29 hydraulic power

Single Aisle TECHNICAL TRAINING MANUAL

T1 (CFM 56 / ME) (Lvl 2&3) 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.

HYDRAULIC POWERHydraulic System Users (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Hydraulic Power Level 2 (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Circuit Identification and Routing (2) . . . . . . . . . . . . . . . . . . . . . . . . 34Hydraulic System Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42Green Hydraulic System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44Blue Hydraulic System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52Yellow Hydraulic System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Hydraulic Reservoir Pressurizing SYS D/O (3) . . . . . . . . . . . . . . . . . 72Hydraulic Reservoir Filling Presentation (2) . . . . . . . . . . . . . . . . . . . 76Seal Drain System Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 78

MAINTENANCE PRACTICE

Reservoir Depressurization/Pressurisation (2) . . . . . . . . . . . . . . . . . . 84Reservoir Filling (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90RAT Stowage and Servicing (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98RAT Test (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108Hydraulic Leakage (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120Leak Measurement SYS Presentation (option) (3) . . . . . . . . . . . . . . 124Ultrasonic Flow Metering SYS Presentation (3) . . . . . . . . . . . . . . . 128

T1 (CFM 56 / ME) (Lvl 2&3) 29 - HYDRAULIC POWER

TABLE OF CONTENTS Sep 11, 2007Page 1

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HYDRAULIC SYSTEM USERS (2)

GREEN, BLUE, YELLOW USERS

The three independent hydraulic systems respectively supply the usersindicated on the diagram. Between these systems, the users are shared inorder to ensure the aircraft control, even if only one hydraulic system isinoperative. On the blue hydraulic system, the Constant SpeedMotor/Generator (CSM/G) is used to provide aircraft electrical power incase of emergency.

PRIORITY VALVES

In the event of low hydraulic pressure, the priority valves maintain theoperation of essential systems by cutting off hydraulic power to heavyload users.


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GREEN, BLUE, YELLOW USERS & PRIORITY VALVES


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HYDRAULIC POWER LEVEL 2 (2)

SYSTEM OVERVIEW

On the green system the normal source of pressure is the Engine DrivenPump (EDP) and as auxiliary source the Power Transfer Unit (PTU).On the blue system the normal source of pressure is the electrical pump(E-Pump) and as auxiliary source the Ram Air Turbine (RAT).

NOTE: The blue electric pump can be used as an auxiliary power sourcefor maintenance purposes on ground.

On the yellow system the normal source of pressure is the Engine DrivenPump (EDP) and as auxiliary sources the Power Transfer Unit (PTU)and the electric pump (E- Pump).

NOTE: The yellow system also has a hand pump dedicated to cargodoor operation.

PTUThe Power Transfer Unit (PTU) is an auxiliary pressure supply foreither the green or yellow systems without transfer of fluid betweenthe two systems.It operates automatically if there is a delta pressure of 500psi betweenthe green / yellow or yellow / green hydraulic systems.The side operating as a pump will take fluid from its associatedreservoir and provide an output through the PTU manifold to the HPmanifold.The motor side is supplied from the HP manifold through the PTUmanifold, and is connected to the return system.Each section of the PTU has a case drain connection to the returnsystem.

RATThe Ram Air Turbine (RAT) is an auxiliary pressure supply for theblue system, and for the emergency electrical power CSM / G.

It can be deployed automatically or manually depending on the failureconditions.The RAT is locked when extended.An index lock mechanism will only permit RAT stowage if the bladesare properly aligned.It also prevents rotation when stowed. The index lock will release atapproximately 5 degrees from the full extension position.Extension is by spring force. Retraction (stowage) is by blue hydraulicpressure.Up lock release is by solenoid operation.Down lock release is by hydraulic pressure.


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SYSTEM OVERVIEW - PTU & RAT




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SERVICING

RESERVOIR AIR PRESSURIZATIONAll three reservoirs are pressurized to 50 psi to prevent pumpcavitations.The non-return valves in each reservoir supply manifold, make surethat the pressure will be maintained for up to 12 hours after engineshutdown on ground, and for up to 3 hours following a failure of theair supply in flight.Each reservoir has a depressurization valve on its associated servicepanel. For long time depressurization, a depressurization tool may beinstalled on the depressurization valve.A 77 psi pressure relief valve is installed onto the supply manifold ateach reservoir.All tree reservoirs are pressurized from Engine 1 for normal supplyand the bleed air system for alternate supply at 43 psi.The air pressurization manifold has a ground supply connection.It is put into the blue hydraulic bay and regulates normal or groundsupply to 50 psi.Cleanable filters have clogging indicators.There are two water drains, one is automatic after engines and APUshut down, and the other is manually operated.After maintenance on the hydraulic system, the reservoir pressurizationcan be done via a pneumatic ground cart connected to the reservoirpressure unit, the APU, or the pneumatic system ground connection.




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SERVICING - RESERVOIR AIR PRESSURIZATION




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SERVICING (continued)

FLUID LEVEL CHECKThe following Aircraft Configuration is needed for a correct fluidlevel check and servicing:- the speed brakes and spoilers must be retracted,- the thrust reversers stowed,- the cargo doors closed,- all system accumulators empty of fluid and pressurized with nitrogento the correct pressure,- the accumulators pre-charge pressure must be checked,- the reservoirs pressurized with air,- the landing gear must be in down position with the landing geardoors closed (one door may be open),- and the brake accumulator may be pressurized with fluid.




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SERVICING - FLUID LEVEL CHECK




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RESERVOIR FILLINGSwitch on the yellow electric pump to make sure that the brakeaccumulator is pressurized, then switch the pump off.Connect the selected servicing source to the green servicing panel.When the panel hand pump is used, connect the hose to the hand pumpand insert it into the fluid container, and then install the pump handle.The handle is stowed at the yellow servicing panel.When the external pump is used, connect the lower filling port andset the minimum flow, do not exceed 435 psi.Then select the reservoir to be filled, confirming associated light isON, and fill with fluid to the upper end of the scale.

NOTE: Over filling the reservoir will result in an inadequatepressurization.

The reservoir level is also affected by large changes in ambienttemperature. For every 10 °C change, the green volume changes by0.85 Lt, the blue volume changes by 0.51 Lt, and the yellow volumechanges by 0.64 Lt.




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SERVICING - RESERVOIR FILLING




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BLEEDINGIf you have filled the reservoir after:- maintenance,- or removal/installation of large hydraulic components,- or hydraulic fluid low level (loss of the hydraulic system),- or high loss of hydraulic fluid,Do the related bleeding procedure to make sure that the quantity ofhydraulic fluid in the system is correct.After maintenance of the hydraulic system upstream of the EDP,loosen the nut of the case drain hose so that the air (or hydraulic fluidmixed with air bubbles) comes out of the connection. Check:- make sure that the air pressure in the reservoir of the associatedhydraulic system is not less than 50 psi (if necessary, pressurize thereservoir),- read the gauge of the associated reservoir and make a note of thefluid level,- depressurize the reservoir of the associated hydraulic system,- after 5 minutes, read the gauge again and make a note of the level,- compare both levels,- if the difference between both levels is more than 2 liters, do thebleeding procedures again until the result is satisfactory.




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SERVICING - BLEEDING




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HIGH PRESSURE (HP), CASE DRAIN, AND LOWPRESSURE (LP) FILTERSThe three Hydraulic Systems have:- a HP filter in the pressure line, in the reservoir filling system, andthe normal braking system,- an LP filter in the return line,- a case drain filter in the case drain line of the EDP's.The HP and the case drain filters have a red clogging indicator, whichpops out when the filter is clogged (dirty).The LP filters have a replaceable filter elements and a by-pass system.




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SERVICING - HIGH PRESSURE (HP), CASE DRAIN, AND LOW PRESSURE (LP) FILTERS




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This Page Intentionally Left Blank




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ACCUMULATORSEach system has an accumulator, located in their associated hydraulicbays.The yellow brake system has an accumulator for emergency brakingand parking brake.The nitrogen pre-charge is adjusted at the accumulator in accordanceto the ambient temperature.On system pressurization the accumulators will each takeapproximately 1 Lt. of fluid.Each accumulator has a nitrogen pressure indicator.




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SERVICING - ACCUMULATORS




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EXTERNAL LEAK TEST OF COMPONENTSA leak is the quantity of fluid that comes out of a component and thatis sufficient to become a drop or drops, or will possibly become adrop of approximately 20 drops =1 cc, and 75600 drops =1 gallon.A leakage is a quantity of fluid on the surface of a component that isnot sufficient to become a drop.A stain is an area on the surface of a component that has a differentcolor. It is usually caused when fluid leakage becomes dry on thecomponent surface after a high temperature operation.For a correct analysis of component leak rates, you must obey thesubsequent steps:- the seal obtained at hydraulic tube connections is obtained onmetal-to-metal surfaces. If a leak cannot be stopped by tightening thenut to the specified torque, the joint is probably defective and shouldbe repaired.- when possible, activate components for some cycles before carryingout the external leakage check.- dynamic seals are easy to examine for leakage while in the staticcondition because pistons, slide valves and swivel joints move onlyduring a short time interval. Many components cannot be obviouslymonitored during operation.- by following the AMM procedure operate the related component,- after operation, inspect the component. If there is a sign of anyexternal leakage, compare the quantity of leakage with the valuesgiven in the AMM table for specified limits.




