a380-Level II&III - Ata 29 Hydraulic Power

A380 TECHNICAL TRAINING MANUAL MANUAL RAMP & TRANSIT COURSE - M03 (RR Trent Trent 900) LEVEL II&III - ATA 29 Hydraulic Power

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A380 TECHNICAL TRAINING MANUAL

LEVEL II&III II& III - ATA ATA 29 HYDRAULIC POWER Hydraulic Power System Description (2) . . . . . . . . . . . . . . . . . . . . . . . 2 Hydraulic Power Syst em OPS/CTL & IND (2) . . . . . . . . . . . . . . . . . 26

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RAMP & TRANSIT COURSE - M03 (RR Trent 900) LEVEL II&III - ATA 29 Hydraulic Power

TABLE OF CONTENTS

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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Pressurization System Pressurization Architecture Architecture

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The two fully independent hydraulic systems operate simultaneously and are pressurized at 5000 PSI. In normal operation, each hydraulic system is pressurized by its own Engine Driven Pumps (EDPs) (two per Engine). On ground only, and with the engines off, the Electro Motor Pumps are used to pressurize the system for the cargo doors (green circuit) or the body wheel steering (yellow circuit) operation, or for maintenance operations. The Hydraulic System Monitoring Unit (HSMU) manages each hydraulic system. The HSMU sends local warnings on the overhead panel and indications on the Display Units (DUs). They are fully independent and are supplied by DC BUS. Different AC BUS supplies each Electro Motor Pump (EMP). One Electro Motor Pump G-EMP A is also supplied by AC Ground Service BUS to operate cargo doors when only this electrical bus is available. In normal electrical configuration (all AC Bus available), the HSMU selects for automatic cargo doors/body gear steering actuation different EMPs depending on the flight number. If the selected EMP is not healthy then the HSMU will select the other one. The HSMU logics for managing EMP automatic and manual modes are defined to give priority to the current active mode. If one EMP is already running in automatic mode, then any manual request from the overhead panel is ignored by the HSMU. If one EMP is already running in manual mode, any automatic request for cargo doors (green) or Body Wheel Steering (yellow) is ignored by the HSMU. A pressure transmitter is used to monitor system pressure status and the information is sent t o the HSMU and HYD SD page. The pressure

information is shown on the HYD ECAM page and on the Ground Service Panel (GSP) via pressure indicators. A low-pressure switch (one per pump) detects a pressure drop of the related pump. They send a low-pressure signal to the HSMU when the pressure decreases and the signal disappears when the pressure rises.

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HYDRAULIC POWER SYSTEM DESCRIPTION (2)

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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Pressurization (continued) Pressurization From Ground Power Unit Ground Power Units (GPUs) through Ground Connectors can be used to pressurize the HYD systems for maintenance operations.




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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Servicing Accumulator One power accumulator on each circuit is connected t o the HP circuit upstream the HP belly fairing manifold. The Power Accumulator is a metal bellow accumulator which is factory gas pre-charged with Helium. Servicing is done in shop only. Human factor points: WARNI ARNING NG:: Due to the fact that some incidents may dangerously damage the accumulator, it has been decided for safety precautions to add instruction labels on adjacent structure to prevent risks in this area.




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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Servicing (continued) Reservoir Pressurization/Depressurization Pressurization/Depressurization

To enable hydraulic reservoirs air pressurization through GSP, the pressure source must be between 10 bars (145 psi) and 17 bars (247 psi).

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Each hydraulic reservoir can be pressurized by three different sources: - Engine HP, - Pneumatic system, - GSP. The reservoirs supply hydraulic fluid to the EDPs, the Electro Motor Pumps and the cargo door auxiliary pump. The reservoir nominal pressure is 65 PSI (4,1bars). Each reservoir has a pressure relief valve that evacuates air or liquids in case of fluid overflow or overpressure. A pressure switch monitors the reservoir pressure and triggers a warning in case of low pressure. Air pressure value can be read on the reservoir itself via a direct reading gage or on the GSP. For GSP indicators, the air pressure is transmitted from the RSVR pressure transducer via the HSMU to the gage. On the GSP, an air depressurization switch can be manually activated to electrically depressurize the reservoir via the solenoid of the depressurization valve. In addition, a manual P/B on the depressurization valve can be used to depressurize the reservoir. A reservoir air pressurization valve is used to pressurize both hydraulic reservoirs from a ground servicing unit. Human factor points:

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WARNI ARNING NG:: When using the depress switch, air pressure containing fluid vapors is released from the tank to the rear part of the outer engine pylon. Due to the size of the A/C, this area is not visible from the GSP only a visual check of the area will make sure that the area is clear. On the inner surface of the GSP door, there is a label to remind us that: RAMP & TRANSIT COURSE - M03 (RR Trent 900) LEVEL II&III - ATA 29 Hydraulic Power


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SYSTEM SERVICING - RESERVOIR RESERVOIR PRESSURIZATION/DEPRESSURIZA PRESSURIZATION/DEPRESSURIZATION TION A

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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Servicing (continued)

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Reservoir Level Check and Refilling The main components of the reservoir filling system are installed on the GSP: - Filling selector valve which is used to select manually the reservoir to be filled, - Filling level gage which indicates the fluid level of the selected reservoir, - Ground self-sealing coupling which lets perform the reservoir filling from a ground hydraulic cart, - Filling hand pump, with its handle and a flexible hose, can be used to manually fill the hydraulic reservoirs from a can, - Filling filter to protect the hydraulic systems from pollution. A level transmitter and a low level switch are used to detect the reservoir level. The value measured by the level transmitter is compared with a nominal value based on the fluid temperature and the fluid level status of AT ATA 32 LE HGS reservoirs and HP accumulators. This comparison is shown on the ECAM and the service panel. In addition, as the HSMU is connected to the Onboard Maintenance System (OMS) for servicing report, this comparison is shown on the servicing report as well. On each reservoir, a sight glass can be used to check the reservoir level when the information to compare the level transmitter value with the nominal value is not available. Hydraulic reservoirs are filled from the GSP, through the hydraulic system return lines. There are two filling possibilities: - From a hydraulic ground cart connected to the coupling socket, - From a hydraulic fluid container using the A/C hand pump. When filling from a hydraulic ground cart, a restrictor prevents overpressure. RAMP & TRANSIT COURSE - M03 (RR Trent 900) LEVEL II&III - ATA 29 Hydraulic Power


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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Servicing (continued) Check Of Filters And Fluid Sampling Several filters are installed in the hydraulic system. Each HP, HP, return and case drain filters has an electrical and mechanical clogging indicators (Differential Pressure Indicators). The return filters include a bypass device. On the GSP, the reservoir filling filter has only a mechanical clogging indicator and is not electrically monitored. The filter clogging status is displayed on the OMS via the HSMU. A clogged filter is considered as a Class 4 item. The PFR indicates the names of the filters that are clogged. The related filter time counter is memorized by FWS. A generic FWS alert is trigged if one filter has been clogged for 700 FH. A sampling valve is installed on the HP belly fairing manifold. It makes it possible to take samples of fluid from the system (pressurized or not) for analysis.




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HYDRAULIC POWER SYSTEM DESCRIPTION (2) System Servicing (continued) Leak Draining Some bottles are installed to collect fluid leaks from: - Each Electro Motor Pump, - Each Air / Hydraulic heat exchangers, - Slat and flap Power Control Units (PCUs), - The THS Actuator. Human factor point: CAUTIO CAUTION: N: When draining draining the bottles, fluid spillage spillage on the components/panels in the vicinity can occur. This fluid is likely to have corrosive effects on a long term period, therefore in case of spillage, cleaning will prevent these corrosive effects.




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HYDRAULIC POWER SYSTEM DESCRIPTION (2) Engine Driven Pump disengagement Open the fan cowl to access the Engine Driven Pump (EDP). It is possible to do a mechanical disengagement of the Engine Driven Pump (EDP) from the engine gearbox by means of the declutch system. On the ground, for maintenance task, the EDP can be manually de-clutched (engine shutdown) by pullin g a ring outward. A black plastic cap covers this ring. In flight, the EDP disengagement will be operated through an electrical solenoid commanded from a red guarded on the hydraulic panel. In this case, both pumps of the given engine will be de-clutched. The disengagement of the EDP is irreversible in flight until a specific maintenance action is done. The re-engagement of the EDP can be only made manually (engine shut down) by acting on the reset port. The reset port is also a visual indi cator to give the clutch status: engaged (ON), disengaged (OFF) or reset.




