B767/29/101

Hydraulic System

Boeing 767-200/300

Hydraulic System
Training manual
For training purposes only
LEVEL 1

ATA 29

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Training manual

This publication was created by Sabena technics training department, Brussels-Belgium, following ATA 104 specifications.
The information in this publication is furnished for informational
and training use only, and is subject to change without notice.
Sabena technics training assumes no responsibility for any
errors or inaccuracies that may appear in this publication.
No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means,
electronic, mechanical, photocopying, recording, or otherwise,
without the prior written permission of Sabena technics training.

Contact address for

course registrations
course schedule information
Sabena technics training
training@sabenatechnics.com

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TABLE OF CONTENTS
1. HYDRAULIC POWER. ............................................................................................................6
2. CONTROL & INDICATION. ..................................................................................................12
3. GROUND SERVICING. .........................................................................................................18
3.1. Reservoir Filling. .................................................................................................................18
3.2. Ground Power Connections. ..............................................................................................20
3.3. Engine Driven Pump S.O.V. ................................................................................................22
3.4. Engine Driven Pump EDP. ...................................................................................................24
3.5. ACMP (Alternating Current Motor Pump). .........................................................................26
4. PTU (PWR. TRANSFER UNIT) = PES (PITCH ENHANCEMENT SYSTEM). ...........................28
4.1. Reserve Brakes & Steering. .................................................................................................32
4.2. Air Driven Pump.................................................................................................................34
4.3. RAM Air Turbine (RAT). ......................................................................................................36

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LIST OF ILLUSTRATIONS
AIR DRIVEN PUMP (ADP) ........................................................................................................ 35
ALTERNATING CURRENT MOTOR PUMP (ACMP) .................................................................... 27
E.D.P. SHUTOFF VALVE LEFT & RIGHT SYSTEM ........................................................................ 23
ENGINE DRIVE PUMP LEFT & RIGHT SYSTEM .......................................................................... 25
FLIGHT COMPARTMENT INDICATIONS & CONTROLS.............................................................. 13
GROUND POWER CONNECTIONS .......................................................................................... 21
HYDRAULIC CONTROL & INDICATION.................................................................................... 15
HYDRAULIC GROUND SERVICING .......................................................................................... 19
HYDRAULIC SYSTEM ............................................................................................................... 7
HYDRAULIC SYSTEM GENERAL ................................................................................................ 9
RAM AIR TURBINE (RAT)......................................................................................................... 37
RESERVE BRAKES & STEERING SYSTEM .................................................................................. 33
STABILIZER PTU SCHEMATIC .................................................................................................. 30
STATUS & MAINTENANCE INDICATIONS ................................................................................ 17

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ABBREVIATIONS AND ACRONYMS

ACMP
APU
BKS
BTB
C/B
CTL
DN
ECS
EDP
ELCU
ELEC
FLT
FWD
GND
GPM
ISLN
ISO
LDG
LRU
MSG
OVHT
OVSP
PB
PTU
QTY
RF
RMP
RSV
RTO
SOV
STRG
TURB
UNLKD

Alternating Current Motor Pump

Auxiliary Power Unit
Brakes
Bus Tie Breakers
Circuit Breaker
Central, Control
Down
Electronic Cooling System
Engine Driven Pump
Electronic Load Control Unit
Electric, Electrical, Electricity
Flight
Forward
Ground
General Processing Module
Isolation
International Standardization Origanisation
Landing Gear
Line Replaceable Unit
Maintenance Steering Group, Message
Overheat
Overspeed
Policy Board
Power Transfer Unit, Power Transformer Unit
Quantity
Radio Frequency
Revolutions per minute
Reserve
Rejected Takeoff
Shut-off Valve
Steering
Turbine
UNLOCKED

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1. HYDRAULIC POWER.
General.
Three hydraulic systems are identified by location, and the tubing runs are
color coded :
- LEFT system is RED coded,
- RIGHT system is GREEN coded,
- CENTER system is BLUE coded.
Hi pressure and critical return lines are made from titanium.
Aluminium is used for noncritical return lines.
Stainless steel tubing is used in designated fire zones.
NOTE : To keep the movement of the fluid between the systems to a
minimum, pressurize the R SYST before you pressurize the CENTER
and the LEFT systems.
Also remove the pressure from the center and the left systems before
you remove the pressure from the right systems.

