DOC AIRBUS | AMM A320FGREEN MAIN HYDRAULIC POWER - DESCRIPTION AND OPERATION
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL
1. General
The Green main hydraulic system is one of the three systems which supply the aircraft with hydraulic power. It supplies:
The Green main hydraulic system is one of the three systems which supply the aircraft with hydraulic power. It supplies:
The system operates at a nominal pressure of 3000 psi (206 bar). It can supply 140 l/min (39.6 USgal/min) from the engine pump (at 100% engine speed). The return part of the system is usually pressurized to 50 psi (3.5 bar). It is possible to pressurize the high pressure (HP) system from three different sources:
The electronic centralized aircraft monitor (ECAM) system monitors the condition of the system all of the time. If a fault occurs or when the crew select it, system information is shown in the flight compartment.
The system operates at a nominal pressure of 3000 psi (206 bar). It can supply 140 l/min (39.6 USgal/min) from the engine pump (at 93.5% engine N2 speed). The return part of the system is usually pressurized to 50 psi (3.5 bar). It is possible to pressurize the high pressure (HP) system from three different sources:
The electronic centralized aircraft monitor (ECAM) system monitors the condition of the system all of the time. If a fault occurs or when the crew select it, system information is shown in the flight compartment.
The system operates at a nominal pressure of 3000 psi (206 bar). It can supply 140 l/min (39.6 USgal/min) from the engine pump (at 100% engine N2 speed). The return part of the system is usually pressurized to 50 psi (3.5 bar). It is possible to pressurize the high pressure (HP) system from three different sources:
The electronic centralized aircraft monitor (ECAM) system monitors the condition of the system all of the time. If a fault occurs or when the crew select it, system information is shown in the flight compartment.
** ON A/C NOT FOR ALL The Green main hydraulic system is one of the three systems which supply the aircraft with hydraulic power. It supplies:
- the landing gear and doors (includes nosewheel steering)
- the normal braking system
- the left (No. 1) engine thrust reverser
- some of the flight controls
- the power transfer unit (PTU).
The Green main hydraulic system is one of the three systems which supply the aircraft with hydraulic power. It supplies:
- the landing gear and doors
- the normal braking system
- the left (No. 1) engine thrust reverser
- some of the flight controls
- the power transfer unit (PTU).
The system operates at a nominal pressure of 3000 psi (206 bar). It can supply 140 l/min (39.6 USgal/min) from the engine pump (at 100% engine speed). The return part of the system is usually pressurized to 50 psi (3.5 bar). It is possible to pressurize the high pressure (HP) system from three different sources:
- the engine-driven pump (EDP)
- the power transfer unit (PTU)
- the ground supply connections.
The electronic centralized aircraft monitor (ECAM) system monitors the condition of the system all of the time. If a fault occurs or when the crew select it, system information is shown in the flight compartment.
The system operates at a nominal pressure of 3000 psi (206 bar). It can supply 140 l/min (39.6 USgal/min) from the engine pump (at 93.5% engine N2 speed). The return part of the system is usually pressurized to 50 psi (3.5 bar). It is possible to pressurize the high pressure (HP) system from three different sources:
- the engine-driven pump (EDP)
- the power transfer unit (PTU)
- the ground supply connections.
The electronic centralized aircraft monitor (ECAM) system monitors the condition of the system all of the time. If a fault occurs or when the crew select it, system information is shown in the flight compartment.
The system operates at a nominal pressure of 3000 psi (206 bar). It can supply 140 l/min (39.6 USgal/min) from the engine pump (at 100% engine N2 speed). The return part of the system is usually pressurized to 50 psi (3.5 bar). It is possible to pressurize the high pressure (HP) system from three different sources:
- the engine-driven pump (EDP)
- the power transfer unit (PTU)
- the ground supply connections.
The electronic centralized aircraft monitor (ECAM) system monitors the condition of the system all of the time. If a fault occurs or when the crew select it, system information is shown in the flight compartment.
2. Component Location
Component Location ** ON A/C NOT FOR ALL
Component Location ** ON A/C NOT FOR ALL
Component Location ** ON A/C NOT FOR ALL
** ON A/C NOT FOR ALL Component Location ** ON A/C NOT FOR ALL Component Location ** ON A/C NOT FOR ALL Component Location ** ON A/C NOT FOR ALL | FIN | FUNCTIONAL DESIGNATION | PANEL | ZONE | ACCESS DOOR | ATA REF |
|---|---|---|---|---|---|
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| 1050GM | CHECK VALVE-ENG 1 PUMP DELIVERY, G | 425 | 29-11-36 | ||
| ** ON A/C ALL | |||||
| 1000GQ | HYD. RESERVOIR GREEN | 147 | 29-11-41 | ||
| 1002GM | LP FILTER | 146 | 29-11-44 | ||
| 1006GM | GND CNCTR-SELF SEAL. | 197CB | 197 | 27-20-00 | |
| 1008GM | GND CNCTR-SELF SEAL. | 197CB | 197 | 27-20-00 | |
| 1010GM | COMPENSATED SLIDE-SUCTION, G | 574AB | 541 | 29-11-47 | |
| 1018GM | CHECK VALVE G | 147 | 27-20-00 | ||
| 1019GM | CHECK VALVE G | 151 | 27-20-00 | ||
| 1020GM | CHECK VALVE G | 146 | 27-20-00 | ||
| 1022GM | CHECK VALVE G | 145 | 27-20-00 | ||
| 1024GM | CHECK VALVE G | 146 | 27-20-00 | ||
| 1030GK | PUMP VARIABLE DTS | 435 | 29-11-51 | ||
| 1041GM | CHECK VALVE-ENG 1 PUMP CASE DRAIN, G | 425 | 29-11-37 | ||
| 1046GK | FIRE-S.-O.V. | 574 | 29-11-52 | ||
| 1048GM | HP FILTER G | 145 | 29-11-45 | ||
| 1063GM | RELIEF VALVE G SYS | 145 | 29-11-32 | ||
| 1064GM | PRIORITY VALVE | 146 | 29-11-33 | ||
| 1070GM | HYD ACCU GREEN | 145 | 29-11-42 | ||
| 1071GM | N2 CHARGING VALVE | 146 | 29-11-22 | ||
| 1072GM | G SYS ACCU PRESS GAGE | 147 | 29-11-21 | ||
| 1084GM | FILTER-ENG PUMP CASE DRAIN | 435 | 29-11-43 | ||
| 1093GM | CHECK VALVE G | 145 | 27-20-00 | ||
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| 1050GM | CHECK VALVE-ENG 1 PUMP DELIVERY, G | 475 | 29-11-36 | ||
| ** ON A/C ALL | |||||
| 1170GM | CHECK VALVE | 675DB | 600 | 29-11-48 | |
| 1187GM | VALVE-FLUID SAMPLING, G HP MANIFOLD | 145 | 29-11-34 | ||
| 1277GM | CHECK VALVE G | 148 | 27-20-00 | ||
| 1410GM | CHECK VALVE-SLAT WTB G RETURN, L WING | 522SB | 500 | 29-11-48 | |
| 1411GM | CHECK VALVE-SLAT WTB G RETURN, R WING | 622SB | 600 | 29-11-48 | |
| 1524GM | CHECK VALVE G | 147 | 27-20-00 | ||
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| 1672GM | SELF SEALING CPLG-PUMP SUCTION, G | 410 | 29-11-38 | ||
| ** ON A/C ALL | |||||
| 1704GM | CHECK VALVE G | 145 | 27-20-00 | ||
| 1WD | ENG/APU FIRE PNL | 210 | 26-12-12 | ||
| ** ON A/C NOT FOR ALL | |||||
| 1060GM | SELF SEALING COUPLING | 410 | 29-11-36 | ||
3. System Description
Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL
Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL
Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL
Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL
Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL
The Green main hydraulic system has two sub-systems:
The EDP is attached to the engine accessory gearbox with key-hole fasteners. The hoses between the EDP and the system have quick-disconnect, self-sealing couplings. This makes it possible to change the EDP quickly with minimum effect on the system.
