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29 Hydraulic Power PDF
29 Hydraulic Power PDF
HYDRAULIC POWER
V1813401 - V01T0M0
TABLE OF CONTENTS
Generalities
There are two main hydraulic-power systems, the Green and the Yellow
systems. These two hydraulic systems operate at the same time. Each
hydraulic system operates independently. There is no hydraulic fluid flow
between them.
The Green hydraulic system supplies hydraulic power to the consumers
that follow:
- The flap Power Control Unit (PCU)
- The Main Landing Gear (MLG) pitch trimmer (left and right)
- The left and right outboard ailerons
- The Electro-Hydrostatic Actuator (EHA) of the right inboard aileron
(for refilling)
- Left and right spoilers 3, 4 and 6
- The rudder middle actuator
- The EHA of the rudder lower actuator (for refilling)
- The left elevator
- The EHA of the left elevator (for refilling)
- The Ram Air Turbine (RAT) for the retraction actuator
- The MLG extension/retraction system, with a priority valve
- The normal and parking brakes - "The Green group"
The Yellow hydraulic system supplies hydraulic power to the consumers
that follow:
- The slat and flap PCU
- The back-up power supply
- The left and right outboard ailerons
- The left and right inboard ailerons
- The EHA of the left inboard aileron (for refilling)
- Left and right spoilers 1, 2 and 7
- The Electrical Backup Hydraulic Actuator (EBHA) of left and right
spoiler 5
- The rudder upper actuator
- The right elevator
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GENERALITIES
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An isolation valve isolates the cargo-door supply line from the system.
This lets you operate the cargo doors and do the brake accumulator
refill without stress on the full hydraulic system with pressure cycles.
It also prevents the supply of hydraulic pressure to different flight
controls for the safety of the personnel when cargo door is open or
close.
The system manifold also has:
- Pressure sensors, to sense the system pressure and give low pressure
alerts
- Relief valves that open if the system pressure is higher than a set
value
- A sampling valve, to get the samples of hydraulic fluid to monitor
for contamination
- A high-pressure filter assembly (no bypass filter).
Ground Connectors
Ground Service Cart (5000 psi capacity) through ground connectors
can be used to pressurize the hydraulic systems for maintenance
operations.
System Manifold
There are two system manifolds installed, one for each hydraulic
system.
The system manifold is connected to the system pressure line from
the EDPs. It also receives and filters the fluid from the EMP and the
GSP and sends it to the system.
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The Green reservoir is installed on the inner right side of the rear belly
fairing. The Yellow reservoir is installed in the MLG bay.
RESERVOIR DESCRIPTION
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The reservoirs are the fluid storage devices in the systems. Their
function is to supply hydraulic fluid to the EDPs, the EMPs and the
cargo door hydraulic auxiliary pump.
Each hydraulic system, Green and Yellow, has its own reservoir and
the two are the same type but with different capacities.
The reservoirs are self-pressurized (bootstrap type) to 70 psi
(differential) to prevent pump cavitations.
Each reservoir has two pressure relief valves that release air or liquids
if there is fluid overflow or overpressure. One relief valve is for the
HP side of the reservoir and the other is for the LP side.
A pressure transducer monitors the reservoir pressure and gives a
warning if the reservoir pressure is low (below 22 psi).
There is a depressurization switch on the GSP that you can operate
manually. This will energize the electrical depressurization valve of
the reservoir.
Also, you can use a manual rotating knob on the depressurization
valve to release the pressure from the reservoir.
Reservoir Drainage
ACCUMULATOR DEPRESSURIZATION
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if the pressure decreases to less than a set limit (which is higher than the
low pressure limit).
If there is a fuel low-level auto-depress, no FAULT light on the PUMP
FAULT/OFF pushbutton comes on and there is no Flight Warning System
(FWS) alert.
ENGINE-DRIVEN-PUMP DISENGAGEMENT
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about dangerous operation to the HMCA. The MCPU can start the
EMP with an EMP start command signal from the HMCA. The MCPU
can stop the EMP if it finds unusual EMP operation.
The MCPU is usually de-energized. It becomes energized if an EMP
request is sent to the HMCA while the aircraft is on the ground and
if no EMP fault is latched in the HMCA.
The RCCB is usually "open". It closes if the command inputs from
the CRDC and the HMCA are both true. The CRDC command is true
if all the engines are off and no EMP motor overheat is sensed. The
HMCA command is true if all the engines are off and if either "Weight
on wheels" or "Low speed" is true. After correct power-up of the
MCPU, the HMCA sends a command to the related RCCB to "close"
so that 230 VAC power is now available at the MCPU.
