Level III - Ata 29 Hydraulic Power

A380
TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL III - ATA 29 Hydraulic Power
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
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No part of this manual may be reproduced in any form,
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without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL
LEVEL III - ATA 29 HYDRAULIC POWER

Theory System
Hydraulic Power System Description (3) . . . . . . . . . . . . . . . . . . . . . . .2
Hydraulic Power System Maintenance (3) . . . . . . . . . . . . . . . . . . . . .32
Operation, Control & Indicating (3) . . . . . . . . . . . . . . . . . . . . . . . . . .54
Component Location (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) TABLE OF CONTENTS Apr 21, 2006
LEVEL III - ATA 29 Hydraulic Power Page 1
HYDRAULIC POWER SYSTEM DESCRIPTION (3)

Green Hydraulic System General Description
Two hydraulic circuits, coded Green and Yellow are installed on the
aircraft.
The green and yellow are similar, so only the green hydraulic system will
be described.
The green hydraulic power systems is composed of the:
- main hydraulic power generation system
- auxiliary hydraulic power generation system,
- hydraulic power distribution system,
- hydraulic case drain system,
- hydraulic heat exchangers system,
- air reservoir pressurization system,
- auxiliary cargo doors hydraulic system (the Body wheel steering system
for the yellow system).
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MAINTENANCE COURSE - T1 & T2 (RR / Metric) HYDRAULIC POWER SYSTEM DESCRIPTION (3) Apr 18, 2006
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GREEN HYDRAULIC SYSTEM GENERAL DESCRIPTION

The relief valve is used to avoid an over-pressure of the reservoir
Hydraulic Reservoir Pressurization System pressurization system, it operates at 60 bars.
The Pressurization Unit Air (PUA) collects air from HP engine pick-up
The reservoir air is pressurized at 4.5 bars absolute, in order to avoid
& Central-Manifold, and then they distribute air to the reservoirs.
pumps cavitations on the ground and throughout the whole flight
It is composed of:
envelope.
- two inlet ports (HP engine port & LP Central Manifold port), they are
The hydraulic reservoir can be pressurized by three different sources:
both fitted with a check valve,
- from the engine IP/HP stage,
- one outlet port, which is connected to the reservoir by a pipe,
- from the ATA 36,
- one air filter, to filter the bleed air coming from the 3 sources: engine,
- from a Ground Service Panel (GSP).
ground connection, aircraft bleed system. This filter has a by-pass and a
In normal operation: during on ground reservoir pressurization sequence
clogging indicator,
or in flight re-pressurization phases, the RASC limits the temperature of
- one fluid separator, fluid (mainly water, exceptionally hydraulic fluid
the air supplied to the reservoir through the PUA in accordance with the
particles) is collected in a bowl which is drained through an Automatic
pressurization unit operational limits (the temperature of the PUA inlet
Drain Valve as soon as the pressure upstream LP port check valve
is lower than 110C) and in order to avoid temperature build up in the
decreases near the atmospheric pressure (A/C on ground). In case the
reservoir that could lead to hydraulic fluid degradation.
APU is not shut down on ground between two flights, separator bowl
The Central Manifold, installed in the belly fairing, is collecting air from
cannot be drained, therefore its capacity has been computed in order not
ATA36 & GSP sources, this equipment is common to both yellow &
to be filled if it is not drained between several flights,
green systems.
- one pressure-reducing valve that regulates air pressure at 4.5 bars
It is composed of:
absolute, only if pressure at PUA inlet ports is greater than this optimized
- two inlet ports (GSP port & ATA36 port),
value for hydraulic system functioning.
- two outlet ports (one connected to yellow system & the other one to the
One Non Return valve installed on the top of each reservoir keeps the
green system),
reservoir pressurized in the event of failure of the pressurization system
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- one two-position valve which is used to switch between ATA 36 or the

or after engine shut-down, and when the reservoir designed to stay
GSP when it is connected. (The nominal position is connected to ATA36),
pressurized for at least 18 hours, at ISO temperature.
- one pressure relief valve, which characteristics are given hereafter:
A relief valve fitted on the top of the reservoir limits the reservoir pressure
- cracking pressure: 5,2 bars relative,
at 5.3 bars relative (7.5 bars at full flow).
- reset pressure: > 4,7 bars relative,
The reservoir is electrically depressurized by a manual operation from a
- no leakage in close position.
device installed on the ground service panel.
The reservoir air pressurization valve is installed on the Ground Service
The depressurization valve can also be manually actuated (maintenance
Panel (GSP), which is installed in the belly fairing of the aircraft (A/C).
purpose only).
It is used for pressurization of both hydraulic reservoirs (at the same time)
from ground.
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HYDRAULIC RESERVOIR PRESSURIZATION SYSTEM

