Airframe

TECHNICAL TRAINING MANUAL

AIRBUS A330 GENERAL FAMILIARIZATION COURSE
AVIONICS LEVEL 1
AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 1

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01. SYSTEM INTRODUCTION

• Doors system:
• Cabin doors
• Cockpit door
• Cargo doors
• Avionics COMPT doors
• DSCS
• Safety precautions in AMM
The doors system has:
- the cabin doors,
- the cockpit door,
- the cargo doors,
- the avionics compartment doors,
- the Doors and Escape Slides Control System (DSCS).
When you operate on the doors system, you must obey all the safety procedures listed in the
AMM.

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02. PASSENGER AND EMERGENCY DOORS

• Used as entrance & exit doors
• Fail-safe plug type construction
• Operated from inside or outside
• Emergency exit doors can be replaced by passenger doors (option)
The cabin doors are the passenger doors and emergency exit doors. They are used as entrance
and exit doors for the passengers and the crew. They are of a fail-safe plug type construction
and open out. They are parallel to the fuselage. They can be operated from inside or outside of
the aircraft. Passenger doors type can replace Emergency exit doors (option).
• Similar structure & mechanisms
• Passenger/crew doors: 2 FWD, 2 MID and 2 aft
• Locking, emergency & indicating systems
• Escape slide
All the passenger/crew doors have similar structure and mechanisms. There are six
passenger/crew doors, three on each side of the cabin. There are two FWD, two middle and two
aft doors. All the passenger/crew doors whatever the aircraft, have a locking system, an
emergency system and an indicating system. Each passenger/crew door has an escape slide
which is kept in a container in the lower part of the door.

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02.1 PASSENGER/EMERGENCY DOORS ATTACHMENTS

• Support arm for door load
• 2 guide arms
• Door stay mechanism
• Mechanism release by a P/B
The support arm supports the door load. Two guide arms maintain the door parallel to the
fuselage. To prevent the door from moving when it is in the fully open position, the door stay
mechanism locks the door. It is released by a P/B installed on the support arm.

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02.2 PASSENGER AND EMERGENCY DOORS LOCKING SYSTEM

• Door locking/unlocking: Inner or outer handle
• Mechanical linkage
• 2 locking hooks & a locking shaft
Door locking/unlocking can be done either from the inner handle or the outer handle. Both
handles operate a mechanical linkage for the door movements: lowering, lifting and outward
opening. Two locking hooks located on the upper edge and a locking shaft lock the door.

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02.3 PASSENGER AND EMERGENCY DOORS EMERGENCY SYSTEM

• Emergency system:
• Arming lever
• Girt bar
• Damper & emergency-operation cylinder
• Slide/raft packed in a container
• Disarmed mode
• Armed mode
• Automatic door opening
The emergency system has:
- an arming lever controlling the girt bar,
- a damper and emergency-operation cylinder,
- an escape slide/raft packed into a container installed at the bottom of the door.
Disarmed mode selected, the mechanical linkage secures the girt bar to the door. The damper
and emergency-operation cylinder damps the door movement. Armed mode selected, the
arming mechanical linkage attaches the girt bar to the structure in order to deploy the escape
slide/raft during the opening. The damper and emergency-operation cylinder opens the door
automatically when the handle is raised to let the escape slide/raft deploy in armed mode.

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02.4 EMERGENCY EXITS

• Type I doors and similar to type A in function
• Smaller, with locking, emergency & indicating systems
Emergency exit doors are of the type I and similar to the type A doors in function but not in
design. They are smaller, but still have a locking system, an emergency system and an indicating
system. The structure and the attachments are similar to the passenger/crew door.
• Initiated by outer or inner handle
• 1 locking hook is operated
Door locking/unlocking is initiated either from the outer handle or the inner handle. Only one
locking hook is operated. It is the same type of mechanical linkage as the type A passenger
doors.
• Arming lever operating a girt bar via mechanical linkage
• Damper & emergency-operation cylinder work:
• As damper (Disarmed mode)
• As emergency-operation cylinder (Armed mode)
The emergency system has an arming lever operating a girt via a mechanical linkage.
NOTE: The escape slide/raft is packed into a container installed at the bottom of the door.
The damper and emergency-operation cylinder work also as a damper in disarmed mode or as
an emergency-operation cylinder in armed mode.

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03. CARGO DOORS

• 3 cargo doors on the lower RH side
• FWD & aft cargo door
• Bulk cargo door
The aircraft has three cargo compartment doors installed on the lower right hand side of the
fuselage. The three doors give access to the cargo compartments:
- the FWD and aft doors are hydraulically operated,
- the bulk cargo door is manually operated.

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03.1 CARGO DOORS LOCKING AND LATCHING

• Door with locking & latching handle
The door has:
- a locking handle,
- a latching handle.

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03.2 CARGO DOORS HYDRAULIC OPERATION

• FWD & aft cargo doors:
• Open outwards & upwards
• Manually locked/unlocked & hydraulically operated
• Component of FWD and aft cargo doors
• Cargo door selector
• Green indicator light
• Hydraulic actuator
• Locking handle
• Latching handle
• 10 indicator flags
The FWD and aft cargo doors open outwards and upwards from the fuselage and are manually
locked/unlocked and hydraulically operated. The door system comprises:
- a cargo door selector to select the opening or closing of the door,
- a green indicator light to indicate that the door is fully open and locked,
- a hydraulic actuator to open and close the door and to lock it mechanically when the door is
fully open,
- a locking handle to lock the door when the door is fully closed,
- a latching handle to control latching/unlatching of the door in the fuselage,
- 10 indicator flags to indicate the correct locking of the door.

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• Controls the FWD & aft cargo COMPT doors
• Hydraulic actuator & manual selector valve
• Hydraulically operated by yellow hydraulic system:
• Normal operation by yellow electrical pump
• Manual operation by hand pump
• Normal operation achieved by 1 operator
• Manual operation achieved by 2 operators
• Manual selector lever necessary in operating modes
• By turning manual selector lever:
• Electric pump started
• Door will move
The cargo compartment door hydraulic system controls the operation of the FWD and aft cargo
compartment doors. The hydraulic system of each door has a hydraulic actuator and a manual
selector valve. The yellow auxiliary hydraulic system supplies the doors with hydraulic pressure.
For normal operation the yellow electric pump is used. For the case of electric pump failure or
no electric power on the aircraft a hand pump can be used. A single operator achieves normal
operation; two operators are needed for manual operation. Turning the manual selector lever to
open or close is necessary in both operating modes. Turning the manual selector lever and the
normal system available will start up the electric pump and the door will move.

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03.3 BULK CARGO DOOR LOCKING AND LATCHING

• Opens upwards & inwards
• Manually operated
• Inner & outer handles to operate locking mechanism
• Barrel lock to lock the door in fuselage
• Balance mechanism to open the door more easily
• Latch assembly: Door maintained in fully open position
• Door CTL handles to closed position: Lock latching hook
The bulk cargo door opens upwards and inwards and it is manually operated from the inside or
the outside of the aircraft. The bulk cargo door has an inner and an outer handle, which operate
the locking mechanism. There is a barrel lock installed at each end of the locking shaft to lock
the door in the fuselage. A balance mechanism reduces the force, which is necessary to open
the door. There is a latch assembly, which holds it in the fully open position. The locking system
operates also the latching hook. To lock the latching hook in the latch arrester it is necessary to
put the door control handles to the closed position.

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04. AVIONICS COMPARTMENT DOORS

• Located at FWD bottom of fuselage
• Fixed partition door between FWD cargo & avionics COMPT
• CKPT floor door between CKPT & avionics COMPT
The avionics compartment has two doors, and one cockpit floor door:
- the avionics compartment door located at the FWD bottom of the fuselage,
- the fixed partition door located between the FWD cargo compartment and the avionics
compartment,
- the cockpit floor door located between the cockpit and the avionics compartment.

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04.1 AVIONICS COMPARTMENT DOORS BOTTOM FUSELAGE

• ECAM DOOR/OXY page: State of avionics access door
• Access to A/C through an extendable ladder
• Compensating mechanism to operate the door more easily
The avionics compartment door is installed in the FWD bottom part of the fuselage in the
pressured area of the aircraft. The door indicating and warning system sends a signal to the
ECAM DOOR/OXY page, which indicates the state of the avionics access door. The avionics
compartment door gives access to the aircraft through an extendable ladder. The door can be
opened from the outside or from the inside of the fuselage with outer and inner handles. A
compensating mechanism reduces the force that is necessary to operate the door.

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04.2 AVIONICS COMPARTMENT DOORS FIXED PARTITION

• Access to avionics COMPT from FWD cargo COMPT
• Piano hinge attaches the door
• Door opens into avionics COMPT
• Handle into avionics COMPT side only
• Special key to open from inside the cargo COMPT
The fixed partition door gives access to the FWD cargo compartment from the avionics
compartment. A piano hinge attaches the door to the fixed partition. The door opens into the
avionics compartment .

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04.3 AVIONICS COMPARTMENT DOORS COCKPIT

• Access to avionics COMPT from the CKPT
• Between rear of CAPT seat & CKPT door
• Opening from both sides
• Attached ladder
The cockpit floor door gives access to the avionics compartment from the cockpit. It is located
between the rear of the captain seat and the cockpit door. It can be opened from both sides and
an attached ladder gives access to the users into the avionics compartment.

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05. COCKPIT DOOR

• Separation between CKPT & cabin
• Armored & bulletproof
• CDLS prevents unwanted access into CKPT
• An escape hatch
The cockpit door separates the cockpit from the cabin. It is an armored and bulletproof door
made to prevent from a hijacking attempt and protect the flight compartment against an
intrusion. A Cockpit Door Locking System (CDLS) controls its electrical release and prevents an
unwanted access into the cockpit. The door also has a door escape hatch with a pneumatically
operated decompression panel, which opens the hatch when there is a rapid decompression in
the cabin.

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05.1 COCKPIT DOOR LOCK SYSTEM (CDLS)

• Locking & unlocking CKPT door device
• Control units & CKPT DOOR CONT panels
• CKPT DOOR panel: CTL & monitoring
• Buzzer
• Keypad
• 3 electrical release strikes
• Additional CKPT DOOR BK-UP panel: CTL & locking
The CDLS is an electrically operating system for the locking and unlocking of the cockpit door.
This system is mainly composed of:
- a control unit and its CocKPiT DOOR CONTrol panel, located on the left-hand side of the overhead panel
and a control unit, identical to the first one, and its CKPT DOOR CONT panel, located on the right-hand side
of the overhead panel,
- the CKPT DOOR panel on the center pedestal with a toggle switch to control the cockpit door and a fault
indicator,
NOTE: The CKPT DOOR panel can have as an option a CAB ALERT guarded P/B, which alerts the CKPT crew in
case of hijacking/vandalism in the cabin.
- the buzzer on the overhead panel,
- the keypad in the cabin for cockpit access authorization,
- three electrical release strikes,
- an additional CKPT DOOR BacK-UP panel, which is composed of a LocKinG SYStem switch and a
OPEN/FAULT ConTroL P/B
NOTE: The door is always locked when closed and the aircraft is powered during maintenance activity there
is a magnetic door stop to keep the door fully open.
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06. DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS)

• Give electrical indications
• Consists of:
• Proximity switches
• Compensation panel
• PSCU
• ASPSU
• Pressure SW
• DSCS controls:
• Door indicating & warning
• Escape slide indicating & warning
• Residual cabin & cargo COMPT pressure
• Cargo doors electrical CTL & indicating
The DSCS gives electrical indications related to the condition of the doors. The DSCS has:
- proximity switches,
- a compensation panel (5062VE),
- a Proximity Switch Control Unit (PSCU),
- an Autonomous Standby Power Supply Unit (ASPSU),
- a pressure switch.

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The primary functions of the DSCS are to control:
- door indicating and warning,
- escape slide indicating and warning,
- the residual cabin and cargo compartment pressure detection and indicating,
- cargo doors electrical control and indicating.
• On GND with 1 ENG running, DSCS prevents pressurization if:
• Door not fully closed & locked
• Sensor defective
• Sensor failure in FLT: A/C stays pressurized
• Override function (via P/B) used for A/C dispatch using MEL
On the ground, with one engine running, the DSCS prevents the pressurization of the aircraft if:
- a door is not fully closed and locked,
- a sensor is defective.
If a proximity sensor fails during the flight, the aircraft will stay pressurized.
The override function has a DOOR SW OVeRriDe P/B installed on the cockpit overhead panel.
The DOOR SW OVRD P/B can be used for a manual override of a failure. This function is used for
the aircraft dispatch and with the MEL procedure.

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07. CONTROL AND INDICATING

07.1 PASSENGER DOORS
• 2 mechanical indicators: LOCKED or UNLOCKED
• Arming lever modes
• Safety pin for security
• A viewing prism window
• Interior warning lights:
• White light
• Red flashing light
The door has two mechanical indicators showing the LOCKED or UNLOCKED positions. The
arming lever modes (armed or disarmed) are shown on the door lining above the lever recess.
The lever is secured in the disarmed position by a safety pin. A viewing prism window lets the
two door warning lights be seen from inside or outside. Two interior warning lights are located
below the window:
- a white light indicates the armed configuration of the evacuation system, if the door handle is
moved towards open,
- a red flashing light tells the operator that the cabin is still pressurized.
NOTE: The red unlocked indication will only be on when the handle is moved a few degrees
during opening and at the last movement during closing. When the door is open there is no
indication.

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07.2 TYPE I EMERGENCY EXIT DOOR

• 1 LOCKED or UNLOCKED mechanical indicator
• Other indications & warnings identical to PAX/crew door
There is only one mechanical indicator showing the door condition (LOCKED or UNLOCKED).
NOTE: The red UNLOCKED indication will only be on when the handle is moved a few degrees
indication.
All the other indications and warnings are similar to the passenger/crew door.

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07.3 CARGO DOORS

• Ten indicator flags (hooks unlocked)
• Green light in door manual selector valve recess:
• Door locked in fully open position
• Green light not available: Safety sleeve installed on actuator piston
• Sticker on the external skin of the cargo doors to reinforce safety precaution about residual
pressure
• Red light flashes if residual pressure in cabin
Each door has ten indicator flags showing hooks unlocked.
-In the door manual selector valve recess, a green light comes on when the door is locked in the
fully open position. If the green light is not available for cargo loading procedure a safety sleeve
has to be installed on the actuator piston.
-In order to reinforce safety precaution regarding residual pressure a sticker is installed on the
external skin of the cargo doors. This will prevent some accident/incident due to residual
pressure. A red light in the latching handle recess flashes when there is residual pressure in the
cabin.

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07.4 ECAM DOOR/OXY PAGE

• Doors & escape slide/slide rafts status
• Indications:
• Green when the door is closed & locked
• Amber when the door is unlocked
• SLIDE indication when slides armed
The ECAM DOOR/OXY page monitors the status of all the doors and the escape slide/slide raft.
The indications on the ECAM page are:
- green when the door is closed and locked,
- amber when the door is unlocked.
The white SLIDE indications on the DOOR/OXY page show that the slides are armed. When the
slide is disarmed on any door, no indication is displayed.

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07.5 FAP DOOR PAGE

• Indications:
• Green when the door is closed and the slide is armed
• Amber when the door is closed and the slide is disarmed
• Red when the door is opened
The FAP door page monitors the status of all the doors and the escape slide/slide rafts.
The indications on the FAP page are:
- green when the door is closed and the slide is armed,
- amber when the door is closed and the slide is disarmed,
- red when the door is opened.

