AIRCRAFT OPERATIONS MANUAL І NC-212

SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9 HYDRAULIC SYSTEM

HYDRAULIC SYSTEM SCHEMATIC

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
2.9.1 GENERAL
The hydraulic system consists of four
subsystems:
A) Brakes
B) Nosewheel steering and shimmy
damping
C) Rear loading doors
D) Flaps
Hydraulic fluid type MIL-H-5606B flows
under gravity from a reservoir ⊇ to the inlet
of an electric motor pump ⊄ and a standby
manual pump ⊂. The electric pump is
operated from a switch on the cockpit
overhead panel ⊆ and has a green press to
test light ∈ which illuminates when the pump
is on. It delivers 2000 psi to the system
trough a filter ∉ and pressure transmitter ∠.
Each subsystem incorporates various valves
with the following functions :
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HYDRAULIC SYSTEM
- NON RETURN VALVES isolate each
subsystem as protection against multiple
system failure.
- RESTRICTOR VALVES reduce the flow
rate and therefore the speed of hydraulic
actuation.
- SAFETY/THERMAL RELIEF VALVES
relieve overpressure due to blockage or
thermal expansion.
- SELECTOR VALVES are manually
operated by the crew to activate a system.
- SHUTTLE VALVES are free floating valves
which respond to fluid pressure applied
against them.
- HOLDING VALVES are a combination of
non return valves and safety valves. They
can therefore be set to actuate at a
required pre-determined pressure and
retain it.
- DISCHARGE VALVES relieve fluid
pressure from the three accumulators to
the return lines.
- HYDRAULIC LINES for high pressure
supply are heavy duty stainless steel.
Return lines and low pressure lines are
light alloy. Flexible piping is half pressure
neoprene.
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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.2 HYDRAULIC RESERVOIR

It is located in the right main landing gear
fairing and is accessable for pre-flight
inspection trough a hinged inspection panel.
Two marks are engraved on a sight glass to
indicate REFILL and FULL at approximately
3.8 and 4.3 liters respectively. Approximate
system capacity is 11 liters and reservoir
capacity 7 liters. Only MIL-H-5606B type
fluid may be used.
The cylindrical reservoir is constructed of
welded light alloy metal sheet. It has
appropriate plumbing connections including
a vent line ⊇, a filler neck ⊄, a return line
from the systems ⊂, a return line from the
filter from the electric-pump ⊆, a drain line ∈
and supply lines ∉ to the electric and
standby pumps.
The fluid level is checked by releasing all
trapped fluid in the system. Parking brake
off, flaps up, rear loading doors closed and
accumulators discharged.

∉
∉ ∈

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.4 ELECTRIC HYDRAULIC

PUMP
A variable displacement consumption
electropump is housed in the right main
landing gear fairing. It has sufficient capacity
to provide 2000 psi main system pressure to
all the hydraulic subsystems simultaneously.
Fluid from the reservoir is fed to the pump
inlet by gravity. Some fluid serves to
lubricate the pump and is returned to the
reservoir through a filter ∠. System fluid at
2000 psi passes from the pump outlet
through a non return valve ∇ and filter ® to
the main system. The non return valve
prevents fluid returning to the reservoir
through the electric pump when the standby
hand pump is being operated. A safety valve
© is installed between the pressure and
return line and is rated to open at
approximately 2350 psi.
The pump is activated by a switch on
the overhead panel when the 28V DC bus
bar is energized and is protected by 5 amp
circuit breaker. It has an adjacent green
press to test light 13 which indicates when
the pump is on. Duty cycle time limit of 25
mins ON and 15 mins OFF is to protect
against excessive thermal expansion of the
fluid.

