A330 hydraulics -ATA 29

The primary means of providing hydraulic power to the aircraft. Operates independently and is not interconnected with other hydraulic systems.

Hydraulic systems are named after the color of their fluid, but in reality, this color identifies the system.

The device that monitors each hydraulic system's pressure and other conditions.

A dedicated system that provides hydraulic power in the event of a failure to the main hydraulic systems (in case of an engine failure).

Each hydraulic system has its own separate reservoir.

The hydraulic system that provides pressure to the aircraft's control surfaces, such as ailerons, elevators, and spoilers.

An electric pump that can be activated manually or automatically to pressurize the green system.

The time period in which the electric pump automatically pressurizes the green system following an engine failure.

Reduced speed of aileron, elevator, and spoiler servo controls when the RAT pressurizes the green system.

The blue hydraulic system is responsible for providing pressure to the electrical rudder, which helps control yaw, a side-to-side movement of the aircraft.

The electrical rudder is powered by the blue hydraulic system, and it plays a critical role in counteracting the yawing tendency caused by asymmetrical thrust, such as when one engine fails.

An electric pump that activates automatically in flight if the primary engine powering the blue hydraulic system fails, ensuring the rudder remains functional.

Uneven thrust between the engines, typically caused by engine failure, can lead to yaw, a side-to-side movement of the aircraft.

The tendency of the aircraft to deviate from its intended flight path due to uneven thrust, often caused by an engine failure.

The yellow hydraulic system is primarily used to operate cargo doors and can be pressurized by an electric pump or a hand pump. It operates independently of other hydraulic systems.

The electric pump automatically powers the yellow hydraulic system in flight if Engine 2 fails or when the flaps are not at 0, ensuring flap retraction during takeoff. It also runs on the ground during cargo door operation.

Crewmembers can manually pressurize the yellow hydraulic system using a hand pump when electrical power is unavailable.

The electric pump provides about 18% of the flow capacity of the engine-driven pump in the yellow hydraulic system.

The electric pump can be used to retract surfaces, but it is not a replacement for the engine-driven pumps.

The RAT can be deployed manually from the overhead panel or automatically in the event of an engine failure or low hydraulic fluid.

The RAT can only be stowed when the aircraft is on the ground, as it requires a stationary condition.

The RAT deploys automatically in case of engine failure or low levels in the green and yellow or green and blue reservoirs.

Pressing the "RAT MAN ON" button extends the RAT at any time.

The Ram Air Turbine (RAT) provides hydraulic power when the main systems fail. It's like a small wind turbine that spins when the aircraft is moving, generating hydraulic pressure.

The RAT flow rate varies based on the aircraft's speed, ranging between 15% and 45% of the engine-driven pump's full flow capacity.

The RAT flow rate is affected by the aircraft's speed. The faster the aircraft is moving, the more air the RAT scoops up, resulting in a higher flow rate.

The RAT provides a reduced amount of hydraulic pressure compared to the main system. However, it's sufficient to operate essential controls like ailerons, elevators, and spoilers, ensuring basic aircraft control.

The RAT is a critical backup system for hydraulic power. It ensures that the aircraft can maintain basic control even if the main hydraulic systems fail.

A hydraulic system safety feature that prevents fluid flow in case of a fire. It is automatically closed by the HSMU if a green reservoir low level is detected and can be manually activated by the flight crew.

The engine-driven pumps in the green hydraulic system are automatically depressurized and the fire shut-off valves are reopened 150 seconds after they initially close, allowing lubrication and preventing damage to the engine-driven pumps. This happens only if the blue and yellow reservoirs have normal fluid levels.

In the event of a low fluid level in the blue or yellow reservoirs, the green fire shut-off valves remain closed, allowing the RAT to be used to restore the green system.

The flight crew cannot re-open the green fire shut-off valves in flight once they are automatically closed.

The Hydraulic System Monitoring Unit (HSMU) automatically closes the green fire shut-off valves if a low fluid level is detected in the green reservoir.

If bleed air pressure from engine 1 is low, the system switches to using bleed air from the crossbleed duct to pressurize hydraulic reservoirs.

The hydraulic system maintains sufficient pressure to prevent pumps from cavitating, ensuring proper operation.

The system prioritizes bleed air from engine 1 for pressurizing hydraulic reservoirs. If the pressure from engine 1 is insufficient, it automatically switches to using the crossbleed duct.

High pressure in the hydraulic system prevents pump cavitation.

The crossbleed duct provides an alternate source of bleed air for the hydraulic system when engine 1 bleed air is insufficient.

These valves are used to measure leaks in hydraulic systems on the ground. They are located upstream of the primary flight controls and can be closed manually using a pushbutton on the maintenance panel. The yellow valve closes automatically during cargo door operation, but the HSMU prevents the other valves from closing in flight.

In case of low hydraulic pressure, the priority valve cuts off hydraulic power to heavy users like the emergency generator, nosewheel steering, and landing gear, ensuring enough pressure for essential functions like braking and flight controls. A similar function is performed by a pressure-off brake system on the flaps, slats, and THS actuator.

The HSMU (Hydraulic System Monitoring Unit) prevents the leak measurement valves for the green, blue, and yellow hydraulic systems from closing during flight. This ensures continuous hydraulic pressure for critical flight controls even during cargo door operations.

The yellow hydraulic system is used for cargo doors and can be pressurized by an electric pump or a hand pump. The electric pump automatically activates in flight if Engine 2 fails or the flaps are not retracted during takeoff. It also runs on the ground during cargo door operation.

The electric pump for the Yellow Hydraulic System provides around 18% of the flow capacity of the engine-driven pump. It can be used to retract surfaces, but it's not a replacement for the engine-driven pumps.

When the fluid level in a hydraulic system drops below a certain point, the warning indicator changes color.

The hydraulic system indication will be white if temperature information is not available, as temperature compensation is not possible.

The green hydraulic system provides pressure to the aircraft's control surfaces, such as ailerons, elevators, and spoilers.

The yellow hydraulic system is primarily used to operate cargo doors and can be pressurized by an electric pump or a hand pump.

When the yellow hydraulic system's engine-driven pump is unavailable, the electric pump activates automatically during flight. It provides backup power to the system especially for cargo door operation and flap retraction during takeoff.

In the event of a hydraulic system fire, the Fire Shut-Off Valve automatically closes to prevent fluid flow, ensuring safety. This is like a fire extinguisher for the hydraulic system, preventing further damage.