The power transfer unit (PTU) (1088GM) can also pressurize the Green HP circuit (Ref. 29-23-00). The PTU gets its power from the Yellow main system (Ref. 29-13-00). It supplies power to the Green system automatically if the system pressure falls to 500 psi (34.5 bar) below the pressure in the Yellow system. There is no hydraulic connection between the two systems so fluid cannot get from one system into the other.
On the ground, it is possible to pressurize the system from a ground supply. The system has self-sealing connections for a ground supply installed on the ground service panel.
The ground service panel for the Green system is installed in the left belly fairing aft of the main landing gear compartment. The components and connections necessary to service the Green system (this does not include the ground connection of the reservoir pressurization system and the reservoir drain) are installed in a group together on it. The ground service panel has these components on it:
Installed downstream of the pump are a pressure switch (1074GK) and a check valve (1050GM). The pressure switch monitors the output pressure of the pump (Ref. AMM D/O 29-32-00-00). The check valve stops the flow of fluid to the pump if the system is pressurized from a different source.
The supply to most of the flight control (but not the Flaps or Slats) consumers goes through the HP and leakage measurement system (LMS) manifolds. Thus it is possible to isolate some consumers to measure the internal leakage of parts of the system.
The flexible hose 1699GM, which is part of the reservoir filling equipment, is kept in the ground service panel compartment (Ref. AMM D/O 29-16-00-00).
Installed downstream of the pump are a pressure switch (1074GK) and a check valve (1050GM). The pressure switch monitors the output pressure of the pump (Ref. AMM D/O 29-32-00-00). The check valve stops the flow of hydraulic fluid to the pump if the system is pressurized from a different source.
The flexible hose 1699GM, which is part of the reservoir filling equipment, is kept in the ground service panel compartment (Ref. AMM D/O 29-16-00-00).
Installed downstream of the pump are a pylon manifold (1030GM) with integral check valve and a pressure switch (1074GK). The pressure switch monitors the output pressure of the pump (Ref. AMM D/O 29-32-00-00). The check valve stops the flow of hydraulic fluid to the pump if the system is pressurized from a different source.
The HP manifold has ports which connect it to the other parts of the system as follows:
The HP manifold has ports which connect it to the other parts of the system as follows:
A sampling valve (1187GM) is installed on the HP manifold. It makes it possible to take samples of fluid from the system for analysis. It is possible to take a sample with the system at full pressure.
The system accumulator (1070GM) has a direct hydraulic connection to the HP manifold. The accumulator keeps the pressure in the system free from small changes. It also makes a supply of fluid available to replace a temporary decrease. This can occur if there is a sudden large demand and the pump has not had time to adjust. The accumulator is pre-charged with nitrogen to 1885 psi (130 bar). It holds 0.18 l (0.0476 USgal) of useable fluid when it is full (at 3000 psi (206 bar)). A gas charging valve (1071GM) and a pressure gage (1072GM) are installed on the accumulator.
A solenoid valve on the HP manifold controls the flow of fluid to the LMS manifold. The solenoid valve is operated from the maintenance panel in the flight compartment.
The LMS manifold (1146GM) makes it possible to measure the internal leakage of groups of consumers. The HP supply is divided into three outputs, one to each of the:
A solenoid valve in the HP manifold controls the flow of the hydraulic fluid to the flight controls in the rear section, the left wing and the right wing. The solenoid valve is operated from the maintenance overhead panel 50VU in the flight compartment.
The ultrasonic flowmeter (USF) makes it possible to measure the internal leakage of groups of consumers. The HP supply through the solenoid valve is divided into three outputs, one to each of the:
The main system is connected with the power transfer unit (PTU) through the PTU manifold (1113GM). The PTU manifold also has outputs to other consumers. The connections are:
The system priority valve (1064GM) is installed on the PTU manifold. It stops the supply of fluid to non-essential consumers if the system pressure is too low. The priority valve closes at 127 bar (1841.9788 psi) to 130 bar (1885.4901 psi) and opens at 135 bar (1958.0090 psi) to 140 bar (2030.5278 psi).
Two check valves are installed on the PTU manifold. The check valve (1093GM) controls together with the other check valve the flow of fluid in the manifold. Also installed on the PTU manifold is a solenoid valve which controls the flow of fluid to the normal brake system (Ref. AMM D/O 32-00-00-00).
The Green main system supplies the consumers that follow:
The LP fluid goes through the LP filter (1002GM) before it gets to the reservoir. The filter has a filtration rate of 3 microns. If the filter element gets clogged, a by-pass operates and unfiltered fluid goes to the reservoir. A temperature sensor (1381GR) attached to the outlet of the LP filter monitors the temperature of the return fluid. The temperature information is sent to the ECAM and warning systems (Ref. AMM D/O 29-33-00-00).
A filter (1084GM) is installed in the EDP case drain line to the LP system. It has a filtration rating of 15 microns.
The system reservoir 1000GQ is installed in the main landing gear compartment. It holds a supply of fluid and also makes allowance for differences of the quantity of fluid in the system (due to different positions of jacks for example).
The reservoir is filled through the reservoir filling system (Ref. AMM D/O 29-16-00-00) which is operated from the ground service panel of the Green system. A reservoir drain valve is installed on the reservoir.
The reservoir is pressurized with air to 3.5 bar (50 psi) (to stop cavitation at the inlet of the EDP). The supply of air comes from the aircraft pneumatic system (Ref. AMM D/O 36-00-00-00). It is also possible to pressurize the reservoir from a ground supply. A depressurization valve is installed on the ground service panel of the Green system. A PRV and air pressure gage are installed on the reservoir.
A motorized valve 1046GK is installed in the suction line between the reservoir and the EDP. It operates when the engine FIRE pushbutton in the flight compartment is operated. It stops the supply of fluid to the EDP if there is a fire in the nacelle.
A compensated slide 1010GM is installed in the suction line between the reservoir and the EDP. It compensates for differences in pipe length, caused by changes in temperature, or usual movement of the wing in flight.
** ON A/C NOT FOR ALL Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL Green Hydraulic System - Schematic ** ON A/C NOT FOR ALL - a high-pressure (HP) circuit which supplies consumers
- a low-pressure (LP) or return circuit through which the fluid returns to the reservoir.
The EDP is attached to the engine accessory gearbox with key-hole fasteners. The hoses between the EDP and the system have quick-disconnect, self-sealing couplings. This makes it possible to change the EDP quickly with minimum effect on the system.
The power transfer unit (PTU) (1088GM) can also pressurize the Green HP circuit (Ref. 29-23-00). The PTU gets its power from the Yellow main system (Ref. 29-13-00). It supplies power to the Green system automatically if the system pressure falls to 500 psi (34.5 bar) below the pressure in the Yellow system. There is no hydraulic connection between the two systems so fluid cannot get from one system into the other.
