-The three systems are not hydraulically connected.

Where possible they are kept apart to keep

to a minimum the effect of engine or tire burst, or other damage. There are no hydraulic pipes in
the passenger cabin or flight compartment.

# HP HYD LINE (NOT IN FIRE ZONE) - TITANIUM ALLOY NO PAINTED.

# HP HYD LINE (FIRE ZONE) – STAINLESS STEEL
# LP HYD LINE – LIGHT ALLOY WITH PAINTED FOR PREVENT CORROSION.
# LP HYD LINE IN MLG BAY - TITANIUM ALLOY AND STAINLESS STEEL
# STAINLESS STEEL AND TITANIUM LINE NEED TO BOND WITH LEAD.
# LIGHT ALLOY LINE – NO NEED TO BOND.
# FLEXIBLE LINE USED WHERE VIBRATION AND MOVEMENT IS REQUIRED.

- The Green system components are in the main landing gear compartment.
- The Yellow system components are in the hydraulic compartment in the right belly fairing.
- The Blue system components are in the hydraulic compartment in the left belly fairing.

- The Blue and Green ground service panels are in the left belly fairing.(AFT OF MLG BAY)
- The Yellow ground service panel is in the right belly fairing.(AFT OF MLG BAY)

-The ground service panel of the Green system has a hand pump, filter and selector valve so
that any of the reservoirs can be filled from it.
-The ground service panel of the Yellow system has a hand pump and selector valve. They
give an alternate method to operate the cargo doors.
-The ground service panel of the Blue system has the ram air turbine control panel.

# Auxiliary Systems
· the Ram Air Turbine (RAT) of the Blue system,
· the Power Transfer Unit (PTU) of the Green/Yellow system,
· the electric and hand pumps of the Yellow system.

# These circuits have a 115 V AC supply:

· the electric pump of the Yellow system,
· the electric pump of the Blue system.

# These circuits have a 28 V DC supply:

· RAT · the monitoring and control circuit of the Green system pump,
· the monitoring and control circuit of the Yellow system (engine-driven) pump,
· the warning and control circuit of the Blue system,
· Eng 1 and Eng 2 fire valves · the low level indicator circuit of the reservoirs,
· the system pressure transmitters · the leak test solenoid valves,
· the PTU solenoid valves · the Yellow auxiliary system.

# This circuit has a 26 V AC supply: Reservoir Quantity Indication System

*MAIN HYDRAULIC POWER:

-Reservoir volume included, the volume of fluid in each system is approximately:
· 100l for the Green system, · 60l for the Blue system, · 75l for the Yellow system.
-Engine-driven pumps (EDP) supply the Green and Yellow main systems with hydraulic power.
The EDP of the Green system is connected to the left (No. 1) engine. The EDP of the Yellow
system is connected to the right (No. 2) engine. An electric pump supplies the Blue main
system.
-The system operates at a nominal pressure of 3000 psi. It can supply 140 l/min from the
engine pump (100%/93.5% N2-engine speed).The return part of the system is usually
pressurized to 50 psi. It is possible to pressurize the high pressure (HP) system from:
· the engine-driven pump (EDP) · the power transfer unit (PTU)· the ground supply connections.

* GREEN HYD SYSTEM:

-The Green main hydraulic system has two sub-systems:
· a high-pressure (HP) circuit which supplies consumers
· a low-pressure (LP) or return circuit through which the fluid returns to the reservoir.

# Reservoir:
-The reservoir is made of two molded light alloy sections which are welded together to make a
cylindrical [Link] top of the reservoir has a manifold for the components of the air
pressurization [Link] 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.
-The inside of the reservoir includes baffles which give a supply (for 20 s) of fluid under negative
'g' [Link] 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,
· the maximum gageable level 18 L
· the low level warning level 3.0 + 0.4 - 0.4 L
-The reservoir is pressurized to 50 psi and is sealed to hold the pressure if there is no supply of
air (for example, when the aircraft is parked).

# Engine Pump Fire Valve:

-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 · the actuator assembly.
-The two parts are connected together with screws.
-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.
-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 [Link] 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.-
# Engine-Driven Pump (EDP):
-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.
-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.
-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 [Link] pump then operates with
an internal pressure of approximately 1000 psi “OR” 600 psi,with zero flow.

* pressure relief valve:It is 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:

-It goes through a pipe into the engine drains [Link] 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. “OR”
- Seal drain fluid goes into a container, which is also used to collect oil from the accessory
gearbox. The flui 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 (3000 +43 -0 psi) at zero flow and (2854 psi) with a flow of 140 l/min.
- 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.

# Manifolds:- There are four manifolds in the system, they are:

· the HP manifold · the PTU manifold
· the LP manifold · the pylon manifold (This manifold not applicable to all A/C)
-All of the manifolds are aluminum alloy castings. They are machined to make it possible to
install different components on them. Some of the hydraulic connections between the manifolds
and components are of the bobbin [Link], replacement of components is possible with
minimum effect on other components or pipes.

# System Accumulator:
- 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 and the gas precharge pressure is (1885 psi).
-It holds 0.18 l of useable fluid when it is full (at 3000 psi).
# Nitrogen Pressure Gage:
-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 %.

# High Pressure (HP) Filter/ Case Drain Filter:

- 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
[Link] indicator operates when the pressure differential across the filter is 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 [Link] indicator starts to
operate again when the temperature of the fluid increases to 30 deg.C.
-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.
- 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.

# Low Pressure (LP) Filter:

- The LP filter is functionally the same as the HP filter. The differences between the two types:
· 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 a by-pass device.
· the LP filter has an extra port to attach a fluid temperature sensor
- The by-pass device operates when the pressure differential across the filter element is more
than 58 +6 -6 psi. It allows fluid to go from the inlet to the outlet without filtration.

# Relief Valve: It 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 (3436 psi). It closes again when the pressure drops to (3190 psi). 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.

# Priority Valve: 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.
-The priority valve has a cylindrical body with a mounting flange. The mounting flange has the
hydraulic connections which are of the bobbin [Link] body contains the hydraulic valves and
seats and the spring pack.
- The priority valve closes at 1841 to 1885 PSI and opens at 1958 PSI to 2030 PSI.
# Sampling Valve: 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 filter ele ment is of the replaceable type. It cannot be cleaned. The filtratio n rating of the element is 15 microns.