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SERVICING - EXTERNAL LEAK TEST OF COMPONENTS




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DAILY CHECKS

During the daily check the reservoirs quantity indication on the ECAMdisplay unit have to be checked.In case of incorrect findings during this check, the related AMM taskshave to be done to restore the system to normal status or to readjustquantities and pressures to nominal values.In case of hydraulic fluid level find below normal, the system needs tobe refilled using the Hand Pump or a Hydraulic Service Cart.In case of hydraulic fluid level find above normal, the system needs tobe drained.




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DAILY CHECKS




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MEL/DEACTIVATION

The fluid quantity have to be checked on the reservoir direct reading gageprior to each flight.The LO LVL Warning has to be checked operative before the first flight.The air pressure have to be checked on the reservoir direct reading gageprior to each flight.




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MEL/DEACTIVATION




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MAINTENANCE TIPS

PTUPTU inhibition is achieved by closing the solenoid valves (they arefail safe open) at the PTU manifolds, and for maintenance actions byalso disconnecting the coupling on the yellow (right) side of the unit.The PTU operation is inhibited at first engine start and during cargodoor operation.

NOTE: At the second engine start, the inhibition is removed whenthe second engine master switch is set to ON then the PTUwill operate momentarily for self test purpose.

RATThe RAT can be tested on ground by using the Ground Check Module.A RAT retraction module controls the RAT stowage procedure, it islocated on the blue servicing panel.

NOTE: To avoid any extension during maintenance work a RATsafety tool must be installed.

SAFETY PRECAUTIONSTo prevent an unwanted operation of the PTU, the isolation couplingmust be disconnected.Keep the RAT extension area clear of ground equipment andpersonnel. Install the RAT safety device before to work in the RATarea.




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MAINTENANCE TIPS - PTU ... SAFETY PRECAUTIONS




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MAINTENANCE TIPS (continued)

TIGHTENING TORQUESBefore you torque a component or connection, obey the precautionsand procedures given in the tightening practices for hydraulicconnection procedure in the AMM Chapter 20.The tightening torques are given in the AMM tables chapter 20.When you use an adapter, the values shown on the dial of the torquewrench is not the applied value .To get the correct value, the formulagiven on the next picture must be applied.The drawing shows as an example the tightening torque forHARRISSON and PERMASWAGE sleeve nuts and in-line-checkvalves and how to use a torque wrench and adapter.




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MAINTENANCE TIPS - TIGHTENING TORQUES




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'A' CHECK ITEMS

During the 'A' check:- the fluid level on the main hydraulic reservoir indicators have to bechecked,- the air pressure of main hydraulic power reservoir have to be checkedusing the reading gage,- the clogging indicators on Engine Driven Pump (EDP) case drain filter(pop out not protruding) have to be checked,- the nitrogen charge pressure on hydraulic power Accumulators have tobe checked using the direct reading gage.In case or incorrect findings during these checks, the related AMM taskshave to be done to restore the system to normal status or to readjustquantities and pressures to nominal values.




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'A' CHECK ITEMS




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ENVIRONMENTAL PRECAUTIONS

Do not discharge products such as oil, fuel, solvent, lubricant either intrash bins, soil or into the water network (drains, gutters, rain water, wastewater, etc...).Sort waste fluids and use specific waste disposal containers.Each product must be stored in an appropriate and specific cabinet orroom such as a fire-resistant and sealed cupboard.




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ENVIRONMENTAL PRECAUTIONS




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CIRCUIT IDENTIFICATION AND ROUTING (2)

PIPE ROUTING

The A/C has three hydraulically independent systems: blue, green, yellow.There are no hydraulic pipes in the passenger cabin or flight compartment.


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PIPE ROUTING




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PIPE IDENTIFICATION

Each pipe is identified by a self-adhesive label, which indicates:- the part number of the pipe,- the identification of the pipe as a hydraulic pipe, its function with blackdots and the direction of the fluid flow with yellow and blue fields,- an identification of the system comprising a color code and a number1, 2 or 3 respectively indicating the Green, Blue, or Yellow system.




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PIPE IDENTIFICATION




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COMPONENT IDENTIFICATION

Each hydraulic component is identified by a placard affixed on thestructure near to it, which gives its Functional Item Number (FIN) andits designation.




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COMPONENT IDENTIFICATION




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CONNECTIONS

The most common connections in the hydraulic system are shown below.There are two types of connections:- permanent connections or permaswage,- removable connections or standard straight or special fittings.The manifolds have bobbin type connections for some components. Thebobbins are equipped with a square seal on the component side and anO-ring on the manifold side.




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CONNECTIONS




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HYDRAULIC SYSTEM WARNINGS (3)

G+Y SYS LO PR

In case of dual pump failure on ground with engines running, the auralwarning sounds, the MASTER WARNing and the ENG 1&2 PUMPFAULT lights come on. The failure is shown red on the EWD associatedto indications on the ECAM HYDraulic page.

Y ELEC PUMP LO PR

In case of reservoir LP the aural warning sounds, the MASTER CAUTand the ELECT PUMP FAULT light come on. The failure is shownamber on the EWD associated to indications on the ECAM HYDraulicpage. There is Yellow system LP if pressure is lower than 1450 psi (100bar). Reset if pressure is greater than 1750 psi (120 bar) with:- Y ELEC PUMP P/B at ON,- Y ENG PUMP and PTU not available.

B RSVR LO LVL

In case of reservoir low level the aural warning sounds, the MASTERCAUTion and the ELEC PUMP FAULT lights come on. The failure isshown amber on the EWD associated to indications on the ECAMHYDraulic page.

G RSVR LO AIR PR

In case of reservoir low air pressure the aural warning sounds, theMASTER CAUT, the ENG 1 PUMP and the Power Transfer Unit (PTU)FAULT lights come on. The failure is shown amber on the EWDassociated to indications on the ECAM HYDraulic page.

Y RSVR OVHT

In case of reservoir overheat air pressure the aural warning sounds, theMASTER CAUT comes on and the ENG PUMP, the ELEC PUMP and

the PTU FAULT lights are in amber. The failure is shown amber on theEWD associated to indications on the ECAM HYDraulic page.

Y ELEC PUMP OVHT

In case of yellow electric pump overheat the aural warning sounds, theMASTER CAUT comes on and the ELEC PUMP FAULT light is amber.The failure is shown amber on the EWD associated to indications on theECAM HYDraulic page.

PTU FAULT

In case of PTU fault the aural warning sounds and the MASTER CAUTcomes on. The failure is shown amber on the EWD associated toindications on the ECAM HYDraulic page. The PTU is not running incase of GREEN or YELLOW system LO PR, when at least one engineis running.

RAT FAULT

In case of Ram Air Turbine (RAT) fault the aural warning sounds andthe MASTER CAUT and PTU FAULT lights come on. The failure isshown amber on the EWD associated to indications on the ECAMHYDraulic page. A RAT fault occurs in case of:- pressure present in the RAT stowing actuator,- RAT pump LP.

G ENG 1 PUMP LO PR

In case of green engine1 pump LP fault the aural warning sounds, theMASTER CAUT comes on and the ENG 1 PUMP light is amber. Thegreen hydraulic pressure decreases below a given differential pressurebetween the green and yellow systems. If the green/yellow differentialpressure exceeds 500 psi (35 bar), the PTU runs. Flight phases 1 and 10are inhibited because the A/C is on the ground with no engines running.The related engine shutdown also inhibits flight phases 2 and 9.


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G+Y SYS LO PR ... G ENG 1 PUMP LO PR


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GREEN HYDRAULIC SYSTEM D/O (3)

GENERAL

Most of the system components are installed in the MLG compartment.

RESERVOIR

The reservoir has a direct reading gauge, a quantity indicator and a lowlevel switch for ECAM indicating and warning.There are three levels:- normal fill level: 14 l. (3.7 US gal),- maximum gaugeable level: 18 l. (4.76 US gal),- low level warning: 3.0 ± 0.4 l. (0.79 ± 0.1 US gal).

RESERVOIR PRESSURIZATION

The reservoir is normally pressurized with air to prevent cavitation ofthe pumps. The reservoir is pressurized to 50 psi (3.45 bar) and is sealedto hold the pressure when there is no air supply. The threshold of the LPswitch is 22 psi (1.52 bar). The threshold of the pressure relief valve is77 psi (5.3 bar).

FIRE VALVE

The green system fire valve installed in the LH wing, inboard of thepylon, is controlled by ENG 1 FIRE P/B. When the valve closes, it stopsthe supply of fluid to the Engine Driven Pump (EDP).

EDP

The EDP is attached to the accessory gearbox. A solenoid valve controlledby the ENG 1 PUMP P/B selects the pressurized or depressurized mode.The EDP cooling and lubricating flow goes through the case drain filterinstalled in the return circuit. Pump outlet pressure is 3000 psi (206 bar)at zero flow. The EDP includes a blocking valve which isolates the pumpfrom the hydraulic system when the pump operates in depressurized

mode. Case drain filter clogging indication: P = 87 ± 8.7 psi (6 ± 0.6bar).

