Airbus A330

The content of this document is the property of Airbus Industrie.
It is
supplied in confidence and commercial security on its contents must be
maintained.
It must not be used for any purpose other than that for which it is supplied,
nor may information contained in it be disclosed to unauthorized persons.
It must not be reproduced in whole or in part without permission in
writing from the owners of the copyright. Requests for reproduction of
any data in this document and the media authorized for it must be
addressed to Airbus Industrie.
Airbus Industrie 1990. All rights reserved.
Airbus Industrie
Customer Services Directorate
Technical Data And Documentation

31707 Blagnac Cedex
FRANCE
Reference : E. ARM
Issue : Jan 98
AIRCRAFT RECOVERY MANUAL
REVISION TRANSMITTAL SHEET

TO : ALL HOLDERS OF A330 AIRCRAFT RECOVERY MANUAL
R The revision, dated JAN 30/98 is attached and covers all the Aircraft Recovery
Manual data identified in the Highlights.
FILING INSTRUCTIONS
NOTE : Before introducing this revision make certain that previous revisions are
incorporated.
affected pages are listed on the List of Effective Pages and
designated as follows :
R = revised (to be replaced)
D = deleted (to be removed)
N = new
(to be introduced)
make certain that the content of the manual is in compliance with
the List of Effective Pages.
file the Revision Transmittal Sheet separately.
remove and destroy the pages which are affected by this
revision.
REASON FOR ISSUE
The attached Highlights detail the reasons for issue.
Page 1 of 1
JAN 30/98
Printed in France

HIGHLIGHTS
REV. 07 JAN 30/98
Description of change :
Cargo Compartment Loading and Unloading
Lower Deck Compartments Cargo A330-300
Lower Deck Compartments Cargo A330-200
Lower Deck Compartments Cargo Hold Volume
Lower Deck Compartments Loading Combinations
Different Types of Containers and Pallets
Aircraft Reference Axis (A330-200)
Type and Position of Loads Acting on Aircraft
A330 with Center Tank
2-34 P 1 to 21 : Updated All Chapters : Defueling
3-27 P 3
: Updated page
: Landing Gear and Jacking Point Location
4-10 P 1 to 17 : Updated All Chapter : Moving Damaged Aircraft on Its Landing
Gear
4-10 P 1A
: Deleted page in Chapter : Moving Damaged Aircraft on Its Landing
Gear
1-70
1-70
1-70
1-70
1-70
1-70
2-33
2-33
P
P
P
P
P
P
P
P
1
2
3
4
5
6
19A
20A
:
:
:
:
:
:
:
:
Updated page
Updated page
Updated page
Updated page
Updated page
Updated page
New page
New page
:
:
:
:
:
:
:
:
HIGHLIGHTS
Page 1 of 1
JAN 30/98
Printed in France

LIST OF EFFECTIVE PAGES
CHAPTER/
SECTION
PAGES
DATE
CHAPTER/
SECTION
List of
Effective
Pages
R
R
1
2
JAN 30/98
JAN 30/98
JAN 30/98
Record of
Revisions
Table of
Contents
R
R
PAGES
DATE
1-60
1-60
5
6
OCT 30/93
FEB 01/95
1-60
1-60
5
6A
OCT 30/93
FEB 01/95
JAN 30/98
1-60
1-60
5
6B
OCT 30/93
FEB 01/95
1
2
JAN 30/98
JAN 30/98
1-60
1-60
7
8
OCT 30/93
OCT 30/93
Alphabetical
Index
JAN 30/93
1-60
1-60
7A
8A
OCT 30/93
OCT 30/93
1-00
SEP 30/92
1-10
1-10
1
2
MAY 30/97
MAY 30/97
1-60
1-60
7B
8B
JUL 01/94
JUL 01/94
1-10
1-10
3
3A
MAY 30/97
MAY 30/97
1-10
1-10
4
4A
MAY 30/97
MAY 30/97
1-20
1-20
1
2
MAY 30/97
MAY 30/97
1-20
1-20
2A
3
MAY 30/97
MAY 30/97
1-20
3A
1-20
1-20
1-60
1-60
9
10
OCT 30/93
OCT 30/93
1-60
1-60
11
12
OCT 30/93
OCT 30/93
1-60
1-60
13
14
OCT 30/93
OCT 30/93
1-60
1-60
13
14A
OCT 30/93
OCT 30/93
MAY 30/97
1-60
1-60
15
16
JUL 01/94
OCT 30/93
4
4A
MAY 30/97
MAY 30/97
1-70
1-70
R
R
1
2
JAN 30/98
JAN 30/98
1-30
1-30
1
2
SEP 30/92
MAY 30/97
1-70
1-70
R
R
3
4
JAN 30/98
JAN 30/98
1-40
1-40
1
2
SEP 30/92
JUL 01/95
1-70
1-70
R
R
5
6
JAN 30/98
JAN 30/98
1-40
1-40
3
4
MAY 30/97
MAY 30/97
2-05
2-05
1
2
SEP 30/92
SEP 30/92
1-40
1-40
5
6
MAY 30/97
JUL 01/95
2-10
2-10
1
2
SEP 30/92
SEP 30/92
1-40
1-40
7
8
MAY 30/97
MAY 30/97
2-20
2-20
1
2
SEP 30/92
SEP 30/92
1-50
1-50
1
2
MAY 30/97
MAY 30/97
2-30
2-30
1
2
SEP 30/92
OCT 30/93
1-50
1-50
3
4
MAY 30/97
MAY 30/97
2-31
2-31
1
2
OCT 30/93
OCT 30/93
1-50
MAY 30/97
1-60
1-60
1
2
SEP 30/92
OCT 30/93
2-31
2-31
3
4
OCT 30/93
OCT 30/93
1-60
1-60
3
4
OCT 30/93
0CT 30/93
2-31
2-31
5
6
OCT 30/93
OCT 30/93
L.E.P
Page 1
JAN 30/98
Printed in France

