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A330 Flight Deck and Systems Briefing For Pilots: March 1999 STL 472.755/92 Issue 4
A330 Flight Deck and Systems Briefing For Pilots: March 1999 STL 472.755/92 Issue 4
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
A330-200
9.37m
30ft 9in
256 seats
17.8m
58ft 5in
18 sleeperette
(62 in pitch)
42 Business
(40 in pitch)
196 Economy
(32 in pitch)
295 seats
A330-300
60.304m
198ft
10.7m
35ft 1.3in
22.18m
72ft 9in
18 sleeperette
(62 in pitch)
6.67m
21ft 11in
49 Business
(40 in pitch)
228 Economy
(32 in pitch)
63.66 m
208ft 10in
5.287m
A330-300
Passenger cabin
91.7in
2.33m
65.7in
1.67m
True widebody
spaciousness and
adaptability
16.828m
55ft 2.5in
9.37m
30ft 9in
60.304m
198ft
10.7m
35ft 1.3in
25.58 m
83ft 11in
6.67m
21ft 11in
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
4. Structural life (design aims)
5. Landing gear
The design aim is 25000 cycles safe life operation in
accordance with FAR and JAR.
6. Cabin pressure
Holding
240
Take-off
1+F
215
Approach
1*
205
638 mb
9.25 psi
Take-off
196
Take-off/approach
186
- 70 mb
1.00 psi
Full
Landing
Full
180
1.4
A330 General
Aircraft design specifications
7. Fuel capacity
A330-200
Litres
US gallons
42 000
42 000
3 650
3 650
6 230
41 560
Inner tank LH
Inner tank RH
Outer tank LH
Outer tank RH
Center tank
Trim tank
11 095
11 095
964
964
1 646
10 980
139 090
Total
A330-300
36 745
Litres
US gallons
41 904
41 904
3 624
3 624
6 230
-
11 070
11 070
957
957
1 646
-
97 286
25 700
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
E ff e c t iv e
t u r n a n g le
R 5
R 3
1 0 ,6 8 4 m
Taxiing
Y
A
M in . t u r n in g w id t h
fo r 1 8 0 tu rn
R4
A330-200
Type of turn 1
Effective turn angle
78
Meter
(Feet)
Type of turn 2
Effective turn angle
62.3
Meter
(Feet)
Type of turn 1
Effective turn angle
77.95
(Feet)
Meter
A330-300
Type of turn 2
Effective turn angle
64.5
Meter
(Feet)
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
X = 22.19 m / 72.8 ft
36.45
119.6
38.01
113.5
R6
34.60
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
124.7
1.7
2.1
S lid in g w in d o w
( E m e r g e n c y e v a c u a t io n )
S lid in g w in d o w
(E m e rg e n c y
e v a c u a tio n )
F ir s t o f f ic e r 's
seat
C a p t a in 's s e a t
F ir s t o f f ic e r 's
b r ie fc a s e
C a p t a in 's
b r ie fc a s e
T h ir d o c c u p a n t
seat
D o c u m e n ta tio n
s to w a g e
F o u rth
occupant seat
C o a t ro o m /
s u it c a s e
s to w a g e
R e a r c o n s o le
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
90
80
70
60
50
40
30
20
10
10
20
30
40
50
50
40
30
20
10
W in g t ip
v is ib le
0
10
20
30
A e ro s p a c e s ta n d a rd 5 8 0 B
B in o c u la r v is io n
P ilo t s a x is
D o w n w a r d v is ib ilit y in
t h e p ilo t a x is : 2 0
2.5
25
1920
7ft 10.7in
2.40m
45ft 1.3in
13.75m
21ft 10.6in
6.67m
111
Max. aft vision
with head rotated
about spinal column
62
62
42
30
36
1ft 9in
0.53m
With head
moved 5 inches
outboard
135
135
42
30
36
2.6
Aircraft
A330-200
m (ft)
RVR SVR
2.1pitch
Pilots eyes
SVR
20 cockpit
cut-off angle
100ft
30m
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).
- the electrical rudder trim
- the parking brake control
Multipurpose
CDU
ECAM
control panel
Multipurpose
CDU
Radio
management
panel
Power
levers
Radio
management
panel
Audio control
panel
Audio control
panel
Flood ACMS DFDR
light print event
Lighting
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
Reset
panel
Space
Light
Space
CVR panel
ADIRS
Engine Fire
Audio control
panel
APU Fire
Hydraulic power
Flight control
Radio managt
panel
Fuel
Flight control
Electrics
Cargo
air cond.