NOTE: Only on the A318 PW, the EDP is automatically depressurizedin flight in case of engine shut down (HP compressor / gearboxoff load function)

PRESSURE SWITCH

The EDP pressure switch monitors the EDP outlet pressure for ECAMindications. The threshold of the pressure switch is 1740 psi (120 bar).

NOTE: A check valve downstream of the pump stops the fluid flow tothe pump if the system is pressurized by the PTU.

GROUND COUPLINGS

The ground service panel has two connectors used to pressurize the greenhydraulic system from a ground cart. A selector valve, two connectorsand a hand pump are used for hydraulic reservoir refilling.


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GENERAL ... GROUND COUPLINGS




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HP MANIFOLD

The High Pressure (HP) manifold supplies the PTU manifold and theleak measurement manifold.

PRESSURE SWITCHESThe signals from both pressure switches at the HP manifold are sentto the Flight Control Computers (FCCs), to the Braking/SteeringControl Unit (BSCU), the ECAM will receive information from oneof the two switches for LP indication, and to the Flight AugmentationComputer (FAC). The threshold of the pressure switches is 1450 psi(99.5 bar).

PRESSURE TRANSDUCERThe pressure transducer provides data for pressure indication on theECAM and sends information to Elevator Aileron Computers (ELACs)1 and 2.

LEAK MEASUREMENT VALVEThe leak measurement valve isolates the primary flight controls whenthe guarded LEAK MEASUREMENT VALVES P/B on themaintenance panel is set to OFF.

HP FILTERThe HP filter has a clogging indicator. The clogging indicator operateswhen the differential pressure is higher than 87 ± 8.7 psi (6 ± 0.6 bar).

ACCUMULATORThe accumulator acts as a damper for small changes. It also makes asupply of fluid available in case of any demand. The accumulator isprecharged with nitrogen to 1885 psi (130 bar) at 20°C. It holds 1.1l(0.29 US gal) of total volume of fluid when it is full.

SAMPLING VALVEA sampling valve is provided on the HP manifold.

NOTE: CAUTION: when sampling, let the fluid run for a momentinto a container, then put 0.2L (0.05USG) of fluid into anappropriate bottle for analysis.

PRESSURE RELIEF VALVEThe system relief valve connects the HP circuit to the return circuitin case of overpressure. The relief valve opens at 3436 psi (237 bar)and closes at 3190 psi (220 bar).




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HP MANIFOLD - PRESSURE SWITCHES ... PRESSURE RELIEF VALVE




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LEAK MEASUREMENT MANIFOLD

The leak measurement manifold supplies the flight controls of the RHwing, LH wing and tail section via three outputs. After closing the relatedleak measurement valve, operating manually a spool valve allows theassociated section to be supplied for leak measurement testing.

PTU MANIFOLD

The PTU manifold is composed of three different valves:- the normal braking selector valve which cuts the hydraulic supply tothe normal brakes,- the solenoid valve installed in the PTU supply line which stops the PTUoperation,- the priority valve which makes sure that all available hydraulic pressureis sent to the primary flight controls if pressure in the system is reduced.

RETURN MANIFOLD

The return manifold comprises:- one return filter with a clogging indicator,- one temperature transmitter which has one temperature switch and twotemperature transducers.The bypass operates when the differential pressure across the filter ismore than 29 ± 2.35 psi (2 ± 0.16 bar). The temperature switch andtemperature transducers send data to the ECAM for warnings.




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LEAK MEASUREMENT MANIFOLD ... RETURN MANIFOLD




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PTU

The Power Transfer Unit (PTU) will run automatically when thedifferential pressure between the green and yellow circuits is greater than500 psi (34.5 bar). The PTU is inhibited on ground, for cargo dooroperation and during the first engine start, if parking brake is set on ornose wheel steering is disconnected for towing.




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PTU




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BLUE HYDRAULIC SYSTEM D/O (3)

RESERVOIR

The reservoir has a direct reading gauge, a quantity indicator and a lowlevel switch for ECAM indicating and warning. Normal fill level: 6 l(1.58 US gal). Maximum gaugeable level: 8 l (2.11 US gal). Low levelwarning: between 2.0 and 2.3 l (0.52 and 0.6 US gal).


The reservoir is normally pressurized with air to prevent pump cavitation.The reservoir is pressurized to 50 psi (3.43 bar) and is sealed to hold thepressure when there is no air supply. The threshold of the air pressureswitch is 22 psi (1.52 bar). The threshold of the air pressure relief valveis 77 psi (5.3 bar).

ELECTRIC PUMP

With the ELECtric (ELEC) PUMP P/B set to AUTO, the blue electricpump will run, if one engine is running, or the BLUE PUMP OverRiDe(OVRD) P/B is set to ON, or NLG is not compressed and AC power isavailable from the APU. With the last condition, at touchdown a timedelay relay maintains the pump operation for two minutes after NLGcompression. The pump outlet pressure is 3000 psi (206 bar) at zero flow.A temperature switch sends a signal to the ECAM if the pump bodytemperature exceeds 165°C. The electric pump cooling and lubricatingflow goes through the case drain filter installed in the return circuit. Casedrain filter clogging indication: P = 87 ± 8.7 psi (6 ± 0.6 bar).

RAM AIR TURBINE

The Ram Air Turbine (RAT) is deployed automatically if all AC electricalpower sources are lost at speeds greater than 100 kts, or manually byusing either one of the guarded P/Bs.

PRESSURE SWITCH

The pressure switch monitors the electric pump pressure for ECAMindications. The threshold of the pressure switch is 1450 psi (99.5 bar).A check valve stops the flow of fluid to the electric pump if the systemis pressurized by the RAT.

GROUND COUPLINGS

On ground it is possible to pressurize the blue hydraulic system from aground power unit.


BLUE HYDRAULIC SYSTEM D/O (3) Sep 17, 2007Page 52


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CURRENT TRANSFORMER AND PHASE UNBALANCEDETECTOR

The system has a current transformer and a phase unbalance detectorwhich protect the electric circuit from the electric pump. When there isa fault, the detector gets a signal from the current transformer. It uses thissignal to stop the supply of power to relay and thus stop the motor. Whenthe unit has operated, it stays in that condition until it is set again. Thishappens automatically when the supply of power to the unit is stopped(through operation of P/BSW HYD/BLUE/ELEC PUMP) and then startedagain (and there is no fault signal from the current transformer).




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CURRENT TRANSFORMER AND PHASE UNBALANCE DETECTOR




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HIGH PRESSURE MANIFOLD

The High Pressure (HP) manifold is composed of:- two pressure switches,- a pressure transducer,- a leak measurement valve,- a HP filter,- a priority valve,- a pressure relief valve,- a sampling valve.

PRESSURE SWITCHESThe signals from both HP manifold pressure switches are sent to theECAM system and to the Flight Control Computers (FCCs). Thethreshold of the pressure switches is 1450 psi (99.5 bar).

PRESSURE TRANSDUCERThe pressure transducer gives data for pressure indication on theECAM and sends information to ELevator Aileron Computers(ELACs) 1 and 2.

LEAK MEASUREMENT VALVEThe leak measurement valve isolates the flight controls when theguarded LEAK MEASUREMENT VALVES P/B on the maintenancepanel is set to OFF.

HP FILTERThe HP filter has a clogging indicator. The clogging indicator operateswhen the differential pressure is higher than 87 ± 8.7 psi (6 ± 0.6 bar).

PRIORITY VALVEThe priority valve makes sure that all available hydraulic pressure issent to the primary flight controls if pressure in the system is reduced.The threshold of the priority valve is 1842 psi (127 bar).

PRESSURE RELIEF VALVEThe pressure relief valve connects the HP circuit to the return circuitin case of over pressure. The relief valve opens at 3436 psi (237 bar)and closes at 3190 psi (220 bar).

SAMPLING VALVEA sampling valve is installed on the HP manifold.


ACCUMULATOR

The accumulator acts as a damper for small changes. It also makes asupply of fluid available in case of demand. The accumulator isprecharged with nitrogen to 1885 psi (130 bar) at 20°C. It holds 1.1 l(0.29 US gal) of total volume of fluid when it is full.




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HIGH PRESSURE MANIFOLD & ACCUMULATOR




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The leak measurement valve block supplies the flight controls of the RHwing, the LH wing and tail section via three outputs. After closing therelated leak measurement valve, operating manually a spool valve letsthe associated section of the flight controls be supplied for leakmeasurement test.

RETURN MANIFOLD

The return manifold comprises:- one return filter with a clogging indicator,- one temperature transmitter which has one temperature switch and twotemperature transducers.The bypass operates when the differential pressure across the filter ismore than 29 ± 2.35 psi (2 ± 0.16 bar). The temperature switch and probessend data to the ECAM for indication and warnings.




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LEAK MEASUREMENT MANIFOLD & RETURN MANIFOLD




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YELLOW HYDRAULIC SYSTEM D/O (3)

GENERAL

Most of the system components are installed in the yellow hydrauliccompartment, set in the RH belly fairing, FWD of the MLG compartment.

RESERVOIR

The reservoir has a direct reading gauge, a quantity indicator and a lowlevel switch for ECAM indications and warnings.There are three levels:- normal fill level: 12 l. (3.17 US gal),- maximum gaugeable level: 18 l. (4.76 US gal),- low level warning: 3.0 ± 0.4 l. (0.79 ± 0.1 US gal).


