Professional Documents
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A330 Flight Deck
A330 Flight Deck
A330
Flight deck and systems
briefing for pilots
THIS BROCHURE IS PROVIDED
FOR INFORMATION PURPOSES ONLY
AND ITS CONTENTS
WILL NOT BE UPDATED.
IT MUST NOT BE USED AS AN OFFICIAL REFERENCE.
FOR TECHNICAL DATA OR OPERATIONAL PROCEDURES,
PLEASE REFER TO THE
RELEVANT AIRBUS DOCUMENTATION
March 1999
Contents
1.
General
2.
3.
Electrical system
4.
Hydraulic system
5.
Flight controls
6.
Landing gear
7.
Fuel system
8.
Engine controls
9.
1. General
1.1
A330 General
A330 general arrangement
58.37 m
191ft 3in
A330-200
256 seats
9.37m
30ft 9in
18 sleeperette
(62 in pitch)
196 Economy
(32 in pitch)
295 seats
A330-300
60.304m
198ft
17.8m
58ft 5in
10.7m
35ft 1.3in
42 Business
(40 in pitch)
6.67m
21ft 11in
18 sleeperette
(62 in pitch)
22.18m
72ft 9in
49 Business
(40 in pitch)
228 Economy
(32 in pitch)
63.66 m
208ft 10in
A330-300
Passenger cabin
9.37m
30ft 9in
65.7in
1.67m
z True widebody
spaciousness and
adaptability
10.7m
35ft 1.3in
91.7in
2.33m
6.67m
21ft 11in
25.58 m
83ft 11in
LD-3s
125in
3.18m
67in
1.702m
1.2
A330 General
Introduction
Basic data
A330-200
A330-300
MTOW*
MLW
MZFW
230 000 kg
180 000 kg
168 000 kg
217 000 kg
179 000 kg
169 000 kg
97 170lit
Max operating
altitude
41 100 ft
41 100 ft
Powerplants
GE CF6-80E1A4
70 000 lb
GE CF6-80E1A2
67 500 lb
RR Trent 772
71 100 lb
PW 4168
68 000 lb
PW 4164 / 4168
64 000 lb / 68 000 lb
Design speeds
Vmo/Mmo
330 kt CAS/0.86
330 kt CAS/0.86
Underfloor cargo
From 27LD3 to
3LD3 + 8 pallets
+ bulk 19.7 m3
32/33LD3/11 pallets
+ bulk 19.7 m3
1.3
A330 General
Aircraft design specifications
1. Design weights (see page 1.3)
2. Design speeds
VMO = 330 kt CAS
MMO = 0.86
VD = 365 kt CAS
MD = 0.93
VB = 260 kt CAS
MB = 0.78
VLO (landing gear) extension
retraction
VLE (Landing gear extended)
5. Landing gear
The design aim is 25000 cycles safe life operation in
accordance with FAR and JAR.
250 kt CAS
6. Cabin pressure
3. Slat and flap design speeds
Lever
position
0
Holding
240
Take-off
1+F
215
Approach
1*
205
638 mb
9.25 psi
Take-off
196
- 70 mb
1.00 psi
Take-off/approach
186
Full
Landing
Full
180
1.4
A330 General
Aircraft design specifications
7. Fuel capacity
A330-200
Litres
US gallons
Litres
US gallons
42 000
42 000
3 650
3 650
6 230
41 560
11 095
11 095
964
964
1 646
10 980
41 904
41 904
3 624
3 624
6 230
-
11 070
11 070
957
957
1 646
-
139 090
36 745
97 286
25 700
Inner tank LH
Inner tank RH
Outer tank LH
Outer tank RH
Center tank
Trim tank
Total
A330-300
8. Pavement strength
Max ramp weight and max aft CG.
ACN
Flexible pavement
Rigid pavement
Cat A
Cat B
Cat C
Cat D
Cat A
Cat B
Cat C
Cat D
A330-200
61
66
77
105
52
61
73
85
A330-300
56
61
71
95
48
55
65
76
Tyres radial
1.5
A330 General
Weight and balance
A330-200 CG limits
A330-300 CG limits
1.6
A330 General
Ground maneuvre capability
Effective
turn angle
R5
R3
Towing
The A330 can be towed or pushed up to a nosewheel
angle of 78 from the aircraft centre line at all weights up
to maximum ramp weight without disconnecting the
steering.