Fuel
EVAC
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
DC BAT
BAT 1
25 V
5 A
DC 1
DC APU
BAT 2
26 V
0 A
DC ESS
APU BAT
25 V
5 A
DC 2
STAT
IN V
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
Generator failure
BAT 1
25 V
0A
DC 1
APU BAT
25 V
0A
BAT 2
26 V
0A
DC ESS
DC 2
SHED
LND RCVRY
or
DC APU
DC BAT
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
EM ER ELEC PW R
EM ER G EN TEST
M AN O N
LAND
RECO VERY
BAT2
APU BAT
FA U LT
FA U LT
FA U LT
O F F /R
O F F /R
O F F /R
G A L L E Y C O M M E R C IA L
AC ESS FEED
FA U LT
O FF
FA U LT
EM ER G EN
FA U LT
O N
2 6 .8 v
B AT1
A
U
T
O
AC ESS BUS
E
L
E
C
O FF
APU G EN
1
G EN
FA U LT
FA U LT
O FF
O F F /R
FA U LT
O FF
O FF
A LT N
B U S T IE
AC BU S 1
ID G
A
U
T
O
E
L
E
C
AC BU S 2
A
U
T
O
EXT B
EXT A
A V A IL
A V A IL
AUTO
O N
ID G 2
G EN
FA U LT
FA U LT
O FF
O F F /R
ECAM
ELEC
DC
D C BAT
BAT 1
25 V
5 A
D C 1
D C APU
BAT 2
26 V
0 A
D C ESS
APU BAT
25 V
5 A
D C 2
S TAT
IN V
TR 1
28 V
50 A
ESS TR
28 V
50 A
TR 2
28 V
50 A
APU TR
25 V
100 A
AC 1
AC1
AC 2
AC 2
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
YELLO W
3000
GREEN
PTU
ELEC
OVHT
ELEC
ELEC
RAT
5600
RPM
2
L O A IR
PRESS
OVHT
4.3
5. Flight controls
5.1
F la p s
S la ts
S p o ile r s
A ile r o n s
T r im m a b le
H o r iz o n ta l
S t a b ilis e r ( T H S )
5.2
5.3
5.4
Emergency
DC
Primary 2
Primary 3
X
X
Secondary 1
X
FCDC 1
FCDC 2
DC ESS
X
Primary 1
Secondary 2
AC ESS
HOT
X
(BACK UP)
X
(BACK UP)
X
(BACK UP)
X
(SHED)
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
5.9
5.10
5.11
5.12
- THS deflections
5.13
B
G
G
Y
A ile r o n s
h y d ja c k s
S p o ile r s
A u t o p ilo t
com m ands
S P L R S 2 , 4 ,5
P R IM
(3 )
(1 ) (2 )
N O RM
3 P R IM
F A IL
B
G
G
Y
S id e s tic k
com m ands
SEC
(1 ) (2 )
SPLR S 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
P R IM 3
FA U LT
FA U LT
FA U LT
O FF
O FF
O FF
S ID E S T IC K P R IO R IT Y
PFD
F /O
F /O
ECAM
E N G IN E W A R N IN G
FU LL
FLAPS
EC AM
SYSTEM W A R N IN G
FULL
R U D T R IM
N O SE
L
N O SE
R
R ESET
L 1 9 .7
5.22
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 (V MO +
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 :
> sw*
- low energy
: lost
5.33
Ty p e
A
S u rfa c e
d e fle c t io n
o rd e r
A ir c r a ft
o b je c tiv e
A ir c r a ft
re s p o n s e
Feedback
Ty p e
B
S u r f a c e d e f le c t io n
C o m p u te r
S u r fa c e d e fle c tio n
o rd e rs .