The reservoir is normally pressurized with air to prevent cavitation ofthe pumps. The reservoir is pressurized to 50 psi (3.45 bar) and is sealedto hold the pressure when there is no air supply. The threshold of the LPswitch is 22 psi (1.52bar).

FIRE VALVE

The yellow system fire valve installed in the RH wing, inboard of thepylon, is controlled by ENG 2 FIRE P/B. When the valve closes, it stopsthe supply of fluid from the reservoir to the Engine Driven Pump (EDP).

EDP

The EDP is attached to the accessory gearbox. A solenoid valve controlledby the ENG 2 PUMP P/B selects the pressurized or depressurized mode.The EDP cooling and lubricating flow goes through the case drain filterinstalled in the return circuit. Pump outlet pressure is 3000 psi (206 bar)at zero flow. The EDP includes a blocking valve which isolates the pumpfrom the hydraulic system when the pump operates in depressurized

mode. Case drain filter clogging indication: P = 87 ± 8.7 psi (6 ± 0.6bar).

NOTE: Only on the A318 PW, the EDP is automatically depressurizedin flight in case of engine shut down (HP compressor / gearboxoff load function).

PRESSURE SWITCH

A pressure switch monitors the EDP outlet pressure for ECAMindications. The threshold of the pressure switch is 1740 psi (120 bar).

NOTE: A check valve downstream of the pump stops the fluid flow tothe pump if the system is pressurized by the PTU or by theyellow electric pump and the pressure supplied by the EDP islower.

GROUND COUPLINGS

On the ground it is possible to pressurize the yellow hydraulic systemfrom a ground power unit.


YELLOW HYDRAULIC SYSTEM D/O (3) Sep 17, 2007Page 60


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GENERAL ... GROUND COUPLINGS




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HAND PUMP

The hand pump is installed on the ground service panel of the yellowsystem and is used for manual cargo door operation only. On ground,when no electrical power is available, the hand pump can be used to openor close the cargo doors.

ELECTRIC PUMP

The yellow electric pump runs if the ELEC PUMP P/B is set to ON, orif a cargo door selector is operated. The electric pump cooling andlubricating flow goes through the return filter. In case of cargo dooroperation, the PTU is inhibited, the yellow leak measurement valve isclosed and a signal is sent to the Slat Flap Control Computer (SFCC) 2to prevent flaps movement. A check valve downstream of the pump stopsthe fluid flow to the pump if the system is pressurized from the EDP orthe PTU.




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HAND PUMP & ELECTRIC PUMP




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ELECTRIC PUMP (continued)

CURRENT TRANSFORMER AND PHASE UNBALANCEDETECTORThe system has a current transformer and a phase unbalance detectorwhich protect the electric circuit of the electric pump. When there isa fault, the detector gets a signal from the current transformer. It usesthis signal to stop the supply of power to relay and thus stop the motor.When the unit has operated, it stays in that condition until it is setagain. This happens automatically when the supply of power to theunit is stopped (through operation of P/BSW HYD/YELLOW/ELECPUMP) and then started again (and there is no fault signal from thecurrent transformer).




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ELECTRIC PUMP - CURRENT TRANSFORMER AND PHASE UNBALANCE DETECTOR




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PTU

The Power Transfer Unit (PTU) will run automatically when thedifferential pressure between the green and yellow circuits is greater than500 psi (34.5 bar). The PTU is inhibited on ground, for cargo dooroperation. And during the first engine, if parking brake is set on or nosewheel steering is disconnected for towing.




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PTU




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HP MANIFOLD

The HP manifold supplies the PTU manifold and the leak measurementmanifold.

PRESSURE SWITCHESThe signals from both HP manifold pressure switches are sent to theECAM system, to the Flight Control Computers (FCCs) and to theFlight Augmentation Computer (FAC) 2. The threshold of the pressureswitches is 1450 psi (99.5 bar).

PRESSURE TRANSDUCERThe pressure transducer gives data for pressure indication on theECAM and sends information to ELevator Aileron Computers(ELACs) 1 and 2.

LEAK MEASUREMENT VALVEThe leak measurement valve isolates the primary flight controls whenthe guarded LEAK MEASUREMENT VALVES P/B on themaintenance panel is set to OFF. The solenoid valve is automaticallyclosed if the yellow electric pump is energized by using cargo doorselectors. This is to prevent any movement of the flight controls.

HP FILTERThe High Pressure (HP) filter has a clogging indicator. The cloggingindicator operates when the differential pressure is higher than 87 ±8.7 psi (6 ± 0.6 bar).

SAMPLING VALVEA sampling valve is installed on the HP manifold.


PRESSURE RELIEF VALVEThe system relief valve connects the HP circuit to the return circuitin case of overpressure. The relief valve opens at 3436 psi (237 bar)and closes at 3190 psi (220 bar).

ACCUMULATOR

The accumulator acts as a damper for small changes. It also acts as asupply of fluid available in case of request. The accumulator is prechargedwith nitrogen to 1885 psi (130 bar) at 20°C. It holds 1.1l (0.29 US gal)of total volume of fluid when it is full.




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HP MANIFOLD & ACCUMULATOR




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The leak measurement manifold supplies the flight controls of the RHwing, LH wing and tail section via three outputs. Operating manually aspool valve lets the associated section of the flight controls be suppliedfor leak measurement testing.

PTU MANIFOLD

The PTU manifold is composed of one disconnection and two differentvalves.

QUICK DISCONNECTThe quick disconnect is used for maintenance operations to preventPTU operation.

SOLENOID VALVEThe solenoid valve installed in the PTU supply line, stops the PTUoperation.

PRIORITY VALVEThe priority valve makes sure that all available hydraulic pressure issent to the primary flight controls if pressure in the system is reduced.

RETURN MANIFOLD

The return manifold comprises:- one return filter with a clogging indicator,- one temperature switch and two temperature transducers.The bypass operates when the differential pressure across the filter ismore than 29 ± 2.35 psi (2 ± 0.16 bar). The temperature switch and probessend data to the ECAM for indication and warnings.




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LEAK MEASUREMENT MANIFOLD ... RETURN MANIFOLD




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HYDRAULIC RESERVOIR PRESSURIZING SYS D/O (3)

GENERAL

An air pressure system is provided to pressurize each hydraulic reservoirin order to ensure adequate fluid supply to the pumps. Each reservoir ispressurized by air at 50 psi (3.5 bar). The system also remains airtight inthe event of pressurization system failure or after engine shutdown.

SOURCES

The pressure sources are engine 1, via a restrictor or both engines andthe APU, via the pneumatic manifold. The pressure sources are:- the engine 1 High Pressure (HP) compressor for usual operation,- the pneumatic system in case of loss of engine 1,- the ground supply.

RESTRICTOR

A restrictor limits the airflow and reduces the temperature of the HP airto a satisfactory level. The restrictor also prevents too much bleed airleakage in case of a leak downstream of the restrictor.

RESERVOIR PRESSURIZATION UNIT

The reservoir pressurization unit controls the pressure of the air suppliedto the reservoirs.

PRESSURE REDUCING VALVE

A pressure reducing valve is fitted to the reservoir pressurization unit. Innormal operation, the delivery pressure of engine 1 has priority over thepressure supply from the pneumatic manifold. The pressure reducingvalve outlet pressure is 50 psi (3.5bar). Two check valves prevent anyreverse flow.

GROUND CONNECTOR

Pressurized air from a ground supply cart goes directly to the reservoirpressurization unit through a ground connector.

FILTER

A filter fitted with a clogging indicator is installed in the reservoirpressurization unit to filter the air from the different supply sources.

WATER SEPARATOR

A water separator is installed on the reservoir pressurization unit. It makessure that the air delivered to the reservoirs is clear of any fluid. There aretwo drain valves that prevent freezing of the water in the reservoirpressurization unit. One is an automatic drain valve that is opened aftereach engine or APU shutdown; the other one is a manual self-sealingdrain valve.

RESERVOIR CHECK VALVE

Downstream of the reservoir pressurization unit, the air supply is dividedinto three flows to supply the reservoirs through their related check valve.The green and yellow check valves are installed between the floor beamsabove the hydraulic bay and the blue one is installed in the aft cargocompartment.

PRESSURE GAGE

An air pressure gage is installed on each hydraulic reservoir to indicatethe actual pressure. The pressure switch generates LOW AIR PRESSwarning if the pressure is less than 22 psi (1.52 bar).


HYDRAULIC RESERVOIR PRESSURIZING SYS D/O (3) Sep 17, 2007Page 72


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PRESSURE RELIEF VALVE

A pressure relief valve, installed on each reservoir, relieves pressure tothe atmosphere in the event of a system overpressure. The threshold ofthe pressure relief valve is 77 psi (5.3 bar).

MANUAL DEPRESSURIZATION VALVE

A manual depressurization valve is fitted on each ground service panelto depressurize each reservoir.

WARNING: WHEN USING THE MANUAL DEPRESSURIZATIONVALVE, PUT ON EYE PROTECTION AND KEEPAWAY FROM THE OUTLET OF THE VALVE. THE AIRCAN BE HOT AND CONTAIN PARTICLES OF DUSTAND/OR HYDRAULIC FLUID.