Hydraulic Reservoir Pressurization System (continued)
Hydraulic Reservoir Pressurization and fluid quantity
Indications
The reservoir air is pressurized at 4.5 bars absolute, in order to avoid
pumps cavitations on the ground and throughout the whole flight
envelope. With the engines in operation, the pressurizing system
operates at full flow and the pressure in the Green and Yellow
reservoirs increases to the operation level. The reservoir air is
pressurized at 4.5 bars (65.2670 psi).
The HSMU receives a discrete signal from the:
- reservoir air LP switch when the pressure is less than or equal to 1.5
bar (21.7557 psi) relative.
- low level switch when the hydraulic fluid quantity is less than or
equal to 5 liters,
These signals are also sent to the CDS and FWS via the IOMs for
fault display and report.
The HSMU monitors by means of analogical signals:
- the hydraulic fluid quantity on the reservoir with the fluid quantity
transmitter,
- the hydraulic fluid temperature on the reservoir with the temperature
transmitter,
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- the reservoir air pressure with the air pressure transmitter.
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HYDRAULIC RESERVOIR PRESSURIZATION SYSTEM - HYDRAULIC RESERVOIR PRESSURIZATION AND FLUID QUANTITY
INDICATIONS

also filtered to avoid pollution of the hydraulic fluid with obvious particles
Main Hydraulic Power Generation and metal chip from EDP wear.
Four check valves are also installed in the case drain line to prevent
The Engine Driven Pump (EDP) converts mechanical energy into
hydraulic back flows in the circuit.
hydraulic energy to power the Green hydraulic systems at 5080 psi. The
four EDPs installed on the green circuit are identical. They are installed
on the engine accessory gearbox (two EDPs per engine).
The EDPs suck the hydraulic fluid of the reservoir through the FSOV at
a pressure of 220 PSI. Then the EDP increases the hydraulic fluid pressure
at 5080 PSI and sends hydraulic fluid under pressure to the tow HP
manifolds installed in the pylon 1 and 2,
In these manifolds the hydraulic fluid flows through HP filters to avoid
the pollution of the circuit with particules, or metal chip coming from
the EDP wear. A pressure relief valve is installed on the green HP outer
pylon manifold to protect the hydraulic users from over pressure.
This valve opens, if the pressure increases above 6010 PSI. Check valves
are installed to prevent hydraulic back flows in the HP line in the circuit.
A part of the hydraulic HP delivery coming from the two HP manifolds
is collected in the HP belly-fairing manifold for the hydraulic distribution.
The other part of hydraulic fluid flow is directly distributed to the
hydraulic users installed on the left wing.
AT the same time the hydraulic high pressure inflates the hydraulic power
accumulator.
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The functions of the Power Accumulator within the hydraulic supply

system are as follows, in flight or on ground:
- damping of pressure surges related to transient phenomenon including
water hammers in the hydraulic systems,
- compensation of the response time of the engine driven pumps when
sudden and heavy flow demands occur.
The Power Accumulator is a metal bellow accumulator which is a factory
gas pre-charged at 180 bars. The gas used is Helium.
The case drain lines are hydraulic fluid used for the lubrication and the
cooling of the EDP. The hydraulic fluid of the case drain (1000 PSI) is
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MAIN HYDRAULIC POWER GENERATION

Main Hydraulic Power Generation (continued)
Main Hydraulic Power Interface
The EDP incorporates the following components:
- a solenoid for depressurization,
- a clutch and a solenoid for disengagement,
- a manual command for ground disengagement,
- a reset port for ground reengagement of the clutch,
- a visual indicator (to provide the position of the clutch engaged,
disengaged or reset),
- an integrated attenuator.
The pump is able to operate in the following mode:
- the solenoid valve is de-energized; the EDP fluid flow is available.
- the solenoid valve is energized; there is no fluid flow.
The EDP outlet high pressure is monitored by pressure switch, which
sends a signal to the HSMU in case of low-pressure condition.
The HSMU receives low-pressure signal and sends a discrete signal
to the HYDraulic overhead panel to light the FAULT pushbutton of
the respective EDP.
The low-pressure signals are also sent to the IOM for the CDS and
FWS via the ADCN to warn the pilot.
In flight, it is possible to declutch the two EDPs on the same engine
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from HYDraulic overhead panel by pressing the DISC pushbutton.

Each Engine Driven Pump (EDP) can be depressurized:
- manually by a dedicated Pump OFF P/B Switch
- automatically as a consequence of pulling the related Engine FIRE
Handle
- automatically by the FADEC (EEC) in case of Engine Flameout.
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MAIN HYDRAULIC POWER GENERATION - MAIN HYDRAULIC POWER INTERFACE