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SYSTEM

CENTER

LEFT
- RED

RIGHT

- BLUE

- GREEN

PRIMARY SOURCE - (1) EDP (ENGINE GEARBOX

DRIVEN PUMP)
- (1) ACMP
DEMAND PUMP

- (2) ACMPs

- (1) EDP

- (1) ADP (AIR DRIVEN PUMP)

- (1) ACMP

EMERGENCY

- (1) RAT (RAM AIR TURBINE)

COLOR CODE

LOCATION

SYSTEM FLUID
CAPACITY

- MOST OF THE COMPONENTS

LOCATED IN :
- LEFT ENGINE STRUT

- R. (L.) WHEEL WELL

- R. ENGINE STRUT

- 17 GALLONS

- 40 GALLONS

- 20 GALLONS

NOTE :
- THE EDP DELIVERS 37 GPM AT TAKE-OFF POWER
- ALL EDPs ARE INTERCHANGEABLE, WITH THE ADP
- ALL ACMPs ARE IDENTICAL AND INTERCHANGEABLE, THE PUMP DELIVERS 11 GPM

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Reservoirs.
Each reservoir is pressurized by air from the pneumatic system.
All reservoirs can be filled from one GND SERVICING SYSTEM located in the
right aft wing to body fairing.
Heat exchangers in the fuel tanks cool the pump case drain fluid before it
returns to the reservoirs.
Left & right system.
The EDP runs continuously when the ENG. is running.
An EDP depressurization valve (solenoid), controlled by the ENG. pump switch,
stops the fluid flow from the pump.
The ACMP can be run in the :
- ON mode : The pump runs continuously,
- AUTO mode : The pump will start automatically for an EDP low press
( 1900 psi).
NOTE : The right ACMP runs continuously in AUTO mode, aircraft on GND
and the flaps in take off position (to assure brake pressure in case of
RTO).
The left ACMP is inhibited on GND during starting of either engine to
reduce electrical loads on the APU generator.
A PTU (in STAB. compartment) provides reserve left system hydraulic power to
operate the stabilizer trim if failure of the left and center systems occurs.

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Center System.
Two ACMPs run continuously when the ELEC pump switches are ON.
The ADP can run in the :
- ON mode : the pump runs continuously (powered by ENGINE BLEED
AIR).
- AUTO mode : starts automatically when the system demand exceeds
the output of the two ACMPs.
The RAT is stowed in the right wing/body fairing and deploys (by an electric
motor) :
- AUTOMATICALLY when in FLT, airspeed greated then 80 knots, the
ENGINE SPEED (N2) drops below 50 % in both engines.
- MANUALLY, anytime, controlled by a switch on the P5 panel.
Control and Indication.
The indicating system monitors fluid :
- Pressure,
- Temperature,
- Quantity.
Amber caution and advisory lights on the hydraulic system control panel.
Messages on the EICAS system. On the P5 control panel each system is
arranged in a vertical row. Each system row contains ,primary and secondary
pump control switches and warning lights (amber).
Primary pump switches are press-to-active type and contain ON lights and
LOW PRESS lights. The secondary pumps (which are the demand pumps) are
controlled by three positions rotary switches.

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HYDRAULIC SYSTEM GENERAL

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T
S
H
C
I
G
I
N
R
H
Y
C
P
E
O
T
C A
N
E
B
A
S
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Distribution.
- Primary FLT CTL actuators and A/P servos are powered by all three
hydraulic systems. Note that the middle RUDDER actuator is supplied
throughout the rudder ratio changer.
- The spoilers are single powered, but uses power from all three systems.
- Most of the FLT CONT are supplied through normal open ISO valves.
These are maintenance valves and only closed on GND for maintenance
purposes. Six valves are installed, three WING and three TAIL shut off
valves. Each valve is, electrically controlled by a push button on P61.
- The stabilizer is powered by the right/center system and PTU provides a
third source in case of a failure of the left and center systems. The PTU
is automatically controlled.
- FLAPS/ SLATS are single powered by the center system. FLAPS/SLATS
have an electrical backup system.
- The LDG system is single powered by the center system. The brakes are
normally powered by the right system and in case of low pressure there
will be an automatic switch over to the center system.
- In the center system, the ACMP1 is normal supplied by a stand pipe in
the center reservoir, and throughout two (2) ISO valves. These valves
consist of a supply and a pressure shut off valve. They provide a reserve
system to power the brakes and nose wheel steering if C system
pressure is lost (in FLT and C SYST. LOW QTY) or when RESERVE BKS
& STRG is selected. When the system is activated, fluid is supplied to
ACMP1 from the bottom of the reservoir.
Than the pressure from ACMP1 is routed only to the NOSE GEAR
(steering) and alternate BRAKES.

