydraulic systems are identified as system A, system B and standby.
System A and System B are full-time operating systems during flight that
share responsibility for all hydraulically powered components.
The standby system is operated only on demand.
System A and B each include an engine driven pump (EDP) and an electric
motor driven pump (EMDP). The output pressure from the two pumps of each
system is routed to the using system.
The three hydraulic systems use BMS 3-11, type IV hydraulic fluid.
The Standby System has an electric motor driven pump (EMDP). The output
pressure is routed to the using systems.

GENERAL
29-00
Figure 1 Hydraulic Power System

GENERAL
29-00
THIS PAGE INTENTIONALLY LEFT BLANK


GENERAL
29-00
PRESSURE SELF-SEALING
(OR QUICK TYPE)
RETURN DISCONNECT
SUPPLY HYDRAULIC FUSE
AIR
FLOW LIMITER
(ONE DIRECTION ONLY)
MANUAL
SHUTOFF FLOW RESTRICTOR
VALVE (BOTH DIRECTIONS)
FILTER
MOTOR
OPERATED
SHUTOFF FILTER WITH
VALVE B
BYPASS & DIFFERENTIAL
PRESSURE INDICATOR
RESERVOIR
DEPRESSURIZATION HEAT EXCHANGER-
VALVE FINNED TYPE,
FLUID COOLED
SHUTTLE
VALVE
LRU WHICH IS
PRESSURE PART OF SYSTEM
RELIEF BEING SHOWN
VALVE
CHARGING
VALVE LRU WHICH IS NOT
WITH CAP PART OF SYSTEM
BEING SHOWN
CHECK
VALVE
PRESSURE SENSOR
TEMPERATURE
SENSOR t95055
Figure 2 Hydraulic System Schematic Symbols

GENERAL
29-00
HYDRAULIC POWER DISTRIBUTION

System Interfaces Standby System
Three independent hydraulic systems: A, B and standby generate all necessary Standby is an on-demand system providing reserve hydraulic power for the
hydraulic power and provide system redundancy. operating systems of rudder, thrust reversers and leading edge devices. The
Three separate reservoirs provide hydraulic fluid to the pumps. The system A pressure source for the standby system is an electric motor-driven pump
and B reservoirs are not interconnected. The standby and system B reservoirs (EMDP).
are connected by a balance line.
Reservoir Pressurization System

Air pressure from the pneumatic system ducts is routed through a pressuriza-
tion module to the system A and B reservoirs. This maintains a head pressure
on the three reservoirs to provide constant supply of fluid to the pumps and
prevent foaming in the reservoirs.
System A
The pressure sources for system A are one engine driven pump (EDP) on the
left engine and one electric motor driven pump (EMDP) in the main wheel well.
Both pumps normally operate in-flight to power the primary flight controls, in-
board flight spoilers, ground spoilers, landing gear and the left thrust reverser.
System A can be used as an alternate source of brake pressure.
Power Transfer Unit

The power transfer unit (PTU) is a hydraulic motor pump assembly that pro-
vides an alternate power source for autoslat operation if system B EDP pres-
sure is lost. System A drives the motor when required and the pump pressur-
izes fluid obtained from the system B reservoir.
System B
System B sources are the right engine driven pump (EDP) and one electric mo-
tor driven pump (EMDP) in the main wheel well.
Both pumps normally operate in-flight to power the primary flight controls, out-
board flight spoilers, trailing edge flaps, leading edge flaps and slats, brakes
and the right thrust reverser. System B can be used for alternate gear retrac-
tion.

GENERAL
29-00
RESERVOIR TOTAL HYDRAULIC QUANTITY

FROM PNEUMATIC FROM PNEUMATIC
SYSTEM PRESS MOD SYSTEM A-SYSTEM B- AND STANDBY
System
13 USG 20 USG
RESERVOIR aprox. 49 Ltr. aprox. 76 Ltr.
Standby BALANCE LINE
SYSTEM A FILL SELECT SYSTEM B
RESERVOIR VALVE System RESERVOIR
Reservoir
2.8 USG
4.7 USG 7.2 USG CV CONTROL OR
SHUTOFF VALVE
PV PRIORITY VALVE
N2 ENG 1 N2 ENG 2 SV SHUTTLE VALVE
POWER
EMDP EDP TRANSFER EDP EMDP FLOW RESTRICTOR
M No.2 No.1 M EMDP UNIT (PTU) No.2 No.1 M
CHECK VALVE
CV MOTOR PUMP ACCUMULATOR
A
CV
SYS A SYS. SYS B
PRESS PRESS. CV PRESS
MOD MOD. MOD
STANDBY
RUDDER
FLT FLT
SPOILERS RUDDER SPOILERS
3&6 LEADING 2&7
EDGE
RIGHT SLATS/FLAPS
GRD THRUST SV TRAILING
SPOILERS REVERSER PV EDGE FLAPS
(0,1,4,5,8,9)
LEFT
SV THRUST
REVERSER
NOSE GEAR SYSTEM A ONLY
MAIN GEAR
& STEERING GEAR DOWN LINE
norm
auto
CV SV CV AILERONS ELEVATOR
alt retr ELEV

CV SV SV BRAKES AUTOPILOT AUTOPILOT FEEL
only
norm alt
104830
Figure 3 Hydraulic System Power Distribution

GENERAL
29-00
PANEL DESCRIPTION
1 FLT Control Switches A & B 6 Engine Driven Pump Switches A & B
- OFF - Corresponding hydraulic system pressure to ailerons, elevators - ON - De-energizes blocking valve in pump to allow pump pressure to
and rudder is shutoff enter system
- STDBY RUD - (either switch) Corresponding hydraulic system pressure - Should remain ON at shutdown to prolong solenoid life.
to ailerons, elevators and rudder is shutoff. Turns on standby pump, - OFF - Energizes blocking valve to block pump output.
opens standby rudder shutoff valve and pressurizes standby rudder
power control unit. 7 Elec Driven Pump Switches A & B
- ON - (guarded position) Normal operation.
- ON - Provides power to corresponding electric motor driven pump.
2 FLT Control Low Pressure Lights (amber)
8 Engine Driven Pump Low Pressure Lights (amber)
- ON - Indicates low pressure of corresponding hydraulic system to aile-
rons, elevator and rudder. MASTER CAUTION light and FLT CONT an- - ON - Output pressure of corresponding engine driven pump is low
nunciator illuminate. (<1200 psi)
- Deactivated when corresponding flight control switch is positioned to - Deactivated when corresponding engine fire switch is pulled
STDBY RUD and the standby rudder shutoff valve is open.
9 Elec Driven Pump Low Pressure Lights (amber)
3 Standby Low Quantity Light (amber) - ON - Output pressure of corresponding electric motor driven pump is low
- ON - Indicates low fluid level (< 1.4U.S.gallons) in hydraulic standby sys- (<1200 psi)
tem
10 Elec Driven Pump Overheat Lights (amber)
4 Standby Low Pressure Light (amber) - ON - Hydraulic fluid in case drain line or pump motor has overheated
- ON - Indicates low output pressure of electric motor driven standby
pump.
- Armed only when standby pump operation has been selected or auto-
matic standby function is activated.
5 Alternate Flaps Master Switch

- ARM - Closes trailing edge flap bypass valve, turns on standby pump,
arms alternate flaps position switch and arms standby hydraulic LOW
PRESSURE light.
- OFF - (guarded position) - Normal operation

GENERAL
29-00
FLT CONTROL STANDBY

A B HYD 10 10
1 1 LOW
QUANTITY 3 OVERHEAT OVERHEAT
A ON B ON
LOW
OFF OFF
PRESSURE 4 8 LOW
PRESSURE
LOW
PRESSURE 9
LOW
PRESSURE
LOW
PRESSURE
8
STDBY STDBY
RUD RUD ENG 1 ELEC 2 ELEC 1 ENG 2
ALTERNATE FLAPS ON ON
ARM 6 7 6
UP
2 LOW LOW
PRESSURE PRESSURE
OFF OFF
A HYD PUMPS B
OFF
SPOILER P5 PANEL
A B DOWN
5 OFF SYSTEMS A AND B PUMP
CONTROL AND FAULT INDICATION
ON ON
FEEL DIFF
PRESS
OFF OFF
SPEED TRIM
FAIL
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT
DAMPER FAIL
MASTER FIRE
CAUTION WARN
ON
PUSH TO RESET BELL CUTOUT
OFF
ANTI-ICE ENG
HYD OVERHEAD
P5 PANEL DOORS AIR COND
STANDBY SYSTEM PUMP
RIGHT LIGHT SHIELD HYDRAULIC FAULT LIGHT
Figure 4 Panel Description

GENERAL
29-00
PANEL DESCRIPTION (CONT.)

11 Hydraulic Brake Pressure Indicator 15 Quantity Indication 2
- Indicates hydraulic brake pressure measured at brake pressure accumu- - Individual digital quantity readouts, in percent of full, will be displayed on
lator. the Secondary Engine and Hydraulic Display for System A and System
- Indicates accumulator precharge pressure plus residual hydraulic pres- B reservoirs.
sure prior to activation of any hydraulic pump.
1
- Nominal pressure - 3000 psi Airplanes without engine instrument system.
- Maximum pressure - 3500 psi
- Normal precharge - 1000 psi
2
Airplanes with engine instrument system
12 Hydraulic System Pressure Indicator 1
- Indicates hydraulic system A and B pressure

- Nominal pressure - 3000 psi
- Maximum pressure - 3500 psi
- During system failure indicator pointer remains on last value.
13 Hydraulic System Quantity Indicators 1
- System A - F (Full) 4.8 U.S.gallons

- RFL (Refill) 4.2 U.S.gallons
- System B - F (Full) 7.2 U.S.gallons
- RFL (Refill) 6.4 U.S.gallons
- During system failure indicator pointer moves out of range to a value be-
low E.
14 System Pressure Indication 2
- System pressure gages, for System A and System B, are located on the
Secondary Engine and Hydraulic Display.

GENERAL
29-00
11
14
14
1
3
15 15
HYD SYS
PRESS 4
12
0
PSI X 1000
1
SECONDARY ENGINE AND HYDRAULIC DISPLAY (P2)
1 1
1 1
2 3 2 3
4 4
1 HYD QTY 1 HYD QTY
RFL RFL
4 4 1 AIRPLANE WITHOUT ENGINE
13 13 INSTRUMENT SYSTEM
F F
SYS A SYS B
E E
2 AIRPLANE WITH ENGINE

INSTRUMENT SYSTEM
Figure 5 Panel Description (cont.)

GENERAL
29-00


GENERAL
29-00
SYSTEM B RETURN
RDV RDV
FILTER MODULE
FROM LEFT FROM RIGHT

PNEUMATIC PNEUMATIC B
SYSTEM B
DUCT DUCT
RESERVOIR
STANDBY
SYSTEM A RETURN
RESERVOIR RETURN
FILTER MODULE
FLOW
STANDBY SYSTEM
SYSTEM A PRESSURE MODULE
RESERVOIR FUEL
SYSTEM B
B
HEAT RETURN
RESERVOIR FILL EXCHANGER FLOW
FLEX HOSE WITH
FUEL SELECTOR VALVE
NOZZLE EMDP
EDP
HEAT
PRESSURE
EXCHANGER
SYSTEM A FILL PORT
RETURN EMDP
HAND OPERATE
FLOW
PUMP
POWER
TRANSFER
UNIT
EMDP EDP
STANDBY LEADING EDGE

RUDDER DEVICES
SYSTEM B PRESSURE
MODULE
GROUND SERVICE LEFT THRUST RIGHT THRUST TRAILING

DISCONNECT REVERSER REVERSER EDGE FLAPS
SYSTEM A GROUND SERVICE

PRESSURE MODULE DISCONNECT
SYSTEM B
FLIGHT
CONTROL
SYSTEM A
MODULE FLT SPOILERS

FLIGHT
2&7
CONTROL
FLT SPOILERS MODULE
3&6
ELEVATORS ELEVATORS ELEVATOR RUDDER AND AILERONS AILERONS

AUTOPILOT FEEL YAW DAMPER AUTOPILOT
GROUND
SPOILERS LANDING
GEAR
BRAKES
t95136
Figure 6 System Schematic

GENERAL
29-00
HYDRAULIC POWER SYSTEMS COMP. LOCATIONS

General Component Locations
The major components for control and monitoring of the three hydraulic sys-
tems are located in the main landing gear wheel well area.
The engine driven pumps (EDP) are located on the engine accessory gear box.
General System Features

Three separate and independent hydraulic systems provide fluid pressurized to
a nominal 3000 psi.
The two primary hydraulic Systems A and B are each powered by one engine
driven pump and one 115-volt ac electric motor driven pump. System A is sup-
plied by the left engine driven pump and System B by the right engine driven
pump.
Both electric motor driven pumps and most of the other hydraulic components
are located in the main gear wheel well area. These consist of:
- System A and B hydraulic fluid shutoff valves.
- System A, B and Standby reservoirs.
- System A, B and Standby Pressure modules.
- System A and B return filter modules.
- Manual reservoir fill pump,
- Pressure fill connection and servicing filter.
A Reservoir Pressurization module provides filtered air to all three hydraulic
system reservoirs.
A single electric motor driven pump powers the Standby System, which is
available when required to operate the rudder, thrust reversers and extend the
leading edge flaps and slats. The pump is located on the keel beam in the main
gear wheel well.
Control switches and indicators for the three hydraulic systems are located in
the flight compartment.

