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ACRONYMS
B/U BackUp CAS Crew Alerting System EBHA Electrical Backup Hydraulic Actuator EEC Electronic Engine Controller EDP Engine Driven Pump ENG Engine FADEC Full Authority Digital Electronic Control FPGA Field Programmable Gate Arrays HYD SOV HYDraulic ShutOff Valve (also referred to as Hydraulic Firewall Shut Off Valve) HSCB Hydraulic System Control Board INBD Inboard LH Left Hand MAU Modular Avionics Unit N/W Nose Wheel OUTBD OUTBoarD PFCS Primary Flight Control System PV Priority Valve RH Right Hand SFCS Secondary Flight Control System SOV Shut Off Valve T/R Thrust Reverser WOW Weight on Wheels
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INTRODUCTION
GENERAL
The hydraulic power system provides pressure for actuation of: - Primary Flight Controls System (PFCS: ailerons, elevators, rudder and spoilers), - Secondary Flight Controls System (SFCS: slats, flaps and airbrakes), - landing gear, brakes and nose wheel steering, - Thrust reverser of engine 2.
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FIGURE 02-29-05-00 - HYDRAULIC POWER
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HYDRAULIC POWER
Hydraulic power is supplied by: - The primary hydraulic systems during normal flight operation - The auxiliary hydraulic supply o On ground if primary hydraulic power is not available or for maintenance operations, o In flight in case of failure of the primary hydraulic system. The primary hydraulic power supply features three independent hydraulic systems (referred to as A, B, and C systems), each operating with hydraulic fluid at a nominal pressure of 3000 psi (207 bar). It is powered by five Engine Driven Pumps (EDP). The auxiliary hydraulic supply, which is provided by the electrical backup pump and selector valve, provide back-up power between 2900 psi (200 bar) and 1500 psi for system B as well as power to systems A or B for ground maintenance activities.
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FLIGHT DECK OVERVIEW
CONTROLS
Crew control of the Hydraulic system is performed - Primarily via the HYDRAULIC section of the overhead panel (OP) - Via the Fire Control Panel in case of engine fire.
INDICATIONS
Crew indications with regard to Hydraulic system are located in: - The HYDraulic synoptic - The STATus page synoptic for a recapitulative of main parameters concerning the Hydraulic system, - The STATus synoptic / FAULT tab for fault messages - The ENG-CAS window for CAS messages.
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FIGURE 02-29-05-01 - FLIGHT DECK OVERVIEW
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GENERAL
Each of the three hydraulic systems contains:
- A reservoir for storage of hydraulic fluid,
- One to three hydraulic pumps,
- An Hydraulic Shut Off Valve associated to each Engine Driven Pump,
- A Priority Valve for systems A and B.
FIGURE 02-29-10-00 - HYDRAULIC SYSTEMS SCHEMATIC
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GENERATION
GENERAL
The pumps of the hydraulic system are driven: - Mechanically via the accessory gear box for the 5 Engine Driven Pumps (EDP), - Electrically for the backup pump. Repartition of hydraulic pumps on each hydraulic system is the following: - System A is powered by two EDP: o One on engine 1 (A1) o One on engine 3 (A3), - System B is powered by two EDP: o One on engine 2 (B2), o One on engine 3 (B3) o The electrical backup pump, - System C is powered by a single EDP: o On engine 2 (C2). Additionally to the normal hydraulic systems generation: - The spoilers feature a local Electrical Backup Hydraulic Actuator (EBHA), - The braking system and the thrust reverser feature an accumulator.
RESERVOIRS
Each of the three hydraulic systems stores hydraulic fluid in a dedicated reservoir embedding its own accumulator. Each reservoir is pressurized by its corresponding hydraulic system to avoid pump cavitation and draining. No bleed air is used to pressurize the hydraulic tanks. Fluid quantity can be visually checked on the reservoir itself or on the hydraulic synoptic. Fluid temperature for each reservoir is also given on the hydraulic synoptic.
ENGINE DRIVEN PUMPS (EDP)
General
The Falcon 7X hydraulic system uses five EDP of two different sizes: - Systems A and B use a 1-gallon frame size pump, - System C uses a 0.5 gallon frame size pump. The self-regulating, piston-type EDP are driven by the accessory gearbox of the corresponding engine. The regulated pressure output is 3000 ± 50 psi.