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GENERAL ... MANUAL DEPRESSURIZATION VALVE




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HYDRAULIC RESERVOIR FILLING PRESENTATION (2)

COUPLING SOCKET

The coupling socket is used to fill the reservoir from a pressurized groundhydraulic supply. The coupling socket includes a check valve.

RESTRICTOR

A restrictor located between the coupling socket and the reservoir fillingselector valve protects the system against over pressure.

HAND PUMP

The hand pump is used to refill the reservoirs if no ground cart isavailable. The hand pump lever is on the yellow ground service panel.A specific filling valve including a filter and a check valve is installedon the hand pump.

FILTER

The filter of the reservoir filling system is equipped with a cloggingindicator.

NOTE: Note: No bypass possibility on this filter.

RESERVOIR FILLING SELECTOR VALVE

The reservoir filling selector valve directs the hydraulic fluid from thesupply source to the reservoir of the selected system. Do not depressurizethe hydraulic reservoir to refill it. In the NEUTRAL position, an internalthermal relief valve protects the selector valve from thermal expansionof the fluid.

RESERVOIR QUANTITY INDICATOR

A reservoir quantity indicator allows refilling monitoring. It shows thecontents of the selected hydraulic reservoir that is indicated by one of

the three colored lights. The direct reading gages are used if no electricalpower supply is available.

CHECK VALVE

The hydraulic fluid is sent to the reservoirs via a check valve and thefilter of the low-pressure return circuit. The check valves isolate the mainhydraulic systems from the reservoir filling system when it is not in use.


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COUPLING SOCKET ... CHECK VALVE


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SEAL DRAIN SYSTEM PRESENTATION (2)

GENERAL

The seal drain system collects hydraulic fluid from the seal drains ofsome hydraulic components. The hydraulic fluid that may escape fromsome hydraulic components in the form of leak or abnormal condition,such as hydraulic reservoir overfilling or internal overpressure, is drainedinto collector tanks.

FWD SYSTEM

The FWD system consists of flexible hoses and rigid pipes connected toa collector tank. The FWD collector tank is attached between frames 40and 41 in the yellow hydraulic compartment. The components which aredrained into the FWD collector tank located in the yellow hydrauliccompartment are:- blue electric pump,- yellow electric pump,- slats Power Control Unit (PCU),- green hydraulic reservoir,- yellow hydraulic reservoir.


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GENERAL & FWD SYSTEM




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AFT SYSTEM

The AFT system consists of flexible hoses and rigid pipes connected toa collector tank. The AFT collector tank is attached to the right side ofthe keel beam in the main hydraulic compartment. The components whichare drained into the aft collector located in the main landing gearcompartment are:- flaps PCU,- Power Transfer Unit (PTU),- Constant Speed Motor/Generator (CSM/G),- blue hydraulic reservoir.




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AFT SYSTEM




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TANK DRAINAGE

The system is designed so that the hydraulic fluid drains into the collectortanks by gravity. The collector tanks attached to the aircraft structure bymeans of quick release clamps must be removed for drainage. Eachcollector tank, which has a capacity of 0.75 liters (0.19 US Gal), mustbe emptied and cleaned at regular intervals.




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TANK DRAINAGE




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RESERVOIR DEPRESSURIZATION/PRESSURISATION (2)

WARNING

WARNING: PAY ATTENTION TO PROTECT YOUR HANDS ANDYOUR FACE FROM THE AIR WHICH COMES OUTWHEN YOU OPEN RESERVOIR MANUALDEPRESSURIZATION VALVES. THE AIR MAY BEHOT AND CONTAIN HYDRAULIC FLUID. USEAPPROPRIATE SAFETY WEAR.


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WARNING




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DEPRESSURIZATION OPERATION

You can depressurize each hydraulic reservoir independently. Lets takethe blue hydraulic system. Here is the blue reservoir access door. Openthe blue ground service panel. Do not forget to open, safety and tag theC/Bs. To depressurize the hydraulic reservoir, we can use the groundequipment or not. If not, on the ground service panel, turn the capassembly of the reservoir depressurization valve clockwise through 90degrees. Pay attention to protect your hands and your face from the air,which comes out when you open the manual depressurization valves ofthe reservoirs. The air can be hot and contain hydraulic fluid. Listen ifall of the air has been released. The pressure drops down as you can seeon the air pressure gauge of the reservoir. Keep the depressurization valveopen, if it is necessary to depressurize a reservoir during a maintenanceoperation. This prevents accidental pressurization of a reservoir. Thedepressurization valve is closed when the maintenance operation iscompleted.




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DEPRESSURIZATION OPERATION




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PRESSURIZATION OPERATION

To pressurize the reservoir, make sure that the depressurization valve isclosed.

NOTE: Note that the three hydraulic reservoirs are pressurized throughthe air pressure manifold, thus they are pressurized at the sametime.

Open the blue hydraulic compartment door to gain access to the airpressure manifold. Install the Ram Air Turbine (RAT) safety device toprevent accidental deployment. Remove the cap from the groundconnector. Connect the pressurizing tool to the ground connector. Turnthe nut to open the ground connector valve. Fill the reservoir with airuntil 50 psi is shown on the reservoir pressure gauge. Turn the nut toclose the ground connector valve. Remove the pressurizing tool. Installthe cap on the ground connector. Remove the RAT safety device whenthe maintenance operation is completed. Close the C/Bs. Make sure thatthe work area is clean and clear of tools and other items and all accesspanels are closed.




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PRESSURIZATION OPERATION




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RESERVOIR FILLING (2)

WARNING

WARNING: IF YOU GET THE FLUID ON YOUR SKIN OR IN YOUREYES:- FLUSH IT AWAY WITH CLEAN WATER,- GET MEDICAL AID.MAKE SURE THAT THE TRAVEL RANGES OF THEFLIGHT CONTROL SURFACES ARE CLEAR BEFOREYOU PRESSURIZE/DEPRESSURIZE A HYDRAULICSYSTEM.FOLLOW THE HYDRAULIC SAFETY PROCEDURES.PRECAUTIONS HAVE TO BE TAKEN BEFORESTARTING HYDRAULIC RESERVOIR FILLINGOPERATION. MAKE SURE THAT:- THE SPEED BRAKES AND SPOILERS ARERETRACTED,- THE THRUST REVERSERS ARE STOWED (CFM-56ENGINE ONLY),- THE L/G IS EXTENDED AND THE DOORS ARECLOSED,- THE FWD AND AFT CARGO COMPARTMENTDOORS ARE CLOSED.

PRECAUTION

Servicing procedure to fill up the green hydraulic reservoir.Some precautions have to be taken.Make sure that the speed brakes and spoilers are retracted, the thrustreversers are stowed , the L/G is extended and the doors closed, the FWDand AFT cargo doors are closed.All the other hydraulic services must be in normal position.To depressurize the green hydraulic system.Make sure the travel ranges and the flight control surfaces are clear.

But do not depressurize the system reservoir.So, stop any supply of hydraulic power to the green or yellow systemsto the ground connectors.The MLG doors have been opened. Put warning notices in position totell people not to pressurize the hydraulic systems.Electrical power being available.On the ECAM check the green hydraulic system shows zero. If not,operate the rudder to reduce the pressure to zero.Safety and tag the appropriate C/Bs. In the MLG bay, check that the greenreservoir pressure and the green accumulator pressure are normal.


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WARNING & PRECAUTION




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INSTALLATION

Now let's fill the green system.Go to the ground service panel of the yellow system, to remove handpump handle.On the other side, open green ground service panel.Notice, that is possible to fill any of three hydraulic reservoirs from oneplace.It is also possible to fill the reservoir with the hydraulic service cart,connected here.So, the hand pump is connected to the shaft of the pump.Above the panel you find the filling hose, removed it's cap.Remove the blanking cap of the pump and connect the filling hose to thefilling valve.Put it the other end in hydraulic container.




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INSTALLATION




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PROCEDURE

Turn the selector to the green system position.Make sure that on the quantity indicator the green light comes on.Operate the pump.Monitor the increase of the fluid level on the quantity indicator.If there is no electrical power available, the fluid level can be checkedon the reservoir itself.Stop the flow when the pointer is at the end of the green line.Turn the selector back to the NEUTRAL position.On the quantity indicator, the green light goes out.If a reservoir is overfilled, you cannot pressurize it correctly and youmust drain it.




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PROCEDURE




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CLOSE-UP

Remove the filling hose and re-install the blanking caps.Put the filling hose back in its cap position.Remove the handle from the hand pump and put it in its cap position ofthe yellow service panel.Close the ground service panels.C/Bs closed, L/G doors closed.The working area is clear.




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CLOSE-UP




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RAT STOWAGE AND SERVICING (2)

EXTENSION PROCEDURE

WARNING: PUT THE SAFETY DEVICES AND THE WARNINGNOTICES IN POSITION BEFORE YOU START A TASKON OR NEAR:- THE FLIGHT CONTROLS,- THE FLIGHT CONTROL SURFACES,- THE L/G AND THE RELATED DOORS,- COMPONENTS THAT MOVE.MAKE SURE THAT THE TRAVEL RANGES OF THEFLIGHT CONTROL SURFACES ARE CLEAR BEFOREYOU PRESSURIZE/DEPRESSURIZE A HYDRAULICSYSTEM.MAKE SURE THAT THE RAM AIR TURBINE (RAT)TRAVEL RANGE IS CLEAR BEFORE YOU EXTENDTHE RAT.PLACE SAFETY BARRIERS IN POSITION AND FITTHE RAT PROTECTIVE EQUIPMENT AS PER AMMPROCEDURE.DO NOT STAND IN FRONT OF OR BESIDE THE RATPROPELLER ASSEMBLY DURING THE FUNCTIONALTEST.