GENERAL
29-00
SYSTEM A
RESERVOIR
SYSTEM A EMDP
SYSTEM B EMDP
RESERVOIR
PRESSURIZATION
MODULE
SYSTEM A SYSTEM B
EDP
PRESSURE MODULE PRESSURE MODULE
(TYP)
SYSTEM B
RESERVOIR
SYSTEM A
RETURN FILTER
MODULE
STANDBY SYSTEM
RESERVOIR
STANDBY MANUAL FILL

PRESSURE PUMP
MODULE
STANDBY EMDP PRESSURE FILL

CASE DRAIN CONNECTION
FILTER
RESERVOIR FILL
PRESSURE FILTER
SYSTEM B RETURN
FILTER MODULE
STANDBY
SYSTEM EMDP PTU PRESSURE FILTER
104831
POWER TRANSFER UNIT (PTU)
Figure 7 Component Locations
GENERAL
29-00
RESERVOIR PRESSURIZATION
Purpose
The three hydraulic reservoirs are pressurized to One restrictor orifice and one vent is in each incoming and outgoing line to the
45 - 50 psi by the pneumatic system to provide a positive fluid flow from the reservoir pressurization module. Their restriction will prevent a noticeable loss
reservoir to the pumps and maintain normal return pressure in the hydraulic of pneumatic duct pressure should a down stream break in the system occur.
system. The vents continually force contaminates out of the pressurization system.
The pneumatic manifold, left and right ducts and reservoir pressurization mod- A reservoir depressurization valve in the line to each main hydraulic reservoir
ule receive temperature and pressure-limited air from both engine bleeds, the can be manually opened to relieve air pressure from the respective reservoir.
APU or a ground pneumatic cart. The Standby System reservoir is depressurized simultaneous with the System
B reservoir.
Component Location
Restrictors (Airplanes without the reservoir balance line)
The reservoir pressurization components are located in the vicinity of the for-
ward bulkhead of the right main wheel well. One restrictor orifice and one vent (with orifice) is positioned in each incoming
and outgoing line. The two outgoing restrictors are installed in an orifice assem-
System Description bly which is attached to the reservoir pressurization module. Their restriction
The reservoir air is provided from the pneumatic manifold consisting of the left will prevent a noticeable loss of pneumatic duct pressure should a downstream
and right, or APU pneumatic ducts. The reservoir pressurization module is the break in the system occur.
major component and contains check valves, a filter, an orifice assembly, an air
Restrictors (Airplanes with the reservoir balance line)
charging valve and a test port. Also, included in the system are vents, restric-
tors, reservoir depressurization valves, pressure gages and pressure relief One restrictor and one vent are positioned in each incoming line. The outgoing
valves. lines contain a vent and a tee valve assembly. The tee valve assembly contains
a single check valve and a restrictor for each outgoing line. The restrictors will
Reservoir Pressurization prevent a noticeable loss of pneumatic duct pressure should a downstream
The reservoir pressurization module provides filtered air to all hydraulic system break in the system occur.
reservoirs any time the pneumatic manifold is pressurized. The manifold may
Air Pressure Gages
be pressurized from either or both engine bleeds, APU bleed, or external air.
A pressure gage for each System A and B reservoir provides an indication of
Air pressure gages provide an indication of air pressure in the respective reser-
air pressure.
voir.
A pressure gage calibrated in pounds per square inch is located between each
The reservoir pressurization module provides filtered air to all hydraulic system
reservoir depressurization valve and its respective reservoir.
reservoirs any time the pneumatic manifold is pressurized. The manifold may
be pressurized from either or both engine bleeds, APU bleed, or external air. Pressure Relief Valves
Air pressure gages provide an indication of air pressure in the respective reser- A pressure relief valve for each main hydraulic system reservoir opens under
voir. high air or fluid pressure (60-65 psi) to protect the reservoir.
A pressure relief valve, installed near each S;stem A and B reservoir, opens A pressure relief valve is installed downstream of each reservoir depressuriza-
under high air or fluid pressure to protect the reservoir. tion valve near the reservoir air inlet.

GENERAL
29-00
FROM APU
BLEED AIR
ISOLATION
APU BLEED
VALVE
AIR VALVE
LEFT PNEUMATIC DUCT RIGHT PNEUMATIC DUCT
VENT
RESERVOIR PRESSURIZATION MODULE

CHECK VALVE
1 AIRPLANES WITH RESERVOIR BALANCE LINE
FILTER RESTRICTOR
(EXAMPLE)
MANUAL
AIR CHARGING TEST PORT
VALVE
RESERVOIR
DEPRESSURIZATION
(VENT) VALVE
TO SYSTEM A
RESERVOIR
(SIMILAR TO
SYSTEM B
AS SHOWN) RESTRICTOR
ORIFICE ASSEMBLY
TEE VALVE ASSEMBLY
VENT
1
Figure 8 Reservoir Pressurization

GENERAL
29-00
RESERVOIR PRESSURIZATION (CONT.)

Reservoir Pressurization Module
A reservoir pressurization module centralizes the functions of routing pressure
to the System A and B reservoirs, air charging1 pressure bleeding and filtration.
The reservoir pressurization module is installed on a bracket mounted on the
forward wheel well bulkhead.
Check valves prevent loss of pressure at the failure of either or both pressure
sources.
A test port provides for attachment of a pressure source for maintenance or for
installation of a gage for test purposes.
A manual bleed/air charging valve allows ground pressurization of the reser-
voirs for maintenance.
The cleanable filter prevents downstream contamination of the system.
The pneumatic manifold must be depressurized prior to removal/installation of
the reservoir pressurization module or servicing of the pressurization system
filter.
Depressurization Valve (Airplanes without the reservoir balance line)

A manually controlled depressurization (vent) valve for each A and B system is
located between the reservoir and the reservoir pressurization module. Check
valves contained inside the depressurization valve are positioned to block
pneumatic system pressure when a slide in the valve is held in a position to
vent the reservoir. A valve lock can be installed over a maintenance period,
requiring removal to return the system to operational (pressurized) status. The
check valves also operate to retain a working pressure within the reservoir
should upstream pressure fail. The standby reservoir pressure is transmitted
through the balance line from the system B reservoir.
Depressurization Valve (Airplanes with the reservoir balance line)

A manually controlled depressurization (vent) valve for each A and B system is
located between the reservoir and the reservoir pressurization module. A valve
lock can be installed over a maintenance period, requiring removal to return the
system to operational (pressurized) status. The standby reservoir pressure is
transmitted through the balance line from the system B reservoir.
WARNING: FAILURE TO DEPRESSURIZE PNEUMATIC MANIFOLD MAY
RESULT IN INJURY TO PERSONNEL AND DAMAGE TO
EQUIPMENT.

GENERAL
29-00
SYSTEM A PRESSURE GAGE

RESERVOIR FOR THE SYSTEM A
RESERVOIR
FORWARD
BULKHEAD PUSH TO RELEASE THE PRESSURE
(REF) RESERVOIR
PRESSURIZATION
MODULE
SEE A
VENT CAP D
SYSTEM B
RESERVOIR
PRESSURE GAGE
FOR THE SYSTEM B
RESERVOIR RESERVOIR CHECK VALVE
D (2 LOCATIONS) TO THE
DEPRESSURIZATION
VALVE (2 LOCATIONS) RESERVOIRS
(TEST PORT)
VENT CAP
ORIFICE ASSEMBLY
KEEL BEAM (REF) TEE

(2 LOCATIONS)
VENT CAP
C
FILTER REDUCER
(2 LOCATIONS) WHEEL
2 WELL
PNEUMATIC BULKHEAD
VALVE SUPPLY LINE
C
VALVE INBD
1 PLUNGER FWD
A
C
CAP
1 VALVE FOR MANUAL AIR PRESSURIZATION 2 VALVE FOR MAUAL AIR PRESSURIZATION
(AIRPLANES WITH A STEEL SCREW-TYPE VALVE) (AIRPLANES WITH AN ALUMINUM PLUNGER-TYPE VALVE)
662466
Figure 9 Reservoir Pressurization Components Location

MAIN
29-10
29-10 MAIN
HYDRAULIC SYSTEM A
Purpose
System A is one of the two full-time hydraulic systems used in-flight. Cooling and lubricating fluid from the pumps is filtered and routed through a
One thrust reverser, the landing gear and approximately half of the flight con- heat exchanger in the number one fuel tank before entering the reservoir.
trols are powered by system A Return fluid from the using systems is filtered at the return module before en-
tering the reservoir.
System Description
Fluid quantity in the reservoir is displayed on a mechanical gage at the reser-
System A hydraulic power operates the following systems: voir and on a remote indicator on the first officer’s panel (P3) (airplanes without
- Landing Gear Engine Instrument System).
- Nose Wheel Steering Fluid quantity in the reservoir is displayed on a mechanical gage at the reser-
- Left Thrust Reverser voir and as a digital readout in percent of full, on the Secondary Engine and
Hydraulic Display (airplanes with Engine Instrument System).
- Ailerons - Power Control Units and Autopilot Actuator
Pumps are controlled by individual switches on the pilot’s forward overhead
- Elevators - Power Control Unit and Autopilot Actuator
panel (P5).
- Elevator Feel
The pressure output of each pump is monitored by individual pressure switches
- Rudder on the pressure module. Low pressure at the switch turns on the amber low
- Flight Spoilers 3 and 6 pressure light above the respective pump control switch.
- Ground Spoilers The electric motor driven pump is monitored for overheat by a temperature
- Alternate Brakes switch in the case return line and the pump case.
- Power Transfer Unit Excessive temperature turns on the amber overhead light above the control
switch.
SYSTEM A CONTROL AND MONITORING The output of the pressure module is routed to a pressure transmitter in the
main wheel well. It transmits total system pressure to the ”A” pointer on the
General Subsystem Features hydraulic system pressure gage located on the first officer’s panel (P3) (air-
System ”A” pressure is provided by one engine driven pump and one electric planes without Engine Instrument System).
motor driven pump. A 28 volt DC motor operated shutoff valve in the supply The output of the pressure module is routed to a pressure transmitter in the
line between the reservoir and the engine driven pump is normally open. main wheel well. It transmits total system pressure to the System ”A” digital
This valve is closed and stops the flow of hydraulic fluid to the engine when the pressure gage, on the Secondary Engine and Hydraulic Display (airplanes with
fire handle is pulled. Engine Instrument System).
Normal system configuration is with both pumps operating to output fluid pres-
surized to 3000 psi through the pressure module to the using systems. The
pressure module contains pressure filters, low pressure switches, check valves
and a pressure relief valve.

MAIN
29-10
AIRPLANES WITHOUT ENGINE INSTRUMENT SYSTEM

Figure 10 System A Control and Monitoring
MAIN
29-10


MAIN
29-10
AIRPLANES WITH ENGINE INSTRUMENT SYSTEM

Figure 11 System A Control and Monitoring
MAIN
29-10
SYSTEM A DISTRIBUTION
General Operation Ground Service Disconnect
Pressurized fluid from the two system A pumps is manifolded in the pressure A ground power module in the left ram air duct bay allows pressure input from
module and distributed to the landing gear, flight controls and the left thrust re- a ground hydraulic cart to operate all System A components.
verser.
Landing Gear
System pressure is supplied directly to the landing gear transfer valve which is
biased to allow system A pressure to the selector valve for normal extension
and retraction of the landing gear and for nose wheel steering.
Flight Controls
System A pressure is supplied directly to the ground spoilers and to two 28-volt
dc motor operated shutoff valves in the system A flight control module. The
spoiler shutoff valve, controlled by the spoiler system A switch on the flight con-
trol panel, is normally open to provide pressure to the inboard flight spoilers on
each wing (3 and 6). The flight control shutoff valve, controlled by the Flight
Control system A switch on the flight control panel, is normally open to provide
pressure to the primary flight controls, autopilot actuators and the elevator feel
system. A flight control low pressure switch monitors for low pressure in the
system.
Left Thrust Reverser
The left thrust reverser is pressurized through two separate lines. Engine
driven pump output is routed directly to the reverser from a tap upstream of the
check valve in the pressure module. The manifolded output of both pumps is
routed to the reverser through a hydraulic fuse.
Alternate Brake Operation

System A will provide brake system pressure through the alternate brake
source selector valve if system B is not operating.
Power Transfer Unit (PTU)

The PTU provides an alternate power source for leading edge devices opera-
tion. System A powers the motor through a control valve when the system B
engine driven pump output is low, flaps are not up and the airplane is in the air
mode.

MAIN
29-10
Figure 12 System A Distribution

MAIN
29-10
HYDRAULIC SYSTEM A RESERVOIR

Purpose
The hydraulic reservoir supplies hydraulic fluid to the A system pumps.
Location
The reservoir is mounted in the upper center area of the main wheel well, near
the forward bulkhead.
Physical Description
The system A reservoir is an airtight metal shell containing a quantity indicator
and ports for air pressure, return and pump supply lines.
The engine driven pump supply line is connected to a standpipe in the reservoir
that prevents use of any fluid below the 1.8 gallon level.
The electric motor driven pump can use the entire volume of fluid in the reser-
voir.
A float-type level quantity transmitter with a direct reading gage is graduated
with 0 for empty, RFL for refill and F for full.
The reservoir should be serviced to the full mark whenever the gage reads RFL
or below.
The following quantities in US gallons correspond to the scale values:
- 0 for empty 1.0 U.S. gallons
- RFL for refill 4.1 U.S. gallons
- F for full 4.8 U.S. gallons

MAIN
29-10
SYSTEM A
RESERVOIR
SEE A
FORWARD
BULKHEAD (REF)
SYSTEM B
RESERVOIR
STANDBY
RESERVOIR
VENT
LINE
RESERVOIR PRESSURE
RELIEF VALVE
FROM RESERVOIR
PRESSURIZATION
MODULE
QUANTITY
FWD INDICATOR/
TRANSMITTER
KEEL BEAM (REF) RETURN AND

FILL LINE
DRAIN/SAMPLING VALVE
EDP SUPPLY LINE
EMDP SUPPLY LINE
104841
Figure 13 Hydraulic System A Reservoir

INDICATING
29-30
29-30 INDICATING
HYDRAULIC FLUID QUANTITY SYSTEM A
Float-type Transmitter
A fluid quantity indicating system consists of a floattype level transmitter at the
reservoir and two indicators; a direct reading gage on the transmitter and a re-
mote gage on the F/O panel (P3).
Remote Indicator
The remote gage is powered by 28 volts dc. A change in reservoir fluid level
causes the transmitter float arm to move up or down.
The float arm moves a sliding contact of a variable resistor that determines the
voltage applied to coils in the indicator which positions the pointer.
A magnet in the indicator moves the indicator pointer ”off scale” when there is
no electrical power to the system.
Maintenance Practices
Do not allow float to contact internal standpipe during removal or installation of
the transmitter to prevent damage.

INDICATING
29-30
Figure 14 Hydraulic Fluid Quantity Syststem A

INDICATING
29-30
HYDRAULIC FLUID QUANTITY SYSTEM A

Float-Type Transmitter
A fluid quantity indicating system consists of a float-type level transmitter on
the reservoir. The float operates a direct-reading gage on the reservoir. The
transmitter supplies a signal to a digital quantity readout, in percent of full, on
the Secondary Engine and Hydraulic Display.
Do not allow the transmitter float to contact internal standpipe during removal
or installation of the transmitter to prevent damage to the float.
Transmitter mounting bolt holes are arranged so that system A and B transmit-
ters cannot be interchanged because internal calibrations are different due to
different reservoir sizes.
Engine oil pressure must be less than 11 psi to accomplish a BITE check of the
secondary engine and hydraulic display.