One ground connector for the suction line, and the other to connect the
Auxiliary Hydraulic Power Generation HP line on the ground cart.
Then the EMP can be by-passed for ground maintenance task when a
On ground only and with the engines off, the two systems supply
hydraulic ground cart is required.
hydraulic fluid:
Low Pressure (LP) fluid returns from consumers to reservoir via 4 LP
- to operate the cargo doors (Green circuit only).
manifolds (through 70 bars 1000 psi), which collect the LP fluid and they
- to operate the Body wheel steering (BWS) system (Yellow circuit only).
are installed:
- for maintenance operations (Green and Yellow).
- in the outer pylon (LP manifold).
There are four Electric Motor Pumps (EMPs), two installed in engine
- in the Belly Fairing (LP Belly Fairing Manifold).
pylon 2 (for the Green auxiliary hydraulic system) and two in the engine
The Case Drain system is used for the recovering of a surplus hydraulic
pylon 3 (for the Yellow auxiliary hydraulic system), they change the
fluid or leaks which are flown back to the reservoir.
electrical energy into hydraulic energy.
This system is connected to each reservoir (Green and Yellow) through
The EMP supplies Auxiliary Hydraulic Power to the user systems at a
2 case drain manifolds installed in the engine. The pressure in the case
nominal pressure of 350 bars (5000 psi). The EMP gets hydraulic fluid
drain lines is 70 bars (1000 psi).
from reservoirs (Green or Yellow) through a suction line pressurized at
15 bars (220 psi).
The EMP pressurizes the hydraulic system (EMP consumers) through
the HP manifold.
The pressure in the system changes from 200 bars (2900 psi) to 350 bars
(5000 psi) depending on the flow demand.
Two LP switches are installed downstream the EMP to detect low-pressure
delivery.
Two check valves are also installed in the EMP delivery line to prevent
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hydraulic back flows in the circuit.

A selector valve is installed downstream of the filter to supply:
- the cargo doors.
- the Body wheel steering.
- the maintenance operations.
In case of EMPs unavailable to operate cargo doors system, an auxiliary
hydraulic pump is installed for back up.
This pump supplies hydraulic fluid from the reservoir through the manual
isolation valve.
There is the possibility to connect the ground by means of two-ground
connectors installed on the aircraft.
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AUXILIARY HYDRAULIC POWER GENERATION

- the CDS for FAULT display in the cockpit ,
Auxiliary Hydraulic Power Generation (continued) - the FWS for FAULT report.
A LP switch is installed downstream the EMP to monitor the pressure
Auxiliary Hydraulic Power Interface
delivery of the EMP.
The EMP supplies Auxiliary Hydraulic Power to the user systems at In case of low pressure, the LP switch sends a discrete signal to the
a nominal pressure of 350 bars (5000 psi). HSMU for EMP status monitoring.
The EMPs operations is not inhibited if: It also sends a signal to the CDS an FWS via the IOM and the ADCN
- one at least of the 4 engines are running, for fault display on the cockpit and fault report.
- the aircraft is in flight. The HSMU sends a copy of the pump status to the Electrical Load
The EMP can be started automatically or manually from the Hydraulic Management functions (EMLF) hosted in the CPIOM-E for electrical
maintenance panel pushbutton. offload / power cuts management purpose.
In automatic mode, the HSMU receives an auto-start EMP request
from the DSMCU (green system) or by the BWS (yellow system) and
control the RCCB in order to provide 115VAC supply to the EMP
system.
The RCCB dedicated to EMP supply need to have 2 different discrete
signals (AND function) in order to be activated from HSMU and P/B
+ relays.
The HSMU sends a discrete signal to the MCPU and this last one
orders the MSU to close the electrical contactors for EMPs starting
and running.
To guaranty a safety operation of the EMP, the MCPU operates with
a MSU to independently control and protect the electric pumps.
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The MCPU is installed in the main avionics compartment and the

MSU is in the pylon near the electric pumps.
The MCPU protects the EMP from:
- Phase current unbalance,
- Over speed,
- EMP over-temperature,
- The consumption current of EMP.
If the MCPU detects a FAULT, it sends a discrete signal to the MSU
in order to open the electrical contactors to stop the EMP.
The MCPU also sends a FAULT signal to:
- the HSMU for hydraulic system status and monitoring,
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AUXILIARY HYDRAULIC POWER GENERATION - AUXILIARY HYDRAULIC POWER INTERFACE

Heat Exchangers Description
The A380 hydraulic system needs greater hydraulic power than the usual
aircraft consequently the heat power rejected in the hydraulic circuit is
very high.
In order to avoid a hydraulic fluid degradation due to high temperature
exposure leading fluid life reduction and hydraulic equipment degradation,
the installation of a cooling system on green and yellow hydraulic circuits
is therefore necessary.
The Heat Exchangers (HXs) are used to cool the Hydraulic fluid using
cold air (Air/Hydraulic HX).
One Air/Hydraulic HXs (with a dual matrix) per circuit assumes the
hydraulic cooling role. A Fuel/Hydraulic HX in each circuit using fuel
coming from the fuel feed tanks is used as back-up heat exchanger to
replace one Air/Hydraulic HX in case of breakdown.
Air / Hydraulic Heat Exchanger
There are two Air Hydraulic Heat Exchangers (Air/HHXs) dual matrix
per aircraft to cool the hydraulic. Both HHXs are fitted within the
Flap Track Fairing N5 on the EDP Case Drain hydraulic lines. There
are two fans by air/hydraulic cooler installed downstream the heat
exchanger to cool down the hydraulic system. The fan is actuated by
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HP hydraulic motor and switched "ON/OFF" by the Hydraulic System