NOTE: Note: do not operate the RAT deployment solenoids for morethan 60 sec. You can operate them more than once, but youmust then let them cool down for 30 min.

JOB SET-UPPut the warning notices in the position to tell persons not to standdirectly behind or in the extension area of the RAT.Put the safety barriers in position.Energize the A/C electrical circuit.Make sure that these C/Bs are closed: 106VU.


RAT STOWAGE AND SERVICING (2) Sep 17, 2007Page 98


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EXTENSION PROCEDURE - JOB SET-UP




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EXTENSION PROCEDURE (continued)

PROCEDUREOn the hydraulic panel, open the protective cover and push theMANual ON/AUTO switch in the EMERgency ELECtrical PoWeRpanel.Make sure that the RAT extend.Install the protective covers on the turbine blades.

NOTE: Note: make sure that a second person is on the ground nearthe RAT to observe the extension of the RAT.Note: do not operate the RAT deployment solenoids formore than 60 seconds. You can operate them more thanonce. When the operation time (solenoids energized) is max.60 seconds, you must let solenoids cool for 30 minutes.




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EXTENSION PROCEDURE - PROCEDURE




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RETRACTION PROCEDURE

WARNING: PUT THE SAFETY DEVICES AND THE WARNINGNOTICES IN POSITION BEFORE YOU START A TASKON OR NEAR:- THE FLIGHT CONTROLS,- THE FLIGHT CONTROL SURFACES,- THE L/G AND THE RELATED DOORS,- COMPONENTS THAT MOVE.MAKE SURE THAT THE TRAVEL RANGES OF THEFLIGHT CONTROL SURFACES ARE CLEAR BEFOREYOU PRESSURIZE/DEPRESSURIZE A HYDRAULICSYSTEM.MAKE SURE THAT THE GROUND SAFETY-LOCKSARE IN POSITION ON THE L/G.

CAUTION: make sure that the RAT is retracted completely before yourelease the "RAT stow" switch. If the retraction sequencestops just before the rat enters the bay in the fairing this willcause damage to RAT actuator.

JOB SET-UPMake sure that the warning notices are in position.Make sure that the safety barriers are in position.Energized the A/C electrical circuits.Pressurize the blue hydraulic system.Make sure that this C/B is closed: 49VU.




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RETRACTION PROCEDURE - JOB SET-UP




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RETRACTION PROCEDURE (continued)

PROCEDUREOpen the door of the RAT ground control panel.Remove the protective cover from the turbine blades.Turn the turbine blades with your hands until the arrows on the turbinehub and the gearbox align.On the RAT ground control panel set the ARM switch to the onposition.Move the STOW/RESET switch to the STOW position and hold itthere until:- the RAT STOWED indicator light comes on,- the ACTUATOR PRESSURE light comes on.Make sure that the RAT retracts.Release the STOW/RESET switch: the ACTUATOR PRESSURElight goes off.Set the switch 28V DC to the OFF position: the RAT STOWED lightgoes off.




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RETRACTION PROCEDURE - PROCEDURE




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RETRACTION PROCEDURE (continued)

CLOSE-UPPut the A/C back to the serviceable condition:- depressurize the blue hydraulic system,- de-energized the A/C electrical circuits,- if you have completed all work in the deploy area to the RAT, removethe SAFETY DEVICE-RAT.Close access:- close the door of the RAT ground control panel,- close the access doors,- remove the warning notices,- remove the safety barriers.




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RETRACTION PROCEDURE - CLOSE-UP




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RAT TEST (3)

PRECAUTIONS

WARNING: PUT THE SAFETY DEVICES AND THE WARNINGNOTICES IN POSITION BEFORE YOU START A TASKON OR NEAR:- THE FLIGHT CONTROLS,- THE FLIGHT CONTROL SURFACES,- THE L/G AND THE RELATED DOORS,- COMPONENTS THAT MOVE.MAKE SURE THAT THE TRAVEL RANGES OF THEFLIGHT CONTROL SURFACES ARE CLEAR BEFOREYOU PRESSURIZE/DEPRESSURIZE A HYDRAULICSYSTEM.MAKE SURE THAT THE SAFETY LOCKS ARE INPOSITION ON THE L/G.MAKE SURE THAT THE RAM AIR TURBINE (RAT)TRAVEL RANGE IS CLEAR BEFORE YOU EXTENDTHE RAT.PLACE SAFETY BARRIERS IN POSITION AND FITTHE RAT PROTECTIVE EQUIPMENT AS PER AMMPROCEDURE.DO NOT STAND IN FRONT OF OR BESIDE THE RATPROPELLER ASSEMBLY DURING THE FUNCTIONALTEST.

NOTE: Note: do not operate the RAT deployment solenoids for morethan 60 sec. You can operate them more than once, but youmust then let them cool down for 30 min.

GROUND CHECKOUT UNIT PRESENTATION

The ground checkout unit provides a visual indication of the RAT rpmand the blue system pressure delivered by the RAT during a ground check.

A cable provides electrical connection between the RAT control paneland the connector on the ground checkout unit.


RAT TEST (3) Sep 17, 2007Page 108


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PRECAUTIONS & GROUND CHECKOUT UNIT PRESENTATION




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RAT TEST (3)

RAT GROUND TEST MOTOR PRESENTATION

To test the RAT performance on ground, a ground test motor must beconnected to the RAT gearbox. The RAT ground test motor is driven bya hydraulic ground cart.




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RAT GROUND TEST MOTOR PRESENTATION




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RAT TEST (3)

FLOW CONTROL TEST KIT PRESENTATION

To simulate A/C hydraulic consumers during RAT ground check, a flowcontrol test kit must be connected to the blue hydraulic service panel.The flow control test kit provides visual indication of blue system flowdelivered by the RAT by means of a flow meter. The flow is controlledby means of a manual adjustable flow valve.




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FLOW CONTROL TEST KIT PRESENTATION




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RAT TEST (3)

MAIN STEPS OF THE TEST OPERATION

PREPARATION OF RAT TESTTo functionally check the RAT on ground it is necessary to:- manually deploy the RAT from the cockpit,- connect the ground test motor to the RAT gearbox,- connect the ground checkout unit to the RAT control panel,- connect the RAT flow control test kit to the blue ground servicepanel.




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MAIN STEPS OF THE TEST OPERATION - PREPARATION OF RAT TEST




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RAT TEST (3)

MAIN STEPS OF THE TEST OPERATION (continued)

RAT EXTENTIONWhen the RAT is extended on the ejection spring jack, the RAT legdrops, opening mechanically the doors.




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MAIN STEPS OF THE TEST OPERATION - RAT EXTENTION




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RAT TEST (3)

MAIN STEPS OF THE TEST OPERATION (continued)

RAT TESTShown is the ground control unit box, which contains the control unitand the electrical cable. The identification label is located outside thebox on the top cover. When the box is opened, in the top cover is stillelectrical cable, which must be connected to the control unit and tothe RAT control panel test plug. On the ground control unit is fittedtwo digital indicators. The left inside indicator is to monitor the speedof the RAT. The RH side is to monitor the pressure delivered by RATpump. On the RH side lower part is located the power switch with itsred indicator light and on the LH side the electrical fuse. Here is thehydraulic motor, which has to be installed on the gearbox after removalof the back cover plate. The motor is fitted with the three screws. Thesupplant shaft drives the hydraulic pump shaft through the turbinepump shaft. Its hydraulic supply is a hydraulic ground cart via twoself-sealing couplings. This unit is used to create a flow in bluehydraulic circuit, to check the flow and pressure regulation of theRAT pump. Here is the valve to control the bypass flow.On the opposite side is located the monitoring indicators:- a digital flow meter indicator, a pressure indicator, a temperatureindicator and on/off switch.- this tool is connected to the blue servicing panel self sealingcouplings.




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MAIN STEPS OF THE TEST OPERATION - RAT TEST




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HYDRAULIC LEAKAGE (3)

WARNING

WARNING: PROTECT YOUR HANDS AND FACE FROM THEHYDRAULIC FLUID WHICH COMES OUT WHEN YOUUNSCREW HYDRAULIC LINES AND COMPONENTS.HYDRAULIC FLUID ITSELF IS A CONTAMINANT.USE APPROPRIATE SAFETY WEAR.