K in e m a tic
A ir c r a ft
re s p o n s e
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
Take-over button
depressed
Sidestick
in neutral
Light off
Sidestick
deflected
Red
F/O
Red
Sidestick
in neutral
Red
STL 472.755/92 Issue 4
Sidestick
Take-over button
depressed
Green
Light off
Take-over button
depressed
5.38
CHRONO
CHRONO
S ID E S T IC K P R IO R IT Y
S ID E S T IC K P R IO R IT Y
CAPT
F /O
5.39
6. Landing gear
6.1
6.2
Landing
Gear
trouble-free
6.3
B L U E L O P R D IS T R IB U T IO N L IN E
A /S K ID &
N /W S T R G
LO
M ED
M AX
DECEL
DECEL
DECEL
O N
O N
O N
TO O THER
D U A L VA LV E
O N
PEDALS
O FF
312VU
AC C U M U LATO R S
G REEN
HP
BLUE
HP
O FF
NO RM AL SELECTO R
VA LV E
O N
PULL & TU RN
C O N T R O L VA LV E
P A R K IN G B R A K E
B S C U
A U T O M A T IC
SELEC TO R
TO O TH ER
W H EELS
TO O THER G EAR
DU AL
VA LV E
DU AL SH UTTLE
VA LV E
TO O THER
W HEELS
NO RM AL SERVO
V A LV E
A LT E R N A T E
S E R V O V A LV E
P S IX 1 0 0 0
T
A
C
H
AC C U
TO EC AM
TO
O P P O S IT E
W H EEL
PR ESS
0
4
1
0
BR AKES
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
BSCU
OFF
ENG
ON
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
Total
C TR TA N K
( fo r A 3 3 0 - 2 0 0 o n ly ) I N N E R T A N K
O U T E R TA N K
O U TE R TA N K
(65790 kg)
(5690 kg)
IN N E R T A N K
Ventilation
IN N E R T A N K D IV IS IO N
T R IM T A N K
V E N T TA N K
V E N T TA N K
FU EL CELL
NO R M AL PUM PS
STBY PU M P
E M E R S P L IT V A L V E
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. FLO O R
ID L E
O PEN
EN G 1
EN G 2
O N
L
F
U
E
L
L1
L2
FA U LT
FA U LT
O FF
O FF
SH UT
SH UT
O FF
O FF
FUEL
J E T T IS O N
AR M
A C T IV E
2 11 V U
XFR
TA N K
FA U LT
FA U LT
FA U LT
O FF
FW D
O FF
O U TER TK
XFR
T TA N K
L STBY
IN R T K
L S P L IT R
C TR
M O D E
FA U LT
FAU LT
O FF
FW D
A
U
T
O
FEED
FA U LT
IS O L
AU TO
O PEN
O N
A
U
T
O
R 1
R 2
FA U LT
FA U LT
O FF
O FF
F
U
E
L
R STBY
690
EG T
C
690
FA U LT
O FF
102
O PEN
O N
C LB
1 0 2 .6 %
3 5 C
N 1
%
C HEC K
EW D
X FEED
O N
2250
N 2
%
F .F
K G /H
102
2250
I f J E T T IS O N i n s t a ll e d
FO B : 76470KG
FUEL
1
7300
115 0
2845
31715
11
KG
F. U S E D
14600
2
7300
1054
2845
31715
2550
10
1 0 C
APU
FO B : 76470 KG
4800
1 0 C
G W 216000 KG
C G 28%
7.8
ID L E
O PEN
EN G 1
E NG 2
O N
F
U
E
L
L1
L2
F A U LT
F A U LT
O FF
O FF
T TA N K
L STBY
IN R T K
L S P L IT R
SH UT
SH UT
O FF
O FF
FUEL
211 V U
O UTER TK
XFR
M O DE
FA U LT
FA U LT
O FF
FW D
A
U
T
O
FEED
F A U LT
IS O L
AU TO
O PEN
O N
A
U
T
O
C LB
1 0 2 .6 %
3 5C
N 1
%
C H EC K
EW D
X FEED
R 1
R2
FA U LT
FA U LT
O FF
O FF
F
U
E
L
R STBY
690
EG T
C
690
FA U LT
O FF
102
2250
N 2
%
F .F
K G /H
102
2250
FO B : 73420KG
FU EL
1
7300
KG
F. U S E D
14600
1650
2845
- 15
2
7300
1650