Management Unit (HSMU). One seepage bottle per fan has been
added to collect fan shaft seal leakage.
One blow in the door is given to the HHX, to supply air when the ram
air intake is icing or in low speed conditions.
There are two temperature sensors which monitor the outlet case drain
temperature of the HHX. A by-pass valve is intalled on the matrix in
order to avoid over cooling of the hydraulic fluid.
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HEAT EXCHANGERS DESCRIPTION - AIR / HYDRAULIC HEAT EXCHANGER

Heat Exchangers Description (continued)
Hydraulic Overheat Description
Each HSMU channel controls an Air Heat Exchanger FAN isolation
valve. The HSMU energizes the FAN isolation valve by a SSPC
discrete command. The logic is done based on Reservoir Temperature
and Aircraft speed (Mach Number). The MACH number information
is sent by the ADIRU via the ADCN and the IOMs. Both FANs are
inhibited if Mach is > 0,45.
Each FAN is activated / stopped for the following temperatures
thresholds:
- outer Air HHX fan activated when Reservoir temp >+20C,
- outer Air HHX fan de-activated when Reservoir temp at 0C,
- inner Air HHX fan activated when Reservoir temp >+55C,
- inner Air HHX fan de-activated when Reservoir temp at +35C.
In case of loss of SSPC Electrical supply; the FAN is automatically
activated (loss of Isolation Valve).
In case of Air Intake Icing, a specific logic overrides the FAN
activation in order to guaranty the opening of a blow-in door. The
logic is done based on AICU 1(2) Wing Anti-Ice valve control signal.
The hydraulic motors run only if the circuit is pressurized.
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WARNING: Warning: Fail-safe open, if electrical power lost and

system de-energized, fans run.
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HEAT EXCHANGERS DESCRIPTION - HYDRAULIC OVERHEAT DESCRIPTION
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HEAT EXCHANGERS DESCRIPTION - HYDRAULIC OVERHEAT DESCRIPTION
This Page Intentionally Left Blank

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Fuel / Hydraulic Heat Exchanger
The function of the fuel/hydraulic cooler is, in flight or on ground, to
be a heat exchanger back-up in case of failure of one Air/Hydraulic
matrix. The chosen cold source used to cool the hydraulic circuits,
through this exchanger, is fuel coming from the fuel feed tanks. Fuel
leaving the hydraulic coolers is returned to the engine fuel feed tank.
One hydraulic cooler is installed per hydraulic circuit (Green and
Yellow), located inside the pylon between the wing and the pylon
primary structure.
During normal operation, hydraulic fluid comes from the air hydraulic
heat exchangers, permanently flow through the HHX matrix and goes
to the LP manifold.
The fuel feed pump of feed tank 1runs and supplies the engine in fuel
LP via the engine feed line.
On this line, there is a fuel bleeding line to supply fuel to the
Fuel/hydraulic heat exchanger.
A fuel shut off valve is used to stop the fuel flow, when hydraulic
fluid cooling is not required.
The fuel flows through the HHX matrix and exchanges the heat with
the hydraulic fluid. After flowing in this matrix, the fuel returns to
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the fuel feed tank 1 through the pressure-maintaining valve. This valve
acts as a non-return valve to prevent reverse flow from the tank
towards the hydraulic cooler. It also keeps the warm fuel pressure
above the fuel vapour pressure to avoid the fuel boiling within the
heat exchanger.
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HEAT EXCHANGERS DESCRIPTION - FUEL / HYDRAULIC HEAT EXCHANGER

Hydraulic Overheat Control
Each HSMU channel is able to request the Fuel Heat Exchanger. The
HSMU sends a request signal to the CPIOM-F (FQMS) by discrete
signals. The logic is done based on Reservoir Temperature and each
channel Case Drain Temperature. The request signal is inhibited by
HSMU in case of fluid overheat or excessive temperature. The fuel
heat exchanger signal is requested for the following temperature
thresholds:
- reservoir Temperature Activation: +85C
- reservoir Temperature De-Activation: 40C
- case Drain Temperature Activation: +100C
- case Drain Temperature De-Activation: +60C
The FQMS inhibits the HSMU request signal in case of:
- low Fuel Quantity in related feed tank (1 or 4) (Quantity < 2100 kg).
- fuel HX is re-enabled if fuel quantity exceeds 2600 kg.
- fuel High Temperature (Fuel Temp in collector cell > +53C)
- fuel HX is re-enabled if fuel temperature in collector cell decreases
below 48C
- engine fire handle activation Or Main Feed Pump of related feed
tank Low Press OR switched Off AND Stand by Feed Pump of related
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feed tank Low Press OR switched Off