CHAPTER/
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PAGES
DATE
CHAPTER/
SECTION
PAGES
DATE
2-31
2-31
7
8
OCT 30/93
OCT 30/93
2-33
2-33
15
16
JAN 01/96
JAN 01/96
2-31
2-31
9
10
OCT 30/93
OCT 30/93
2-33
2-33
17
18
JAN 01/96
JAN 01/96
2-31
2-31
11
12
OCT 30/93
OCT 30/93
2-33
2-33
19
20
JAN 01/96
JAN 01/96
2-31
2-31
13
14
OCT 30/93
OCT 30/93
2-33
2-33
N
N
19A
20A
JAN 30/98
JAN 30/98
2-31
2-31
15
16
OCT 30/93
OCT 30/93
2-34
2-34
R
R
1
2
JAN 30/98
JAN 30/98
2-31
2-31
17
18
OCT 30/93
OCT 30/93
2-34
2-34
R
R
3
4
JAN 30/98
JAN 30/98
2-31
2-31
19
20
OCT 30/93
OCT 30/93
2-34
2-34
R
R
5
6
JAN 30/98
JAN 30/98
2-31
2-31
21
22
OCT 30/93
OCT 30/93
2-34
2-34
R
R
7
8
JAN 30/98
JAN 30/98
2-31
2-31
23
24
OCT 30/93
OCT 30/93
2-34
2-34
R
R
9
10
JAN 30/98
JAN 30/98
2-31
2-31
25
26
JUL 01/94
JUL 01/94
2-34
2-34
R
R
11
12
JAN 30/98
JAN 30/98
2-31
2-31
27
28
MAY 30/97
JAN 01/96
2-34
2-34
R
R
13
14
JAN 30/98
JAN 30/98
2-31
2-31
27A
28A
MAY 30/97
JUL 01/94
2-34
2-34
R
R
15
16
JAN 30/98
JAN 30/98
2-31
2-31
27B
28B
MAY 30/97
JUL 01/94
2-34
2-34
R
R
17
18
JAN 30/98
JAN 30/98
2-31
2-31
29
30
OCT 30/93
JAN 01/96
2-34
2-34
R
R
19
20
JAN 30/98
JAN 30/98
2-34
2-31
2-31
31
32
OCT 30/93
OCT 30/93
2-33
2-33
1
2
2-33
2-33
21
JAN 30/98
2-40
2-40
1
2
JAN 30/93
JAN 30/93
JAN 01/96
JAN 01/96
2-40
2-40
3
4
JAN 30/93
JAN 30/93
3
4
JAN 01/96
JAN 01/96
3-10
3-10
1
2
JUL 30/93
JUL 30/93
2-33
2-33
5
6
JAN 01/96
JAN 01/96
3-10
3-10
3
4
JUL 30/93
JUL 30/93
2-33
2-33
7
8
JAN 01/96
JAN 01/96
3-10
3-10
5
6
JAN 01/96
JAN 01/96
2-33
2-33
9
10
JAN 01/96
JAN 01/96
3-10
3-10
7
8
JAN 01/96
JAN 01/96
2-33
2-33
11
12
JAN 01/96
JAN 01/96
3-20
JUL 30/93
2-33
2-33
13
14
JAN 01/96
JAN 01/96
3-21
3-21
1
2
JUL 30/93
JUL 30/93
L.E.P
Page 2
JAN 30/98
Printed in France

CHAPTER/
SECTION
PAGES
DATE
3-21
3-21
3
4
JUL 30/93
JUL 01/95
3-21
3-21
5
6
JUL 30/93
JAN 01/96
3-21
3-21
7
8
JUL 30/93
JUL 30/93
3-22
3-22
1
2
JUL 30/93
JUL 30/93
3-23
3-23
1
2
JUL 30/93
JUL 30/93
3-24
3-24
1
2
JUL 30/93
JUL 30/93
3-25
3-25
1
2
JUL 30/93
JUL 30/93
3-26
3-26
1
2
JUL 30/93
JUL 30/93
3-26
JUL 30/93
3-27
3-27
1
2
JUL 30/93
JUL 01/94
3
4
JAN 30/98
JUL 01/95
3-27
3-27
5
6
JUL 01/94
JUL 01/94
3-28
3-28
1
2
MAY 30/97
JAN 01/96
3-28
3-28
3
4
JAN 01/96
JAN 01/96
3-27
3-27
4-10
4-10
R
D
1
1A
JAN 30/98
JAN 30/98
4-10
4-10
R
R
2
3
JAN 30/98
JAN 30/98
4-10
4-10
R
R
4
5
JAN 30/98
JAN 30/98
4-10
4-10
R
R
6
7
JAN 30/98
JAN 30/98
4-10
4-10
R
R
8
9
JAN 30/98
JAN 30/98
4-10
4-10
R
R
10
11
JAN 30/98
JAN 30/98
4-10
4-10
R
N
12
13
JAN 30/98
JAN 30/98
4-10
4-10
N
N
14
15
JAN 30/98
JAN 30/98
CHAPTER/
SECTION
PAGES
DATE
4-10
4-10
N
N
16
17
JAN 30/98
JAN 30/98
4-21
4-21
1
2
MAY 30/97
MAY 30/97
4-21
4-21
3
4
OCT 30/93
MAY 30/97
4-21
4-21
5
6
JUL 30/93
JUL 30/93
4-22
4-22
1
2
JUL 30/93
JUL 30/93
4-22
4-22
3
4
JUL 30/93
JUL 30/93
4-30
4-30
1
2
JUL 30/93
JUL 30/93
5-10
OCT 30/93
5-20
5-20
1
2
JAN 01/96
JAN 01/96
L.E.P
Page 3
JAN 30/98
Printed in France

RECORD OF REVISIONS
REVISION
INSERTED
DATE
PRELIMINARY (ISSUE 1)
SEP 30/92
PRELIMINARY (ISSUE 2)
JAN 30/93
ISSUE
JUL 30/93
REVISION N. 1
OCT 30/93
REVISION N. 2
JUL 01/94
REVISION N. 3
FEB 01/95
REVISION N. 4
JUL 01/95
REVISION N. 5
JAN 01/96
REVISION N 6
MAY 30/97
REVISION N 7
JAN 30/98
SIGNATURE
RECORD OF REVISIONS
Page 1
JAN 30/98
Printed in France

TABLE OF CONTENTS
SUBJECT
CH/SE
ALPHABETICAL INDEX
PAGE
1
INTRODUCTION
General Aircraft Characteristics
Fuselage Frame Stations
Wing Rib Stations
Door Clearances
Ground Clearances
Ground Service Connections and Locations
Cargo Load Arrangements
R
1-00
1-10
1-20
1-30
1-40
1-50
1-60
1-70
1
1
1
1
1
1
1
1
SURVEY AND PREPARATION

Quick Reference Guideline for A/C Recovery
Damage and Terrain
Damage Control and Safety
Weight and H-Arm Management
Empty Weight Revision and H-Arm Location
Computation
Effect of the Nose Gear, Flap and Slat position
on the Aircraft CG
Weight and Aircraft CG Variations due to any
Fluids aboard other than Fuel
Weight and Aircraft CG Variations due to Cargo
aboard
Net Recoverable Weight (NRW) and H-Arm Location
Component Removal CG Shifts
Mass, H-Arm and Moment Concerning Various
Components of Engines
Weight and Aircraft CG Variations due to any Fuel
R
aboard
Defueling
R
Removal of Payload
2-00
2-05
2-10
2-20
2-30
2-30
1 to 2
1 to 2
1 to 2
1
1
2-31
2-31
2-31
3 to 12
2-31
2-31
2-31
13
14
15 to 32
2-33
1 to 20A
2-34
2-40
1 to 21
1 to 4
3-00
3-10
3-20
3-21
3-22
3-23
3-24
1
1
1
1
1
1
to
to
to
to
8
2
2
2
3-25
3-26
3-27
3-28
1
1
1
1
to
to
to
to
2
3
6
4
STABILIZE AIRCRAFT
Tethering
Lifting Damaged Aircraft
Nose Gear Retracted, Collapsed or Lost
Main Gears Retracted, Collapsed or Lost
One Main Gear Retracted, Collapsed or Lost
Nose Gear and either Left or Right Hand Main
Gear Retracted, Collapsed or Lost
All Gears Retracted, Collapsed or Lost
Lifting Using Inflatable Bags
Lifting with Hydraulic Jacks
Auxiliary Jacking Points
to
to
to
to
to
to
to
4A
4A
2
8
5
16
6
to 8
CONTENTS
Page 1
JAN 30/98
Printed in France

SUBJECT
CH/SE
PAGE
MOVING AIRCRAFT
Moving Damaged Aircraft
Towing
Taxiing and Towing of Aircraft with Deflated Tires
Returning Undamaged Aircraft to Runway
4-00
4-10
4-21
4-22
4-30
1
1
1
1
TOOLING AND EQUIPMENT

General Recovery Equipment
Equipment Peculiar to the Aircraft
Specialized Recovery Equipment
5-00
5-10
5-20
5-20
1
1
2
PREVIOUS AIRCRAFT RECOVERY EXPERIENCE
6-00
to
to
to
to
17
6
4
2
CONTENTS
Page 2
JAN 30/98
Printed in France