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2. CONTROL & INDICATION.

EICAS display units (P2).
Hydraulic system caution and advisory messages are displayed on the upper
EICAS display unit.
Additional information and messages are available on status and maintenance
level pages which are displayed on the lower unit.
Overheadpanel (P5).
The main hydraulic control panel contains primary and demand pump controls
and indications as well as system pressure and quantity caution lights.
The ram air turbine manual deploy switch is located on the engine start panel.
Aft control stand (P8).
The engine fire switches control fluid supply to the engine driven hydraulic
pumps and pump depressurization.
Side panel (P61).
Flight control shutoff valve switches control operation of 6 valves that can
isolate hydraulic flow to the wing and tail systems.
Caution Messages.
* L Hyd Sys Press
* C Hyd Sys Press

Advisory Messages.
L HYD QTY

L DEM HYD OVHT

C HYD QTY

R DEM HYD OVHT

R HYD QTY

C HYD 1 OVHT

**L HYD PRIM PUMP

C HYD 2 OVHT

C HYD PRIM 1

L PRIM HYD OVHT

C HYD PRIM 2

R PRIM HYD OVHT

**R HYD PRIM PIMP

C DEM HYD OVHT

L HYD DEM PUMP

RAT UNLOCKED

C HYD DEM PUMP

RSV BRAKE VAL

R HYD DEM PUMP

* Inhibit pump low pressure messages in the same system.
**Inhibited with, associated fuel control switch in cutoff

* R Hyd Sys Press

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FLIGHT COMPARTMENT INDICATIONS &

CONTROLS
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Hydraulic Panel.
System Pressure (SYS PRESS) Lights.
Illuminated (amber) - system pressure is low.

Ram Air Turbine.

RAM AIR Turbine (TURB) Switch
Push - deploys the RAT.

Reservoir Low Quantity (QTY) Lights.

Illuminated (amber) - reservoir quantity is low.

Ram Air Turbine Pressure (PRESS) Light.

Illuminated (green) :

Left/Right Engine (L/R ENG) Primary Pump Switches.

ON - the engine-driven hydraulic pump pressurizes when engine rotates.
Off (ON not visible) - the engine-driven hydraulic pump is turned off and
depressurized.
Pump Pressure (PRESS) Lights.
Illuminated (amber) - pump output pressure is low.
Pump Overheat (OVHT) Lights.
Illuminated (amber) - pump temperature is high.
Center 1/2 Electric (C1/2 ELEC) Primary Pump Switches.
ON - the electric motor-driven pump pressurizes the center hydraulic
system.
OFF (ON not visible) - the electric motor-driven hydraulic pump is turned
off and depressurized.
Left/Right Electric and Center, Air (L/R ELEC and C AIR) Demand Pump
Selectors.
OFF pump off.
AUTO :
* Pump operates when engine pump pressure is low,
* Pump operates when heavy load items are selected
(Air Demand pump only).

* The RAT is deployed,

* The RAT is producing hydraulic pressure.
Ram Air Turbine Unlocked (UNLKD) Light
Illuminated (amber) - The RAT is not stowed and locked.
Reserve Brakes & Steering Reset/Disable Switch.
Reset/Disable Switch :
RESET/DISABLE - Resets or disables the automatic isolation feature of the
center hydraulic system.
NORM - The isolation feature is armed for automatic operation.
Isolation (ISLN) Light.
Illuminated (white) - The number one hydraulic pump on the center hydraulic
system is isolated to provide hydraulic pressure to the reserve brakes and
steering system.
FLT CTL Shutoff Switches.
ON - The flight control valve is commanded open.
Off (ON not visible) - The flight control valve is commanded closed.
Flight Control Shutoff OFF Lights.
Illuminated (amber) - The flight control valve is closed.

ON- continuous operation.

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HYDRAULIC CONTROL & INDICATION

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Status & Maintenance Indications.

Status page indications.
Fluid quantity is available to the flight crew on the status page.
Quantity is indicated as a digital readout with 1.00 indicating full.
The need for refilling is indicated by RF next to the quantity indication. System
pressure is available on the status page as an option.
Maintenance page indications.
Fluid quantity, system pressure and reservoir fluid temperature are available to
ground maintenance personnel on the ELEC/HYD maintenance page.
A reservoir overfill condition is indicated by an OF next to the quantity
indication.
Auto events caused by low system pressure, low fluid quantity or pump
overheat are also indicated here.
The ECS/MSG maintenance page will provide an O/FULL message when a
reservoir is overfilled and a HYD SYS MAINT message when system pressure is
below 2800 psi for 60 seconds, with system low-pressure indications off and
both engines running.
The HYD SYS MAINT message is also displayed on the status page and is an
auto event.