- 21
FO B : 73420 KG
2845
31715
31715
- 2 0 C
4300
- 20C
G W 185000 KG
C G 28%
7.9
7.10
7.11
A330-200
A330-300
CTR TK
IN R T K
IN R T K
IN R T K
O UTR TK
IN L E T
VA LV E
O UTR TK
R EFU EL
IS O L
V A LV E
IN L E T
V A LV E
T R IM
P IP E
IS O L
V A LV E
IN L E T
V A LV E
IN L E T
V A LV E
R EFU EL
IS O L
VA LV E
IN L E T
VA LV E
IN R T K
O UTR TK
IN L E T
VA LV E
O UTR TK
R EFU EL
IS O L
V A LV E
IN L E T
V A LV E
T R IM
P IP E
IS O L
V A LV E
IN L E T
VA LV E
R EFU EL
IS O L
VA LV E
IN L E T
VA LV E
IN L E T
VA LV E
T R IM T K
IN L E T
VA LV E
T R IM T K
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
H D G
ASYM
CLB
MCT
10
140
10
120
8.10
8.11
9.1
System display
9.2
APU
F IR E
TEST
APU
AG EN T
APU
F IR E
S Q U IB
PUSH
D IS C H
M ASTER SW
APU
SHU T O FF
FA U LT
O N /R
S TA R T
A V A IL
ECB
(E X T E R N A L C O N T R O L P A N E L )
O N
2 S TA G E S C O M P R E S S O R
A P U B LE E D VA LV E
APU
G EN
O IL
PUM P
G EAR BO X
3 S T A G E S T U R B IN E
STA R TE R
C O M B U S T IO N C H A M B E R
F U E L S U P P LY
FLAP
M O TO R
9.3
10.1
FCU
Primary
ILS (MLS)
Flight controls
ADF
Flight controls
ECAM
FMGC
RA
Secondary
Maintenance
VOR
EFIS
DME
CPC
ATSU option
CLOCK
FCMC
ACARS option
Back-up
Nav
DATA
BASE
LOADER
LGCIU
FADECs
Thrust levers
SFCC
10.2
Comments
FMGC
FCU
MCDU
3
Colour display
A/THR instinctive
disconnect switches
AP take-over switches
FM source switch
10.3
HD G TR K
L W L /C H
A LT
LAT
V /S F P A
H D G V /S
TR K FPA
V /S
FPA
H D G
TR K
FCU
100
1000
UP
SPD
M AC H
PUSH
TO
LEVEL
O FF
M E T R IC
A LT
AP 1
AP 2
D N
LO C
G S
G /S
LO C
C AT 2
DH 100
AP1
1FD 2
A / TH R
20
20
10
10
34
10
33
34
ND2
G S
394
TA S
2 4 9 /1 6
FMGC 1
C O N
AVD
388
34
FMGC 2
35
LW G
G AI
LW G
LO C
C AT 2
DH 100
G AI
VO R2
AV D
AP1
1 FD 2
A /TH R
3000
180
20
20
10
10
015
160
T IL T
-3 ,0 0
2R
VO R1
CG C M
103 N M
13
20
00
80
140
10
10
120
TB N
1 0 9 .3 0
4 .7 N M
010
790
O M
1020
Q NH
31
32
33
34
FM 1
IN D
RD Y
SPAR E
FM 2
FM 1
IN D
R DY
SPAR E
FM 2
BRT
D IR
PR O G
PERF
IN IT
F -P L N
RAD
N AV
FUEL
PR ED
SEC
F -P N L
A IR
PO RT
F
A
I
L
F
M
BRT
D IR
PR O G
PER F
IN IT
M CDU
M ENU
F -P L N
RAD
N AV
FUEL
PRED
SEC
F -P N L
A IR
PO RT
D ATA
DW FY
MCDU
AV D
AVD
VO R2
AVD
G /S
CO N
CG C
SPEED
O L
T ILT
- 3 ,0 0
2R
VO R1
C G C M
103 N M
PFD2
L W G /0 0 4
93M M
1 8 :3 5
33
AVD
O M
1020
Q NH
32
APPR
LW G /0 0 4
93M M
1 8 :3 5
O L
010
790
31
35
20
00
80
140
10
388
CG C
13
120
TA S
2 4 9 /1 6
015
160
TB N
1 0 9 .3 0
4 .7 N M
394
33
3000
180
A LT
ND1
PFD1
SP E E D
A /T H R
M
C
D
U
M
E
N
U
F
A
I
L
F
M
CLR
Thrust levers
D ATA
M CDU
M ENU
X
DW FY
M
C
D
U
M
E
N
U
C LR
MCDU
10.4
10.5
to, offset,
One FCU on the central glareshield provides a shortterm interface between the crew and the FMGCs.