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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) General The hydraulic system is controlled from three different panels. The engine driven pumps (EDPs) depressurization and disconnection P/Bs are installed on the HYD section on the overhead panel. The electrical motor pumps (EMPs) are controlled from the pushbutton switches installed on the GND HYD section on the overhead panel. The ground service panel (GSP), for maintenance task, placed i n the belly fairing. The ECAM page shows the hydraulic systems conditions.

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HYDRAULIC PO POWER SY SYSTEM OP OPS/CTL & IND (2 (2)

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GENERAL Y A L



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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Pressurization EMP Controls & Indicating

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The electrical motor pumps (EMPs) are used on ground, with the engines not running. They supply hydraulic fluid to operate the cargo doors (green system), to activate the body wheel steering (yellow system) and to do the maintenance tasks. The EMPs are inhibited from the Electronic Engine Control (EEC). There are four inhibition signals. Only one of these signals is enough to inhibit the EMPs. The EMPs indication on the SD page di sappears as soon as one ENG is running and N3 is above 50%. The EMP are powered from: - EXT PWR 1 or EXT PWR 2 supplies EMP A and B on the green side, - EXT PWR 3 or EXT PWR 4 supplies EMP A and B on the yellow side, If two EXT PWR are connected, the four electrical pumps, (two on the green side and two on the yellow side), are supplied regardless of which EXT PWR is used. The electrical motor pumps are controlled from the pushbutton switches on the hydraulic maintenance panel. There are four ON pushbutton switches, one per electrical pump. These switches allow the related electrical motor pump manual starting. In addition, the ON light is also on when the EMP is automatically started. There are four FAULT/OFF FAULT/OFF pushbutton switches, which allow to shut-off the related electrical motor pump. The EMP pump identifier (A or B) shall be displayed in amber when the pump is not available, i.e.: - When the related electrical power supply (AC BUS) is faulty,

- When the Elec pump is commanded on without providing a normal pressure, - When the Elec pump is faulty, - In any other cases, the pump identifier shall be displayed in white. The electrical pump is shown by an empty white triangle when the system is in the Auto mode, the pump is not commanded and the pushbutton is not pressed in. The electrical pump triangle will be shown by a filled green triangle if the pump is manually commanded ON and the supplied hydraulic pressure is normal. If the pump supplies the related circuit with normal pressure, the filled green triangle will be linked to the circuit box by a green line. Then, the memo G (Y) ELEC PUMP A (B) CTL is displayed on the ECAM E/WD. The electrical pump triangle in the ECAM is shown as an empty amber triangle if the pushbutton is OFF or if the electrical pump is faulty. A filled amber triangle related to the circuit box by an amber line, appears on the hydraulic ECAM page, when the EMP is manually commanded on and the EMP pressure switch detects a low pressure (EMP supplied pressure is decreasing and below 1885 psi). Amber FAULT FAULT light will appear on the FAULT/OFF FAULT/OFF pushbutton switch on the hydraulic maintenance panel. To disconnect the electrical pump, it is necessary to release the P/B to the OFF position. Then, the SD page shows the related empty triangle and the pump identifier in amber. The overheat (OVHT) amber indication shall appear on the ECAM page next to the t riangle representing the E MP, MP, in case of an overheat condition when an abnormal temperature is detected by the respective sensor in the electrical pump. The HYD SD page shows an empty triangle pump identifier and an OVHT text in amber. Then the EMP is no longer electrically supplied because of the overheat relay protection and the procedure asks to release the pushbutton switch related to the electrical pump, to the OFF position. The OVHT text

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A380 TECHNICAL TRAINING MANUAL and FAULT FAULT light on the P/B remain sh own until the temperatu re goes down and back to normal.