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STATUS & MAINTENANCE INDICATIONS

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3. GROUND SERVICING.
3.1. Reservoir Filling.
The reservoir service station is located in the right-hand aft body fairing area
immediately aft of the RH wheel well.
NOTE : To attain a proper fluid level in the reservoirs, the reservoirs must be
serviced with :
- All landing gears down,
- Gear doors closed,
- Steering and flight controls neutral.
When servicing right system the brake accumulator pressure gage must read
at least 2500 psi.
The hydraulic quantity gauge is calibrated in percent of full increments
(110 % 1.1) with a green band between .80 and 1.1 indications.
Two sight glasses are installed on each reservoir.
The lower REFILL sight glass gives indication to replenish reservoir.
The upper OVERFILL sight glass gives indication to drain reservoir to FULL level.
A pressure-fill port, service filter and a hand pump with handle and suction
hose are also located in the reservoir service station.

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HYDRAULIC GROUND SERVICING

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3.2. Ground Power Connections.

General.
The 767 hydraulic system may be pressurized by an external power source.
Ground service self-sealing connections are provided in each of the three
systems.
Left and right systems.
The pressure connection for each system is located on the EDP filter module
and the return connection is located on the return filter module in the
respective engine strut hydraulic bay.
Center system.
The pressure and return connections are located inside a compartment at the
bottom wheel wells.

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GROUND POWER CONNECTIONS

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3.3. Engine Driven Pump S.O.V.

The engine driven pump supply shutoff valves are :
- Located in each engine strut, accessible through the engine strut left
access panel.
- Two position valves, electrically operated and normally open.
- Controlled by the associated ENGINE FIRE SWITCH.
- Powered from the 28V DC battery bus.
When a valve is selected closed, the EDP depressurization solenoid is also
energized.
A red position indicator shows the valve position.
The valve cannot be manually operated.
PUMP OPERATION MORE THAN 5 MINUTES WITH A CLOSED VALVE AND
ENGINE RUNNING MAY DAMAGE THE PUMP.

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E.D.P. SHUTOFF VALVE LEFT & RIGHT SYSTEM

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3.4. Engine Driven Pump EDP.

The EDP has a maximum flow rating of 37 gpm at 3700 rmp at 2850 psi.
Pump output is approximately 24 gpm at idle engine, speed.
The pump is depressurized (no flow condition) by powering a solenoid
operated valve.
This directs pressure to the compensator valve to reduce yoke angle and to the
blocking valve to cut may be powered by the pump control switch (P-5) in the
OFF position or by using the fire handle.
The compensator spring controls the flow-pressurization relationship such that
system the pressure is maintained at approximately 3000 psi.
EDP Control.
As the pump is switched to the OFF condition, the white ON is hidden
by a mechanical shutter and the pump depressurization solenoid valve is
energized to close and prevent further fluid flow to the system.
The pump will continue to run as long as the engine rotates.
Their is no time limit to pump operation while depressurized as, long as a
supply flow to the pump is available.
The pressure light is always active and will illuminate when the pump is
depressurized or pressure at pump outlet is low (at or below 1900 psi).
An EICAS advisory message will identify the pump (i.e., L HYD PRIM PUMP).

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ENGINE DRIVE PUMP LEFT & RIGHT SYSTEM

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3.5. ACMP (Alternating Current Motor Pump).

ACMPs in the L & R system are demand pumps.
ACMPs in the C system are primary pumps.
The 4 pumps are identical and interchangeable.
2 options are available, ABEX or VICKERS pumps.
Caracteristics :
- 11 5V AC three phase,
- OVHT indication for : 107 OC (fluid cool),
- Delivers :
6 gpm at 2.850 psi at 5700 rpm.
12 gpm at 1.200 psi.
PUMP OPERATION NEED AT LEAST 600 gal/1.800 kg FUEL otherwise the limit
operation is 10 minutes (20 min. cooling).
Vibration plates are replaced with the pump.
The pump have self-sealing disconnects.

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ALTERNATING CURRENT MOTOR PUMP (ACMP)

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4. PTU (PWR. TRANSFER UNIT) = PES (PITCH ENHANCEMENT SYSTEM).