- in Electrical Emergency Configuration, all feed pumps are switched
off therefore no fuel HX is available,
- in case of Engine gravity feed, no fuel HX is available
- during cross feed operation, the FQMS inhibits the Fuel HX if the
neither of the main and stand by feed pumps in the related tank
produces pressure.
In order to check the correct operation of the fuel SOV actuator and
to fulfill regular replacement of the fuel in the HX, the FQMS
automatically requests the SOV to open for 1 minute, once per flight,
at landing gear touch down.
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HEAT EXCHANGERS DESCRIPTION - HYDRAULIC OVERHEAT CONTROL

Distribution Hydraulic Power System
This HP manifold is installed in the belly fairing. It receives pressure
from the 4 Engine Driven Pumps (EDP), the 2 Electric Motor Pumps
(EMPs), or from a ground external cart through pylon HP manifold.
This manifold includes for the main hydraulic system the following Line
Replaceable Units components:
- the pressure switches which send a low-pressure signal to the HSMU
when the pressure decreases to 200 bars. The signal disappears when the
pressure reaches 255 bars.
The pressure transmitter has the following application:
- measurement of hydraulic pressure inside the manifold,
- transmission of the electrical signal to the Hydraulic System Monitoring
Unit (HSMU).
3 HP check valves are integrated within the manifold to prevent back
flow.
The sampling valve is used to take samples of hydraulic fluid for analysis.
The priority valve divides the hydraulic supply system into a primary
and a secondary circuit. The consumers connected downstream of the
priority valve (secondary circuit i.e. B or W LG) is isolated in the event
of a pressure drop and thus fulfills the priority to the servo controls.
This manifold includes also for the main hydraulic system the following
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line Shop Replaceable Units (SRU) components:

- a main LMV,
- and three identical LMV.
When the solenoid of the main LMV is electrically energized the hydraulic
flow is directed to the 3 LMVs and the main system is isolated.
Energizing the solenoid of one of the 3 LMV directs the hydraulic flow
to either the rear part of the A/C or to the opposite wing or to the central
and nose parts of the A/C. A spring keeps these valves closed when the
solenoid is not supplied.
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DISTRIBUTION HYDRAULIC POWER SYSTEM

Distribution Hydraulic Power System (continued)
Distribution Hydraulic Power System Interface
This manifold includes the following Line Replaceable Units (LRU)
components:
- 3 Pressure switches have a function to detect a drop of the system
pressure downstream the system valve. They are mechanically and
electrically full-proofed one from the other.
They send a low-pressure signal to the IOMs and to the PRIMary and
SECondary flight control computers when the pressure decreases to
200 +/ 5 bars (2900 +/- 75 psig). The signal disappears when the
pressure reaches 255 +/- 5 bars (3700 +/- 75 psig).
- 1 pressure transmitter measures the hydraulic pressure inside the
manifold upstream the system valve.
It transmits the hydraulic pressure value with an analogical signal to
the HSMU, the IOM, and the PRIMary flight control computers.
The IOMs receive the different signals of the hydraulic system and
send them on the ADCN network via AFDX buses for:
- the status display on the cockpit,
- the FWS to indicate warnings and faults,
- PRIM and SEC.
Low-pressure signal and hydraulic pressure value are sent to the PRIM
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and SEC for management of the flight control configurations.
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DISTRIBUTION HYDRAULIC POWER SYSTEM - DISTRIBUTION HYDRAULIC POWER SYSTEM INTERFACE

Hydraulic System & A/C Interface
The hydraulic power system interfaces with several aircraft system for:
- hydraulic logic operation,
- hydraulic system maintenance operation,
- hydraulic system control and monitoring,
- hydraulic parameters display in the cockpit,
- other system operation.
The HSMUs monitor the hydraulic systems; there are two HSMUs, one
for the green hydraulic system, and the other for the yellow hydraulic
system.
The HSMU sends parameters to the CDS for ECAM display to generate
the hydraulic page.
The HSMU transmits data to the FWS for the alert computation need.
The HSMU transmits the following data to the OMS:
- fault messages from the BITE to the CMS for failure isolation, failure
memorization and reports generation,
- system parameters to the ACMS for real time monitoring and reports
generation.
The CMS can launch hydraulic interactive tests from the maintenance
terminals.
The HSMU sends also hydraulic parameters to the ADCN through the
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IOMs to communicate with other systems:

- ATA 24 through the CPIOM-E for EMP operation,
- ATA 28 through the CPIOM-F for fuel / hydraulic heat exchanger
operation,
- ATA 32 through the CPIOM-G for steering and braking system
operation.
Several signals from other systems are sent to the HSMU for operation
logic of hydraulic system.
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HYDRAULIC SYSTEM & A/C INTERFACE
HYDRAULIC POWER SYSTEM MAINTENANCE (3)

