a380-Level II&III - Ata 29 Hydraulic Power

5/25/2018 a380-Level II&III - Ata 29 Hydraulic Power

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A380TECHNICAL TRAINING MANUAL

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


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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 reserved

No part of this manual may be reproduced in any form,

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without the prior written permission of AIRBUS S.A.S.

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Please consider your environmental responsability before printing this document.


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LEVEL II&III - ATA 29 HYDRAULIC POWERHydraulic Power System Description (2) . . . . . . . . . . . . . . . . . . . . . . .2

Hydraulic Power System OPS/CTL & IND (2) . . . . . . . . . . . . . . . . .26

RAMP & TRANSIT COURSE - M03 (RR Trent 900)

LEVEL II&III - ATA 29 Hydraulic Power

TABLE OF CONTENTS Jan 13, 2009

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HYDRAULIC POWER SYSTEM DESCRIPTION (2)

System Pressurization

System Pressurization Architecture

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 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 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 modesare 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 to 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 whenthe pressure decreases and the signal disappears when the pressure

rises.



HYDRAULIC POWER SYSTEM DESCRIPTION (2) Jan 13, 2009

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SYSTEM PRESSURIZATION - SYSTEM PRESSURIZATION ARCHITECTURE




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SYSTEM PRESSURIZATION - SYSTEM PRESSURIZATION ARCHITECTURE




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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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SYSTEM PRESSURIZATION - PRESSURIZATION FROM GROUND POWER UNIT




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System Servicing

Accumulator

One power accumulator on each circuit is connected to 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:

WARNING: 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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SYSTEM SERVICING - ACCUMULATOR




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SYSTEM SERVICING - ACCUMULATOR




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System Servicing (continued)

Reservoir Pressurization/Depressurization

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:

WARNING: 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:

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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SYSTEM SERVICING - RESERVOIR PRESSURIZATION/DEPRESSURIZATION




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SYSTEM SERVICING - RESERVOIR PRESSURIZATION/DEPRESSURIZATION




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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 ATA 32 LEHGS 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.




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SYSTEM SERVICING - RESERVOIR LEVEL CHECK AND REFILLING




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Check Of Filters And Fluid Sampling

Several filters are installed in the hydraulic system.

Each 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 700FH.

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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SYSTEM SERVICING - CHECK OF FILTERS AND FLUID SAMPLING




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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:

CAUTION: When draining the bottles, fluid 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 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 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 pulling 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 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 pushbutton

switches installed on the GND HYD section on the overhead panel.

The ground service panel (GSP), for maintenance task, placed in the belly

fairing.

The ECAM page shows the hydraulic systems conditions.



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

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GENERAL




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System Pressurization

EMP Controls & Indicating

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 disappears 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 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 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 manually

commanded 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 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 triangle representing the EMP, 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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and FAULT light on the P/B remain shown until the temperature goes

down and back to normal.




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EMP AUTO Operation

The electrical motor pumps operate in the automatic 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 ifthe 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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SYSTEM PRESSURIZATION - EMP AUTO OPERATION




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System Pressure

The value of the system pressure is sent to the ECAM from thepressure 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 representing 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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SYSTEM PRESSURIZATION - SYSTEM PRESSURE




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Reservoir Quantity Indication

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 32 LEGHS 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 is not available or 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 20degrees, 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 -20C, 0C, 20C and

40C as fluid temperatures in the RSVR are calculated with full ATA

32 LEGHS reservoirs and HP accumulators.

So, it is necessary to fill all the 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 position. Then, the ATA 32 LEHGS reservoirs and HP

accumulators should be filled via the OMS functions.

Depending on the ATA 32 reservoir and accumulator levels, the

change in ATA 29 reservoir level 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 lights on the EMP P/Bs and EDP depressurization 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 lights on the EMP P/Bs, EDP depressurization 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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SYSTEM PRESSURIZATION - RESERVOIR QUANTITY INDICATION




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SYSTEM PRESSURIZATION - RESERVOIR QUANTITY INDICATION




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System Servicing

Accumulator

The 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 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.

WARNING: 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 two switches placed on the 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 aground cart is necessary.




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SYSTEM SERVICING - ACCUMULATOR & RESERVOIR PRESSURIZATION




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Reservoir Refilling

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 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 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 handpump 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.




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SYSTEM SERVICING - RESERVOIR REFILLING




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System Filters

All the filters in the hydraulic system are non-cleanable and have bothvisual 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 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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Documents

a380-Level II&III - Ata 29 Hydraulic Power