The PTU is the third power source for the stabilizer in case of failure of the
LEFT and CENTER system.

Return Compensator Module.

The return compensator module is installed in the return line.

The PES uses the R SYST hydraulic pressure to pressurize an isolated portion of
the L SYST.

The bypass valve is spring loaded closed and opens only if the return pressure
is more than spring force.

The PTU is installed in the STABILIZER compartment.

When the L HYD. SYST. is operating correctly, fluid coming from the STAB.
TRIM MODULE flows through the return compensation.
When the compensator is full, the press increases until it opens the bypass
valve.

PTU Operation.
The L. ISO will close if :
- In FLT and,
- The L SYST PRESS below 1.275 psi. or,
- The L SYST QTY below 0.48.
The R. ISO will open if :
- In FLT and a stabilizer manual TRIM SIGN.
- A C SYST PRESS below 1.275 psi. and
- A close sign to the L. ISO valve.

When the PTU is operating, the L ISO valve is closed.

The fluid in the compensator becomes a source of (fluid for the PTU inlet.
Feel Pressure.
A relief valve will close when pressure at the STCM feel computer is less than
100 psi., preventing loss of isolated left system hydraulic fluid through the
elevator feel part.

Both ISO valves have a position indicator/manual override lever.

The motor uses 3.2 gpm at 1.600 psi from the R. SYST.
The pump supplies then 2.7 gpm at 1250 psi to the L. SYST.
A flow restrictor limits fluid flow to 4.1 gpm.

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PTU Operation.
System Description.
The power transfer unit is commanded ON automatically to provide hydraulic
power to drive the stabilizer in the event both left and center hydraulic
systems fail.
System Control.
Operation of the PTU is controlled automatically.
When the airplane is in the flight mode and the reservoir quantity in the left
system is below 0.48 or the left EDP and left ACMP pressures are low, the left
system isolation valve is commanded closed to isolate the fluid retained by the
return compensator.
The valve remains closed until 20 seconds after one of the conditions closing
the left system isolation valve is removed.
If the center hydraulic pressure is low at the time that a manual electric
trim command is signaled by either the captains or the first officers control
wheel stabilizer trim control switches, the right system PTU shutoff valve is
commanded to open.
Hydraulic flow to the PTU motor starts the operation of the pump.
The PTU shutoff valve is commanded to close immediately when the stabilizer
electric trim command is removed or the center hydraulic system pressure is
restored.

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Left Hydraulic System Isolation Valve.

When the airplane is in the air, air/ground stem No. 2 connects the left
hydraulic system isolation valve controls to the left hydraulic system pressure
and the hydraulic quantity indication of the left reservoir.
The left hydraulic system isolation valve, closes under either of the following
conditions :
- The hydraulic quantity monitored in the left reservoir falls below 0.48,
- The left hydraulic pressure produced by the EDP and the ACMP is low.
If one of these conditions is removed, the left hydraulic system isolation valve
remains closed for an additional time of 20 seconds to prevent nuisance
signals of short duration from operating the isolation valve intermittently.
Right Hydraulic System Shutoff Valve.
When the left hydraulic system isolation valve is commanded closed, the right
hydraulic system shutoff valve is controlled by the control wheel stabilizer trim
control switches and the center hydraulic system pressure.
Loss of center hydraulic system pressure and a stabilizer electric trim command
from either the captains or the first officers control wheel switches, cause the
right hydraulic system shutoff valve to open and start PTU operation.
The right hydraulic system shutoff valve remains open as long as a stabilizer
electric trim signal is present and the center hydraulic pressure is low.
When the stabilizer electric trim signal is removed, or the ,center hydraulic
pressure is restored, the right hydraulic system shutoff valve is commanded to
close.

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STABILIZER PTU SCHEMATIC

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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4.1. Reserve Brakes & Steering.

Pressure isolation valve.
A motor-driven valve that shuts off hydraulic pressure to all center hydraulic
pressure to all center systems except nose wheel steering and the alternate
braking system.
Supply Isolation Valve.
A motor-driven valve that switches the No. 1 ACMP hydraulic supply from the
reservoir stand pipe to the bottom of the reservoir to access the reserve fluid
supply below the stand pipe.
Reserve Brakes & Steering Switch.
A lighted push-button switch containing a white ON light and amber VALVE
light located on the P1-3 panel.

