Hydraulic Pump Replacement

01-16-2010, 01:34 PM

Mike | Hydraulic Pump Replacement

Has anyone 2nd sourced the pump...?

01-16-2010, 06:21 PM

Fred Lohr

yes, i replaced mine about two years ago. It is Oildyne 108 series pump. You have to specify the pressure range and a few other things if i recall. here's a link http://www.mviinc.com/oildyne/default.htm

01-16-2010, 07:43 PM

Mike

Thanks for the link fred.....you wouldn't happen to know the part number you used..?

Also did you change the accumulator to the A2N0015D1K..?

01-18-2010, 12:48 PM

Mike

I spoke with Brian (763-531-3513) the tech rep for Parker-Oildyne today.

Parker Oildyne Pump

After some time we came up with the part number 108AEC19-CWW-1V-15-00 for the pump. The $ thru him (customer service) $635.00.

* Permanent Magnet Motor

* Internal Check Valve

* 46 Cubic Inch Reservoir

* Reservoir Is Vented Thru New Style Cap

* Aeroshell Fluid 4 (yellow can - red stuff) Compatable With Seals

The reservoir is vented and since it has the vent hole in the top of the filler cap it will suck in water. Parker does not make a pump that is not vented for this application.

A while ago Russ thought about using the reservoir for the brake reservior also. Since the reservoir is vented, it could be used. The only problem I see is if a seal in the assembly broke upon landing pressurizing the reservoir to 1500psi the brakes might be applied. What's the chance..?

Parker Manual Bypass Gear Valve

Part Number S7HP-3-H-12-B (With Handle) $465.00

Part Number S7HP-3-N-00B (No Handle, Supply Your Own Bar) $425.00

I noticed a few "old" posts re: the operation of the manual valving. Yes Tom you are right, the proper switch has to be pushed/toggled and the proper valve has to be energized in order to put either the gear or flaps up/down; then pump till you get tired, usally around 50 strokes. This could be an issue in some planes. The flap switch is a momentary "hold" down to put the flaps down. Try holding the switch down while pumping the valve and flying the plane.

I have attached a word file below (click on it) that shows the diagram of how my plane is plumbed. Note: Only the gear can be manually raised/lowered.

I have not looked anywhere else for better pricing, although I am sure it can be found.

Parker Accumulator

From Old Post - Part Number A2N0015D1k $??

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Attached Files

File Type: doc Hyd System.doc (23.5 KB, 23 views)

01-18-2010, 07:59 PM

Fred Lohr

mike,

i could not find the number of the pump due to my highly complex filing system ,but what you have there looks correct.

but the other numbers you listed are they manual valves? from parker? or what.

01-19-2010, 09:00 AM

Mike

Re-visit the post above. I have edited it and added a diagram.

06-02-2011, 02:08 AM

Rusty

Mike:I don't quite understand the schematic. If the solenoid valves are closed center, as they must be if the system is shut off by pressure switch when accumulator is filled, and switches have to be engaged to lower the gear, what do you do in an electrical failure?

Electrical failure is the most common thing. I lost it all about 10 times in 20 years of my Cherokee, and have already had to pump the gear down once in the 5 yrs of my Cessna 182RG. Why isn't the valve shown on the hand pump a 4 way? Is that the same pump I see in pix of Dick S's N42SW? If the pump doesn't come with a 4way, I will use a 910R-06D2BC pump and two DM104-FKN-1-A6T 4way closed center rotary cartridge spool valves.

If the solenoid valves are closed center and there's no electrical power, what do you do about the power steering?

Are they spool valves or poppet valves? Many years ago, I read about complaints of frequent cycling of the power hyd. pump. The fix was to send Dick S. $1000 for poppet valves. I declined.

06-02-2011, 04:00 PM

Mike

Quote:

Originally Posted by Rusty View Post

Mike:I don't quite understand the schematic. If the solenoid valves are closed center, as they must be if the system is shut off by pressure switch when accumulator is filled, and switches have to be engaged to lower the gear, what do you do in an electrical failure?

Electrical failure is the most common thing. I lost it all about 10 times in 20 years of my Cherokee, and have already had to pump the gear down once in the 5 yrs of my Cessna 182RG. Why isn't the valve shown on the hand pump a 4 way? Is that the same pump I see in pix of Dick S's N42SW? If the pump doesn't come with a 4way, I will use a 910R-06D2BC pump and two DM104-FKN-1-A6T 4way closed center rotary cartridge spool valves.

If the solenoid valves are closed center and there's no electrical power, what do you do about the power steering?

Are they spool valves or poppet valves? Many years ago, I read about complaints of frequent cycling of the power hyd. pump. The fix was to send Dick S. $1000 for poppet valves. I declined.

I L@@Ked back at the other post I typed:

"I noticed a few "old" posts re: the operation of the manual valving. Yes Tom you are right, the proper switch has to be pushed/toggled and the proper valve has to be energized in order to put either the gear or flaps up/down; then pump till you get tired, usally around 50 strokes. This could be an issue in some planes. The flap switch is a momentary "hold" down to put the flaps down. Try holding the switch down while pumping the valve and flying the plane."

I think this is the case on my plane for the flaps and steering; not the gear. The electrical system should not be an issue since I have 2 batteries and 2 different busses. With the switches I have I can seperate almose any and all components. The only failure that would be an issue would be the valves themselves. I need to revisit the way it is plumbed and look at the manual valve itself for operation of the flaps. The steering is another issue altogether.....

Thanks