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Depressurization mode
The EDP of system A and B feature an electrical depressurization valve to minimize engine torque loads during engine ground start and restart: - EDP is depressurized when N2 is below 40% (engine speed increasing) and below 15% (engine speed decreasing), hydraulic pressure being reduced approximately 1000 psi. The depressurization mode is automatically commanded by the EEC of the engine. The depressurization mode is also automatically engaged in case of excessive temperature of system A or B. In that case, the depressurization mode is controlled by a dedicated control board named HSCB (Hydraulic System Control Board). The C2 pump has no depressurization capability.
ELECTRICAL BACKUP PUMP
General
The electrical Backup Pump provides: - Back-up hydraulic power supply for system B, o mainly in case of a triple engine failure, o it is designed to allow an emergency descent with all engines out from 51,000ft - Power for ground maintenance activities on systems A and B: o For maintenance on system A, it is manually switched by using the FLIGHT/GROUND selector
NOTE Prior to flight, Backup pump selector valve should be set on Hydraulic B.
When activated, the backup pump operates continuously and delivers approximately 2,900 psi. The backup pump is supplied by the RH ESSential bus. The backup pump is air cooled by an internal fan attached to the motor rotor and is designed to provide sufficient cooling at or below 15,000 ft for a continuous use (no time limitation).
NOTE Use of Backup pump above 15,000 ft should be limited in order to avoid overheating.
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Operation
The Backup Pump is activated: - Automatically: by the HSCB (Hydraulic System Control Board) when the four EDP of systems A and B are (failed) not producing power (A1, A3, B2 and B3), ie. in case of a triple engine failure, - Manually: by setting the overhead panel BACKUP PUMP pushbutton to ON position. The backup pump can bet set to OFF, using the same BACKUP PUMP pushbutton of the overhead panel.
HYDRAULIC SYSTEM CONTROL BOARD
The Hydraulic System Control Board (HSCB): - Controls the backup pump, - Controls EDP A3, B3 and B2 depressurization valves in case of temperature increase and B2 and B3 depressurization valves in case of backup pump producing pressure in ON mode.
BACKUP PUMP SELECT VALVE
The backup pump select valve is manually operated on ground: - Allows the backup pump to be switched to power system A for maintenance activities only. - Incorporates a pin allowing latch in both the GROUND (system A powered) and FLIGHT (system B powered) positions - Switches both the suction and discharge lines of the backup pump from system B to A, no fluid mixing occurring between the two systems. An electrical position switch is used to annunciate a non standard flight configuration to the cockpit crew, which is any lever position other than “FLIGHT” position.
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FIGURE 02-29-10-01 - BACKUP PUMP SELECT VALVE
EBHA, THRUST REVERSER AND PARK BRAKE ACCUMULATORS
The spoilers feature a dedicated Electrical Backup Hydraulic Actuator (EBHA), which provides local pressure with an internal accumulator in case of failure of the EDP C2.
Two dedicated accumulators provide an hydraulic supply for: - Thrust reverser in case of a (total) system B hydraulic failure, - Park or emergency brake. ¾ Refer to ATA 70 and 32 for additional information.
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DISTRIBUTION
Each of systems A and B uses two Engine Driven Pumps (A1, A3, B2 and B3 pumps), as the primary source of supply of pressurized hydraulic fluid for:
- The primary and the secondary flight controls,
- The landing gear operation, and nose wheel steering
- Normal and park braking,
- Thrust reverser. Priority valves on system A and B give priority to flight controls and brakes in case of flow deficit. System C uses C2 pump to provide pressurized Hydraulic fluid to:
- The spoilers
- One barrel of right elevator
- One barrel of right aileron.
PRIORITY VALVES
A priority valve is installed on system A and B ahead of the utility users of the hydraulic system giving flow delivery priority to the flight control components that are essential for flight and for the brakes system on ground. For example, the priority valves might be actuated when one EDP for system A or B is failed and the remaining pump produces insufficient flow to power the extension of landing gear, flaps, etc and to also power the flight controls: the priority valve then preserves pressure for the flight controls.
HYDRAULIC SHUT-OFF VALVE
In the event of an engine fire or hydraulic overheat, each EDP can be isolated from the Hydraulic System through an electrically-controlled HYDraulic Shut-Off Valve (HYD SOV), located in the suction lines. When activated, the HYD SOV isolates the suction line from the pump, preventing hydraulic fluid from reaching the engine, should an engine fire occur. A thermal relief valve protects the downstream system when the HYD SOV is closed. The five HYD SOV can be manually activated by the crew members through five CLOSE switches on the overhead panel and/or engine fire/handle button.
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FILTERING
Filtration components installed on the three hydraulic systems supply clean fluid to the hydraulic components. The filters contain: - An electrical differential pressure indicator for on condition maintenance support purpose, - A bypass valve to allow system operation with a clogged filter (return filter only).