2.9.5 PRESSURE INDICATION

A pressure transmitter is located
immediately downstream of the filter. It
sends an electrical signal to indicator on
2.9.3 STANDBY HAND PUMP the center instrument panel which converts
the signal to display the pressure in psi.
If hydraulic pressure is unavailable from the
Another indicator working on the same
electric pump due to failure or loss of
principal shows accumulated emergency
electrical power a manual hand pump will
brake pressure.
supply all subsystems. It is a double acting
pump located to the right of copilot. Each
stroke of the pump will route fluid under
pressure to the system supply line
downstream of the non return valve from the
electric pump.

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.6 ACCUMULATORS for each accumulator. Placards indicate the

Three accumulators are provided as a
reserve source of hydraulic pressure for
nosewheel steering/anti-shimmy, parking/
emergency brakes and main foot brakes.
They are located in the nose compartment,
cylindrical in shape with separating piston
and connections for air and hydraulic fluid.
A service panel also located in the nose
compartment contains a pressure gage ⊇,
an air filling valve ⊄ and a discharge valve ⊂
correct air pressure for the brake
accumulators is 60 kg/cm² and for the
steering accumulator 5 kg/cm².
An accumulator is fully charged when the
correct air pressure is retained in the
accumulator and the hydraulic pump is
activated when fluid passes through a non
return valve to be locked in the accumulator
circuit until released by use of the system or
by the discharge valve.

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM
2.9.7 BRAKES
MAIN FOOT BRAKES. A free floating disc
type assembly is mounted on the lower end
of each main landing gear strut. Four
dynamic pads, each one actuated by its own
cylinder/ piston under hydraulic pressure,
are applied against a disc. Four static pads
on the other face of the disc complete the
assembly to convert hydraulic pressure into
braking action by friction. The amount of
braking is proportional to the foot pressure
applied to the upper part of the rudder
pedals. Maximum brake pressure of 1140
2
psi/80 kg/cm is obtained with 88 Ibs/40 kg
foot pressure applied at the brake pedal.
Fluid under main system pressure 2000 psi
enters the parking/emergency brake circuit
through non return valve ⊇ and the main
foot brake circuit through non return valve ⊄.
Foot pressure applied at the brake pedals ⊂
compresses a spring in the power brake
valves ⊆. This permits fluid under pressure,
proportional to the force applied at the brake
pedals, to act against a pair of shuttle valves
∈. These shuttle valves move in the
direction of the greatest pressure exerted on
them.
Thus differential braking is possible and the
pilot who applies the most brake pedal pres-
sure will have control. A further pair of
shuttle valves ∉ at the brake assembly act
in the same way giving braking control to
either the main or parking /emergency
brakes whichever exerts the greatest
pressure. Fluid returns to the reservoir
through the power brake valves and return
lines.
An accumulator ∠ which serves as a source
of stored hydraulic pressure is plumbed into
the pressure supply line after entering the
foot brake circuit downstream of non return
valve ⊄. The accumulated pressure is suffi-
cient for approximately 30 brake
applications. The accumulator can be
discharged through the discharge valve ∇
on the service panel ® located in the nose
compartment. A gage © on the service
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panel indicates the pressure retained in the
accumulator in kg/ cm2.
PARKING/EMERGENCY BRAKES provide
an alternate source of braking through inde-
pendent supply lines to the brake assem-
blies. System pressure passes through
check valve ⊇ to isolate the subsystem. The
pressure is retained unless released by
brake operation or subsystem discharge. A
power brake valve a) is actuated by the
parking brake lever on the center
pedestal. Fluid at a pressure proportional to
the force exerted on the lever flows through
an independent line to act against the pair of
shuttle valves ∉ If the force applied against
the shuttle valves is greater than from the
main foot brakes they will permit fluid to
reach the brakes from the parking/
emergency brake system. Differential
braking is not possible.
An accumulator I is plumbed into the
circuit as a reserve source of hydraulic
pressure sufficient for approximately 30
applications. The accumulator can be
discharged through the discharge valve (j)
on the service panel located in the nose
compartment. A gage 1 on the service
panel indicates the pressure retained in the
accumulator in kg/cm2. A pressure
transmitter sends an electrical signal to a
cockpit emergency brake pressure indicator
which displays the pressure in psi.
Each brake assembly incorporates two
bleed ports for maintenance. The
parking/emergency brake must be ON for
wheel changing to maintain the alignment
between the wheel and the discs.
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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