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08. MAINTENANCE/TEST FACILITIES

• MCDU tests
• PSCU BITE test
• ASPSU BITE test
• Fault data via ARINC 429 to the CMC
• CMC functions:
• Find and indicate faults
• Defective LRU identification
• Defective SRU identification
The DSCS can be tested via the MCDU SYSTEM REPORT/TEST pages. The PSCU has a BITE. The
BITE is used for the in-flight monitoring, on ground trouble shooting and continuous self-testing.
All fault data are transmitted through ARINC 429 buses to the Central Maintenance Computer
(CMC).
This function is to:
- find and indicate faults,
- identify defective electrical components which are Line Replaceable Units (LRU) for
maintenance and trouble-shooting,
- identify defective components that are Shop Replaceable Units (SRU).
The ASPSU also has a BITE used for system test and a battery capacity test. For these tests, the
ASPSU has a test panel with two P/Bs and a Light Emitting Diode (LED) display.

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09. SAFETY PRECAUTIONS

• WARNING
WHEN YOU WORK ON THE A/C, MAKE SURE THAT YOU OBEY ALL THE AMM SAFETY PROCEDURES.
THIS WILL PREVENT INJURY TO PERSONS AND/OR DAMAGE TO THE A/C.
HERE IS AN OVERVIEW OF THE MAIN SAFETY PRECAUTIONS ABOUT THE DOORS SYSTEM.
IF THE RED WARNING LIGHT IS FLASHING, DO NOT OPERATE THE DOOR OPENING HANDLE.
• Disarmed position & safety pin installed
• Safety barrier/access platform
• MAX wind speed: Doors closed to prevent damage
Be careful before opening cabin doors or cargo doors. Make sure that the red warning light does not
flash. If it flashes, that means there is a residual pressure in the cabin or in cargo compartment, and any
door may suddenly open. It could kill or cause serious injury and damage to the aircraft.
Make sure when you work on a cabin door the emergency control handle is in the disarmed position
with the safety pin installed.
Check that the percussion lever of the door damper and emergency operation cylinder is in the
disarmed position with the safety pin installed.
Install a safety barrier or an access platform before opening any cabin door to avoid a fall on the ground.
When opening or closing a cargo door, make sure that the access platform is at the correct height to
avoid damage.
Do not operate a cabin/cargo door if the wind speed is more than 40 kts. You must close the cabin/cargo
door before the wind speed reaches more than 60 kts to prevent damage to the door or to the aircraft.

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AIRBUS A330 GENERAL FAMILIARIZATION COURSE LANDING GEAR SYSTEM 1

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01. LANDING GEAR

• L/G system
• A/C load transmission to the ground
• A/C speed & direction ground control
• L/G system items
• Safety precautions
The L/G system supports the A/C on the ground and transmits landing, takeoff and taxi loads to
the structure. It also decreases the A/C speed through the braking system and steers the A/C on
ground. The L/G system is divided into:
- the gear and doors,
- the extension and retraction,
- the braking,
- the brake temperature and cooling,
- the Tire Pressure Indicating System (TPIS),
- the steering,
- the maintenance/test facilities.
When you work on A/C, you must obey all the safety procedures listed in the AMM.

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01. LANDING GEAR

• Supply by green HYD system
• NLG and MLG:
• Composed of gear and doors
• Electrically controlled
• Hydraulically operated
• Some doors mechanically linked to the gear structure
The L/G and doors are supplied by the green hydraulic system. The Nose Landing Gear (NLG)
system is composed of the nose gear and doors. Some doors are electrically controlled and
hydraulically operated, the others are mechanically linked to the gear structure. The Main
Landing Gear (MLG) system is composed of the main gear and doors. Some doors are
electrically controlled and hydraulically operated, the others are mechanically linked to the gear
structure. When you work on aircraft, you must obey all the safety procedures listed in the
Aircraft Maintenance Manual (AMM).

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01.1 MAIN LANDING GEAR (MLG)

• MLG main parts:
• A side stay ASSY
• A MLG leg ASSY
• A bogie alignment pitch trimmer
• A bogie beam ASSY
• Hydraulically operated during normal extension/retraction sequence
Each MLG, which retracts inboard into its wheel bay in the fuselage and the wing, includes these main parts:
- a side stay assembly,
- a MLG leg assembly,
- a bogie alignment pitch trimmer,
- a bogie beam assembly.
The MLG is hydraulically operated during the normal extension/retraction sequence.
• Composed of:
• Shortening mechanism
• Bogie pitch trimmer
• Shock absorber
• Shock absorber for the taxi, TO and landing loads
• Capsule type includes sliding tube
The MLG leg includes a shortening mechanism, a bogie pitch trimmer and an oleo-pneumatic shock
absorber. The shock absorber absorbs the taxi, TO and landing loads. The shock absorber is a capsule type
that includes a sliding tube. It is an oleo-pneumatic unit that is installed in the main fitting.

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01.2 MLG SIDE STAY ASSEMBLY

• Side stay ASSY holds MLG in extended position
• Lock stay down lock for MLG
• Safety precaution with ground lock pin
A two-piece side stay assembly holds the MLG in the extended position. The lock stay is the
mechanical down lock for the MLG. A lock stay keeps the side stay assembly stable in the locked
down position. The lock stay is the mechanical down lock for the MLG. A ground lock pin has to
be installed through the links of the lock stay, when they are in the over center position, to
comply with safety precautions.

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01.3 MLG BOGIE ALIGNMENT PITCH TRIMMER

• Installed between main fitting and upper links
• A set of articulated links connects main fitting to bogie beam
• G hydraulic system continuously supplies pressure
The pitch trimmer is installed between the main fitting and the upper links. A set of articulated
links, two upper and one lower, connects the main fitting to the front of the bogie beam. The
green hydraulic system continuously supplies pressure to the pitch trimmer, which maintains
the required geometry of the links during the retraction sequence, TO, and landing phases.

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01.4 MLG SHORTENING MECHANISM

• Decreases overall length of MLG during retraction
• Including:
• Turnbuckle link connected to airframe wing
• Mechanical links attached to shock absorber
• Operated by MLG movement
During the retraction the shortening mechanism decreases the overall length of the MLG to
permit the gears to go into the available space in the bays. The shortening mechanism includes a
turnbuckle link connected on one end to the airframe wing and a system of mechanical links
that is attached to the shock absorber. The MLG movement operates the shortening mechanism
during retraction or extension.

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01.5 MLG DOORS

• 3 doors from each MLG bay:
• Main door
• Fairing door
• Hinged door
• Hydraulically operated
• Lock collar to prevent closure on ground
Three doors close each MLG bay. They follow the shape of the belly fairing and protect the
equipment in the bay from the airflow during flight. The MLG doors are hydraulically operated.
Each main door is hinged at the keel beam and closes outboard. The fairing door is attached to
the MLG leg and operates with it. The hinged door is connected to the MLG leg through an
adjustable rod. When the main gear operates, the rod operates to move the hinged door. A lock
collar can be installed on each door actuator when the aircraft is on the ground to prevent
closure.

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01.6 NOSE LANDING GEAR (NLG)

• NLG main parts:
• A lock stay ASSY
• A NLG leg ASSY
• Steering actuators
• Hydraulically operated during the normal extension/retraction sequence
Each NLG, which retracts forward into the NLG bay, includes these main parts:
- a lock stay assembly,
- a NLG leg assembly,
- steering actuators.
The NLG is hydraulically operated during the normal extension/retraction sequence.
• Leg ASSY:
• Axle
• Shock absorber
• Wheel steering ASSY
The L/G leg has a main fitting with a sliding tube assembly that includes the axle and a shock
absorber with a wheel steering assembly.
• Installed on main fitting
The nose wheels are steered by twin, double acting hydraulic actuators, which pivot on
attachments on the main fitting.

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01.7 NLG LOCK STAY ASSEMBLY

• Installed between main fitting and center pivot point
• Holds the drag stay in straight configuration when NLG extended
• A ground lock pin in center pivot point when NLG down locked
The lock stay is installed between the main fitting and the center pivot point of the drag stay. It
has an upper link and a lower link. The lock stay holds the drag stay in a straight configuration
when the NLG is extended. A ground lock pin can be installed in the center pivot point of the
lock stay when the NLG is down locked.

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01.8 NLG DOORS

• Lock collar to prevent closure on ground
• 5 doors:
• 2 FWD doors
• 2 aft doors
• A fixed fairing
A lock collar can be installed on each door actuator when the aircraft is on the ground to
prevent closure. Four doors and a fixed fairing close the NLG bay. The two forward doors are
hydraulically operated. Each door has hinges at the side of the NLG bay and closes inward at the
front of the bay. The two aft doors and the fixed fairing are mechanically operated. Each aft door
has hinges at its outer edge. Adjustable rods connect the rear doors to the NLG leg. The fixed
fairing is installed at the rear of the NLG leg.

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02. LANDING GEAR EXTENSION AND RETRACTION

• System comprises:
• Normal operation SYS
• Free fall extension SYS
• Door ground opening SYS
• Two positions only on the L/G lever:
• Up position for retraction sequence
• Down position for extension sequence
• Each LGCIU controls one complete cycle
• Interlock mechanism (baulk) to prevent unsafe retraction
The extension/retraction system comprises:
- the normal operation system,
- the free fall extension system,
- the door ground opening system.
L/G normal operation is controlled through a lever located on the landing control panel. The L/G
control lever has two positions only:
- the UP position for the retraction sequence,
- the DOWN position for the extension sequence.
Each Landing Gear Control and Interface Unit (LGCIU) controls one complete cycle: One UP and
DOWN selection. An interlock mechanism controls a lever baulk solenoid to prevents unsafe
retraction when the L/G is not in flight conditions. The LGCIUs switch over automatically at each L/G
retraction cycle or in case of sequencing system failure.
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02. LANDING GEAR EXTENSION AND RETRACTION

• L/G powered green system
• Safety valve cuts HYD supply to L/G (high air speed)
• Each LGCIU controls selector valve manifold
• Selector valve manifold hydraulically operates all gears & doors
• 2 LGCIUs:
• Gear position
• Sequencing information
• Gear lever selection
• LDG status to other A/C systems
• In case of extension failure: L/G extended by gravity
• Doors ground opening SYS available for MAINT functions
• NLG ground opening system in gear bay
• MLG doors ground opening system under fuselage FWD of L/Gs
The L/G is powered by the green hydraulic system. At high air speed a safety valve cuts hydraulic supply
to the L/G system. In turn, each LGCIU controls the selector valve manifold, which hydraulically operates
all gears and doors. The two LGCIUs process gear position, sequencing information, gear lever selection
and send landing status to other aircraft systems. In case of normal extension failure, the L/G can be
extended by gravity through an electro-mechanical system. Its power supply is duplicated and is
controlled by toggle switches on the main instrument panel. For maintenance functions, the system has a
hydraulically operating system for the opening and closing of the L/G doors. The NLG ground opening
system is located in the gear bay. The MLG doors ground opening system is located under the fuselage
forward of the L/Gs.
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02.1 NLG NORMAL RETRACTION SEQUENCE

• Lever on UP position to get gear & doors retraction
• Gear and door information:
• L/G position on the LDG GEAR panel
• ECAM WHEEL page
• FILM: Nose Landing Gear Retraction
For the normal retraction sequence, the L/G lever must be on the UP position to get gears and
doors retraction. The cockpit crew knows that the gears are retracted and the doors closed
through the L/G position on the LanDinG GEAR panel or on the ECAM WHEEL page.

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02.2 MLG NORMAL RETRACTION SEQUENCE

• Lever on UP position to get gear & doors retraction
• Gear and door information:
• L/G position on the LDG GEAR panel
• ECAM WHEEL page
• FILM: Main Landing Gear Retraction
For the normal retraction sequence, the L/G lever must be on the UP position to get gears and
doors retraction. The cockpit crew knows that the gears are retracted and the doors closed
through the L/G position on the LDG GEAR panel or on the ECAM WHEEL page.

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03. NORMAL BRAKING

• Only MLG wheels installed with carbon brakes
• Brake ASSY activated by 2 sets of pistons powered by HYD systems
• 3 braking modes:
• Normal braking
• Alternate braking
• Parking/ultimate emergency braking
Only the MLG wheels are installed with multi disks carbon brakes. Each brake assembly is
activated by two separated sets of pistons powered by different hydraulic systems. There are
three braking modes that can independently operate the brake units:
- normal braking,
- alternate braking,
- parking/ultimate emergency braking.
• System used to:
• Decrease A/C speed on ground
• Stop rotation of MLG wheels during L/G retraction
• Automatic or manual mode
• Differential braking in manual mode

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03. NORMAL BRAKING

• BSCU:
• Computes A/SKID protection
• Compares MLG wheel speed with A/C speed
• Hydraulically operated by the green supply
The normal braking system is used to decrease the speed of the aircraft when it moves on the
ground and to stop the rotation of the MLG wheels before landing gear retraction. The normal
braking system has an automatic or manual mode of braking operation, which automatically
gives an Anti-Skid (A/SKID) protection for individual wheels. In manual mode, a differential
braking is possible according to the left and right brake pedals position. The Braking and
Steering Control Unit (BSCU) computes the A/SKID protection and compares the speed of each
individual MLG wheel with the actual aircraft speed. Setting the Anti/SKID & Nose/Wheel
STeeRinG switch to the ON position prepares the BSCU for normal brakes operation. The normal
braking system is electrically controlled and hydraulically operated by the green hydraulic
power.

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03.1 MANUAL MODE

• A/C on ground:
• Brake pedals operated
• Related braking inputs sent to BSCU
• BSCU energizes normal selector valve to connect green HYD power
• Pressure transducer:
• Measures the HYD pressure
• Supplies data to the BSCU
• Automatic selector gives priority to green HYD system
• The BSCU supplies servo valve to modulate brake pressure
• Wheel rotation speed & braking pressure values fed back to BSCU
• BSCU sends data to WHEEL page
In manual mode, the aircraft on ground, with the braking pedals operating, the related braking inputs
are sent to the BSCU, which energizes the normal selector valve to connect the green hydraulic power
to the system. A pressure switch measures the hydraulic pressure in the system and supplies the data
to the BSCU. The automatic selector, operated by the hydraulic pressure, lets the green system supply
the normal brakes and cuts the blue hydraulic pressure. When both hydraulic systems are available, by
its internal design, the automatic selector gives priority to the green system. The servo valve,
controlled by the BSCU, modulates the hydraulic pressure sent to the brakes according to the pedals
demand and the A/SKID protection. Wheel rotation speed and braking pressure values are fed back to
the BSCU for braking and A/SKID computation. The BSCU sends data to the WHEEL page.

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03.2 AUTO BRAKE

• Auto brake available during TO if aborted or at LG
• Before TO: Auto brake armed by pressing MAX P/B
• AUTO braking activated from FCPCs by ground spoilers extension command
• MAX mode:
• Gives max available braking
• Only available during TO
• Braking modes available during LG: LO & MED
• Selection with related P/B on AUTO/BRK panel
• AUTO braking delayed until nose wheel touchdown
• AUTO brake activation:
• Started after deployment order of ground spoiler
• Working the same way as in manual control
• Braking inputs generated with selected deceleration

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03.2 AUTO BRAKE

• AUTO brake disarmed if at least one brake pedal deflected (over threshold)
Auto brake is available during a TO if an aborted TO is necessary or at landing. Before TO, the
auto brake is armed by pressing the MAximum P/B on the AUTO/BRaKe control panel. Then the
automatic braking will be activated by the ground spoilers extension command from the Flight
Controls Primary Computers (FCPCs). The MAX mode gives the maximum available braking
without delay and should be selected only for TO. Two automatic braking modes are available
during a, LOw and MEDium landing. Pressing the related P/B on the AUTO/BRK makes the
selection control panel. Activation of the auto brake is started after deployment order of the
ground spoilers from the FCPC. When the auto brake is activated, the normal braking is working
the same way as in manual control but the braking inputs are generated according to the
selected deceleration. The auto brake will be disarmed if at least one brake pedal is deflected
over a defined threshold or by selecting change or loss of arming conditions.