- 5sec ON,
Tests - 2 sec OFF.
Tests Overview Excessive Temperature Detection Test
The HSMU makes the following interactive BITE tests: During this test, the FAULT lights of the overhead panel are lighted
- HSMU test in sequence.
- pin Program test,
- overheat test,
- excessive temperature test,
- accumulator test,
- ground Internal Leakage Measurement Valves Control test.
The Fuel Heat exchanger system is tested during ATA 28 "Valves
Test" specific test.
HSMU Test
The HSMU test basically runs a power-up safety test.
It checks the following HSMU parts:
- micro controller Unit,
- memories (EEPROM, Checksum)
- internal Failures (DSI/DSO Polarization Supply, ADC, DSO, Internal
signals, Internal Link)
- ARINC 429 emitter / receiver
- power supplies
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- watch dog
Pin Programming
The HSMU is able to display the Pin Program configuration chosen
by hardware Pin Programming.
Overheat Detection Test
On HYDraulic overhead panel (1235VM), make sure that all the green
circuit FAULT lights are not lighted.
During this test, check that all green circuit FAULT lights are switched
4 consecutives times:
MAINTENANCE COURSE - T1 & T2 (RR / Metric) HYDRAULIC POWER SYSTEM MAINTENANCE (3) Apr 18, 2006
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TESTS - TESTS OVERVIEW ... EXCESSIVE TEMPERATURE DETECTION TEST

Tests (continued) CAUTION: Caution: During accumulator test, keep clear from
movable surfaces and from electric motor pumps
Accumulator Test (installed in the inner pylon).
The accumulator test is done from the OMS via the HSMU. Caution: Electric motor pump is about to be powered
During this test, the HSMU pressurizes the system and measures the
time for the accumulator to deflate. The HSMU starts up an EMP to
pressurize the system and then the accumulator. The EMP is supplied
with 115 VAC 400 Hz by an electrical ground cart.
This test is done with a minimum of system leakages so the HSMU
closes the Main Leakage Measurement Valve of the belly fairing HP
Manifold.
The test sequence is the following one:
- start EMP & close Main Leakage Measurement Valve,
- wait until EMP Low Pressure disappears,
- wait 30 seconds,
- stop EMP,
- when system pressure < 330 bars Time = T0,
- when system pressure < 140 bars Time = T1,
- open Main GLT Valve,
- Test Result: T = T1 - T0.
If T< 1 second, then accumulator Fails or there is an high internal
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leakage rate else, accumulator is OK.
NOTE: Note: During all the test sequence, a time out of 60 seconds
is considered. If the time out is reached between two
sequences step, the test is aborted.
During this test make sure that:
- ground cart connections are sufficient to power electric motor pump
A or electric motor pump B.
- elect pump A on light and off light and lights are not lighted.
- elect pump B on light and off light and lights are not lighted
- elect pump a SSPC and elect pump B SSPC are not disengaged.
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TESTS - ACCUMULATOR TEST
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TESTS - ACCUMULATOR TEST

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(As soon as the main leakage measurement valve is closed with the
Tests (continued) system pressurized by a hydraulic ground cart).
Obey these safety precautions:
Leakage Measurement Valves Control
The LMV control test is a hydraulic system test done on ground from CAUTION: During valves closure, keep clear from movables surfaces
the OMS.
By means of a hydraulic ground cart, we pressurize the hydraulic NOTE: Note: in any case, left wing will be pressurized
system and check the internal leak rate on the hydraulic system.
A HP and LP ground connector is installed on the inner pylon HP
manifold to connect the hydraulic ground cart.
During this test, the maintenance operator is able to select, from the
OMS pages, 5 hydraulic system leakage measurement valves
configurations:
- left Wing only,
- left Wing and Tail,
- left Wing and Right Wing,
- left Wing and Centre / Forward (Brakes + Slats + Flaps),
- all the green system.
When the operator selects a hydraulic system to check, the CMS sends
a signal to the HSMU, which manages the leakage measurement valves
opening/closure.
In order to check the internal leak rate, a flow meter is installed on
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
the hydraulic ground cart, to verify that the internal leak rates are in
accordance with the internal leak rate tolerances.
This test is done with the following conditions:
- all engines are shut down,
- A/C on ground,
- Vc < 100 kts,
If one of these conditions is not complete, the LMV control test is
inhibited.
During all the test sequence, a time out of 600 seconds is considered.
If the time out is reached between two sequences step, the test is
aborted.
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
TESTS - LEAKAGE MEASUREMENT VALVES CONTROL
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TESTS - LEAKAGE MEASUREMENT VALVES CONTROL