10,684m
Taxiing
Y
A
R4
R6
Outside
face of tire
A330-200
Type of turn 1
Effective turn angle
78
(Feet)
Meter
Type of turn 2
Effective turn angle
62.3
(Feet)
Meter
Type of turn 1
Effective turn angle
77.95
(Feet)
Meter
A330-300
Type of turn 2
Effective turn angle
64.5
(Feet)
Meter
4.72
15.478
11.65
38.23
5.342
15.53
12.10
39.7
34.27
112.4
43.58
143.0
38.13
125.1
47.16
154.7
R3
23.24
76.26
25.62
84.06
R3
26.49
86.9
26.78
94.3
R4
36.29
119.04
42.99
141.06
R4
36.96
120.9
43.36
142.3
R5
29.26
96.07
31.20
102.37
R5
32.37
106.2
34.26
112.4
R6
32.89
107.91
36.45
119.6
R6
34.60
113.5
38.01
124.7
X = 22.19 m / 72.8 ft
X = 27.50 m / 90.23 ft
Type of turn 1 : Asymmetric thrust differential braking (pivoting on one main gear)
Type of turn 2 : Symmetric thrust no braking
1.7
2.1
Sliding window
(Emergency evacuation)
Sliding window
(Emergency
evacuation)
First officer's
seat
Captain's seat
First officer's
briefcase
Captain's
briefcase
Third occupant
seat
Documentation
stowage
Fourth
occupant seat
Coat room/
suitcase
stowage
Rear console
2.2
Sliding tables
FO boomset stowage
FO boomset jack panel
Reading light
Window control
handle
Loudspeakers
Sidestick
Nose wheel
steering CTL
Hand microphone
Ashtray
Checklist stowage
Oxygen mask
Roller sunblind
Oxygen mask
Air conditioning
outlet
Waste bin
Waste bin
Flight documents
stowage
STL 472.755/92 Issue 4
Window outlets
Normal checklist
storage
Briefcase stowage
2.3
OXY MASK
4th OCCUPANT
CONSOLE
AXE
OXY MASK
LIFE VEST
LIFE VEST
JACK PANEL
HEADSET
BOOMSET
3rd
OCCUPANT
CONSOLE
2.4
10 20 30 40 50
50
40
30
20
10
Wingtip
visible
0
10
20
30
Aerospace standard 580 B
Binocular vision
Pilots axis
Downward visibility in
the pilot axis : 20
STL 472.755/92 Issue 4
2.5
21ft 10.6in
6.67m
111
Max. aft vision
with head rotated
about spinal column
135
Pilots eye position
115
1ft 9in
0.53m
62
With head
moved 5 inches
outboard
62
42
30
36
135
42
30
36
2.6
Aircraft
A330-200
m (ft)
RVR SVR
2.1pitch
Pilots eyes
20 cockpit
cut-off angle
A 100ft
30m
SVR
B
V (Visual segment)
O (Obscured)
RVR
2.7
2.8
2.9
Neutral
Radio
Take-over PB
(A/P disconnection or take-over
from opposite sidestick)
2.10
Sidestick released :
return to neutral
10
10
10
10
10
10
10
10
10
10
10
10
Sidestick released :
return to neutral
10
10
10
10
2.11
2.12
2.13
2.14
are
2.15
2.16
Central pedestal
In addition to the thrust levers and the engine control
functions, the main features on the pedestal are :
- the Multipurpose Control and Display Units (MCDU) for
flight management functions and various other functions
such as data link, maintenance, etc.
- the Radio Management Panels (RMP) for tuning all
radio communications and the radio navigation as a
back-up to the normal operation through the Flight
Management and Guidance Computers (FMGC).
Multipurpose
CDU
ECAM
control panel
Multipurpose
CDU
Radio
management
panel
Power
levers
Radio
management
panel
Audio control
panel
Lighting
control panel
Audio control
panel
Weather
Radar
Engine master
ATC
TCAS
Engine start
Speed
brake
Flaps/slats
Parking brake
Multipurpose
CDU
Multipurpose
printer
Space
Rudder trim panel
Handset
2.17
Space
Space
Space
Space
Reset
panel
Reading
light
Reading
light
Maintenance panel
Space
Light
Space
CVR panel
ADIRS
Reset
panel
Engine Fire
Audio control
panel
APU Fire
Hydraulic power
Flight control
Fuel
Radio managt
panel
Flight control
Fuel
EVAC
Cargo
air cond.
Electrics
Emer elec
GPWS
Cargo smoke
RCDR Oxygen
Air conditioning
Ventilation
Calls
Anti ice
Rain Wiper
RPLNT
EXT
lighting
Cabin press
A
P
U
Interior
lighting
Engine start
Wiper
Rain
RPLNT
Signs
2.18
3. Electrical system
3.1
3.2
ELEC
DC
BAT 1
25 V
5A
DC BAT
DC 1
DC APU
BAT 2
26 V
0A
DC ESS
APU BAT
25 V
5A
DC 2
STAT
INV
DC distribution network
In normal configuration, normal DC systems are split into two
networks : DC BUS 1 in parallel with DC BAT BUS and DC
BUS 2.
TR 1
28 V
50 A
ESS TR
28 V
50 A
TR 2
28 V
50 A
APU TR
25 V
100 A
AC1
AC1
AC2
AC2
3.3
ELEC
DC
BAT 1
25 V
0A
DC APU
DC BAT
Generator failure
BAT 2
26 V
0A
APU BAT
25 V
0A
DC ESS
DC 2
SHED
LND RCVRY
TR 1
0V
0A
ESS TR
0V
100 A
TR 2
0V
0A
APU TR
0V
0A
AC1
EMER GEN
AC2
AC2
TOTAL
LOSS OF
ALL MAIN
GEN
TR failure
- if one TR fails, the other will automatically take over its
corresponding DC network via DC BAT BUS,
- In case of double TR failure :
TR 1 and 2 : DC BUS 1 and DC BUS 2 are lost
TR 1 (or 2) and ESS TR : The remaining TR supplies
DC BUS 1 + 2 and DC BAT BUS ; the DC ESS BUS is
lost.
3.4
MAN ON
LAND
RECOVERY
26.8 v
BAT1
FAULT
FAULT
FAULT
OFF/R
OFF/R
OFF/R
GALLEY COMMERCIAL
AC ESS FEED
OFF
AC ESS BUS
ON
A
U
T
O
OFF
FAULT
EMER GEN
FAULT
FAULT
A
U
T
O
E
L
E
C
OFF
IDG
ALTN
BUS TIE
AC BUS 1
APU GEN
1
GEN
FAULT
FAULT
OFF
OFF/R
FAULT
OFF
E
L
E
C
AC BUS 2
A
U
T
O
EXT B
EXT A
AVAIL
AVAIL
AUTO
ON
IDG 2
GEN
FAULT
FAULT
OFF
OFF/R
ECAM
ELEC
DC
DC BAT
BAT 1
25 V
5A
DC 1
DC APU
BAT 2
26 V
0A
DC ESS
APU BAT
25 V
5A
DC 2
STAT
INV
TR 1
28 V
50 A
ESS TR
28 V
50 A
TR 2
28 V
50 A
APU TR
25 V
100 A
AC1
AC1
AC2
AC2
3.5
C/B
ECMU1 VOLT SNSG .
SFCC1 NORM DCBUS AVAI ...
HYD PUMP G ENG2 .
ANTI ICE ENG2 ..
DU SWTG CAPT ND .
HYD PUMP B ENG1 ..
ADIRU1 155VAC
ANTI ICE PITOT 1 OR 3 ..
303PP ..
BUS 1/3 TIE CNTOR .
ANTI ICE 1 OR 3 PHC ..