On the ground, it is possible to pressurize the system from a ground supply. The system has self-sealing connections for a ground supply installed on the ground service panel.
The ground service panel for the Green system is installed in the left belly fairing aft of the main landing gear compartment. The components and connections necessary to service the Green system (this does not include the ground connection of the reservoir pressurization system and the reservoir drain) are installed in a group together on it. The ground service panel has these components on it:
- the ground test pressure and suction self-sealing connectors 1006GM and 1008GM
- the Green reservoir depressurization valve 1087GM (Ref. AMM D/O 29-14-00-00)
- the hand pump 1009GM of the reservoir filling system (Ref. 29-15-00)
- the reservoir quantity indicator 1834GQ (Ref. AMM D/O 29-13-00-00)
- the selector valve 1134GQ of the reservoir filling system (Ref. AMM D/O 29-16-00-00)
- the ground supply connector 1007GM of the reservoir filling system (Ref. 29-16-00)
- the fill valve 1698GM of the reservoir filling system (Ref. AMM D/O 29-16-00-00)
- the filter 1132GM of the reservoir filling system (Ref. AMM D/O 29-16-00-00)
- the restrictor 1139GM of the reservoir filling system (Ref. AMM D/O 29-16-00-00).
Installed downstream of the pump are a pressure switch (1074GK) and a check valve (1050GM). The pressure switch monitors the output pressure of the pump (Ref. AMM D/O 29-32-00-00). The check valve stops the flow of fluid to the pump if the system is pressurized from a different source.
The supply to most of the flight control (but not the Flaps or Slats) consumers goes through the HP and leakage measurement system (LMS) manifolds. Thus it is possible to isolate some consumers to measure the internal leakage of parts of the system.
The flexible hose 1699GM, which is part of the reservoir filling equipment, is kept in the ground service panel compartment (Ref. AMM D/O 29-16-00-00).
Installed downstream of the pump are a pressure switch (1074GK) and a check valve (1050GM). The pressure switch monitors the output pressure of the pump (Ref. AMM D/O 29-32-00-00). The check valve stops the flow of hydraulic fluid to the pump if the system is pressurized from a different source.
The flexible hose 1699GM, which is part of the reservoir filling equipment, is kept in the ground service panel compartment (Ref. AMM D/O 29-16-00-00).
Installed downstream of the pump are a pylon manifold (1030GM) with integral check valve and a pressure switch (1074GK). The pressure switch monitors the output pressure of the pump (Ref. AMM D/O 29-32-00-00). The check valve stops the flow of hydraulic fluid to the pump if the system is pressurized from a different source.
The HP manifold has ports which connect it to the other parts of the system as follows:
- a system pressure inlet from the pump and ground supply
- two outlets to the LMS manifold
- one outlet to the PTU manifold
- one inlet from the PTU manifold
- one connection to/from the system accumulator.
The HP manifold has ports which connect it to the other parts of the system as follows:
- A system pressure inlet from the pump and ground supply
- One outlet to the flight controls in the rear section, the LH wing and the RH wing
- One outlet to the PTU manifold
- One inlet from the PTU manifold
- One connection to/from the system accumulator.
A sampling valve (1187GM) is installed on the HP manifold. It makes it possible to take samples of fluid from the system for analysis. It is possible to take a sample with the system at full pressure.
The system accumulator (1070GM) has a direct hydraulic connection to the HP manifold. The accumulator keeps the pressure in the system free from small changes. It also makes a supply of fluid available to replace a temporary decrease. This can occur if there is a sudden large demand and the pump has not had time to adjust. The accumulator is pre-charged with nitrogen to 1885 psi (130 bar). It holds 0.18 l (0.0476 USgal) of useable fluid when it is full (at 3000 psi (206 bar)). A gas charging valve (1071GM) and a pressure gage (1072GM) are installed on the accumulator.
A solenoid valve on the HP manifold controls the flow of fluid to the LMS manifold. The solenoid valve is operated from the maintenance panel in the flight compartment.
The LMS manifold (1146GM) makes it possible to measure the internal leakage of groups of consumers. The HP supply is divided into three outputs, one to each of the:
- flight controls in the LH wing
- flight controls in the RH wing
- flight controls in the tail section.
A solenoid valve in the HP manifold controls the flow of the hydraulic fluid to the flight controls in the rear section, the left wing and the right wing. The solenoid valve is operated from the maintenance overhead panel 50VU in the flight compartment.
The ultrasonic flowmeter (USF) makes it possible to measure the internal leakage of groups of consumers. The HP supply through the solenoid valve is divided into three outputs, one to each of the:
- Flight controls in the left wing
- Flight controls in the right wing
- Flight controls in the tail section.
The main system is connected with the power transfer unit (PTU) through the PTU manifold (1113GM). The PTU manifold also has outputs to other consumers. The connections are:
- one inlet/outlet from/to the PTU
- one inlet from the HP manifold
- one outlet to the HP manifold
- one outlet to consumers (downstream of the priority valve 1064GM)
- one outlet to the normal brake system (Ref. AMM D/O 32-00-00-00).
The system priority valve (1064GM) is installed on the PTU manifold. It stops the supply of fluid to non-essential consumers if the system pressure is too low. The priority valve closes at 127 bar (1841.9788 psi) to 130 bar (1885.4901 psi) and opens at 135 bar (1958.0090 psi) to 140 bar (2030.5278 psi).
Two check valves are installed on the PTU manifold. The check valve (1093GM) controls together with the other check valve the flow of fluid in the manifold. Also installed on the PTU manifold is a solenoid valve which controls the flow of fluid to the normal brake system (Ref. AMM D/O 32-00-00-00).
The Green main system supplies the consumers that follow:
- direct from the EDP (upstream of the priority valve):
- the LH (No. 1) engine thrust reverser. - from the HP manifold (through the LMS manifold):
- the LH and RH spoiler 1
- the LH and RH spoiler 5
- the LH and RH aileron
- the LH and RH slat wing tip brake (WTB)
- the RH flap WTB
- the LH elevator
- the rudder
- the trimmable horizontal stabilizer (THS)
- the yaw damper. - from the PTU manifold (downstream of the priority valve):
- the PTU
- the RH slat power control unit (PCU) motor
- the LH flap PCU motor
- the nosewheel steering
- the nose landing gear and doors
- the main landing gear and doors. - from the PTU manifold (upstream of the priority valve):
- the normal braking system.
It is possible to supply all of the consumers from the ground supply connections.
- direct from the EDP (upstream of the priority valve):
- the LH (No. 1) engine thrust reverser. - from the HP manifold (through the LMS manifold):
- the LH and RH spoiler 1
- the LH and RH spoiler 5
- the LH and RH aileron
- the LH and RH slat wing tip brake (WTB)
- the RH flap WTB
- the LH elevator
- the rudder
- the trimmable horizontal stabilizer (THS)
- the yaw damper. - from the PTU manifold (downstream of the priority valve):
- the PTU
- the RH slat power control unit (PCU) motor
- the LH flap PCU motor
- the nose landing gear and doors
- the main landing gear and doors. - from the PTU manifold (upstream of the priority valve):
- the normal braking system.
It is possible to supply all of the consumers from the ground supply connections.