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03.3 IN FLIGHT BRAKING

• During L/G retraction: Braking AUTO activated to stop rotation of MLG wheels
• BSCU controls in flight braking using normal brake system
• NLG wheels rotation stopped by MECH brake pads
Before the MLG start to move during retraction sequence, the braking is automatically activated
during few seconds to stop the rotation of the MLG wheels. The in flight braking is controlled by
the BSCU using the normal brake system. At the end of the gear retraction, the NLG wheels
rotation is stopped by mechanical brake pads.

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04. ALTERNATE BRAKING

• Hydro mechanical braking system
• MAN operated to decrease A/C speed moving on ground
• The system AUTO takes over if:
• Failure in normal braking system
• In case of green HYD system LP
• The system is controlled:
• By auxiliary low pressure distribution
• Hydraulically operated by blue HYD power
The alternate braking system is an hydro mechanical braking system. It is manually operated to
decrease the speed of the aircraft when it moves on the ground. The alternate braking system
automatically takes over if a failure occurs in the normal braking system or in case of green
hydraulic system low pressure. It can operate with A/SKID or without A/SKID. The alternate
braking system is controlled by the auxiliary low-pressure distribution and hydraulically
operated by the blue hydraulic power.

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04.1 WITH ANTI-SKID

• BSCU controls alternate braking system
• BSCU de-energizes normal selector valve, AUTO brake is lost
• AUTO selector valve lets blue SYS pressure go into alternate braking system
• System CTL achieved by pedals only via auxiliary LP distribution CTL SYS
• Blue pressure regulated via dual valve
• BSCU sends:
• A/SKID closing signals to alternate servo valve
• LH & RH pressure brakes are indicated on blue pressure triple indicator
The BSCU controls only the A/SKID function in the alternate braking system when the normal
braking system is not available. The BSCU de-energizes the normal selector valve. The AUTO
brake is lost. The automatic selector valve operates and lets blue system pressure go into the
alternate braking system. Control of the alternate braking system is achieved by the pedals only,
through the auxiliary low pressure distribution control system. The blue pressure is regulated via
the dual valve. The BSCU sends A/SKID closing signals to the alternate servo valve. The pressure
delivered to the left hand and right hand brakes as well as the blue accumulator pressure are
indicated on the blue pressure triple indicator.

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04.2 WITHOUT ANTI-SKID

• Becomes AUTO active when:
• A/SKID function not available
• Blue HYD power not available (brake accumulators only)
• System CTL achieved by pedals only via auxiliary LP distribution CTL SYS
• Blue pressure regulated via dual valve
• Function lost: Alternate servo valves are left fully open
• LH & RH pressure brakes indicated on blue pressure triple indicator
• When SYS is used: Brake pressure limited by pilot to avoid wheel locking
• A/C in flight & low blue HYD system pressure, the SOV:
• Isolates supply between accumulators & automatic selector
• Avoid a loss of pressure from accumulators to brake SYS
Alternate braking without A/SKID becomes automatically active when the A/SKID function is lost due to
BSCU failure or if the blue hydraulic power is not available and the system is powered by the brake
accumulators only. The pedals only achieve the control of the alternate braking system through the auxiliary
low pressure distribution control system. The blue pressure is regulated via the dual valve. When the A/SKID
function is lost, the alternate servo valves are left fully open. The pressure delivered to the left hand and
right hand brakes as well as the blue accumulator pressure are indicated on the blue pressure triple
indicator. The pressure given by the brake accumulators is sufficient to give a minimum of 7 full applications
of the brake pedals. When the alternate braking without A/SKID is used, the brake pressure has to be limited
by the pilot to avoid wheel locking. With the aircraft in flight (LGCIU signal) and a low blue hydraulic system
pressure the shut-off valve, isolates the supply between the accumulators and the automatic selector to
avoid depressurization of the brake accumulators due to internal leaks within the alternate braking system.
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05. PARKING/ULTIMATE EMERGENCY BRAKING

• Electro-hydraulic system
• Prevent A/C movement during parking
• Hydraulically operated:
• By blue HYD power
• By blue pressure brake accumulators
• Used in EMER braking mode to stop A/C
• Parking brake handle set to ON: Parking brake control valve activated
• Dual shuttle valve:
• Connects blue pressure to fully opened servo valves
• Closes supply downstream of dual valve to isolate brake pedals
• Signal from the park brake valve to the BSCU & EBCU
• When parking brake handle set to OFF:
• PARK BRK control cuts blue pressure
• Dual shuttle valve re-open HYD supply
• Triple pressure indicator shows:
• Available pressure from brake accumulators
• Pressure MLG brakes (limited to 2.580 psi)

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05. PARKING/ULTIMATE EMERGENCY BRAKING

• Accumulators capacity to hold brakes twelve hours
The parking/ultimate emergency braking system is an electro-hydraulic system. Its function is to
prevent movement of the aircraft when it is parked. This system is electrically controlled and
hydraulically operated by the blue hydraulic power or by the blue pressure brake accumulators.
The parking/ultimate emergency braking system can also be used in an emergency braking
mode to stop the aircraft when no other braking mode is available. When the PARKing BRaKe
handle is set to ON, the parking brake control valve is activated and connects the blue pressure
to the system. The dual shuttle valve, operated by the hydraulic pressure, connects the blue
pressure to the fully opened servo valves and closes the supply downstream of the dual valve to
isolate the brake pedals. The park brake control valve sends a signal to the BSCU to isolate the
other braking systems. When the PARK BRK handle is set to OFF, the parking brake control valve
cuts the blue pressure, the dual shuttle valve re-opens the hydraulic supply from the dual valve.
The triple pressure indicator shows the available pressure from the brake accumulators. It also
shows the pressure applied on the MLG brakes. This pressure is limited by the system to 2.580
psi. The accumulators have sufficient capacity to hold the brakes on for a minimum time of
twelve hours.

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06. STEERING
•28 Nose wheel SYS changes A/C direction when it moves on ground with ENG power
•Nose wheel steering system:
• Controlled by the BSCU
• Operated by green HYD power
•BSCU activates nose wheel steering system as soon as:
• A/C speed below 100 kts
• 1 ENG MASTER LEVER ON
• Shock absorbers compressed
• Towing lever in normal position
• Green hydraulic pressure is normal
• A/SKID & N/W STRG switch set to ON
•Green HYD pressure supplies system:
• Via swivel selector valve
• When NLG fully downlocked
•Servo valve controls & connects the hydraulic pressure
•Two independent RVDTs: Angular position to BSCU
•BSCU:
• Transmits data to ECAM
• Monitors system components
• Transmits data to CMC
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06. STEERING
• Lever set in towing position:
• Cancels all steering outputs from BSCU to steering SYS
• Prevents damage during towing
The nose wheel steering system is used to change the direction of the aircraft when it moves on the
ground with engine power. It is electrically controlled by the BSCU and hydraulically operated by the
green hydraulic power. The BSCU activates the nose wheel steering system by opening the selector
valve as soon as all the following specified conditions are available:
- the aircraft speed is below 100 kts,
- one MASTER lever "ON",
- the shock absorbers are compressed,
- the towing lever is in the normal position,
- the green hydraulic pressure is normal,
- the A/SKID & N/W STRG switch is set to ON.
The green hydraulic pressure supplies the system through the swivel selector valve when the NLG is
fully downlocked. The servo valve controls the hydraulic pressure to the steering actuators depending
on the BSCU steering inputs. Two independent Rotary Variable Differential Transducers (RVDTs) send
the angular position of the nose wheels to the BSCU. The BSCU transmits data to the ECAM, monitors
the system components and transmits the data to the Central Maintenance Computer (CMC). A lever
on the electrical de-activation box can be set in the towing position. This cancels all the steering
outputs from the BSCU to the steering system and prevents damage during towing.

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07. BRAKE TEMPERATURE AND COOLING (OPTION)

• Temperature sensor connected to BTMU
• BTMU sends data to BSCU
• Data & warnings displayed:
• On ECAM WHEEL page
• On BRK FAN P/B
• ELEC fan ASSY:
• Installed on wheel axle
• Manually controlled from cockpit
• Cool down the brake pack on demand
Each brake pack assembly has a temperature sensor connected to a Brake Temperature
Monitoring Unit (BTMU). The BTMU sends data to the BSCU. Brakes temperature data and
warnings are displayed on the ECAM WHEEL page and on the BRK FAN pushbutton. An electrical
fan assembly installed on the wheel axle and manually controlled from the cockpit can cool
down the brake pack on demand.

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08. TIRE PRESSURE INDICATING SYSTEM (OPTION)

• TPIS = TPIC + ELEC pressure sensor (each wheel)
• TPIC:
• Controls & monitors the system operation
• Sends data to the ECAM
The TPIS includes an electronic pressure sensor on each wheel and a Tire Pressure Indicating
Computer (TPIC). The TPIC controls and monitors the operation of the system and sends data to
the ECAM.

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• Control panels and indications
This section will highlight the control panels and indications for the landing gear system.
09.1 LANDING GEAR/BRAKES
• L/G control lever
• LDG GEAR GRVTY EXTN panel
• L/G panel:
• L/G position indication
• AUTO/BRK mode
• BRK FAN P/B
• A/SKID and N/W STRG SW
• ECAM WHEEL page
The landing gear system has various control panels and indications located in the cockpit:
- the L/G control lever,
- the LDG GEAR GRaViTY EXTeNsion panel and,
- the L/G panel.
The L/G panel includes:
- the LDG GEAR position indication panel,
- the AUTO/BRK mode selection,
- the BRK FAN P/B,
- the A/SKD & N/W STRG switch.
The ECAM WHEEL page displays indications for the landing gear system.
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09.2 INDICATOR, PARKING BRAKE HANDLE, RUDDER PEDALS

• Panel location and equipment:
• Triple pressure indicator
• Parking brake handle
• Rudder pedals
The landing gear system also has in the cockpit:
- the triple pressure indicator for brake accumulator pressure and alternate/parking brake
pressure,
- the parking brake handle,
- the rudder/brake pedals.

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09.3 NOSE WHEEL STEERING

• N/WS control:
• Rudder pedals
• Hand wheels
The nose wheel steering control is done through:
- rudder/steering pedals,
- nose wheel steering hand wheels.

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10. COMPONENT LOCATION

• L/G computers avionics compartment
The LGCIU, the BSCU and the TPIC are located in the avionics compartment.

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• L/G system BITE functions
Each L/G computer has a BITE which tests, manages and records failures to help the
maintenance operations.

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• AMM safety procedures
• Prevent injury to persons and/or damage to A/C
• Main safety precautions relative to L/G system are:
• Circuits isolated during any maintenance task
• Clear area around LG and their doors
• Wheel chocks in position & L/G ground safety locks installed
• Let brakes and wheels become cool
• No liquid/gas fire extinguisher on hot wheel or brake unit
• Deflate tire before removing the wheel
• Heavy components (actuator, wheel, brake...)
• Not let HP gas get in contact with the skin
• Use glasses and mask

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When working on the L/G system, you must obey all the AMM safety procedures. This will
prevent injury to persons and/or damage to the aircraft. The main safety precautions relative to
the L/G system are:
- make sure that all circuits are isolated during any maintenance task. Unwanted electrical or
hydraulic power can be dangerous,
- make sure that the travel ranges of the L/G and doors are clear. Movement of the L/G and
doors can cause injury and/or damage,
- make sure that the wheel chocks are in position and the L/G ground safety locks are installed.
This prevents unwanted movement of the aircraft or L/G,
- let the brakes and the wheels become cool before going near the L/G. Do not apply a liquid or
gas fire extinguisher directly on a hot wheel or brake unit. This could cause an explosion,
- deflate the tire before removing the wheel. This prevents a possible explosion,
- before removal or installation of a component, make sure that a man can hold it because some
components are heavy. If one falls, it can cause injury to persons and damage to equipment,
- during L/G servicing, do not let high pressure gas get in contact with the skin. Gas bubbles in
the blood can kill a man,
- during work near the wheel brakes, use safety glasses and a mask. Carbon brake dust can
cause irritation to the eyes or lungs.

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AVIONICS LEVEL 1
AIRBUS A330 GENERAL FAMILIARIZATION COURSE FLIGHT CONTROLS SYSTEM 1

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01. INTRODUCTION
• Flight controls: Fly by wire type
• Primary flight controls:
• Pitch
• Roll
• Yaw
• Secondary flight controls:
• Speed brakes
• Ground spoilers
• Slats/Flaps: High lift function
The fly by wire flight control system controls:
- the primary flight controls which control the pitch, roll and yaw axis,
- the secondary flight controls which include the speed brakes and ground spoilers (Lift
dumping),
- the high lift function which includes the flaps and slats .
The flight control system is monitored by the Onboard Maintenance System (OMS) for
maintenance and troubleshooting functions. When doing maintenance on the aircraft, all safety
procedures listed in the Aircraft Maintenance Manual (AMM) must be applied.

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01. INTRODUCTION
• Location
Let's see their location on the A/C.

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02. FLIGHT CONTROLS ARCHITECTURE

• 3 FCPCs (PRIMs) and 2 FCSCs (SECs)
• Pilot orders from:
• Side sticks
• Rudder pedals
• Speed brake lever
• Autopilot order from FMGECs to FCPCs
• Ailerons, spoilers, elevators, rudder controlled by FCPCs & FCSCs
• THS:
• Controlled by FCPCs only
• Mechanically operated through trim wheel
• Rudder controlled by BCM if FCPCs & FCSCs fail
• 2 FCDCs interface FCPCs/FCSCs with:
• Display system
• Maintenance system
• Recording systems

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02. FLIGHT CONTROLS ARCHITECTURE

The three FCPCs, also called "PRIM", and the two FCSCs, also called "SEC", receive pilot orders
from:
- the side sticks,
- the rudder pedals,
- the rudder trim control panel
- the speed brake control lever.
The FCPCs receive autopilot inputs from the Flight Management Guidance and Envelope
Computers (FMGECs). The FCPCs and FCSCs interface together. They control and monitor:
- the ailerons,
- the spoilers,
- the elevators,
- the rudder.
The THS is electrically controlled by the FCPCs only.
The THS can also be mechanically operated through the trim wheel.
In case of loss of the FCPCs and FCSC1, the Backup Control Module (BCM) controls the aircraft
yaw via the rudder.
The two Flight Control Data Concentrators (FCDCs) interface the FCPCs and FCSCs with:
- the Electronic Instrument System (EIS),
- the Centralized maintenance system (CMS),
- the recording system.
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03. FLY BY WIRE PRINCIPLE

• Relation between side stick & A/C response: Control law
• Pilot side stick orders to flight control computers
• Computers elaborate the control law surface deflection orders
• Electrical command signals to servo actuators
• A/C response feedback sent to computers for comparison with pilot orders
• Design requires the A/C to be servo-looped
The relation between the pilot input on the side stick and the aircraft response is called control
law. The pilot's side stick orders are sent to the flight control computers. The computers
elaborate the control law surface deflection orders. An electrical command signal is sent to the
related surfaces servo actuator. The aircraft response feedback is sent back to the flight control
computers and compared to the pilot orders. The fly by wire design requires the aircraft to be
servo-looped.
Note: Side stick electrical command signals are sent to the computers, which elaborate surface
deflection orders and send electrical command signals to servo-actuators to move surfaces. It
replaces the mechanical link found on conventional aircraft flight control systems.

