A330 General Familiarisation

Training Manual Number :
M27-2009-REV00
Developed by :
Line Trainer
Maxx Teoh Ban Lee
Checked by :
OM Poon Keng Hua
Approved by :
SMLM Girad Cher
Reference :
AMM
A330-200/300 Air bus
Training Manual
LINE MAINTENANCE DIVISION

Line Training
A330-200/300 Trent 700

General Familiarization
(Mechanical)
UNCONTROLLED COPY
Revision service will not be provided to the holder.
This document is issued on the express condition that any part or all of its content shall
not by way of trade or otherwise, be lent, re-sold, hired out or otherwise circulated to
any other party and/or company without prior written permission of
SIA Engineering Company Limited.
UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
CONTENTS
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
Page No
Aircraft General Intro and Aircraft Handling
3-11
ATA Chapter 51 Structure Presentation
12-17
ATA Chapter 29 Hydraulic Power Presentation
18-25
ATA Chapter 32 Landing Gear Presentation
26-33
ATA Chapter 27 Flight Controls Presentation
34-42
ATA Chapter 52 Doors Presentation
43-60
ATA Chapter 25 Equipment / Furnishing Presentation
61-70
ATA Chapter 38 Water And Waste Presentation
71-80
ATA Chapter 28 Fuel Presentation
81-93
ATA Chapter 26 Fire Protection System Presentation
94-102
ATA Chapter 49 APU Presentation
103-114
ATA Chapter 70 Power Plant Presentation
115-129
ATA Chapter 36 Pneumatic Presentation
130-136
ATA Chapter 21 Air Conditioning Presentation
137-145
General Introduction and Aircraft Handling
10
11
12
ATA 51 Structure
The aircraft structure is broken down into six ATA (Air Transport Association of America) chapters:
- ATA 52 - doors,
- ATA 53 - fuselage,
- ATA 54 - pylons/nacelles,
- ATA 55 - stabilizers,
- ATA 56 - windows,
- ATA 57 - wings.
The A330-200 fuselage is ten frame bays shorter than the A330-300 fuselage (six frame bays at the forward
fuselage, four frame bays at the rear fuselage).
13
ATA 51 Structure
14
ATA 51 Structure
15
ATA 51 Structure
16
ATA 51 Structure
17
18
ATA 29 Hydraulic Power System

SYSTEM OVERVIEW
The blue system supplies the thrust reverser 1 and the yellow system supplies the thrust reverser 2 (For RR and PW
engines).
The flight controls supply, which is evenly divided between the three hydraulic systems, is done through the leak
measurement valves.
These valves can be closed for maintenance operation. The hydraulic supplied to the heavy users is taken before the
leak measurement valves, and the green system includes a priority valve which cuts the supply to the L/G, nose
wheel steering and emergency generator in case of green low pressure.
The yellow system supplies the manual opening of cargo doors.
RESERVOIRS
The green reservoir is located inside the MLG bay, on the left section of the aft wall. The yellow reservoir is
located inside the yellow hydraulic compartment, on the right forward section of the belly fairing. The blue
reservoir is located inside the blue hydraulic compartment, on the left forward section of the belly fairing.
ENGINE PUMPS
The green EDPs are attached to the accessory gearbox at the bottom of the engines 1 and 2. The blue EDP is
attached to the accessory gearbox at the bottom of the engine 1. The yellow EDP is attached to the accessory
gearbox at the bottom of the engine 2.
19
20
21
RESERVOIR AND SERVICING LOCATION

The green reservoir is located inside the MLG bay, on the left section of the aft wall.
The yellow reservoir is located inside the yellow hydraulic compartment, on the right forward section of
the belly fairing.
The blue reservoir is located inside the blue hydraulic compartment, on the left forward section of the belly
fairing.
The green EDPs are attached to the accessory gearbox at the bottom of the engines 1 and 2. The blue EDP
is attached to the accessory gearbox at the bottom of the engines 1. The yellow EDP is attached to the
accessory gearbox at the bottom of the engine 2.
ELECTRICAL PUMPS
The green electrical pump is located inside the MLG bay, on the left
section of the aft wall. The yellow electrical pump is located inside
the yellow hydraulic compartment, on the right forward section of the
belly fairing. The blue electrical pump is located inside the blue
hydraulic compartment, on the left forward section of the belly fairing.
RAM AIR TURBINE
The RAT and related components (Green system) are located on the
right wing in the fairing of the flap track number 4(fairing No3).
The hydraulic servicing panels are located on the belly fairing on the left aft section for the green
system, left forward section for the blue system and on the right forward section for the yellow
system.
22
23
24
Safety Precaution
25
26
ATA 32 Landing Gear System