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DESIGN PRINCIPLES
Hydraulic system was designed considering following design principles:
- Tube routing and placement of hydraulic components is designed so that no single aircraft failure would cause loss of more than one hydraulic system and no two hydraulic system failures would result in complete loss of flight control,
- Rotor burst considerations are addressed so at least one system is functional after a worst case tri-sector burst,
- No hydraulic generation system component is installed in the passenger or flight crew compartments.
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EQUIPMENT LOCATION
ENGINE DRIVEN PUMPS
Engine Driven Pump A1 is mounted on the engine 1. Engine Driven Pumps A2 and C2 are mounted on engine 2. Engine Driven Pumps A3 and B3 are mounted on engine 3.
FIGURE 02-29-15-00 - ENGINE DRIVEN PUMPS LOCATION
FIGURE 02-29-15-01 - ENGINE DRIVEN PUMPS VIEW
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HYDRAULIC SYSTEM EQUIPMENT
Backup pump, backup pump select valve and reservoirs are located in the service compartment.
FIGURE 02-29-15-02 - HYDRAULIC SYSTEM EQUIPMENT LOCATION
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FIGURE 02-29-15-03 - HYDRAULIC EQUIPMENTS
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ELECTRICAL POWER SUPPLY
Following paragraph describes the power supply of the different equipment of the hydraulic system. Electrical protection is provided either:
- By Solid State Power Controllers (SSPC) ,
- By Circuit Breakers (CB). ¾ Refer to ATA 24 – ELECTRICAL POWER for additional information.
EQUIPMENT POWER SUPPLY TYPE OF PROTECTION Backup pump RH Essential CB EDP A1 SOV Battery 1 CB EDP A3 SOV Battery 2 CB EDP B2 SOV Battery 2 CB EDP B3 SOV Battery 1 CB EDP C2 SOV Battery 1 CB EDP A1 depress valve RH Essential SSPC EDP A3 depress valve LH Essential SSPC EDP B2 depress valve LH Essential SSPC EDP B3 depress valve RH Essential SSPC LH HSCB LH Essentiel CB RH HSCB RH Essentiel CB
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DETAILED ARCHITECTURE OF HYDRAULIC SYSTEM
FIGURE 02-29-15-04 - HYDRAULIC SYSTEMS SCHEMATIC
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COMPONENTS DETAILED DESCRIPTION
RESERVOIRS
Each of the three hydraulic systems contains a reservoir.
FIGURE 02-29-15-05 - RESERVOIR ASSEMBLY
SYSTEM A SYSTEM B SYSTEM C RESERVOIR RESERVOIR RESERVOIR
450 cu. in 575 cu. in 200 cu. in (7.4 liters) (9.4 liters) (3.3 liters)
The assembly is a bootstrap type, utilizing system high-pressure fluid acting on a piston and provides the following functions: - Supply fluid to the system, or accept fluid from the system - Provide sufficient static pressure to deliver fluid to the pump - Collect air for manual removal with a bleed/relief valve. - Maintain sufficient pressure in the hydraulic system to energize seals for a period of 72 hours after aircraft shutdown to minimize air ingress into the system. The reservoir provides the necessary fluid volume demanded by the hydraulic system. Changes in fluid volume due to thermal expansion/contraction, system leakage, and differential area of the user actuators have been taken into account in sizing the volume of each reservoir.
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The major components of the reservoir assembly include: - Low-pressure storage chamber, - Bootstrap cylinder, - Maintenance free accumulator, - Pressure maintaining & dump valve, - Bleed / relief valve, - Quantity indicator, - Temperature transducer, - Temperature switch.
FIGURE 02-29-15-06 - HYDRAULIC RESERVOIR
Low-Pressure Storage Chamber
The low-pressure piston is acted upon by the bootstrap piston to maintain chamber pressure. System A and B reservoirs each utilize the same diameter storage chamber, while the system C reservoir utilizes a smaller storage chamber piston diameter. A drain provided on the atmospheric side of the piston head routes any leakage fluid overboard.
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Bootstrap Cylinder
This assembly contains a small-area piston exposed to system pressure, nominally 3000 psig (207 bar), which provides force to drive the low-pressure piston and pressurize the reservoir.
Maintenance Free Accumulator
This accumulator provides the pressure and volume to maintain seal energisation for a period of 72 hours after aircraft shutdown.
Pressure Maintaining Valve
It is mounted in the reservoir manifold to provide for: - Maintaining bootstrap pressure without system pressure being applied, - To protect the reservoir from overpressurization.