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04. COMPUTER MASTER / SERVO LOOP CONFIGURATION

• FCPCs & FCSCs have 2 parts
• Computation
• Execution
The 3 FCPCs and the 2 FCSCs fulfill two functions:
- the computation part which elaborates the surface deflection orders,
- the execution part which fulfills the servoing of the deflection orders.
• Master: FCPC 1 in normal configuration
• Master computer:
• Generates deflection orders
• Transmits them to other computers
• Computers signal their related surfaces & fulfill servo loop controls
One computer only (FCPC 1 in normal configuration) is the master. This computer generates the
deflection orders and transmits them to the other computers. The five computers signal their
related surfaces and fulfill the servo loop controls.
• Internal calculation of highest level of law by each computer:
• Internal monitoring
• ADIRU availability
• Control signals
• Surface actuation
• Positions of THS, flaps, slats
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04. COMPUTER MASTER / SERVO LOOP CONFIGURATION

• Computer with highest level of law => master
Each computer establishes the highest level of law that can be engaged according to its internal
monitoring and the availability of ADIRUs, control signals, surface actuation and the positions of
the THS, the flaps and the slats.
The computer which has the highest level of law, and according to the computer priority, is the
master for law computation: normally FCPC 1, then FCPC 2 and 3.
Among the computers which can engage the highest level of law, the computer having the top
priority is chosen.
Note: the priority logic for law engagement is totally independent from the servo-loop
engagement logic.

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05. FLIGHT CONTROL LAWS

• Deflection orders are processed according to control laws
• A/C controlled in all axes through:
• Pitch control law
• Lateral control law
• 3 kinds of control laws:
• Normal law
• Alternate law
• Direct law
• AUTO switching between laws depending on nature & number of failures
The deflection orders are processed by the flight control system according to different control
laws. The aircraft is controlled in all axes through:
- the pitch control law,
- the lateral control law (roll and yaw).
Depending on the status of the flight control system or other systems (number of computers
available, status of peripheral components and sensors) three different sets of control laws can
be engaged:
- the normal law, with all protections,
- the alternate law, with reduced protections,
- the direct law, without protections.

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05. FLIGHT CONTROL LAWS

Control laws automatically switch from normal to alternate or direct according to the nature and
number of failures. After loss of normal laws, the reconfiguration of control laws is different for
the pitch axis and for the lateral axis.
• FCPCs: Normal + Alternate + Direct
• FCSCs: Yaw Alternate + Direct
The normal law is only implemented in the FCPCs. The FCSCs can only compute the yaw
alternate law and the direct law.

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06. ACTUATION RECONFIGURATION PRIORITY

06.1 ACTUATORS
• Hydraulically powered by one of the three hydraulic circuits
The actuators are hydraulically powered by one of the three hydraulic circuits, except the THS
servo-motors which are electrically driven.
• Roll control: inboard & outboard aileron + spoilers (2 to 6)
Roll control is done by the one inboard and one outboard aileron on each wing and the roll
spoilers (spoilers 2 through 6). The aileron droop function is provided by all the ailerons. The
ailerons are deflected downwards when the flaps are extended to follow the contours of the
wing. The aileron droop function increases the lift on the part of the wing with no flaps.
• Pitch control
• Elevators + THS
The pitch control is done by the elevators and by the Trimmable Horizontal Stabilizer (THS). The
trim wheel can also mechanically control the hydraulic motors. The trim wheel has priority over
the electrical control. The mechanical control is used:
- on ground, for setting the THS take-off trim,
- in flight, as a back-up system if THS electrical control is lost.

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06.1 ACTUATORS
• Yaw control: rudders
• Back-up from BPSs, BCMs
The rudder fulfills the yaw control. The Pedal Feel and Trim Unit (PFTU) gives rudder pedal
artificial feel, trim function and feedback movement.
The Backup Control Module(BCM) is an electronic module, which fulfills the yaw control in case
of flight control computer failures. The Backup Power Supplies (BPSs) supply electrical power to
the BCM from two hydraulically driven motors. The BCM transmits the rudder pedals order to
the rudder, and also fulfills dutch roll damping. The PFTU interfaces the BCM with the pedals.
• Spoilers
All spoilers fulfill the speed brake function. All the spoilers fulfill the ground lift dump function
when specific ground logic conditions are fulfilled.

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06.2 COMPUTERS
• P: FCPC (Flight Control Primary Computer)
• S: FCSC (Flight Control Secondary Computer)
The relationship between actuators and computer is indicated on the schematic.
06.3 PRIORITY SERVOCONTROLS
• 2 servo controls for each aileron & elevator
• Active mode (Norm config): One servo control actuates surface
• Damping mode follows surface deflection
• Re-centering mode
There are two servo controls for each aileron and elevator surface. In normal configuration, one servo
control actuates the surface. It is called priority servo control and is in active mode. The second,
which follows the surface deflection, is in damping mode.
A third mode called re-centering sets the surfaces in neutral position in case of specific failures (for
elevators on all A330, 340).
There are three servo controls for the rudder. Alls are active at the same time.
There is only one servo control per spoiler.
06.4 RECONFIGURATION PRIORITIES
• Normal config: Servoloop control
• Computer failure or loss of hydraulic circuits
In normal configuration, the following computers ensure the servoloop control. The arrows indicate
the actuation reconfiguration priorities in case of either electrical failure, computer failure or loss of
hydraulic circuits.
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07. SLAT AND FLAP SYSTEM

07.1 ARCHITECTURE
• Hydro-mechanically operated & electrically controlled by SFCCs
• On lever demand, the SFCCs send signals to slat & flap PCUs
• 2 hydraulic motors per PCU give actuation
• One dedicated hydraulic supply and one valve block & POB per PCU
• Valve blocks control rotation & speed of related hydraulic motors
• Mechanical power transmission
• PPUs control & monitor the system
• FPPUs provide PCU output shaft position
• APPUs send information about surface actual position
• IPPUs send signals for position indicating on ECAM
• WTBs applied when mechanical failures detected
The flaps and slats are hydro-mechanically operated and electrically controlled by the SFCCs. The
position of the surfaces is selected from a 5 positions control lever that transmits the demand to the
SFCCs. On lever demand, the SFCCs send signals to the slat and flap Power Control Units (PCUs). Two
hydraulic motors on each PCU provide actuation. Each of them is powered by a different hydraulic
system and has its own valve block and Pressure-Off Brake (POB). The valve blocks, that receive signals
from the SFCCs, control the direction of rotation and the speed of their related hydraulic motors. The
hydraulic motors move the transmission through a differential gearbox. Then torque shafts and
gearboxes transmit the mechanical rotary power to the rotary actuators, which drive the surfaces. The
Wing Tip Brakes (WTBs) are applied when mechanical failures in the transmission shaft system have
been detected.
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07.2 SLAT/FLAP LEVER

• Single control lever on center pedestal
• Mechanical demand converted into electrical signals for SFCCs.
Slat and flap positions are simultaneously selected using a single control lever located on the
center pedestal. Moving the lever rotates the input shaft of the command sensor unit, which
converts the mechanical demand into electrical signals for the SFCCs.
07.3 SLAT/FLAP CONTROL COMPUTER
• 2 SFCCs
• One slat & one flap channel per SFCC
• Cross talk
• Each channel generates commands to:
• Energize its related PCU valve block
• Control its related motor
• One SFCC inoperative: Slat/flap operates at half speed
Two SFCCs control and monitor the system. Each SFCC includes one slat and one flap channel. A
cross talk makes the transfer of data between the SFCCs. On lever demand, each channel
generates commands to energize its related PCU valve block and controls its related motor.

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07.4 POWER CONTROL UNITS

• 2 hydraulic motors with their related valve block
• SFCCs sends signal to the valve blocks
• Both motors are coupled through a differential gearbox
• One POB per motor locks transmission
• One motor INOP: Remaining motor moves at half speed with full torque
Each PCU includes two separate hydraulic motors powered through an electrically-signaled valve
block, which receives drive commands from the SFCCs. The motor output shafts on each PCU are
coupled through a differential gearbox to drive the slat and flap mechanical transmission. A POB on
each motor locks the transmission:
- when the selected position is reached,
- in case of hydraulic power failure.
07.5 WING TIP BRAKES
• WTBs stop & hold transmission upon failure detection by SFCCs
• WTBs are of pressure-off type
• 2 solenoid valves: One SFCC on each
• Hydraulic & electric power applied: WTBs released
• One SFCC inoperative: WTBs are still released by the other
• WTBs applied: Reset only on ground via CMS
The WTBs stop and hold the transmission if the SFCCs detect some types of failures such as
asymmetry, runaway or over speed. The WTBs are of the pressure-off type. Slat locking by the WTB
does not prevent flap operation and vice versa.
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08. CONTROLS
• Located in the cockpit
All the controls for the flight controls are located in the cockpit.
08.1 SIDE STICK
• Manual pitch and roll control
• Spring loaded to neutral position
• P/B for AP disconnection and priority
The two side sticks are used for manual pitch and roll control. They are spring loaded to neutral
position. Each side stick has a P/B used for Autopilot (AP) disconnection and to take priority over the
other side stick.
08.2 SPEED BRAKE LEVER
• Control position of speed brakes surfaces
• Pre selection of ground spoilers function
The speed brake lever controls the position of the speed brake surfaces and pre selection of the
ground spoiler function. The lever has to be pushed down and placed in the required position. To arm
the ground spoilers for automatic extension, the lever must be pulled up when in the retracted
position.
08.3 THS CONTROL
• THS automatically trimmed during flight
• After touchdown: THS automatically trimmed to nose up position
• Pitch trim before take-off
• When automatic pitch trim not available
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08.3 THS CONTROL

• Indication (°) on a scale adjacent to trim wheels
The THS is automatically trimmed during flight. After touch down, the THS is automatically
trimmed to nose up position. The THS mechanical control is used to set the pitch trim before take-
off or when the automatic pitch trim is not available. Trim position is indicated in degrees on a
scale adjacent to each trim wheel.
08.4 RUDDER PEDALS
• 2 sets of pedals for electrical control
• Individual pedal adjustment
Two sets of pedals enable the rudder electrical control. The pedals can be individually adjusted.
08.5 RUDDER TRIM
• Control SW sends signal to PFTU & FCSCs
• Rudder trim RESET P/B resets trim position to 0
• Rudder trim indicator displays trim position (°)
The rudder trim control switch sends signal to FCSCs to move the rudder to a new neutral position
and to the PFTU, which moves the rudder pedals for feedback. The rudder trim RESET P/B resets
the trim position to zero. The rudder trim indicator displays rudder trim position in degrees.
08.6 FLAP CONTROL LEVER
• Flaps & slats control: 5 positions
The flap control lever selects simultaneous operation of slats and flaps. It has five positions.

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09. INDICATING
• Indicators located in the cockpit
All the indicators for the flight controls are located in the cockpit.
09.1 FLIGHT CONTROL PANELS
• P/Bs used to energize, de-energize & reset flight control computers
• FAULT or OFF/R indications
The computer P/Bs are used to energize, de-energize and reset the flight control computers.
FAULT or OFF/Reset legend can be indicated.
09.2 SIDE STICK PRIORITY LIGHTS
• Side stick priority indication
The side stick priority lights in front of each pilot, indicate who has taken and who has lost
priority.
09.3 ECAM PAGES
• F/CTL page
• WHEEL page
• EWD
The flight control system uses three ECAM pages:
- F/CTL ECAM page for primary surface indication,
- WHEEL ECAM page for ground spoiler indication,
- EWD for slat/flap indication.

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10.1 COMPUTERS
• Located in avionic compartment
All the flight control computers are located in the avionic compartment.

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10.1 COMPUTERS
• BCM located: in the tail cone aft the waste tanks
• 2 BPS located in the pressurized area rear the bulk cargo compartment
-The BCM is an electronic module electrically supplied by the BPSs.
The BCM is located in the pressurized area rear the bulk cargo compartment, aft of the waste
tanks (below cabin floor structure).
-Two BPS are installed on the aircraft. Each BPS is an electrical power generator supplied from
hydraulic system.
One is supplied from blue hydraulic system and the other one from the yellow hydraulic
system.
The blue and yellow BPS are located in the tail cone area (one on the R/H side and the other
one on the L/H side of the inner part of the fuselage).

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10.2 SERVO ACTUATORS

• 2 servo controls per aileron
• 2 servo controls per elevator
• 3 servo controls for the rudder
• Each Aileron / Elevator / Rudder servo control are powered by independent hydraulic systems
• Spoiler actuated by one servo control powered by one hydraulic system
- Each aileron (inboard or outboard) is actuated by two servo controls powered from
independent hydraulic systems.
- Each spoiler is actuated by one servo control powered by one hydraulic system.
- Each elevator is actuated by two servo controls powered from independent hydraulic systems.
- The rudder is actuated by three servo controls powered from independent hydraulic systems.
The servo controls are synchronized and operate simultaneously.

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10.3 THS ACTUATOR

• Trimmable Horizontal Stabilizer (THS) actuated by the THS actuator
• THS actuator powered by 2 hydraulic motors
The THS actuator is a gearbox powered by two hydraulic motors, which drive a ball screw jack,
that directly moves the THS.

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10.4 SLAT/FLAP POWER CONTROL UNIT (PCU)

• Flaps / Slats PCU includes 2 separate hydraulic motors
Each Flaps/Slats PCU includes two separate hydraulic motors powered through an electrically
controlled valve block.
The Flap PCU is installed on the hydraulic compartment rear pressure bulkhead.
The Slat PCU is installed behind the belly fairing between the Packs 1 and 2.
10.5 FLAP ROTARY ACTUATOR
• Each drive station rotary actuator moves inboard and outboard flaps on the tracks.
The operation of the flaps is hydro-mechanical. Flap hydraulic Power Control Unit (PCU) supplies
the power necessary to operate the flaps on each wing. A mechanical transmission system
transmits the power to each drive station rotary actuator, which moves inboard and outboard
flaps on the tracks.
10.6 SLAT ROTARY ACTUATOR
• Slat Rotary Actuators transmit the mechanical power from the slat PCU to the actuators to
move the slats.
• 2 Actuators per slats
Torque shafts and gearboxes in the fuselage and the wings transmit the mechanical power from
the slat PCU to the actuators, which move the slats. There are two actuators for each slat. The
actuators are installed on the aircraft structure.
Levers (type A actuators), and pinions (type B actuators) transmit the mechanical power to the
slats.
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10.7 ELECTROMECHANICAL DEVICES

• PFTU and PDFU located under the cockpit floor
-The Pedal Feel and Trim Unit (PFTU) has an artificial feel device which produces forces on the
rudder pedals.
-The Pedal Damper and Friction Unit (PDFU) generates resisting forces on the rudder pedals
depending on the pedal travel speed.

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• FCPCs, FCSCs and SFCCs have BITE:
• FCPCs & FCSCs send data to CMC via FCDCs
• SFCCs send data directly to CMC
Each flight control computer has a BITE feature which tests, monitors and records failures to
help in the maintenance and troubleshooting of the flight control system. The FCPCs and FCSCs
send their data to the FCDCs, which interface with the Central Maintenance Computer (CMC).
The SFCCs send their data directly to the CMC.
Note: BCM only sends its data to the CMC via FCDC 1.

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• Safety procedures/injury prevention
When doing maintenance on the aircraft, make sure that you obey all the AMM safety
procedures. This will prevent injury to persons and/or damage to the aircraft. Here is an
overview of the main safety precautions relative to the flight control system.
WARNING:
- MAKE SURE THAT THE SAFETY DEVICES AND THE WARNING NOTICES ARE IN POSITION BEFORE
DOING MAINTENANCE ON THE FLIGHT CONTROLS.
- MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROLS ARE CLEAR. MOVEMENT OF
FLIGHT CONTROLS CAN CAUSE INJURY TO PERSONS AND/OR DAMAGE TO THE AIRCRAFT.