ALPHABETICAL INDEX
SUBJECT
CH/SE
Aircraft on its Landing Gear

Aircraft with Landing Gear Collapsed
All Gears Retracted, Collapsed or Lost
Auxiliary Jacking Points
Cargo Load Arrangements
Component Removal - CG Shifts
Damage and Terrain
Damage Control and Safety
Defueling
Door Clearances
Effect of the Nose Gear, Flap and
Slat position on the Aircraft CG
Empty Weight Revision and H-Arm Location Computation
Equipment Peculiar to the Aircraft
Escape Slide Removal
Fuselage Frame Stations
General Aircraft Characteristics
General Recovery Equipment
Ground Clearances
Ground Service Connections and Locations
Lifting Damaged Aircraft
Lifting Using Inflatable Bags
Lifting with Hydraulic Jacks
Mass, H-Arm and Moment Concerning
Various Components of Engines
Moving Damaged Aircraft
Net Recoverable Weight (NRW) and H-Arm Location
Nose Gear Retracted, Collapsed or Lost
Nose Gear and either LH or RH Hand Main Gear
Retracted, Collapsed or Lost
One Main Gear Retracted, Collapsed or Lost
Quick Reference Guideline for A/C Recovery
Removal of Payload
Returning Undamaged Aircraft to Runway
Specialized Recovery equipment
Tethering
Towing
Towing an Aircraft with Tires Deflated
Weight and H-Arm Management
Weight and Aircraft CG Variations due to any Fuel aboard
Weight and Aircraft CG Variations due to any
Fluids aboard other than Fuel
Weight and Aircraft CG Variations due to Cargo aboard
Wing Rib Stations
4-10
4-11
3-25
3-28
1-70
2-31
2-10
2-20
2-34
1-40
2-31
2-30
5-20
2-35
1-20
1-10
5-10
1-50
1-60
3-20
3-26
3-27
3-22
2-31
4-10
2-31
3-21
3-24
3-23
2-05
2-40
4-30
5-20
3-10
4-21
4-22
2-30
2-33
2-31
2-31
1-30
ALPHABETICAL INDEX
Page 1
JAN 30/93
Printed in France

INTRODUCTION
1. Purpose of Manual
The AIRCRAFT RECOVERY MANUAL is intended to provide Airlines and Airport
Authorities with optimum planning, preparation and accomplishment data for
the Lifting and moving of a disabled aircraft which may be obstructing
airport traffic.
2. Scope of Manual
The Manual contains general information covering the different aircraft

models. Of course, it will not be easy in every instance to locate all the
requisite data in the Manual within a very short time ; it is hence advisible
for Airport Authorities and Airlines to use this Manual to jointly draw up
one or more schemes based on their specific requirements, equipment available
as well as on recommendations contained in publications, such as the U.S.
Federal Aviation Agency circular AC 150/5200-13 of August 27, 1970, entitled
Removal of Disabled Aircraft, and the specification written by the ATA
Aircraft Recovery Subcommittee. Endeavours are made for the information in
this Manual to comply with that in the Aircraft Technical Specifications ;
however, in case of conflict, the Aircraft Technical Specification shall
prevail.
1-00
Page 1
SEP 30/92
Printed in France

GENERAL AIRPLANE CHARACTERISTICS
BASIC DEFINITIONS
The weight terms used throughout this manual are given below together with their
respective definitions.
MAXIMUM RAMP WEIGHT
Maximum weight authorized for ground maneuver by the applicable government
regulations, including taxi and run-up fuel.
MAXIMUM LANDING WEIGHT (MLW)
The maximum landing weight shall be the maximum weight at which the aircraft
meets the appropriate landing certification requirements.
MAXIMUM TAKEOFF WEIGHT (MTOW)
The maximum takeoff weight shall be the maximum permissible weight of the
aircraft when the brakes are released for takeoff, or at the start of the
takeoff roll.
OPERATING WEIGHT EMPTY (OWE)
The operational weight empty shall be the manufacturer's weight empty plus the
operator's items weight. The operator's items weight shall be the flight and
cabin crew and their baggage, unusable fuel, oil for engines, APU, IDG,
emergency equipment, toilet, chemicals and fluids, galley structure, catering
equipment, seats, documents, pallets and baggage containers, emergency equipment
(as detailed in the WBM).
MAXIMUM ZERO FUEL WEIGHT (MZFW)
R The total maximum Operating Weight Empty (OWE) plus the maximum payload. It is
also the maximum operational weight without usable fuel.
MAXIMUM STRUCTURAL PAYLOAD
Consists of the maximum design payload weight of passengers, passenger baggage
and/or cargo.
STANDARD SEATING CAPACITY
The maximum number of passengers specifically certified or anticipated for
certification.
MAXIMUM CARGO VOLUME
The maximum usable volume available for cargo.
USABLE FUEL CAPACITY
The volume of fuel carried for a particular operation, less drainable unusable
fuel and trapped fuel remaining after a fuel runout test has been accomplished.
1-10
Page 1
MAY 30/97
Printed in France
R
GENERAL AIRPLANE CHARACTERISTICS DATA
WEIGHTS
WEIGHT
VARIANTS
Designation
MAX
RAMP
WEIGHT
MAX
TAKEOFF
WEIGHT
MAX
LANDING
WEIGHT
USABLE FUEL CAPACITY
MAX
ZERO FUEL
WEIGHT
OPERATING
WEIGHT
EMPTY
MAX
STRUCTURAL
PAYLOAD
lb
kg
lb
kg
lb
kg
lb
kg
lb
kg
lb
kg
Basic WV OOO
469360
212900
467375
212000
383600
174000
361554
164000
255813
116036
105741
47964
Reinforced
WV 010
480382
217900
478398
217000
394623
179000
372577
169000
279246
126665
509039
230900
507055
230000
396825
180000
370370
168000
275458
124948
Engines
US
Pounds at
15.6C (60F)
Kilograms at
15.6C (60F)
GALLONS
LITERS
JP1
D=0.790
JP1
D=0.790
25859.8
97885
170480
77329.15
GE CF6-80E1 25859.8
97885
170480
77329.15
A330/300
all
WV20
108139
49052
36872
139560
VOLUME
Total
FUSELAGE
VOLUME
A330/300
1-10
Page 2
MAY 30/97
A330/200
Passenger
CABIN
VOLUME
COCKPIT
VOLUME
AVIONICS
COMPARTMENT
VOLUME
STD
SEATING
CAPACITY
PAX
MAX
CARGO
VOLUME
ft3
m3
ft3
m3
ft3
m3
ft3
m3
ft3
m3
37292
1056
13773
390
424
12
1540
43.6
5685
161
424
12
1540
43.6
335
293
* Engines : GE CF6-80E1A4
PW 4174
RR TRENT 775
REMARKS
all : GE CF6-80 E1A2

PW4164 & 4168
RR TRENT 768 & 772
Printed in France
A330/200
AIRPLANE DIMENSIONS
Model 300
1-10
Page 3
MAY 30/97
Printed in France
AIRPLANE DIMENSIONS
Model 200
1-10
Page 3A
MAY 30/97
N
Printed in France
AIRPLANE DIMENSIONS
Model 300
1-10
Page 4
MAY 30/97
Printed in France
AIRPLANE DIMENSIONS
Model 200
1-10
Page 4A
MAY 30/97
N
Printed in France

FUSELAGE FRAMES/STATIONS
"This section gives the fuselage frame stations measured along X datum 6382 mm
from the nose.
The stations (STA) are given in millimeters without conversion.
R Fuselage frame stations are shown on
R
R
pages 2 thru 4 for A330-300

pages 2A thru 4A for A330-200.
1-20
Page 1
MAY 30/97
Printed in France
NOSE SECTION (FR 1 to FR 37.1)
MODEL 300
1-20
Page 2
MAY 30/97
Printed in France
NOSE SECTION (FR 1 to FR 38)
MODEL 200
1-20
Page 2A
MAY 30/97
N
Printed in France
FORWARD SECTION (FR 37.1 to FR 58)
MODEL 300
1-20
Page 3
MAY 30/97
Printed in France
FORWARD SECTION (FR 38 to FR 58)
MODEL 200
1-20
Page 3A
MAY 30/97
N
Printed in France
FORWARD SECTION (FR 58 to FR 106A)
MODEL 300
1-20
Page 4
MAY 30/97
Printed in France
FORWARD SECTION (FR 58 to FR 106A)
MODEL 200
1-20
Page 4A
MAY 30/97
N
Printed in France

WING RIB STATIONS
Wing rib stations are shown on page 2.