INTENTIONALLY LEFT BLANK

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

BRAKE PRESSURE SYSTEM SCHEMATIC

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM
2.9.8 NOSEWHEEL STEERING
AND SHIMMY DAMPING
Fluid enters the subsystem at main system
pressure 2000 psi through a flow restrictor
valve ⊇ which reduces the speed of actua-
tion and a non return valve ⊄ to isolate and
retain pressure, in the subsystem.
A hand steering wheel ⊂ on the left side
consol activates a slide valve in a differential
gear box through a linkage of rods, pulleys
and cables ⊆. This assembly is a directional
valve ∈. When the slide valve is displaced
by movement of the hand wheel, high pres-
sure fluid acts on the appropriate face of a
rack and pinion steering actuating cylinder
∉. This movement is transferred to the
nosewheel through connected upper and
lower torque links. Maximum steering deflec-
tion is 45° which permits the aircraft to be
turned within a 50 foot circle. The torque
links must be disconnected before towing, to
prevent inadvertent damage to the nose
strut and/or the actuating cylinder, should
the nosewheel be forced to turn more than
45°.
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The shaft of the differential gear ∠ is con-
nected by a cable assembly to the nose
strut. When the strut turns, the cable
mechanically repositions the slide valve in
the opposite direction through the differential
gear. This centralizes the slide valve,
preventing further high pressure fluid acting
on the face of the actuating cylinder. The
nosewheel will remain in the selected
position until changed by further movement
of the hand wheel. Thus the nosewheel is
not self centering.
A pressure reducing valve ∇ reduces main
system pressure to 10 kg/cm2 for shimmy
damping. This pressure is applied to either
face of the steering actuator simultaneously.
An accumulators ® maintains a reserve
source of pressure for anti-shimmy. It is
located in the nose compartment together
with the hydraulic service panel © upon
which is mounted an accumulator pressure
gage displayed in kg/cm2 and a dis-
charge valve to release stored pressure
in the circuit.
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SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

NOSE WHEEL STEERING SCHEMATIC

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM
2.9.9 REAR LOADING DOORS
Fluid enters the system through non return
valve ⊇ at main system pressure 2000 psi
and flows to a four way selector valve ⊄ op-
erated by a control lever ⊂ mounted on the
bulkhead behind the co-pilot. The selector
valve routes fluid to open, close or lock the
doors in a given position and return fluid to
the reservoir. The lower door ⊆ is
hydraulically activated by two cylinders ∈
and the upper door ∉ by one cylinder ∠.
Holding valves in the circuit are set to open
at different values. This establishes the door
movement sequence. To OPEN the doors
the fluid from the selector valve flows to the
"open" side of the upper cargo door
actuating cylinder and simultaneously to the
holding valve (restricts pressure by 30
kgs/cm2) ∇. As the upper cargo door opens
the pressure at the holding valve drops to a
value below that required to keep it open.
The upper cargo door continues to full open
and the return fluid at the opposite side of
the cylinder face returns through the selector
valve to the reservoir. When the upper door
is full open the pressure builds up on the
face of the holding valve to a value sufficient
to open it and the lower ramp door starts to
open. Fluid at the opposite cylinder faces is
routed to the reservoir through the return
lines via holding valve ® and the selector
valve.
To CLOSE the doors the selector valve
routes fluid through holding valves ® and ©
to the "close" side of the actuating cylinders.
As the fluid passes through holding valve ®
the pressure at holding valve (restricts
pressure by 56 kgs/cm2) © drops to a value
below that required to keep it open.
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The lower ramp door starts to close. When it
is fully closed the full hydraulic pressure is
applied to open the holding valve © and the
upper cargo door starts to close. Fluid on
the opposite side of the cylinders returns to
the reservoir via holding valve ∇ and
through the selector valve.
In locked position the door can be held
open, closed or in any intermediate position.
A thermal relief valve permits fluid to
return to the reservoir through the return line
in case of thermal expansion.
Pins are used to lock the ramp door in a de-
sired position. Fluid through holding valve ∇
acts on the actuating cylinders until the door
pins contact the stops. The pressure also
passes through non return valve to hold-
ing valve ®. In this way the force of the actu-
ators on the structure is limited to the blow
out value of holding valve ®. The fluid
returns to the reservoir through the selector
valve.
A SHUTOFF VALVE is installed in the
"open " line of the upper cargo door. It is
normally open to permit operation of the
door. It is located in the aft right fuselage
and operated manually. When it is closed it
prevents fluid from passing to or from the
actuating cylinder. In this way it can be
locked in any position and allows the lower
ramp door to be operated independently.
Maximum airspeed for flight with the doors
open is 170 kts. There is no restriction on
taxi operations with the door open.
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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