- Direct from the EDP (upstream of the priority valve):
- the LH (No. 1) engine thrust reverser. - From the HP manifold (through the solenoid valve 1150GP):
- the LH and RH spoiler 1
- the LH and RH spoiler 5
- the LH and RH aileron
- the LH and RH slat wing tip brake (WTB)
- the RH flap WTB
- the LH elevator
- the rudder
- the trimmable horizontal stabilizer (THS)
- the yaw damper. - From the PTU manifold (downstream of the priority valve):
- the PTU
- the RH slat power control unit (PCU) motor
- the LH flap PCU motor
- the nose landing gear and doors
- the main landing gear and doors. - From the PTU manifold (upstream of the priority valve):
- the normal braking system.
It is possible to supply all of the consumers from the ground supply connections.
The LP fluid goes through the LP filter (1002GM) before it gets to the reservoir. The filter has a filtration rate of 3 microns. If the filter element gets clogged, a by-pass operates and unfiltered fluid goes to the reservoir. A temperature sensor (1381GR) attached to the outlet of the LP filter monitors the temperature of the return fluid. The temperature information is sent to the ECAM and warning systems (Ref. AMM D/O 29-33-00-00).
A filter (1084GM) is installed in the EDP case drain line to the LP system. It has a filtration rating of 15 microns.
The system reservoir 1000GQ is installed in the main landing gear compartment. It holds a supply of fluid and also makes allowance for differences of the quantity of fluid in the system (due to different positions of jacks for example).
The reservoir is filled through the reservoir filling system (Ref. AMM D/O 29-16-00-00) which is operated from the ground service panel of the Green system. A reservoir drain valve is installed on the reservoir.
The reservoir is pressurized with air to 3.5 bar (50 psi) (to stop cavitation at the inlet of the EDP). The supply of air comes from the aircraft pneumatic system (Ref. AMM D/O 36-00-00-00). It is also possible to pressurize the reservoir from a ground supply. A depressurization valve is installed on the ground service panel of the Green system. A PRV and air pressure gage are installed on the reservoir.
A motorized valve 1046GK is installed in the suction line between the reservoir and the EDP. It operates when the engine FIRE pushbutton in the flight compartment is operated. It stops the supply of fluid to the EDP if there is a fire in the nacelle.
A compensated slide 1010GM is installed in the suction line between the reservoir and the EDP. It compensates for differences in pipe length, caused by changes in temperature, or usual movement of the wing in flight.
** ON A/C NOT FOR ALL
5. Component Description
A. Reservoir FIN: 1000-GQ
The reservoir is made of two molded light alloy sections which are welded together to make a cylindrical shape. The top of the reservoir has a manifold for the components of the air pressurization system (Ref. AMM D/O 29-14-00-00). The bottom of the reservoir has two ports for the hydraulic connections. The ports are for the suction and return line connections. A drain valve is installed in the return port. The reservoir also has flanges to attach the quantity indicator/transmitter and the low level switch (Ref. AMM D/O 29-31-00-00).
The inside of the reservoir includes baffles which give a supply (for 20 s) of fluid under negative 'g' conditions. The baffles also form an anti-emulsion device which limits the emulsion of the fluid when there is a large return flow.
The hydraulic fluid capacities of the reservoir are:
The reservoir is filled with hydraulic fluid through the reservoir filling system (Ref. AMM D/O 29-16-00-00).
The reservoir is made of two molded light alloy sections which are welded together to make a cylindrical shape. The top of the reservoir has a manifold for the components of the air pressurization system (Ref. AMM D/O 29-14-00-00). The bottom of the reservoir has two ports for the hydraulic connections. The ports are for the suction and return line connections. A drain valve is installed in the return port. The reservoir also has flanges to attach the quantity indicator/transmitter and the low level switch (Ref. AMM D/O 29-31-00-00).
The inside of the reservoir includes baffles which give a supply (for 20 s) of fluid under negative 'g' conditions. The baffles also form an anti-emulsion device which limits the emulsion of the fluid when there is a large return flow.
The hydraulic fluid capacities of the reservoir are:
- the normal fill level 14 l (3.6984 USgal),
- the maximum gageable level 18 l (4.7551 USgal)
- the low level warning level 3.0 + 0.4 - 0.4 l (0.8 + 0.1 - 0.1 USgal)
The reservoir is filled with hydraulic fluid through the reservoir filling system (Ref. AMM D/O 29-16-00-00).
B. Engine Pump Fire Valve 1046GK
The engine-pump fire valve is installed in the LH wing between the rear spar and the rear false spar, inboard of the pylon. It is in the suction line between the reservoir and the engine-driven pump (EDP). When the valve closes it stops the supply of fluid to the EDP.
The fire valve has two primary parts:
The valve assembly has an inlet and an outlet with a ball valve between them. The two connections are not the same, thus it is not possible to install the valve incorrectly. The body of the valve assembly has arrows which show the direction of flow through the valve. The valve ball has a connection for the output shaft of the actuator. The ball turns thru 90 degrees each time it operates.
The actuator assembly consists of a housing which holds the electric motor, the gearbox and the limit switches. The housing also has a mounting flange which connects with the mounting flange of the valve assembly.
The electric motor is a 28 V DC type. The limit switches and the FIRE pushbutton in the flight compartment control the supply of electrical power to the motor. Spur gears connect the output shaft of the motor to the input shaft of the gearbox.
The gearbox contains a worm gear and a worm wheel. Spur gears connect the worm gear to the motor. The worm wheel is attached to the output shaft.
The coupling connects the output shaft of the gearbox with the ball valve of the valve assembly. The output shaft has a valve position indicator. The indicator is located on top of the actuator assembly and shows the OPEN or SHUT position of the valve.
The output shaft also has a cam with actuating levers which operates two micro switches. The cam causes one switch to open and the other to close when the valve is in the fully open or closed position.
The two switches are closed when the valve is between the two positions. When the valve gets to the position which is selected, one switch opens and the supply to the motor stops. One of the switches sends a signal to the (ECAM) when the valve is fully closed.
The engine-pump fire valve is installed in the LH wing between the rear spar and the rear false spar, inboard of the pylon. It is in the suction line between the reservoir and the engine-driven pump (EDP). When the valve closes it stops the supply of fluid to the EDP.
The fire valve has two primary parts:
- the valve assembly, and
- the actuator assembly.
The valve assembly has an inlet and an outlet with a ball valve between them. The two connections are not the same, thus it is not possible to install the valve incorrectly. The body of the valve assembly has arrows which show the direction of flow through the valve. The valve ball has a connection for the output shaft of the actuator. The ball turns thru 90 degrees each time it operates.
The actuator assembly consists of a housing which holds the electric motor, the gearbox and the limit switches. The housing also has a mounting flange which connects with the mounting flange of the valve assembly.
The electric motor is a 28 V DC type. The limit switches and the FIRE pushbutton in the flight compartment control the supply of electrical power to the motor. Spur gears connect the output shaft of the motor to the input shaft of the gearbox.
The gearbox contains a worm gear and a worm wheel. Spur gears connect the worm gear to the motor. The worm wheel is attached to the output shaft.
The coupling connects the output shaft of the gearbox with the ball valve of the valve assembly. The output shaft has a valve position indicator. The indicator is located on top of the actuator assembly and shows the OPEN or SHUT position of the valve.
The output shaft also has a cam with actuating levers which operates two micro switches. The cam causes one switch to open and the other to close when the valve is in the fully open or closed position.
The two switches are closed when the valve is between the two positions. When the valve gets to the position which is selected, one switch opens and the supply to the motor stops. One of the switches sends a signal to the (ECAM) when the valve is fully closed.