L1W06161 - L0KT0T0 - LM29Y1MAINT0001

Tests (continued)
MCPU Test
A Manual Test shall be done to check those MCPU protection
functions that may otherwise remain dormant. The test shall operate
with the EMP running or not. If the EMP is running, making the
Manual test shall stop it until an MCPU reset has been done.
The Manual Test shall be initiated by pressing a momentary-action
switch on the MCPU. While the switch is being pressed, the MCPU
shall simulate an EMP current unbalance condition within the MCPU
current metering circuits. Only once the MCPU has identified the
"Unbalance Fault", and the switch continues to be pressed, the MCPU
shall enter "Test Mode" and continue to simulate the other three
categories of fault. When all categories of fault have been detected,
the related LED shall be lighted, and this state shall remain held until
the MCPU is reset.
A discrete output on the MCPU, of the discrete "Ground/Open" type,
switches from "open" to "ground" state whenever a Manual Test is
taking place, to let the aircraft equipment identify that the status of
the fault outputs is the result of a test (as opposed to a genuine fault.).
The MCPU shall have 2 LEDs, one per each EMP. When a fault is
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
detected, the related LED shall be lighted and the EMP shall be
stopped until a reset is applied.
MCPU reset shall be done by interrupting the DC supply to the MCPU,
for a duration greater than 2 seconds, using the aircraft circuit breaker.
In the case of an MCPU internal failure, the EMP shall, as far as
possible, not be allowed to operate.
In the event of interruptions of the AC or DC supply exceeding 10ms
("micro-power-interrupts"), the MCPU shall cause the EMP to stop
then re-start in a controlled manner as a measure to prevent excessive
AC supply current transients. The MCPU shall allow three successive
starts (i.e. one normal start followed by 2 automatic re-starts) after
which it shall prevent further restarts until it is reset.
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
TESTS - MCPU TEST

Specifics Maintenance Items
EDP Disengagement/Re-Engagement
It is possible to perform a mechanical disengagement of the EDP from
the engine gearbox by means of the de-clutch mechanism.
In flight, the EDP disengagement is activated from an electrical switch
(28 VDC), on the overhead panel. The disengagement of the EDP is
irreversible in flight, but the re-engagement is possible on ground
without EDP removal (engine shut down).
On the ground, for maintenance purpose, the EDP can be manually
disengaged using a mechanical command on the pump.
The pumps are delivered clutch disengaged and re-clutched only after
installation.
Before each removal / installation, the pumps have to be disengaged
to ensure a safe handling to the mechanics.
The clutch disengagement mechanism has a rotating lever that is
retained by a solenoid-actuated pin .The levers default orientation is
such that the spring load applied on bearing produces for some moment
around the center of the pintle axis that lets the clutch disengage when
the solenoid pin is retracted.
When the EDP is de-clutching, the reset port is in the ''OFF'' position.
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
To re-engage the EDP, The technician must turn, with a wrench, the
reset port until the ''R'' position, and release it to the ''ON'' position.
Then the rotating lever is retained by the solenoid-actuated pin and
the declutch mechanism is re-armed.
Make sure, when you reset the clutch, that the reset port turn
sufficiently to re-arm the de-clutch mechanism.
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
SPECIFICS MAINTENANCE ITEMS - EDP DISENGAGEMENT/RE-ENGAGEMENT
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
SPECIFICS MAINTENANCE ITEMS - EDP DISENGAGEMENT/RE-ENGAGEMENT

L1W06161 - L0KT0T0 - LM29Y1MAINT0001

Specifics Maintenance Items (continued)
PUA Fluid separator
For the removal/installation of the fluid separator and air filter
cartridge, only hands tighten these components and lock the clips.
These components are installed on the PUA in the outer pylon of
engine 1.
On the fluid separator cartridge, do not remove the bolts located at
the bottom part.
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
SPECIFICS MAINTENANCE ITEMS - PUA FLUID SEPARATOR

Specifics Maintenance Items (continued)
EMP removal/installation
For the EMP removal/installation, several components must be
disconnected:
- hydraulic pipes,
- electrical cables,
- air duct,
- bonding straps,
- sensor electrical cables,
- side arm.
Then place the GSE under the EMP cradle and attach it onto the
attachment points located on the pylon ribs.
Remove the 4 EMP fixations located under the cradle and rotate the
arm side at the possible lowest level.
To remove the EMP, place the EMP on the GSE support, and translate
the assembly.
Then make a rotation of the EMP at the bottom and finally do a
translation of the assembly to extract the EMP outside the pylon 2.
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
L1W06161 - L0KT0T0 - LM29Y1MAINT0001
SPECIFICS MAINTENANCE ITEMS - EMP REMOVAL/INSTALLATION
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SPECIFICS MAINTENANCE ITEMS - EMP REMOVAL/INSTALLATION

L1W06161 - L0KT0T0 - LM29Y1MAINT0001
OPERATION, CONTROL & INDICATING (3)

Hydraulic System Operation
Hydraulic Circuit Duct
EMP Logics
Status Indication
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) OPERATION, CONTROL & INDICATING (3) Apr 18, 2006
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
HYDRAULIC SYSTEM OPERATION - HYDRAULIC CIRCUIT DUCT ... STATUS INDICATION