INDICATING
29-30
Figure 15 Hydraulic Fluid Quantity System A

MAIN
29-10
29-10 MAIN (CONT.)

SYSTEM A HYDRAULIC FLUID SHUTOFF VALVE
Purpose Maintenance Practices
A hydraulic fluid supply shutoff valve is installed in the supply line between the The hydraulic reservoir must be depressurized and drained prior to removing
reservoir and engine driven pump. the EDP hydraulic fluid shutoff valve.
The valve is normally open. CAUTION: If either engine No. 1 or 2 fire switches are positioned to FIRE with
The shutoff valve is closed when the number one fire handle is pulled up and the corresponding engine-driven pump operating, proceed with the
shuts off the flow of hydraulic fluid to the engine. following steps:
- If a supply shutoff valve was closed for less than 5 minutes, no mainte-
Location nance is required and shutoff periods are not accumulative.
The system A shutoff valve is located in the wing rear spar area just outboard - If supply shutoff valve was closed for longer than 5 minutes, ensure
of the main left wheel well. that pump has operated at least one minute with supply fluid available
before checking filter elements so that metal contamination, possibly
generated during fluid shutoff, has reached the filter. (a) Check case
EDP hydraulic fluid supply valves are operated by 28 volt DC motors only. drain filter element for metal contamination
The system A shutoff valve is controlled by fire handle number one. - Check pressure filter for metal contamination
A position indicator on the valve displays valve position, OPEN or CLSD. - If no metal is found in either filter, install new filters and continue to run
These valves cannot be positioned manually. pump. Recheck filters in 200 hrs.
- If metal is found, remove applicable pump for overhaul and flush lines
between the pump and filters.

MAIN
29-10
NO. 1 ENGINE OPEN

SEE A FIRE SWITCH
HYD SOV
ENG NO. 1 NORMAL
28V DC
BAT. BUS FIRE
P8
CLOSE
A EDP SUPPLY
SHUTOFF NO. 1 ENGINE HYDRAULIC
VALVE FLUID SHUTOFF VALVE
(ENG 1 SHOWN)
SELECTS
RESPECTIVE
EDP LOW PRESS
LIGHT OFF
OVHT DET OVHT DET
WHEEL BELL CUTOUT L BOTTLE R BOTTLE
WELL DISCHARGE DISCHARGE
A B A B
ENGINES
FAULT
DISCH DISCH DISCH E T
NORMAL NORMAL
X E
1 2
ENG 1 L R APU DET ENG 2 L R T S
OVERHEAT OVERHEAT T
INOP
TEST
F APU BOTTLE FIRE SWITCHES
I O F L R
A (FUEL SHUTOFF)
N V I DISCHARGE
U PULL WHEN ILLUMINATED
O H R LOCK OVERRIDE: PRESS
L
P T E BUTTON UNDER HANDLE
T APU
P8 104846
Figure 16 System A Hydraulic Fluid Shutoff Valve

MAIN
29-10
ENGINE DRIVEN PUMP (EDP)

Purpose
The engine driven pump (EDP) is one of the two pressure sources for the Sys-
tem A hydraulic system.
Location
The System A EDP is mounted on the engine accessory drive case of number
one engine.
Physical Description/Features
The EDP is pressure compensated to maintain a nominal 3000 psi output at
flow demands of approximately 22-1/2 gpm. The EDP is capable of operating in
its normal pumping mode or in a depressurized condition. In its depressurized
mode, the EDP is isolated from the hydraulic system downstream and runs at
zero flow.
EDP change is facilitated by self-sealing disconnect fittings at the pump that
connect the supply, case return, and pressure lines. Quick disconnects in these
lines at the cowl support beam are used during major engine maintenance.
CAUTION: DO NOT OPERATE EITHER EDP MORE THAN 2 MINUTES
UNLESS THE APPLICABLE FUEL TANK CONTAINS AT
LEAST 1675 LBS (760KG) OF FUEL. IF PUMPS ARE OPER-
ATED 2 MINUTES WITHOUT FUEL IN TANK, ALLOW RES-
ERVOIR TO RETURN TO AMBIENT TEMPERATURE BE-
FORE RESUMING TEST.

MAIN
29-10
MOUNTING PAD
SEE A 1
QAD ATTACH RING
GASKET
FWD QAD CLAMP
1 NO. 1 ENGINE SHOWN O-RING

NO. 2 ENGINE SIMILAR
DRAIN PLUG
(EXAMPLE)
CASE DRAIN LINE
PUMP
DEPRESSURIZATION
VALVE GEAR BOX
DRAIN LINE
FOR THE
ELECTRICAL
SHAFT SEAL
CONNECTOR
SPLINED SHAFT
WRENCH
BACKUP SHAFT BOOT SEAL
PRESSURE A
LINE
SUPPLY LINE FWD
SELF-SEALING
DISCONNECT
126873
Figure 17 Engine Driven Pump (EDP) - Vickers

MAIN
29-10
ENGINE DRIVEN PUMP CONTROL

Control
An engine driven pump operates in the normal pumping mode when the control
switch (ENG 1) on P5 is in the ON position and the engine is running.
Moving the control switch to OFF provides a path for 28 volts dc to energize
the depressurizing solenoid. This opens the depressurizing valve and ports
pressure to the compensating valve and the blocking valve.
The compensator valve opens which allows pump output pressure on the actu-
ating piston to move the yoke assembly to the zero displacement position.
Equal pressure on both sides of the blocking valve allows the spring to position
it so that the pump is isolated from the downstream portion of the hydraulic
system.
Output of an engine driven pump is not effected by an interruption of electrical
power.
Cooling and lubricating fluid circulates through the pump and back to the reser-
voir via the case drain line in both modes of operation.
Engine driven pump control switches should remain in the ON position except
when a requirement exists to depressurize the pump.

MAIN
29-10
PUMP SHOWN DEPRESSURZED

PUMP SHOWN PRESSURIZED
Figure 18 Engine Driven Pump Control

MAIN
29-10
ELECTRIC MOTOR DRIVEN PUMP (EMDP)

Purpose
The electric motor driven pump is one of the two pressure sources for hydraulic
System A.
Location
The System A EMDP is attached on vibration absorbing mounts in the left for-
ward wheel well area.
The EMDP assembly is composed of an oil-cooled, three-phase, 115-volt ac
motor, a centrifugal pump and a single-stage, variable-displacement, pressure-
compensated hydraulic pump. An acoustic filter is fitted in the pressure line to
suppress the noise and vibration of pump operation.
Hydraulic fluid enters the pump by way of the electric motor housing providing
cooling to the rotor and stator assemblies, before entering the centrifugal boost
cavity. From the centrifugal boost pump, the fluid is driven into a barrel cylinder
containing nine pistons, which is revolved adjacent to a cam plate. As the pis-
tons reciprocate traveling in the cam track, they are forced to discharge fluid at
working pressure. This pressure is sensed by a compensator valve and spring
calibrated to drive the cam plate to a ramp angle which will maintain a supply of
approximately 6.0 gpm at 2700 psi. The pump also moves fluid through its
case to lubricate and cool the pump.
CAUTION: DO NOT OPERATE EMDP MORE THAN TWO MINUTES UN-
LESS THE NO. 1 FUEL TANK CONTAINS AT LEAST 1675
LBS (760 KG) OF FUEL. IF PUMP IS OPERATED TWO MIN-
UTES WITHOUT REQUIRED FUEL IN TANK, ALLOW RES-
ERVOIR TO RETURN TO AMBIENT TEMPERATURE BE-

FORE RESUMING PUMP OPERATION.

MAIN
29-10
CASE DRAIN LINE

VICKERS EMDP
SUPPLY LINE
SYSTEM A EMDP
SEE A PRESSURE LINE
ACOUSTIC FILTER
A 2
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
ABEX EMDP
FWD
SYSTEM B EMDP
SEE A
KEEL BEAM
WHEEL WELL
GROUNDING STRAP
1 SYSTEM B EMDP SHOWN CASE DRAIN LINE

SYSTEM A EMDP SIMILAR PRESSURE LINE
2 AIRPLANES WITH VICKERS PUMPS
ACOUSTIC FILTER
SUPPLY LINE
A 1 767885
767898
Figure 19 Electric Motor Driven Pump (EMDP)

MAIN
29-10
ELECTRIC MOTOR DRIVEN PUMP CONTROL

Purpose
The electric motor driven pump (EMDP) provides a second pressure source for
system A.
Location
This EMDP is located below the system A reservoir, near the forward bulkhead
of the main wheel well.
It is a 3-phase, 115 volt ac motor driven pump, pressure compensated to main-
tain a nominal 3000 psi output at flow demands of approximately six gpm.
Control
The EMDP is controlled by a switch on the pilot’s forward overhead panel (P5).
When the switch (ELEC 2) is ON, 28 volt dc from BUS 2 energizes a control
relay that closes three contacts and provides a path for 115 volts ac from BUS
2 to the motor. When the switch is OFF, the relay is de-energized and the con-
tacts open to stop the motor. A Thermal switch limits excessive temperature in
the motor case by removing the ground for the system A elec hyd pump relay
(only Vickers Pump).
A pump ground fault detector is located in the P6-1 circuit breaker panel. When
power is grounded in the pump such that a 2-4 amp. current differential exists,
a current transformer located in the 3-phase circuit trips a relay in the detector.
This causes the pump relay to open removing power from the pump. A reset
button on the detector is provided to reset the relay after the fault has been
corrected.

MAIN
29-10
2
1 RENDUNDANT COIL

OPEN >118_ C
CLOSE < 38_ C
Figure 20 Electric Motor Driven Pump Control

MAIN
29-10
SYSTEM A CASE DRAIN FILTER

Purpose
A case drain filter is installed in each pump case return line to detect pump
wear and prevent contamination of the system.
Location
The system A EDP case drain filter is located in the left wing, near the aft, out-
board end of the landing gear support beam.
The EMDP case drain filter is directly beneath the pump in the main wheel well,
left side.
A contaminated filter can cause the EMDP overheat light to illuminate.
The filter consists of a noncleanable filter element inside a metal housing. An
arrow on the filter housing indicates direction of flow through the filter. A check
valve on the outlet of each filter prevents reverse flow from the opposing pump.
If a hydraulic system pump is replaced due to malfunction, the respective case
drain filter element must also be replaced.
The flaps must be extended at least 10 units with the inboard ground spoiler in
the full up position for access to the EDP filter.

MAIN
29-10
SYSTEMS A AND B EMDP

SYSTEM A EDP CASE
CASE DRAIN FILTERS
DRAIN FILTER
OUT IN
FLAP DRIVE
TORQUE TUBE
SYSTEM B EDP CASE

DRAIN FILTER
LOCATION BELOW GROUND SPOILER NO. 5
SYSTEM B SYSTEM B FILTER SHOWN, SYSTEM A OP-
RESERVOIR (REF) POSITE BELOW
GROUND SPOILER NO. 4
SYSTEM B
SYSTEM A EMDP (REF)
RESERVOIR (REF)
FILTER HEAD
SYSTEM A EMDP (REF)

IN
OUT
CHECK VALVE (TYPICAL)

MOUNTING BOLT
(OUTFLOW SIDE ONLY) (TYPICAL)
SYSTEM A EMDP FILTER BOWL

CASE DRAIN FILTER
SYSTEM B EMDP D CASE DRAIN FILTER
SEE D
CASE DRAIN FILTER
SEE D
Figure 21 EDP Case Drain Filter

MAIN
29-10
SYSTEM A HEAT EXCHANGER

Purpose
A heat exchanger cools hydraulic fluid before it returns to the reservoir.
Location
It is mounted in the bottom of the number one fuel tank.
The heat exchanger is in the case return line common to both system A
pumps. Fluid circulates through the heat exchanger when either pump is oper-
ated and transfers heat from the fluid to the fuel. At least 250 U.S. gallons
(1675 lbs) (761 KG) of fuel is required in the number one fuel tank for proper
cooling.
Do not operate either hydraulic pump more than two minutes without required
fuel in the tank.
WARNING: FUEL TANK IS HAZARDOUS AREA. KNOW PRECAUTIONS
BEFORE ENTERING FUEL TANK OR INJURY TO PERSON-
NEL AND DAMAGE TO AIRPLANE MAY RESULT.

MAIN
29-10
HEAT EXCHANGER HYDR. SYSTEM B
HYDRAULIC
COOLING TUBES
SYSTEM A
HEAT EXCHANGER
REAR SPAR OF RIGHT HAND WING

FUEL TANK FLOOR
HEAT EXCHANGER HYDR. SYSTEM A SHOWN

HEAT EXCHANGER HYDR. SYSTEM B SIMILAR
104847
Figure 22 System A Heat Exchanger

INDICATING
29-30
29-30 INDICATING (CONT.)

SYSTEM A OVERHEAT LIGHT (ABEX PUMP) SYSTEM A OVERHEAT LIGHT (VICKERS PUMP)
Purpose Purpose
The electric motor driven pump is monitored for overheat by temperature acti- The electric motor driven pump (EMDP) is monitored for overheat by a temper-
vated switches in the case return line and in the motor case housing. The ature activated switch in the case return line. The switch is connected to an
switches are connected to an amber overheat light above the pump control amber overheat light above the pump control switch.
switch.
Location
Location The hydraulic drain fluid overheat warning switch is located in the case drain
The case fluid overheat temperature switch is located below the system A line below the System A EMDP in the left wheel well.
EMDP in the left wheel well.
The pump case overheat temperature switch is mounted on the system A
EMDP motor housing. The amber overheat light is powered by dc voltage from the Master Dim circuit.
When case drain fluid temperature exceeds 220_F (104_C), the overheat
Physical Description switch closes applying a ground which illuminates the overheat master caution
The amber overheat light is powered by dc voltage from the master dim circuit. and hydraulic annunciator light. When the temperature decreases to 165_F
(74_C), the switch opens and the overheat light goes out.
When case drain fluid temperature exceeds 220°F (104°C), or pump tempera-
ture exceeds 235°F (113°C), the overheat switches close applying a ground
which illuminates the overheat master caution and hydraulic annunciator light.
When the temperature decreases to 165°F (74°C), the switches open and the
overheat light goes out.