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
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.
NLG DOORS
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.
MLG DOORS
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.
27
ATA 32 Nose Landing Gear System
28
ATA 32 Main Landing Gear System
29
ATA 32 Main Landing Gear System
30
ATA 32 Nose Landing Gear Door System
31
ATA 32 Main Landing Gear Door System
32
Safety Precaution
33
34
ATA 27 Flight Controls System

FLIGHT CONTROL LAWS
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.
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.
35
36
37

Each aileron is actuated by two servo controls powered from independent hydraulic systems. Each
spoiler is actuated by one servo control and by one hydraulic system.
Each Flaps/Slats PCU includes two separate hydraulic motors powered through an electrically
controlled valve block.
The rudder is actuated by three servo controls powered from independent hydraulic systems. The servo controls
are synchronized and operate simultaneously.
THS actuator actuates the THS. The THS actuator is a gearbox powered by two hydraulic motors, which drive a
ball screw jack, that directly moves the THS. Each elevator is actuated by two servo controls powered from
independent hydraulic systems.
38
39
40
41
Safety Precaution
42
43
ATA 52 Doors
PASSENGER DOORS
Passenger doors:
The aircraft has six passenger doors (type A), located on each side of the
fuselage at frames (Fr) 14/16A, Fr 33/35A and 73A/75A.
normal operation of the door is possible from the inside and the outside
of the aircraft. Emergency operation is only possible from the inside. The
doors are of fail-safe, plug-type construction. The door structure is of
conventional design, composed of outer and inner skins, segments, beams
and two lateral frames on which are fixed hinge fittings and locking
mechanisms. The loads resulting from cabin pressure are transferred by
eight stops located on each side of the door.
Emergency exit doors:
Two additional type I passenger emergency exits, one on each side of
the fuselage, are provided aft of the wing between Fr 53.5 and 53.7. The
structural design and operation of these plug-type exits is similar to that
of the main doors.
Pax and emergency exit doors have an evacuation system in the lower
part of the door (slide or slide/raft).
44
ATA 52 Doors
45
ATA 52 Doors
46
ATA 52 Doors
47
ATA 52 Doors
FWD & REAR CARGO DOORS
Two doors in the lower RH side of the fuselage give access to the
main cargo compartments. The FWD door is located between Fr 20 and 25 and the aft door is located between
Fr 59 and 65.The doors are designed to carry the hoop tension loads from internal
pressure. With this consideration, they are of conventional design and have:- outer and inner skins,
- internal structure of drop-forged machined circumferential frames.
The upper ends of these frames are hinges for the door, and the lower
ends are attachment for the locking hooks.
48
ATA 52 Doors
49
ATA 52 Doors
50
ATA 52 Doors
51
ATA 52 Doors
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. A red light in the latching handle
recess flashes when there is residual pressure in the cabin.
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.
52
ATA 52 Doors
53
ATA 52 Doors
BULK CARGO DOOR
The bulk compartment, at the rear, has a conventional plug-type door,
located between Fr 67 and 69.
The door is operated, locked and unlocked manually. It is opened by
being pushed inward and upward and is locked in the open position
on the ceiling of the compartment (In this compartment nets are
provided to maintain the clearance for the door opening). The weight
of the door is compensated by a tension spring. The door is connected
to the door locking warning system.x
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.
54
ATA 52 Doors
55
ATA 52 Doors
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.
56
ATA 52 Doors
57
ATA 52 Doors
The cockpit door separates the cockpit from the cabin. It is an armored and bulletproof door made to prevent
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 between the cockpit and the cabin.
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.
58
ATA 52 Doors
59
Safety Precaution
60
61
ATA 25 Equipment Furnishing

COCKPIT OVERVIEW
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.
GALLEY
The buffet and galley are installed in the cabin. They are used for food preparation and drink storing.
You can install them in a number of different configurations.
TYPE AND POWER SUPPLY
There is a wet galley unit, supplied with electrical-operated equipment and used for food and drink
preparation. And there is a dry galley unit, only used for food, drink and equipment storing. Galleys
haves pecificity, like a bar, a storage or a preparation area. The galley power supply provides the galley
with 115/200V AC, 400 Hz from the AC normal bus bars. The maximum load of each feeder is
15KVA.
62
63
64