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WARNING




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HYDRAULIC LEAKAGE (3)

PREVENTING HYDRAULIC LEAKS

These simple plumbing problems can also be real hard to fix if you don'tknow the basic hydraulic plumbing rules. If you don't work carefully andfollow these rules, your work may be the cause of the next hydraulic leakthat delays or cancels a flight. Let's look at these basic hydraulic plumbingrules: contamination that gets into a system or collects on sealing surfacescan cause leaks internal and external. Hydraulic fluid itself is acontaminant. It can eat paint and decals. When hydraulic fluid is allowedto penetrate a composite structure, it will attack the core material andreduce it to mush. Once a composite assembly has been attacked, itsstructural integrity will be lost. To avoid damage caused by twisting,tearing, and chipping, always lubricate O-rings, packing seals, back-uprings, and fitting threads with hydraulic fluid before assembly. Whenassembling hydraulic system fittings, be sure that seals and back-up ringsare properly positioned before torquing the connection. When installingan elbow fitting into a component, be sure that all the threads arecompletely screwed into the boss. This is to make sure that the O-ringpacking rides in the undercut, and not on the threads. To prevent an elbowfitting from turning while its lock-nut is being torqued, hold it with asecond wrench.To make a stress-free installation, be sure that all elbow-to-pipeconnections are correctly aligned before torquing the B-nuts. Do not usepointed, sharp-edged, or steel tools to remove or install O-ring packing,back-up rings, and seals. Damage may occur. Never reinstall used O-ringpacking or seals. Once they have been compressed, they will never regaintheir original shape again. Before torquing a B-nut, be sure that the tubefits squarely into the fitting. Never force or bend a tube to make it fit.Metal tubes don't stretch. If the piece seems shorter upon reinstallationor after a component change, something is wrong. Stop! Think! Andinvestigate the problem before you proceed. Make sure that tubes are notforced into clamps or line blocks. A stressed installation will lead to acracked tube at the nearest fitting or B-nut. And, you can bet it won't be

long before it happens. If clamps or line blocks are removed so a tube orcomponent can be replaced, be sure that they are reinstalled again. Tubesthat are not properly supported will vibrate. Vibration is the greatestenemy of a hydraulic system. It causes tubes to crack, and connectionsat fittings to loosen up and leak. When repairs are finished, always bleedthe system, and leak check your work. We, the mechanics, have controlof torquing. The lack of proper torquing is the single greatest cause ofleaks. Those calibrated elbows are notorious for being out of calibration.Use a torque wrench.




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PREVENTING HYDRAULIC LEAKS




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LEAK MEASUREMENT SYS PRESENTATION (OPTION) (3)

GENERAL

The return flow of a hydraulic system is equal to the user's demand flowplus the permanent internal leakage. The flight controls users arepermanently supplied through leak measurement valves. These valvesare electrically powered to the closed position for leak measurement test.The full system is checked during the internal leakage. Internal leakagesare measured for each group of users through manually operated shut-offvalves.

NOTE: Even with users at neutral, there is a permanent flow. If thepermanent flow is too high the related system operation willbe affected.

HYDRAULIC SYSTEM TEST

To test a complete hydraulic system, a hydraulic ground cart with a flowmeter has to be used to pressurize the circuit. The internal leakage flowrate is indicated by the flow meter. If the flow rate is too high, a fullsystem check has to be carried out to find out the faulty group of hydraulicusers. The hydraulic users are RH wing, LH wing, tail section and centralsection.

WARNING: BEFORE STARTING THE TEST, MAKE SURE THATALL SERVO CONTROLS ARE IN THEIR NEUTRALPOSITION AND THAT THE SPOILERS ARERETRACTED. DO NOT FORGET TO DISCONNECTTHE ISOLATION COUPLING OF THE POWERTRANSFER UNIT (PTU) TO PREVENT INADVERTENTPRESSURIZATION OF THE GREEN SYSTEM BY THEPTU.

FULL SYSTEM CHECK

Once the hydraulic system is pressurized from the ground cart, make surethat the ELevator Aileron Computers (ELACs), Spoiler ElevatorComputers (SECs) and Flight Augmentation Computer (FAC) 2 are setto ON to supply the hydraulic users. The flight controls surfaces must bekept in the neutral position. The full system check is carried out bysuccessively checking the four sections of the hydraulic system with therelated leakage measurement valve in the closed position. The flowindicated must be compared to the theoretical one and if the flow is overthe limit the failed component belongs to this group of users.

NOTE: The internal leakage check has to be done with the hydraulicfluid at its normal working temperature.

COMPONENT CHECK

Each type of hydraulic component has a maximum internal leakage limitpermitted. If the internal leakage is too high, the faulty component mustbe identified and replaced. High leakage rate causes an increase ofcomponent temperature. If a servo control is faulty, it must bedisconnected and the related hydraulic section rechecked. If the internalleakage rate is now within the limits, the servo control is confirmed asdefective.

NOTE: The total leakage of the components within a section must beless than the maximum permitted for that section. The total ofsections leakages must not be more than the leakage permittedfor the complete system.


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GENERAL ... COMPONENT CHECK




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LEAK MEASUREMENT SYS PRESENTATION (OPTION) (3)

INTERNAL LEAK CHEK

In leak measurement configuration:- the leak measurement solenoid valve is in closed configuration,- and the spool valves are in open configuration.




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INTERNAL LEAK CHEK




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ULTRASONIC FLOW METERING SYS PRESENTATION (3)

GENERAL

The UltraSonic Flowmeter (USF) is used to measure the internal leakageof the green, blue and yellow hydraulic systems. The USF is only usedon ground.The Transmitter and the leakage transducer are the main components ofthe USF.The USF transmitter has on its front panel:- a keypad,- a display,- three indication LEDs- a connection port for the leakage transducer.The leakage transducer has:- two transducer measuring heads to measure the flow rate,- a temperature probe to measure the hydraulic fluid temperature,- a transducer cable to be connected to the transmitter,- a fly nut for the attachment to the hydraulic pipe,- a fastening chain with a protection tube and a chain clamp to safety theleakage transducer during the leakage measurement procedure.


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GENERAL




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INSTALLATION AND SETUP

Setup-put the aircraft on maintenance configuration.- apply a thin layer of the acoustic coupling compound on the contactsurfaces of the transducer heads.Installation:- turn the fly nut( counterclockwise to the stop,- put the flowmeter transducer in position on the pipe,- push the fly nut in and attach the chain around the pipe to the retainingclip,- make sure that the protection tube is in the correct position on the chainto protect the pipe,- connect the transducer cable to the USF transmitter,- refer to the ground instruction manual of the USF to set the input locationcode on the USF to ID 1.




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INSTALLATION AND SETUP




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CHECK OF THE INTERNAL LEAKAGE OF THE GREENHYDRAULIC SYSTEM

Central section:- on the ECAM control panel on the center pedestal, push the HYD P/B.Make sure that the lower DU shows the HYD page,- on the overhead maintenance panel 50VU, lift the guard and set theHYD/LEAK MEASUREMENT VALVES/G P/BSW to OFF (the OFFlight is on),- refer to the lower DU of the ECAM (HYD page) to make sure that thesolenoid valve operation is correct (the color of the flow arrow and systemname of the Green system is amber),- on the overhead panel 40VU, make sure that the PTU P/BSW is set toAUTO (the OFF and FAULT lights are off),- refer to the ground instruction manual of the USF to make sure that thecorrect software is installed,- clean the tube between the identification tapes with a lint-free cottoncloth,- do not use detergents to clean the leakage transducer. Remove tracesof acoustic coupling compound from the leakage transducer and cleanthe leakage transducer with a lint-free cotton cloth,- apply a thin layer of the acoustic coupling compound to the contactsurfaces of the leakage transducer,- install the leakage transducer between the identification tapes on thepipe,- Hold the leakage transducer and turn the knurled screw counterclockwiseto the stop,- put the leakage transducer in position on the pipe between theidentification tapes and push it tightly on the pipe,- push the knurled screw in and attach the fastening strap around the pipewith the threading element,- put the fastening strap through the upper slot of the strap clamp andthen through the lower one,

- make sure that the fastening strap has the correct tension. And makesure that the knurled screw is pushed in up to the stop,- tighten the knurled screw to attach the leakage transducer to the pipe,- connect the leakage transducer cable to the transmitter,- refer to the ground instruction manual of the USF to set:- the serial number of the airplane,- the input location code on the USF to numeric code: 64050536,- obey the instructions of the ground instruction manual of the USF todo the measurement,- monitor the flow on the USF display. It must not be more than 0.4 l.min(0.10 USgal.mn),- if the internal leakage is more than 0.4 l.min (0.10 USgal.mn) do thesteps written above to find the cause (s) of the high internal leakage,- remove the leakage transducer:- hold the leakage transducer and turn the knurled screw counterclockwiseto disconnect the leakage transducer from the pipe,- push the knurled screw in and disconnect the fastening strap from thestrap clamp,- remove the leakage transducer from the pipe,- disconnect the leakage transducer cable from the transmitter.- on the overhead maintenance panel 50VU, make sure that theHYD/LEAK MEASUREMENT VALVES/G P/BSW is set to on (theOFF light is off),- refer to the lower DU of the ECAM (HYD page) to make sure that thesolenoid valve operation is correct (the flow arrow of the Green hydraulicsystem is green and the system name is white),- on the overhead panel 40VU, make sure that the PTU P/BSW is set toAUTO (the OFF and FAULT lights are off),- refer to the ground instruction manual of the USF to make sure that thecorrect software is installed,- clean the tube between the identification tapes with lint-free cottoncloth,