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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Pressurization (continued) EMP AUTO Operation The electrical motor pumps operate in the aut omatic mode when they are activated from the cargo doors system or from the body wheel steering system. In case of cargo door opening, the signal from the cargo door opening toggle switch goes to the HSMU and the HSMU automatically starts the EMP. A copy signal is sent to the EMP ON P/B and the ON light is on. On the SD page, the related EMP is shown with a green filled triangle, with no link line with the circuit box. In the automatic mode, the triangle showing the EMP is filled amber if the pump is ON with a low-pressure condition, or empty amber if the electrical pump is faulty. In both cases the pump identifier is also amber, with no link line with the circuit box.




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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Pressurization (continued) System Pressure The value of the system pressure is sent to the ECAM from the pressure transmitter placed on the HP Belly Fairing Manifold. The value for the hydraulic pressure has 100 PSI accuracy, and is shown inside the circuit box of the SD HYD page. The system pressure value can be also read on the system pressure gage of the GSP. When the hydraulic pressure is increasing, the digits showing the pressure system value will be displayed in green above 2900 PSI. When the hydraulic pressure is decreasing, the digits represen ting the pressure system value will be displayed in amber below 2900 PSI. Below 200 PSI the value shall be automatically set to 0.




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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Pressurization (continued) Reservoir Quantity Indication

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The normal fluid level scale on the HYD SD page, from 10L to 70L, is displayed in white. Although the RSVR total volume is 120L, the reservoir nominal level indication on the HYD SD page saturates at 70L. The low level area from 0L to 10 L is displayed in amber permanently. The fluid level is represented by a green volume in normal condition and by an amber volume if it is lower than 10 L. The fluid level is replaced by an amber XX when the fluid level information is not valid (quantity transmitter signal is lost). The nominal fluid level is represented by a movable index displayed in green normally. This index will move depending on the fluid temperature and the level of the ATA ATA 32 LEG HS reservoirs and HP accumulators. The movable index indicates the nominal fluid level according to these parameters. The normal filling reference point is placed in the middle of the movable index. The current fluid level in the RSVR should be within the allowed limits, between -3l and +3l of the normal filling reference point. The movable index is displayed in white with amber cross if the temperature information i s not available or ATA ATA 32 needed volumes information is invalid. In this case, the movable index does not move, it stays in a fixed position related to a nominal temperature of 20 degrees, and equivalent to 45'2 liters. On the GSP RSVR filling indicator, the needle will be at the INOP position. So, in this case, as the nominal fluid level is not known, then use the visual indicator on the RSVR itself. On the visual indicator, there are 4 different nominal fluid levels for -20 C, 0 C, 20 C and 40 C as fluid temperatures in the RSVR are calculated with full AT ATA 32 LEGHS reservoirs and HP accumulators. °

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So, it is necessary to fill all the ATA ATA 32 reservoirs and accumulators before the visual check. It is done via OMS functions. If the calculated nominal fluid level is bigger than the maximum gauge able volume (70 liter approximately) due to the empty LEHGS reservoirs, then the GSP RSVR filling indicator needle points to the LEHGS refill posi tion. Then, the ATA ATA 32 LEHGS reservoirs and HP accumulators should be filled via the OMS functions. Depending on the ATA ATA 32 reservoir and accumulator levels, the change in ATA ATA 29 reservoir l evel can vary up to 29 liters. The reservoir LO AIR PRESS indication shall be displayed in amber when the respective pressure switch detects a low air pressure condition. Then, if the A/C is on ground and no engines are running, all the FAULT FAULT lights on the EMP P/Bs and EDP depress urization P/Bs come on for the related hydraulic system pumps. If at least 1 ENG is running, only the FAULT lights on the EDP depressurization P/Bs will be on for the related hydraulic system EDPs. The reservoir overheat indication shall be displayed in amber and shall remain on as long as the fluid temperature at the entry of the reservoir is above the normal level. Then, all the FAULT lights on the EMP P/Bs and EDP depressurization P/Bs will be on for the related hydraulic system pumps, regardless of the ENGine condition. The indication shall not be displayed when the temperature sensor has failed or when the information is not available. The low level area in the hydraulic reservoir shall be displayed in amber if the level of hydraulic fluid is below 10L. Then, if the A/C is on ground and no engines are running, all the FAULT FAULT lights on the EMP P/Bs, EDP depressu rization P/Bs and EDP disconnection P/Bs will be on for the related hydraulic system pumps. If at least 1 ENG is running, only the FAULT lights on the EDP depressurization and disconnection P/Bs will be on for the related hydraulic system EDPs.