CABIN ESCAPE FACILITIES
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.
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.
Slide/raft assemblies are located at all cabin exits to get 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.If the automatic
deployment system fails, the slide/raft can be manually deployed.
LAVATORY
The lavatories are installed in the cabin. They are installed for the comfort of the passengers and crew. Each lavatory
also has a washroom function. There are two types of fixation for lavatories:
set lavatories: attached on the hardpoints. The top of the lavatories is attached to the aircraft primary structure,
moveable lavatories: attached to the seat rails. The tie-rods attach the top of the lavatories to the aircraft primary
structure. The attachment on the seat rails allows different positioning of the lavatories at the
installation. The basic structure is made of a sandwich panel like the lavatory doors.Each door is locked with a micro
switch. When the door is locked you can open it from outside if necessary. There are single-blade doors or bi-folding
doors.
65
66
67
68
69
Safety Precaution
70
71
ATA 38 Water System Presentation

Potable water is stored in water tanks. The water system supplies galleys and lavatories. To fulfill sufficient supply of
potable water in all cabin locations, the system is air pressurized. The Vacuum System Controller (VSC) manages the
potable water system. The VSC interfaces with one pre-selection unit for filling control and also with the transmitter,
which monitor the quantity of potable water in the tanks and send the data to the VSC. The VSC then sends this data to:
- the Cabin Intercommunication Data System (CIDS) and the quantity indicator at the Potable Water Service Panel (in
option),
- and sends a signal to the Central Maintenance Computer (CMC) if the system does not operate correctly.
72
ATA 38 Water System Presentation
73
ATA 38 Waste System Presentation
The toilet waste system is divided into two independent parts (LH and RH sides). Two waste tanks
are installed. 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 operates the necessary vacuum. The waste tanks are drained from the waste service panel.
The VSC controls and monitors the toilet system. The waste level is indicated on the FAP. A Flush
Control Unit (FCU) sequences each toilet operation. To help flushing the toilet bowls, water from
the potable water system is supplied during operation. The toilet system is drained, flushed and
cleaned with disinfectant from the waste service panel.
74
ATA 38 Waste System Presentation
75
ATA 38 Water And Waste Servicing Panels
76
ATA 38 Water Drain Panels
77
ATA 38 Water And Waste
78
ATA 38 Water And Waste
79
Safety Precaution
80
81
ATA 28 Fuel System
82
ATA 28 Fuel System

The fuel is stored in five tanks. In each wing, there are an outer, and an inner tanks divided into two parts: the
forward inner tank, and the aft inner tank. There also is a trim tank.
Each inner tank section has one closed area called the collector cell, which is a reservoir for the booster pumps. A
dedicated jet pump is only used to fill the collector cell of the main booster pumps.
A vent surge tank is installed outboard of each outer tank in the wing and on the RH side of the trim tank. They
vent the fuel tanks and collect fuel split from the tanks. Each tank has one or more water drain valves located at
low points.
On ground, the A/C can be refueled automatically or manually, defueled with pressure or suction. Fuel can be
transferred from tank to tank. A refuel/defuel coupling is installed in the leading edge of the RH wing allowing
refueling of the A/C.
Refueling can be controlled and monitored from the refuel/defuel panel or optionally from the cockpit. The
FCMCs control the refuel/defuel and transfer operations.
The options for the refuel/defuel system is an additional coupling on the LH wing leading edge as well as
additional refuel/defuel panels located at the LH or/and RHwing leading edges.
83
ATA 28 Fuel System
84
ATA 28 Fuel System

Pressure Refuel with Automatic Control
1.
2.
Carry out the HI LEVEL TEST before refuelling.

Hold the HI LEVEL TEST switch for 10 seconds till the lights and displays
go back to their initial condition.
3. Make sure that the REFUEL VALVES switches are in the NORM position
and guarded.
4. Put the LOAD switch to the INC position and hold it there.
5. When the PRESELECTED display shows the necessary fuel load, release the
load switch.
6. Put the MODE SELECT switch to the REFUEL position.
7. Start the pump on the fuel dispenser unit (Bowser).
8. When the refuel stops, make sure that END light comes on and the ACTUAL
and PRESELECTD displays are stable and quantity of fuel are the same.
9. Set the MODE SELECT switch to OFF.
10. Stop the pump on the fuel dispenser unit (Bowser).
85
ATA 28 Fuel System

Pressure Refuel with Manual Control
1.
2.
Carry out the HI LEVEL TEST before refuelling.

