a380-Level II&III - Ata 29 Hydraulic Power

A380 TECHNICAL TRAINING MANUAL

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

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reservedNo part of this manual may be reproduced in any form,

by photostat, microfilm, retrieval system, or any other means,without the prior written permission of AIRBUS S.A.S.

AIRBUS Environmental RecommendationPlease consider your environmental responsability before printing this document.

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


TABLE OF CONTENTS Jan 13, 2009Page 1

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HYDRAULIC POWER SYSTEM DESCRIPTION (2)

System Pressurization

System Pressurization ArchitectureThe two fully independent hydraulic systems operate simultaneouslyand are pressurized at 5000 PSI.In normal operation, each hydraulic system is pressurized by its ownEngine Driven Pumps (EDPs) (two per Engine).On ground only, and with the engines off, the Electro Motor Pumpsare used to pressurize the system for the cargo doors (green circuit)or the body wheel steering (yellow circuit) operation, or formaintenance operations.The Hydraulic System Monitoring Unit (HSMU) manages eachhydraulic system. The HSMU sends local warnings on the overheadpanel and indications on the Display Units (DUs). They are fullyindependent 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 GroundService BUS to operate cargo doors when only this electrical bus isavailable.In normal electrical configuration (all AC Bus available), the HSMUselects for automatic cargo doors/body gear steering actuation differentEMPs depending on the flight number. If the selected EMP is nothealthy then the HSMU will select the other one.The HSMU logics for managing EMP automatic and manual modesare defined to give priority to the current active mode.If one EMP is already running in automatic mode, then any manualrequest from the overhead panel is ignored by the HSMU.If one EMP is already running in manual mode, any automatic requestfor cargo doors (green) or Body Wheel Steering (yellow) is ignoredby the HSMU.A pressure transmitter is used to monitor system pressure status andthe information is sent to the HSMU and HYD SD page. The pressure

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


HYDRAULIC POWER SYSTEM DESCRIPTION (2) Jan 13, 2009Page 2


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SYSTEM PRESSURIZATION - SYSTEM PRESSURIZATION ARCHITECTURE




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SYSTEM PRESSURIZATION - SYSTEM PRESSURIZATION ARCHITECTURE




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This Page Intentionally Left Blank




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System Pressurization (continued)

Pressurization From Ground Power UnitGround Power Units (GPUs) through Ground Connectors can be usedto pressurize the HYD systems for maintenance operations.




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SYSTEM PRESSURIZATION - PRESSURIZATION FROM GROUND POWER UNIT




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System Servicing

AccumulatorOne power accumulator on each circuit is connected to the HP circuitupstream the HP belly fairing manifold.The Power Accumulator is a metal bellow accumulator which isfactory gas pre-charged with Helium.Servicing is done in shop only.Human factor points:

WARNING: Due to the fact that some incidents may dangerouslydamage the accumulator, it has been decided for safetyprecautions to add instruction labels on adjacent structureto prevent risks in this area.




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SYSTEM SERVICING - ACCUMULATOR




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SYSTEM SERVICING - ACCUMULATOR




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System Servicing (continued)

Reservoir Pressurization/DepressurizationEach hydraulic reservoir can be pressurized by three different sources:- Engine HP,- Pneumatic system,- GSP.The reservoirs supply hydraulic fluid to the EDPs, the Electro MotorPumps 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 liquidsin case of fluid overflow or overpressure.A pressure switch monitors the reservoir pressure and triggers awarning in case of low pressure.Air pressure value can be read on the reservoir itself via a directreading gage or on the GSP. For GSP indicators, the air pressure istransmitted from the RSVR pressure transducer via the HSMU to thegage.On the GSP, an air depressurization switch can be manually activatedto electrically depressurize the reservoir via the solenoid of thedepressurization valve. In addition, a manual P/B on thedepressurization valve can be used to depressurize the reservoir. Areservoir air pressurization valve is used to pressurize both hydraulicreservoirs from a ground servicing unit.Human factor points:

WARNING: When using the depress switch, air pressure containingfluid vapors is released from the tank to the rear part ofthe outer engine pylon. Due to the size of the A/C, thisarea is not visible from the GSP only a visual check ofthe area will make sure that the area is clear.On the inner surface of the GSP door, there is a label toremind us that:

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




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SYSTEM SERVICING - RESERVOIR PRESSURIZATION/DEPRESSURIZATION




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SYSTEM SERVICING - RESERVOIR PRESSURIZATION/DEPRESSURIZATION




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Reservoir Level Check and RefillingThe main components of the reservoir filling system are installed onthe GSP:- Filling selector valve which is used to select manually the reservoirto be filled,- Filling level gage which indicates the fluid level of the selectedreservoir,- Ground self-sealing coupling which lets perform the reservoir fillingfrom a ground hydraulic cart,- Filling hand pump, with its handle and a flexible hose, can be usedto 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 thereservoir level.The value measured by the level transmitter is compared with anominal value based on the fluid temperature and the fluid level statusof ATA 32 LEHGS reservoirs and HP accumulators. This comparisonis shown on the ECAM and the service panel. In addition, as theHSMU is connected to the Onboard Maintenance System (OMS) forservicing report, this comparison is shown on the servicing report aswell.On each reservoir, a sight glass can be used to check the reservoirlevel when the information to compare the level transmitter value withthe nominal value is not available.Hydraulic reservoirs are filled from the GSP, through the hydraulicsystem 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 preventsoverpressure.




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SYSTEM SERVICING - RESERVOIR LEVEL CHECK AND REFILLING




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Check Of Filters And Fluid SamplingSeveral filters are installed in the hydraulic system.Each HP, return and case drain filters has an electrical and mechanicalclogging indicators (Differential Pressure Indicators).The return filters include a bypass device. On the GSP, the reservoirfilling filter has only a mechanical clogging indicator and is notelectrically 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 relatedfilter time counter is memorized by FWS.A generic FWS alert is trigged if one filter has been clogged for 700FH.A sampling valve is installed on the HP belly fairing manifold. Itmakes it possible to take samples of fluid from the system (pressurizedor not) for analysis.




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SYSTEM SERVICING - CHECK OF FILTERS AND FLUID SAMPLING




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Leak DrainingSome 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:

CAUTION: When draining the bottles, fluid spillage on thecomponents/panels in the vicinity can occur. This fluidis likely to have corrosive effects on a long term period,therefore in case of spillage, cleaning will prevent thesecorrosive effects.




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SYSTEM SERVICING - LEAK DRAINING




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SYSTEM SERVICING - LEAK DRAINING




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Engine Driven Pump disengagement

Open the fan cowl to access the Engine Driven Pump (EDP). It is possibleto 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 manuallyde-clutched (engine shutdown) by pulling a ring outward. A black plasticcap covers this ring.In flight, the EDP disengagement will be operated through an electricalsolenoid commanded from a red guarded on the hydraulic panel. In thiscase, both pumps of the given engine will be de-clutched. Thedisengagement of the EDP is irreversible in flight until a specificmaintenance action is done.The re-engagement of the EDP can be only made manually (engine shutdown) by acting on the reset port.The reset port is also a visual indicator to give the clutch status: engaged(ON), disengaged (OFF) or reset.




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ENGINE DRIVEN PUMP DISENGAGEMENT




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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 disconnectionP/Bs are installed on the HYD section on the overhead panel.The electrical motor pumps (EMPs) are controlled from the pushbuttonswitches installed on the GND HYD section on the overhead panel.The ground service panel (GSP), for maintenance task, placed in the bellyfairing.The ECAM page shows the hydraulic systems conditions.


