Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Situational Awareness; Confusion
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Overcame Equipment Problem
Aircraft; Human Factors; Procedure
Following an otherwise normal preflight and pushback; we got a plethora of ECAM messages and aural warnings  regarding hydraulic pressure during the second engine start. A quick glance at the ECAM hydraulic page revealed that all three hydraulic pumps were pressurized to 3000 psi; yet each hydraulic system was unpowered.  There is no QRH procedure for what we had. There were no hydraulic fault lights nor open circuit breakers in the overhead panel; but a thorough inspection did reveal that the three guarded black 'HYD Leak Measurement Valves' switches (one  for each hydraulic systems) had been left lifted and tripped.  Having done a parking brake check during the preflight; then reset them a second time following the pushback; I didn't  have much accumulator pressure left with two engines running. I directed FO to reset the three tripped switches.Prior to moving the aircraft; with normal brake pressure recovered; I asked the FO to call maintenance and explain what  had occurred. (There were no entries in the book regarding hydraulic problems on the overnight). We had them verify we  were safe to proceed with three; now normal; hydraulic systems; and that they did not need us to return to the gate. The  remainder of the flight was normal except for a passenger medical issue (with NO declared emergency) that is  the subject of a separate report. Having previously missed the incorrect switchology; I was a quite concerned about sitting in the dark alley; un-chocked; with  low parking brake pressure; no hydraulic pressure on any system; and two engines running. I was also uncertain how long it  would take to get the tug back out to tow us to the gate. In The Interest Of Safety; I elected to reset the three hydraulic  switches to recover normal hydraulics. It may have been better to shut down the engines and wait for a tug... but I didn't  trust parking brakes set with less than normal pressure with a full aircraft. Perhaps a mindset of looking for what might be wrong during the preflight might be better than looking to see that the  switches are set in their normal position.
Performing the first flight of the day I entered the aircraft and performed my preflight duties. During my  flow I inadvertently missed the Guarded hydraulic leak detection push buttons that had been closed on the  maintenance panel. After pushback and during 2nd engine start we received multiple ECAMs for hydraulic pressure.  The ECAMs were accompanied by no fault lights on the overhead HYD panel. A subsequent check of  the hydraulic page on the ECAM showed zero pressure in the system but engine pump pressure normal.  At that point I checked the hydraulic maintenance panel and noted the dim lights and push buttons in the  off position.We decided to reset the push buttons to regain hydraulic pressure to the systems; after  reset of all systems the hydraulic page and status page returned to normal. We then contacted  maintenance and alerted them of the position of the valves. Maintenance informed us they were turned  off to do a check the night before and left off. With the push buttons in the proper position and all  systems normal maintenance confirmed we were safe to continue the flight. I inadvertently missed the Guarded hydraulic leak detection push buttons had been closed on the  maintenance panel. I believe this was missed due to the black guard over the switch and dim selected on  the annunciator switch along with bright selected on the dome lights.
A321 flight crew reported unusual hydraulic pressure indications after second engine start. Careful inspection of the overhead panel revealed that the hydraulic leak detection push buttons had been closed on the maintenance panel.