Then the HMCA sends an EMP ON command to the MCPU after
correct closure of the RCCB. The EMP ON command is activated if
the HMCA sends a command to the related SSPC to "close".
The MCPU monitors and gives protection to the EMP for all of the
faults that follow:
- An overspeed fault
- An EMP overheat fault
- An unbalanced current fault
- Unusual current consumption of the EMP
- A frequency fault.
If one of these parameters is more than/less than a specified level, the
EMP will be stopped. When a failure is sensed, the MCPU will send
an output signal to the CRDC. The CRDC will then open the RCCB,
and will also transmit the fault signal to the CPIOM (HMCA) with
AFDX. When the CPIOM (HMCA) receives a fault, it will send a
command to the MCPU and to the RCCB to stop the EMP.
The MCPU also supplies a discrete EMP fault-signal directly to the
CPIOM (HMCA) if a critical EMP fault (overheat, current fault,
unbalance fault, ground fault, speed fault) occurs. This signal sends
The A350 hydraulic system is heat controlled to keep the fluid temperature
in a certain range (between 20 deg. C and 95 deg. C) in the reservoir
during the flight, in usual conditions. The lower temperature limit
decreases the fluid friction loss in the tubing network and gives the best
dimension for the tubing. The higher temperature limit is given in relation
to maximum fluid life. To get this range of temperature, heating and
cooling devices are included in each system.
Each hydraulic system has three temperature control valves, one at each
wing tip, upstream of the most remote actuator (outer aileron) and one
in the THS compartment. The temperature control valves supply a metered
flow from HP to LP if necessary and change the hydraulic power into
thermal power and thus increase the temperature of the hydraulic fluid.
The temperature control valves are temperature and differential-pressure
controlled. A temperature control valve only lets a flow go through the
valve if the supply pressure is more than a specified limit (3700 psi, 250
bars). This makes sure hydraulic power is supplied to the downstream
Flight Controls (F/CTL) actuators in the correct sequence. The thermal
control makes sure that hydraulic fluid goes through the valves if its
temperature is too low.
TEMPERATURE CONTROL
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The hydraulic system cooling uses two fuel-submerged HHXs for each
system. The HHXs decrease the temperature of the hydraulic fluid in the
EDP CD flow. To do this, they use the colder fuel in the wing tank. The
HHXs are installed in the wing tanks. Each of the HHXs is controlled by
a special thermal bypass valve. If the fluid temperature changes, the
related thermal bypass valve opens or closes the hydraulic flow path
through the HHX.
The valve is fully passive and bypasses the HHX for a CD fluid
temperature of less than a certain value (60 deg. C). The flow is fully
sent through the HHX for a temperature of more than a certain value (80
deg. C). Between these lowest and highest values (60 deg. C and 80 deg.
C), there is a linear flow to the HHX in relation to the temperature.
TEMPERATURE CONTROL
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SEAL DRAIN
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On the Green system, the priority valve gives priority to the primary
flight controls. It isolates the heavy load user (MLG extension/retraction)
if there is low hydraulic pressure.
Each sensor installed on the reservoir sends the related data as analog
signals to the HMCRF hosted in CRDC. The HMCRF changes these
analog signals into digital signals. The data are transmitted to the
HMCA through the AFDX.
The HMCRF also sends these signals to show the hydraulic reservoir
indications to the flight crew or maintenance personnel:
- The analog signals related to the hydraulic fluid pressure and the
hydraulic fluid level to the GSPs
- The discrete signals related to the hydraulic fluid temperature to the
FWS.
The HMCA sends these signals to show the hydraulic reservoir
indications to the flight crew or maintenance personnel:
- The digital signals related to the hydraulic fluid pressure and the
hydraulic fluid level to the FWS
- The digital signals related to the hydraulic fluid pressure, hydraulic
fluid temperature and hydraulic fluid level to the CDS.
The hydraulic fuses isolate the hydraulic system if there is high leakage,
to prevent a hydraulic system loss. The hydraulic-rated fuses will start
to close at a specified flow and will stay closed while the pressure on the
upstream side is higher (30 psi) than on the downstream side.
It is not possible to set the fuse again in flight. It is necessary to
depressurize of the hydraulic system on the ground to set the fuse.
The fuse will set itself when the pressure difference between the inlet
and the outlet port is less than 30 psi.
