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The AUX DCMP will come on if the AUX DCMP is selected to AUTO, there is power to the aircraft, and the aux system
accumulator pressure is low. Once the AUX DCMP pressurizes, it is self-priming and its operation is independent of the
RH system.
AUXILIARY SYSTEM SWITCHING VALVE
The function of the auxiliary system switching valve is to transmit right hand system pressure to the lower rudder PCU
under normal operating conditions. With loss of RH hydraulic system pressure, the switching valve shuttles and applies
Auxiliary System pressure to the lower rudder PCU. The valve shuttles strictly in accordance with the RH System pressure
and does not rely on any software or electrical interface to function.
AUXILIARY SYSTEM PRESSURE FILTER
The aux system contains a pressure filter. This assembly filters the supply pressure fluid coming in from the DCMP. It is
made up of a filter element and a bowl, a differential pressure indicator, and an automatic shutoff device. The filter is a nonbypassing
design. The flow through the assembly is blocked when the bowl is removed. A filter element is provided which
removes 100% of all contaminants larger than 15 microns and is a non-cleanable type. The auxiliary system pressure filter
and the case drain filter element used on the filter manifolds of the left and right systems are identical, and interchangeable.
HYDRAULICS
Volume 2 Flight Crew Operating Manual May 06/2005
13-01-08 CSP 100-6 REV 2
POWER TRANSFER UNIT
DESCRIPTION
The Power Transfer Unit (PTU) consists of a hydraulic motor coupled mechanically through a drive shaft to a hydraulic
pump. When the PTU selector valve is energized, the hydraulic motor is driven by pressure from the right hydraulic system.
The pump side of the PTU is connected to the left system and is dedicated to operation of the landing gear. The PTU also
provides pressurization for the left hydraulic system reservoir.
When the PTU selector valve is energized, the hydraulic motor is driven by pressure from the right hydraulic system. The
PTU is connected to the left hydraulic system and is dedicated to retracting and extending the landing gear. The PTU is used
for gear operation when the left EDP system or left engine is not operational. Should the left engine fail during takeoff,
gear retraction time will be excessively slow using the DCMP, however, with the PTU engaged gear retraction time will be
normal. A priority valve is placed upstream of the PTU to protect the right system pressure from being pulled down to unacceptable
levels due to excessive flow demand from the PTU.
COMPONENTS AND OPERATION
The PTU is controlled by a three-position switch. The switch positions are OFF, AUTO, and ON. In the OFF and ON positions,
the PTU valve is manually closed or open.
In the AUTO mode:
- the PTU will only start when the left engine or the left EDP is inoperative or failed
- the right EDP is producing pressure
- the gear is not in its commanded position
- and the aircraft is in the air.
The PTU will allow the gear to operate at its normal rate with only a slight increase in transit time due to delays associated
with the PTU solenoid being commanded on, solenoid energizing, and the PTU coming up to speed.
If the PTU, is selected to AUTO and does not produce hydraulic pressure within 15 seconds, it will be latched OFF to minimize
the load placed on the right hydraulic system. The latch will only be reset if AUTO mode is de-selected by the cockpit
crew or power is removed from the Proximity Sensor Electronics Unit (PSEU).
The PTU can also be manually selected ON by the cockpit crew. If only the right DCMP is operational, the landing gear
may be extended using the main landing gear assist system rather than using the PTU in the left system.
HYDRAULIC SERVICING
DESCRIPTION
The left and right hydraulic systems each have ground service quick-disconnects for ground fill, pressure and return fluid
circuits. These are used for ground maintenance tasks such as system bleeding, flushing, draining and ground pressurization.
The auxiliary system filler has a quick-disconnect to add hydraulic fluid to the auxiliary reservoir. The
quick disconnects are installed on panels near the system access doors.
HYDRAULICS
May 06/2005 Flight Crew Operating Manual Volume 2
REV 2 CSP 100-6 13-01-09
HYDRAULIC SERVICING (Cont)
HYDRAULIC SERVICING PANEL
CFO1301002_007
A
B
LEFT SYSTEM RETURN
B
RIGHT SYSTEM
PRESSURE
RIGHT SYSTEM
RETURN
LEFT SYSTEM
PRESSURE
A
HYDRAULIC SERVICING PANEL
HYDRAULICS
Volume 2 Flight Crew Operating Manual May 06/2005
13-01-10 CSP 100-6 REV 2
HYDRAULIC SERVICING (Cont)
AUXILIARY ACCUMULATOR SERVICING
　
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