NOTE : All dimensions of stations in this section are in millimeters.
1-30
Page 1
SEP 30/92
Printed in France
Wing Ribs/Stations
1-30
Page 2
MAY 30/97
R
Printed in France

DOOR CLEARANCES
Location, shape and dimensions of passenger/crew and cargo compartment doors and
of emergency exits are shown on pages 2 thru 8.
Ground clearances of door sills are shown in Section 1-50.
1-40
Page 1
SEP 30/92
Printed in France
DOOR CLEARANCES
FORWARD PASSENGER/CREW DOOR
1-40
Page 2
JUL 01/95
Printed in France
DOOR CLEARANCES
MID PASSENGER/CREW DOOR
1-40
Page 3
MAY 30/97
R
Printed in France
DOOR CLEARANCES
EMERGENCY EXIT
1-40
Page 4
MAY 30/97
R
Printed in France
DOOR CLEARANCES
AFT PASSENGER/CREW DOOR
1-40
Page 5
MAY 30/97
R
Printed in France
DOOR CLEARANCES
FORWARD CARGO COMPARTMENT DOOR
1-40
Page 6
JUL 01/95
Printed in France
DOOR CLEARANCES
AFT CARGO COMPARTMENT DOOR
1-40
Page 7
MAY 30/97
R
Printed in France
DOOR CLEARANCES
BULK CARGO COMPARTMENT DOOR
1-40
Page 8
MAY 30/97
R
Printed in France

GROUND CLEARANCES
The heights of the doors, fuselage, wing tip, stabilizer, nacelle and main
R landing gear door above the ground are given on pages 2 to 5.
Dimentions in the tables are approximate and will vary with tire type and
conditions.
1-50
Page 1
MAY 30/97
Printed in France
MRW
212 900 kg
469 360 lb
FR 26
FR 72
FR
FR
FR
FR
20
37
56
45
GE
PW
RR
=
=
=
A
B
C1
C2
D
E1
E2
E3
H
K
L
M
N
O
P
R
R
R
S
T
U
V
X
Y
OPERATING WEIGHT
EMPTY CG 26.8 %
m
4.55
2.70
7.74
8.53
4.83
2.10
2.28
2.74
2.04
3.43
5.77
17.18
6.46
8.33
8.05
0.94
0.90
0.87
3.87
4.33
4.64
4.97
7.48
3.68
ft
14.92
8.85
25.4
28
15.84
6.89
7.48
8.99
6.7
11.25
18.93
56.36
21.20
27.32
26.41
3.08
2.95
2.85
12.70
14.20
15.22
16.30
24.54
12.07
MAXIMUM RAMP
WEIGHT CG 15 %
m
4.41
2.55
7.58
8.31
4.67
1.95
2.10
2.54
1.86
3.22
5.55
16.94
6.13
8.09
7.70
0.76
0.72
0.69
3.68
4.13
4.41
4.72
7.24
3.46
ft
14.46
8.36
24.86
27.26
15.32
6.39
6.88
8.33
6.10
10.56
18.20
55.58
20.11
26.54
25.26
2.49
2.36
2.26
12.07
13.55
14.46
15.48
23.76
11.35
MAXIMUM RAMP
WEIGHT CG 36.5 %
AC ON JACKS*
FDL at 6500 mm
m
4.55
2.66
7.67
8.19
4.73
2.03
2.14
2.45
1.85
3.13
5.41
16.72
6.06
7.88
7.61
0.79
0.75
0.72
3.64
4.11
4.37
4.67
7.03
3.35
m
6.32
4.14
9.32
9.32
6.32
3.68
3.68
3.68
3.26
4.24
6.53
17.62
7.55
9.23
8.96
2.34
2.29
2.21
5.25
5.70
6.00
6.30
8.10
4.39
ft
14.92
8.72
25.16
26.87
15.51
6.66
7.02
8.03
6.07
10.27
17.75
54.85
19.88
25.85
24.96
2.59
2.46
2.36
11.94
13.48
14.33
15.32
23.06
11
ft
20.7
13.5
30.5
30.5
20.7
12.
12.
12.
10.7
13.9
21.4
57.8
24.7
30.2
29.4
7.67
7.51
7.25
17.2
18.7
19.6
20.6
26.5
14.4
* See Section 3.28 page 3
GROUND CLEARANCES
Model 300 (212 tonnes)
1-50
Page 2
MAY 30/97
R
Printed in France
MRW
230 900 kg
509 042 lb
FR 26
FR 72
FR
FR
FR
FR
20
37
56
45
GE
PW
RR
=
=
=
A
B
C1
C2
D
E1
E2
E3
H
K
L
M
N
O
P
R
R
R
S
T
U
V
X
Y
Z
OPERATING WEIGHT
EMPTY CG 27.9 %
MAXIMUM RAMP
WEIGHT CG 21 %
MAXIMUM RAMP
WEIGHT CG 37.5 %
m
4.63
2.78
7.75
8.54
ft
15.19
9.12
25.42
28.02
m
4.44
2.58
7.56
8.31
ft
14.56
8.46
24.80
27.26
m
4.63
2.74
7.69
8.16
ft
15.19
8.99
25.23
26.77
2.04
2.23
2.70
2.02
3.50
5.74
18.23
6.48
8.30
8.08
0.94
0.90
0.87
3.89
4.35
4.63
4.95
7.47
3.66
5.41
6.7
7.31
8.86
6.63
11.48
18.83
59.80
21.26
27.23
26.51
3.08
2.95
2.85
12.76
14.27
15.19
16.24
24.51
12.01
17.75
1.84
2.03
2.48
1.81
3.27
5.51
17.98
6.14
8.05
7.71
0.74
0.70
0.67
3.67
4.13
4.42
4.73
7.23
3.43
5.22
6.03
6.66
8.13
5.93
10.73
18.07
58.98
20.14
26.41
25.29
2.42
2.29
2.19
12.04
13.55
14.50
15.52
23.72
11.25
17.12
2.01
2.12
2.40
1.83
3.16
5.35
17.71
6.05
7.77
7.61
0.79
0.75
0.72
3.64
4.11
4.37
4.67
6.97
3.30
5.43
6.59
6.95
7.87
6.00
10.36
17.55
58.10
19.85
25.49
24.96
2.59
2.46
2.36
11.94
13.48
14.33
15.32
22.86
10.82
17.81
AC ON JACKS*
FDL at 6500 mm
m
6.32
4.14
9.32
9.32
6.32
3.68
3.68
3.68
3.26
4.24
6.53
18.67
7.55
9.23
8.96
2.34
2.29
2.21
5.25
5.70
6.00
6.30
8.10
4.39
ft
20.7
13.5
30.5
30.5
20.7
12.
12.
12.
10.7
13.9
21.4
61.25
24.7
30.2
29.4
7.67
7.51
7.25
17.2
18.7
19.6
20.6
25.5
14.4
* See Section 3.28 page 3