ND
PFD
SPEED
A LT C R Z
NAV
AP1
1FD 2
A /T H R
G S 394 TA S 388
2 4 9 /1 6
34
35
320
310
280
AM B
AVD
C G C
LM G
T IL T
-3 ,0 0
305
STD
780
20
00
80
10
260
34
35
ANG
300
33
CD N
10
10
2
O L
33
315
10
L M G /0 0 4
93 N M
1 8 :3 5
2 '3 0
VO R1
C G CM
103 N M
2R
G AI
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
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
SP EED
G /S
LO C
TH R C L B
O P C LB
NAV
C A T II
DH= 200
AP1
1 FD 2
A / TH R
2nd
AP/FD pitch mode controls the target speed/Mach
then A/THR mode will control the thrust
e.g. if
AP1
1 FD 2
A / TH R
10.12
10.13
10.14
/GA
TO
T.O
FLX T CLB
C
M
IDL
E
10.15
Cruise
Thrust levers must be set :
- to be CLB detent
- to the MCT detent (engine failure case).
- The A/THR modes become active according to AP/FD
mode selection.
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 1
BACK UP NAV
MCDU 2
MCDU 3
BACK UP NAV
10.18
FM
NORM
BOTH
ON 2
BOTH
ON 1
DMC 3 DMC 2
FMGC1
FMGC 2
MCDU 1
MCDU 2
MCDU 3
10.19
BO TH
O N 2
FM
N O R M
BO TH
O N 2
D M C 2
D M C 1
D M C 3
D M C 2
FM G C 1
FM G C 2
FM G C 1
FM G C 2
M C D U 1
M C D U 2
M C D U 1
M C D U 2
M C D U 3
BO TH
O N 1
D M C 1
FM
N O R M
D M C 3
D M C 3
BO TH
O N 2
FM G C 2
M C D U 1
M C D U 2
O FF
BO TH
O N 1
M C D U 3
D M C 2
FM G C 1
BO TH
O N 1
FM
N O R M
M C D U 3
M C D U 2 b r ig h tn e s s k n o b
o n "O F F "
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
CRZ
OPT
1L
2L
3L
4L
5L
6L
15
20
ECON DES
REC MAX
FL390
25
AI101
1R
2R
ND
3R
4R
5R
G S
394
TA S
2 4 9 /1 6
388
34
35
L W G /0 0 4
93M M
1 8 :3 5
33
3
4
O L
6R
C DN
C G C
AVD
AVD
LW G
T IL T
-3 ,0 0
2R
VO R1
C G C M
103 NM
G AI
VO R 2
AVD
N AV AC C Y U PG R AD ED
10.24
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
RMP 1
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
S P D /M A C H
A L T .T R A N S IT IO N
T /C
S P D /M A C H
A L T .T R A N S IT IO N
S P D L IM
M U L T IP L E F L C R U IS E
S P D L IM
A LT
SPD
A LT
SPD
C O N S T R A IN T S
C O N S T R A IN T S
AC C EL
D EC ELER ATE
AC CEL
F IN A L
TH R R ED
THR R ED
O R IG IN
TA K E O FF
C L IM B
C R U IS E
D ESCEN T
APPR O AC H
G O AR O U N D
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
C STR
Q FE
W PT
V O R .D
N D B
In H g
hPa
N AV
AR C
P LAN
80
20
100
1000
SPD
M AC H
V O R
320
AD F
V O R .D
AP 1
PUSH
TO
LEVEL
O FF
AP 2
160
10
A /T H R
A LT
APPR
Q N H
N AV
A R C
PLAN
LS
In H g
hPa
P U LL
STD
EN G
1
AD F
V O R
LO C
C STR
320
DN
O FF
W PT
R O SE
VO R
80
20
UP
M E T R IC
A LT
O FF
ND B
Q FE
V /S
FPA
HD G
TR K
160
EN G
AD F
AR P T
40
10
LS
V /S F P A
H D G V /S
TR K FPA
40
LS
PU LL
S TD
L W L /C H
A LT
LAT
Q N H
R O SE
V O R
FD
HD G TR K
AR PT
2
VO R
O FF
A D F
VO R
O FF
LS
FD
CSTR
QFE
ROSE
VOR
In Hg
WPT
VOR.D
NDB
NAV
ARC
hPa
PULL
STD
80
20
320
1
LS
PFD Controls
2
VOR
ND range
160
ENG
ADF
ND mode
40
PLAN 10
LS
FD
ARPT
QNH
ADF
VOR
OFF
OFF
VOR/ADF selector
(ADF 2 optional on A330)
ND Controls
12.12
Speed trend
Selected altitude
Altitude indication