INDICATING
29-30
OVERHEAT OVERHEAT
LOW LOW LOW LOW

PRESSURE PRESSURE PRESSURE PRESSURE
ENG 1 ELEC 2 ELEC 1 ENG 2
ON ON
OFF OFF
A HYD PUMPS B
1 SYS B EMDP
OVERHEAT SWITCH
MD&T
2
28/16V DC
SYS B ELEC-1
PUMP OVERHEAT
MD&T
C317 LIGHT
28/16V DC
SYS B ELEC-1
SYS B CASE DRAIN PUMP OVERHEAT
TO MASTER OVERHEAT SWITCH C317 LIGHT
TEST SWITCH
MD&T SYS B CASE DRAIN
28/16V DC TO MASTER OVERHEAT SWITCH
SYS A ELEC-2 TEST SWITCH
PUMP OVERHEAT
MD&T
C318 LIGHT
28/16V DC
SYS A ELEC-2
P6-3 PANEL LOAD SYS A CASE DRAIN PUMP OVERHEAT
CONTROL CENTER TO MASTER OVERHEAT SWITCH C318 LIGHT
TEST SWITCH
P6-3 PANEL LOAD SYS A CASE DRAIN
CONTROL CENTER TO MASTER OVERHEAT SWITCH
TEST SWITCH
SYS A EMDP
OVERHEAT SWITCH 1 ABEX PUMP 2 204261
VICKERS PUMP
a16128
Figure 23 Hydraulic Fluid Overheat Warning
MAIN
29-10
29-10 MAIN (CONT.)

ELECTRIC MOTOR DRIVEN PUMP ACUSTIC FILTER
Purpose
The filter reduces the noise level and vibration of the
EMDP.
Location
The filter is installed in the wheel well adjacent to the pump.
The acoustic filter consists of a housing containing a
number of baffles.

MAIN
29-10
CASE DRAIN LINE

VICKERS EMDP
SUPPLY LINE
SYSTEM A EMDP
SEE A PRESSURE LINE
ACOUSTIC FILTER
A 2
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
ABEX EMDP
FWD
SYSTEM B EMDP
SEE A
KEEL BEAM
WHEEL WELL
GROUNDING STRAP
1 SYSTEM B EMDP SHOWN CASE DRAIN LINE

SYSTEM A EMDP SIMILAR
2 AIRPLANES WITH VICKERS PUMPS PRESSURE LINE
ACOUSTIC FILTER
SUPPLY LINE
A 1 767885
767898
Figure 24 Electric Motor Driven Pump Acustic Filter

MAIN
29-10
SYSTEM A PRESSURE MODULE

Purpose
The pressure module filters and distributes pump outputs to user systems.
Location
The module is located on the left forward wall of the main wheel well.
The pressure module consists of a housing containing cartridge-type pressure
filters, pump low pressure warning switches, a pressure relief valve, check
valves and fittings for attaching system tubing connectors.
A non-bypass cartridge-type filter in the pressure line from each pump filters
the fluid before it is delivered to the using components.
It consists of a non-cleanable filter element inside a metal bowl.
Check valves are installed downstream of the pressure filters and low pressure
warning switches to isolate them from the output of the opposite pump. Com-
ponents can be individually replaced in the module.

MAIN
29-10
SYSTEM A
PRESSURE MODULE
TO ENGINE NO. 1
THRUST REVERSER
TO SYSTEM PRESSURE
TRANSMITTER
EDP LOW PRESSURE SWITCH
TO FLIGHT CONTROL
MODULE
TO ENGINE NO. 1 EMDP LOW PRESSURE SWITCH

THRUST
REVERSER
TO ALTERNATE BRAKE SOURCE
SELECTOR VALVE AND
SPOILER CONTROL VALVE
FROM EDP
(NOT SHOWN)
FWD
EDP CHECK VALVE

WHEEL WELL
SYSTEM B
HYDR. SYSTEM PRESS. KEEL BEAM
RELIEF VALVE PRESSURE MODULE
EMDP CHECK VALVE
EDP PRESSURE FILTER
FROM FLIGHT CONTROL MODULE TO LANDING GEAR

(NOT SHOWN) TRANSFER VALVE
FROM EMDP
EMDP PRESSURE FILTER
TO RETURN FILTER MODULE
FROM PTU TO PTU

Hydraulic System A Pressure Module shown
System B Pressure Module similar
FWD
(118492)
Figure 25 System A Pressure Module

INDICATING
29-30

SYSTEM A LOW PRESSURE WARNING
Purpose
A low pressure warning system is provided to monitor the output pressure of
each hydrauliC pump.
Location
Individual low pressure warning systems for each pump Consist of amber lights
on the forward overhead panel and low pressure warning switches in the pres-
sure module.
The amber light illuminates when pump delivery pressure is low. The master
caution lights and the hydraulic annunciator also illuminate for pump low pres-
sure.
The engine-driven pump low pressure circuit is wired through the engine fire
switch. Pulling the number one engine fire switch disarms the system A en-
gine-driven pump low pressure warning circuit.
Operation
During normal pump operation, the low pressure switches are open and the
amber lights remain off. An amber light illuminates when pump delivery pres-
sure drops below the preset value of the pressure switch. The setting of the
switches are set by the manufacturer and no adjustments are required.

INDICATING
29-30
Figure 26 System A Low pressure Warning

INDICATING
29-30
PRESSURE INDICATION CIRCUIT - SYSTEM A

Purpose
A hydraulic pressure indiCating system is provided to monitor pressure from
hydraulic System A.
Location
The System A pressure transmitter is located on the forward bulkhead of the
left main wheel well.
Airplanes with Engine Instrument System:
System A fluid pressure is displayed on an LED indicator of the Secondary
Engine and Hydraulic Display panel on the Center instrument panel P2.
Airplanes without Engine Instrument System:
System A fluid pressure is displayed by the A pointer on the dual pointer
remote indicator on the first officer’s panel (P3).
The pressure indicating system consists of a transmitter and an indicator.
Pressure is routed from the common output line of the pressure module to the
System A pressure transmitter. Pressure changes sensed by a Bourdon tube
are converted to an electric signal by a 28 volt ac synchro.
The electric signal is transmitted to a pressure gage located on the Secondary
Engine and Hydraulic Display of the center instrument panel P2 (airplanes with
Engine Instrument System)
The electric signal is transmitted to a synchro in the indicator which drives the
pointer (airplanes without Engine Instrument System).

INDICATING
29-30
SYSTEM B
SYSTEM A
PRESSURE
PRESSURE
TRANSMITTER
TRANSMITTER
P3 PANEL
FWD
WHEEL WELL
28V AC
XFR BUS
NO. 1
REAR POINTER (B)

SYSTEM B PRESSURE
TRANSMITTER
28V AC
XFR BUS
NO. 2
FRONT POINTER (A)

P6 SYSTEM A PRESSURE
TRANSMITTER HYD SYS PRESS IND (DUAL)
1 AIRPLANES WITOUT ENGINE INSTRUMENT SYSTEM
Figure 27 Pressure Indicating Circuit

INDICATING
29-30


INDICATING
29-30
2
2 AIRPLANES WITH ENGINE INSTRUMENT SYSTEM

MAIN
29-10
29-10 MAIN (CONT.)

SYSTEM A RETURN FILTER
PURPOSE
The A system return filter element removes contaminants from the return fluid
before it enters the reservoir.
LOCATION
The system ”A” return filter module is located on the left forward bulkhead, of
the main gear wheel well.
PHYSICAL DESCRIPTION
The return filter module consists of a filter bowl, replaceable filter element and
a filter head.
The filter head incorporates a bypass valve, shutoff valve, two check valves
and a differential pressure indicator.
When restricted flow causes a pressure drop of 65 psi across the element, the
differential pressure indicator becomes visible, indicating that the filter is con-
taminated and should be replaced.
When restricted flow causes an excessive pressure drop of 100 psi across the
element, the bypass valve opens and allows fluid to bypass the filter and flow
directly into the reservoir.
OPERATION
Two check valves are installed in the filter head to direct return flow from the
system through the filter into the system.
MAINTENANCE PRACTICES
The shutoff valve prevents fluid draining from the reservoir when the filter bowl
is removed.

MAIN
29-10
DIFFERENTIAL PRESS.
INDICATOR (POPOUT)
PORT 3
TO THE
RESERVOIR
PORT 2
PLUG
PORT 1
RETURN RETURN FILTER
MODULE FOR
FLOW SYSTEM A
FILTER
MODULE
RETURN FILTER
MODULE
FOR SYSTEM B
QAD
SEE A
CLAMP
HYDRAULIC SYSTEM INSTALLATION

MAIN WHEEL WELL
FILTER
BOWL
A SYSTEM A FILTER MODULE
104843
150679
Figure 29 System A Return Filter

MAIN
29-10


MAIN
29-10
TO B
RETURN
AIR
PRESSURE
RDV GAGE
RESERVOIR POWER TRANSFER
PRESSURIZATION FROM B UNIT
PUMP MOTOR ALTERNATE
MODULE RESERVOIR
BRAKE
SELECTOR TO
B BRAKES
VALVE
TO LEADING
PRESS
EDGE DEVICES
GROUND SERVICE
DISCONNECT
QUANTITY GROUND
TRANSMITTER SPOILERS
RESERVOIR
LANDING GEAR
TRANSFER
OVERHEAT OVERHEAT VALVE B
B
RETURN
PRESS
LOW LOW LOW LOW
LANDING GEAR
ENG 1 ELEC 2 ELEC 1 ENG 2 SYS AND NOSE WHEEL
PRESS STEERING
ON ON TRANS
OFF OFF
A HYD PUMPS B FLIGHT AILERONS AND

CONTROL MODULE AUTOPILOT B
1 B RETURN
PRESS
3 1
__ EMDP EDP
3
__
HYD SYS 2 ELEVATOR AND
1
__ 4
PRESS 4 HYD QTY RFL ELEVATOR FEEL
4 B
B AND AUTOPILOT
RETURN
PRESS
LOW
0 F RETURN FILTER MODULE
PSI X 1000 SYS A PRESS
E
SWITCH
1
LOW
RUDDER
PRESS B
B
SWITCH RETURN
PRESS
OVHT DET WHEEL

WELL FLIGHT
A B SPOILERS
3 AND 6
FAULT
DISCH
NORMAL
ENG 1 SYSTEM PRESSURE MODULE

L R APU DET
OVERHEAT REF FIG. 20 FOR
INOP FUEL LEFT THRUST
SYMBOL DEFINITION
REVERSER STBY
TEST STBY
F APU BOTTLE
I O F HEAT PRESS RETURN
A 1 AIRPLANES WITHOUT ENGINE
N V I DISCHARGE EXCHANGER
U INSTRUMENT SYSTEM
O H R
L
P T E r 2 AIRPLANES WITH ENGINE
T
INSTRUMENT SYSTEM
Figure 30 Hydraulic System A Summary

MAIN
29-10
HYDRAULIC SYSTEM B
PURPOSE Pump Case Return
Hydraulic system B provides fluid under pressure of 3000 psi to portions of the Cooling and lubricating fluid from both pumps is filtered, manifolded and then
flight controls, landing gear and thrust reverser systems. routed through a heat exchanger in the number two fuel tank before returning
to the reservoir.
SYSTEM DESCRIPTION
System B hydraulic power operates the following systems: Return Module
- Main Wheel Brakes. Return fluid from the using systems is filtered in the return module before en-
tering the reservoir.
- Right Thrust Reverser.
- Ailerons - Power Control Unit and Autopilot Actuator. Fluid Quantity Indication
- Elevators - Power Control Unit and Autopilot Actuator. Fluid quantity in the reservoir is displayed on a mechanical direct reading gage
- Elevator Feel. at the reservoir and as a digital readout, in percent of full, on the Secondary
Engine and Hydraulic Display. (Airplanes with Engine Instrument System)
- Rudder.
Fluid quantity in the reservoir is displayed on a mechanical direct reading gage
- Flight Spoilers 2 and 7.
at the reservoir and on an electric powered remote indicator on the first officer’s
- Trailing Edge Flaps. panel (P3). (Airplanes without Engine Instrument System)
- Leading Edge Flaps and Slats.
Pump Control and Indication
- Alternate Landing Gear Retraction.
The pumps are controlled by individual switches on the pilot’s forward overhead
- Alternate Nose Wheel Steering
panel (P5) The pressure output of the pumps is monitored by individual pres-
SYSTEM B CONTROL AND MONITIRING sure switches in the pressure module. Low pressure detected at the switch
turns on an amber low pressure light above the respective pump control switch.
General Component Locations The electric motor driven pump is monitored for overheat by a temperature
System B pressure is provided by one engine-driven pump and one electric switch in the case return line. Excessive temperature turns on the overheat
motor driven pump. A 28-volt dc motor operated shutoff valve in the supply line light above the control switch.
between the reservoir and the engine-driven pump is normally open. It is The manifolded output of the pressure module is routed to a pressure transmit-
closed when the number two fire handle is pulled to stop the flow of hydraulic ter in the main wheel well. It electrically transmits total system pressure to a
fluid to the engine. systems pressure gage on the Secondary Engine and Hydraulic Display. (Air-
planes with Engine Instrument System)
General Subsystem Features The manifolded output of the pressure module is routed to a pressure transmit-
Both pumps are normally operated to output fluid pressurized at 3000 psi ter in the main wheel well. It electrically transmits total system pressure to the
through the pressure module to the using systems. The pressure module con- B pointer on the hydraulic system pressure gage located on the first officer’s
tains pressure filters, low pressure switches, check valves and a pressure relief panel (P3). (Airplanes without Engine Instrument System)
valve.

MAIN
29-10
Figure 31 System B Control and Monitoring

MAIN
29-10


MAIN
29-10
Figure 32 System B Control and Monitoring

MAIN
29-10
SYSTEM B DISTRIBUTION
Operation
Pressurized fluid from the two system B pumps is manifolded in the pressure
module and distributed to the main wheel brakes, flight controls and the right
thrust reverser.
Brakes
System pressure is supplied directly to the brake System and used for normal
airplane braking. System A pressure is an alternate method for braking when
System B is not available.
Flight Controls
System B pressure is provided directly to the trailing edge flaps, leading edge
devices and two 28 volt dc motor operated shutoff valves in the System B flight
control module. The spoiler shutoff valve, controlled by the Spoiler B switch on
the flight control panel, is normally open to allow pressure to the outboard flight
spoilers (2 and 7).
The flight control shutoff valve, controlled by the flight control system B switch
on the flight control panel, is normally open to provide pressure to the primary
flight controls, autopilot actuators, and the elevator feel System. A pressure
switch downstream of the valve is actuated by low pressure to illuminate the
amber low pressure light below the control switch.
Right Thrust Reverser
The right thrust reverser is powered directly from the right engine driven pump
and via a separate line by manifolded pressure from both pumps through a
fuse.
Alternate Landing Gear Retraction

System B pressure is available to the landing gear transfer valve for use as an
alternate pressure source for gear retraction under certain conditions.
Ground Service Disconnect

A ground service disconnect can be used to input pressure downstream of the
pressure module from a ground hydraulic cart to operate all system B compo-
nents.