System Pressurization EDP
Fire Valves Indication
Engine Driven Pumps Indication and Engine Identification
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
SYSTEM PRESSURIZATION EDP - FIRE VALVES INDICATION & ENGINE DRIVEN PUMPS INDICATION AND ENGINE IDENTIFICATION

System Pressurization EDP (continued)
Air Heat Exchanger
Fuel Heat Exchanger
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
SYSTEM PRESSURIZATION EDP - AIR HEAT EXCHANGER & FUEL HEAT EXCHANGER

Specific Tests
Accumulators Test
WARNING: LH wing pressurized as Main LMV is located near the

system accumulator.
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301
SPECIFIC TESTS - ACCUMULATORS TEST
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301

L1W06161 - L0KT0T0 - LM29O1LEVEL0301

Leak Measurement Test
WARNING: LH wing systematically pressurized as Main LMV is located

near the main HP manifold installed in the belly fairing.
WARNING: Both GENERATION ACCUMULATOR TEST and

CIRCUIT - LEAKAGE MEASUREMENT VALVES
CONTROL are system interactive tests thus hydraulic
system users will be pressurized/de-pressurized. This could
lead to risky configurations both for the A/C and personnel.
A careful visual monitoring of the system users vicinities
will prevent any dangerous situations.
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
L1W06161 - L0KT0T0 - LM29O1LEVEL0301
LEAK MEASUREMENT TEST
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301
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L1W06161 - L0KT0T0 - LM29O1LEVEL0301

L1W06161 - L0KT0T0 - LM29O1LEVEL0301
COMPONENT LOCATION (3)

Main Avionics Bay
WLG Bay RH
WLG Bay LH
Wing
Engine
Outer Engine Pylon
Inner Engine Pylon
Ground Servicing Panel
Belly Fairing
L1W06161 - L0KT0T0 - LM29C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006

L1W06161 - L0KT0T0 - LM29C1LEVEL0301
MAINTENANCE COURSE - T1 & T2 (RR / Metric) COMPONENT LOCATION (3) Apr 18, 2006
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE L1W06161
APRIL 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY

WITH BAE SYSTEMS

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TECHNICAL TRAINING MANUAL

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LEVEL III - ATA 29 HYDRAULIC POWER

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

GREEN HYDRAULIC SYSTEM GENERAL DESCRIPTION

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

- one two-position valve which is used to switch between ATA 36 or the

HYDRAULIC RESERVOIR PRESSURIZATION SYSTEM

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

- the reservoir air pressure with the air pressure transmitter.

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

The functions of the Power Accumulator within the hydraulic supply

MAIN HYDRAULIC POWER GENERATION

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

from HYDraulic overhead panel by pressing the DISC pushbutton.

MAIN HYDRAULIC POWER GENERATION - MAIN HYDRAULIC POWER INTERFACE

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

hydraulic back flows in the circuit.

AUXILIARY HYDRAULIC POWER GENERATION

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

The MCPU is installed in the main avionics compartment and the

AUXILIARY HYDRAULIC POWER GENERATION - AUXILIARY HYDRAULIC POWER INTERFACE

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

HP hydraulic motor and switched "ON/OFF" by the Hydraulic System

HEAT EXCHANGERS DESCRIPTION - AIR / HYDRAULIC HEAT EXCHANGER

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

WARNING: Warning: Fail-safe open, if electrical power lost and

HEAT EXCHANGERS DESCRIPTION - HYDRAULIC OVERHEAT DESCRIPTION

HEAT EXCHANGERS DESCRIPTION - HYDRAULIC OVERHEAT DESCRIPTION

This Page Intentionally Left Blank

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

HEAT EXCHANGERS DESCRIPTION - FUEL / HYDRAULIC HEAT EXCHANGER

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

feed tank Low Press OR switched Off

HEAT EXCHANGERS DESCRIPTION - HYDRAULIC OVERHEAT CONTROL

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

line Shop Replaceable Units (SRU) components:

DISTRIBUTION HYDRAULIC POWER SYSTEM

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

and SEC for management of the flight control configurations.

DISTRIBUTION HYDRAULIC POWER SYSTEM - DISTRIBUTION HYDRAULIC POWER SYSTEM INTERFACE

HYDRAULIC POWER SYSTEM DESCRIPTION (3)

IOMs to communicate with other systems:

HYDRAULIC SYSTEM & A/C INTERFACE

HYDRAULIC POWER SYSTEM MAINTENANCE (3)

TESTS - TESTS OVERVIEW ... EXCESSIVE TEMPERATURE DETECTION TEST

HYDRAULIC POWER SYSTEM MAINTENANCE (3)

leakage rate else, accumulator is OK.

TESTS - ACCUMULATOR TEST

TESTS - ACCUMULATOR TEST

This Page Intentionally Left Blank

HYDRAULIC POWER SYSTEM MAINTENANCE (3)