Target airspeed
Minimum selectable speed
Alpha protection speed
Alpha max speed
Radio altitude
ILS ident + freq
ILS - DME distance
ILS course
12.13
394
249/16
GS
34
TAS
35
388
0
LMG 004
93 NM
2
3 18:35
OL
33
CDN
ANG
AMB
AVD
240
CGC
240
LMG
160
160
TILT
-3,00
.2R
VOR1
CGCM
GAI
103 NM
12.14
G S 2 0 0 TA S 2 1 0
210 / 20
TO E / 1 6 3
1 0 .5 N M
18 : 35
15
E TA
TO E
TO E 0 7
TS
Q M 33L
W a y p o in t
LF BO
33L
A irp o rt
10
D is t a n c e s c a le
TO U
ADF 2
M TS
ADF 2
M = m a n u a lly tu n e d
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
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
195
2 8 0 /2 0
G S
TA S
VO R APP
D -LG
FF33M
D -LG
Resolution Advisory :
RED
-0 1
LG A T
33R
-1 1
+ 09
Relative altitude/
vertical speed
Traffic Advisory :
AMBER
065
5 .8 N M
1 8 :3 5
A TH
Proximate intruder :
WHITE
200
D130M
-0 3
VO R 1
DDM
1 2 .5
R
NM
5 .2 N M + 1 0
1 2 .4 N M
12.18
- Cautions :
immediate
Upper DU
Lower DU
12.21
WARNING SIGNAL
CONDITION
CONTINUOUS
REPETITIVE CHIMIE
RED WARNINGS
SINGLE CHIME
AMBER CAUTION
A/P DISCONNECTION
BY TAKE OVER pb
CAVALRY CHARGE
CLICK
CRICKET
+
STALL message
(synthetic voice)
INTERMITTENT
BUZZER
WINDSHEAR
(synthetic voice)
PRIORITY LEFT
PRIORITY RIGHT
(synthetic voice)
RETARD (synthetic voice)
*
TCAS
(synthetic voice)
PERMANENT
Depress*
MASTER WARN lt
1/2 sec.
1.5 sec
PERMANENT
LANDING CAPABILITY
CHANGE
STALL
ALTITUDE ALERT
HEIGHT
ANNOUNCEMENT
BELOW 400 FT
UNSAFE TERRAIN IN
CLEARANCE
FORESEEN
Depress
MASTER WARN lt
or TAKE OVER pb
NIL
PERMANENT
Depress
RESET key on ACP
3s
NIL
3s REPEATED
3 TIMES
NIL
As long as outside
pb pressed
NIL
CABIN CALL
MECH CALL
Second push on
TAKE OVER pb
PERMANENT
SELCAL CALL
ACARS *
CALL or ALERT
C CHORD
SILENCING
A/P DISCONNECTION
DUE TO FAILURE
DURATION
PERMANENT
1.5 sec
or
PERMANENT
new ALTITUDE
selection or depress
MASTER WARN pb
PERMANENT
NIL
PERMANENT
NIL
REPEATED 3 TIMES
NIL
1 sec
NIL
PERMANENT
THRUST LEVER
PERMANENT
NIL
WINDSHEAR
A/PTAKE OVER pb
THRUST LEVER NOT
IN IDLE POSITION
FOR LANDING
TRAFFIC OR
POTENTIAL COLLISION
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
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
800 FT
1500 FT
DOOR
L/G EXTENDED
AND ALT < 15000ft
OR
LIFT OFF
WHEEL
TOUCH DOWN
PHASE 6
NO TO PWR
CRUISE
ENGINE
80 KTS
*FLT
CTL
1st ENG STARTED
FWS
flight phases
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
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
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
M C DU 1
C M C 1
AC ARS M U
P R IN TE R
(A 4 F O R M A T)
D A TA L O A D E R
VHF 3
C M C 2
B ITE
A irc ra f t S y s te m s
if in s ta lle d
14.4
14.5
14.6
COCKPIT
EFFECTS
FLIGHT NUMBER
: AIB
1027
LEG-00
FROM/TO : LFBO/LFBT
FAULTS
INERMITTENT
ATA 36-11-42
SOURCE : BMC3
MESSAGE :
THRM (5HA3)/FAN AIR-V
(12HA3)/SENSE LINE
PRINTING
DATE : APR02
TYC : 1406
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
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