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13. DYNAMIC TESTS

• Moveable surfaces
When you do operational tests, make sure that the travel ranges of the flight controls are free
to move without injuring any person or equipment.

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AIRBUS A330 GENERAL FAMILIARIZATION COURSE STRUCTURE 1

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01. STRUCTURE DESIGN PRINCIPLES

• Fuselage structure principle
• Spar box structure principle
• Monolithic part structure principle
• Sandwich part structure principle
Four typical principles are used in the aircraft design:
- for the fuselage, the skin is attached to the frames and stiffened by stringers,
- for the boxes, the skins stiffened with stiffeners are attached to spars and ribs,
- the composite parts could be monolithic or sandwich construction.

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02. STRUCTURE ATA BREAKDOWN

• Structure breakdown
The structure of the aircraft is broken down as follows:
- ATA 52 for the doors,
- ATA 53 for the fuselage,
- ATA 54 for the pylons,
- ATA 55 for the stabilizers,
- ATA 56 for the windows,
- and ATA 57 for the wings.

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03. DOORS
• Passenger/crew doors and emergency exit doors
• Aluminum alloy structure
• Cargo compartment doors
• Bulk cargo door
• Main Landing Gear (MLG) doors, materials
• Nose Landing Gear (NLG) doors, materials
The passenger/crew doors and the emergency exit doors are of a same aluminum alloy design
comprising skins, edge members, horizontal beams and vertical frames.
There are two cargo compartment doors installed on the left hand side of the fuselage. There
are also aluminum alloy structures like skins, edge members, corner pieces, horizontal beams
and vertical frames.
The bulk cargo door is of plug type design opening inside the fuselage. The primary structure
has skins, edge members and horizontal beams, all being made from aluminum alloy.
The nose gear doors include the two forward doors and two aft doors. Both doors are of
sandwich construction including carbon fiber skins.
The main landing gear doors are located at the bottom of the belly fairing and are of sandwich
construction including carbon fiber skins.

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04. FUSELAGE
• Nose forward fuselage (sections 11/12)
• Forward fuselage (section 13/14 and 14A)
• Center fuselage (section 15)
• Rear fuselage (sections 16/17 and 18)
• Rear/cone fuselage (sections 19 and 19.1)
Within the technical documentation the fuselage is divided into five main parts, which are also
divided into sections, mainly for production purpose.
The nose forward fuselage, covered by chapter 53-10-00 contains sections 11 and 12,
The forward fuselage, covered by chapter 53-20-00 contains sections 13, 14 and 14A,
The center fuselage, covered by chapter 53-30-00 contains also section 15,
The rear fuselage, covered by chapter 53-40-00 contains sections 16, 17 and 18.
The rear/cone fuselage, covered by chapter 53-50-00 contains sections 19 and the tailcone,
section 19.1.

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05.PYLONS - GENERAL ARRANGEMENT

• The pylon box is the primary structure; the secondary structure comprises the forward, lower
and aft fairings and the pylon to wing center fillets
• Pylon box assembly
The pylon box is the primary structure of the pylon. The secondary structure has a forward,
lower and aft fairings and pylon to wing center fillets.
The pylon box is an assembly of titanium alloy and steel parts which includes spars, ribs, side
panels, engine attachment and pylon to wing attachment fittings as main elements.

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06. STABILIZERS
• Trimmable horizontal stabilizer (THS) main structure
• THS secondary structure
• Elevators
• Vertical stabilizer and rudder
• Rudder
The horizontal stabilizer main structure includes an aluminum alloy center spar box and two outer
carbon fiber spar boxes.
On each side, the horizontal stabilizer also includes a leading edge, a trailing edge structure and an
apron fairing, mainly made of carbon fiber, and a tip, made of aluminum alloy.
The elevators are basically in carbon fiber structure including top and bottom skin panels, ribs and
front spar. The hinge and actuator fittings and the trailing edge profile are made of aluminum alloy.
The vertical stabilizer includes:
- the main spar box, the leading edge,
- the tip,
- the trailing structure,
- and trailing edge.
The main box is an assembly of carbon fiber ribs, spars and side panels.
The vertical stabilizer also includes a glass fiber leading edge and a tip, an aluminum alloy trailing edge
structure, and carbon fiber trailing edge panels.
The rudder has carbon fiber side panels, a front spar and leading edge panels. The hinge, actuator
fittings and the trailing edge profile are made of aluminum alloy.
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07. WINDOWS - GENERAL ARRANGEMENT

• Aircraft windows breakdown: cockpit, cabin and door windows
• Cockpit windows structure
• Cabin windows structure
• Door windows structure
The ATA 56 chapter describes the cockpit, cabin and door windows.
The cockpit windows include the windshield, the sliding windows and the side fixed windows.
The cabin windows, which include an inner and an outer pane, are installed in a seal. This
assembly is installed in the window frame from inside the fuselage and held in position by a
retainer ring.
The door windows are of the same design principle as for the cabin windows.

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08. WINGS FIXED PARTITION

• Center wing box
• Outer wings
• Center wing box
• Outer wing structure breakdown: outer wing box, fixed leading edge and trailing edge structures,
wing tip
• Outer wing box (outer main box) structure
• Fixed leading edge structure
• Fixed trailing edge structure
• Outer wing box devices
The wings have a center wing box installed in the center fuselage section, and two outer wings.
The center wing box is an assembly of aluminum alloy parts. It includes top and bottom skin panels,
spars, main frame fittings 40 and 47, longitudinal beams (on which the cabin floor structure is
installed) and the left hand and right hand sides ribs 1. The internal rods are made of carbon fiber.
Each outer wing has a main box, which is the main load carrying structure. The main box supports a
fixed leading edge, a fixed trailing edge structure and a wing tip.
Each outer main box is an assembly of machined aluminum alloy parts including top and bottom skin
panels, the front, center and rear spars and internal ribs.
The fixed leading edge structure includes the leading edge ribs, attached to the main box front spar,
which support the D-nose structure.
The fixed trailing edge structure includes hinge and actuator fittings for the movable surfaces, and
intermediate ribs. The access panels are made of carbon fiber.
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09. WINGS MOVABLE SURFACES

• Slats - materials
• Flaps - materials
• Spoilers - materials
• Ailerons - materials
Each outer wing has:
- seven slats. Slats are made of aluminum alloy,
- an inboard flap, which is an aluminum alloy structure, and the outboard flap which is basically
a carbon fiber structure,
- six carbon fiber spoilers,
- two ailerons mainly made of carbon fiber.

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10. COMPOSITE APPLICATIONS

• Composite applications
The illustration shows the main application of composite materials on the A330.

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• Doors system:
• Cabin doors
• Cockpit door
• Cargo doors
• Avionics COMPT doors
• DSCS
• Safety precautions in AMM
The doors system has:
- the cabin doors,
- the cockpit door,
- the cargo doors,
- the avionics compartment doors,
- the Doors and Escape Slides Control System (DSCS).
When you operate on the doors system, you must obey all the safety procedures listed in the
AMM.

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02. PASSENGER AND EMERGENCY DOORS

• Used as entrance & exit doors
• Fail-safe plug type construction
• Operated from inside or outside
• Emergency exit doors can be replaced by passenger doors (option)
The cabin doors are the passenger doors and emergency exit doors. They are used as entrance
and exit doors for the passengers and the crew. They are of a fail-safe plug type construction
and open out. They are parallel to the fuselage. They can be operated from inside or outside of
the aircraft. Passenger doors type can replace Emergency exit doors (option).
• Similar structure & mechanisms
• Passenger/crew doors: 2 FWD, 2 MID and 2 aft
• Locking, emergency & indicating systems
• Escape slide
All the passenger/crew doors have similar structure and mechanisms. There are six
passenger/crew doors, three on each side of the cabin. There are two FWD, two middle and two
aft doors. All the passenger/crew doors whatever the aircraft, have a locking system, an
emergency system and an indicating system. Each passenger/crew door has an escape slide
which is kept in a container in the lower part of the door.

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02.1 PASSENGER/EMERGENCY DOORS ATTACHMENTS

• Support arm for door load
• 2 guide arms
• Door stay mechanism
• Mechanism release by a P/B
The support arm supports the door load. Two guide arms maintain the door parallel to the
fuselage. To prevent the door from moving when it is in the fully open position, the door stay
mechanism locks the door. It is released by a P/B installed on the support arm.

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02.2 PASSENGER AND EMERGENCY DOORS LOCKING SYSTEM

• Door locking/unlocking: Inner or outer handle
• Mechanical linkage
• 2 locking hooks & a locking shaft
Door locking/unlocking can be done either from the inner handle or the outer handle. Both
handles operate a mechanical linkage for the door movements: lowering, lifting and outward
opening. Two locking hooks located on the upper edge and a locking shaft lock the door.

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02.3 PASSENGER AND EMERGENCY DOORS EMERGENCY SYSTEM

• Emergency system:
• Arming lever
• Girt bar
• Damper & emergency-operation cylinder
• Slide/raft packed in a container
• Disarmed mode
• Armed mode
• Automatic door opening
The emergency system has:
- an arming lever controlling the girt bar,
- a damper and emergency-operation cylinder,
- an escape slide/raft packed into a container installed at the bottom of the door.
Disarmed mode selected, the mechanical linkage secures the girt bar to the door. The damper
and emergency-operation cylinder damps the door movement. Armed mode selected, the
arming mechanical linkage attaches the girt bar to the structure in order to deploy the escape
slide/raft during the opening. The damper and emergency-operation cylinder opens the door
automatically when the handle is raised to let the escape slide/raft deploy in armed mode.

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02.4 EMERGENCY EXITS

• Type I doors and similar to type A in function
• Smaller, with locking, emergency & indicating systems
Emergency exit doors are of the type I and similar to the type A doors in function but not in
design. They are smaller, but still have a locking system, an emergency system and an indicating
system. The structure and the attachments are similar to the passenger/crew door.
• Initiated by outer or inner handle
• 1 locking hook is operated
Door locking/unlocking is initiated either from the outer handle or the inner handle. Only one
locking hook is operated. It is the same type of mechanical linkage as the type A passenger
doors.
• Arming lever operating a girt bar via mechanical linkage
• Damper & emergency-operation cylinder work:
• As damper (Disarmed mode)
• As emergency-operation cylinder (Armed mode)
The emergency system has an arming lever operating a girt via a mechanical linkage.
NOTE: The escape slide/raft is packed into a container installed at the bottom of the door.
The damper and emergency-operation cylinder work also as a damper in disarmed mode or as
an emergency-operation cylinder in armed mode.

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03. CARGO DOORS

• 3 cargo doors on the lower RH side
• FWD & aft cargo door
• Bulk cargo door
The aircraft has three cargo compartment doors installed on the lower right hand side of the
fuselage. The three doors give access to the cargo compartments:
- the FWD and aft doors are hydraulically operated,
- the bulk cargo door is manually operated.

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03.1 CARGO DOORS LOCKING AND LATCHING

• Door with locking & latching handle
The door has:
- a locking handle,
- a latching handle.

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• FWD & aft cargo doors:
• Open outwards & upwards
• Manually locked/unlocked & hydraulically operated
• Component of FWD and aft cargo doors
• Cargo door selector
• Green indicator light
• Hydraulic actuator
• Locking handle
• Latching handle
• 10 indicator flags
The FWD and aft cargo doors open outwards and upwards from the fuselage and are manually
locked/unlocked and hydraulically operated. The door system comprises:
- a cargo door selector to select the opening or closing of the door,
- a green indicator light to indicate that the door is fully open and locked,
- a hydraulic actuator to open and close the door and to lock it mechanically when the door is
fully open,
- a locking handle to lock the door when the door is fully closed,
- a latching handle to control latching/unlatching of the door in the fuselage,
- 10 indicator flags to indicate the correct locking of the door.

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• Controls the FWD & aft cargo COMPT doors
• Hydraulic actuator & manual selector valve
• Hydraulically operated by yellow hydraulic system:
• Normal operation by yellow electrical pump
• Manual operation by hand pump
• Normal operation achieved by 1 operator
• Manual operation achieved by 2 operators
• Manual selector lever necessary in operating modes
• By turning manual selector lever:
• Electric pump started
• Door will move
The cargo compartment door hydraulic system controls the operation of the FWD and aft cargo
compartment doors. The hydraulic system of each door has a hydraulic actuator and a manual
selector valve. The yellow auxiliary hydraulic system supplies the doors with hydraulic pressure.
For normal operation the yellow electric pump is used. For the case of electric pump failure or
no electric power on the aircraft a hand pump can be used. A single operator achieves normal
operation; two operators are needed for manual operation. Turning the manual selector lever to
open or close is necessary in both operating modes. Turning the manual selector lever and the
normal system available will start up the electric pump and the door will move.

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03.3 BULK CARGO DOOR LOCKING AND LATCHING

• Opens upwards & inwards
• Manually operated
• Inner & outer handles to operate locking mechanism
• Barrel lock to lock the door in fuselage
• Balance mechanism to open the door more easily
• Latch assembly: Door maintained in fully open position
• Door CTL handles to closed position: Lock latching hook
The bulk cargo door opens upwards and inwards and it is manually operated from the inside or
the outside of the aircraft. The bulk cargo door has an inner and an outer handle, which operate
the locking mechanism. There is a barrel lock installed at each end of the locking shaft to lock
the door in the fuselage. A balance mechanism reduces the force, which is necessary to open
the door. There is a latch assembly, which holds it in the fully open position. The locking system
operates also the latching hook. To lock the latching hook in the latch arrester it is necessary to
put the door control handles to the closed position.

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04. AVIONICS COMPARTMENT DOORS

• Located at FWD bottom of fuselage
• Fixed partition door between FWD cargo & avionics COMPT
• CKPT floor door between CKPT & avionics COMPT
The avionics compartment has two doors, and one cockpit floor door:
- the avionics compartment door located at the FWD bottom of the fuselage,
- the fixed partition door located between the FWD cargo compartment and the avionics
compartment,
- the cockpit floor door located between the cockpit and the avionics compartment.

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04.1 AVIONICS COMPARTMENT DOORS BOTTOM FUSELAGE

• ECAM DOOR/OXY page: State of avionics access door
• Access to A/C through an extendable ladder
• Compensating mechanism to operate the door more easily
The avionics compartment door is installed in the FWD bottom part of the fuselage in the
pressured area of the aircraft. The door indicating and warning system sends a signal to the
ECAM DOOR/OXY page, which indicates the state of the avionics access door. The avionics
compartment door gives access to the aircraft through an extendable ladder. The door can be
opened from the outside or from the inside of the fuselage with outer and inner handles. A
compensating mechanism reduces the force that is necessary to operate the door.

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04.2 AVIONICS COMPARTMENT DOORS FIXED PARTITION

• Access to avionics COMPT from FWD cargo COMPT
• Piano hinge attaches the door
• Door opens into avionics COMPT
• Handle into avionics COMPT side only
• Special key to open from inside the cargo COMPT
The fixed partition door gives access to the FWD cargo compartment from the avionics
compartment. A piano hinge attaches the door to the fixed partition. The door opens into the
avionics compartment .

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04.3 AVIONICS COMPARTMENT DOORS COCKPIT

• Access to avionics COMPT from the CKPT
• Between rear of CAPT seat & CKPT door
• Opening from both sides
• Attached ladder
The cockpit floor door gives access to the avionics compartment from the cockpit. It is located
between the rear of the captain seat and the cockpit door. It can be opened from both sides and
an attached ladder gives access to the users into the avionics compartment.