# Check Valves: The system has two types of check valves:·cartridge type · in-line type.
-The cartridge type of check valve is installed in the HP and PTU manifolds. The valve has a
stainless steel or aluminum alloy cylindrical body with a screw thread. One end of the body is
closed and has a hexagonal head. The other end is open and is the fluid [Link] fluid outlets
are at the sides of the body. The body holds the spring and the poppet [Link] internal seal
when the check valve is closed is from metal-to metal contact between the poppet and the valve
seat of the body.

-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 [Link] 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.

# Compensated Slide: A compensated slide 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.

# 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.

# 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.

-Two pushbutton switches on the overhead panel control the operation of the Green main
system.
-One P/B switch 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 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.
# Operation of the fire valve makes it possible for the crew to stop the supply of fluid to the EDP.
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.
# Yellow Hydraulic System:

# Reservoir: The hydraulic fluid capacities of the reservoir are:

· The normal fill level 12 L
· The maximum gage level 18 L
· The low-level warning level 3 +0.4 L or -0.4 L

# Brake Relief Valve:It is installed on the brake manifold. It protects the parking brake system
from overpressure and makes it possible to depressurize the brake system manually. The valve
assembly has two main sections, a HP relief valve and a manual depressurization valve. A
double cylindrical body contains the two valves and also has a flange to attach the assembly to
the manifold. The hydraulic connections to the manifold are of the bobbin type .

-The HP relief valve is a poppet type [Link] pressure holds the valve poppet against the
valve seat. When hydraulic pressure increases to the crack pressure of the valve the force on
the poppet is more than that from the spring. The valve opens and fluid flows from the inlet (port
A) to the return (port B). When the hydraulic pressure decreases, the spring force is more than
the hydraulic force and the valve closes. The valve opens at between (3436 and 3480 psi), and
closes when the pressure decreases to (3190 psi).

-The manual depressurization valve is a ball valve. Hydraulic pressure from the inlet holds the
ball on its seat and thus keeps the valve shut. A light spring pressure also holds the ball on its
seat and is an anti-rattle device when there is zero pressure in the valve. Operation of the push-
button lifts the ball off the valve [Link] fluid can then flow from the inlet (port A) to the
return (port B)

# Manifolds: There are five manifolds in the system:· the HP manifold · the PTU manifold
· the brake manifold · the LP manifold · the pylon manifold.

NOTE : REMAIN ALL COMPONENT CONSTRUCTION AND DESCRIPTION ARE SAME AS

GREEN HYD SYSTEM.

P/B SWITCH RELEASED - SOLENOID VALVE ENERGIZED – FLUID MOVEMENT STOP.

# Blue hydraulic system: The system supplies some flight controls and also the Constant
Speed Motor/Generator (CSM/G) when it is necessary.
-The High Pressure (HP) system from one of three different sources:
· the electric pump · the Ram Air Turbine (RAT) · the ground supply connections.

# Reservoir: The bottom of the reservoir has three ports for the hydraulic connections. The
connections are for:- · the suction line · the return line · the drain line.

-The hydraulic fluid capacities of the reservoir are:

· the normal fill level 6 L,
· the maximum gageable level 8 L,
· the low-level warning between 2.0 and 2.3 L

# Electric Pump For Blue System:

-The electric pump is installed in the Blue hydraulic compartment. It supplies the Blue hydraulic
system with hydraulic power. The electric pump has three main parts:
· an electric motor · a boost pump/a pump inlet impeller · the hydraulic pump.
* ELECTRIC MOTOR-The electric motor is a conventional induction motor. A shaft goes
through the motor which has a blower attached to one end. The blower makes air flow through
the motor to keep it cool. The hot air goes out of the aircraft through a flexible hose. Some
hydraulic fluid is made to flow through the shaft to keep the main bearings and rotor cool.

* BOOST PUMP-The boost pump is of the impeller type. It increases the pressure of the fluid
before it goes into the hydraulic pump. This makes the hydraulic pump more efficient. The boost
pump increases the pressure of the fluid by (30 psi).
-ELECTRICAL PUMP > BOOST PUMP > HYD PUMP

* HYDRAULIC PUMP: It is of the variable-displacement, in-line type. The pump has seven
pistons.

-There is a temperature switch in the electric motor. If the temperature of the motor increases to
162 deg. C the switch operates and sends signals to the ECAM and to the overhead panel.

(1) Electric motor

· power supply: 115/200 V AC 400 Hz · speed (under load): 7600 RPM · speed (no load): 8000
RPM · current consumption (running): 45 A · current consumption (start-up): 138 A

(2) Hydraulic pump

· delivery pressure at zero flow: (2987 +43 -0 psi),
· delivery pressure at maximum flow of 32 l/min: (2175 psi).

# Current Transformer: The current transformer is installed in the avionics compartment. It

operates together with the current unbalance detector to detect faults in the motor of the
electric pump. It compares the flow of current in each of the three phases of the AC supply
to the motor. If the current in one phase is different from the other two the unit sends a signal
to the current unbalance detector.
-It is possible to test the operation of the current transformer. The test is done together with the
test of the current unbalance detector. The test is started with the test pushbutton on the current
unbalance detector.
-A 28 V DC supply of electrical power is necessary for operation of the unit.

# Current Unbalance Detector: The current unbalance detector 2707GJ is installed in the
avionics compartment. The unit is a box which contains the necessary electrical circuits and
components. The electrical connectors, test P/B and indicator light are installed on the top
surface of the unit.
-A 28 V DC supply is necessary for the unit to operate.
-When there is a fault, the detector gets a signal from the current transformer. It uses this
signal to stop the supply of power to relay and thus stop the motor. The indicator light
comes on to show that the unit has operated (and stopped the motor). When the unit has
operated, it stays in that condition until it is set [Link] happens automatically when the
supply of power to the unit is stopped (through operation of P/B switch) and then started again
(and there is no fault signal from the current transformer).

-It is possible to test the operation of the unit with the test P/B. When the P/B is operated, a
signal, which is the same as a fault, is put into the current transformer. The two units then
operate in the same way as when there is a real fault. The indicator light comes on to show
that the units have operated correctly. The current unbalance detector has to be set
again after the test.
# Pulsation Dampener:
-The pulsation dampener is installed in the outlet line from the electric pump. It removes the
pulses of pressure of the HP flow from the pump. The pulsation dampener consists of an empty
metal sphere, with inlet and outlet connections on opposite sides.