MAIN
29-10
Figure 33 System B Distribiution

MAIN
29-10
SYSTEM B HYDRAULIC RESERVOIR

PURPOSE
The B system hydraulic reservoir supplies hydraulic fluid to the B system
pumps and the power transfer unit pump.
LOCATION
The B system reservoir is located in the upper right corner of the main wheel
well, near the forward wall.
PHYSICAL DESCRIPTION
The B reservoir is an airtight metal shell containing a quantity indicator and
ports for air pressure, return, a fill line from the standby reservoir, and pump
supply lines.
The engine-driven pump supply line is connected to a standpipe inside the res-
ervoir that prevents the use of fluid below the 3.5 gallon level.
The electric motor driven pump is connected to a second standpipe that con-
serves one gallon of fluid for autoslat system power transfer unit.
Quantity indication
A float type level quantity transmitter with a direct reading gage is attached to
the left side of the reservoir.
The float operates a direct -reading gage on the reservoir. The following quanti-
ties in US gallons correspond to the scale value on the direct-reading gage:
- 0 for empty, 1.0m U.S. gallons
- RFL for refill, 6.4 U.S. gallons
- F for full 7.2 U.S. gallons
The reservoir should be serviced to the F mark whenever the gage reads RFL
or below.
BALANCE LINE
A balance line connects the B reservoir to the standby reservoir to provide a
source of reservoir pressurization. The standby reservoir is filled prior to the B
reservoir.

MAIN
29-10
SYSTEM A
RESERVOIR
FORWARD
BULKHEAD (REF)
SYSTEM B
RESERVOIR
STANDBY
RESERVOIR
VENT
RESERVOIR PRESSURE
LINE
RELIEF VALVE
FROM RESERVOIR
PRESSURIZATION
FWD MODULE
QUANTITY
INDICATOR/
KEEL BEAM (REF) TRANSMITTER
FILL LINE
RETURN LINE
DRAIN/SAMPLING VALVE
EMDP SUPPLY LINE

EDP SUPPLY LINE
POWER TRANSFER
UNIT SUPPLY LINE
Figure 34 System B Hydraulic Reservoir

INDICATING
29-30

HYDRAULIC FLUID QUANTITY SYSTEM B
Monitor
The System B fluid quantity indicating system functions essentially the same as
that previously described for System A. The float-type level transmitter is simi-
lar but not identical to that of the System A unit. The gage markings are slightly
different on the direct-reading and remote electrical gages because of the dif-
ferent reservoir volumes.
The transmitter contains a float operated switch calibrated to approx. 5.1 U.S.
gallons. The switch supplies a signal to the alternate nose wheel steering con-
trol circuit (only aircrafts with alternate nose wheel steering system).
Do not allow the transmitter fLoat to contact internal standpipes during removal
or installation of the transmitter to prevent damage to the float.
Transmitter mounting bolt holes are arranged so that systems A and B trans-
mitters cannot be interchanged because internal calibrations are different due
to different reservoir sizes.

INDICATING
29-30

Figure 35 Hydraulic Fluid Quantity System B
INDICATING
29-30


INDICATING
29-30
Figure 36 Hydraulic Fluid Quantity Systtem B

HYDRAILIC POWER B737-300/400/500
MAIN
29-10
29-10 MAIN (CONT)

SYSTEM B HYDRAULIC FLUID SHUTOFF VALVE
A hydraulic fluid supply shutoff valve is installed in the supply line between the
B reservoir and engine driven pump. It is located on the structure at the right
outboard edge of the main wheel well and is controlled by fire handle number
two. Operation of this valve is the same as that previously described for sys-
tem A.

MAIN
29-10
NO. 2 ENGINE OPEN

SEE A FIRE SWITCH
HYD SOV
NORMAL
ENG NO. 2
28V DC
BAT. BUS FIRE
P8
CLOSE
A EDP SUPPLY
SHUTOFF NO. 2 ENGINE HYDRAULIC
VALVE FLUID SHUTOFF VALVE
SELECTS
RESPECTIVE
EDP LOW PRESS
LIGHT OFF
OVHT DET OVHT DET
WHEEL BELL CUTOUT L BOTTLE R BOTTLE
WELL DISCHARGE DISCHARGE
A B A B
ENGINES
FAULT
DISCH DISCH DISCH E T
NORMAL NORMAL
X E
1 2
ENG 1 L R APU DET ENG 2 L R T S
OVERHEAT OVERHEAT T
INOP
TEST
F FIRE SWITCHES
I O F APU BOTTLE
A (FUEL SHUTOFF) L R
N V I DISCHARGE
U PULL WHEN ILLUMINATED
O H R LOCK OVERRIDE: PRESS
L
P T E BUTTON UNDER HANDLE
T APU
P8 104846
Figure 37 System B Hydraulic Supply Shutoff Valve

MAIN
29-10
SYSTEM B HYDRAULIC PUMP CONTROL

One engine driven pump and one electric motor driven pump provide pressur-
ized fLuid at 3000 psi to system B users.
The system B engine driven pump is mounted on the engine accessory case of
number two engine.
The electric motor driven pump is mounted on the forward wall of the main
gear wheel well, right side.
The operation of these two pumps, is the same as previously described for
System A.
A hydraulic fluid shutoff valve is installed in the supply line between the B res-
ervoir and engine-driven pump. It is located on structure at the right outboard
edge of the main wheel well and is controlled by fire handle number two. Op-
eration of this valve is the same as that previously described for System A.
Engine-Driven Pump
The normal pumping mode or the depressurized mode is controlled by the
ENG 2 control switch on the pilots forward overhead panel. The depressurizing
valve solenoid is energized by 28 volts dc from Bus number one.
Electric Motor Driven Pump
The System B electric motor driven pump is powered by three-phase, 115 volts
ac from Bus number one. Control power is 28 volts dc from Bus number one
through the control switch, ELEC 1.

MAIN
29-10
2
1 RENDUNDANT COIL

OPEN >118_ C
CLOSE < 38_ C
Figure 38 System B Hydraulic Pump Control

MAIN
29-10
SYSTEM B CASE DRAIN COMPONENTS

Purpose
System B case drain components fiLter, cool, and provide overheat monitoring
of pump case drain fluid before entering the reservoir.
Location
Case drain components are installed in the lines between the system pumps
and the reservoir.
A. Case Drain Filters
The case drain filters for both system B pumps perform the same func-
tion as previously described for system A. The system B engine-driven
pump case drain filter is located in the right wing, near the aft, outboard
end of the landing gear support beam. The electric motor driven pump
case drain filter is located directly beneath the pump in the main wheel
well, right side.
B. System B Overheat
The system B electric motor driven pump overheat circuit is functionally
the same as the system A circuit. The temperature switch beneath the
right pump in the main wheel well is connected to the amber overheat
light above the ELEC 1 control switch.
C. Heat Exchanger
A hydraulic fluid heat exchanger, similar to the system A heat exchanger,
is mounted in the bottom of the number 2 fuel tank. It performs the same
function as the system A heat exchanger. All the precautions and proce-
dures for maintenance and operation apply as stated for the system A
heat exchanger.

MAIN
29-10
SYSTEM B HEAT EXCHANGER
FUEL TANK BOTTOM
SYSTEM B
RESERVOIR
CHECK VALVE
OUT IN
SPOILER HINGE (REF)
A
CASE DRAIN FILTER
INBD
CASE DRAIN FILTER FOR B
SYSTEM B THE SYSTEM B EMDP
EMDP
Figure 39 System B Case Drain Components

MAIN
29-10
SYSTEM B COMPONENTS
Purpose
System B components filter, distribute, and monitor the pump output to the us-
ing systems.
Location
The components are located on the right side of the forward bulkhead in the
main gear wheel well.
A. Pressure Module
The System B pressure module performs the same function as the Sys-
tem A pressure module. It is located on the right side of the forward bulk-
head in the main wheel well.
B. Low Pressure Warning
Low pressure warning circuits for the two System B pumps operate the
same as those previously described for System A. Individual amber
lights for each pump low pressure circuit are located above the respec-
tive control switches.
C. Pressure Transmitter
The output of the System B pressure module is routed to a pressure
transmitter on the right side of the main wheel well forward bulkhead.
Pressure is converted to an electric signal and displayed on the Second-
ary Engine and Hydraulic Display of P2 panel.
D. Return Module
The System B return filter module is mounted on the right side of the
main wheel well forward bulkhead.

E. Acoustic Filter
An acoustic filter is connected to the EMDP output pressure port.

MAIN
29-10
Figure 40 System B Components

MAIN
29-10


MAIN
29-10
RESERVOIR POWER TRANSFER

TO A
PRESSURE UNIT
RDV RETURN
RESERVOIR GAGE PUMP MOTOR
PRESSURIZATION
MODULE
A PRESS
BRAKES
TO STBY 3
RESORVOIR
TRAILING EDGE
FLAPS
TO LEADING
EDGE DEVICES
QUANTITY
TRANS-
MITTER
LANDING GEAR
FUEL TRANSFER
OVERHEAT OVERHEAT A
VALVE A
PRESS
HEAT
RETURN
LOW LOW LOW LOW EXCHANGER 2
LANDING GEAR
ENG 1 ELEC 2 ELEC 1 ENG 2 OVERHEAT
AND NOSEWHEEL
SWITCH
STEERING
ON ON 1
A
OFF OFF
FLIGHT
A HYD PUMPS B A CONTROL MODULE AILERONS
AND AUTOPILOT A
1 1 A RETURN
PRESS
3 1
__ EMDP EDP
3
__
HYD SYS 2 ELEVATOR AND
1
__ 4
PRESS HYD QTY ELEVATOR FEEL
4 RFL A
4 AND AUTOPILOT
TO PTU A RETURN
C.V. PRESS
0 F RETURN FILTER MODULE
PSI X 1000 SYS B
E
1 LOW
RUDDER
PRESS A
SWITCH A
RETURN
LOW PRESS
PRESS
OVHT DET
L BOTTLE R BOTTLE SWITCH
DISCHARGE DISCHARGE FLIGHT
A B SPOILERS
ENGINES 2 AND 7
DISCH E T
NORMAL
X E
1 2 SYSTEM PRESSURE MODULE
ENG 2 L R T S
OVERHEAT T
R RIGHT THRUST
1 AIRPLANES WITH T-FITTING AND CHECK VALVE
REVERSER STBY
L REF FIG. 20 FOR UPSTREAM OF OVERHEAT SWITCH STBY
FIRE SWITCHES
SYMBOL DEFINITION PRESS RETURN
(FUEL SHUTOFF) 2 ALL EXCEPT 1
PULL WHEN ILLUMINATED
LOCK OVERRIDE: PRESS 3 CHECK VALVE LOCATIONS ARE DIFFERENT FOR GROUND SERVICE
BUTTON UNDER HANDLE APU DIFFERENT AIRPLANE CONFIGURATIONS (AMM 29-22-00/001) DISCONNECT
204262
Figure 41 Hydraulic System B Summary

INDICATING
29-30

PRESSURE INDICATION CIRCUIT - SYSTEM B
Purpose
A hydraulic pressure indicating system is provided to monitor pressure from
System B.
Location
The System B pressure transmitter is located on the forward bulkhead of the
right main wheel well.
Airplanes with Engine Instrument System:
System B fluid pressure is displayed on an LED indicator of the Secondary
Engine and Hydraulic Display panel on the Center instrument panel P2.
Airplanes without Engine Instrument System:
System B fluid pressure is displayed by the A pointer on the dual pointer
remote indicator on the first officer’s panel (P3).
The pressure indicating system consists of a transmitter and a secondary dis-
play panel.
Pressure is routed from the common output line of the pressure module to the
System B pressure transmitter. Pressure changes sensed by a Bourdon tube
are converted to an electric signal by a 28 volt ac synchro. The electric signal is
transmitted to the secondary display panel.
Power
28 volts dc power from BUS No. 2 operates the power supply for that channel
of the secondary Engine and Hydraulic Display that includes the system B
pressure indicator.

INDICATING
29-30
SYSTEM B
SYSTEM A
PRESSURE
PRESSURE
TRANSMITTER
TRANSMITTER
P3 PANEL
FWD
WHEEL WELL
28V AC
XFR BUS
NO. 1
REAR POINTER (B)

SYSTEM B PRESSURE
TRANSMITTER
28V AC
XFR BUS
NO. 2
FRONT POINTER (A)

P6 SYSTEM A PRESSURE
TRANSMITTER HYD SYS PRESS IND (DUAL)
1 AIRPLANES WITOUT ENGINE INSTRUMENT SYSTEM

INDICATING
29-30


INDICATING
29-30
Figure 43 Pressure Indicating System

AUXILIARY
29-20
29-20 AUXILIARY
Purpose
The power transfer unit (PTU) is a hydraulic motor-pump assembly installed to
provide an alternate source of hydraulic pressure for autoslat operation of the
leading edge devices if System B EDP pressure is lost.
Location
The PTU is mounted on the keel beam in the main wheel well, forward of the
standby reservoir. The pressure filter is located near the forward bulkhead of
the main wheel well, below the right side of electric pump number one. A motor
operated PTU control valve is mounted immediately left of the keel beam.
The power transfer unit consists of a hydraulic motor and a hydraulic pump
joined to an integral support housing. The motor and pump are joined by a
drive shaft inside the housing. The hydraulic motor uses 9.8 gpm at 2400 psi
(pounds per square inch differential) to provide a pump output of 6.5 gpm mini-
mum at 2400 psi minimum. The hydraulic motor is a fixed displacement piston
type. Fluid enters the motor through a flow limiter and a control valve. The flow
limiter controls motor speed by limiting the fluid flow to the motor to about 12
gpm. The motor moves fluid through the motor case to lubricate and cool the
motor. The case drain fluid flows into the System A return line. The pump is an
inline piston type with a fixed displacement. The pump moves fluid through the
pump case to lubricate and cool the pump. The case drain fluid flows into the
System B return line.
The PTU uses System A pressure to drive System B fluid without transferring
fluid between the two systems.