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05. COCKPIT DOOR

• Separation between CKPT & cabin
• Armored & bulletproof
• CDLS prevents unwanted access into CKPT
• An escape hatch
The cockpit door separates the cockpit from the cabin. It is an armored and bulletproof door
made to prevent from a hijacking attempt and protect the flight compartment against an
intrusion. A Cockpit Door Locking System (CDLS) controls its electrical release and prevents an
unwanted access into the cockpit. The door also has a door escape hatch with a pneumatically
operated decompression panel, which opens the hatch when there is a rapid decompression in
the cabin.

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05.1 COCKPIT DOOR LOCK SYSTEM (CDLS)

• Locking & unlocking CKPT door device
• Control units & CKPT DOOR CONT panels
• CKPT DOOR panel: CTL & monitoring
• Buzzer
• Keypad
• 3 electrical release strikes
• Additional CKPT DOOR BK-UP panel: CTL & locking
The CDLS is an electrically operating system for the locking and unlocking of the cockpit door.
This system is mainly composed of:
- a control unit and its CocKPiT DOOR CONTrol panel, located on the left-hand side of the overhead panel
and a control unit, identical to the first one, and its CKPT DOOR CONT panel, located on the right-hand side
of the overhead panel,
- the CKPT DOOR panel on the center pedestal with a toggle switch to control the cockpit door and a fault
indicator,
NOTE: The CKPT DOOR panel can have as an option a CAB ALERT guarded P/B, which alerts the CKPT crew in
case of hijacking/vandalism in the cabin.
- the buzzer on the overhead panel,
- the keypad in the cabin for cockpit access authorization,
- three electrical release strikes,
- an additional CKPT DOOR BacK-UP panel, which is composed of a LocKinG SYStem switch and a
OPEN/FAULT ConTroL P/B
NOTE: The door is always locked when closed and the aircraft is powered during maintenance activity there
is a magnetic door stop to keep the door fully open.
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• Give electrical indications
• Consists of:
• Compensation panel
• PSCU
• ASPSU
• Pressure SW
• DSCS controls:
• Door indicating & warning
• Escape slide indicating & warning
• Residual cabin & cargo COMPT pressure
• Cargo doors electrical CTL & indicating
The DSCS gives electrical indications related to the condition of the doors. The DSCS has:
- proximity switches,
- a compensation panel (5062VE),
- a Proximity Switch Control Unit (PSCU),
- an Autonomous Standby Power Supply Unit (ASPSU),
- a pressure switch.

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The primary functions of the DSCS are to control:
- door indicating and warning,
- escape slide indicating and warning,
- the residual cabin and cargo compartment pressure detection and indicating,
- cargo doors electrical control and indicating.
• On GND with 1 ENG running, DSCS prevents pressurization if:
• Door not fully closed & locked
• Sensor defective
• Sensor failure in FLT: A/C stays pressurized
• Override function (via P/B) used for A/C dispatch using MEL
On the ground, with one engine running, the DSCS prevents the pressurization of the aircraft if:
- a door is not fully closed and locked,
- a sensor is defective.
If a proximity sensor fails during the flight, the aircraft will stay pressurized.
The override function has a DOOR SW OVeRriDe P/B installed on the cockpit overhead panel.
The DOOR SW OVRD P/B can be used for a manual override of a failure. This function is used for
the aircraft dispatch and with the MEL procedure.

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07.1 PASSENGER DOORS
• 2 mechanical indicators: LOCKED or UNLOCKED
• Arming lever modes
• Safety pin for security
• A viewing prism window
• Interior warning lights:
• White light
• Red flashing light
The door has two mechanical indicators showing the LOCKED or UNLOCKED positions. The
arming lever modes (armed or disarmed) are shown on the door lining above the lever recess.
The lever is secured in the disarmed position by a safety pin. A viewing prism window lets the
two door warning lights be seen from inside or outside. Two interior warning lights are located
below the window:
- a white light indicates the armed configuration of the evacuation system, if the door handle is
moved towards open,
- a red flashing light tells the operator that the cabin is still pressurized.
NOTE: The red unlocked indication will only be on when the handle is moved a few degrees
indication.

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07.2 TYPE I EMERGENCY EXIT DOOR

• 1 LOCKED or UNLOCKED mechanical indicator
• Other indications & warnings identical to PAX/crew door
There is only one mechanical indicator showing the door condition (LOCKED or UNLOCKED).
NOTE: The red UNLOCKED indication will only be on when the handle is moved a few degrees
indication.
All the other indications and warnings are similar to the passenger/crew door.

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07.3 CARGO DOORS

• Ten indicator flags (hooks unlocked)
• Green light in door manual selector valve recess:
• Door locked in fully open position
• Green light not available: Safety sleeve installed on actuator piston
• Sticker on the external skin of the cargo doors to reinforce safety precaution about residual
pressure
• Red light flashes if residual pressure in cabin
Each door has ten indicator flags showing hooks unlocked.
-In the door manual selector valve recess, a green light comes on when the door is locked in the
fully open position. If the green light is not available for cargo loading procedure a safety sleeve
has to be installed on the actuator piston.
-In order to reinforce safety precaution regarding residual pressure a sticker is installed on the
external skin of the cargo doors. This will prevent some accident/incident due to residual
pressure. A red light in the latching handle recess flashes when there is residual pressure in the
cabin.

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07.4 ECAM DOOR/OXY PAGE

• Indications:
• Green when the door is closed & locked
• Amber when the door is unlocked
• SLIDE indication when slides armed
The ECAM DOOR/OXY page monitors the status of all the doors and the escape slide/slide raft.
The indications on the ECAM page are:
- green when the door is closed and locked,
- amber when the door is unlocked.
The white SLIDE indications on the DOOR/OXY page show that the slides are armed. When the
slide is disarmed on any door, no indication is displayed.

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07.5 FAP DOOR PAGE

• Indications:
• Green when the door is closed and the slide is armed
• Amber when the door is closed and the slide is disarmed
• Red when the door is opened
The FAP door page monitors the status of all the doors and the escape slide/slide rafts.
The indications on the FAP page are:
- green when the door is closed and the slide is armed,
- amber when the door is closed and the slide is disarmed,
- red when the door is opened.

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• MCDU tests
• PSCU BITE test
• ASPSU BITE test
• Fault data via ARINC 429 to the CMC
• CMC functions:
• Find and indicate faults
• Defective LRU identification
• Defective SRU identification
The DSCS can be tested via the MCDU SYSTEM REPORT/TEST pages. The PSCU has a BITE. The
BITE is used for the in-flight monitoring, on ground trouble shooting and continuous self-testing.
All fault data are transmitted through ARINC 429 buses to the Central Maintenance Computer
(CMC).
This function is to:
- find and indicate faults,
- identify defective electrical components which are Line Replaceable Units (LRU) for
maintenance and trouble-shooting,
- identify defective components that are Shop Replaceable Units (SRU).
The ASPSU also has a BITE used for system test and a battery capacity test. For these tests, the
ASPSU has a test panel with two P/Bs and a Light Emitting Diode (LED) display.

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• WARNING
WHEN YOU WORK ON THE A/C, MAKE SURE THAT YOU OBEY ALL THE AMM SAFETY PROCEDURES.
THIS WILL PREVENT INJURY TO PERSONS AND/OR DAMAGE TO THE A/C.
HERE IS AN OVERVIEW OF THE MAIN SAFETY PRECAUTIONS ABOUT THE DOORS SYSTEM.
IF THE RED WARNING LIGHT IS FLASHING, DO NOT OPERATE THE DOOR OPENING HANDLE.
• Disarmed position & safety pin installed
• Safety barrier/access platform
• MAX wind speed: Doors closed to prevent damage
Be careful before opening cabin doors or cargo doors. Make sure that the red warning light does not
flash. If it flashes, that means there is a residual pressure in the cabin or in cargo compartment, and any
door may suddenly open. It could kill or cause serious injury and damage to the aircraft.
Make sure when you work on a cabin door the emergency control handle is in the disarmed position
with the safety pin installed.
Check that the percussion lever of the door damper and emergency operation cylinder is in the
disarmed position with the safety pin installed.
Install a safety barrier or an access platform before opening any cabin door to avoid a fall on the ground.
When opening or closing a cargo door, make sure that the access platform is at the correct height to
avoid damage.
Do not operate a cabin/cargo door if the wind speed is more than 40 kts. You must close the cabin/cargo
door before the wind speed reaches more than 60 kts to prevent damage to the door or to the aircraft.

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AIRBUS A330 GENERAL FAMILIARIZATION COURSE EQUIPMENT & FURNISHING 1

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01. GENERAL
• Equipment/Furnishings:
• Cockpit
• PAX COMPT
• Crew rest COMPT
• Emergency equipment
• Cargo COMPT s
• Miscellaneous COMPT s
The equipment and furnishings chapter covers:
- the cockpit,
- the passenger compartment,
- the crew rest compartment,
- the emergency equipment,
- the cargo compartments,
- the miscellaneous compartments.
When you work on aircraft, you must obey all the safety procedures listed in the Aircraft
Maintenance Manual (AMM).

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01.1 MAIN COMPARTMENTS

• Cockpit, passenger compartment, cargo compartment
• Avionics compartment:
• Located in underfloor nose section
• Ladder used to enter or leave the A/C
The equipment and furnishings are installed in different compartments:
- the cockpit,
- the passenger compartment,
- the cargo compartment,
The avionics compartment is installed in the underfloor nose section. The avionics compartment
service ladder can be used to enter and leave the aircraft while doing maintenance procedures.
In case of an emergency on ground, the flight crew can use the service ladder when they leave
the aircraft through the avionics compartment.

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02. COCKPIT
• Lining and furnishing panels: Decoration, heat & insulation
• Main panels
Lining and furnishing panels make the compartment decoration and heat and sound insulation. They
are easily removable to give access to the installations they conceal. The cockpit panels include:
- the overhead panel,
- the glareshield,
- the main instrument panel,
- and the center pedestal.
The linings also give various stowage possibilities.
02.1 COCKPIT SEATS
• Four seats:
• CAPT
• F/O
• 3rd occupant
• 4th occupant (folding type)
The cockpit has four seats: a CAPT seat, a F/O seat, a third occupant seat and a fourth occupant
(folding type) seat. The CAPT and F/O seats are symmetrical and have both electrical and mechanical
controls for position adjustment. The third occupant seat is identical in structure and in shape to the
F/O seat, but it is raised on a rotating "star" which rotates, and the controls are mechanical. The
fourth occupant seat is a folding type seat and cannot be adjusted.

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02.2 FLIGHT CREW FOOT WARMERS

• Heating panels
• SW on CAPT & F/O LT panels
The flight crew foot warmers have heating panels controlled by a switch installed on the CAPT
and F/O LighTing panels.

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02.3 COCKPIT ELECTRICAL OUTLETS

• Outlets
• Both European standard
• 100 VA
• 115V 60Hz
CAPT, F/O and third occupant electrical outlets are capable of meeting both European
standards:
- one standard for connecting 6-10 A (4mm diameter plugs),
- one standard for connecting 15 A (4.8mm diameter plugs).
Depending on the aircraft electrical configuration, these 115V 60 Hz outlets can provide up to
100 VA or 150 VA.

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03. PASSENGER COMPARTMENT

• Configurations:
• First, business & tourist class
• Business & tourist class
• Tourist class
The cabin can have three different configurations:
- one first class, one business class and one tourist class,
- one business class and one tourist class,
- one tourist class only.
03.1 PASSENGER SEATS
• 3 categories:
• First
• Business
• Tourist
There are three different classes of passenger seats:
- first class,
- business class,
- tourist class.

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03.2 CABIN ATTENDANT SEATS

• 2 types: Floor or wall-mounted
• Floor-mounted seat attached to cabin floor structure
• Wall-mounted seat attached to lavatory, galley, stowage walls
There are two types of cabin attendant seat: floor-mounted or wall-mounted seats, there are all
folding seats. The floor-mounted cabin attendant seats are attached to the cabin floor structure
(hard point mounted) or to the seat track. The wall-mounted cabin attendant seats are installed
on:
- the lavatory walls,
- the galley walls,
- the stowage walls.
Depending on the cabin configuration, the number and location of cabin attendant seats can
vary.

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03.3 PASSENGER CONTROL UNITS

• Interface between PAX, headset, video screen & DSEB
• DSEB:
• Under each PAX seat
• Interface between PCU & IFES
The Passenger Control Unit (PCU) is installed in the armrest. The PCU does the interface
between the passenger, the headset, the video screen and the Digital Seat Electronic Box
(DSEB). Under each passenger seat, there is a DSEB. The DSEB does the interface between the
PCU and the In-Flight Entertainment (IFE) system.

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03.4 GALLEYS
• To store & prepare food & drinks for PAX & crew
• To store waste materials
• Galley can be wet or dry
• Number and location depend on A/C config
• Air chiller to supply cooled air for galleys
The galley equipment is installed to store and prepare food and drinks for the passengers and
crew, and to store waste materials. The galley can be wet or dry. The wet unit galley is used to
store and prepare food and drinks. It has electrically operated equipment and provisions for
potable and wastewater. The dry unit galley is used to store food, drinks and equipment. The
number and the location of the galleys depend on the aircraft configuration. The forward galleys
are installed in the forward cabin area, the middle galleys in the middle cabin area and the aft
galleys in the aft cabin area. The galley cooling has an air chiller, which supplies cooled air to the
galleys. The cooled air keeps food and drinks cold, which are stored in the trolleys.

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03.5 LAVATORIES
• Washroom function
• Two type of lavatories:
• Fixed to ground by seat rail
• With a hard point
• Number and location depend on A/C config
• Razor electrical plugs in each lavatory
The lavatories are installed in the cabin for the comfort of the passengers and the crew. Each
lavatory also has a washroom function. Lavatories can be attached to the ground by a seat rail
or with a hard point. The number and the location of the lavatories depend on the aircraft
configuration. The forward lavatories are installed in the forward passenger/crew door area.
The middle lavatories are lateral lavatories, which are installed between the forward and aft
passenger/crew doors areas. The aft lavatories are lateral lavatories, which are installed in the
aft passenger/crew door area. A razor socket is installed in each lavatory and in the crew rest
room to supply power for an electrical razor.
NOTE: Enhanced lavatories for handicapped passengers can be optionally installed.

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03.6 CURTAINS AND PARTITIONS

• To divide utility areas & seating areas
The curtains and partitions are installed to divide the utility areas and seating areas in the cabin.

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03.7 CABIN PANEL LAYOUT

• Removable panels
• Cabin customization
• Dado:
• Between floor and sidewall panels
• Equipped with rapid decompression panels
• Sidewall panels:
• Mounted on cabin side
• Include window contour & sun visors
• Closing cover PNLs used to cover space
• Cover LT PNLs:
• Used to cover space
• Removable to make cabin light replacement
• Removable ceiling PNLs mounted in cabin
• Cover plates where no overhead stowage COMPT installed
The cabin interior has removable panels. The lining design allows cabin customization. The lower sidewall (Dado)
panels are mounted between the cabin floor and the sidewall panels. They have rapid decompression panels,
which operate during decompression either in the cabin or in the cargo compartment. The sidewall panels are
mounted on the side of the cabin. They include the window contour. Inner window panels and sun visors are
installed on to the window frame. The closing cover panels cover the space between the ceiling panels and the
cover light panels. The cover light panels cover the space between the sidewall panels and the overhead
stowage compartments. The overhead bins or cover plates are removable. Removable ceiling panels are
mounted in the cabin. They are installed over the full length of the cabin and the utility areas. The cover plates
are installed where there is no overhead stowage compartment installed along the top.
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03.8 PSU CHANNEL

• PSUs give info to PAX
• Installed in service channel above seat row
• In cabin ceiling if no center overhead stowage compartments
• Lights control via PCU
The Passenger channel holds the Passenger Service Units (PSUs) to give service and information
to the passengers.
The PSUs are installed in the passenger service channels adjacent to the emergency oxygen
containers. The passenger service channels are found at the bottom of the overhead stowage
compartments above each seat row. If the center overhead stowage compartments are not
installed, the PSUs are installed in the cabin ceiling. The PSUs have LED reading lights. You can
switch the lights ON or OFF with the related switch on the PCU in the seat armrest or on the
PSU.