C. Engine-Driven Pump 1030GK
Engine-Driven Pump (VICKERS) - Schematic ** ON A/C NOT FOR ALL
Engine-Driven Pump (ABEX) - Schematic ** ON A/C NOT FOR ALL
The engine-driven pump (EDP) is attached to the accessory gearbox on the bottom of the engine. A splined quill drive connects the gearbox to the input shaft of the pump. The quill drive is made to shear if the pump cannot turn. The attachment flange of the pump has keyhole slots where the installation bolts are. The suction line connection has a quick-release, self-sealing coupling. Together, they make it possible to replace the pump quickly.
The pump is of the variable-displacement type. The rotating assembly turns all of the time that the engine operates. The pump has nine pistons which are connected to a moveable yoke plate. When the angle of the yoke plate changes, the stroke of the pistons changes and the output of the pump is increased or decreased. The compensator valve supplies servo pressure to the actuator piston, which controls the angle of the yoke.
The engine-driven pump (EDP) is attached to the accessory gearbox on the bottom of the engine. A splined quill drive connects the gearbox to the input shaft of the pump. The quill drive is made to shear if the pump can not turn. The attachment flange of the pump has keyhole slots where the installation bolts are. The suction line connection has a quick-release self-sealing coupling. Together, they make it possible to replace the pump quickly.
The pump is of the variable-displacement type. The rotating assembly turns all of the time that the engine operates. The pump has nine pistons which are connected to an inclined cam surface which is moveable (the "hanger"). When the angle of the hanger changes, the stroke of the pistons changes and the output of the pump is increased or decreased. The compensator valve supplies servo pressure to the stroking piston, which controls the angle of the hanger.
A solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). The EDP includes a blocking valve which isolates the pump from the hydraulic system when the pump operates in the depressurized mode.
In the depressurized mode the outlet of the pump is connected internally directly to the inlet of the pump. The pump then operates with an internal pressure of approximately 1000 psi (70 bar), with zero flow. This is the pressure necessary on the actuator piston to reduce the angle of the yoke to near zero when the outlet and control pressures are balanced.
A solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). When the solenoid valve is energized, the piston of the blocking valve gets a supply of pressure and stops the output from the pump. At the same time, the stroking piston operates and moves the hanger to de-stroke the piston.
The pump then operates with an internal pressure of approximately 600 psi (41 bar), with zero flow. This is the pressure necessary on the stroking piston to reduce the angle of the yoke to near zero.
A case pressure relief valve connects the fluid in the EDP case to the inlet of the pump if the pressure of the fluid in the case is too high (for example if the case drain pipe is blocked). A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. This makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes into a container, which is also used to collect oil from the accessory gearbox. The fluid from the two components is kept divided. Thus it is possible to find if the leakage of fluid past the seals of the pump or gearbox is too high.
The EDP supplies fluid at 206 + 3 -0 bar (3000 +43 -0 psi) at zero delivery and a flow of 150 l/min (39.6 USgal) at a speed of 3982 rpm (100% engine speed).
A case pressure relief valve connects the fluid in the EDP case to the inlet of the pump if the pressure of the fluid in the case is too high (for example if the case drain pipe is blocked). A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. This makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes through a pipe into a collector tank which holds the fluid. The hydraulic fluid is kept apart from drain fluids from other components. The collector tank has a manual drain valve so that you can empty it on the ground. It also lets you measure the amount of leakage from the EDP. During flight excess fluid goes overboard through the power plant drains system (Ref. AMM D/O 71-70-00-00).
The EDP supplies fluid at 206 + 3 -0 bar (3000 +43 -0 psi) at zero flow and 196 bar (2854 psi) with a flow of 140 l/min (37 USgal/min). The EDP gives this flow at its rated delivery speed of 3702 rpm (equivalent to 100% engine N2 speed).
If the supply of fluid to the EDP stops (the fire valve is closed) the EDP can operate for a maximum of 15 mins. before it is damaged.
A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. This makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes through a pipe into the engine drains mast. From there it goes overboard. This prevents the collection of fluid in the nacelle.
The EDP seal drain pipe is kept apart from other pipes in the drains mast. Thus, you can see if there is leakage and measure the amount of leakage from the EDP.
The EDP supplies fluid to the system at a nominal pressure of 206 bar (3000 psi) with zero flow, and a flow of 150 l/min (39.6 US gal/min) at a pressure of 196 bar (2854 psi). The pump supplies this amount of fluid at a speed of 3982 rpm (100% engine N2 speed).
If a supply of fluid to the EDP stops (the fire valve is closed) the EDP can operate for a maximum of 15 mins. before it is damaged.
A case pressure relief valve connects the fluid in the EDP case to the inlet of the pump if the pressure of the fluid in the case is too high (for example if the case drain pipe is blocked). A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. Thie makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes through a pipe into a collector tank which holds the fluid. The hydraulic fluid is kept apart from drain fluids from other components. The collector tank has a manual drain valve so that you can empty it on the ground. It also allows you to measure the amount of leakage from the EDP. During flight excess fluid goes overboard through the power plant drain system (Ref. AMM D/O 71-70-00-00).
The EDP supplies fluid to the system at a nominal pressure of 206 bar (3000 psi) with zero flow, and a flow of 150 l/min (39.6 US gal/min) at a pressure of 196 bar (2854 psi). The pump supplies this amount of fluid at a speed of 3702 rpm (equivalent to 93.5% engine N2 speed).
If the supply of fluid to the EDP stops (the fire valve is closed) the EDP can operate for a maximum of 15 mins. before it is damaged.
Engine-Driven Pump (VICKERS) - Schematic ** ON A/C NOT FOR ALL Engine-Driven Pump (ABEX) - Schematic ** ON A/C NOT FOR ALL The pump is of the variable-displacement type. The rotating assembly turns all of the time that the engine operates. The pump has nine pistons which are connected to a moveable yoke plate. When the angle of the yoke plate changes, the stroke of the pistons changes and the output of the pump is increased or decreased. The compensator valve supplies servo pressure to the actuator piston, which controls the angle of the yoke.
The engine-driven pump (EDP) is attached to the accessory gearbox on the bottom of the engine. A splined quill drive connects the gearbox to the input shaft of the pump. The quill drive is made to shear if the pump can not turn. The attachment flange of the pump has keyhole slots where the installation bolts are. The suction line connection has a quick-release self-sealing coupling. Together, they make it possible to replace the pump quickly.
The pump is of the variable-displacement type. The rotating assembly turns all of the time that the engine operates. The pump has nine pistons which are connected to an inclined cam surface which is moveable (the "hanger"). When the angle of the hanger changes, the stroke of the pistons changes and the output of the pump is increased or decreased. The compensator valve supplies servo pressure to the stroking piston, which controls the angle of the hanger.
A solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). The EDP includes a blocking valve which isolates the pump from the hydraulic system when the pump operates in the depressurized mode.
In the depressurized mode the outlet of the pump is connected internally directly to the inlet of the pump. The pump then operates with an internal pressure of approximately 1000 psi (70 bar), with zero flow. This is the pressure necessary on the actuator piston to reduce the angle of the yoke to near zero when the outlet and control pressures are balanced.
A solenoid valve (controlled from the flight compartment) makes it possible to change the operation of the pump so that it does not supply pressure to the system (depressurized mode). When the solenoid valve is energized, the piston of the blocking valve gets a supply of pressure and stops the output from the pump. At the same time, the stroking piston operates and moves the hanger to de-stroke the piston.