Hydraulic fuses are installed upstream of the outer aileron (left), the inner
aileron EHA (right) and spoiler 1 (left and right).
HYDRAULIC FUSES
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HYDRAULIC FUSES
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Kevlar Hoses
Kevlar-braided (Aramid fibers) hoses are used for high and low pressure
lines.
Kevlar-braided hoses include:
- 1) An inner tube (Teflon: PTFE) which contains the hydraulic fluid,
- 2) A reinforcement (Kevlar: aramid) which gives the inner tube
protection from internal system pressures,
- 3) A cover (PBI/polyester protective layer) which gives the
reinforcement protection from the external environment.
Different precautions are necessary for installation:
- 1) Kevlar hydraulic-hose minimum bend-radius:
During the handling, storage or installation of kevlar hoses, you must
make sure that the bend radius of the Kevlar hose is not less than the
minimum bend radius.
CAUTION: YOU MUST OBEY THE SPECIFIED BEND RADIUS IF
THE BEND RADIUS IS LOWER THAN THE SPECIFIED BEND
RADIUS, KINKING AND LARGE LEAK CAN OCCUR.
- 2) During installation:
(a) Attach (tighten by hand) the Kevlar hose end-connectors to the related
connections, then torque them.
(b) Pre-form the hose manually:
- Use your hands to carefully move the Kevlar hose into the necessary
position as you install it. Do not twist the Kevlar hose.
(c) Torque-tighten the other end-connector of the Kevlar hose.
(d) Additional precautions
- Do not put your foot on a Kevlar hose.
- Do not install Kevlar hoses near sources of heat of more than 135 deg.C
(275 deg.F).
Hydraulic fluid seepage for the Kevlar hoses is determined by a wet area
on the outer surface of the length of the Kevlar hose (not adjacent to the
end fittings). For the dispatch, the seepage tolerances are given in the
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KEVLAR HOSES
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EMP, both of them appear in white color when the pumps are ready to
operate but still in stand by condition.
The EMPs indication on the ECAM Hydraulic page will disappear when
the engines are confirmed running (To be checked).
The triangle will change to filled green when the pump is started from
the cockpit and green not filled when the EMP is started automatically.
Light will change to filled amber triangle when the pump operation is
commanded from the cockpit and amber not filled when the pump is not
started from the cockpit.
If the EMP has been manually started, the triangle is linked to the circuit
box by a green line.
When the electrical motor pumps are started from the cockpit, the isolation
valve installed on each system manifold is energized and all users (except
cargo door actuator, yellow system) are hydraulically supplied.
On each ground service panel there is an isolation switch used to operate
the isolation valve. This switch will be used when pressurization is done
with the ground power carts in order to give hydraulic pressure to all the
users. When the pump is started from the cockpit there is no repercussion
if the mechanics uses this switch, the isolation valve will not be
de-energized.
At the E/WD the warning HYD G (Y) RSVR PRESS LO appears with
the respective message asking to switch off the EDPs and/or EMPs when
the reservoir pressure is below a certain threshold (22psi).
In flight the reservoirs are pressurized by the EDP's
On ground, in order to repressurize the reservoir the electric pumps can
be used if the engines are not running.
If the RSVR had low pressure before starting the Engine this might lead
to Engine Pump cavitation.
The EMP has to be started in order to pressurize the system by ELEC
PMP ON P/B (pulse P/B), before the Engines are started, to avoid pump
cavitation.
The Hydraulic Heat Exchanger is installed at the case drain line, as they
are consider as the hottest point of the system.
HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
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HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
MAINTENANCE COURSE - T1+T2 - RR Trent XWB
29 - Hydraulic Power
HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
MAINTENANCE COURSE - T1+T2 - RR Trent XWB
29 - Hydraulic Power
HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
MAINTENANCE COURSE - T1+T2 - RR Trent XWB
29 - Hydraulic Power
HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
MAINTENANCE COURSE - T1+T2 - RR Trent XWB
29 - Hydraulic Power
HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
MAINTENANCE COURSE - T1+T2 - RR Trent XWB
29 - Hydraulic Power
HYDRAULIC SYSTEM - GENERAL (2) ... HYDRAULIC FLUID ABNORMAL TEMPERATURE (3)
MAINTENANCE COURSE - T1+T2 - RR Trent XWB
29 - Hydraulic Power
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE V1813401
OCTOBER 2013
PRINTED IN FRANCE
AIRBUS S.A.S. 2013
ALL RIGHTS RESERVED
AN EADS COMPANY