AUXILIARY
29-20
SEE B
SYSTEM A
RETURN
LINE
SYSTEM A PTU MOTOR
PRESSURE CASE DRAIN
PTU
LINE LINE
MOTOR
PTU PTU PUMP CASE

PUMP DRAIN LINE
FLOW
LIMITER
SEE A
SYSTEM B
SUPPLY LINE
PTU
CONTROL
VALVE TO LEADING
SYSTEM B EDGE DEVICES
RESERVOIR KEEL BEAM
PTU PRESSURE
FILTER
POWER
TRANSFER
UNIT (PTU)
SYSTEM B A
PRESSURE
MODULE
(REF)
EDP, AUTO SLAT
SYSTEM PRESSURE
SWITCH
SYSTEM B
RETURN FILTER
(REF)
B
Figure 44 Power Transfer Unit

AUXILIARY
29-20
POWER TRANSFER UNIT (PTU) CONTROL

ControL
A normally closed electrically operated control valve, is opened to provide Sys-
tem A pressure to drive the power transfer unit (PTU) motor. The motor drives
the pump which uses System B fluid to provide pressure for extending and re-
tracting the leading edge devices between the extend and full extend positions.
Power
The PTU control valve opens when output of the System B engine-driven pump
is Low, the airplane is in the air, and flaps are less than 15 units but not up.
System A pressure through the PTU control valve operates the power transfer
unit motor. The motor drives the pump which pressurizes fluid supplied from
the System B reservoir. Pressurized fluid is delivered to the Leading edge con-
trol valve to insure operation of the leading edge devices, if required.
A flow limiter controls motor speed by limiting the flow of fluid to about 14 gpm.
Output
A check valve and filter are installed in the pump pressure line.
The check valve at the pump pressure port prevents backf low during a power
transfer unit stall condition. This allows the unit to rotate smoothly rather than in
a stop-start manner.
The PTU pressurized fluid is filtered prior to entering the System B lines to the
LE Devices.
CAUTION: INSTALL PTU AS SPECIFIED. IF PTU IS NOT INSTALLED
CORRECTLY, SYSTEM WILL NOT OPERATE. INSTALL PTU
WITH MOTOR SIDE ON LEFT-HAND SIDE OF AIRPLANE.

AUXILIARY
29-20
Figure 45 Power Transfer Unit Control

AUXILIARY
29-20
POWER TRANSFER UNIT COMPONENTS

PTU CONTROL VALVE
The control valve is an electric motor operated shutoff valve in the PTU motor
pressure line from the A system. The valve is on the lower forward wall of the
left wheel well. The two-position normally closed valve is electrically operated
to direct system A hydraulic pressure to the PTU. A flow limiter is installed up-
stream of the control valve to limit flow to the PTU.
The power transfer unit consists of a hydraulic motor and a hydraulic pump
joined to an integral support housing. The motor and pump are joined by a
drive shaft inside the housing. The hydraulic motor uses 9.8 gpm at 2400 psi
(pounds per square inch differential) to provide a pump output of 6.5 gpm mini-
mum at 2400 psi minimum. The PTU is mounted on the keelbeam forward of
the standby reservoir in the center wheel well. The hydraulic motor is a fixed
displacement piston type. Fluid enters the motor through a flow limiter and a
control valve. The flow limiter controls motor speed by limiting the fluid flow to
the motor to about 12 gpm. The motor moves fluid through the motor case to
lubricate and cool the motor. The case drain fluid flows into the A system return
line. The pump is an inline piston type with a fixed displacement. The pump
moves fluid through the pump case to lubricate and cool the pump. On air-
planes with a T-fitting downstream of the case drain filter for the B system
electric motor driven pump, the PTU case drain fluid flows into the B system
return line. On airplanes with an elbow in place of a T-fitting, the PTU case
drain fluid flows to the case drain filter for the B system electric motor driven
pump and then to the B system reservoir.
PTU PRESSURE FILTER MODULE

The PTU pressurized fluid is filtered upon entering the system B lines. The filter
module is mounted forward of the PTU on the system B EMDP support struc-
ture in the right center wheel well. The filter has a disposable element. Hydrau-
lic fuses and check valves are mounted downstream of the filter in the pressure
line.
EDP PRESSURE SWITCH

The pressure switch senses the loss of system B EDP pressure and provides
one of the electrical signals necessary to open the control valve. The pressure
switch is located on the right side of the wheel well forward bulkhead.

AUXILIARY
29-20
TO SYSTEM A
RETURN MOUNTING BOLT
WASHER
FROM SYSTEM A (4 LOCATIONS)
PRESSURE
STANDBY
RESERVOIR
CLAMP
MOTOR
CASE DRAIN
LINE
HYDRAULIC
FWD LINE
PTU PUMP MOUNTING BOLT
(4 LOCATIONS) EDP PRESSURE ELECTRICAL
CHECK CONNECTOR
SWITCH
VALVE
HYDRAULIC O-RING PRESSURE TO
CONNECTOR SYSTEM B EDP PRESSURE SWITCH
MOUNTING
BOLTS
HYDRAULIC FILTER HEAD
CONNECTOR PTU FROM THE SYSTEM B
RESERVOIR
TO PTU
IN OUT
FROM SYSTEM A
PRESSURE
POSITION
INDICATOR
MOUNTING
BOLT
FILTER
BOWL
ELECTRICAL
INBD CONNECTOR (PTU 193447)
(Contr.V. 153087)
PTU PRESSURE FILTER MODULE (Filter 165828)
PTU CONTROL VALVE (Press.Sw.153088)
Figure 46 Power Transfer System Components

AUXILIARY
29-20
POWER TRANSFER UNIT (PTU) CONTROL

Operation
- An air sensing at the NOSE GEAR AIR/GROUND sensing relay.
- A trailing edge flap position indication greater than zero and less than
fifteen.
- A system B EDP low pressure sensing below 2350 psi minimum for at
least 0.5 seconds.

AUXILIARY
29-20
FLAPS UP
AIR
PTU/LG BYPASS
VLV CONTROL 2 MACH TRIM SW FLAPS <15_
28V DC
BUS 1 LAND WARN SW
CLOSE
PTU/LG BYPASS
VLV CONTROL 1 GND
P6 CIRCUIT BREAKER PANEL NOSE AIR/GND

SENSING RLY (E11)
OPEN
FROM LG XFR
VALVE CONTROL
K4 COLD LG BYPASS VALVE

OPERATING
DC
K3 HOT
OPERATING LG XFR VALVE LG SYS XFR VLV
AUTO SLAT OPERATE RLY
CMPTR 1
K3 HOT CLOSE
OPERATING
K4 COLD
OPERATING OPEN
AUTO SLAT
CMPTR 2
PTU CONT VALVE
TD
HYD SYS B EDP RLY HYD B SYS EDP

PRESS SW
Figure 47 Power Transfer Unit (PTU) Control

AUXILIARY
29-20
STANDBY HYDRAULIC POWER

Purpose
The Standby hydraulic power system operates when required for alternate op-
eration of the rudder, Leading edge flaps and slats, and both thrust reversers.
System Description
The equipment necessary to store, pressurize, deliver and filter standby hy-
draulic fluid is located in the main gear wheel well. A Standby system reservoir
and one variable delivery, positive displacement pump is mounted on the keel
beam between the wheel wells and supplies fluid to using systems upon de-
mand. A standby hydraulic pressure module is mounted on the center of the aft
wheeL well bulkhead just above the keel beam. Control and monitoring is from
the flight compartment.

AUXILIARY
29-20
RUDDER
STANDBY HYDRAULIC
PRESSURE MODULE
SLATS
THRUST REVERSER
LEADING EDGE STANDBY RESEVOIR AND PUMP

FLAPS
Figure 48 Standby Hydraulic Power

AUXILIARY
29-20
STANDBY SYSTEM CONTROL AND MONITORING

GeneraL Component Locations
Standby system components are located in the main gear wheel welL, on the
keel beam and the aft bulkhead.
GeneraL Subsystem Features

The standby pump is operated when required to power the rudder, thrust re-
versers, or to extend the leading edge devices. The pump can be turned on by
either of three guarded switches on the forward overhead panel (P5). In addi-
tion, the pump automatically switches on and provides standby pressure to the
rudder whenever hydraulic System A or B is lost, the flaps are not up, the air-
plane is either in the air or on the ground with wheel speed above 60 knots,
and at least one flight control switch, System A or B, is ON.
Standby Hydraulic Module

Pressurized fluid is filtered in the standby hydraulic module and distributed to
the using systems. Two motor operated shutoff valves in the module provide
selective control to the rudder and leading edge devices. A relief valve in the
module relieves excessive pressure in the system.
Low Quantity Indication
An amber low quantity light on the P5 panel is connected to a low quantity
switch in the standby reservoir. It will illuminate whenever the reservoir fluid
quantity is 50% of capacity or less.
Low Pressure Indication

An amber low pressure light on the P5 panel is connected to a pressure switch
on the standby module. It is designed to illuminate only when standby system
is commanded ON and low pressure occurs.
Case Return
Cooling and lubricating fluid from the pump is routed through a case drain filter
before entering the reservoir.
System Return
There is no return module in the standby system.

AUXILIARY
29-20
FLT CONTROL STANDBY

A B HYD
LOW
QUANTITY
A ON B ON
LOW
OFF OFF PRESSURE
STDBY STDBY
RUD RUD
ALTERNATE FLAPS
FROM GROUND
ARM
LOW LOW UP SERVICING LOW QUANTITY
PRESSURE PRESSURE STATION SWITCH
OFF
P5 DOWN
OFF
BALANCE LINE STANDBY

TO SYSTEM B RESERVOIR
RESERVOIR
STANDBY PRESSURE MODULE
CASE
DRAIN
FILTER
STANDBY
EMDP
TO LEADING
EDGE DEVICES
STANDBY
RUDDER
PRESSURE
FILTER
1 PRESSURE
TO LEFT SWITCH TO RIGHT
THRUST THRUST
REVERSER REVERSER
1 NOT ON ALL APLS
Figure 49 Standby System Control and Monitoring

AUXILIARY
29-20
STANDBY SYSTEM DISTRIBUTION

General Operation
When the standby pump is turned on, Pressurized fluid is delivered to two mO-
tor-operated shutoff valves on the standby pressure module and to two thrust
reverser shuttle valves. The motor operated shutoff valves which control pres-
sure to the leading edge devices and to the standby rudder actuator are individ-
ually controlled by switches on the forward overhead panel. The standby rud-
der shutoff valve is also opened when the standby hydraulic pump is
automatically turned on.
Thrust Reversers
The thrust reverser shuttle valves are biased so that under normal conditions
System A operates the left engine thrust reverser and System B the right.
When normal operating pressure is not available, the shuttle valves pass
standby system pressure to one or both thrust reversers.
Hydraulic Fuses
Hydraulic fuses in the standby system pressure lines to the leading edge de-
vices and to the left and right thrust reversers automatically close off fluid flow
in the event of a massive leak downstream to maintain rudder operating pres-
sure.
Flow Limiter
A flow limiting valve controls the standby System flow rate to the leading edge
devices actuators during standby operation.
Flow Restrictor
A Flow restrictor limits the flow of fluid to the thrust reversers during standby
operation.
Isolation Valve
A check valve in the standby pressure line, upstream of the left thrust reverser
shuttle valve prevents transfer of A system fluid into the System B.

AUXILIARY
29-20
SYSTEM A
RESERVOIR
SYSTEM B
RESERVOIR
STANDBY SYSTEM
RESERVOIR
STANDBY
PRESSURE
MODULE
STANDBY
SYSTEM EMDP
Figure 50 Standby System Distribution

AUXILIARY
29-20
STANDBY HYDRAULIC RESERVOIR

Purpose
The standby reservoir maintains 2.8 U.S. gallons of hydraulic fluid to supply the
standby system.
Location
The standby reservoir is mounted on the keel beam between the left and right
main wheel well openings.
The standby reservoir is an airtight metal shell with supply, return, balance line,
and fill ports. The pump supply is connected to the reservoir with a quick dis-
connect fitting. There is no drain valve on the standby reservoir. A low quantity
switch is mounted in the top of the reservoir. The standby reservoir is serviced
through a line from the fluid filling station. The System B reservoir is filled
through a balance line that connects it to the standby reservoir.

AUXILIARY
29-20
SYSTEM A
RESERVOIR
SYSTEM B
RESERVOIR
BALANCE LINE
TO SYSTEM B
RESERVOIR
LOW QUANTITY
SWITCH
FROM FLUID
STANDBY SYSTEM
RESERVOIR FILLING
STATION
RETURN LINE
STANDBY EMDP
SUPPLY LINE
Figure 51 Standby Hydraulic Resevoir

INDICATING
29-30

STANDBY HYDR. SYSTEM LOW QUANTITY LIGHT
Purpose
The standby hydraulic system low quantity indicating system illuminates an am-
ber light on the forward overhead panel (P-5) to alert the pilot when the fluid
level in the standby reservoir decreases below 50 percent of full.
Location
The standby low quantity indicating system consists of a float operated reed
switch inside the Standby reservoir and an amber LOW QUANTITY light on the
P5 panel.
Power
Power to the light is 28 volt dc from master dim and TEST. Ground is provided
by the reservoir reed switch closing when fluid level in the reservoir falls below
1.4 U.S. gallons. Master caution and the flight control annunciator illuminate in
conjunction with the Standby low quantity light.

INDICATING
29-30
LOW QUANTITY
SWITCH
STANDBY
SEE B HYD
LOW
QUANTITY
B ON
STANDBY LOW
RESERVOIR OFF PRESSURE
STDBY
RUD
ALTERNATE FLAPS
ARM
UP
OFF
DOWN
KEEL BEAM
P5 PANEL
ELECTRICAL
STANDBY SYSTEM PUMP
CONNECTOR
CONTROL AND FAULT INDICATION
STANDBY HYDRAULIC SYSTEM
FWD
O-RING
FLT CONT at Master Annunciator LOW QUANTITY

will be illuminated with local warning SWITCH
MD&T
STANDBY FLOAT
28/16V DC
HYDRAULIC
SYSTEM LOW
C316 QUANTITY LIGHT
P6 LOAD STANDBY SYSTEM

CONTROL CTR TO MASTER RESERVOIR
TEST SWITCH QUANTITY SW
LOW QUANTITY SWITCH
B
(T81084)
(150886)
Figure 52 Standby Hydraulic System Low Quantity Light

HXDRAULIC POWER B737-300/400/500
AUXILIARY
29-20
29-20 AXILIARY (CONT.)

STANDBY SYSTEM HYDRAULIC PUMP
Purpose
The Standby System hydraulic pump supplies pressurized fluid on demand to
the standby rudder actuator, the leading edge devices and the thrust reversers
as required.
Location
The standby pump is installed on the keel beam in the main wheel well, aft of
the standby reservoir.
The pump assembly consists of a three-phase, 115 volt ac motor and a vari-
able delivery, positive displacement hydraulic pump. The motor is connected to
structure by four bolts, and the pump is attached to the motor with an additional
four bolts. The entire assembly can be replaced as a unit or the pump and the
motor can be separated and replaced individually.
Pump pressure is regulated at a nominal 3000 psi at a flow rate of approxi-
mately three gallons per minute. This output is delivered to the standby pres-
sure module.
The pump return line to the Standby reservoir has a case drain filter installed
downstream of the pump.