Hold the HI LEVEL TEST switch for 10 seconds till the lights and displays
go back to their initial condition.
3. Select only the required REFUEL VALVES switch to OPEN position as per
the Fuelling Instructions Manual (FIM).
4. Make sure that the REFUEL VALVES switch are in the SHUT position if not
required to be refuel.
6. Put the MODE SELECT switch to the REFUEL position.
7. Start the pump on the fuel dispenser unit (Bowser).
8. Must monitor individual tank and switch to SHUT when the fuel quantity
reach the required amount as per the FIM.
10. Stop the pump on the fuel dispenser unit (Bowser) once refuelling is
completed.
86
A330-300 Pressure Refuel with Automatic Control
87
Step 1: Perform HI Level Test

All High Level Lights illuminate
blue during the test if tank is not full.
Overflow light illuminates amber when
the surge tank sensor is wet.
Note: Illumination of Overflow light
during refuelling will stop the refuelling
operation.
88
Step 2: Operate the Load switch to INC to set the preselected

value to the total fuel quantity required.
Note: The Preselected value must be more that Actual
value.
89
Step 3: Check Refuel valves are in NORM position and Guarded.

Set Mode Select switch to REFUEL.
Note: Make sure the Actual values increase.
90
Step 4: When refuelling completed, the END light will

illuminate.
Check the Actual and Preselected values tally.
Finally set the Mode Select to OFF and guarded.
91
RIGHT wing MLI number - 6

Attitude: P= -1,0, R= 0,5
UNITS reading - 10
Volume in liters - 720
Sp. Gravity - 0.81
Fuel weight = 583 Kg.
92
Safety Precaution
93
94
ATA 26 Fire Protection System
95

General overview of fire protection system includes:
- engine fire detection and extinguishing,
- APU fire detection and extinguishing,
- avionics compartment smoke detection,
- cargo compartments smoke detection and FIRE extinguishing,
- cabin and lavatories smoke detection.
Each fire detection loop contains 5 detector elements connected in parallel.
The engine fire extinguishing bottles are located in the pylon. There are access panels on both
sides of the pylon.
96
97

Each APU fire detection loop is a single detector element installed around the interior of the APU compartment.
The APU engine fire extinguishing bottle is installed in the aft fuselage forward of the APU firewall. There is an
access panel on the lower fuselage.
An overpressure discharge indicator (red disc) is visible from the outside. The absence of a red disc indicates a
bottle overpressure discharge.
98
99

Two fire extinguisher bottles located in the forward cargo compartment are also used for fire extinguishing
in the Lower Deck Cargo Compartments (LDCCs).
Each bottle has two discharge heads, one dedicated for the forward cargo compartment and one for the
AFT/BULK cargo compartment.
The extinguishing agent flows through rigid pipes and is sprayed out through the extinguisher nozzles in
the forward, aft or bulk compartment.
The fire extinguisher bottles can be discharged from the cockpit by the CARGO SMOKE panel
AGENT P/Bs.
100
101
Safety Precautions
102
103
ATA 49 APU
The APU is designed to operate throughout the entire flight envelope. Electrical power is available whenever the
APU operate, but bleed air is shut off above Flight Level 230 approximately (FL230).
The APU is mounted in a fireproof compartment located in the fuselage tailcone. Two access doors give access to
the APU compartment for inspection and maintenance functions. The APU is suspended in its compartment by
mounts. An exhaust duct releases the APU gas into the atmosphere.
It is possible to do an emergency shut down of the APU from either the REFUEL/DEFUEL panel or the
EXTERNAL PWR panel by lifting the guard and pushing either the APU EMERGENCY P/BSW or the APU
SHUT OFF P/BSW.
104
ATA 49 APU
105
ATA 49 APU
106
ATA 49 APU
107
ATA 49 APU
The APU is a constant speed, single shaft gas turbine engine that delivers mechanical shaft power to drive an accessory
gearbox and a load compressor. The main components of the accessory gearbox are:
- the starter motor,
- the lubrication module, which drives the Fuel Control Unit (FCU),
- the AC generator.
The air intake flap lets external air supply the APU inlet plenum. It cuts off the air supply when the APU
does not operate. The APU bleed air system includes a bleed valve, a flow regulation with the Inlet Guide
Vane (IGV) and surge protection by a surge control valve. The ECB fulfills the control and monitoring of
these components. During starting, the electrical starter motor drives the APU and the initial combustion is
initiated by the ignition system.
The oil, contained in the gearbox sump, is used to lubricate, to clean and to cool the APU bearings and the
accessory gearbox. The oil cools and lubricates the gearbox mounted AC generator. The oil system has a
lubrication module for distribution, filtration, scavenging, and oil cooler.
The main role of the APU air system is to supply pressurized air to the A/C pneumatic system. This is achieved
by the APU load compressor. The ECB controls and operates the bleed valve for air supply. The ECB also
controls and operates the IGVs for flow regulation, and the surge control valve for surge protection.
108
ATA 49 APU
GRAVITY FILLING PORT, PRESSURE FILLING PORT
AND OIL OVERFLOW PORT
The gravity filling port is on the left-hand side lower part of the
gearbox. It gives a method for the servicing of the Auxiliary Power
Unit (APU) with oil and it is big enough to have a servicing from a
1-quart can. It has a positive locking device when closed. A pressure
filling port and an oil overflow port are also installed for remote fill
servicing.
OIL LEVEL SIGHT GLASS
A sight glass is installed on the gravity fill port for oil level indication.
It has two sets of markings for the levels, one when the APU is
running, and the other one when the APU is not running. For each of
them, there is an "ADD" and a "FULL" mark. The "ADD" mark is
equal to an oil quantity of 4.1 liters (low oil level); the "FULL" mark
is equal to a level of 7.3 liters.
109
ATA 49 APU
110
ATA 49 APU
111
ATA 49 APU
112
ATA 49 APU
113
Safety Precaution
114
115
ATA 70 Power Plant
116
OPENING AND CLOSING OF THE FAN COWL DOORS