EXTRACT FAN AVNCS .
ADIRU1 AOA1 26VAC ..
APU TR .
SWTG FUEL BUS ..
AUDIO ACP CAPT ..
AIR BLEED VLV ENG2 ..
XFEED VLV ENG1 MOT1-2 ..
X1
X3
X44
W2
S2
U15
C8
D10
715VU
X12
N21
J21
M80
5000VU
W15
A50
D12
C15
4XM
10CW
4JG2
2DN2
9WK1
1JB
4FP1
4DA1
9PB
10PC1
2DA3
1HQ
5FP1
3PU3
8PR
4RN1
3HA2
40E1
3.6
4. Hydraulic system
4.1
*
STL 472.755/92 Issue 4
4.2
Abnormal operation :
- in the event of one engine failure, the Green
electrical pump runs automatically for 25 seconds
when landing gear lever is selected up.
- in the event of engine 2 failure, the Yellow electrical
pump runs automatically when flaps are not
retracted.
- In the event of both engine failure, RAT deployment
will be automatically controlled by the HSMU to
pressurize the Green system.
HYD
GREEN
3000
BLUE
3000 PSI
YELLOW
3000
GREEN
PTU
ELEC
OVHT
ELEC
ELEC
RAT
5600
RPM
2
LO AIR
PRESS
OVHT
4.3
5. Flight controls
5.1
Flaps
Slats
Spoilers
Ailerons
Trimmable
Horizontal
Stabiliser (THS)
5.2
5.3
5.4
Normal
AC
Emergency
DC
Primary 1
Primary 2
Primary 3
Secondary 1
Secondary 2
DC ESS
HOT
X
(BACK UP)
X
(BACK UP)
X
(BACK UP)
X
(SHED)
FCDC 1
FCDC 2
AC ESS
X
5.5
System circuit
Power source
Green
Yellow
Blue
5.6
Loss of elevators
- extremely improbable
5.7
Systems
Dispatch situation
3 IRS
2 yaw rate gyros
3 PRIM
2 SEC
3 ADR
3 IR - 2 Nz accelerometers
2 FCDC
3 PRIM/2 SEC
Electro hydraulic and electro actuators
5.8
Damping
5.9
5.10
5.11
5.12
- THS deflections
5.13
G
Y
B
G
6
5
4
3
2
Ailerons
hyd jacks
Spoilers
Autopilot
commands
SPLRS 2, 4 ,5
PRIM
(1) (2)
(3)
NORM
3 PRIM
FAIL
1
2
3
4
5
6
B
G
G
Y
Sidestick
commands
SEC
(1) (2)
SPLRS 3, 6
5.14
5.15
5.16
5.17
5.18
Spoilers
Spoilers receive commands for the following additional
functions :
manoeuvre load alleviation : spoilers 4, 5 and 6
Ground spoiler functions : spoilers 1 to 6
- 35 max for spoiler 1,
- 50 max for spoilers 2 to 6
Speedbrake functions : spoilers 1 to 6
- 25 max for spoiler 1
- 30 max for spoilers 2 to 6
5.19
5.20
5.21
SEC 2
PRIM 3
FAULT
FAULT
FAULT
OFF
OFF
OFF
PFD
F/O
F/O
ECAM
ENGINEWARNING
FULL
FLAPS
ECAM
SYSTEM WARNING
FULL
RUD TRIM
NOSE
L
NOSE
R
RESET
L 19.7
5.22
Lateral consoles
Captain and First Officer sidesticks, located on the lateral
consoles, provide the flight controls computers with pitch
and roll orders. They are not mechanically coupled. They
incorporate a take-over pushbutton switch.
Central pedestal
- Speedbrake control lever position is processed by the
primary computers for speedbrake control. A ground
spoiler position commands ground deceleration
(spoilers and ailerons).
- Rudder trim switch and reset pushbutton switch are
processed by the secondary computers. The local
rudder trim position indication is repeated on the ECAM
FLT/CTL system page.
- Flap control lever position is processed by the SFCC. It
allows selection of high-lift configurations for slats and
flaps. Lever position indication is repeated in the flap
section of the ECAM engine and warning display.
- Pitch trim wheels allow the setting of the THS position
for take-off. They permit manual pitch trim control.
STL 472.755/92 Issue 4
5.23
5.24
Mechanical back-up
During a complete loss of electrical power the aircraft
is controlled by :
- longitudinal control through trim wheel
- lateral control from pedals.
5.25
Highlights
- No direct relationship between sidestick and
control surface deflection.
- The sidestick serve to provide overall command
objectives in all three axes.
- Computers command surface deflections to
achieve Normal Law objectives (if compatible with
protections).
STL 472.755/92 Issue 4
5.26
Adaptation of objectives to :
- Ground phase : ground mode
. Direct relationship between stick and elevator available
before lift-off and after touch-down.
. Direct relationship between stick and roll control
surfaces.
. Rudder : mechanical from pedals + yaw damper
function.
. For smooth transition, blend of ground phase law and
load factor (Nz) command law at take off.
- Flight phase : flight mode
The pitch normal law flight mode is a load factor demand
law with auto trim and full flight envelope protection. The
roll normal law provides combined control of the
ailerons, spoilers 2 to 6 and rudder.
- Landing phase : flare mode
. To allow conventional flare.
. Stick input commands a pitch attitude increment to a
reference pitch attitude adjusted as a function of radio
altitude to provide artificial ground effect.
5.27
No corrective action
Corrective action
5.28
5.29
Design aims
To protect the aircraft against speed overshoot
above VMO/MMO.
Non-interference with flight at VMO/MMO.
Design aims
- Protection against stall
- Ability to reach and hold a high CL (sidestick fully
back), without exceeding stall angle (typically 3/5
below stall angle) : good roll manoeuvrability and
innocuous flight characteristics.
- Elimination of risk of stall in high dynamic manoeuvres
or gusts.
- Non-interference with normal operating speeds and
manoeuvres.
- Load factor limitation maintained.
- Bank angle limited.
- Available from lift-off to landing.