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04. CREW REST COMPARTMENTS

04.1 FLIGHT CREW REST COMPARTMENT (FCRC)
• Located behind cockpit on RH side
• FCRC equipped with:
• Bunks
• Coats stowage
• Upper and lower rest bunk
• Folding table
• Folding door or single blade door (option):
• Closes the compartment
• Can be open into the cabin
The crew rest compartment is installed behind the cockpit, on the right hand side. There, the
flight crewmembers can relax on long trips.
NOTE: The flight crew rest compartment is offered as an option to the airlines.
NOTE: The flight crew rest compartment can be customized as a single pilot FCRC.
The Flight Crew Rest Compartment (FCRC) has bunks and coat stowage. There are lower and
upper rest bunks. The upper can be folded down to use the lower bunks as seats. A folding table
is installed. A folding door or a single blade door (option) with a lock closes the compartment.
This door can be opened into the cabin.

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04.2 LOWER DECK MOBILE CREW REST COMPARTMENT (LD-MCR)

• Installed in FWD end of aft cargo COMPT
• Fully assembled unit
• Can be removed or installed if required
• Staircase housing in cabin above LD-MCR COMPT
• EMER exit hatch
• Lower & upper rest bunks installed
• Lower bunks without an upper bunk used as seats
• Stowage COMPTs
The Lower Deck Mobile Crew Rest (LD-MCR) compartment is optionally installed in the forward
end of the aft cargo compartment. Its size is the same as a standard container. It is a fully
assembled unit that can be removed or installed when required.
A staircase housing is installed in the cabin above the LD-MCR compartment with an access door
in the cabin. An emergency exit hatch openings towards the right aisle into the cabin , is
installed at the top of the rest compartment on the right hand side. Lower and upper rest bunks
are installed. Lower bunks without an upper bunk can be used as seats. Stowage compartments
are installed in the staircase to store emergency equipment.

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04.3 BULK CREW REST COMPARTMENT (BCRC)

• Bulk cargo CMPT
• Size and equipment can be customized
• Fully assembled unit
• Staircase unit and exit hatch
• Rest bunks
• Stowage compartments
The Bulk Crew Rest Compartment (BCRC) is optionally installed in the bulk cargo compartment.
Its size and equipment can be laid out according to the airline request. A staircase housing is
installed in the cabin above the compartment and the exit hatch on the cabin aisle. Lower and
upper rest bunks are installed. Lower bunks without an upper bunk can be used as seats.
Stowage compartments are installed in the staircase to store emergency equipment.

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05. COCKPIT ESCAPE FACILITIES

• Cockpit evacuation through:
• Cabin
• Sliding window
• Avionics COMPT
If an emergency occurs, there are three possibilities for the cockpit crew to leave the aircraft:
- evacuation through the cabin and then use the passenger door escape slide facilities,
- evacuation through the sliding windows by using the escape rope,
- evacuation through the avionics compartment by using the access hatch and the escape
ladder.

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06. CABIN ESCAPE FACILITIES

• Type A PAX doors with:
• Escape slides
• Or Slide rafts
• Type 1 EMER exits with escape slides
• AUTO deployment of slide/rafts:
• When door opened
• EVAC SYS in armed mode
The type "A" passenger doors can have escape slides or slide rafts. The type "1" emergency exits
have escape slides. They are used for quick evacuation in case of emergency. Deployment of the
slide/rafts is automatic when the door is opened with the evacuation system in the armed
mode.

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06. CABIN ESCAPE FACILITIES

• Slide/raft manually inflated in case of system failure
If the automatic slide inflation system fails, the slide/raft can be manually inflated.

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07. TYPICAL EMERGENCY EQUIPMENT

07.1 COCKPIT EMERGENCY EQUIPMENT
• Standard cockpit emergency equipment
The standard cockpit emergency equipment components are:
- flash light,
- portable halon fire extinguisher,
- life vest for flight crew,
- Protective Breathing Equipment (PBE),
- crash axe,
- fireproof gloves.

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07.2 CABIN EMERGENCY EQUIPMENT

• Kept in different location
• Easy access for immediate use
• Miscellaneous equipment:
• Blankets
• Pillows
• Gloves
• Wheelchair
• Dangerous goods kit
• Security mirror
• Crowbar
• Signaling kit/baby survival raft
Emergency equipment is kept in different locations in the aircraft with easy access for immediate use. Typical
emergency equipment items are:
- crash axe,
- life vest,
- megaphone,
- oxygen mask,
- portable oxygen bottle,
- PBE,
- fire extinguisher,
- emergency location transmitter,
- flash light,
- first aid kit and medical kit.
Other items can also be installed, such as blankets, pillows, gloves, a wheelchair, a dangerous goods kit, a security
mirror, a crowbar, a signaling kit or a baby survival raft.
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08. LOWER DECK CARGO COMPARTMENT

• 3 lower deck cargo COMPTs:
• FWD
• Aft
• Bulk
• FWD & aft CLS
• Bulk cargo COMPT:
• Bulk cargo
• PAX luggage
• Live animals
• Access to COMPTs through doors on RH side of fuselage
• 2 hydraulically operated outwards opening doors (FWD and aft)
• Bulk cargo with one manually operated door
The aircraft has three lower deck cargo compartments in the lower part of the fuselage. They are:
- the forward cargo compartment,
- the aft cargo compartment,
- the bulk cargo compartment.
The forward and aft cargo compartments have an independently operated semi-automatic Cargo Loading
System (CLS) and can accommodate cargo in containers or on pallets. The bulk cargo compartment is
designed for transportation of bulk cargo, passenger luggage and animals alive. Access to the forward, aft
and bulk cargo compartments is gained through doors installed on the right hand side of the fuselage. Two
hydraulically operated outwards opening doors give access to the forward and aft cargo compartments. The
bulk cargo has one manually operated door, which opens inwards.
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08.1 LOWER DECK CARGO COMPARTMENT INTERIOR AND LINING

• Inside of cargo COMPTs fitted with:
• Floor & ceiling panels
• Side linings
• Partition walls
• All linings and panels are sealed
• Decompression in cabin or cargo COMPT: Pressure equalized in both sections
The inside of the cargo compartments has:
- floor panels,
- ceiling panels,
- side linings,
- partition walls.
All the linings and panels are sealed to give a fully sealed compartment. Rapid decompression
panels, blow in, blow out panels are installed in the linings to prevent damage from differential
pressure. In case of decompression in the cabin or in the cargo compartment, they equalize the
pressure in both sections, to avoid damage to the structure.

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08.2 CARGO LOADING COMPONENTS

• CLS components:
• Latches
• Guides
• Power Drive Unit
• Ball mat area
• Rollers
The cargo loading system comprises several components such as latches, guides, Power Drive
Units (PDUs), ball mats, rollers, etc...

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08.3 LOWER DECK CLS

• To load, unload & move ULDs
• One person can operate the CLS
• CLS components:
• Control panel
• Control box
• PDU
• Cargo loading operation:
• Power SW in ON position
• AC/DC power is available
• MAN doorsill latch in lowered position
• Electrical signal sent to PDUs via control box
• PDU move ULDs
• When ULD in correct position, latch manually locked

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08.3 LOWER DECK CLS

The semi-automatic CLS of the forward and aft cargo compartments is used to load, unload and
move the ULDs. These ULDs can be pallets or containers of different sizes. One person can
operate the CLS. If there is no electrical power available, it is possible to manually load or
unload. The semi-automatic cargo loading systems of the forward and the aft lower deck cargo
compartments are similar in construction and work independently. The CLS includes:
- control panel installed adjacent to the cargo compartment door,
- control box,
- Power Drive Units (PDUs),
- proximity switches installed on the different latches.
For the powered loading operation, the power switch must be in the ON position. The AC/DC
power is available and the manual doorsill latch must be in the lowered position. The control
panel sends electrical signals through the control box to the applicable PDUs. The PDUs move
the ULDs in the necessary direction and to their loading positions. When a ULD is in the correct
loading position, you must lock the latch manually.

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09. GALLEY TROLLEY COMPARTMENT COOLING SYSTEM (AIR CHILLER UNIT)

• Freon type chilled air systems to cool meal trolleys
• Air chiller units operating independently
• Predefined areas to avoid influence on temperature, humidity and noise
• 6 units MAX on A/C
• Air chiller located underfloor:
• Air chiller unit
• Water drain
• Condenser discharge air duct
• Chilled air ducting
• Customized part
At most galley locations freon type chilled air systems are used to cool the meal trolleys. The galley
cooling system has several air chiller units that operate independently. Several fixed air chiller
positions have been defined. There is a forward, middle or aft system, which can be installed
according to customers needs. The chilled areas are predefined to avoid an excessive influence on
temperature, humidity and noise. Not more than 6 units should be installed in the aircraft. The air
chiller is normally installed underfloor. It is composed of:
- an air chiller unit,
- a water drain,
- a condenser discharge air duct,
- chilled air ducting,
- a customized part.
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• During maintenance tasks, use only the specified materials
• Escape-slides maintenance tasks => Doors safety
• Door operation => Escape-slide system disarmed and safety
• Use cleaning agents in a ventilated area
• Use protective clothes for harmful products
When you work on aircraft, make sure that you obey all the AMM safety procedures. This will
prevent injury to persons and/or damage to the aircraft. Here is an overview of the main safety
precautions relative to the equipment & furnishings system. Use only the specified materials
and obey the instructions from the manufacturers. Other materials can cause damage to the
surface protection of the components and the related area. Before you start working on the
escape-slide, make sure that the door is safetied. This prevents sudden movement of the door
and accidental deployment of the escape-slide, which can cause injury and/or damage. Before
opening the door or the emergency exit, make sure that the escape-slide system is disarmed
and safetied. This will prevent inadvertent inflation of the slide pack-assembly. Use
solvents/cleaning agents, sealants and other special materials only with a good flow of air
through the work area. Those materials being poisonous, flammable and skin irritant put on
protective clothing, rubber gloves, goggles and mask.

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AVIONICS LEVEL 1
AIRBUS A330 GENERAL FAMILIARIZATION COURSE OXYGEN SYSTEM 1

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01. GENERAL
• Crew & PAX oxygen if cabin depressurization
• 3 subsystems:
• Crew oxygen
• PAX oxygen
• Portable oxygen
• Safety precautions (AMM)
The oxygen system supplies crew and passengers with oxygen in case of cabin depressurization.
The oxygen system has three different subsystems:
- the crew oxygen system,
- the passenger oxygen system,
- the portable oxygen system.
When you work on aircraft, you must obey all the safety procedures listed in the AMM.

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02. COCKPIT CREW OXYGEN SYSTEM

• Useful in case of:
• Loss of cabin pressure altitude
• Emission of smoke or toxic gas
The flight crew oxygen system supplies the flight crew members with oxygen in the case of loss
of cabin pressure altitude or emission of smoke or toxic gas.
02.1 CREW OXYGEN SUPPLY
• 4 HP oxygen cylinder in avionics COMPT
• ON/OFF valve to isolate oxygen cylinder
• Distribution circuit
• Pressure regulator/transmitter
• LP oxygen flows via distribution manifold to mask stowage boxes
• Full face quick donning mask
• LP supply valve switched off from CKPT
• Overpressure protection
• Pressure indication on ECAM DOOR/OXY page
• Test port for distribution leakage tests

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02.1 CREW OXYGEN SUPPLY

• Filling port to allow refilling of oxygen
The flight crew oxygen is stored in a High Pressure (HP) oxygen cylinder. This cylinder is located
in the avionics compartment and placed in a cradle. The HP oxygen cylinder can be isolated for
maintenance by a manual ON/OFF valve. The oxygen is supplied to the flight crew stations
through a distribution circuit. HP is reduced to LP by the pressure regulator/transmitter. LP
oxygen flows is supplied via the LP supply valve to the distribution manifold and finally to the
mask stowage boxes located in the cockpit. Each mask stowage box has a full face quick donning
mask. The LP supply valve can be switched off from the cockpit for maintenance action as well
as in ground configuration. The system is protected if an overpressure occurs in a high or low-
pressure circuit. The overpressure is vented overboard. The oxygen pressure condition is
indicated on the DOOR/OXY page of the ECAM system. A test port is used for distribution
leakage tests and a filling port is used for the refilling of oxygen without removal of the oxygen
cylinder.

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02.2 CREW OXYGEN MASKS

• Storage box in CKPT on both side consoles
• Squeeze red grips to pull the mask
• N/100% supply selector
• N: Mixture of cabin air and oxygen
• 100%: Pure oxygen
• EMERGENCY rotation knob:
• To receive maximum of oxygen
• To test oxygen system
• Microphone incorporated
• Blinker flashes if oxygen flow
• PRESS TO TEST AND RESET button to test oxygen flow
The pilots oxygen masks are located in a storage box in both consoles on the side. To use the mask the
crew member squeezes the red grips to pull the mask out of the box, and this action causes the mask
harness to inflate and to put the mask on. With the mask in position and the red grips released, the
oxygen mask will be supplied with oxygen. A mask mounted regulator supplies a mixture of air and
oxygen or pure oxygen, or gives emergency pressure control. With the regulator set to NORMAL, the user
breathes a mixture of cabin air and oxygen up to the cabin altitude at which the regulator supplies 100%
oxygen on demand. The user can select 100%, in that case the regulator supplies pure oxygen at all cabin
altitudes on demand. Depending on the situation, the user can turn the EMERGENCY rotating knob to
receive pure oxygen under pressure. The emergency rotating knob will also be used for a specific system
test by pushing it. A microphone is installed in the mask. A flow blinker indicates oxygen flow. The PRESS
TO TEST AND RESET button is used for the oxygen flow test as well as to reset the oxygen mask test.
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02.4 COMPONENT LOCATION

• Cockpit crew oxygen system:
• In FWD area of avionics compartment
The cockpit crew oxygen system is located in the FWD area of the avionics compartment.

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03. CABIN OXYGEN SYSTEM

03.1 CHEMICAL OXYGEN SYSTEM
• Oxygen supplied:
• AUTO depending on altitude
• MAN via OXYGEN panel in CKPT
• With a manual release tool
• PAX oxygen system active in case of:
• Loss of cabin pressure altitude
• Emission of smoke or toxic gas
• Oxygen generator activated by pulling mask
• Reset on ground by pushing OXYGEN TMR RESET P/B
Oxygen masks are released automatically with a cabin depressurization and an aircraft altitude
over 14.000 ft or manually anytime in flight or on ground via the cockpit oxygen panel or with a
manual release tool. The passenger oxygen system supplies cabin occupants with oxygen in the
case of loss of cabin pressure altitude. The container doors open electrically. When pulling the
mask towards the users face, the oxygen generator is activated and supplies pure oxygen to the
masks for a limited time. After operation, the system has to be reset by pushing the OXYGEN
TiMeR RESET P/B on the maintenance panel in order to return the electrical activation system to
normal condition.

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03.1 CHEMICAL OXYGEN SYSTEM

• Chemical generators generate oxygen
• Containers located:
• Above PAX seats
• In LAVs
• At cabin ATTND stations
The chemical generators are installed in special containers. These containers are located above
the passenger seats, in the lavatories galleys working areas and at the cabin attendant stations.
NOTE: After activation, used chemical generators have to be replaced. An operational test of the
passenger oxygen system is done.