Open the cowls to get access to the hold-open rods
- connect both hold-open rods
-open the cowls to the middle or fully extended position on the hold-open rods
-WARNING: To prevent accidental closure and possible injury, make sure that the hold-open rods are
attached correctly and locked in position.
-close fan cowl doors in the opposite sequence.
117
ATA 70 Power Plant
118
OPENING AND CLOSING OF THE THRUST REVERSER DOORS

install and operate the take-up device to take the load off the latches before opening. The take-up device is stowed on a
bracket inside the reverser cowl.
-release the hook latches (Check AMM for proper sequence),
-use a 3/8" square drive to release the 2 pin latches and disengage the take-up device,
- connect the pump pressure hose to the opening actuator manifold quick disconnect
- pump to open the door,
- install the FRONT and REAR hold-open rods.
To close:
-pump to open the door and to take the pressure off the hold-open rods
- disconnect the FRONT and REAR hold-open rods,
-open the pump relief valve and let the doors close slowly when the doors are fully closed
-use the take-up device to pull the two halves together
- secure the pin latches then disconnect the take-up device and stow
119
ATA 70 Power Plant
120
ATA 70 Power Plant
121
OIL TANK
The oil tank is attached to the Low Pressure (LP) compressor case, on the right side of the engine. It stores the oil
used by the engine to lubricate and cool the bearings and gears. It can be replenished by gravity from the oil filler
cap and has a maximum total capacity of 23.7 litres. A sight-glass installed in the side of the oil tank gives a visual
indication of the oil level.
PNEUMATIC STARTER
The pneumatic starter is a pneumatically operated turbine installed on the gearbox by a Quick Attach
Detach (QAD) adapter. The starter rotates the HP rotor (N3) through an external gearbox module input
shaft. An oil fill plug and an oil level overflow plug are installed on the starter case. An oil level sight
glass is also installed on the starter case for oil level indication. A drain plug with a Magnetic Chip
Detector (MCD) is installed on the starter case lower surface. The continuous operation of the
pneumatic starter must be limited in accordance with the limits outlined in the AMM.
STARTER CONTROL VALVE (SCV)
The Starter Control Valve (SCV) controls the airflow delivered to the pneumatic starter. The SCV is located on the
lower LH side of the LP compressor case. The SCV is electrically controlled and monitored by the EEC and is
pneumatically operated.The primary components of the SCV are: a valve assembly which has a butterfly valve, an
actuator assembly that transmits the movement to open and close the butterfly valve, a dual coil solenoid, controlled by
electrical signals from the EEC.The SCV has a square socket to get manual operation of the butterfly valve in case of
SCV electrical control failure. It is accessible through an access door located on the left fan cowl door (it is not
necessary to open the fan cowl doors). The valve position is given to the EEC by two microswitches, one for each EEC
channel.
122
ATA 70 Power Plant
123
ATA 70 Power Plant
124
IDG Servicing
Correct Filling of IDG
Incorrect Filling of IDG
125
ATA 70 Power Plant
126
THRUST REVERSER SYSTEM