Principle
When speed or Mach number is exceeded (VMO +
6 kt/MMO + 0.01) :
- automatic, progressive, up elevator is applied
(.1 g max)
- pilot nose-down authority is reduced.
Results
Maximum stabilized speed, nosed-down stick :
VMO + 15 kt
MMO + 0.04
Windshear protection
Windshear protection is ensured by
- SRS mode
- speed trend indication
- wind indication (speed and direction)
- flight path vector
- Windshear warning
- predictive windshear function of weather radar
(optional).
5.30
Principle
When the AOA*) is greater than AOA prot, the basic
objective defined by sidestick input reverts from
vertical load factor to AOA demand.
Design aim
To enhance the effectiveness of AOA and high-speed
protection in extreme conditions and in windshear
encounter.
Principle
Pilot authority is reduced at extreme attitude.
Result
Pitch attitude limited :
- nose-down 15
- nose-up 30, to 25 at low speed
Result
- AOA protection is maintained if sidestick is left
neutral.
- AOA floor results in GA power with an ensuing
reduction of AOA.
- AOA max is maintained if sidestick is deflected
fully aft.
*) AOA =
STL 472.755/92 Issue 4
Crew
action
(failure detection
confirmation)
Failures
(at least two failures second not self-detected)
Mechanical back-up
STL 472.755/92 Issue 4
5.32
Direct Law
Flight mode :
5.33
Type
A
Surface
deflection
order
Aircraft
objective
Aircraft
response
Feedback
Type
B
Surface deflection
Computer
Surface deflection
orders.
Kinematic
Aircraft
response
Control law
Pitch
Lateral
Normal
Type A
Type A
Alternate
Type A
Type A/B
Direct
Type B
Type B
5.34
5.35
Normal Law
Normal FMA indications
Alternate Law
Normal FMA indications
Direct Law
Normal FMA indications +
USE MAN PITCH TRIM
+ Audio warning
+ ECAM messages
with
limitations, if any
+ Audio warning
+ ECAM messages
with
limitations, if any
5.36
5.37
Captain's side
Sidestick
Annunciation
Take-over button
depressed
CPT
Green
First Officer'side
Annunciation
Sidestick
deflected
Red
Sidestick
in neutral
Take-over button
depressed
Light off
Sidestick
deflected
Red
F/O
Red
Red
Take-over button
depressed
Green
Sidestick
in neutral
Sidestick
Light off
Take-over button
depressed
5.38
CHRONO
CHRONO
CAPT
F/O
5.39
6. Landing gear
6.1
6.2
Landing
Gear
6.3
A/SKID &
N/W STRG
AUTO/BRK
TO OTHER
DUAL VALVE
ON
LO
MED
MAX
DECEL
DECEL
DECEL
ON
ON
ON
PEDALS
OFF
312VU
ACCUMULATORS
GREEN
HP
BLUE
HP
OFF
NORMAL SELECTOR
VALVE
ON
BSCU
AUTOMATIC
SELECTOR
TO OTHER GEAR
DUAL
VALVE
TO OTHER
WHEELS
DUAL SHUTTLE
VALVE
TO OTHER
WHEELS
NORMAL SERVO
VALVE
ALTERNATE
SERVO VALVE
PSIX1000
T
A
C
H
ACCU
TO ECAM
TO
OPPOSITE
WHEEL
PRESS
4
1
0
BRAKES
6.4
6.5
LO
AUTO/BRK
MED
DECEL DECEL
ON
MAX
DECEL
ON
ON
prog
BSCU
Vo - ir .t
Vo - prog .t
HIGHEST VALUE
OFF
ON
AUTO BRAKE
V ref
-
RELEASE
ORDER
IF WHEEL SPD
<0.88 V ref
RELEASE
ORDER
OR
BLUE
AUTOMATIC
SELECTOR
HYD
GREEN
NORMAL
SERVO
VALVE
NORMAL
SERVO
VALVE
ALTERNATE
SERVO
VALVE
WHEEL
SPEED
WHEEL
SPEED
6.6
6.7
ON
70
PED
10
50 30 10
DI
ENG
DI
AL
DA
30
70 50
PE
BSCU
30
50 70
OFF
SC
10
10
30 50
70
OFF
NON TOWING POSITION
P
R
I
M
AND
OPEN
LGCIU 1/2
CHANNEL 1
GEEN POWER
FROM NOSE GEAR
DOORS CLOSING
CIRCUIT (WHEN
DOORS ARE CLOSED)
AUTO PILOT
STEERING SERVO
VALVE
STEERING
SELECTOR
VALVE
NOSE
GEAR
NWS ANGLE
6.8
Nosewheel
handle
6.9
6.10
7. Fuel system
7.1
Tank arrangement
A330-200
7300 litres 84 000 litres 41650 litres 6230 litres 139090 litres
(5730 kg)
A330-300
OUTER TANK
OUTER TANK
(65790 kg)
(5690 kg)
CTR TANK
INNER TANK (for A330-200 only) INNER TANK
Total
Ventilation
TRIM TANK
VENT TANK
VENT TANK
FUEL CELL
NORMAL PUMPS
STBY PUMP
EMER SPLIT VALVE
7.2
7.3
7.4
7.5
7.6
Forward transfer
- Forward transfer is required for example when
computed CG = target CG.
- Fuel transfer from the trim tank to the inner tanks is
performed by the trim tank forward transfer pump
through the trim pipe isolation valve.
- On the A330-200, forward transfer is directed to the
center tank when it is not empty.
- Forward transfer is terminated when computed CG =
target CG - 0.5%.
* A330-300
The inner tanks provide fuel for trim tank aft transfer
through the engines feed pumps.
Aft transfer is terminated for example when computed
CG = target CG - 0.5%, or when an inner tank reaches
the low level.