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- do not use detergents to clean the leakage transducer. Remove tracesof acoustic coupling compound from the leakage transducer and cleanthe leakage transducer with a lint-free cotton cloth,- apply a thin layer of the acoustic coupling compound to the contactsurfaces of the leakage transducer,- install the leakage transducer between the identification tapes on thepipe,- hold the leakage transducer and turn the knurled screw counterclockwiseto the stop,- put the leakage transducer in position on the pipe between theidentification tapes and push it tightly on the pipe,- push the knurled screw in and attach the fastening strap around the pipewith the threading element,- put the fastening strap through the upper slot of the strap clamp andthen through the lower one,- make sure that the fastening strap has the correct tension. And makesure that the knurled screw is pushed in up to the stop,- tighten the knurled screw to attach the leakage transducer to the pipe,- connect the leakage transducer cable to the transmitter,- refer to the ground instruction manual of the USF to set:- the serial number of the airplane,- the input location code on the USF to numeric code: 26780443,- obey the instructions of the ground instruction manual of the USF todo the measurement,- monitor the flow on the USF display. It must not be more than 9.0 l.min(2.37 USgal.mn),- if the internal leakage is more than 9.0 l.min (2.37 USgal.mn) do themeasurements that follow to find the cause (s) of the high internal leakage:- measure the internal leakage of the rear section of the Green hydraulicsystem,- measure the internal leakage of the left wing section of the Greenhydraulic system,- measure the internal leakage of the right wing section of the Greenhydraulic system,- remove the leakage transducer,

- hold the leakage transducer and turn the knurled screw counterclockwiseto disconnect the leakage transducer from the pipe,- push the knurled screw in and disconnect the fastening strap from thestrap clamp,- remove the leakage transducer from the pipe,- disconnect the leakage transducer cable from the transmitter,- measurement of the Green hydraulic system (rear section) internalleakage.Rear section:- on the overhead maintenance panel 50VU, make sure that theHYD/LEAK MEASUREMENT VALVES/G P/BSW is set to on (theOFF light is off),- refer to the lower DU of the ECAM (HYD page) to make sure that thesolenoid valve operation is correct (the flow arrow of the Green hydraulicsystem is green and the system name is white),- on the overhead panel 40VU, make sure that the PTU P/BSW is set toAUTO (the OFF and FAULT lights are off),- refer to the ground instruction manual of the USF to make sure that thecorrect software is installed,- clean the tube between the identification tapes with a lint-free cottoncloth,- do not use detergents to clean the leakage transducer. Remove tracesof acoustic coupling compound from the leakage transducer and cleanthe leakage transducer with a lint-free cotton cloth,- apply a thin layer of the acoustic coupling compound to the contactsurfaces of the leakage transducer,- install the leakage transducer between the identification tapes on thepipe,- hold the leakage transducer and turn the knurled screw counterclockwiseto the stop,- put the leakage transducer in position on the pipe between theidentification tapes and push it tightly on the pipe,- push the knurled screw in and attach the fastening strap around the pipewith the threading element,




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- put the fastening strap through the upper slot of the strap clamp andthen through the lower one,- make sure that the fastening strap is tensioned correctly and that theknurled screw is pressed in up to the stop,- tighten the knurled screw to attach the leakage transducer to the pipe,- connect the leakage transducer cable to the transmitter,- refer to the ground instruction manual of the USF to set:- the serial number of the airplane,- the input location code on the USF to numeric code: 58506925 (Greenrear section).- obey the instructions of the ground instruction manual of the USF todo the measurement,- monitor the flow on the USF display. It must not be more than 6.0 l.min(1.58 USgal.mn),- if the internal leakage is more than 6.0 l.min (1.58 USgal.mn) do thesteps written above to find the cause (s) of the high internal leakage,- remove the leakage transducer:- hold the leakage transducer and turn the knurled screw counterclockwiseto disconnect the leakage transducer from the pipe,- push the knurled screw in and disconnect the fastening strap from thestrap clamp,- remove the leakage transducer from the pipe,- disconnect the leakage transducer cable from the transmitter.Left wing section:- on the overhead maintenance panel 50VU, make sure that theHYD/LEAK MEASUREMENT VALVES/G P/BSW is set to on (theOFF light is off),- refer to the lower DU of the ECAM (HYD page) to make sure that thesolenoid valve operation is correct (the flow arrow of the Green hydraulicsystem is green and the system name is white),- on the overhead panel 40VU, make sure that the PTU P/BSW is set toAUTO (the OFF and FAULT lights are off),- refer to the ground instruction manual of the USF to make sure that thecorrect software is installed,

- clean the tube between the identification tapes with a lint-free cottoncloth,- do not use detergents to clean the leakage transducer. Remove tracesof acoustic coupling compound from the leakage transducer and cleanthe leakage transducer with a lint-free cotton cloth,- apply a thin layer of the acoustic coupling compound to the contactsurfaces of the leakage transducer,- install the leakage transducer between the identification tapes on thepipe,- hold the leakage transducer and turn the knurled screw counterclockwiseto the stop,- put the leakage transducer in position on the pipe between theidentification tapes and push it tightly on the pipe,- push the knurled screw in and attach the fastening strap around the pipewith the threading element,- put the fastening strap through the upper slot of the strap clamp andthen through the lower one,- make sure that the fastening strap has the correct tension. And makesure that the knurled screw is pushed in up to the stop,- tighten the knurled screw to attach the leakage transducer to the pipe,- connect the leakage transducer cable to the transmitter,- refer to the ground instruction manual of the USF to set:- the serial number of the airplane,- the input location code on the USF to numeric code: 79477326 (Greenleft wing section),- obey the instructions of the ground instruction manual of the USF todo the measurement,- monitor the flow on the USF display. It must not be more than 3.7 l.min(0.97 USgal.mn),- if the internal leakage is more than 3.7 l.min (0.97 USgal.mn) do thesteps written above to find the cause (s) of the high internal leakage,- remove the leakage transducer:- hold the leakage transducer and turn the knurled screw counterclockwiseto disconnect the leakage transducer from the pipe,




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- push the knurled screw in and disconnect the fastening strap from thestrap clamp,- remove the leakage transducer from the pipe,- disconnect the leakage transducer cable from the transmitter.Right wing section:- on the overhead maintenance panel 50VU, make sure that theHYD/LEAK MEASUREMENT VALVES/G P/BSW is set to on (theOFF light is off),- refer to the lower DU of the ECAM (HYD page) to make sure that thesolenoid valve operation is correct (the flow arrow of the Green hydraulicsystem is green and the system name is white),- on the overhead panel 40VU, make sure that the PTU P/BSW is set toAUTO (the OFF and FAULT lights are off),- refer to the ground instruction manual of the USF to make sure that thecorrect software is installed,- clean the tube between the identification tapes with a lint-free cottoncloth,- do not use detergents to clean the leakage transducer. Remove tracesof acoustic coupling compound from the leakage transducer and cleanthe leakage transducer with a lint-free cotton cloth,- apply a thin layer of the acoustic coupling compound to the contactsurfaces of the leakage transducer,- install the leakage transducer between the identification tapes on thepipe,- hold the leakage transducer and turn the knurled screw counterclockwiseto the stop,- put the leakage transducer in position on the pipe between theidentification tapes and press it tightly on the pipe,- push the knurled screw in and attach the fastening strap around the pipewith the threading element,- put the fastening strap through the upper slot of the strap clamp andthen through the lower one,- make sure that the fastening strap has the correct tension. And makesure that the knurled screw is pushed in up to the stop,- tighten the knurled screw to attach the leakage transducer to the pipe,

- connect the leakage transducer cable to the transmitter,- refer to the ground instruction manual of the USF to set:- the serial number of the airplane,- the input location code on the USF to numeric code: 28073802 (Greenright wing section),- obey the instructions of the ground instruction manual of the USF todo the measurement,- monitor the flow on the USF display. It must not be more than 3.7 l.min(0.97 USgal.mn),- if the internal leakage is more than 3.7 l.min (0.97 USgal.mn) do thesteps in Para A.(6) to find the cause (s) of the high internal leakage,- remove the leakage transducer:- hold the leakage transducer and turn the knurled screw counterclockwiseto disconnect the leakage transducer from the pipe,- push the knurled screw in and disconnect the fastening strap from thestrap clamp,- remove the leakage transducer from the pipe,- disconnect the leakage transducer cable from the transmitter.




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CHECK OF THE INTERNAL LEAKAGE OF THE GREEN HYDRAULIC SYSTEM




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PERMITTED LEAKAGE RATES OF THE COMPONENTS

The maximum permitted internal leakage for components related to theGreen hydraulic system is:- aileron servocontrol: 1.5 l.min (0.3962 USgal.mn)- spoiler 5: 1.5 l.min (0.3962 USgal.mn)- THS actuator servovalve: 0.75 l.min (0.1981 USgal.mn)- elevator servocontrol: 1.5 l.min (0.3962 USgal.mn)- rudder servocontrol: 2.1 l.min (0.5547 USgal.mn)- yaw damper actuator: 1.3 l.min (0.3434 USgal.mn)- flap PCU valve block: 0.2 l.min (0.0528 USgal.mn)- slat PCU valve block: 0.2 l.min (0.0528 USgal.mn)

NOTE: : The maximum leakage rates for components are given onlyto assist in trouble shooting. The total leakage of componentsin a section (left wing, right wing etc) of the system must beless than the permitted maximum for that section. Also, thetotal leakages of the sections must not together be more thanthe leakage permitted for the complete system.




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PERMITTED LEAKAGE RATES OF THE COMPONENTS




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29 hydraulic power

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