The thrust reverser system helps the wheel brakes by supplying additional
deceleration forces to the aircraft.
The thrust reversers are used only on the ground to reduce aircraft roll
distance for landing or in case of aborted take-off. The thrust reversers
are incorporated into the left and right C-ducts. Each C-duct has 2 pivoting
doors, each one operated by a hydraulic actuator.
When the pivoting doors are deployed, they stop the fan airflow to the
Common Nozzle Assembly (CNA) and redirect it forward.
Thrust reverse is selected from the throttle control levers and is controlled
and monitored by the Engine Electronic Controller (EEC). The pivoting
door actuators are operated by the Isolation Control Unit (ICU) and the
Direction Control Unit (DCU). The ICU and DCU of each engine are
supplied by the engine-driven pump of that engine.
127
ATA 70 Power Plant
128
Safety Precaution
129
130
ATA 36 Pneumatic
The pneumatic system may be supplied with High Pressure (HP) bleed air from 3 types of sources:
- ground cart, APU, engines.
The bleed air is distributed to the different users via a distribution and supply ducting network. These users are:
- the water system pressurization,
- the hydraulic reservoir pressurization,
- the wing anti-icing system,
- the engines starting systems,
- the packs bay ventilation system,
- the air conditioning packs,
HP AIR GROUND SUPPLY
The ground air source supplies air through the two HP ground connectors installed at the
bottom left of the belly fairing. Each connector contains a non-return valve and a built-in
nipple. A short duct connects the HP ground connectors to the crossbleed manifold, to the
left of the crossbleed valve. Once connected and switched ON, ground cart delivered
pressure can be checked on the ECAM BLEED page. This pressure indication is given
through the engine bleed system.CAUTION: all A/C bleed systems must be switched off
before the crossbleed manifold is pressurized by the ground cart.
131
ATA 36 Pneumatic
132
ATA 36 Pneumatic
133
ATA 36 Pneumatic
134
ATA 36 Pneumatic
135
Safety Precaution
136
137
ATA 21 Air Conditioning
138

Bleed air coming from the pneumatic system is first regulated in flow by two pack flow control valves controlled by the
Pack Controllers (PCs) according to flow demand inputs received from the AIR panel and the Zone Controller (ZC).
Bleed air is then delivered to two independent air conditioning packs, which ensure basic temperature regulation. Each air
conditioning pack mainly has an Air Cycle Machine (ACM) and heat exchangers using ram air flowing through ram air inlet
and ram air outlet flaps. Pack temperature regulation is controlled by the related PC according to a temperature demand
computed by the ZC based upon inputs received from the AIR panel and the Flight Attendant Panel (FAP).
On ground, a ground cart supplies preconditioned air through Low Pressure (LP) ground connectors. In flight, if both
packs are inoperative, an emergency ram air inlet will help to maintain air supply to the cabin. The emergency ram air
supply is directly controlled from the AIR panel.
139
140

The left and right packs are located in the air conditioning bay. The air conditioning bay is located in the unpressurized belly fairing forward of the wheel well on the lower fuselage. The belly fairing has inlet for pack and
compartment cooling.
The packs supply air to the mixer unit. The mixer unit is installed at the rear of the FWD cargo compartment. It mixes air
from the packs and re-circulated air from the cabin prior to distribution to each zone.
Pressurization is achieved by the use of a dual gate type outflow valve. Three electrical motors operate the outflow
valves: two for automatic mode and one for manual mode.
141
142
143
144
Safety Precaution
145
146

A330 General Familiarisation

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A330 General Familiarisation

Uploaded by

Copyright:

Available Formats

Training Manual Number :

LINE MAINTENANCE DIVISION

A330-200/300 Trent 700

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

General Introduction and Aircraft Handling

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 29 Hydraulic Power System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 29 Hydraulic Power System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 29 Hydraulic Power System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 29 Hydraulic Power System

RESERVOIR AND SERVICING LOCATION

ATA 29 Hydraulic Power System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 29 Hydraulic Power System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 32 Landing Gear System

ATA 32 Nose Landing Gear System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 32 Main Landing Gear System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 32 Main Landing Gear System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 32 Nose Landing Gear Door System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 32 Main Landing Gear Door System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 27 Flight Controls System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 27 Flight Controls System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 27 Flight Controls System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 27 Flight Controls System

UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY

ATA 27 Flight Controls System