7.7
A. FLOOR
IDLE
OPEN
ENG 1
ENG 2
ON
L
F
U
E
L
L1
L2
FAULT
FAULT
OFF
OFF
SHUT
SHUT
OFF
OFF
FUEL
JETTISON
ARM
211 VU
ACTIVE
XFR
TANK
FAULT
FAULT
FAULT
OFF
FWD
OFF
T TANK
L STBY
INR TK
L SPLIT R
CTR
MODE
FAULT
FAULT
OFF
FWD
A
U
T
O
FEED
ISOL
AUTO
OPEN
OUTER TK
XFR
A
U
FAULT
T
ON
O
R1
R2
FAULT
FAULT
OFF
OFF
F
U
E
L
R STBY
690
EGT
C
690
FAULT
OFF
102
OPEN
ON
CLB
102.6%
35C
N1
%
CHECK
EWD
X FEED
ON
2250
N2
%
F.F
KG/H
102
2250
If JETTISON installed
FOB : 76470KG
FUEL
1
7300
1150
2845
31715
11
KG
F. USED
14600
2
7300
1054
2845
31715
2550
10
10C
APU
FOB : 76470 KG
4800
10C
GW 216000 KG
CG 28%
7.8
IDLE
OPEN
ENG 1
ENG 2
ON
F
U
E
L
L1
L2
FAULT
FAULT
OFF
OFF
T TANK
L STBY
INR TK
FUEL
L SPLIT R
SHUT
SHUT
OFF
OFF
211 VU
MODE
FAULT
FAULT
OFF
FWD
A
U
T
O
FEED
ISOL
AUTO
OPEN
OUTER TK
XFR
A
U
FAULT
T
ON
O
R1
R2
FAULT
FAULT
OFF
CLB
102.6%
35C
N1
%
CHECK
EWD
X FEED
OFF
F
U
E
L
R STBY
690
EGT
C
690
FAULT
OFF
102
2250
N2
%
F.F
KG/H
102
2250
FOB : 73420KG
FUEL
1
7300
KG
F. USED
14600
1650
2845
- 15
2
7300
1650
- 21
FOB : 73420 KG
2845
31715
31715
- 20C
4300
- 20C
GW 185000 KG
CG 28%
7.9
7.10
7.11
A330-200
A330-300
CTR TK
INR TK
INR TK
INR TK
OUTR TK
INLET
VALVE
OUTR TK
REFUEL
ISOL
VALVE
INLET
VALVE
TRIM
PIPE
ISOL
VALVE
INLET
VALVE
INLET
VALVE
REFUEL
ISOL
VALVE
INLET
VALVE
INR TK
OUTR TK
INLET
VALVE
OUTR TK
REFUEL
ISOL
VALVE
INLET
VALVE
TRIM
PIPE
ISOL
VALVE
INLET
VALVE
REFUEL
ISOL
VALVE
INLET
VALVE
INLET
VALVE
TRIM TK
INLET
VALVE
TRIM TK
7.12
7.13
8. Engine controls
8.1
of
engine/aircraft
communication
8.2
8.3
8.4
8.5
8.6
* for GE engines
** for PW, RR engines
8.7
8.8
GE engines
PWE engines
RR engines
8.9
V/S
ASYM
180
160
20
HDG
ASYM
CLB
MCT
10
140
10
120
8.10
8.11
9.1
System display
9.2
APU
FIRE
TEST
APU
AGENT
APU
FIRE
SQUIB
PUSH
DISCH
APU
SHUT OFF
MASTER SW
FAULT
ON/R
START
AVAIL
ECB
ON
2 STAGES COMPRESSOR
APU
GEN
OIL
PUMP
GEAR BOX
3 STAGES TURBINE
STARTER
COMBUSTION CHAMBER
FUEL SUPPLY
FLAP
MOTOR
9.3
10.1
FCU
Primary
Secondary
ILS (MLS)
Flight controls
Flight controls
ADF
ECAM
FMGC
RA
Maintenance
VOR
EFIS
DME
CPC
ATSU option
CLOCK
ACARS option
FCMC
Back-up
Nav
DATA
BASE
LOADER
LGCIU
FADECs
Thrust levers
SFCC
10.2
Comments
FMGC
FCU
MCDU
Colour display
A/THR instinctive
disconnect switches
AP take-over switches
FM source switch
10.3
HDG TRK
LWL/CH
ALT
LAT
V/S FPA
HDG V/S
TRK FPA
V/S
FPA
HDG
TRK
FCU
100
1000
UP
SPD
MACH
PUSH
TO
LEVEL
OFF
METRIC
ALT
AP 1
AP 2
DN
LOC
G/S
LOC
CAT 2
DH 100
GS394TAS 388
249/16
AP1
1FD2
A/THR
20
20
10
10
35
ND2
CGC
GS394TAS 388
249/16
35
FMGC 1
CON
AVD
33
LWG/004
93MM
18:35
FMGC 2
CGC
G/S
LOC
CAT2
DH 100
CON
AVD
AVD
13 00
SPEED
OL
AVD
20
PFD2
34
OL
015
160
APPR
LWG/004
93MM
18:35
34
33
3000
180
ALT
ND1
PFD1
SPEED
A/THR
180
20
20
10
10
015
20
160
13 00
OM
TBN
109.30
4.7 NM
2R
1020
QNH
31
32
33
34
VOR1
CGCM
103 NM
GAI
2R
VOR2
AVD
VOR1
CGCM
103 NM
GAI
TILT
-3,00
VOR2
AVD
7
10
120
010
10
790
OM
TBN
109.30
4.7 NM
1020
QNH
31
32
33
34
FM1
IND
RDY
SPARE
FM2
FM1
IND
RDY
SPARE
FM2
BRT
BRT
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PNL
PROG
PERF
INIT
F-PLN
RAD
NAV
FUEL
PRED
SEC
F-PNL
AIR
PORT
F
A
I
L
F
M
DWFY
MCDU
DATA
MCDU
MENU
M
C
D
U
M
E
N
U
F
A
I
L
F
M
CLR
Thrust levers
DIR
MCDU
MENU
DATA
DIR
AIR
PORT
LWG
40
40
790
TILT
-3,00
140
160
120
010
10
160
10
LWG
60
80
60
80
140
AP1
1FD2
A/THR
3000
DWFY
M
C
D
U
M
E
N
U
CLR
MCDU
10.4
10.5
on PFD :
- FMGS guidance targets
- armed and active modes
- system engagement status
functions
(direct
to,
offset,
One FCU on the central glareshield provides a shortterm interface between the crew and the FMGCs.
on ND :
- flight plan presentation
- aircraft position and flight path
- navigation items (radio aids, wind).