The pump then operates with an internal pressure of approximately 600 psi (41 bar), with zero flow. This is the pressure necessary on the stroking piston to reduce the angle of the yoke to near zero.
A case pressure relief valve connects the fluid in the EDP case to the inlet of the pump if the pressure of the fluid in the case is too high (for example if the case drain pipe is blocked). A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. This makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes into a container, which is also used to collect oil from the accessory gearbox. The fluid from the two components is kept divided. Thus it is possible to find if the leakage of fluid past the seals of the pump or gearbox is too high.
The EDP supplies fluid at 206 + 3 -0 bar (3000 +43 -0 psi) at zero delivery and a flow of 150 l/min (39.6 USgal) at a speed of 3982 rpm (100% engine speed).
A case pressure relief valve connects the fluid in the EDP case to the inlet of the pump if the pressure of the fluid in the case is too high (for example if the case drain pipe is blocked). A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. This makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes through a pipe into a collector tank which holds the fluid. The hydraulic fluid is kept apart from drain fluids from other components. The collector tank has a manual drain valve so that you can empty it on the ground. It also lets you measure the amount of leakage from the EDP. During flight excess fluid goes overboard through the power plant drains system (Ref. AMM D/O 71-70-00-00).
The EDP supplies fluid at 206 + 3 -0 bar (3000 +43 -0 psi) at zero flow and 196 bar (2854 psi) with a flow of 140 l/min (37 USgal/min). The EDP gives this flow at its rated delivery speed of 3702 rpm (equivalent to 100% engine N2 speed).
If the supply of fluid to the EDP stops (the fire valve is closed) the EDP can operate for a maximum of 15 mins. before it is damaged.
A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. This makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes through a pipe into the engine drains mast. From there it goes overboard. This prevents the collection of fluid in the nacelle.
The EDP seal drain pipe is kept apart from other pipes in the drains mast. Thus, you can see if there is leakage and measure the amount of leakage from the EDP.
The EDP supplies fluid to the system at a nominal pressure of 206 bar (3000 psi) with zero flow, and a flow of 150 l/min (39.6 US gal/min) at a pressure of 196 bar (2854 psi). The pump supplies this amount of fluid at a speed of 3982 rpm (100% engine N2 speed).
If a supply of fluid to the EDP stops (the fire valve is closed) the EDP can operate for a maximum of 15 mins. before it is damaged.
A case pressure relief valve connects the fluid in the EDP case to the inlet of the pump if the pressure of the fluid in the case is too high (for example if the case drain pipe is blocked). A pump inlet boost impeller is included in the EDP which increases the pressure of the fluid at the inlet of the pump. Thie makes certain that the chambers of the pump get a sufficient supply of fluid at all conditions of operation.
Seal drain fluid goes through a pipe into a collector tank which holds the fluid. The hydraulic fluid is kept apart from drain fluids from other components. The collector tank has a manual drain valve so that you can empty it on the ground. It also allows you to measure the amount of leakage from the EDP. During flight excess fluid goes overboard through the power plant drain system (Ref. AMM D/O 71-70-00-00).
The EDP supplies fluid to the system at a nominal pressure of 206 bar (3000 psi) with zero flow, and a flow of 150 l/min (39.6 US gal/min) at a pressure of 196 bar (2854 psi). The pump supplies this amount of fluid at a speed of 3702 rpm (equivalent to 93.5% engine N2 speed).
If the supply of fluid to the EDP stops (the fire valve is closed) the EDP can operate for a maximum of 15 mins. before it is damaged.
D. Manifolds
There are three manifolds in the system, they are:
The components that follow are installed on their related manifolds:
There are four manifolds in the system, they are:
The components that follow are installed on their related manifolds:
There are three manifolds in the system, they are:
- the HP manifold
- the PTU manifold
- the LP manifold.
The components that follow are installed on their related manifolds:
There are four manifolds in the system, they are:
- the HP manifold
- the PTU manifold
- the LP manifold
- the pylon manifold.
The components that follow are installed on their related manifolds:
(1) HP Manifold
- the pressure relief valve 1063GM
- the HP filter 1048GM
- the check valve 1022GM
- the sampling valve 1187GM
- the pressure transmitter 1065GN (Ref. AMM D/O 29-32-00-00)
- the pressure switch 1151GN (Ref. AMM D/O 29-32-00-00)
- the pressure switch 10-CE-2 (Ref. AMM D/O 27-00-00-00).
(2) PTU Manifold
- the priority valve 1064GM
- the check valve 1093GM
- the solenoid valve (Ref. AMM D/O 32-00-00-00).
(3) LP Manifold 1003GM
The LP manifold is the connection point for return lines from different parts of the LP system. It is connected directly to the LP filter (1002GM). Check valve 1024GM is installed in one of the ports of the LP manifold.
The LP manifold is the connection point for return lines from different parts of the LP system. It is connected directly to the LP filter (1002GM). Check valve 1024GM is installed in one of the ports of the LP manifold.
(4) Pylon Manifold 1030GM
- the integral check valve
- the pressure switch (1074GK).
E. System Accumulator 1070GM
The system accumulator is a cylindrical type with an internal bladder. The metal body of the accumulator has an outer layer of kevlar to make it stronger. The bladder is made of rubber and isolates the gas (nitrogen) from the hydraulic fluid.
A gas port is on one end of the body of the accumulator. It is the connection for the gas charging valve and for the gas pressure gage. A hydraulic connection which includes an oil valve is at the other end of the accumulator. It is the connection between the accumulator and the aircraft system. The oil valve stops overpressurization of the bladder.
The accumulator has a total volume of 1 l (0.26 USgal) and the gas precharge pressure is 130 bar (1885 psi).
The system accumulator is a cylindrical type with an internal bladder. The metal body of the accumulator has an outer layer of kevlar to make it stronger. The bladder is made of rubber and isolates the gas (nitrogen) from the hydraulic fluid.
A gas port is on one end of the body of the accumulator. It is the connection for the gas charging valve and for the gas pressure gage. A hydraulic connection which includes an oil valve is at the other end of the accumulator. It is the connection between the accumulator and the aircraft system. The oil valve stops overpressurization of the bladder.
The accumulator has a total volume of 1 l (0.26 USgal) and the gas precharge pressure is 130 bar (1885 psi).
F. Nitrogen Pressure Gage 1072GM
The pressure gage is a direct-reading dial-indicator type. It is attached to the gas manifold which is connected to the gas port of the accumulator. The gage shows the pressure in the accumulator. It indicates up to 3600 psi in steps of 100 psi. The gage is accurate to plus/minus 2.5 %.
The pressure gage is a direct-reading dial-indicator type. It is attached to the gas manifold which is connected to the gas port of the accumulator. The gage shows the pressure in the accumulator. It indicates up to 3600 psi in steps of 100 psi. The gage is accurate to plus/minus 2.5 %.
G. High Pressure (HP) Filter 1048GM
The HP filter has three main parts:
The filter head includes the hydraulic connections and the mounting for the attachment of the filter to the structure. The filter head also includes the filter clogging indicator.