B767/29/101
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With the reserve brakes and steering switch in the off position, both pressure
and supply isolation valves will operate to the closed and alternate positions
respectively when center system fluid reaches LOW quantity level and the
airplane is in the air.
The pump (C-1) then must be activated by pressing the reserve brakes and
steering switch.
A white ISLN light on the P-61 right side panel will illuminate when either
isolation valve is not in the open position.
While the reserve brakes and steering is selected on, center system pressure
will still be transmitted to the EICAS computers.
However the system low pressure switch (S-35) is isolated from pressure
causing the center system low pressure light to illuminate.

Reset/disable Switch.
A toggle switch on the P-61 panel to reset the automatic isolation system or to
disable the auto function while performing ground maintenance.
Operation.
Actuation of the reserve brakes & steering switch turns on C system N 1
ACMP unit, if off, and illuminates an ON in the switch.
Electric power is first supplied to drive the pressure isolation valve to the closed
position.
When fully closed, the pressure isolation valve directs power to drive the
supply isolation valve to the alternate position.
An amber VALVE light in the lower half of the reserve brakes and steering
switch will illuminate to indicate a disagreement between the commanded
position and the position of either valve.
If the disagreement exists for six seconds an EICAS advisory message RSV
BRAKE VAL will be annunciate.

EFFECTIVITY
ALL

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B767/29/101
Hydraulic System

RESERVE BRAKES
& STEERING
SYSTEM
EFFECTIVITY
ALL

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Hydraulic System

Training manual

4.2. Air Driven Pump.

Location.
The air driven pump is located left aft wing to body fairing.
It is accessible by a hinged door.
Components.
Regulator shut off valve (LRU) :

Pump :
- Is the secondary pump in the center system,
- 37 gpm, 2.850 psi at 5700 rpm,
- Pump turbine speed is reduced during low flow demand,
- The pump shuts off when turbine speed decreases to 2500 RPM,
- The case drain line of the pump is cooled through a heat exchanger.

- Spring loaded closed,

- Electro (solenoid) pneumatic valve,
- Pressure regulator 13 psi.,
- An overspeed of the AIR TURBINE will close the valve (de-energizing the
solenoid).
The solenoid must be reset by a switch on P36.
Muffler (LRU) :
- reduces the noise.
Modulating valve (LRU) :
- Spring loaded closed,
- Electro (2 solenoids) pneumatic valve,
- The valve controls air pressure to the turbine drive, regulating the
turbine speed,
- The valve opens when the demand or the continuous solenoid is
energized.

EFFECTIVITY
ALL

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Hydraulic System

Training manual

AIR DRIVEN PUMP (ADP)

EFFECTIVITY
ALL

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Training manual

4.3. RAM Air Turbine (RAT).

General.
The ram air turbine is the EMERGENCY POWER SOURCE for the FLT
CONTROLS if both ENGINES are lost.
It is located inside the R. AFT BODY FAIRING.
Is manual (PB) or automatically controlled, and deployed or stowed by an
electrical DC motor.
A press switch senses pressure output and turns on the green PRESS light.
Two variable pitch blades are controlled by a counterweight and a governor.
Governed speed is - 4.165 rpm at a minimum airspeed of 125 knots.

B767/29/101
Hydraulic System

For a complete retraction of the RAT, the blade must be centered and the
locking pin in place.
UP/DN limit switches shutoff power at full DN or full UP travel limits.
An override limit switch is used during manual DN selection.
The tachometer provides visual indication of the operating status of the RAT
during GND TEST :
- GREEN light is ON : turbine speed is at normal governed speed.
- RED light is ON : turbine overspeed.
- NO light is, ON :
turbine speed is below the normal governed speed.
- LAMP TEST :
depressing the switch, with the RAT operating, both
indicate lights should illuminate.

ON GND. the RAT can be retracted, with the retract select switch in the R.
wheel well. Prior to retracting, the propeller blades must be aligned
(index marks).
The compartment door is mechanically connected to the RAT annunciator.
The check out module is used to check the RAT operation on GND. In the
back-drive position, the pump acts as a motor driving the turbine.
An amber UNLKD light indicates that the RAT is not in STOWED position.
A teleflex cable unlocks the turbine blade, opens blade lock and centered
switch when the RAT is extended.
A 15 limit switch permits partial retraction of RAT so that blade can be locked
and centered.
The RAT will retract the first 15 trough the strut angle notch.
A 13 limit switch operates in parallel with the 15 switch, in the RAT retract
circuit.

EFFECTIVITY
ALL

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Training manual

B767/29/101
Hydraulic System

RAM AIR TURBINE (RAT)

EFFECTIVITY
ALL

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