REAR LOADING DOORS OPEN SEQUENCE

REAR LOADING DOORS CLOSE SEQUENCE

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.10 FLAPS “DOWN” flap actuating lines retain the pres-

sure on the appropriate side of the actuating
A flap lever ⊇ on the center pedestal me- cylinder. One safety valve ∠ and one ther-
chanically activates a four way hydraulic se-
mal relief valve ∇ are incorporated in the
lector valve ⊄ in the nose compartment.
system. Two restrictor valves ®, one in each
When a flap position is selected fluid under
pressure line, reduce the speed of flap
pressure is routed to the selected side of an
actuation.
activating cylinder ⊂ located in the overhead
cabin under the center wing. This cylinder A flap position sensor is located near the ac-
transmits hydraulic pressure into mechanical tuating cylinder in the left side center wing.
action through bell cranks and control rods When the 28V DC ESS bus bar is energized
the sensor sends a signal to an indicator on
to the flap actuating jacks ⊆. Full extension
the instrument panel which displays flap
is 40º and flaps should fully extend or
position as a percentage. It is protected by a
retract within 15 secs.
5 amp circuit breaker.
When fluid passes through the selector
valve it is locked into the circuit by non
return valves. One non return valve ∈
isolates the entire flap system and two more
non return valves ∉ between each of the
“UP” or
.

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.11 CONTROLS AND INDICATOR

The HYDRAULIC PUMP SWITCH ⊇ for the electric hydraulic
pump is located in the overhead pumps panel. It is protected
by a 5 amp circuit breaker on the ESS bus bar. A green press
⊄ to test light ⊄ illuminates when the pump is activate. When the
switch is in the ON position ⊂ the pump is connected. In the
⊆
OFF position ⊆ the pump is disconnected.
⊇

MANUAL STANDBY PUMP is located to the right of the right

hand seat. It is double acting producing hydraulic pressure
with each forward or backward stroke.

The HYDRAULIC PRESSURE INDICATOR is located on the

center instrument panel. It displays main system pressure
when the SEC bus bar is energized and is protected by a 5
amp CB. The indicator markings are in psi numbered in units
of 0 - 4 x 1000 and graduated each 200 psi. The dial has a
green arc from 1850 to 2050 psi and a red line at 2720 psi.
Normal system pressure is 2000 psi.

The BRAKE PRESSURE INDICATOR located on the center

instrument panel displays the accumulator hydraulic pressure
of the parking/emergency brakes when the SEC bus bar is
energized and is protected by a 5 amp CB. The indicator
markings are in psi numbered in units of 0 - 4 x 1000 and
graduated each 200 psi. The dial has a green arc from 1570 to
2050 psi and a red line at 2720 psi. Normal brake pressure is
2000 psi.