GROUND CLEARANCES
Model 200 (230 tonnes)
1-50
Page 3
MAY 30/97
R
Printed in France
MAIN LANDING GEAR

1-50
Page 4
MAY 30/97
R
Printed in France
RADOME TRAVEL
1-50
Page 5
MAY 30/97
N
Printed in France

GROUND SERVICE CONNECTIONS
AND LOCATIONS
The ground service connections and locations are specified on pages 1 thru 12A.
1-60
Page 1
SEP 30/92
Printed in France
1 OXYGEN SYSTEM
2 EXTERNAL POWER (ELECTRICAL)
3 POTABLE WATER DRAIN
4 LOW PRESSURE PRE-CONDITIONING
5 HIGH PRESSURE AIR PRE-CONDITIONING AND ENGINE STARTING
6 IDG OIL FILLING
7 ENGINE OIL FILLING
8 PRESSURE REFUEL
9 OVERWING REFUEL
10 HYDRAULIC GROUND POWER SUPPLY (YELLOW)
11 HYD RESERVOIR FILLING AND GROUND POWER SUPPLY (GREEN)
12 HYD RESERVOIR AIR PRESSURIZATION & GROUND POWER SUPPLY (BLUE)
13 NITROGEN CHARGING FOR HYDRAULIC ACCUMULATORS
14 REFUEL/DEFUEL PANEL
15 POTABLE WATER FILLING
16 TOILET SERVICING
17 APU OIL FILLING

SYMBOLS USED ON GROUND
SERVICE CONNECTIONS DIAGRAMS
1-60
Page 2
OCT 30/93
Printed in France

GROUND SERVICE CONNECTIONS LAYOUT
1-60
Page 3
OCT 30/93
Printed in France

HYDRAULIC SYSTEM
DISTANCE
AFT OF
NOSE
A. Ground service panel for :

Green System
41.3
(135-6)
Yellow System
35.4
(116-2)
Blue System
Meters
(ft in.)
FROM AIRPLANE
CENTERLINE
R SIDE
MEAN
HEIGHT
FROM
GROUND
L SIDE
1.34
(4-5)
1.30
(4-3)
2.23
(7-4)
1.95
(6-5)
34.41
(112-11)
1.28
(4-2)
1.94
(6-4)
34.47
(113-1)
1.41
(4-8)
1.89
(6-2)
B. Reservoir Pressurization
One 1/4 in. self sealing
connection common to the 3
reservoirs.
(Blue System Ground Service Panel)
C. Accumulator Charging
five connections
(one for each accumulator) for :
1 Yellow system accumulator
35.55
(116-8)
1 Green system accumulator
41.52
(136-3)
1.33
(4-4)
2.19
(7-2)
1 Blue system accumulator
34.54
(113-4)
1.38
(4-6)
1.9
(6-3)
34.54
(113-4)
1.24
(4-1)
1.9
(6-3)
34.54
(113-4)
1.18
(3-10)
1.9
(6-3)
2 Blue system brake

accumulator
1.43
(4-8)
1.91
(6-3)
D. Reservoir Filling, 2 Connections :

One self-sealing connection for
pressurized supply on the
Green system ground service panel.
One handpump filling connection.
41.31
(135-6)
1.3
(4-3)
2.11
(6-11)

HYDRAULIC SYSTEM
1-60
Page 4
OCT 30/93
Printed in France
DISTANCE
AFT OF
NOSE
Meters
(ft in.)
FROM AIRPLANE
CENTERLINE
R SIDE
L SIDE
MEAN
HEIGHT
FROM
GROUND
E. Reservoir Drain
One 3/8 in. self-sealing connection
on reservoir for :
Yellow system
29.03
( 95.24)
2.12
(6.95)
2.40
( 7.87)
Green system
33.17
(108.82)
0.70
(2.29)
3.80
(12.46)
Blue system
29.03
( 95.24)
2.12
(6.95)
2.40
( 7.87)
Green system ground service panel
34.92
(114.56)
1.35
(4.42)
2.2
( 7.21)
Yellow system ground service panel
29.03
( 95.24)
1.30
( 4.26)
2.0
( 6.56)
Blue system ground service panel
28.03
( 91.96)
1.28
(4.19)
2.0
( 6.56)
F. Ground test
Three 1 in. self-sealing connections
and three 1-1/2 in.
self-sealing connections (one pair
per system)

HYDRAULIC SYSTEM
1-60
Page 5
OCT 30/93
Printed in France

OIL SYSTEM
A. Engine oil replenishment :
One gravity filling cap and
one pressure filling connection
per engine
DISTANCE FT IN (Meters)
ENGINE OIL
FILLING
AFT OF NOSE
84 ft 5 in
(25,729 m)
FROM AIRPLANE CENTERLINE

ENGINE 1 (Left) ENGINE 2 (Right)
34 ft 11 in
(10,661 m)
26 ft 6 in
(8,079 m)
MEAN
HEIGHT
FROM
GROUND
88 in
(2,232 m)
Tank capacity :
Full level : 8.00 US GAL (30.3 liters)
Usable
: 5.75 US GAL (21.7 liters)
B. IDG oil replenishment :
One pressure filling connection per engine
IDG OIL
PRESSURE
FILLING
CONNECTION
R
R
R
R
AFT OF NOSE
85 ft 10 in
(26,167 m)

33 ft 1 in
(10,078 m)
28 ft 5 in
(8,662 m)
MEAN
HEIGHT
FROM
GROUND
59 in
(1,50 m)
Max delivery pressure required : 40 Psi (2.75 bar)

Max OIL capacity of the IDG
Ground Service Connections

Engine Oil Tank and IDG.
PW4000 Engine
1-60
Page 6
FEB 01/95
Printed in France

OIL SYSTEM
One gravity filling cap
One Ozone self sealing pressure fill and overfill connector per engine
DISTANCE FT - IN (Meters)
ENGINE OIL
FILLING
AFT OF NOSE
78ft 5ins
(23,901m)

26ft Oins
(7,925m)
35ft 6ins
(10,820m)
MEAN
HEIGHT
FROM
GROUND
81.0ins
(2,057m)
Tank capacity :
Usable

One ozone self sealing pressure fill and overfill connector per engine
DISTANCE FT - IN (Meters)
IDG OIL
PRESSURE
FILLING
CONNECTION
AFT OF NOSE
80ft Oins
(24,384m)
R
R

31ft 8ins
(9,652m)
29ft 10ins
(9,093m)
MEAN
HEIGHT
FROM
GROUND
33.0ins
(838mm)


RR RB211 Trent - Engine
1-60
Page 6A
FEB 01/95
Printed in France

OIL SYSTEM
One gravity filling cap and
one pressure filling connection
per engine
ENGINE OIL
FILLING
AFT OF NOSE
81 ft 9 in
(24,936 m)

32 ft 9 in
(10,00 m)
28 ft 7 in
(8,732 m)
MEAN
HEIGHT
FROM
GROUND
67 in
(1,716 m)
Tank capacity :
Usable
: 6.09 US GAL (23.08 liters)
One pressure filling connection per engine
IDG OIL
PRESSURE
FILLING
CONNECTION
AFT OF NOSE
75 ft 6 in
(23,036 m)
R
R