The clogging indicator is a red pin which comes out to show that the filter element is too dirty. The indicator operates when the pressure differential across the filter is 6.0 + 0.6 - 0.6 bar (87.0 + 8.7 - 8.7 psi). When the red pin is pushed back in, the clogging indicator resets itself. The clogging indicator is latched magnetically. It does not operate if the temperature of the fluid is lower than 0 deg.C (32 deg.F). The indicator starts to operate again when the temperature of the fluid increases to 30 deg.C (86 deg.F).
An anti-spill device in the filter head operates when the filter element and bowl are removed. It stops fluid coming out of the system or air going in to it when the filter element is changed.
The filter does not have a by-pass device to let fluid through if the element is clogged.
The filter bowl holds the filter element. It has a thread to attach it to the filter head. It is not necessary to use tools to tighten the filter bowl in the filter head.
The filter element is of the replaceable type. It cannot be cleaned. The filtration rating of the element is 15 microns.
The HP filter has three main parts:
- the filter head,
- the filter bowl,
- the filter element.
The filter head includes the hydraulic connections and the mounting for the attachment of the filter to the structure. The filter head also includes the filter clogging indicator.
The clogging indicator is a red pin which comes out to show that the filter element is too dirty. The indicator operates when the pressure differential across the filter is 6.0 + 0.6 - 0.6 bar (87.0 + 8.7 - 8.7 psi). When the red pin is pushed back in, the clogging indicator resets itself. The clogging indicator is latched magnetically. It does not operate if the temperature of the fluid is lower than 0 deg.C (32 deg.F). The indicator starts to operate again when the temperature of the fluid increases to 30 deg.C (86 deg.F).
An anti-spill device in the filter head operates when the filter element and bowl are removed. It stops fluid coming out of the system or air going in to it when the filter element is changed.
The filter does not have a by-pass device to let fluid through if the element is clogged.
The filter bowl holds the filter element. It has a thread to attach it to the filter head. It is not necessary to use tools to tighten the filter bowl in the filter head.
The filter element is of the replaceable type. It cannot be cleaned. The filtration rating of the element is 15 microns.
H. Case Drain Filter 1084GM
The case drain filter (1084GM) is functionally the same as the HP filter (1048GM). The only differences are in its size and the configuration of the filter head.
The case drain filter (1084GM) is functionally the same as the HP filter (1048GM). The only differences are in its size and the configuration of the filter head.
I. Low Pressure (LP) Filter 1002GM
The low pressure filter is functionally the same as the HP filter (1048GM). The differences between the two types are:
The low pressure filter is functionally the same as the HP filter (1048GM). The differences between the two types are:
- the LP filter is a different size from the HP filter,
- the filtration rating is 3 microns,
- the configuration of the filter head is different,
- the LP filter has an extra port to attach a fluid temperature sensor,
- the LP filter has a by-pass device.
J. Relief Valve 1063GM
The pressure relief valve is of the high-pressure type. It is two-stage valve with a primary pilot valve and a poppet valve. A pressure sensing piston controls the pilot valve, which in turn controls the operation of the main poppet valve. It is set to open at a pressure of equal to or greater than 237 bar (3436 psi) (increasing pressure). It closes again when the pressure drops to 220 bars (3190 psi) (minimum). The valve has a cylindrical body with a mounting flange.
The relief valve is installed on the HP manifold. The hydraulic connections between the valve and the manifold are of the bobbin type (Ref. AMM D/O 29-00-00-00).
The pressure relief valve is of the high-pressure type. It is two-stage valve with a primary pilot valve and a poppet valve. A pressure sensing piston controls the pilot valve, which in turn controls the operation of the main poppet valve. It is set to open at a pressure of equal to or greater than 237 bar (3436 psi) (increasing pressure). It closes again when the pressure drops to 220 bars (3190 psi) (minimum). The valve has a cylindrical body with a mounting flange.
The relief valve is installed on the HP manifold. The hydraulic connections between the valve and the manifold are of the bobbin type (Ref. AMM D/O 29-00-00-00).
K. Priority Valve 1064GM
The priority valve is installed on the PTU manifold. It makes sure that all available hydraulic pressure is sent to the primary flight controls if pressure in the system is reduced.
The priority valve has three modes of operation:
The priority valve is installed on the PTU manifold. It makes sure that all available hydraulic pressure is sent to the primary flight controls if pressure in the system is reduced.
The priority valve has three modes of operation:
- full system pressure, the valve is open and fluid goes from port A (inlet) to port B (outlet),
- system pressure low, the valve is closed and fluid cannot get from port A to port B,
- more pressure downstream of the valve (at port B) than in the main system. The valve lets fluid flow from port B to port A.
L. Sampling Valve 1187GM
The sampling valve is installed on the system HP manifold. It consists of a cylindrical body which holds a needle valve. A spring keeps the valve closed. The valve assembly includes an end cap which must be removed to get a sample of fluid. The end cap has a slot which makes it possible to use it as a tool to open the valve. The outlet of the valve has a push-on connection for a plastic hose.
The sampling valve is installed on the system HP manifold. It consists of a cylindrical body which holds a needle valve. A spring keeps the valve closed. The valve assembly includes an end cap which must be removed to get a sample of fluid. The end cap has a slot which makes it possible to use it as a tool to open the valve. The outlet of the valve has a push-on connection for a plastic hose.
M. Check Valves
The system has two types of check valves:
The in-line check valve is the type which is used in all other installation positions. It has a cylindrical body made of stainless steel or aluminum alloy which holds the spring and poppet. The body has hydraulic connections at the two ends. The connections are of different dimensions to stop reversed installation of the valve. The internal seal of the valve when it is closed comes from metal-to-metal contact between the poppet and the valve seat of the body.
All of the in-line check valves have connections of different dimensions at their two ends. Thus, it is not possible to install them with the wrong direction of flow.
The two check valves 1041GM and 1050GM are different from the other in-line check valves. Because they are installed between the engine and the pylon, they are made so that high temperatures do not affect them. This is so that they will not fail if there is an engine fire. Their attachments are specially made so that it is not possible to install other check valves.
The in-line check valve is the type which is used in all other installation positions. It has a cylindrical body made of stainless steel or aluminum alloy which holds the spring and poppet. The body has hydraulic connections at the two ends. The connections are of different dimensions to stop reversed installation of the valve. The internal seal of the valve when it is closed comes from metal-to-metal contact between the poppet and the valve seat of the body.
All of the in-line check valves have connections of different dimensions at their two ends. Thus, it is not possible to install them with the wrong direction of flow.
The check valve 1041GM is different from the other in-line check valves. It is installed between the engine and the pylon. Thus it is designed to be resistant to high temperatures and to fire. Its attachments are specially made so that it is not possible to install other check valves.
The system has two types of check valves:
- the cartridge type,
- the in-line type.
The in-line check valve is the type which is used in all other installation positions. It has a cylindrical body made of stainless steel or aluminum alloy which holds the spring and poppet. The body has hydraulic connections at the two ends. The connections are of different dimensions to stop reversed installation of the valve. The internal seal of the valve when it is closed comes from metal-to-metal contact between the poppet and the valve seat of the body.
All of the in-line check valves have connections of different dimensions at their two ends. Thus, it is not possible to install them with the wrong direction of flow.
The two check valves 1041GM and 1050GM are different from the other in-line check valves. Because they are installed between the engine and the pylon, they are made so that high temperatures do not affect them. This is so that they will not fail if there is an engine fire. Their attachments are specially made so that it is not possible to install other check valves.