ND
PFD
SPEED
ALT CRZ
NAV
AP1
1FD2
A/THR
LMG/004
93 NM
18:35
3
34
315
OL
33
320
CDN
10
10
ANG
300
20
310 00
80
280
10
AMB
AVD
10
CGC
260
LMG
TILT
-3,00
305
2'30
STD
780
33
34 35
VOR1
CGCM
103 NM
2R
GAI
10.6
Operation
Modes
Flight envelope
Envelope protection --------------- (windshear, aft CG detection)
Speed computation
Flight management
Functional architecture
Navigation
Flight planning functions -------- (assembly , fuel management, lateral revision)
Optimisation performance ------ (speed/altitude, prediction)
Vertical profile
* Fail operational refers to a single failure of a system which does not modify the aircrafts flight path.
10.7
10.8
Vertical
Speed
Selected mode
NAV
B/C*, B/C, LOC*, LOC
RWY
RWY TRK
GA TRK
ROLL OUT
HDG - TRK
OP CLB, OP DES
V/S - FPA
ALT*, ALT
FMGC reference
FCU reference
ECON, Auto SPD, SPD LIM
- By pushbutton action (located on the FCU) LOC APPR - ALT, AP1 - AP2 - A/THR.
10.9
Lateral modes
10.10
Common modes
Approach ILS available
- GLIDE capture and track
- FLARE
- LAND
- ROLL OUT
ILS not available, RNAV approach
selected on MCDU :
SRS
- with engines running V2 + 10 holding
- with one engine out VA (1) holding if VA>V2
V2 holding if VA<V2.
(1) VA = aircraft speed when the engine
failure occurs.
RWY :
- Track hold or LOC centerline hold.
10.11
SPEED
G/S
LOC
CATII
DH= 200
AP1
1 FD2
A/THR
2nd
AP/FD pitch mode controls the target speed/Mach
then A/THR mode will control the thrust
e.g. if
NAV
AP1
1 FD2
A/THR
10.12
10.13
10.14
/G
TO
T.O
FLX T CLB
MC
IDL
E
10.15
Cruise
Thrust levers must be set :
Take-off
- to be CLB detent
Thrust mode selection
- to the MCT detent (engine failure case).
- On ground TO limit mode is automatically selected at
power up.
Approach
Take-off is performed :
Go Around
GA mode engagement is achieved by setting the thrust
levers to TO/GA detent ;
(A/THR armed ; GA thrust is applied via the FADEC).
This maneuvre also engages AP/FD GA mode.
Alpha floor
If the alpha floor function is activated, A/THR increases
the thrust to the GA thrust limit.
10.16
10.17
EFIS CP 1
EFIS CP 2
AP CONTROLS
FMGC 1
FMGC 2
FE
Com
FG
Com
FE
Com
FG
Com
Mon
Mon
Mon
Mon
FM
FM
FIDS
MCDU 2
MCDU 1
BACK UP NAV
MCDU 3
BACK UP NAV
10.18
DMC 1
FM
NORM
BOTH
ON 2
DMC 3
DMC 2
FMGC1
FMGC 2
MCDU 1
MCDU 2
MCDU 3
BOTH
ON 1
10.19
DMC3
DMC2
DMC1
DMC3
DMC2
FMGC1
FMGC2
FMGC1
FMGC2
MCDU1
MCDU2
MCDU1
MCDU2
FM
NORM
BOTH
BOTH
ON 2
ON 1
FM
NORM
BOTH
BOTH
ON 2
ON 1
MCDU3
DMC1
DMC3
DMC2
FMGC1
FMGC2
MCDU1
MCDU2
OFF
FM
NORM
BOTH
BOTH
ON 2
ON 1
MCDU3
MCDU3
MCDU 2 brightness knob
on "OFF"
10.20
FMGC 1
crosstalk
buses
FMGC 2
MCDU
MCDU
FMGC 1
FMGC 2
MCDU
MCDU
Independent mode
- Automatically operative if mismatch occurs between
FMGCs.
- Independent operation of FMGC with associated
MCDUs.
(Data insertion and display related to the side
concerned.
FMGC 1
MCDU
Single mode
- One FMGC fails.
- Either MCDU can be used to enter or display data
related to the remaining FMGC.
STL 472.755/92 Issue 4
10.21
10.22
10.23
10
15
20
CRZ
OPT
1L
2L
3L
4L
6L
REC MAX
FL390
5L
25
AI101
ECON DES
1R
2R
ND
3R
4R
GS394TAS 388
249/16
35
5R
LWG/004
93MM
18:35
34
33
OL
6R
CGC
CDN
AVD
60
AVD
LWG
40
160
2R
VOR1
CGCM
103 NM
GAI
TILT
-3,00
VOR2
AVD
10.24
IRS - DME/DME
IRS - VOR/DME
IRS - ILS/DME
IRS only.
STL 472.755/92 Issue 4
10.25
RADIO NAV
FMGC 2
VOR 1 FREQ
SIU / 128.50
CRS
075
ILS / FREQ
( )/( )
CRS
( )
ADFI / FREQ
10E / 415.00
FMGC 1
FREQ/ VOR 2
115.70 /TGO
CRS
( )
FREQ/ ADF 2
415.00 / 10E
FMGC 1
FMGC 2
- manual tune
- specified navaid for approach
- radio position computation
- display purpose logic.
Five DMEs can be scanned simultaneously
- one DMEs for display purpose
- two DMEs for radio position computation when in
DME/DME mode
- one DMEs for VOR/DME position computation
when in VOR/DME mode
- one DME is linked to ILS/DME.
RMP 2
VOR 1
VOR 2
DME 1
DME 2
ILS 1
ILS 2
ADF 1
ADF 2
10.26
Polar navigation.