26 ft 1 in
(7,962 m)
35 ft 4 in
(10,778 m)
MEAN
HEIGHT
FROM
GROUND
92 in
(2,354 m)


GE CF6-80E1 Engine
1-60
Page 6B
FEB 01/95
Printed in France

ENGINE OIL TANK
PW4000 ENGINE
1-60
Page 7
OCT 30/93
Printed in France

Engine Oil Tank
RB211 Trent Engine
1-60
Page 7A
OCT 30/93
Printed in France

Engine Oil Tank
GE CF6-80E1-Engine
1-60
Page 7B
JUL 01/94
Printed in France

IDG
PW4000 ENGINE
1-60
Page 8
OCT 30/93
Printed in France

IDG
RB211 Trent Engine
1-60
Page 8A
OCT 30/93
Printed in France

IDG
GE CF6-80E1 Engine
1-60
Page 8B
JUL 01/94
Printed in France

ELECTRICAL SYSTEM
DISTANCE
AFT OF
NOSE
Two standard 6 pin connectors

ISO R 461 specification
7.01
(22-12)
Meters
(ft in.)
AIRPLANE
CENTERLINE
MEAN
HEIGHT
FROM
GROUND
1.98
(6-6)
Supply :
115/200 Volt, 3-Phase, 400 Hz
Power required : 2 (90 KVA)

ELECTRICAL SYSTEM
160
Page 9
OCT 30/93
Printed in France

OXYGEN SYSTEM
NOTE : INTERNAL CHARGING CONNECTION
PROVIDED
DISTANCE
0 BASIC
1 OPTION
AFT OF
NOSE
2 OPTION
Meters
(ft in.)
FROM AIRPLANE
CENTERLINE
R SIDE
L SIDE
MEAN
HEIGHT
FROM
GROUND
OPTION 1
2.5
(8-2)
0.53
(1-8)
3.2
(10-6)
OPTION 2
2.5
(8-2)
0.68
(2-2)
3.2
(10-6)
Zero, one or two service connections (external charging in the avionics

compartment) MS22066 Std

OXYGEN SYSTEM
160
Page 10
OCT 30/93
Printed in France
ENGINE OIL REPLENISHMENT

PW4000 ENGINE
1-60
Page 10A
SEP 30/92
Printed in France
IDG Oil REPLENISHIMENT

PW4000 ENGINE
1-60
Page 10B
SEP 30/92
Printed in France
STARTER OIL REPLENISHMENT

PW4000 ENGINE
1-60
Page 10C
SEP 30/92
Printed in France

FUEL SYSTEM
DISTANCE
Four Standard 2.5 in.

connections ISO R45 SPEC.
LEFT SIDE OPTION
Two service connections
(gravity refuel)
AFT OF
NOSE
Meters
(ft in.)
FROM AIRPLANE
CENTERLINE
MEAN
HEIGHT
FROM
GROUND
R SIDE
L SIDE
30.00
(98-5)
12.6
(41-4)
12.6
(41-4)
5.00
(16-5)
34.50
(113-3)
17.2
(56-5)
17.2
(56-5)
5.80
(19-0)
Flow Rate :
1580 l/min (348 Imp. gal/min) (417 U.S. gal/min) per connection
Maximum Pressure :
50 psig (3.45 bars)

FUEL SYSTEM
1-60
Page 11
OCT 30/93
Printed in France

PNEUMATIC SYSTEM
DISTANCE
A330
AFT OF
NOSE
Two standard 3 in.

TC20 connections for engine
starting and cabin air
conditioning (HP)
Two standard 8 in. connections

(MS33562) for preconditioned
air (LP)
Meters
(ft in.)
FROM AIRPLANE
CENTERLINE
MEAN
HEIGHT
FROM
GROUND
R SIDE
L SIDE
30.57
(100-4)
0.84
(2-9)
1.79
(5-10)
30.92
(101-5)
0.84
(2-9)
1.79
(5-10)
29.03
(95-3)
0.31
(1-0)
1.86
(6.1)
29.03
(95-3)
0.76
(2-6)
1.89
(6-2)

PNEUMATIC SYSTEM
160
Page 12
OCT 30/93
Printed in France

POTABLE WATER SYSTEM
DISTANCE
A330
FROM AIRPLANE
CENTERLINE
AFT OF
NOSE
Service panel, located between frame

6970, comprising :
one heated 3/4 in. quick release
filling connection
one heated 3/4 in. overflow and
discharge connection
one ground pressurization connection
MEAN
HEIGHT
FROM
GROUND
R SIDE
L SIDE
48.15
(157-9)
0.51
(1-7)
3.15
(10-3)
14.70
(48-2)
0.60
(2-0)
1.90
(6-2)
40.18
(131-7)
0.72
(2-4)
2.46
(8-1)
Fwd drainage panel, located between

frame 2829 comprising :
one standard 3/4 in. drain connection
with back-up mechanical control
Aft drainage panel, located between
frame 5556 for A340-200 and 51.157.2
for A330, comprising :
one standard 3/4 in. drain connection
with back-up mechanical control
one standard 3/4 in. overflow and
discharge connection with back-up
mechanical control
Meters
(ft in.)
Usable capacity :
700 liters (154 Imp. gal) (185 US gal) standard
1050 liters (231 Imp. gal) (277 US gal) standard option
Fill rate :
Installation of ... in aircraft

Fwd-tank (and opt-tank)
[sect.15/16]
pressure
flow
50 PSI
3.45 bars
125 PSI
8.62 bars
aft-tank [sect.18]
50 PSI
3.45 bars
125 PSI
8.62 bars
45 l/min
73 l/min
56 l/min
85 l/min
10 Imp. gal/min 16 Imp. gal/min 12 Imp. gal/min 19 Imp. gal/min
12 US gal/min
19 US gal/min
15 US gal/min
22 US gal/min

POTABLE WATER SYSTEM
1-60
Page 13
OCT 30/93
Printed in France
Page Left Blank Intentionally
160
Page 14
OCT 30/93
Printed in France
Page Left Blank Intentionally
160
Page 14A
OCT 30/93
Printed in France

VACUUM TOILET SYSTEM
DISTANCE
AFT OF
NOSE
Waste Service panel comprising :

Standard : One standard 4 in. drain
connection and two 1 in.
flushing connections
50.65
(166-1)
Meters
(ft in.)
FROM AIRPLANE
CENTERLINE
R SIDE
L SIDE
0.09
(0-3)
MEAN
HEIGHT
FROM
GROUND
3.6
(10-8)
Standard option : One standard 4 in.

drain connection and
three 1 in. flushing
connections
Capacity waste tanks :

R
R
R
R
standard
: 700 liters (153.9 Imp. gal) (184.9 US gal.)
standard option : 1050 liters (231.0 Imp. gal) (277.4 US gal.)
Chemical fluid :
standard
: 36 liters (7.9 Imp. gal.) ( 9.5 US gal.)
standard option : 54 liters (11.9 Imp. gal.) (14.3 US gal.)