The in-line check valve is the type which is used in all other installation positions. It has a cylindrical body made of stainless steel or aluminum alloy which holds the spring and poppet. The body has hydraulic connections at the two ends. The connections are of different dimensions to stop reversed installation of the valve. The internal seal of the valve when it is closed comes from metal-to-metal contact between the poppet and the valve seat of the body.
All of the in-line check valves have connections of different dimensions at their two ends. Thus, it is not possible to install them with the wrong direction of flow.
The check valve 1041GM is different from the other in-line check valves. It is installed between the engine and the pylon. Thus it is designed to be resistant to high temperatures and to fire. Its attachments are specially made so that it is not possible to install other check valves.
N. Compensated Slide 1010GM
Couplings at the housing end and at the end termination connect the compensated slide assembly to the pipework of the hydraulic system.
The housing end is screwed into the housing to make a cylinder for the piston.
Temperature changes or movement of the wing which changes the length of the pipework is compensated in the unit with the movement of the piston.
The housing end is vented by four orifices with filters and filter retainers.
The end termination is screwed into the piston. Both parts are locked by roll pins.
A scraper ring, retained by a circlip, is installed in the housing. The scraper ring prevents contamination of the cylinder during movement of the piston.
O-rings are installed in the housing and the housing end. These O-rings seal the different shaft diameters of the piston.
A single elastomer O-ring is installed at the piston to make a seal between the piston and the cylinder wall. An O-ring with an anti-extrusion ring seals the piston with the end termination.
Couplings at the housing end and at the end termination connect the compensated slide assembly to the pipework of the hydraulic system.
The housing end is screwed into the housing to make a cylinder for the piston.
Temperature changes or movement of the wing which changes the length of the pipework is compensated in the unit with the movement of the piston.
The housing end is vented by four orifices with filters and filter retainers.
The end termination is screwed into the piston. Both parts are locked by roll pins.
A scraper ring, retained by a circlip, is installed in the housing. The scraper ring prevents contamination of the cylinder during movement of the piston.
O-rings are installed in the housing and the housing end. These O-rings seal the different shaft diameters of the piston.
A single elastomer O-ring is installed at the piston to make a seal between the piston and the cylinder wall. An O-ring with an anti-extrusion ring seals the piston with the end termination.
O. Hydraulic Damper
The hydraulic damper reduces cabin noise generated by Engine Driven Pump (EDP) induced pressure ripples. It is installed at the high pressure outlet port of the EDP located in the nacelle.
The hydraulic damper reduces cabin noise generated by Engine Driven Pump (EDP) induced pressure ripples. It is installed at the high pressure outlet port of the EDP located in the nacelle.
P. Hydraulic Pulsation Dampener
The hydraulic pulsation dampener is installed in the Green hydraulic system downstream of the engine-driven pumps (EDP) in the LH wing.
The dampener absorbs unwanted noise and vibration from the EDPs.
The hydraulic pulsation dampener is installed in the Green hydraulic system downstream of the engine-driven pumps (EDP) in the LH wing.
The dampener absorbs unwanted noise and vibration from the EDPs.
6. Operation
The operation of the system is fully automatic. If necessary (because of a fault or for maintenance) it is possible to stop the automatic operation of the system.
The engine-driven pump (EDP) starts to supply the system as soon as the No. 1 (left) engine is started. The supply is then continuous. The EDP pressurizes the system with fluid at 3000 psi (206 bar) and changes its output to that which is necessary for the system. The system accumulator compensates for temporary decreases in pressure because of the response time of the EDP. The accumulator also smooths the output from the EDP.
If the EDP stays in the high output configuration and there is no demand there is an increase in pressure in the system. The pressure relief valve (PRV) opens and the fluid goes to the reservoir through the PRV. The restriction to the flow from the PRV causes an increase in the temperature of the fluid. This is sensed by the sensor on the LP filter and a warning is given in the flight compartment.
If the pressure in the Green system decreases to 500 psi (34.5 bar) less than the pressure in the Yellow system, the PTU automatically operates. It pressurizes the Green system to approximately the same pressure as the Yellow system (the pressure is less because the PTU is not 100% efficient).
The condition of the system is monitored continuously. Temperature and pressure sensors send information to the flight compartment. The information is shown on the ECAM and as FAULT warnings on the overhead panel.
Two pushbutton (P/B) switches on the overhead panel 40VU control the operation of the Green main system. One P/B switch (1705GK) controls the solenoid valve in the EDP. When the P/B switch is operated, the solenoid valve is energized and the EDP is isolated from the high pressure (HP) system. The EDP stays connected to the suction line and keeps an internal pressure which is sufficient for lubrication of the EDP.
The second P/B switch (1802GL) controls the two PTU solenoid valves (one in the Green system, one in the Yellow system). On operation of the P/B switch, the two solenoid valves are energized and the PTU is isolated from the two systems. Thus no transfer of power between the two systems is possible.
A P/B switch (1882GP) at the rear of the overhead panel 50VU controls the solenoid valve of the leakage measurement system. This P/B switch is used only for maintenance.
Operation of the fire valve 1046GK makes it possible for the crew to stop the supply of fluid to the EDP (if there is a fire in the nacelle). The fire valve closes when the ENG 1 FIRE pushbutton is operated. A symbol on the HYD page of the ECAM system display shows if the fire valve is open or closed.
The operation of the system is fully automatic. If necessary (because of a fault or for maintenance) it is possible to stop the automatic operation of the system.
The engine-driven pump (EDP) starts to supply the system as soon as the No. 1 (left) engine is started. The supply is then continuous. The EDP pressurizes the system with fluid at 3000 psi (206 bar) and changes its output to that which is necessary for the system. The system accumulator compensates for temporary decreases in pressure because of the response time of the EDP. The accumulator also smooths the output from the EDP.
If the EDP stays in the high output configuration and there is no demand there is an increase in pressure in the system. The pressure relief valve (PRV) opens and the fluid goes to the reservoir through the PRV. The restriction to the flow from the PRV causes an increase in the temperature of the fluid. This is sensed by the sensor on the LP filter and a warning is given in the flight compartment.
If the pressure in the Green system decreases to 500 psi (34.5 bar) less than the pressure in the Yellow system, the PTU automatically operates. It pressurizes the Green system to approximately the same pressure as the Yellow system (the pressure is less because the PTU is not 100% efficient).
The condition of the system is monitored continuously. Temperature and pressure sensors send information to the flight compartment. The information is shown on the ECAM and as FAULT warnings on the overhead panel.
Two pushbutton (P/B) switches on the overhead panel 40VU control the operation of the Green main system. One P/B switch (1705GK) controls the solenoid valve in the EDP. When the P/B switch is operated, the solenoid valve is energized and the EDP is isolated from the high pressure (HP) system. The EDP stays connected to the suction line and keeps an internal pressure which is sufficient for lubrication of the EDP.
The second P/B switch (1802GL) controls the two PTU solenoid valves (one in the Green system, one in the Yellow system). On operation of the P/B switch, the two solenoid valves are energized and the PTU is isolated from the two systems. Thus no transfer of power between the two systems is possible.
A P/B switch (1882GP) at the rear of the overhead panel 50VU controls the solenoid valve of the leakage measurement system. This P/B switch is used only for maintenance.
Operation of the fire valve 1046GK makes it possible for the crew to stop the supply of fluid to the EDP (if there is a fire in the nacelle). The fire valve closes when the ENG 1 FIRE pushbutton is operated. A symbol on the HYD page of the ECAM system display shows if the fire valve is open or closed.