AUXILIARY
29-20
STANDBY
SYSTEM
PUMP
SEE A
MOTOR
SUPPLY LINE
ELECTRICAL
CONNECTION
FWD
KEEL BEAM (REF)

PRESSURE
LINE
PUMP
A KEEL BEAM
FWD
CASE
DRAIN
LINE
Figure 53 Standby Pump

AUXILIARY
29-20
STANDBY HYDRAULIC PUMP CONTROL - MANUAL

Control
The standby hydraulic pump operates when any of the three system switches Positioning the Alternate Flaps Master Arming switch to ARM and the
on the forward overhead panel (P5) is actuated: Alternate Flaps Control switch to DOWN will power the LE Devices
- Flight Control A Switch; Standby Shutoff valve open.
- Flight Control B Switch;
- Alternate Flaps Master Arming Switch.
Operation
A. Normal Electric Power
When either of the Flight Control switches is moved to ”STBY RUD” or
when the Alternate Flaps Master Arming switch is placed at ”ARM”, 28
volt dc control power is provided through the switch contacts to the
standby pump relay (R68). If generator number one is operating, C
phase ac power energizes sensing relay K2 that positions a contact to
provide a circuit to the normal side of R68. With the normal side of the
relay energized the electric motor is powered by 115 volts ac from gener-
ator bus one.
B. Alternate Electric Power
When only number two generator is operating, C phase from number
one generator is not available and relay K2 is relaxed. Moving any of the
three control switches to a position to start the standby pump results in
control power passing thru the relaxed contact of K2 to energize the al-
ternate side of pump relay R68. The electric motor will be powered by
generator bus two.
C. Automatic Pump Control
When all conditions exist for automatic turn on of the standby pump, 28
volt dc control power is provided in parallel with the flight control
switches. Activation of the pump will be the same as that described for
positioning one of the flight control switches to ”STBY RUD”.
D. Shutoff Valve Control
Positioning either flight control switch to ”STBY RUD” or activation of the
automatic pump control circuit will provide power to open the standby
rudder shutoff valve.

AUXILIARY
29-20
28V DC GND
BUS 2 FLAPS UP
FLIGHT LOW
CONTROL ON
AIR PRESS
SHUT-OFF OFF
VALVES STDBY RUD FLAPS E-1 1 AIR/GND SYS A FLT CONTROL
NOT UP RELAY PRESS SWITCH
MACH TRIM <60 KNOTS

FLAP SWITCH
LOW
>60 KNOTS PRESS
P5 FLT CONTROL A SWITCH
E-3 AUTOSPEED SYS B FLT CONTROL
BRAKE MODULE PRESS SWITCH
28V DC
BUS 2
FLIGHT
CONTROL ON
VALVES
OFF
STDBY RUD P5 AUTO
STDBY SUST
28V DC RELAY
BAT BUS
RUDDER STANDBY
AND STDBY HYD PUMP
PUMP CONT P5 FLT CONTROL B SWITCH
115V AC 115V AC
GEN GEN
BUS 2 BUS 1
STBY STBY
HYD HYD
PUMP PUMP
(ALT) NORMAL
OFF P6 P6
ARM
P5 ALTERNATE FLAP P6 STANDBY HYD PUMP RELAY R68
MASTER ARMING
SWITCH
115V AC
GEN
BUS 1
BUS 1
INDICATION
P5 AC
P6 SENSING
RELAY
Figure 54 Standby Hydraulic Pump Control Circuit

AUXILIARY
29-20
STANDBY HYDR. PUMP CONTROL - AUTOMATIC

Purpose
The Standby Pump Control system is designed to automatically provide operat-
ing pressure to the rudder if either of the primary hydraulic systems lose pres-
sure during takeoff or flight With flaps not up.
Location
The automatic pump control relay, K-1, and associated contacts are located
inside the flight control panel, P5.
The automatic control circuit opens the Standby rudder shutoff valve and simul-
taneously starts the standby pump whenever relay K-1 is energized. Power to
K-1 is provided when either flight control switch, A or B, is ON. The ground to
energize the relay occurs only if the following conditions exist:
- Trailing Edge NOT UP.
- Airplane is either inflight mode or on the ground with wheelspeed over 60
knots.
- Either System A or B Flight Control low pressure switch senses low
pressure.
- Either or both flight control switches A or B in the ON position.
Control
Both flight control switches are ON and the alternate flaps master arming
switch is OFF during normal operation. Power is applied to the open side of
both flight control shutoff valves and through the relaxed lower contact of K-1 to
the close side of the standby rudder shutoff valve.
Operation
Whenever either of the flight control pressure switches detects low pressure
with at least one of the flight control switches ON, relay K-1 will energize if the
flaps are NOT UP and the air-ground conditions are met. The contacts of K-1
are pulled in and transfer power to the open side of the Standby rudder shutoff
valve. This same power from the pulled in contacts of K-1 is also applied
through the alternate flaps master arming switch OFF position to energize R68
and start the standby pump.

AUXILIARY
29-20
28V DC GND
BUS 2 FLAPS UP
FLIGHT LOW
CONTROL ON
AIR PRESS
SHUT-OFF OFF
VALVES STDBY RUD FLAPS E-1 1 AIR/GND SYS A FLT CONTROL
NOT UP RELAY PRESS SWITCH
MACH TRIM <60 KNOTS

FLAP SWITCH
LOW
>60 KNOTS PRESS
P5 FLT CONTROL A SWITCH
E-3 AUTOSPEED SYS B FLT CONTROL
BRAKE MODULE PRESS SWITCH
28V DC
BUS 2
FLIGHT
CONTROL ON
VALVES
OFF
STDBY RUD P5 AUTO
STDBY SUST
28V DC RELAY
BAT BUS
RUDDER STANDBY
AND STDBY HYD PUMP
PUMP CONT P5 FLT CONTROL B SWITCH
115V AC 115V AC
GEN GEN
BUS 2 BUS 1
STBY STBY
HYD HYD
PUMP PUMP
(ALT) NORMAL
OFF P6 P6
ARM
P5 ALTERNATE FLAP P6 STANDBY HYD PUMP RELAY R68
MASTER ARMING
SWITCH
115V AC
GEN
BUS 1
BUS 1
INDICATION
P5 AC
P6 SENSING
RELAY
Figure 55 Standby Hydraulic Pump Control - Automatic

AUXILIARY
29-20
STANDBY SYSTEM PRESSURE MODULE

Purpose
The standby system pressure module distributes the output of the standby
pump to the rudder, leading edge devices, and thrust reversers.
Location
The standby system pressure module is mounted in the center of the aft bulk-
head of the main gear wheel well.
The module includes a pressure filter, a low-pressure switch, a pressure relief
valve and two motor operated shutoff valves. Each of these is individually re-
placeable or the entire module can be replaced.
Pressure Filter
The output of the standby pump is filtered by a noncleanable filter element.
Low Pressure Switch
A low-pressure switch, mounted on the module, monitors pump output pres-
sure. It is connected to a standby system LOW PRESSURE amber light on the
forward overhead panel when pump operation is commanded.
Pressure Relief Valve
A cartridge-type relief valve relieves excess pressure in the standby system
and resets automatically when the pressure returns within limits.
Shutoff Valves
Two 28-volt dc motor-operated shutoff valves are installed on top of the mod-
ule. They are controlled electrically from the forward overhead panel or can be
manually operated by a manual override and position lever on each valve.

During certain flight conditions, the standby rudder shutoff valve is opened au-
tomatically by a low pressure sensed at either of the flight control low pressure
switches.

AUXILIARY
29-20
STANDBY RUDDER
MOTOR-OPERA TED SHUTOFF VALVE
LEADING EDGE DEVICES

MOTOR-OPERA TED SHUTOFF VALVE
LOW PRESSURE
SENSOR FWD
FROM STANDBY EMDP
KEEL BEAM (REF)

SELF-SEALING
DISCONNECT
STANDBY PRESSURE
FILTER
REAR BULKHEAD
WHEEL WELL (REF)
UP
STANDBY CASE DRAIN
FILTER MODUL FWD
Figure 56 Standby System Pressure Module

INDICATING
29-30

STANDBY SYSTEM LOW PRESSURE WARNING
Purpose
The Low pressure warning system is designed to alert the crew whenever the
standby pump is energized but is not generating sufficient pressure.
Location
An amber Low pressure Light on the overhead paneL is wired through the
three standby control switches and the lower contact of automatic standby
pump control relay K-1 to the Low pressure switch in the standby hydraulic
module.
Features
The Light cannot illuminate when the circuit is open. The circuit is open when
the Flight Control Switches are ON or OFF, the Alternate Flap Master Arming
Switch is OFF and when the Auto Standby relay K-1 relay is not energized.
Operation
The low pressure light is connected to the low pressure switch when either
flight control switch is positioned to STBY RUD, the alternate flap master arm-
ing switch to ARM or relay K-1 is energized. The amber light illuminates until
pump output pressure exceeds the preset value and opens the switch, causing
the Light to extinguish. When pump output pressure drops below the preset
value, the switch closes providing a ground that turns on the light.
Master caution and the flight control annunciator illuminate in conjunction with
the Low pressure Light.

INDICATING
29-30
28/16V DC A
MD & T C316
P6-3 LOAD CONTR CTR A

STANDBY
RUDDER
OFF
SYSTEM A
MASTER
ON CONTROL SW
FLT CONTROL STANDBY TEST
A B HYD
STANDBY HYDRAULIC
LOW LOW PRESSURE LIGHT
QUANTITY
A ON B ON
LOW
PRESSURE STANDBY
OFF OFF
RUDDER
STDBY STDBY
RUD RUD OFF
ALTERNATE FLAPS SYSTEM B
ON CONTROL SW
ARM
UP
LOW LOW
PRESSURE PRESSURE
OFF P
SPOILER
A B DOWN
OFF AUTO STANDBY
STANDBY HYD SYSTEM RELAY
OFF
LOW PRESSURE
ON ON SEE MASTER
FEEL DIFF ALT FLAP MASTER CAUTION
PRESS
OFF OFF ARMING SW CIRCUITRY
ARM
SPEED TRIM
FAIL P5 PANEL
MACH TRIM
YAW DAMPER FAIL
YAW AUTO SLAT
DAMPER FAIL
ON
OFF
P5 PANEL
Figure 57 Standby Sysstem Low Pressure Warning

MAIN
29-10
29-10 MAIN (CONT.)

GROUND HYDRAULIC FLUID SERVICING - LOCATION
Purpose
The ground hydraulic servicing system fills all hydraulic reservoirs from one
central location.
System Description
A manual fill mode and a pressure fill mode are provided for servicing. Tie sys-
tem includes a hand pump with suction hose and a connector for pressure fill
from a ground hydraulic cart.
General Component Locations
The hydraulic servicing station is in the right main wheel well on the lower out-
board forward bulkhead.
General Subsystem Features
Hydraulic fluid can be added under pressure from a ground service cart or with
a manual fill hand pump. A reservoir fill selector valve and a reservoir fill filter
module is included in the system. The fill selector valve selects which reser-
voir(s) will receive fluid. Port A selects system A reservoir and port B selects
the standby and system B reservoirs.

MAIN
29-10
RESERVOIR FILL
SELECTOR VALVE
SEE B
SEE A
GROUND SERVICING TO THE SYSTEM

FILTER MODULE SUCTION A RESERVOIR
HOSE
MANUAL
FILL PUMP
PUMP
HANDLE
PRESSURE FILL SUPPLY

FILL
CONNECTION
TO THE STANDBY AND

THE SYSTEM B
RESERVOIRS
B FWD
FWD
A
(104851)
(150691)
Figure 58 Ground Hydraulic Fluid Sevicing Location

MAIN
29-10
HYDRAULIC FLUID SERVICING

Reservoir Manual Fill Pump (Hand Pump)
The manual fill pump with handle, is used to service all reservoirs when pres- CAUTION: DO NOT SUPPLY HYDRAULIC FLUID AT MORE THAN 75
sure fill equipment is not available. A suction hose is connected to the pump PSI TO THE PRESSURE FILL CONNECTION. A PRESSURE
and is stowed in brackets below the pump when not in use. OF MORE THAN 75 PSI CAN CAUSE DAMAGE TO THE HY-
DRAULIC SYSTEM.
Pressure Fill Connection
6. Turn the selector valve to the reservoir to be filled.
The pressure fill connection is located below the hand pump. It is used to fill
the reservoirs from a ground hydraulic service cart. NOTE: PORT A FILLS RESERVOIR A, AND PORT B FILLS THE STANDBY
RESERVOIR AND RESERVOIR B.
Reservoir Fill Selector Valve 7. Add hydraulic fluid until the indicator on the reservoir shows FULL.
The reservoir fill selector valve is a manually-operated three-position valve pro- 8. Put the selector valve in the CLOSED position.
viding selection of system A or system B and standby reservoir fill lines. Sys-
9. Put the handle and the filler hose for the hand pump in their usual positions,
tem B reservoir is filled through the balance line connecting standby and sys-
or disconnect the pressure cart.
tem B reservoirs.
10.Look at the gages, for the hydraulic fluid quantity, that are in the flight
Reservoir Fill Filter Module compartment. Make sure the gages show the hydraulic fluid quantity is
Fluid from the hand pump and pressure fill connection flows through the filter above refill.
module. The filter prevents contamination of the system during ground filling. WARNING: THIS HYDRAULIC SYSTEM USES ONLY BMS 3-11 FLUID.
The filter is a non-bypass unit containing a non-cleanable filter element. DO NOT SERVICE WITH ALTERNATE HYDRAULIC FLUIDS.
Quantity Transmitter/Indicator WARNING: DO NOT GET HYDRAULIC FLUID ON YOU. HYDRAULIC
Direct reading quantity indicators are mounted on System A and B reservoirs FLUID, BMS 3-11 CAN CAUSE INJURY TO PERSONS. IF
for monitoring fill activity. YOU GET THE HYDRAULIC FLUID ON YOUR SKIN, FLUSH
YOUR SKIN WITH WATER. IF YOU GET THE HYDRAULIC
Hydraulic Reservoir Servicing Procedure FLUID IN YOUR EYES, FLUSH YOUR EYES WITH WATER
1. Remove hydraulic power AND GET MEDICAL AID. IF YOU EAT OR DRINK THE HY-
DRAULIC FLUID, GET MEDICAL AID.
NOTE: IT IS NOT NECESSARY TO REMOVE THE AIR PRESSURE FROM
THE HYDRAULIC RESERVOIRS BEFORE YOU FILL THEM. CAUTION: USE CLEAN HYDRAULIC FLUID AND CLEAN EQUIPMENT
2. Make sure the flaps and the leading edge devices are up. WHEN YOU FILL THE THE HYDRAULIC RESERVOIRS.
DIRT CAN CAUSE DAMAGE TO THE HYDRAULIC SYSTEM.
3. Before you fill the system B reservoir, make sure the brake accumulator
has a minimum of 2800 psi of pressure in it (with the hydraulic pumps off).
4. If you use the hand pump, put the end of the suction hose in the hydraulic
fluid container.
5. If you use a service cart, connect the hose from the service cart to the
pressure fill connection.

