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.
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LEVEL II&III - ATA 29 HYDRAULIC POWER
Hydraulic Power System Description (2) . . . . . . . . . . . . . . . . . . . . . . . 2
Hydraulic Power System OPS/CTL & IND (2) . . . . . . . . . . . . . . . . . 26
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 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 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 when
the 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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This Page Intentionally Left Blank
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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 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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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 these
corrosive 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 shut
down) 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 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 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 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 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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SYSTEM PRESSURIZATION - EMP CONTROLS & INDICATING
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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 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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SYSTEM PRESSURIZATION - EMP AUTO OPERATION
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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 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 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 -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 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.
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 a
ground 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 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.
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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 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.
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SYSTEM SERVICING - SYSTEM FILTERS
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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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