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.11 CONTROLS AND INDICATORS (cont'd)

The STEERING HANDWHEEL ⊇ is on the Captains side

consol. With hydraulic pressure available the wheel is
turned in a correct sensing direction to effect nosewheel
steering. Full throw is 45º either side of center which is
indicated by alignment of the steering handwheel mark
with the consol mark ⊄. The nosewheel is not
self-centering.

The FLAP LEVER ⊇ is located on the right side of the

center pedestal and activates the flaps when hydraulic
pressure is available to the system. A flap position is
selected by providing hydraulic pressure to the system
and placing the flap lever to the appropriate position. In
"UP" ⊄ the flaps are retracted. In "NORMAL" ⊂ the flaps
remain in the position selected and in "DOWN" ⊆ they are
extended. The flap position indicator shows the
movement of the flaps. When the required position is
reached the flap lever is placed to "Normal" and the
system pressure can be discontinued. The flaps will
remain in the position selected.

The FLAP POSITION INDICATOR is located on the

center instrument panel. It receives an electrical signal
from a transmitter located on the left center wing outboard
of the fuselage when the 28V DC ESS bus bar is
energized and is protected by a 5 amp CB. The indicator
displays flap position as a percentage of 40° total
extension. The indicator dial is marked in divisions of 10%
and numbered each 20% until 80%. 0% is marked as
"UP" and 100% as "DOWN". The outer dial markings are
CR at 0% for Cruise. T.O. at 25% for Takeoff, APP at
37.5% for Approach and Land at 100% for full flap
landing. Landing is also approved with Approach flap set-
tings.

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

2.9.11 CONTROLS AND INDICATORS (cont'd)

The CARGO DOOR LEVER ⊇ mechanically activates
a hydraulic "four way selector valve". Both units are
mounted on the bulkhead behind the F/O. With system
pressure available and the lever in "OPEN" the doors
will move to open. In "LOCKED" ⊄ the doors are held
in fully open, closed, or any selected intermediate
position. In "OPEN" ⊂ the door opening cycle is
actuated. In "CLOSE” ⊆ the doors move to close. The
sequence of door movement is the upper cargo door
opens before the lower ramp door and closes after.

The upper cargo door SHUTOFF VALVE ⊇ is located

in the right aft fuselage. It permits the upper cargo door
to be locked in a given position independent of lower
ramp door operation. In "NORMAL” ⊄ the doors
operate in established sequence. To select rotate the
valve handle anti-clockwise. In "LOCKED" ⊂ the upper
door will remain in its existing position. To select rotate
the valve handle clockwise.

The PARKING/EMERGENCY BRAKE lever ⊇ is

located on the center pedestal. It is mechanically
attached to a hydraulic power brake valve mounted in
the nose compartment. With hydraulic pressure
available braking is available with the lever in the up
"PARKING” ⊄ position. To engage the brakes for
parking the lever is locked in “PARKING" by a catch
and spring mechanism. To release the brakes a push
button ⊂ is depressed to the right to release the catch
and the handle is lowered by return spring force. For
emergency brake use the lever is raised progressively
as required to decelerate the aircraft. Care must be
taken to prevent excessive braking as the brakes are
extremely sensitive to lever movement. A careful
pumping action is recommended which permits about
⊄. 30 applications.

The main FOOT BRAKES are applied by exerting pres-

sure on the upper part of the rudder pedals ⊇. Braking
is proportional to the force applied by means of a
spring in the linkage between the pedals and the power
⊇ brake valves in the nose compartment. 88 lbs/40 kg of
foot pressure will provide a maximum 1140 psi at the

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 AIRCRAFT OPERATIONS MANUAL І NC-212
SYSTEM DESCRIPTIONS
HYDRAULIC SYSTEM

discs. The rudder pedal assembly

can be adjusted for rake by rota-
tion of the adjustment knob ⊄ .

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