MAIN
29-10
TO THE SYSTEM
A RESERVOIR
FILL SUPPLY
TO THE STANDBY AND

THE SYSTEM B
RESERVOIRS
Figure 59 Hydraulic Fluid Servicing

MAIN
29-10
GROUND SERVICE DISCONNECTS

Purpose
Two identical ground service disconnects allow hydraulic Systems, A and B,
each to be pressurized from an external source of hydraulic power.
Location
Systems A and B ground service disconnects are located on the aft bulkhead
of the respective left and right air conditioning bay ram air ducts.
Each ground service disconnect contains quick-disconnect fitting for pressure
and return lines and a non-bypass filter containing a replaceable non-cleanable
filter element.

MAIN
29-10
AFT BULKHEAD,
RAM AIR BAY RAM AIR BAY
(TYPICAL) PRESSURE TO
AIRPLANE SYSTEMS
GROUND SERVICE
DISCONNECT MODULE
SEE A
PRESSURE CONNECTION
RETURN CONNECTION
RETURN FLUID FILTER

FROM SYSTEMS BOWL FWD
Figure 60 Ground Sevice Disconnects

MAIN
29-10
GROUND CART PRESSURE AND RETURN

Pressurized hydraulic fluid can be provided from a ground hydraulic cart to op-
erate System A or System B components without operating a system pump.
The input is independent to each system from separate ground service discon-
nects.
Operation
Operation from a ground power cart is functionally identical for both systems.
The pressure input from the cart has contaminants removed by a filter installed
on the ground service disconnect before being delivered to the using systems.
The pressurized fluid enters the respective System A or B pressure module up
to the isolation check valves. With electrical power on the airplane and ground
hydraulic power in operation, pressure in the system is indicated on the hydrau-
lic system pressure gage in the control cabin. The amber low pressure lights
for the system pumps are illuminated.
Return from the using systems is back to the cart through the ground service
disconnect return connection.

MAIN
29-10
STANDBY
SYSTEM A SYSTEM B
Figure 61 Ground Cart Return & Pressure

B737
TABLE OF CONTENTS
ATA 29 HYDRAULIC POWER . . . . . . . . . . . . . . . . . 1 SYSTEM A LOW PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . 52
PRESSURE INDICATION CIRCUIT - SYSTEM A . . . . . . . . . . . . . . . . 54
29-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 29-10 MAIN (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
HYDRAULIC POWER SYSTEM INTRODUCTION . . . . . . . . . . . . . . . . 2 SYSTEM A RETURN FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
HYDRAULIC POWER DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6 HYDRAULIC SYSTEM B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 SYSTEM B CONTROL AND MONITIRING . . . . . . . . . . . . . . . . . . . . . . 62
PANEL DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 SYSTEM B DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
HYDRAULIC POWER SYSTEMS COMP. LOCATIONS . . . . . . . . . . . . 14 SYSTEM B HYDRAULIC RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . 68
RESERVOIR PRESSURIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
29-30 INDICATING (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
RESERVOIR PRESSURIZATION (CONT.) . . . . . . . . . . . . . . . . . . . . . . . 18
HYDRAULIC FLUID QUANTITY SYSTEM B . . . . . . . . . . . . . . . . . . . . . 70
29-10 MAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
29-10 MAIN (CONT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
HYDRAULIC SYSTEM A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
SYSTEM B HYDRAULIC FLUID SHUTOFF VALVE . . . . . . . . . . . . . . . 74
SYSTEM A CONTROL AND MONITORING . . . . . . . . . . . . . . . . . . . . . 20
SYSTEM B HYDRAULIC PUMP CONTROL . . . . . . . . . . . . . . . . . . . . . 76
SYSTEM A DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
SYSTEM B CASE DRAIN COMPONENTS . . . . . . . . . . . . . . . . . . . . . . 78
HYDRAULIC SYSTEM A RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . 26
SYSTEM B COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
29-30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
29-30 INDICATING (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
HYDRAULIC FLUID QUANTITY SYSTEM A . . . . . . . . . . . . . . . . . . . . . 28
PRESSURE INDICATION CIRCUIT - SYSTEM B . . . . . . . . . . . . . . . . . 84
HYDRAULIC FLUID QUANTITY SYSTEM A . . . . . . . . . . . . . . . . . . . . . 30
29-20 AUXILIARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
29-10 MAIN (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
POWER TRANSFER UNIT (PTU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
SYSTEM A HYDRAULIC FLUID SHUTOFF VALVE . . . . . . . . . . . . . . . 32
POWER TRANSFER UNIT (PTU) CONTROL . . . . . . . . . . . . . . . . . . . . 90
ENGINE DRIVEN PUMP (EDP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
POWER TRANSFER UNIT COMPONENTS . . . . . . . . . . . . . . . . . . . . . 92
ENGINE DRIVEN PUMP CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
POWER TRANSFER UNIT (PTU) CONTROL . . . . . . . . . . . . . . . . . . . . 94
ELECTRIC MOTOR DRIVEN PUMP (EMDP) . . . . . . . . . . . . . . . . . . . . 38
STANDBY HYDRAULIC POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
ELECTRIC MOTOR DRIVEN PUMP CONTROL . . . . . . . . . . . . . . . . . . 40
STANDBY SYSTEM CONTROL AND MONITORING . . . . . . . . . . . . . 98
SYSTEM A CASE DRAIN FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
STANDBY SYSTEM DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
SYSTEM A HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
STANDBY HYDRAULIC RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
29-30 INDICATING (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
29-30 INDICATING (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
SYSTEM A OVERHEAT LIGHT (ABEX PUMP) . . . . . . . . . . . . . . . . . . . 46
STANDBY HYDR. SYSTEM LOW QUANTITY LIGHT . . . . . . . . . . . . 104
SYSTEM A OVERHEAT LIGHT (VICKERS PUMP) . . . . . . . . . . . . . . . 46
29-20 AXILIARY (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
29-10 MAIN (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
STANDBY SYSTEM HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . . . 106
ELECTRIC MOTOR DRIVEN PUMP ACUSTIC FILTER . . . . . . . . . . . 48
STANDBY HYDRAULIC PUMP CONTROL - MANUAL . . . . . . . . . . . . 108
SYSTEM A PRESSURE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
STANDBY HYDR. PUMP CONTROL - AUTOMATIC . . . . . . . . . . . . . . 110
29-30 INDICATING (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 STANDBY SYSTEM PRESSURE MODULE . . . . . . . . . . . . . . . . . . . . . 112
SCL VRC/RRH 03.08.2005

Page i
B737
TABLE OF CONTENTS
29-30 INDICATING (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
STANDBY SYSTEM LOW PRESSURE WARNING . . . . . . . . . . . . . . . 114
29-10 MAIN (CONT.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
GROUND HYDRAULIC FLUID SERVICING - LOCATION . . . . . . . . . 116
HYDRAULIC FLUID SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
GROUND SERVICE DISCONNECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
GROUND CART PRESSURE AND RETURN . . . . . . . . . . . . . . . . . . . . 122

Page ii
B737
TABLE OF FIGURES
Figure 1 Hydraulic Power System . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Hydraulic Fluid Quantity Systtem B . . . . . . . . . . . . . . . . . 73
Figure 2 Hydraulic System Schematic Symbols . . . . . . . . . . . . . . . 5 Figure 37 System B Hydraulic Supply Shutoff Valve . . . . . . . . . . . . 75
Figure 3 Hydraulic System Power Distribution . . . . . . . . . . . . . . . . . 7 Figure 38 System B Hydraulic Pump Control . . . . . . . . . . . . . . . . . . 77
Figure 4 Panel Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 System B Case Drain Components . . . . . . . . . . . . . . . . . 79
Figure 5 Panel Description (cont.) . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 System B Components . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Hydraulic System B Summary . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Component Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Pressure Indicating Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Reservoir Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Pressure Indicating System . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Reservoir Pressurization Components Location . . . . . . . 19 Figure 44 Power Transfer Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 System A Control and Monitoring . . . . . . . . . . . . . . . . . . . 21 Figure 45 Power Transfer Unit Control . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 System A Control and Monitoring . . . . . . . . . . . . . . . . . . . 23 Figure 46 Power Transfer System Components . . . . . . . . . . . . . . . 93
Figure 12 System A Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Power Transfer Unit (PTU) Control . . . . . . . . . . . . . . . . . 95
Figure 13 Hydraulic System A Reservoir . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Standby Hydraulic Power . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Hydraulic Fluid Quantity Syststem A . . . . . . . . . . . . . . . . 29 Figure 49 Standby System Control and Monitoring . . . . . . . . . . . . . 99
Figure 15 Hydraulic Fluid Quantity System A . . . . . . . . . . . . . . . . . . 31 Figure 50 Standby System Distribution . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 System A Hydraulic Fluid Shutoff Valve . . . . . . . . . . . . . 33 Figure 51 Standby Hydraulic Resevoir . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Engine Driven Pump (EDP) - Vickers . . . . . . . . . . . . . . . 35 Figure 52 Standby Hydraulic System Low Quantity Light . . . . . . . 105
Figure 18 Engine Driven Pump Control . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Electric Motor Driven Pump (EMDP) . . . . . . . . . . . . . . . . 39 Figure 54 Standby Hydraulic Pump Control Circuit . . . . . . . . . . . . . 109
Figure 20 Electric Motor Driven Pump Control . . . . . . . . . . . . . . . . . 41 Figure 55 Standby Hydraulic Pump Control - Automatic . . . . . . . . 111
Figure 21 EDP Case Drain Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Standby System Pressure Module . . . . . . . . . . . . . . . . . . 113
Figure 22 System A Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Standby Sysstem Low Pressure Warning . . . . . . . . . . . . 115
Figure 23 Hydraulic Fluid Overheat Warning . . . . . . . . . . . . . . . . . . 47 Figure 58 Ground Hydraulic Fluid Sevicing Location . . . . . . . . . . . 117
Figure 24 Electric Motor Driven Pump Acustic Filter . . . . . . . . . . . . 49 Figure 59 Hydraulic Fluid Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 System A Pressure Module . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 Ground Sevice Disconnects . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 System A Low pressure Warning . . . . . . . . . . . . . . . . . . . 53 Figure 61 Ground Cart Return & Pressure . . . . . . . . . . . . . . . . . . . 123
Figure 27 Pressure Indicating Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 28 Pressure Indicating Circuit . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 29 System A Return Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 30 Hydraulic System A Summary . . . . . . . . . . . . . . . . . . . . . 61
Figure 31 System B Control and Monitoring . . . . . . . . . . . . . . . . . . . 63
Figure 32 System B Control and Monitoring . . . . . . . . . . . . . . . . . . . 65
Figure 33 System B Distribiution . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 34 System B Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . . . 69
Figure 35 Hydraulic Fluid Quantity System B . . . . . . . . . . . . . . . . . . 71

Page iii

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What are the three independent hydraulic systems described in the document?

What are the three independent hydraulic systems described in the document?

What components are included in each of the hydraulic systems A and B?

What components are included in each of the hydraulic systems A and B?

Training Manual

Lufthansa LAN Technical Training

ATA 29 HYDRAULIC POWER

SCL VRC/RRH 03.08.2005 Page: 1

SCL VRC/RRH 03.08.2005 Page: 2

Figure 1 Hydraulic Power System

THIS PAGE INTENTIONALLY LEFT BLANK

SCL VRC/RRH 03.08.2005 Page: 4

SUPPLY HYDRAULIC FUSE

Figure 2 Hydraulic System Schematic Symbols

HYDRAULIC POWER DISTRIBUTION

Reservoir Pressurization System

Power Transfer Unit

SCL VRC/RRH 03.08.2005 Page: 6

RESERVOIR TOTAL HYDRAULIC QUANTITY

alt retr ELEV

Figure 3 Hydraulic System Power Distribution

5 Alternate Flaps Master Switch

SCL VRC/RRH 03.08.2005 Page: 8

FLT CONTROL STANDBY

PUSH TO RESET BELL CUTOUT

Figure 4 Panel Description

PANEL DESCRIPTION (CONT.)

- Indicates hydraulic system A and B pressure

13 Hydraulic System Quantity Indicators 1

- System A - F (Full) 4.8 U.S.gallons

14 System Pressure Indication 2

SCL VRC/RRH 03.08.2005 Page: 10

2 AIRPLANE WITH ENGINE

Figure 5 Panel Description (cont.)

THIS PAGE INTENTIONALLY LEFT BLANK

SCL VRC/RRH 03.08.2005 Page: 12

FROM LEFT FROM RIGHT

STANDBY LEADING EDGE

GROUND SERVICE LEFT THRUST RIGHT THRUST TRAILING

SYSTEM A GROUND SERVICE

MODULE FLT SPOILERS

ELEVATORS ELEVATORS ELEVATOR RUDDER AND AILERONS AILERONS

Figure 6 System Schematic

HYDRAULIC POWER SYSTEMS COMP. LOCATIONS

General System Features

SCL VRC/RRH 03.08.2005 Page: 14

STANDBY MANUAL FILL

STANDBY EMDP PRESSURE FILL

SCL VRC/RRH 03.08.2005 Page: 16

LEFT PNEUMATIC DUCT RIGHT PNEUMATIC DUCT

RESERVOIR PRESSURIZATION MODULE

1 AIRPLANES WITH RESERVOIR BALANCE LINE

TEE VALVE ASSEMBLY

Figure 8 Reservoir Pressurization

RESERVOIR PRESSURIZATION (CONT.)

Depressurization Valve (Airplanes without the reservoir balance line)

Depressurization Valve (Airplanes with the reservoir balance line)

SCL VRC/RRH 03.08.2005 Page: 18

SYSTEM A PRESSURE GAGE