# OPERATION:
-If the two engines stop in flight, the electric pump of the blue system will continue to operate if
the supply of AC power comes from the APU. In this case, compression of the nose landing
gear stops the electric pump. A time delay circuit keeps the electric pump in operation for two
minutes after compression of the nose landing gear. This makes sure that the electric pump
does not stop immediately when the aircraft lands.
-If there is a total failure of the AC power supply (which causes the electric pump to stop), the
RAT automatically operates and pressurizes the system. It is also possible to operate the RAT
from the flight compartment.

-Two (P/BSW) in the flight compartment control the operation of the electric pump:-
1) The BLUE ELEC PUMP P/BSW AND 2) BLUE PUMP OVRD P/B

* BLUE ELEC PUMP P/BSW: The crew members use it to stop the pump when there is a fault.
It has two position AUTO and OFF.

* BLUE PUMP OVRD P/BSW: Operation of the electric pump with the P/BSW is only possible
when the BLUE ELEC PUMP P/BSW is also set to AUTO.
- To stop the pump it is necessary to press and release the BLUE PUMP OVRD P/BSW again.
One more possibility is to set the BLUE ELEC PUMP P/BSW to the OFF position.
-One more P/B SW for leakage measurement system,which is located on maintenance panel.

NOTE : REMAIN ALL COMPONENT CONSTRUCTION AND DESCRIPTION ARE SAME AS

GREEN HYD SYSTEM.

# HYDRAULIC RESERVOIR PRESSURIZING SYSTEM:

-Air for the reservoir pressurization system comes from:
· the left engine high pressure (HP) compressor (HP air) (usual operation),
· the low pressure (LP) air bleed of both the left and right engines and the APU (LP air) (if failure
of the left engine occurs),
· the ground supply.

A. Pressure Relief Valve:-A pressure relief valve is installed on each reservoir. In the event of
a system overpressurization, the valve operates to relieve the pressure to the atmosphere.
-If the system pressure gets higher than (76.85 psi) relative, the piston moves against the
pressure of the spring. The valve opens to relieve the high pressure. When the system pressure
decreases, the valve closes under pressure of the spring. The valve can let out up to 20 l/min at
(91.35 psi) relative.

B. Pressure Reducing Valve:

-The pressure reducing valve is installed on the reservoir pressurization unit in the air supply
line. The valve contains two bellows, each works together with a spring to control the air flow.
Inlet pressure causes the upper bellows (in which there is a vacuum) to become smaller. The
valve assembly then moves in the direction of the closed position, and the outlet pressure
decreases. The outlet pressure also goes into the balance bellows. This reduces the rate of
movement of the valve assembly to control the effect of irregular inlet pressures.
C. Reservoir Depressurization Valve: The reservoir depressurization valve is a 2/2-way
valve. It is a manually- operated valve. The valve is installed in the ground service panel of the
related system. It is connected to the applicable hydraulic The valve is usually closed under
pressure of the spring. When the ground depressurization coupling is connected or when the
cap assembly is operated, the piston moves against the spring. The valve is then open.

D. Reservoir Pressurization Equipment:

-Three inlet ports= one from each supply source (HP air, LP air and the ground connection).
-Outlet of the airflow is through the water separator & the pressure reducing valve.
-Two filters are installed in the reservoir pressurization unit. One is located in the filter bowl. It
is a non-cleanable filter element. It cleans the inlet air. An indicator is installed in front of the
reservoir pressurization unit to show when the filter is clogged.
-The other filter is located in the water separator. It is a non-cleanable filter element. It
separates water from the inlet air. An indicator is installed on top of the reservoir pressurization
unit to show when the filter is clogged.

E. Pressure Reducing Valve:

-The pressure reducing valve is installed on the reservoir pressurization unit in the air supply
line. The valve contains two bellows, each works together with a spring to control the air flow.
Inlet pressure causes the upper bellows (in which there is a vacuum) to become smaller. The
valve assembly then moves in the direction of the closed position, and the outlet pressure
decreases. The outlet pressure also goes into the balance bellows. This reduces the rate of
movement of the valve assembly to control the effect of irregular inlet pressures.

F. Check Valve: They all are of the flapper type.

G. Air Pressure Gage: An air pressure gage is installed in the air supply line to each reservoir.
The gage gets input of the system pressure which is constantly displayed. The gage has an
analog display with a range of 0-75 psi.

H. Reservoir Pressurization Ground Connector: The ground connector is installed on the

reservoir pressurization unit. The connector is a plunger-type valve. It is opened and closed
manually. Rotation of the nut moves the plunger in or out to open or close the valve. A cap fitted
to the connector prevents external contamination.

I. Restrictor Valve: A restrictor valve is installed in the HP air supply line from the left engine.
(located in the pylon) It has a calibrated orifice which restricts the volume of air which can flow
through it. It also has a filter element to prevent contamination of the valve.

J. Water Separator: The water separator is installed on the reservoir pressurization unit. It
receives supply air from the reservoir pressurization unit and then moves the air through the
element. The element is a noncleanable element which separates the water from the air. A
large quantity of water can collect in the container.
-When the temperature is below the freezing point the water will freeze. Thus an
automatic drain valve drains the water regulary after each engine or APU shutdown. A
manual self-sealing drain valve is also installed on the container of the water separator.
-When the APU or the engines start again, the pressure in the low pressure circuit of the
reservoir pressurization system moves the plunger back to its initial position. The hole on the
backside of the unit is now closed and a green indicator is visible on the water separator,
to show that the automatic drain device is non-activated.
# Operation:
HP air LH ENG > Restrictor > Check valve > Filter > Saparator > PRS reducer > Check valve > Reservoir
LP Air Both Eng> LP Relief valve > Filter > Saparator > PRS reducer > Check valve > Resrvoir

-You can depressurize each reservoir independently through the applicable reservoir
depressurization valve. To open the valve, turn the cap assembly thru 90 degrees. This allows
the air pressure through the valve assembly to the atmosphere. Alternatively, you can remove
the cap assembly and connect a ground depressurization coupling.

# HYDRAULIC RESERVOIR FILLING:

-The reservoir filling system makes it possible to fill any of the three hydraulic reservoirs from
one place. The supply of fluid can be a container or a pressurized ground hydraulic supply. Do
not depressurize the hydraulic reservoirs.

A. Coupling Socket: It is installed on the ground service panel of the Green hydraulic system.
With the socket, you can fill the hydraulic reservoirs.
-The coupling socket is one half of a self-sealing quick-disconnect coupling. The other half is
attached to the ground hydraulic supply. The assembly includes a check valve. There is a
blanking cap, which is attached to the body of the coupling with a cable.