EDP
System A and B EDP
Systems A and B each use two Engine Driven Pumps (EDP), as the primary source of supply of pressurized hydraulic fluid for the flight control and utility systems. The Parker Model AP1V is a conventional axial piston type pump wherein a cylinder barrel containing nine pistons is driven by an external power source. The pump timing and displacement controls provide for low-pressure ripple and smooth response to rapid changes in flow demand. Each of the System A & B EDP incorporates an integral attenuator ball on the discharge to provide pressure ripple and noise reduction.
■ Depressurization mode
The FADEC will energize the EDP de-pressurization solenoids to minimize engine drag torque for ground starts and for in air engine restarts. If all three engines are non-operational during flight but are windmilling at a speed greater than 15% N2, the EDP A1, A3, B3, and B2 will not be de-pressurized so that they can provide limited hydraulic power to the hydraulic systems from the windmilling engines: PFCS. The EDP will be depressurized when windmilling engine speed reduces below 15% N2 to minimize the engine load during a relight attempt. The pump will produce full pressure when its respective engine speed is greater than 40% on increasing speed to minimize starting and windmilling torque loads on that engine. The Hydraulic System Controller will energize the EDP de-pressurization solenoids to minimize heat rejection into the system, if required.
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EDP A3 or B2 will be de-pressurized when the system fluid reaches 92°C to minimize heat rejection into the system (if EDP A1 or B3 is producing pressure). If the Backup Pump is commanded on and is producing pressure, EDP B3 and B2 will be depressurized (to protect the Standby Pump).
System C EDP
This pump provides same functions as EDP of systems A and B. The operation and pressure control features of the System C EDP are very similar to the System A & B EDP. However, due to its smaller displacement and subsequently lower load on the engine gearbox, a depressurization valve and solenoid are not included with this pump.
PRESSURE TRANSDUCERS
The pressure transducer transmits electrical signals, proportional to each hydraulic system pressure, to the crew members for monitoring of pressure in each system. There is one pressure transducer located downstream of the filter pressure element in each system module (3 total).
PRESSURE SWITCHES
Each hydraulic pump output (the EDP and the Backup Pump) is monitored by a dedicated pressure switch. These switches are used to annunciate hydraulic pump specific faults to the cockpit crew when pump pressure falls below a predetermined value.
BACKUP PUMP SELECT VALVE
This valve is used to power system A for maintenance activities only. The valve will switch both the suction and discharge lines of the backup pump from system A to B. The select valve is designed to prevent any possibility of fluid propagating from one system to another by utilizing rip-stop construction, such that any structural failure will not result in the loss of both system A and B hydraulic pressure. The valve incorporates an integral pin to allow latching in both the “GROUND” (System A powered) and “FLIGHT” (System B powered) positions. An electrical switch is provided to status spool position to prevent dispatch with the valve set to the “GROUND” position.
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FIGURE 02-29-15-07 - BACKUP PUMP SELECT VALVE
HYDRAULIC SYSTEM CONTROL BOARD
The HSCB controls the backup pump and EDP A3, B3 and B2 depressurization solenoids. The HSCB will depressurize the EDP to control fluid temperature. The HSCB will command the EDP B3 and B2 pumps to depress when the standby pump is commanded ON. The HSCB implements the logic using two electronic components called Field Programmable Gate Arrays (FPGA): - One FPGA is used to implement the logic for EDP A3 and B2 depress solenoids. - The other is used to implement the logic for the backup pump and EDP B3 depress solenoid. Circuits for the two FPGA are powered by different buses. Therefore, the loss of one bus will only disable part of the HSCB.
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CONTROLS
The hydraulic system is mainly controlled through the switches of the HYDRAULICS section of the Overhead Panel:
- The five Hydraulic Shut-Off Valves (HYD SOV) are controlled by SHUT OFF A1, A3, B2, B3 and C2 guarded pushbuttons,
- The backup pump is controlled by the "BACKUP PUMP" pushbutton.
FIGURE 02-29-20-00 - HYDRAULICS OVERHEAD PANEL CONTROL
The five HYD SOV can also be activated through the respective engine FIRE guarded pushbuttons on the Fire Control Panel.
