A-330 training important points

#The SDCU receives the agent release signals from bottle 2 Flow Metering System (FMS) pressure
switch. Flow maintenance system only on system 2.

# Bleed air is supplied to each wing through two Wing Anti Ice (WAI) valves, one for the
slat number four 4 and one for slats number five 5, six 6 and seven 7.
# Hot air bled from high pressure compressor third 3rd stage is used to heat the air intake lip.
# The unpressurized zones (keel beam) extend from Fr 40 to 53.2 in the lower fuselage.
# Only RR engine has CNA (common nozzle assembly).
# 04 static discharger on each THS tip.
# C wing box between frame 40.1-47 .
# Vertical stabilizer has 06 fittings.
# PSCU gets signal from all doors to indicate on SD page.
# SRM is a non-customized documents.
# Zonal inspection can be found in ATA ch 05
# 02 types of weighing of the aircraft.
# ATA 70 ref. for consumable materials.
# Avionics compartment has 02 smoke detector.
# WAI can be operate on GRD for 30 second.
# The fuselage is divided into five main parts
# As long as the Proximity Switch Detection Unit (PSCU) detects a bulk cargo door open, the VC
stops the fan heater and pressurisation operation.
# The engine is attached to the aircraft pylon made of Titanium by the FWD and AFT engine mounts,
which support the weight of the engine and transmit thrust loads to the aircraft structure.
# Wing box has 03 spars.
# The main air bleed sources are the engines. Air can be bled from two different stages. generally
bled from an Intermediate Pressure (IP) stage of the IP compressor stage 8 to minimize fuel penalty.
When pressure from the IP bleed port is insufficient to supply the network, air
is automatically bled from the High Pressure (HP) compressor stage 6.
# The shut-off function of the PRV through the thermostat solenoid is controlled by the
corresponding BMC or by using the ENG BLEED P/Bs located on the AIR panel or the engine FIRE
P/B.
# A differential pressure is necessary to move the waste from the toilet bowl to the tank. The
generators give the necessary differential pressure in the applicable Waste Holding Tank when the
A/C is on ground, and up to 16000 feet +/ - 700 ft, creating a differential pressure between 4 psi (0.28
bar) and 9 psi (0.62 bar) below the cabin pressure.
# when open, the Waste Drain-line Valve lets you connect a Waste-servicing Vehicle. Each of the
Drain Handles operates its Drain Valve through a cable. The electrical connection on the Drain alves
and service doors signals the VSC when the valve is in the open or closed position.
# The water quantity in the tanks is indicated on the Flight Attendant Panel (FAP) and optionally on
the potable water service panel.
# Semi-automatic type cargo loading system.
# APU turbine 3 stage 2 stage load compressor reverse flow type.
# Turbine rotor are on the rear part of main shaft.
# IGV and surge control V/V fuel operated.
# The flow divider divides fuel into primary and secondary flows. During the start sequence, only the
primary flow is supplied.
# If Toilet service panel is open no Flush system operation possible.
# APU restart is possible upto 41000 ft and bleed upto 23000 ft.
# The cabin pressurization is maintained by controlling the amount of cabin air discharged overboard.
It is achieved through two outflow valves located on the lower part of the aircraft fuselage. The
pressurization system is controlled automatically by the Cabin Pressure Controllers (CPCs). The
pressurization system may be manually controlled from the CABIN PRESS panel.Three safety valves
prevent excessive positive or negative differential pressure. Additional protection is provided by 1
negative-pressure relief valve (03 safety V/V,02 outflow V/V,01 Negative V/V).
# On the ground, the LGCIU 1 controls the turbofan supply valve to open, by de-energizing the valve
solenoid.
# In case of green reservoir low level (level switch threshold), the HSMU makes sure that the closing
of the engines 1 and 2 FSOVs is automatic, this automatic closing function is inhibited for 30 seconds
after changing the L/G control lever from UP to DOWN. Following an automatic closure of the
FSOVs, it is necessary to do a system reset by tripping and resetting a circuit breaker. The status of
the FSOV is displayed on the ECAM.
# ENG T/R 1—Blue system
ENG T/R 2- yellow system
#Landing gear shock observer takes taxi/TO/and landing load.
# Pitch trimmer extends on ground (pressurised) and retracts in Air.
# LGCIU 1 powered by ESS BUS
LGCIU 2 powered by BUS 2
# Maximum nose wheel steering angle is 72 degrees by using hand wheel and 6 degree by
rudder paddle.
# The computers also need the aircraft response from the Air Data Inertial
Reference Units (ADIRUs). When the AP is engaged, the side sticks are
locked by a solenoid-operated load threshold device, energized by the
FMGECs.
# The pedal RVDTs will send signals to the FCPCs and FCSC1 to operate the rudder servo controls
for rudder trim. Trim RVDTs, located in the PFTU, send the trim position to the FCSCs for the
servoing of the trim motors and for display on the RUD TRIM control panel. Lever RVDTs,
located in the PFTU, send the pedal positions to FCPC2 and FCPC3 for monitoring purposes.
# The inboard flap is supported by two 02 tracks and the outboard flap by three 03 tracks.
# In case of slats operation, the 23 CW valve block and related motor are actuated by the green
hydraulic system and controlled by Slat Flap Control Computer 1 (SFCC1). the 24 CW valve block
and related motor are actuated by the blue hydraulic system and controlled by SFCC2.
# In case of flaps operation, the 23 CV valve block and related motor are actuated by the yellow
hydraulic system and controlled by SFCC1, while the 24 CV valve block and related motor are
actuated by the green hydraulic system and controlled by SFCC2.

# Each WTB is supplied by two hydraulic systems BLUE & GREEN.

# When some types of failures occur the WTBs lock the transmission system.

ASYMMETRY, RUNAWAY, OVERSPEED, UNCOMMANDED MOVEMENT

# Flap – Yellow + Green
# Slat WTB – Green + Blue
# The fuel is supplied to the APU from the LH inner tank through the trim tank transfer line with the
FWD APU pump when the trim tank fuel transfer system does not operate. The aft APU pump runs
when the trim tank fuel transfer system operates. A fuel isolation valve and an LP fuel shut-off valve
control the fuel flow to the APU.
# PATS communicates through SATCOM
# At the time of the ELT test no annunciator test should be done.
# ADIRU 1 sends data to the DDRMI in normal condition if any faults then ADIRU 3
# ISIS supplied with 28 VDC form the ESS Bus bar and HOT bus automatically
# EGPWS used for the taxi video
# DMCs can be switch over automatically or manually.
# Primary failure will be in amber box.
# secondary failure will be displayed in the right memo.
# TWLU only on GRD.
# In case of clock failure CMC will provide time to the ECAM (SD) and computers.
# Data loading only on GRD.
# In normal configuration AC BUS 1 powered by GEN 1(ENG1)
# APU TR gets power from AC BUS 2
# EXT power powers AC BUS2
# APU GEN supply powers to left hand side.
# AC BUS1---- GEN1/APU/EXT B/EXTA/GEN2
AC BUS 2--- GEN2/EXTA/APU GEN/EXT B/GEN 1
# Both battery supply power upto 30 mins.
# Static inverter will feed only AC ESSBUS,DC ESS BUS,& DC SHEED
# ECMU controls the mail AC and DC electrical power.
# GCU – it controls, monitors and provide protection of the IDG
# GAPCU communicates with GCU & CMC
# CSMG has priority over all the electrical sources once pushed.