B. Fill Valve: The fill valve is the connection for the flexible hose. Use the flexible hose to fill the
reservoirs with the hand pump from an unpressurized container.
-The fill valve is installed on the suction connection of the hand pump. The valve assembly
includes a check valve. The check valve makes sure that the fluid in the flexible pipe does not
flow back into the container.
-A blanking cap is included with the assembly. It is attached to the valve body with a nylon cord.

C. Filter: The filter of the reservoir filling system is installed on the ground service panel of the
Green system. It is a HP filter with a filtration rating of 15 microns. It is made up of three main
parts:· the filter head · the filter bowl · the filter element.
-The filter head has the hydraulic connections, a clogging indicator and a shut-off device
installed in it. The clogging indicator is mechanical; a red button comes out to show that the
filter element is too dirty. The clogging indicator has a thermal lock which inhibits operation
when the fluid temperature decreases to 0 deg.C . The thermal lock releases when the fluid
temperature increases to 30 deg.C.
-You can push the button back in to set it again. There is no by-pass device on the filter in
case of a blocked filter element.
The shut-off device operates when you remove the filter bowl and element. It makes sure that
no fluid leaks out of the system and no air enters while the element is removed. The filter bowl is
attached to the filter head. It holds the filter element.

D. Hand Pump:
-The hand pump is installed on the ground service panel of the Green hydraulic system. It
provides the flow of fluid to fill the reservoirs if a ground supply is not available. The hand pump
is the same as the hand pump installed on the ground service panel of the Yellow system. The
hand pump has two suction connections. One is for use when the pump is installed in the
Green system, the other for installation in the Yellow system.
-The hand pump is a two-stage type. It can supply 40 ml per stroke at low pressure (LP) or 10
ml per stroke at high pressure (HP). The hand pump operates in the LP mode up (290 +72
-72 psi). In the HP mode, the hand pump can supply fluid at (3000 psi) nominal pressure.
-The pump has a HP pressure relief valve which opens at between (3400 and 3445 psi)
Also in the pump are eight check valves which control the flow of fluid between the chambers of
the pump.
- Hand pump handle is kept in the ground service panel of the Yellow hydraulic system. It is
telescopic and is (21.25 in.) long when it is extended and (12.8 in.) long when it is
retracted. The splined connection on the hand pump is made so that you can attach the
handle only in the correct position.

E. Reservoir Filling Selector Valve: The reservoir filling selector valve directs hydraulic fluid from
the supply to the reservoir of the system which is selected. The selector valve can be set in any one of
four positions: YELLOW,BLUE,GREEN and NEUTRAL.

The selector valve assembly has two main parts:

· the hydraulic selector unit which controls the flow of fluid to the reservoirs,
· the electrical switch unit which controls the supply of power to the electrical contents
indicator.

-The hydraulic selector is a 4 port/4 way valve. It is turned by a shaft connected to the
operating handle. The operating handle is also a pointer to show which system is selected. The
four set positions are at 90 deg. To each other. The four hydraulic ports are identified as:
· A - supply inlet,
· B - outlet to the reservoir of the Blue hydraulic system,
· G - outlet to the reservoir of the Green hydraulic system,
· Y - outlet to the reservoir of the Yellow hydraulic system.

-A thermal relief valve protects the selector valve from thermal expansion of fluid when it is
in the NEUTRAL position. The thermal relief valve opens at (507 +72 -72 psi) and closes at
(290 psi). The fluid released through the thermal relief valve goes out of a port connected to the
Yellow hydraulic system.
-The electrical switch unit is attached to the bottom of the hydraulic selector. The same shaft
which operates the hydraulic selector also operates the hydraulic switch unit. A reduction gear
(3:1) reduces the travel of the switch in relation to the input shaft. The switch assembly is made
up of a double wafer and a double rotor. Together they make it possible to switch the five
circuits to the four possible selections (N,Y,B,G). Seals are installed between the hydraulic and
electrical parts of the selector valve assembly. They make sure that no fluid goes into the
electrical switch mechanism, but goes out as external leakage.

Operation With the Hand Pump:

-Container > Fill valve(Filter and Check Valve) > Hand pump >HP Filter > Selector valve >
Contents Indicator and Supply Line > Check valve To Join LP Circuit > Reservoir……….

Operation With a Ground Hydraulic Supply:

-Self-Sealing Coupling > Restrictor > HP Filter > Selector valve > Contents Indicator and Supply
Line > Check valve To Join LP Circuit > Reservoir……….
@ SEAL DRAIN SYSTEM:
- The seal drain system collects hydraulic fluid from the seal drains of specified components of
the three hydraulic systems. The air relief valves of the reservoirs are also connected to the seal
drain system. This is to collect any fluid which comes out of a reservoir if the pressure in the
reservoir is too high. The fluid from a given component goes through a system of pipes to one of
the two collector tanks. The tanks are the FWD collector tank and the AFT collector tank.

- The system also gives some protection if the reservoirs are overfilled. However, if there is an
excessive flow of fluid, or if the collector tank is full, the fluid comes out of the overflow pipe. In
this case the fluid is not contained and goes into the hydraulic compartment.

- The seal drain system has two plastic collector tanks (FWD and AFT) with related pipes and
hoses. Each collector tank has a capacity of 0.75 [Link] the hydraulic fluid from the collector
tanks at regular times. The collector tanks are attached to the structure with quick release
clamps to make them easier to drain.

-The FWD collector tank is in the Yellow hydraulic compartment, The components which drain
into the FWD collector tank are:
· Electric Pump, Blue System· Electric Pump, Yellow System ·(PCU) Slats
· Air Relief Valve, Green System Reservoir · Air Relief Valve, Yellow System Reservoir.

-The AFT collector tank is in the main hydraulic compartment. The components which drain into
the AFT collector tank are:
· Power Control Unit (PCU), Flaps · Power Transfer Unit (PTU)
· Constant Speed Motor/Generator (CSM/G) · Air Relief Valve, Blue System Reservoir.

- The components of the system are connected with silicon hoses and aluminium pipes. The
system is designed so that fluid drains into the collector tanks under the influence of gravity.

@ GROUND INTERNAL LEAK TEST SYSTEM:

- The ground internal leak test system is divided into three parts, one for each of the Green,
Blue and Yellow hydraulic systems. Each part has:
· a ground leakage-measurement manifold · a solenoid valve · a pushbutton switch in the
cockpit.