FIGURE 02-29-20-01 – HYDRAULIC FIREWALL SHUT-OFF VALVE CONTROL ON FIRE CONTROL PANEL
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SYNTHETIC TABLE
TO ACTIVATE CONTROL FUNCTION SYNOPTIC TO DEACTIVATE
EDP A1 OPEN HYD SOV open
EDP A1 Guarded HYD SOV pushbuttons control closed the closing of the corresponding HYD SOV: CLOSE - Unlighted open (normal): HYD SOV is open,
- CLOSE: HYD EDP A1 SOV is closed. HYD SOV is not in its commanded position
EDP A1 HYD SOV invalid data
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TO ACTIVATE CONTROL FUNCTION SYNOPTIC TO DEACTIVATE Backup pump stopped and ready to supply System B Normal Backup pump Backup pump started and switch controls the supplying System B Backup Pump This pushbutton cycles through: - Unlighted auto: ON mode ON Backup Pump running starts when the pressure drops in systems A and B,
- ON: Backup Pump runs continuously, OFF OFF mode - OFF: Backup Pump shutdown or failure. Short push: Normal/OFF Invalid data Long push: ON.
No control available for crew members. Indicating a ground Test maintenance operation.
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INDICATIONS
Indications related to the Hydraulic system are provided within the HYDraulic synoptic and within the STATus page. The HYDraulic (HYD) synoptic page displays the three hydraulic systems and the distribution of users between the systems:
- The five EDP, the backup pump and the five Firewall Shutoff Valves status are indicated by colour symbols and/or text fields
- The button WHEELS allow to access tire pressure and brake temperature information (these data are described in ATA 32)
- The following indications are available:
o Pressure of each hydraulic system,
o Fluid quantity of each hydraulic system,
o Fluid temperature of each hydraulic system,
o Shut-Off Valve positions (open, closed, transition),
o Accumulators pressure (park brake, thrust reverser being not monitored).
FIGURE 02-29-20-02 - HYDRAULIC SYNOPTIC IN NORMAL
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Hydraulic level indications
FIGURE 02-29-20-03 - HYDRAULIC LEVEL INDICATORS
Hydraulic fluid pressure indications
FIGURE 02-29-20-04 - HYDRAULIC FLUID PRESSURES
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Hydraulic pump status
Running Not running Failed Invalid data
FIGURE 02-29-20-05 - HYDRAULIC PUMP STATUS
Equipment status
In normal operation, symbols are green. If a failure occurs in a system, the symbols of equipment powered by this system become amber. For flight control actuators connected to systems A and B, or A and C, or B and C, the corresponding symbols are: - Green, in normal operating conditions, - Amber, in case of total hydraulic power loss, - Half green / half amber in case of loss of one system.
FIGURE 02-29-20-06 - SYMBOLS OF FLIGHT CONTROLS CONNECTED TO A AND B
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Park brake accumulator
FIGURE 02-29-20-07 - PARK BRAKE ACCUMULATOR
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STATUS synoptic
At the top of the STATus page, following information on the three Hydraulic systems are summarized: - Hydraulic quantity, - Hydraulic pressure, - Hydraulic Temperature.
FIGURE 02-29-20-08 - STATUS SYNOPTIC PAGE
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No supplementary information to be provided on Controls and Indications at present time.
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SYSTEM MONITORING
Monitoring of following parameters is provided by the system:
- Hydraulic fluid pressure downstream of EDP or back up pump,
- Temperature of the Hydraulic fluid,
- Hydraulic fluid quantity in each tank,
- Position of the back up pump selector for flight,
- Condition of the filters.
¾ Refer to CODDE2 for a complete list and description of CAS messages.
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ACTIVE PROTECTIONS
OVERPRESSURE PROTECTION
Main system
Each hydraulic system comprises a pressure relief valve located in the filter manifold, protecting the system in the event of a runaway pump compensator.
Reservoir
A bleed and relief valve is integrated to each system reservoir for air removal and overpressure protection.
OVERHEAT PROTECTION
For Systems A, B: - EDP A3 and B2 are depressurized automatically when the hydraulic fluid gets too hot. - This depressurization is controlled by a fluid temperature switch located in the low pressure section of each system reservoir. Additionally, in case of high temperature within the reservoirs of systems A and B: - Hydraulic fluid is routed to an overboard drain - This is controlled through a thermal fuse: o System A: when fluid reaches 143° C o System B: when fluid reaches 177° C For System C: - Hydraulic Shut Off Valve C2 is automatically closed when the hydraulic fluid gets too hot: 125 °C. - This is controlled by a fluid temperature switch located in a tee fitting directly mounted in the system return port.
PRIORITY VALVES
As mentioned in the "DESCRIPTION" sub-section, a priority valve is installed on system A and B ahead of the utility users of the hydraulic system giving pressure delivery priority to the flight control components that are essential for flight and for the brakes system on ground.
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No supplementary information to be provided on system protection at present time.
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HYDRAULIC FILLING VALVE
¾ Refer to Ground Servicing manual.
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