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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Servicing Accumulator The power accumulator is a metal below accumulator, which is pre-charged with Helium. This technology avoids periodical gas recharging. To know if the pre-charge in the accumulator is the right one, it is necessary to do an OMS test.

Reservoir Pressurization There are two depressurization switches located on the Ground Service Panel (GSP), in the belly fairing. Each one of them activates the depressurization of one system reservoir.

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WARNI ARNING NG:: HF point: Remote location of outlet pipe The reservoir can be pressurized using the high-pressure air from the engine. It can also be pressurized using air from the Pneumatic System. The maintenance operations to pressurize and depressurize the hydraulic reservoir can be done from the GSP. The reservoir can be manually depressurized through the air depressurization switches. There are t wo switches placed on t he GSP, GSP, each one is used to depressurize its own hydraulic reservoir. For pressurization, there is an air pressurization valve, which pressurizes at the same time both hydraulic reservoirs. To do this operation a ground cart is necessary. M L 0 T 3 0 E 1 L 1 2 5 8 0 Y A L



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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Servicing (continued) Reservoir Refilling

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There is a visual indicator or sight glass installed on the reservoir. This sight glass shows the hydraulic fluid level and permits the comparison to the nominal level in different temperature conditions with full ATA ATA 32 LEHGS reservoirs and accumulators. On the ground service panel, the hydraulic reservoir indicator shows the level of hydraulic fluid in each reservoir, compared to a nominal level and with respect to the fluid temperature and the AT ATA 32 LEHGS and accumulators statuses. A zero in the level indication shows the normal filling reference point in the movable index The reservoir filling is done through the Ground Service Panel. This operation can be done either manually using the reservoir filling hand pump or through a maintenance filling Ground Cart. To fill the reservoir, it is necessary to previously select the green or yellow systems, and then install the ground cart. The hydraulic level in the reservoir is accessible through the OMT. On the servicing reports page, an icon placed next to the parameter that is being measured shows its condition. A red icon indicates that the value is out of the tolerance threshold and a black one indicates that the tolerance threshold has been triggered but the value is back within the good limits. After selecting the parameter on the servicing page, we have more additional information, with analogical or digital values. It is also possible to get access to different Airnav procedures or serviced reports using the hyperlinks on this page. 0 T 3 0 E 1 L 1 2 5 8 0 Y A L



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HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) System Servicing (continued) System Filters

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All the filters in the hydraulic system are non-cleanable and have both visual and electrical clogging indicators. However, the filling filter on the GSP has a visual clogging indicator only. When the filter is clogged, a failure message class 4 is generated (HYD Filter Clogged) and a PFR is triggered with the clogged filter as a stand-by fault. After 700FH, this class 4 failure becomes a "class 1", as "maintenance time limited item". It is possible to get information about the filters through the OMT. Inside the Post Flight Reports, select the standby faults tab. It is possible to find filter-clogging information inside it. By clicking on the item, it is possible to get access to the TSM. A specific function on the OMS is used to set the standby fault counter to zero after the replacement of a hydraulic filter element. For that function, on the OMS home page select: - System Report/Test, - ATA 29, - HSMU (the applicable one green or yellow), - Specific functions, - Filter clogging-reset: select the applicable filter, which has been replaced, - Start the test/function and at the end an indication comes into view, indicating that the reset of the filter clogging counter is done. It also clears the related BITE message on the PFR, - Close the system Report/Test application. 0 T 3 0 E 1 L 1 2 5 8 0 Y A L



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AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE LAY08521 JANUARY 2009 PRINTED IN FRANCE AIRBUS S.A.S. 2009 ALL RIGHTS RESERVED AN EADS COMPANY

a380-Level II&III - Ata 29 Hydraulic Power

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