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03.2 GASEOUS OXYGEN SYSTEM (OPTION)

• System supplies each oxygen container
• Rate of oxygen flow depends on altitude
• Oxygen supply:
• Can be stopped at 10.000 ft
• And re started if needed (obstacle)
The passenger gaseous oxygen system supplies oxygen to each oxygen container in case of an
emergency. The rate of the oxygen flow depends on the altitude, down to zero at 10.000 ft
(3.050 m).
• 10 HP oxygen is kept in oxygen cylinder: 5 as standard & plus up to 13 additional
• Cabin altitude decreases to 14.000 ft: Altitude SW closes
• Oxygen regulators opens
• LP oxygen to the 2 main supply lines
• Oxygen masks container doors open pneumatically
• Masks pulled down: Oxygen flow supplied
• Regulation & distribution unit:
• In oxygen masks container
• Supply oxygen at correct rate depending on altitude
• MASK MAN ON P/B: System started manually
• System reset on ground by pushing OXYGEN RESET P/B

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03.2 GASEOUS OXYGEN SYSTEM (OPTION)

• Quantity calculation & control unit:
• Receive TEMP from transducer
• Receive pressure from pressure regulator/transmitter
• Sends temperature adjusted signal to ECAM
• Linked to CMC for monitoring & test
HP oxygen is kept in oxygen cylinder assemblies located behind sidewall linings in the FWD cargo
compartment. The standard system has 5 oxygen cylinders, plus up to 13 additional oxygen cylinders
can be installed at airline request. When the cabin pressure decreases to a pressure equivalent to
14.000 ft (4.300 m) the altitude switch closes. This starts the automatic operation of the oxygen
system.
The oxygen regulators open and supply a regulated flow to the two main supply lines. The oxygen
masks container doors open pneumatically and the masks fall down. Oxygen only flows to the masks,
which are pulled down. The MASK MANual ON P/B on the OXYGEN panel can be pushed at any time to
manually start the operation of the oxygen system.
After operation, the system can be reset by pushing the OXYGEN RESET P/B, this brings the passenger
oxygen system back to the initial configuration and the oxygen regulators will close. The pressure
reducer transmitter and the temperature transducer send signals to the quantity calculation and
control unit. The quantity calculation and control unit sends a temperature adjusted signal to the
ECAM System Display, which shows the crew the pressure in the oxygen cylinders. It is also connected
to the Central Maintenance Computer for failures monitoring and system test.

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03.3 COMPONENT LOCATION

• Gaseous oxygen system in FWD cargo
If installed, the optional gaseous oxygen system is composed of cylinders installed behind the
sidewall panels of the FWD cargo compartment, on the RH side.

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04. PORTABLE OXYGEN SYSTEM

04.1 PORTABLE OXYGEN SYSTEM (CREW)
• Free movement in A/C for the user
• Eyes protection & respiratory system
• Freedom of movement for emergency actions (to extinguish a fire)
The portable oxygen system supplies oxygen to the flight crew, the cabin attendants and the
passengers in case of emergency.
The flight crew portable oxygen device is a protective breathing-equipment (PBE) installed
behind the pilots seat.
The cabin-attendants portable oxygen devices are of two types, the protective breathing
equipments (PBE) and the high-pressure oxygen cylinders with continuous flow type masks.
They are installed at different locations in the cabin.
The primary use of the protective breathing equipment (PBE) is to supply oxygen to a flight crew
member or a flight attendant if there is a fire, or an emission of smoke and/or noxious gas. It
gives a protection for the eyes and respiratory system and allows you to move freely while
extinguishing a fire. It can also supply emergency-oxygen if the fixed emergency-oxygen system
does not work. It has a total autonomy of 15 minutes.
The protective breathing-equipment is stored under a vacuum in a specially designed bag. The
bag is mounted inside a box in such a way that, after opening the box, the hood is removed and
the vacuum protection is automatically opened with a single movement.

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04.2 PORTABLE OXYGEN SYSTEM (PASSENGERS FIRST AID)

• Oxygen cylinder location
• Continuous flow type masks
• Supply first aid oxygen to PAXs
• Provide oxygen to cabin ATTNDs
The cabin-attendants portable oxygen devices are of two types, the protective breathing
equipments (PBE) and the high-pressure oxygen cylinders with continuous flow type masks.
They are installed at different locations in the cabin.
The high-pressure oxygen cylinders with continuous-flow type masks supply first aid oxygen for
the passengers. If necessary they can also supply oxygen to the cabin attendants.

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• OXYGEN panel located on the overhead panel
• CREW SUPPLY P/B:
• OFF position
• Normal position
• MASK MAN ON P/B electrically controls opening of oxygen container doors
• SYS ON light comes on
• OXYGEN TMR RESET P/B to reset system
• FAULT light indication if system failure
The OXYGEN control panel for crew and passengers is located on the cockpit overhead panel.
The CREW SUPPLY P/B in OFF position shuts off the supply from the oxygen cylinder to the crew
masks. The MASK MAN ON P/B electrically controls the opening of the oxygen container doors.
This will be indicated by the SYStem ON light. To reset the passenger oxygen system the TMR
RESET P/B on the maintenance panel has to be pressed. The P/B also indicates a fault in the
system, when the FAULT light comes in amber.

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• Hydrocarbons + oxygen = explosive
• Work in clean conditions
• Hand protection (gloves) against hot oxygen generators
• Use or remove generator safety items
• MASK MAN ON P/B not held more than 5 s
• Correct oxygen mask packed correctly
When you work on the oxygen system, you must obey all the AMM safety procedures. This will prevent
injury to persons and/or damage to the aircraft. The main safety precautions relative to the oxygen
system are:
- keep all hydrocarbons (fuels, lubricants, etc) away from all oxygen sources. Oxygen becomes explosive
when in contact with hydrocarbons,
- clean the tools and make sure your hands are clean to prevent contamination of the oxygen system. Be
sure that no unwanted particles go into the oxygen system as they can cause damage to the system,
- use gloves if you need to touch the oxygen generator. It stays hot for at least two hours after it stops
and can burn you,
- be sure to use or remove generator safety items before removal or installation of a generator. If a
component is not safe, the generators can cause damage or will not operate,
- do not hold the MASK MAN ON P/B in for more than 5 seconds. This can cause the relays to become too
hot and cause damage,
- make sure that the oxygen masks are packed correctly. If not, it is possible that they will not fall out
correctly in an emergency.
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AVIONICS LEVEL 1
AIRBUS A330 GENERAL FAMILIARIZATION COURSE WATER & WASTE SYSTEM 1

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• Potable water & waste disposal subsystems
• Water/waste system BITE via CMS
The water and waste system has:
- the potable water system, which includes the air supply system,
- the waste disposal system.
The water and waste system is linked to the Central Maintenance System (CMS) for
maintenance functions.

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02. POTABLE WATER SYSTEM

• Potable water for galleys and lavatories
• 3 sources of tank pressurization
• Tanks quantity: 350 L (92.5 US gal)
Potable water is stored in two water tanks and a third one optionally. The water system supplies
galleys and lavatories. The water system is pressurized by the bleed system, a dedicated
compressor or a ground air pressure connection. Filling and draining are achieved from the
potable water service panel and the AFT drain panel. Draining is also possible from the FWD
drain panel.
• Water quantity indication on FAP and optionally on the potable water service panel
The water quantity in the tanks is indicated on the Flight Attendant Panel (FAP) and optionally
on the potable water service panel.
NOTE: A pre-selection of potable water quantity is optionally available from ground service
panel (AFT).
NOTE: During the servicing, the potable water system will be automatically depressurized.

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03. WASTE WATER SYSTEM

03.1 DRAIN VALVE
• Disposal achieved by:
• Gravity
• Differential pressure
• Prevents leakage of cabin air pressure
Waste water disposal from the galleys and toilets washbasins is achieved by gravity and by
differential pressure. The drain valves are installed to prevent leakage of cabin air pressure
through the drain lines.
03.2 DRAIN MASTS
• Water discharged overboard through 2 drain masts
• Electrically heated to prevent ice formation
The waste water is discharged overboard through two drain masts. To prevent ice formation, the
drain masts are electrically heated.

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04. VACUUM TOILET SYSTEM

• 2 independent parts: LH & RH sides
• Tanks quantity: 350 L (92.5 US gal)
The toilet waste system is divided into two independent parts (LH and RH sides). Two waste
tanks are installed, the third one is optional.
• Toilets flushing by:
• Tanks/toilets ΔP
• Vacuum generator
When a toilet is flushed, waste from the toilet assembly is sent to the waste tanks under the
effect of differential pressure. When this differential pressure is not sufficient, a vacuum
generator creates the necessary vacuum.
• Waste service panel for draining
The waste tanks are drained from the waste service panel.
• VSC management
The Vacuum System Controller (VSC) controls and monitors the toilet system.
• Waste level indication on FAP
The waste level is indicated on the FAP.
• Galley and lavatory evacuation drained via heated drain masts
The wastewater from the lavatory washbasins and galley sinks is drained overboard via heated
drain masts.
Note: Those parts of the drain and flush lines as well as valves and connections are heated.
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05. SERVICE PANELS LOCATION

• Water SVCE PNL on rear left side of the fuselage
The Potable Water Service Panel (PWSP) is installed on the rear side of the fuselage. It is used to
fill or drain the potable water system. If the third water tank is installed, the PWSP is different.
• Toilet SVCE PNL at bottom center line of A/C
The toilet service panel is located at the bottom centerline of the aircraft. It is used to drain the
waste holding tanks and to flush the reservoirs.

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05. SERVICE PANELS LOCATION

• Aft water drain PNL in aft lower fuselage
• FWD water drain PNL installed forward left side lower fuselage
The aft water drain panel is installed in the aft lower fuselage. It is used to fill and drain. The
FWD water drain panel is installed on the FWD left side lower fuselage. It is used to drain the
FWD section.

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• Waste holding tanks in aft fuselage (LH side)
• VSC in bulk cargo compartment
• Water tanks: in aft cargo compartment & RH aft fuselage
• Pre-selection above bulk cargo door
The waste holding tanks are installed in the aft fuselage on the LH side. The VSC is installed in
the bulk cargo compartment on the RH side. The potable water tanks are installed in the aft
cargo compartment and RH aft fuselage. The pre-selection unit is installed above the bulk cargo
door.

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• Water tanks:
• 2 in aft cargo compartment & RH aft fuselage
• The 3rd in bulk cargo if installed
• 2 pre-selection above bulk cargo door
If there are three potable water tanks installed, the third water tank is located in the bulk cargo
compartment and two pre-selection units are installed.

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07.1 POTABLE WATER
• Quantity transmitter:
• 1 in FWD tank
• 2 if the 3rd tank is installed
• Water quantity indication: WATER/WASTE page on FAP
• Water quantity pre-selection via Pre-Select P/B
• Status & fault MSGs displayed in dedicated window
• Waste quantity transmitter:
• Installed in the bottom of each tank
• Provides information via VSC for quantity
The quantity indicating system has a quantity transmitter installed in the forward tank. A second
quantity transmitter if fitted on the third tank if installed.
Note that the second tank does not have any transmitter as it is connected to the forward tank.
On the FAP, when the Water/Waste P/B is pressed, the WATER/WASTE page appears and
displays the water quantity. The water quantity pre-selection is available by selecting the
WATER/WASTE page before opening the water service panel door. The memorized water
quantity can be changed then by selecting the Pre-Select prompts. Status and fault messages of
the water and waste systems are displayed in a dedicated window.

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07.2 VACUUM TOILETS

• TANK FULL signal confirmed by a sensor
• On the FAP:
• Waste quantity indication
• Status & fault MSGs displayed in dedicated window
A waste quantity transmitter installed at the bottom of each tank gives information through the
VSC for the FAP WATER/WASTE page quantity indication. A tank full sensor confirms the quantity
transmitter " TANK FULL " signal. On the FAP, when the Water/Waste P/B is pressed, the
WATER/WASTE page is displayed. The waste quantity of the LH and RH waste holding tanks are
shown on the FAP. Status and fault messages of the water and waste systems are displayed on a
dedicated window.

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• Data faults sent from VSC to CMC
• Crew actions or information MSGs displayed on FAP
The VSC sends data faults from the toilet and the potable water systems to the CMC. Any system
condition that requires special crew actions or information messages will be displayed on the
FAP.

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• AMM safety procedures
• Warning notices in position
• Procedure completed: Clean your hands to prevent infections
• Do not work on waste & potable water systems at the same time
• Components removed must be put in a plastic sealed bag
• Seal bag first & attach document to it
• Use a clean and approved equipment
• Don not touch water heater until it is cool
When you work on the aircraft, make sure that you obey all the AMM safety procedures. This
will prevent injury to persons and/or damage to the aircraft. Here is an overview of main safety
precautions relative to the water and waste system. Before you start a task make sure that the
warning notices are in position. When you complete the work procedure, clean your hands with
soap and water. This will prevent infection (toilet waste is dangerous for health. Do not work on
the waste system and the portable water system at the same time. This will prevent
contamination of the potable water system. When you remove a component of the toilet waste
system, always put it in a plastic bag, then seal the bag. Do not put documents into the plastic
bag. Seal the bag first, then attach the document to it. When you work on the potable water
system make sure that the equipment you use for the procedure is clean and approved for this
system. If not it can cause contamination. Do not touch the water heater until it is sufficiently
cool to prevent burns when you do the maintenance tasks.
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10. ENVIRONMENTAL PRECAUTIONS

• Spillage precautions
• Storage precautions
Do not discharge products such as oil, fuel, solvent, lubricant either in trash bins, soil or into the
water network (drains, gutters, rain water, waste water, etc...). Sort waste fluids and use specific
waste disposal containers. Each product must be stored in an appropriate and specific cabinet
or room such as a fire-resistant and sealed cupboard.

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TECHNICAL TRAINING MANUAL

TECHNICAL TRAINING MANUAL

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 1

01. SYSTEM INTRODUCTION

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 2

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 3

02. PASSENGER AND EMERGENCY DOORS

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 4

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 5

02.1 PASSENGER/EMERGENCY DOORS ATTACHMENTS

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 6

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 7

02.2 PASSENGER AND EMERGENCY DOORS LOCKING SYSTEM

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 8

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 9

02.3 PASSENGER AND EMERGENCY DOORS EMERGENCY SYSTEM

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 10

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 11

02.4 EMERGENCY EXITS

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 12

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 13

03. CARGO DOORS

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 14

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 15

03.1 CARGO DOORS LOCKING AND LATCHING

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 16

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 17

03.2 CARGO DOORS HYDRAULIC OPERATION

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 18

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 19

03.2 CARGO DOORS HYDRAULIC OPERATION

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 20

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 21

03.3 BULK CARGO DOOR LOCKING AND LATCHING

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 22

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 23

04. AVIONICS COMPARTMENT DOORS

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 24

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 25

04.1 AVIONICS COMPARTMENT DOORS BOTTOM FUSELAGE

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 26

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 27

04.2 AVIONICS COMPARTMENT DOORS FIXED PARTITION

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 28

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 29

04.3 AVIONICS COMPARTMENT DOORS COCKPIT

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 30

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 31

05. COCKPIT DOOR

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 32

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 33

05.1 COCKPIT DOOR LOCK SYSTEM (CDLS)

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 35

06. DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS)

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 36

06. DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS)

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 37

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 38

07. CONTROL AND INDICATING

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 39

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 40

07.2 TYPE I EMERGENCY EXIT DOOR

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 41

AIRBUS A330 GENERAL FAMILIARIZATION COURSE DOORS 42