- Ground Leakage-Measurement Manifolds: There are three ground leakage-measurement

manifolds. One is installed in each hydraulic system. All three manifolds are the same.

Two Inlet port- A AND B (ONLY ONE IS USED,OTHER IS SEALED)

Three outlet port- C,D,E

- In the manifold there are three check valves and three 2/2-way valves. All of the valves are
spring loaded poppet type valves. The 2/2-way valves are manually operated. They are only
selected to open for ground maintenance tasks.

- Ultrasonic Flowmeter:The ultrasonic flowmeter (USF) is used to measure the internal

leakage of the Green, Blue and Yellow hydraulic systems. The USF is only used on the ground.

- The USF can be used in a temperature range from -30 C to 130 C. The transmitter and the
leakage transducer are the main components of the USF.
- Solenoid Valve: The solenoid valves are attached to the high pressure (HP) manifold of their
related system. Each solenoid valve controls the:
· HP inlet (from system) · HP outlet (to consumers) · LP outlet (to return).
- The solenoid valves installed in the Green and Blue hydraulic systems are the same.
- The solenoid valve installed in the Yellow hydraulic system is different from the other.

* P/B ON > Solenoid energized > The LP outlet and The HP outlet are connected
* SYS PRSZED > Solenoid De energized > The HP inlet and The HP outlet are connected

- In addition, the solenoid valve of the Yellow hydraulic system has a restrictor. When the
solenoid is energized, this restrictor allows a small ( 2.5 +0.2 [Link] or -0.2 [Link] ) flow
between the HP inlet and the LP outlet. This internal leakage is related to the automatic
function of the solenoid valve on operation of the cargo doors. It makes sure that the flight
control surfaces do not move during such operation.

# OPERATION DURING FLIGHT:

-SOLENOID VALVE OPEN (DE ENERGIZED) > INLET PORT A OF LMS MANIFOLD GET HP AIR
FROM SOLENOID > 2/2 WAY VALVE IS CLOSED > AIR LEAVES FROM C,D,E OUTLET PORT.

-Fluid also goes into the ground leakage-measurement through inlet port B. The fluid divides
into three flows. Each flow goes to the inlet port of the applicable 2/2-way valve. The valve is
closed and the flow of fluid stops.

# OPERATION DURING GROUND MAINTENANCE TASK:

-P/B ON > SOLENOID ENERGIZED > SOLENOID VALVE CLOSED > 2/2 WAY VALVEOPEN
- A ground test rig and flow meter, connected to the applicable ground service panel supply HP
fluid to the [Link] HP fluid goes through the HP manifold to inlet port B of the ground LMS
manifold. The HP fluid divides into three flows and goes to the inlet ports of the three 2/2-way
valves. It then goes through the valve which has been opened to supply the applicable part of
the aircraft.

# AUXILIARY HYDRAULIC POWER:

- the Blue auxiliary system - Ram Air Turbine (RAT) , which supplies the Blue hydraulic system,
- the power transfer , between the Green and the Yellow hydraulic systems,
- the electric pump , which supplies the Yellow hydraulic system.
- the hand pump- which supplies the hydraulic power of the cargo compartment doors only.

@ BLUE AUXILIARY HYDRAULIC POWER:

- The RAT produces also electrical power through the constant speed motor/generator
(CSM/G).The RAT is installed in the belly fairing on the left side. When necessary, an actuator
(RAT actuator) extends the RAT into the airflow. The actuator extends the RAT into the airflow
automatically when there is: · A failure of both engines, or · A total AC failure.
· A failure of one engine together with a failure of the electrical generator of the other engine
-It is possible to extend the RAT into the airflow at any point in the flight envelope of the aircraft.
NOTE: The automatic function only operates when the speed of the aircraft is more than
100 kts

# Power Supply:(BOTH P/B ARE GUARDED)

- HYD OVRD > Hot Battery Bus 1 > 28 V DC to the deploy solenoid 1
- ELEC OVRD > Battery No. 2 > 28 V DC to the deploy solenoid 2 & CSMG CONTROL UNIT
- DC Essential Bus > 28 V DC > RAT stow panel
A. Ram Air Turbine (RAT):
-The turbine is a constant-speed variable-pitch unit with two blades. The hub size and
shape of the turbine is designed to avoid icing problems on the RAT.
-The rotation speed of the turbine is kept between 4.800 and 6.540 (RPM) because of the
blade pitch angle adjustment. A governor mixes the blade counterweight, the governor, the
spring and the aerodynamic forces to adjust the blade pitch angle.
-An index mechanism locks the rotary assembly (turbine blade and hub) in the stowed
position and during extension. During extension the rotary assembly is locked until not
more than 10 deg. before full extension.
-The hub has markings to make sure that the index mechanism and the hub align easily for the
retraction of the RAT. It is not possible to retract the RAT more than 10 deg. if the rotary
assembly is not correctly locked or if the ground tool is installed. The index mechanism
therefore prevents damage to the RAT, the RAT doors and the aircraft structure.
-The gearbox drain port has a leakage drain line which transfers hydraulic fluid from the
internal reservoir of the RAT pump to an external drain tank.

B. Leg Assembly:
-The leg assembly is the mechanical and hydraulic connection between the pump
assembly and the aircraft.
-The main part of the leg assembly is a one-piece forging which includes attachments for
other [Link] the bottom end, the leg assembly holds the turbine. The top of the leg
assembly has a pivot where it is attached to the aircraft structure. The pivot includes swivel
connections for the hydraulic supply to and from the pump.
The stationary part of the hydraulic system is connected to the movable part by a swivel joint
(pivot).The swivel joint has a check valve in the pump discharge line and a device which gives
a warm-up flow to the actuator only in the RAT stow condition.

C. Hydraulic Pump:
-The hydraulic pump is a standard axial piston-type pump. The pump has a cylinder barrel
with nine pistons.
-The hydraulic pump also includes an anti-stall system. The anti-stall system makes sure that
the pump holds the fluid pressure on the primary aircraft hydraulic system at the start-up of the
turbine, when the flow demand is more than the available flow, and maintains the hydraulic
power related to the available airflow as the airspeed decreases on approach for landing.
-The anti-stall valve permits the turbine to get to the operational speed in less time. This is
because the piston pump is constrained to a minimum output until the pump gets to the preset
speed. When the aircraft approaches for landing, the anti-stall valve holds the pump output in
balance to the airspeed at the turbine.