VACUUM TOILET SYSTEM
1-60
Page 15
JUL 01/94
Printed in France
AIRCRAFT GROUNDING LOCATION

The aircraft must be grounded in these conditions
when it is Refueled/Defueled
maintenance
bad weather conditions.
NOTE : In all other conditions, the electrostatic discharge through the tyre is
sufficient.
The Main Landing Gear and the Nose Landing Gear grounding Studs (1) take a
clip-on connector, such as Appleton TGR (2).
connect ground end of static electric ground connection to approved connection
on ramp or in hangar.
160
Page 16
OCT 30/93
Printed in France

CARGO COMPARTMENT
LOADING AND UNLOADING
1. General
Cargo and baggage may be containerized or palletized or loaded in bulk. It is
loaded in three underfloor compartments (forward cargo compartment, aft cargo
compartment and bulk cargo compartment).
2. Forward Cargo Compartment
A. Capacity
The FWD compartment can be loaded with different types of contaners :
R
half size containers, full size contianers, pallets (see example of

combinations page 5)
B. Access Door (Ref. Section 1-40, page 5)
3. Aft Cargo Compartment
A. Capacity
The aft compartment can be loaded with different types of containers :
halt size containers, full size containers, pallets (see example of

combinations page 5)
4. Bulk Cargo Compartment
A. Capacity
The volume of the bulk cargo compartment is 19.7 m3 (695 cu.ft). The
compartment extends from FR 65 to FR 73. It can accommodate up to 3 468 kg
(7 645 lb) of baggage or freight (based on an average density of 11 lb/Ft3
(176 kg/m3)
1-70
Page 1
JAN 30/98
Printed in France
LOWER DECK COMPARTMENTS

CARGO - A330-300
1-70
Page 2
JAN 30/98
R
Printed in France
Palletized volume
300
Containerized volume
300
Forward
Door size (h w)
66.89 in 106.34 in
(1.699 m 2.701 m)
2 430 cu.ft.
(68.8 cu.m)
based on 96 in 125 in
pallets loaded to height
of 64 in (1.625 m)
2 808 cu.ft.
(79.5 cu.m)
based on LD3
(IATA E NAS 3610-2K2C)
container volume
Aft
Door size (h w)
66.61 in 107.68 in
(1.692 m 2.735 m)
1 620 cu.ft.
(45.87 cu.m)
of 64 in (1.625 m)
2 184 cu.ft.
(61.8 cu.m)
based on LD3
container volume
Cargo Compartment
Bulk
Door size (h w)
37.3 in 37.3 in
(0.95 m 0.95 m)
695 cu.ft = 19.7 cu.m

CARGO HOLD VOLUME
1-70
Page 2A
SEP 30/92
Printed in France

CARGO - A330-200
1-70
Page 3
JAN 30/98
R
Printed in France
A330-300
Palletized volume
300
300
Forward
Door size (h w)
66.89 in 106.34 in
(1.699 m 2.701 m)
2 442 cu.ft.
(69.1 cu.m)
of 64 in (1.625 m)
2 844 cu.ft.
(80.5 cu.m)
based on LD3
container volume
Aft
Door size (h w)
66.3 in 107.1 in
(1.683 m 2.721 m)
1 628 cu.ft.
(46.0 cu.m)
of 64 in (1.625 m)
2 212 cu.ft.
(62.6 cu.m)
based on LD3
container volume
Cargo Compartment
Bulk
Door size (h w)
37.3 in 37.3 in
(0.95 m 0.95 m)
695 cu.ft = 19.7 cu.m
A330-200
Palletized volume
200
200
Forward
Door size (h w)
66.89 in 106.34 in
(1.699 m 2.701 m)
1 628 cu.ft.
(46.0 cu.m)
2 212 cu.ft.
(62.6 cu.m)
Aft
Door size (h w)
66.3 in 107.1 in
(1.683 m 2.721 m)
1 628 cu.ft.
(46.0 cu.m)
1 896 cu.ft.
(53.6 cu.m)
Cargo Compartment
Bulk
Door size (h w)
37.3 in 37.3 in
(0.95 m 0.95 m)
695 cu.ft = 19.7 cu.m

CARGO HOLD VOLUME
1-70
Page 4
JAN 30/98
R
Printed in France
Cargo flexibility loading combinations
Typical Loading combinations standard aircraft
A330-300
A330-200
FWD
AFT
FWD
AFT
18
14
14
12
Half-size containers NAS 3610-2K2C as per IATA

contour C limited to max gross weight 3 500 lb
(1 587 kg) each
Full-size containers NAS 3610-2L2C as per IATA

contour F or 60.4 in 61.5 in pallets NAS
3610-2L3P, 2L4P limited to max gross weight
7 000 lb (3174 kg) each
96 in 125 in pallets NAS 3610-2M1P, 2P, 3P

limited to max gross weight 10 200 lb (4 626 kg)
each (with potential for extension to 11 250 lb
(5 103 kg)
Half-size containers NAS 3610-2K2C as per IATA

contour E or 60.4 in 61.5 in pallets
NAS 3610-2K3P limited to max gross weight 3 500 lb
(1 587 kg) each
Plus Half-size containers NAS 3610-2K2C as per IATA

contour E or N limited to max gross weight 3 500 lb
(1 587 kg) each
. Or 60.4 in 61.5 in pallets NAS 3610-2K3P limited
to max gross weight 3 500 lb (1 587 kg) each
. Or 60.4 in 125 in pallets NAS 3610-2L3P, 2L4P
limited to max gross weight 7 000 lb (3 174 kg)
each
. Or full-size containers NAS 3610-2L2C as per IATA
contour P limited to max gross weight 7 000 lb
(3174 kg) each

LOADING COMBINATIONS
1-70
Page 5
JAN 30/98
R
Printed in France
DIFFERENT TYPES OF CONTAINERS AND PALLETS

1-70
Page 6
JAN 30/98
R
Printed in France

QUICK REFERENCE GUIDELINE FOR A/C RECOVERY
1. OBTAIN INITIAL INFORMATION ABOUT INCIDENT.
2. ESTABLISH COMMUNICATION WITH LOCAL AIRLINE/AGENT/OWN REPRESENTATIVE.
3. DISPATCH DESIGNATED PERSON FROM RECOVER TEAM TO MAKE A DETAILED SURVEY ON
SITE.
4. PREPARATION AND SELECTION OF PERSONNEL/EQUIPMENT/MANUALS.
5. CHECK AVAILABILITY FOR IATP-KITS AND ORDER IF REQUIRED.
ON THE SITE
1. ESTABLISH NECESSARY CONTACT WITH LOCAL SECURITY/FIRE FIGHTING BRIGADE TO
SECURE THE SITE, AND PROVIDE AREA MAP.
2. FORMULATE DETAILED A/C RECOVERY PLAN.
3. OBTAIN NECESSARY CLEARANCE FROM LOCAL AUTHORITIES TO PROCEED WITH RECOVERY
OPERATION.
4. A) ESTABLISH COMMUNICATION TO/FROM AND ON SITE.
B) ESTABLISH TRANSPORTATION TO/FROM SITE.
C) ESTABLISH ACCOMODATION AND FACILITIES AS NECESSARY ON SITE.
5. CONTACT LOCAL AIRLINES, AIRPORT AUTHORITIES AND LOCAL SUPPLIERS FOR
ASSISTANCE.
A) HEAVY MACHINERY/CRANES, ETC.
B) ACCESS ROADS BUILDING MATERIALS.
C) TIMBER/GRAVEL/SAND/STEEL PLATES, ETC.
D) LIGHTING EQUIPMENT.
2-05
Page 1
SEP 30/92
Printed in France

