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Single hydraulic failures have very little effect on the handling of the aircraft but cause a degradation of the landing capability to Cat 3 Single. However, double hydraulic.failures.are.significant.due.to.the.following:
. Loss.of.AP . Flight.control.law.degradation.(ALTN) . Landing.in.non-normal.configuration
. Extensive ECAM procedures with associated workload and task-sharing
considerations . Significant.considerations.for.approach.and.landing
The electrical pumps supply only limited power and should not be used to replace the engine driven pumps to supply the flight controls as they cannot cover any high transient demands. Consequently, aircraft handling could be degraded due to flight control “jerk”. As a general rule, do not select the ELEC HYD PUMP on except temporarily to retract the spoilers if they remain out after a hydraulic.failure.
The RAT is designed to supply the Emergency Generator and flight controls using the green hydraulic system, and can cover high transient demands. However, the RAT flow is significantly less than an engine driven pump flow and is dependent on the aircraft speed. The RAT may still pressurise the green hydraulic system even in the case of LO LVL. It must not be used in case of green hydraulic system overheat. At low speed, the RAT stalls. Consequently, some.anticipation.is.required.from.the.crew.to.carry.out.a.safe.landing.
A double hydraulic failure is an emergency situation, with LAND ASAP displayed in red. Declare a MAYDAY to ATC and land as soon as possible, however ECAM.actions.should.be.completed.prior.to.the.approach.
FD and A/THR are available, however the AP will be lost. Therefore, the PF will have a high workload in flying the aircraft and handling the communications, with the flight controls in Alternate Law. Additionally, depending on the exact reason for the failure, aircraft handling characteristics may be different due to the loss of some control surfaces. This failure is termed a "complex procedure". Consequently, after completing ECAM actions, refer to the QRH summary during the handling of the procedure. It is essential that the roles of PF and PNF are clearly defined and understood. Efficient task sharing is crucial as procedures are.lengthy.and.the.approach.briefing.may.be.extensive.
As there are many tasks to complete, clear priorities must be established. If sufficient fuel remains, take time to plan carefully and brief fully. While there is no need to remember the following details, an understanding of the structure of the hydraulic and flight control systems would be an advantage. The F/CTL SD page and the OPS DATA section of the QRH provide an overview of the flight controls affected.by.the.loss.of.hydraulic.systems.
8.70.2
A330/A340 Non-normal.Operations REV.1.(6.JUN.05)
FCTM Hydraulic
The following summarises the condition of the aircraft following the possible combinations.of.double.hydraulic.failure:
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With a HYD B + Y failure, the stabiliser and most of the spoilers are lost. There will be no NWS, as the landing gear will have been extended using the gravity system (to protect the green system integrity for the flight controls). Due to the loss of the stabiliser and the partial loss of spoilers, VLS is increased by 10 kt. However, the elevators still operate normally and autotrim is still available through the elevator. Normal braking is available.on.the.ground.
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With a HYD G + B failure, the slats, most spoilers, the left elevator, the inner ailerons, normal and alternate braking, anti-skid and (A333/A343: NWS) are all lost. Braking is only available using the blue system accumulator. If this failure occurs before any slat has been selected, a long runway will be required. After stopping, the parking brake may be inoperative.due.to.low.blue.system.accumulator.pressure.
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With a HYD G + Y failure, the flaps, most spoilers, the right elevator, outer ailerons, normal braking and NWS are lost. Again, if this failure occurs before any flap has been selected, a long runway will be needed. Braking is.available.using.the.alternate.braking.system.with.anti-skid.
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