D. RAT Actuator:
-Hydraulic power is not necessary to extend the RAT. A spring forces the RAT to extend. In the
stow position, the spring is compressed and an internal uplock segment keeps the
actuator cylinder in the retracted position.
-Two solenoids operate the lock release mechanism for the deployment of the RAT
actuator. If one solenoid has a malfunction, this will not prevent the deployment of the
RAT actuator. One solenoid is enough to deploy the RAT. The two solenoids for the ejection
release are attached externally to the upper end of the RAT actuator.
-A stowed switch gives a signal to tell you if the RAT is in the correct stow position or
not.
E. HOW TO RETRACT RAT???
-The system must be in the subsequent condition to retract the RAT:
· The ground test equipment is not attached· The cover plate(On Gear Box) is installed correctly
· The position arrows on the hub and the lower leg gearbox align (the turbine is then in the index
position)
· The 28V DC switch on the RAT control panel is in the ON position
· The INTERLOCK WARNING lamp on the RAT control panel is off
· The Blue main-hydraulic system is pressurized.

NOTE: You must manually turn the turbine to the index position.

- selector switch. To retract the RAT you must set the spring-loaded STOW/RESET selector
switch to the STOW position and hold it there for approximately 20 seconds, then:
· The solenoid operates and connects the high pressure supply of the aircraft to the retract side
of the RAT actuator
· The high pressure fluid operates the pressure switch and the ACTUATOR PRESSURE
indicator lamp comes on to indicate that the RAT actuator is pressurized
· The high pressure supply releases the RAT actuator extend lock and retracts the RAT into the
stow compartment
· The return fluid from the RAT actuator goes directly into the low-pressure system of the
[Link] the RAT is in its fully retracted position:
· The retract lock of RAT actuator engages and holds the RAT in place
· The stowed proximity sensor on the RAT actuator operates
· The STOWED indicator lamp comes on.

- When the STOW/RESET switch is released and is in the neutral position:

· The RAT actuator is depressurized · The ACTUATOR PRESSURE indicator lamp goes off.
- When the ON/OFF switch is set to the OFF position:
· The power supply is stopped · The STOWED indicator lamp goes off.

-When the STOW/RESET switch is released before the RAT is fully retracted, the RAT will
immediately stop and return in the fully extended position. This occurs because the supply of
electrical power to the solenoid of the RAT ground retraction module is stopped. The RAT
ground retraction module goes to the flight position and the RAT extends because of the RAT
actuator spring pressure.

-Also the RAT will not retract but return to its fully extended position when the RAT retract lock
does not engage. If the marks on the turbine hub and the leg are not aligned and the
STOW/RESET switch is set to STOW, the RAT will start to retract but:
· When the RAT is approximately 8 degrees from full extension the interlock proximity switch
operates
· The INTERLOCK WARNING indicator lamp comes on
· The high pressure supply to the RAT actuator stops · The RAT returns to its fully extended
position.
-Before you do the retraction again, you must do the subsequent:
· Press the warm up flow indicator in
· Align the index marks of the hub with the index marks on the leg so that the index is in the
correct position
· Put the STOW/RESET switch to the RESET position to reset the interlock logic in the stow
panel.
F. RAT Control Panel:
-The RAT control panel has: · an ON/OFF switch to switch off 28 V DC · a STOW/RESET
switch · a residual pressure warning light · a RAT stow indicator light · an interlock warning light
· a lamp test switch · a ground connector.

-The RAT control panel has a protective cover. The cover is spring-loaded to the open position
and is safetied with a quick-release fastener in the closed position. A small window in the
protective cover makes the warning light visible when the cover is closed.
-The STOW/RESET switch operates the retraction of the RAT. The STOW/RESET switch
is spring-loaded and thus moves to the center position when released.
-The ON/OFF switch which switches off the 28 V DC is a toggle switch with a safety guard. It
is only possible to close the protective cover when the switch and the safety guard are in
the OFF position.
-A pushbutton switch is installed to test the warning/ indicator lights.

G. Operation Retracted Position:

-In the retracted position, the RAT is kept in the RAT stow compartment with the doors closed.
The leg assembly has two links which are attached to the stow compartment doors and keep
them closed. The internal lock in the RAT actuator locks the RAT in the retracted position. The
index mechanism on the leg assembly locks the turbine blades so that they can not turn. The
turbine blades are at the fine pitch. A calibrated flow of warm oil is supplied to the leg assembly
and the pump.

H. Operation Extension:
-When the RAT receives an automatic or manual command to extend, one of the two
deploy solenoids operates and releases the internal lock. Spring pressure causes the
RAT actuator to extend, which extends the RAT into the airflow. The RAT compartment
doors open with the extension of the RAT. When the RAT extends, the stowed switch
operates and sends a signal to the ECAM system where the legend RAT OUT appears.
-The index mechanism disengages automatically when the RAT is 8 degrees from its fully
extended position. As the RAT is caught by the airstream, the actuator operates as a shock
absorber which prevents highshock loads on the RAT and aircraft structure.

# DE-ICING ON TURBINE HUB NOSE:

-The RAT has a de-icing device which is installed in the nose of the turbine hub. The de-icing
device produces heat which keeps the nose temperature to 3 deg.C minimum. This
temperature prevents icing conditions at the turbine hub when the RAT is in operation.
-The de-icing device does not use external power sources. The heat is produced by the eddy
current heating device. The heating device has two basic components, an electrically
conductive aluminium plate and an even number of samarium cobalt magnets. The
magnets are cicumferrentially mounted on a stationary magnetic plate. When relative rotation
take place, the flux field, when it passes through the aluminium plate, produces a current. As
aluminium has an electrical resistance, power is generated which is than dissipated in the form
of heat.

# TRANSMISSION:
-TURBINE BLADE > BEVEL GRAR IN GEAR BOX > PISTON TYPE HYD PUMP SHAFT

# RAT Functional Test: you can test the mechanical governor and the hydraulic pump of the
RAT on the ground.A RAT ground test tool and a hydraulic ground-power supply are necessary.
@ YELLOW AUXILIARY HYDRAULIC POWER:
-The Yellow auxiliary generation system supplies hydraulic power for operation of all
components in the Yellow system. The system has an electric pump which provides the
auxiliary hydraulic power. One task of the system is the operation of the forward and aft cargo
doors. The system can also provide Green hydraulic power through the power transfer unit.

-The electric hydraulic pump supplies hydraulic pressure to the right thrust reverser and the
High-Pressure (HP) manifold. A hand pump is installed on the ground service panel of the
Yellow system.