Definition of five cruising levels on the flight plan.
Optimum radio and inertial sensor mixing.
Extension of the data base capacity.
Provision for GPS and MLS.
10.27
10.28
10.29
optimisation
through
the
performance
- optimum speeds.
- optimum and maximum recommended altitudes.
- optimum step climb.
The computation are based on :
Advisory functions :
- fuel planning.
- optimum altitude and step climb.
- time/distance/EFOB to en route diversion airfields.
Fuel vertical guidance related to flight plan predictions,
from initial climb to approach.
10.30
Descent
Top of Descent (T/D) is provided on ND.
From T/D down to the highest altitude constraint, ECON
descent speed is held by the elevator and IDLE thrust by
the A/THR. If this status can no longer be held or
maintained, geometric segments will be followed
between the constraints.
Approach
From DECEL point, a deceleration allows configuration
changes in level flight.
CRZ
Steps may exist and/or may be inserted.
T/D
SPD/MACH
ALT.TRANSITION
T/C
SPD/MACH
ALT.TRANSITION
SPD LIM
MULTIPLE FL CRUISE
SPD LIM
ALT
SPD
ALT
SPD
CONSTRAINTS
CONSTRAINTS
ACCEL
DECELERATE
ACCEL
FINAL
THR RED
THR RED
ORIGIN
TAKE OFF
CLIMB
CRUISE
DESCENT
APPROACH
GO AROUND
10.31
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
control
system
operates
fully
11.9
12.1
First Officer :
Navigation display
Navigation display
Master warning
and caution lights
Master warning
and caution lights
PFD
1
ND
1
E/WD
ND
2
PFD
2
SD
EFIS switching
Loudspeaker
ECAM switching
ECAM control panel
Loudspeaker
EFIS switching
Engine/warning
display
System display
12.2
12.3
12.4
Display function
Acquisition and
processing functions
Acquisition and
processing of : Alert messages
Memos
Aural alerts
Flight phases
Auto callout
12.5
Availability objectives
- EFIS 1
- ECAM
- EFIS 2
Benefits
- Dispatchability.
- No operational degradation when a DMC fails or some
external computers fail (ADIRS, FWC, SDAC, etc.)
12.6
12.7
12.8
12.9
PFDU
1
PFDU2 FAILED
NDU
1
NDU
2
E/WDU
PFDU
2
E/W DU FAILED
E/W DU FAILED
PFD/ND
E/W DU FAILED
SDU
PFD/ND
SWITCHING
ECAM/ WD XFR
NORM
CAP
F/O
AUTO XFR
MANUAL XFR
STL 472.755/92 Issue 4
12.10
PFD
1
ND
1
E/WD
CAPT EFIS
ND
2
PFD
2
F/O EFIS
SD
ECAM
12.11
The capt and F/O control panels are part of the FCU ( Flight Control Unit)
SPD MACH
CSTR
QFE
WPT
VOR.D
NDB
In Hg
NAV
PLAN
LS
80
20
100
1000
SPD
MACH
AP 1
VOR
ADF
PUSH
TO
LEVEL
OFF
AP 2
A/THR
LOC
CSTR
ALT
APPR
QNH
NAV
ARC
hPa
In Hg
PLAN
LS
320
PULL
STD
ENG
1
ADF
VOR
OFF
WPT
ROSE
VOR
160
10
DN
OFF
VOR.D
80
20
UP
METRIC
ALT
320
ENG
NDB
QFE
V/S
FPA
HDG
TRK
160
10
1
ADF
ARPT
40
hPa
LS
V/S FPA
HDG V/S
TRK FPA
40
ARC
PULL
STD
LWL/CH
ALT
LAT
QNH
ROSE
VOR
FD
HDG TRK
ARPT
2
VOR
OFF
ADF
VOR
OFF
LS
FD
CSTR
QFE
VOR.D
NDB
NAV
40
ARC
PULL
STD
ENG
ADF
320
LS
PFD Controls
STL 472.755/92 Issue 4
2
VOR
ND range
160
PLAN 10
LS
FD
80
20
hPa
ARPT
ND mode
ROSE
VOR
In Hg
WPT
QNH
ADF
VOR
VOR/ADF selector
(ADF 2 optional on A330)
OFF
OFF
ND Controls
12.12
Selected altitude
Altitude indication
Speed trend
Target airspeed
Minimum selectable speed
Alpha protection speed
G/S and LOC scales
and DEV indexes.
Alpha max speed
Radio altitude
ILS ident + freq
ILS course
12.13
394
249/16
GS
TAS
35
388
0
LMG 004
93 NM
2
3 18:35
34
OL
33
CDN
ANG
AMB
AVD
240
CGC
240
LMG
160
160
TILT
-3,00
.2R
VOR1
CGCM
GAI
103 NM
12.14
18
TOE / 163
10.5 NM
18 : 35
21
TOE
ETA
TOE 07
TS
24
QM33L
10
TOU
30
33
0
STL 472.755/92 Issue 4
Airport
27
Distance scale
Waypoint
LFBO
33L
ADF 2
M TS
ADF 2
M= manually tuned
12.15
BRACO / 097
33 NM
18:35
N
GEN
BRACO
FRZ
RNC
80
160
S
12.16
ILS APP
ILS2 109.3
CRS 327
TBN
24
Wind direction
21
18
Wind force
27
Glide deviation
30
Glide scale
12
33
15
Localizer deviation
bar
VOR 1
M = manually tuned
VOR 1
M
TOU
15.3 NM
12.17
GS 195
TAS 200
VOR APP
280/20
12
-01
33
LGAT
33R
-11
+ 09
Relative altitude/
vertical speed
30
Traffic Advisory :
AMBER
18
Resolution Advisory :
RED
15
Proximate intruder :
WHITE
D-LG
FF33M
065
5.8 NM
18:35
ATH
D-LG
D130M
-03
12.5 NM 5.2NM + 10
24
27
No bearing
intruders
VOR 1
DDM
21
Other intruders :
WHITE EMPTY
12.4NM
12.18
- Cautions :
Upper DU
Lower DU
12.21
WARNING SIGNAL
CONDITION
DURATION
SILENCING
CONTINUOUS
REPETITIVE CHIMIE
RED WARNINGS
PERMANENT
Depress*
MASTER WARN lt
SINGLE CHIME
AMBER CAUTION
1/2 sec.