HYDRAULIC POWER SYSTEM OPS/CTL & IND (2) Jan 13, 2009Page 26


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GENERAL




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System Pressurization

EMP Controls & IndicatingThe electrical motor pumps (EMPs) are used on ground, with theengines not running.They supply hydraulic fluid to operate the cargo doors (green system),to activate the body wheel steering (yellow system) and to do themaintenance tasks.The EMPs are inhibited from the Electronic Engine Control (EEC).There are four inhibition signals. Only one of these signals is enoughto inhibit the EMPs.The EMPs indication on the SD page disappears as soon as one ENGis 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 greenside,- EXT PWR 3 or EXT PWR 4 supplies EMP A and B on the yellowside,If two EXT PWR are connected, the four electrical pumps, (two onthe green side and two on the yellow side), are supplied regardless ofwhich EXT PWR is used.The electrical motor pumps are controlled from the pushbuttonswitches on the hydraulic maintenance panel.There are four ON pushbutton switches, one per electrical pump.These switches allow the related electrical motor pump manualstarting. In addition, the ON light is also on when the EMP isautomatically started.There are four FAULT/OFF pushbutton switches, which allow toshut-off the related electrical motor pump.The EMP pump identifier (A or B) shall be displayed in amber whenthe 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 normalpressure,- 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 thesystem is in the Auto mode, the pump is not commanded and thepushbutton is not pressed in.The electrical pump triangle will be shown by a filled green triangleif the pump is manually commanded ON and the supplied hydraulicpressure is normal.If the pump supplies the related circuit with normal pressure, the filledgreen 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 theECAM E/WD.The electrical pump triangle in the ECAM is shown as an empty ambertriangle 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 manuallycommanded on and the EMP pressure switch detects a low pressure(EMP supplied pressure is decreasing and below 1885 psi).Amber FAULT light will appear on the FAULT/OFF pushbuttonswitch on the hydraulic maintenance panel. To disconnect the electricalpump, it is necessary to release the P/B to the OFF position. Then,the SD page shows the related empty triangle and the pump identifierin amber.The overheat (OVHT) amber indication shall appear on the ECAMpage next to the triangle representing the EMP, in case of an overheatcondition when an abnormal temperature is detected by the respectivesensor in the electrical pump. The HYD SD page shows an emptytriangle pump identifier and an OVHT text in amber. Then the EMPis no longer electrically supplied because of the overheat relayprotection and the procedure asks to release the pushbutton switchrelated to the electrical pump, to the OFF position. The OVHT text




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and FAULT light on the P/B remain shown until the temperature goesdown and back to normal.




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SYSTEM PRESSURIZATION - EMP CONTROLS & INDICATING




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EMP AUTO OperationThe electrical motor pumps operate in the automatic mode when theyare activated from the cargo doors system or from the body wheelsteering system.In case of cargo door opening, the signal from the cargo door openingtoggle switch goes to the HSMU and the HSMU automatically startsthe EMP. A copy signal is sent to the EMP ON P/B and the ON lightis 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 amberif the pump is ON with a low-pressure condition, or empty amber ifthe electrical pump is faulty. In both cases the pump identifier is alsoamber, with no link line with the circuit box.




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SYSTEM PRESSURIZATION - EMP AUTO OPERATION




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System PressureThe value of the system pressure is sent to the ECAM from thepressure transmitter placed on the HP Belly Fairing Manifold. Thevalue for the hydraulic pressure has 100 PSI accuracy, and is showninside the circuit box of the SD HYD page. The system pressure valuecan be also read on the system pressure gage of the GSP.When the hydraulic pressure is increasing, the digits showing thepressure system value will be displayed in green above 2900 PSI.When the hydraulic pressure is decreasing, the digits representing thepressure 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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SYSTEM PRESSURIZATION - SYSTEM PRESSURE




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Reservoir Quantity IndicationThe normal fluid level scale on the HYD SD page, from 10L to 70L,is displayed in white. Although the RSVR total volume is 120L, thereservoir nominal level indication on the HYD SD page saturates at70L.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 conditionand by an amber volume if it is lower than 10 L.The fluid level is replaced by an amber XX when the fluid levelinformation is not valid (quantity transmitter signal is lost).The nominal fluid level is represented by a movable index displayedin green normally.This index will move depending on the fluid temperature and the levelof the ATA 32 LEGHS reservoirs and HP accumulators. The movableindex indicates the nominal fluid level according to these parameters.The normal filling reference point is placed in the middle of themovable index. The current fluid level in the RSVR should be withinthe allowed limits, between -3l and +3l of the normal filling referencepoint.The movable index is displayed in white with amber cross if thetemperature information is not available or ATA 32 needed volumesinformation is invalid. In this case, the movable index does not move,it stays in a fixed position related to a nominal temperature of 20degrees, and equivalent to 45'2 liters.On the GSP RSVR filling indicator, the needle will be at the INOPposition. So, in this case, as the nominal fluid level is not known, thenuse 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 and40°C as fluid temperatures in the RSVR are calculated with full ATA32 LEGHS reservoirs and HP accumulators.