# Power Supply:
-The power supply for the electric pump is three-phase, 115 V AC. It comes from AC bus 2 or
external supply.
-Two contactors are installed in the system. One contactor is connected to the supply line
from the AC bus supply, the other is connected to the supply line from the external
power supply. The two contactors are connected to each other by shunts. Operation of the
contactors controls the supply of electrical power to the electric pump.

@ HYDRAULIC FLUID QUANTITY INDICATING:

-The contents of the hydraulic reservoirs are shown
· on a mechanically-operated gage on each reservoir,
· on an electrical reservoir quantity indicator on the ground-service panel of the Green system,
· on the ECAM system display (HYD page).

# Gage-transmitter:
-FLOAT ASSY > SYNCRO XMTR > POINTER OF RESERVOIR GAGE….
-SYNCHRO XMTR > ECAM AND GREEN SERVICE PANEL QTY INDICATOR….

# POWER SUPPLY:
-26V AC = synchro excitation of the synchro transmitters & synchro in the reservoir quantity
indicator on the Green ground-service panel.
-28V DC = three low level switches in the reservoirs.

# Low Level Switch:

-The low level switch is installed in the reservoir and gives a signal when the fluid level is too
low. It is a float operated switch which includes a relay.
-HIGHER FLUID > FLOAT IS HIGH > REED SWITCH IS OPEN
-LOW FLUID > FLOAT IS FALL > REED SWITCH IS CLOSED > IND LO LVL ON SDU

If the quantity of hydraulic fluid is below a specified minimum,

- a low level warning on the engine/warning display,
- the MASTER CAUT attention getter,
- a single-chime audio warning.
- FAULT LT Comes ON (OVERHEAD PANEL)

-If the low level switch does not operate, the SDAC uses the data from the contents
transmitter to start low level warning procedure. The warning is generated when the
transmitter data show that the contents are below the low level switch threshold. The SDAC
makes the warnings occur when the content of the reservoirs are 2.5 L (Green And Yellow
reservoirs) or 1.8 L (Blue reservoir).In this case, there will be no FAULT indication on the
overhead.
# Reservoir Quantity Indicator:
-The reservoir quantity indicator is installed on the ground-service panel of the Green
system. It shows the contents of the reservoir which the filling selector valve is set to.
-The indicator has a cylindrical case which contains a synchro. On one end of the case there is
the electrical receptacle. The indicator face is on the other end.
-LED LIGHT ON INDICATOR AND FILAMENT LAMP USED IN OTHER LIGHTING.

@ HYDRAULIC FLUID PRESSURE INDICATING:

-The hydraulic pressure indicating system uses two different types of pressure switch and a
single type of pressure transmitter to get system pressure information. The system pressure is
monitored:
· downstream of each engine-driven pump (Yellow and Green systems),
· downstream of the electric pump of the Blue system,
· at the HP manifolds (Green, Blue and Yellow systems),
· at the brake manifold (Yellow system).

- Type 1 pressure switches are installed downstream of the engine-driven pumps.

- Type 2 pressure switches are installed downstream of the Blue electric pump and on the three
HP manifolds(downstream of the leakage measurement solenoid valves).
- One pressure Transmitter in Each manifold and Fourth installed on the brake manifold.

A. Pressure Switches:
-Both types of pressure switch are of the same basic construction. They are cylindrical with a
hydraulic connection at one end and an electrical connector receptacle at the other end.
-The switch assemblies are made of two main sections, the hydraulic part and the electrical
part. The hydraulic part contains a hydraulically-operated piston which moves a diaphragm. The
diaphragm forms the seal between the hydraulic and electrical parts of the switch.

-The type 1 switch sends a low pressure signal at 1740 + 72.5 - 72.5 psi pressure decreasing
and stops the signal before the pressure is 2200 psi (pressure increasing).
-The type 2 switch sends a low pressure signal at 1450 + 72.5 - 72.5 psi pressure decreasing,
and sends a high pressure signal before the pressure is 1750 psi pressure increasing.
-The two types of switches have different electrical connectors and also hydraulic
connections of different dimensions.

NOTE: When the type 2 switch is installed to monitor system pressure, it gives a signal at both
low and high pressures.

B. Hydraulic Pressure Transmitter:

-The four pressure transmitters are of the same type. They are cylindrical with a hydraulic
connection at one end and an electrical connector receptacle at the other end.
-The transmitters are made of two main sections. The first section has the pressure-sensing
element. It includes a diaphragm which is under hydraulic pressure. The diaphragm causes a
piezoresistive sensing element to operate on the Wheatstone bridge principle, according to the
pressure applied.
-The other section of the transmitter contains two circuit boards. The circuit boards have circuits
which control the input voltage and increase the strength of the output signal from the switching
element.
-The specified input voltage is 28 V DC
-The output voltage varies linearly from 1 V DC for 0 PSI to 5 V DC for 2900 PSI.
C. Pump Output Monitor:
-The pressure switches downstream of the engine pumps and downstream of the Blue electric
pump monitor the output of the pumps. When the pressure falls below a specified pressure,
- 1740 + 72.5 - 72.5 psi for the engine pumps,1450 + 72.5 - 72.5 psi for the Blue electric pump,
the switch contacts close and complete the circuits. A signal is sent to the SDAC which gives
these warnings:
· the pump low pressure warning on the HYD page of the system display of the ECAM,
· the applicable text on the engine/warning display of the EACM,
· the single-chime audio warning · the MASTER CAUT warning light comes on.
- the same time a signal is sent to the overhead panel and the applicable FAULT legends come
on.

D. System Pressure Monitor:

-The pressure switches on the HP manifolds of the three systems monitor the pressure in the
systems. When the pressure is above the low pressure warning threshold 1450 + 72.5 - 72.5
psi, the switch sends a signal to the flight control system. The Green and Yellow system
switches also send signals to the autoflight system. The Green system switch also sends a
signal to the brake system.

- When the pressure in the system falls below 1450 + 72.5 - 72.5 psi, the pressure switch
operates and stops the signals to the flight controls (and autoflight/ brake systems). At the same
time the switch sends a signal to the FWC which gives these warnings:
· the single-chime audio warning,
· the MASTER CAUT warning light comes on,
· the system label on the ECAM system display changes color to amber,
· the applicable text on the engine/warning display of the ECAM.

-When the pressure in the system increases again to 1750 psi, the pressure switch sends a
signal to the FWC which cancels ABOVE warnings.