A/P DISCONNECTION
BY TAKE OVER pb
1.5 sec
A/P DISCONNECTION
DUE TO FAILURE
PERMANENT
CAVALRY CHARGE
STALL
PERMANENT
NIL
SELCAL CALL
PERMANENT
Depress
RESET key on ACP
CABIN CALL
3s
NIL
3s REPEATED
3 TIMES
NIL
MECH CALL
As long as outside
pb pressed
NIL
ACARS *
CALL or ALERT
PERMANENT
C CHORD
ALTITUDE ALERT
1.5 sec
or
PERMANENT
new ALTITUDE
selection or depress
MASTER WARN pb
HEIGHT
ANNOUNCEMENT
BELOW 400 FT
PERMANENT
NIL
GROUND PROXIMITY
WARNING
(synthetic voice)
UNSAFE TERRAIN IN
CLEARANCE
FORESEEN
PERMANENT
NIL
WINDSHEAR
(synthetic voice)
WINDSHEAR
REPEATED 3 TIMES
NIL
PRIORITY LEFT
PRIORITY RIGHT
(synthetic voice)
A/PTAKE OVER pb
1 sec
NIL
PERMANENT
THRUST LEVER
PERMANENT
NIL
CRICKET
+
STALL message
(synthetic voice)
INTERMITTENT
BUZZER
BUZZER
* If option is installed
Depress
MASTER WARN lt
or TAKE OVER pb
LANDING CAPABILITY
CHANGE
CLICK
Second push on
TAKE OVER pb
12.22
WARNING/CAUTION messages
- Title of the failure
- Corresponding procedures
(actions to be performed)
MEMO
or
WARNING / CAUTION messages
Overflow symbol
System display
SYSTEM synoptics
corresponding to :
- Warning / caution situation
- Advisory situation
- Crew manual selection
- Current flight phase
SYSTEM synoptics
or
STATUS
TAT = 19C
SAT = 18C
G.W. 170300 KG
17 H 03
STATUS
Operational status of the
aircraft after failure
including recovery
procedures
Permanent data :
- TAT
- SAT
- UTC
- GW
- CG
C.G. 28.1 %
12.23
E/WD - engines
6
10
N1
%
120
10
120
1222
EGT
C
1222
102
N2
%
102
12250
F.F
KG/H
12250
FOB : 55200 KG
SEAT BELTS
WING A.ICE
- MEMO INFORMATION
12.24
12.25
Note : In the event of complete failure of the ECAM control panel electronics,
the CLR, RCL, STS, EMER CANC and ALL remain operative since the
contacts are directly wired to the FWCs/DMCs.
12.26
12.27
APU**
5MN AFTER
80 KTS
DOOR
L/G EXTENDED
AND ALT < 15000ft
TOUCH DOWN
80 KTS
WHEEL
OR
LIFT OFF
FWS
flight phases
PHASE 6
NO TO PWR
CRUISE
800 FT
*FLT
CTL
ENGINE
1500 FT
DOOR WHEEL
ELEC PWR
EIS
associated
system pages
10
FLT CTL page replaces wheel page for 20 seconds when either sidestick is moved or when rudder
deflection is above 22.
**
APU page or ENG START page automatically displayed during start sequence.
12.28
MASTER
CAUTION
MASTER
CAUTION
System display
Failure indication
corrective action
TAT + 19C
SAT + 18C
17 H 03
G.W. 170300 KG
C.G. 28.1 %
CLR
12.29
12.30
independent
12.31
13.1
13.2
13.3
13.4
Manual tuning
Back-up tuning
13.5
13.6
13.7
14.1
14.2
14.3
ACARS MU
CMC 1
MCDU 1
DATA LOADER
PRINTER
(A4 FORMAT)
CMC 2
BITE
Aircraft Systems
if installed
14.4
14.5
14.6
LEG-00
PRINTING
DATE : APR02
TYC : 1406
FROM/TO : LFBO/LFBT
FLIGHT NUMBER
: AIB
1027
COCKPIT
EFFECTS
FAULTS
INERMITTENT
ATA 36-11-42
SOURCE : BMC3
MESSAGE :
THRM (5HA3)/FAN AIR-V
(12HA3)/SENSE LINE
CLASS 1
IDENTIFIERS :
CP1C CPC2
ATA 36-11
MESSAGE DISPLAYED
ENG 2 BLEED FAULT
UTC : 1032
FLIGHT PHASE :
TAKEOFF ROLL
ATA 30-11
MESSAGE DISPLAYED
ANTI-ICE F/O PROBE
UTC : 1033
FLIGHT PHASE :
CLIMB
ATA 36-11-16
SOURCE : PHC2
MESSAGE :
R STATIC PROBE (8DA2)/
PHC2 (6DA2)
HARD
CLASS 1
IDENTIFIERS :
ADIRU1 ADIRU2
ADIRU3
ATA 24-53
MESSAGE DISPLAYED
ELEC AC 1.1 BUS FAULT
UTC : 1822
FLIGHT PHASE :
CRUISE
ATA 24-53-00
SOURCE : SDAC
MESSAGES :
POWER SUPPLY INTERRUPT
HARD
CLASS 1
IDENTIFIERS :
CBMU
14.7
AIRBUS
31707 Blagnac Cedex
France
Telephone 05 61 93 33 33
Airbus Industrie 1999
All right reserved.
The statements made herein do not constitute an offer.
They are based on the assumptions shown and are
expressed in good faith. Where the supporting grounds for
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pleased to explain the basis thereof.
This document is the property of Airbus Industrie and is
supplied on the express condition that it is to be treated as
confidential. No use or reproduction may be made thereof
other than that expressly authorised.
Printed in France