So, it is necessary to fill all the ATA 32 reservoirs and accumulatorsbefore the visual check. It is done via OMS functions.If the calculated nominal fluid level is bigger than the maximum gaugeable volume (70 liter approximately) due to the empty LEHGSreservoirs, then the GSP RSVR filling indicator needle points to theLEHGS refill position. Then, the ATA 32 LEHGS reservoirs and HPaccumulators should be filled via the OMS functions.Depending on the ATA 32 reservoir and accumulator levels, thechange in ATA 29 reservoir level can vary up to 29 liters.The reservoir LO AIR PRESS indication shall be displayed in amberwhen the respective pressure switch detects a low air pressurecondition.Then, if the A/C is on ground and no engines are running, all theFAULT lights on the EMP P/Bs and EDP depressurization P/Bs comeon 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 onfor the related hydraulic system EDPs.The reservoir overheat indication shall be displayed in amber andshall remain on as long as the fluid temperature at the entry of thereservoir is above the normal level.Then, all the FAULT lights on the EMP P/Bs and EDPdepressurization P/Bs will be on for the related hydraulic systempumps, regardless of the ENGine condition.The indication shall not be displayed when the temperature sensorhas failed or when the information is not available.The low level area in the hydraulic reservoir shall be displayed inamber if the level of hydraulic fluid is below 10L.Then, if the A/C is on ground and no engines are running, all theFAULT lights on the EMP P/Bs, EDP depressurization P/Bs and EDPdisconnection P/Bs will be on for the related hydraulic system pumps.If at least 1 ENG is running, only the FAULT lights on the EDPdepressurization and disconnection P/Bs will be on for the relatedhydraulic system EDPs.




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SYSTEM PRESSURIZATION - RESERVOIR QUANTITY INDICATION




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System Servicing

AccumulatorThe power accumulator is a metal below accumulator, which ispre-charged with Helium.This technology avoids periodical gas recharging.To know if the pre-charge in the accumulator is the right one, it isnecessary to do an OMS test.

Reservoir PressurizationThere are two depressurization switches located on the Ground ServicePanel (GSP), in the belly fairing. Each one of them activates thedepressurization of one system reservoir.

WARNING: HF point: Remote location of outlet pipeThe reservoir can be pressurized using the high-pressure air from theengine.It can also be pressurized using air from the Pneumatic System.The maintenance operations to pressurize and depressurize thehydraulic reservoir can be done from the GSP.The reservoir can be manually depressurized through the airdepressurization switches. There are two switches placed on the GSP,each one is used to depressurize its own hydraulic reservoir. Forpressurization, there is an air pressurization valve, which pressurizesat the same time both hydraulic reservoirs. To do this operation aground cart is necessary.




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SYSTEM SERVICING - ACCUMULATOR & RESERVOIR PRESSURIZATION




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Reservoir RefillingThere is a visual indicator or sight glass installed on the reservoir.This sight glass shows the hydraulic fluid level and permits thecomparison to the nominal level in different temperature conditionswith full ATA 32 LEHGS reservoirs and accumulators.On the ground service panel, the hydraulic reservoir indicator showsthe level of hydraulic fluid in each reservoir, compared to a nominallevel and with respect to the fluid temperature and the ATA 32 LEHGSand accumulators statuses. A zero in the level indication shows thenormal filling reference point in the movable indexThe reservoir filling is done through the Ground Service Panel. Thisoperation can be done either manually using the reservoir filling handpump or through a maintenance filling Ground Cart.To fill the reservoir, it is necessary to previously select the green oryellow 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 parameterthat is being measured shows its condition.A red icon indicates that the value is out of the tolerance thresholdand a black one indicates that the tolerance threshold has beentriggered but the value is back within the good limits.After selecting the parameter on the servicing page, we have moreadditional information, with analogical or digital values.It is also possible to get access to different Airnav procedures orserviced reports using the hyperlinks on this page.




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SYSTEM SERVICING - RESERVOIR REFILLING




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System FiltersAll the filters in the hydraulic system are non-cleanable and have bothvisual and electrical clogging indicators. However, the filling filteron the GSP has a visual clogging indicator only.When the filter is clogged, a failure message class 4 is generated (HYDFilter Clogged) and a PFR is triggered with the clogged filter as astand-by fault. After 700FH, this class 4 failure becomes a "class 1",as "maintenance time limited item". It is possible to get informationabout 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 counterto 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 beenreplaced,- 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 alsoclears the related BITE message on the PFR,- Close the system Report/Test application.




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SYSTEM SERVICING - SYSTEM FILTERS




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AIRBUS S.A.S.31707 BLAGNAC cedex, FRANCE

STMREFERENCE LAY08521

JANUARY 2009PRINTED IN FRANCEAIRBUS S.A.S. 2009

ALL RIGHTS RESERVED

AN EADS COMPANY

a380-Level II&III - Ata 29 Hydraulic Power

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