E. System Pressure Indication:

-The three pressure transmitter measure the pressure in each system and send signals to the
SDAC. The SDAC uses the data to give a digital display of the actual system pressure (with a
resolution of 50 psi) on the ECAM display unit.
-If the pressure falls to below 1450 psi, the SDAC changes the color of the digital display from
green to amber.
-These three transmitters also send information to the flight control system.

@ HYDRAULIC FLUID TEMPERATURE INDICATING:

-The temperature of the hydraulic fluid is monitored at the outlet of the low pressure (LP) filter of
each [Link] LP filter is the last component in each system before the fluid returns to the
reservoir of that system. A temperature transmitter is installed on the head of each system LP
filter.
- Each temperature transmitter sends analog signals to each (SDAC) (for ECAM) and a discrete
signal to the SDAC and overhead panel (for FAULT light).
# Temperature Transmitter:The three temperature transmitters are all the same and are
interchangeable. Each temperature transmitter has three sensors together in one unit. The
body of the temperature transmitter has an electrical connector and a bonding stud attached to
it. The sensors are of two types:
· a temperature switch which sends the discrete signal to the overhead panel and ECAM.
· two temperature transducers which provide the analog signals for the two ECAM
displays.

The temperature switch is set to operate at:

· 100 +2.2 deg.C or -2.2 deg.C for G AND Y SYS
· 95 +2.2 deg.C or -2.2 deg.C for B SYS
and to reset if the fluid temperature is equal to or greater than 88.4 deg.C .

-The temperature transducers measure fluid temperatures between minus 55 deg.C and plus
120 deg.C with an accuracy of plus 2.2 deg.C and minus 2.2 deg.C.
NOTE: Temperature transducers are used so that it will be possible (as an option) to show
actual fluid temperature on the ECAM display as well as the warning which is shown at present.

-If Temperature exceeds the limit,

· The single-chime audio warning operates
· The MASTER CAUT lights on the glareshield come on
· The applicable FAULT light(s) come(s) on on the overhead panel
· The applicable warnings are shown on the system and engine/warning displays of the ECAM.

@ RESERVOIR PRESSURIZATION INDICATING:

-Reservoir Air Pressure Switch: The three reservoir air pressure-switches are the same and
they are interchangeable. The switches are cylindrical with a steel body. The body holds a
microswitch assembly. At one end of the body is the electrical connector. The other end of the
body has a thread to connect it to the reservoir. It is also the pressure inlet.
-The contacts of the pressure switch close when the pressure decreases to absolute (37
psia) contacts open when the pressure increases to absolute (40 psia).
-If pressure lower than minmum limit,LOW AIR PRSS Displayed on ECAM.

@ POWER TRANSFER:
- The primary components in the power transfer system are:
· the Power Transfer Unit (PTU) · the Green-System solenoid valve
· the Yellow-System solenoid valve · the isolation coupling · the PTU switch.

- When the Yellow electric pump starts because of operation of the cargo doors, movement of
the flight controls is prevented. Electrical power is supplied to the two solenoid valves of the
Green and Yellow systems and the solenoid valve of the Yellow-leakage measurement system.
Thus no hydraulic power is supplied to the Green or Yellow system.

- The service bus supplies 28 V DC to the solenoid valves through the PTU switch.
A. Power Transfer Unit (PTU):
-The PTU is made up of a variable displacement unit coupled to a fixed displacement unit.
-The variable displacement unit is connected to the yellow hydraulic system.
-The fixed displacement unit is connected to the green hydraulic system.
-There are three hydraulic connections on the fixed displacement unit and three on the variable
displacement unit. The connections are:
· high pressure · low pressure · case drain.
-maximum displacement during the power transfer from the Yellow to the Green system.
-minimum displacement during the power transfer from the Green to the Yellow system.
-Displacement of the variable unit is controlled by means of a control which senses the system
delta pressure. The variable displacement unit includes a hydraulic servo valve and a variable
cam.
- DELTA P > SERVO VALVE > VARIABLE CAM > QUANTITY OF STROKE
- The seal drain connection on the PTU is a standard hydraulic union. The high pressure
and case drain connections are also standard hydraulic unions. The low pressure
connections are self-sealing quick release couplings.

B. Solenoid Valves:
- A solenoid-controlled 3/2-way valve is installed in the PTU supply line of each (Green and
Yellow).
- solenoid valve is energized, the spool moves into the port to close the valve.
- solenoid valve is de-energized, the spool moves away from the port to open the valve.

C. Isolation Coupling: An isolation coupling is installed in the power transfer unit manifold of
the Yellow hydraulic system. It is a quick-release coupling which seals automatically when
it is disconnected. It also has a ratchet lock to keep it connected.

# OPERATION:
-The FAULT light of the PTU P/BSW comes on when the sensors in the hydraulic systems
detect one of these conditions:
· Low fluid contents in the reservoir (Green or Yellow systems)
· Low air pressure in the reservoir (Green or Yellow systems)
· Fluid temperature too high (Green or Yellow systems).

-The FWC also does a check of the PTU during the start of the engines. When the master
switch of the engine 1(2) is ON and the master switch of the engine 2(1) is OFF, the PTU
cannot operate if:
· The yellow electric pump is in operation to close the cargo doors OR
· The aircraft is on the ground, only one engine is in operation and the parking brake is ON OR
· The aircraft is on the ground, only one engine is in operation and a towing arm is attached
(NWS DISC is ON) OR · The PTU P/BSW on the panel is set to OFF.

-When the master switches of engine 1 and engine 2 are in the ON position, the PTU can
operate.

- The PTU inhibition logic is armed (PTU not inhibited) if:

· The aircraft is in-flight (NLG not compressed).
- When the logic is armed, the PTU is inhibited if:
· The aircraft is in-flight (NLG not compressed) and
· The Green and/or Yellow hydraulic system(s) is/are in low pressure condition, for a minimum
of 6 Seconds.
- When the PTU is inhibited, this inhibition is cancelled if:
· The aircraft is on ground (NLG compressed) or
· There is no longer 'low pressure' condition detection, by only one sensor, for a minimum of 20
seconds.

# ACOUSTIC FILTER:(DOWNSTREAM OF EDP OF GREEN AND BLUE PUMP)

The acoustic filter is installed in the outlet from the GREEN EDP/BLUE PUMP. It removes the pulses
of pressure of the HP flow from the pump. The acoustic filter is an empty metal sphere, with inlet and
outlet connections on opposite sides.