6. MAKE ACCESS TO BAGGAGE/CARGO FOR REMOVAL.
A) CHECK MANIFESTS FOR RESTRICTED ARTICLES.
B) REMOVE REF. RESP. REC. MANUAL.
7. WEIGHT AND BALANCE CALCULATION.
8. CAUTION : CHECK THAT RECOVERY PLAN DETAILED IN ITEM 2
IS STILL VALID AND ALL SAFETY PRECAUTIONS ARE TAKEN.
9. REMOVAL OF MAJOR COMPONENTS AS NECESSARY.
A) TO LIGHTEN A/C.
B) DUE TO WIND FORCES.
C) DUE AUTHORITY REQUEST (VERT. FIN).
10. MAKE PREPARATION FOR :
A) TETHERING
B) LIFTING
REF. RESP. REC. MANUAL
C) MOVING
11. PREPARE FOR HANGARING AND PARKING.
2-05
Page 2
SEP 30/92
Printed in France

DAMAGE AND TERRAIN
1. The exact condition of a damaged aircraft must be ascertained in order to

prepare for its recovery and make arrangements for its repair at the earliest
opportunity.
WARNING : PRIOR TO STARTING RECOVERY PROPER, DISCONNECT AND REMOVE ALL
AIRCRAFT BATTERIES ; IF REMOVAL IS NOT POSSIBLE, DISCONNECT AND
INSULATE THE BATTERY GROUND TO AVOID ACCIDENTS WHICH MAY ARISE
BECAUSE OF SHORT CIRCUITS.
2. After the obvious damage has been observed, the structural condition of the
aircraft should be determined and an attempt made to visualize how the impact
might have been transmitted to other members. To this effect, throughly check
the external structure to the aircraft, panel by panel ; joggles, bulges in
the skin or at structural joints are indications of structure internal
damage ; rivets, bolts or other fasteners that are torn off or damaged are
also signs of damage and justify an internal inspection of the zones
concerned.
3. If the accident has been caused by any malfunction of the landing gear, it is
often possible to tow the aircraft after it has been lifted. It should be
determined whether the structure is capable of supporting the weight of the
aircraft lowered on to the gear. Several cases may occur :
A. The gears were up locked when the aircraft landed ; the aircraft rests on
the engines and on the aft fuselage. It is very probable the gears may be
extended and downlocked, after the aircraft has been jacked, and used for
normal towing.
B. When landing, the aircraft touched the runway violently or got bogged. The
gears or the gear struts have been damaged ; in certain cases, it will be
possible to strengthen the damaged parts temporarily by means of braces in
order to downlock the gear for towing.
C. If the gears have collapsed after touchdown because of a malfunction of
the landing gear locking, it is possible, if the condition of the aircraft
so allows, to strengthen the damaged parts, temporarily, as described
above.
2-10
Page 1
SEP 30/92
Printed in France

4. The violence of the shock, the position of the damaged aircraft and the
conditions of the terrain on which it landed, are major factors to be
considered in determining the method of recovery.
The other factors are :
A. Immediate availability of lifting equipment
B. Urgency of removal
C. The necessity of reducing the weight of the aircraft to ensure a safe
lifting operation.
2-10
Page 2
SEP 30/92
Printed in France

DAMAGE CONTROL AND SAFETY
1. General
All necessary precautions must be taken when carrying out recovery operations
on crashed aircraft to avoid injury to personnel or damage to equipment.
WARNING : IT IS STRICTLY FORBIDDEN TO SMOKE OR EXPOSE NAKED LIGHTS.
2. Batteries
WARNING : PRIOR TO STARTING RECOVERY PROPER, DISCONNECT AND REMOVE ALL
AIRCRAFT BATTERIES ; IF REMOVAL IS NOT POSSIBLE, DISCONNECT AND
INSULATE THE BATTERY GROUND TO AVOID ACCIDENTS WHICH MAY ARISE
BECAUSE OF SHORT CIRCUITS.
3. Oxygen
WARNING : A WARNING NOTICE SHALL BE INSTALLED IN THE WORK AREA. PERSONNEL
SHALL CLEAN TOOLS AND ENSURE THAT THEIR HANDS ARE CLEAN TO AVOID
CONTAMINATION.
STRICTLY PROHIBIT ANY ELECTRICAL POWER SUPPLY ON THE AIRCRAFT.
PROHIBIT ANY OPERATION ON THE AIRCRAFT.
USE ONLY TOOLS AND EQUIPMENT SPECIFICALLY ALLOCATED FOR HANDLING
OXYGEN.
GROUND THE AIRCRAFT ELECTROSTATICALLY AND EFFECT A GROUND
CONNECTION BETWEEN THE EQUIPMENT AND THE AIRCRAFT.
PERSONNEL IN CHARGE OF CARRYING OUT THE ACTIONS BELOW MUST BE AWARE
OF THE RISKS INVOLED IN HANDLING OXYGEN WHICH ENHANCES COMBUSTION
IN THE PRESENCE OF FUEL, AND BECOMES EXPLOSIVE IN THE PRESENCE OF
HYDROCARBONS (FUELS, LUBRICANTS).
4. Fuel Tank Defueling
WARNING : BEFORE PROCEEDING WITH MAINTENANCE WORK ON OR NEAR MECHNICAL FLIGHT
CONTROLS OR PRIMARY FLIGHT CONTROL SURFACES, LANDING GEARS,
ASSOCIATED DOORS OR ANY MOVING COMPONENT, MAKE CERTAIN THAT GROUND
SAFETIES AND/OR WARNING NOTICES ARE IN CORRECT POSITION TO PREVENT
INADVERTENT OPERATION OF CONTROLS.
BEFORE POWER IS SUPPLIED TO THE AIRCRAFT MAKE CERTAIN THAT
ELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED.
BEFORE PRESSURIZING FUEL SYSTEMS, MAKE CERTAIN THAT FUEL SYSTEM
UNDER MAINTENANCE HAS BEEN ISOLATED.
CHECK THAT THE LANDING GEAR GROUND SAFETIES INCLUDING WHEEL CHOCKS
ARE IN POSITION.
2-20
Page 1
SEP 30/92
Printed in France

BEFORE UNDERTAKING MAINTENANCE OPERATIONS ON THE FUEL SYSTEM, MAKE
CERTAIN THAT FIRE FIGHTING EQUIPMENT IS READILY AVAILABLE AND IN
PROXIMITY TO THE WORK AREA.
BEFORE CONNECTING THE TANKER'S REFUELING HOSE TO THE AIRCRAFT, MAKE
CERTAIN THAT BOTH THE TANKER AND THE AIRCRAFT ARE CORRECTLY
CONNECTED TO AN APPROVED GROUND AND THAT ELECTRICAL BONDING BETWEEN
THE AIRCRAFT AND THE TANKER IS EFFECTED.
5. External Power
WARNING : BEFORE POWER IS SUPPLIED TO THE AIRCRAFT, MAKE CERTAIN THAT
ELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED.
WARNING : IT IS FORBIDDEN TO DISCONNECT THE GROUND POWER UNIT CONNECTOR WHEN
THE CIRCUIT IS ENERGIZED AS THIS COULD CAUSE ARCING WHICH WOULD BE
DANGEROUS FOR PERSONNEL, OR DAMAGE TO EQUIPMENT. CUT OFF THE
ELECTRICAL SUPPLY BEFORE DISCONNECTING THE GROUND POWER UNIT
CONNECTOR.
WARNING : WITH ELECTRICAL NETWORK ENERGIZED AND NLG SHOCK ABSORBER EXTENDED
THE BLUE HYD. SYS. ELECTRIC PUMP WILL AUTOMATICALLY RUN.
OPEN, SAFETY AND TAG C/B 2701 GJ AND 2702 GJ TO ISOLATE THE PUMP.
6. Towing
WARNING : BEFORE POSITIONING THE LOCKING DEVICES, MAKE CERTAIN THAT THE
LANDING GEAR IS DOWNLOCKED.
CAUTION : THE LANDING GEAR BRACE STRUT LOCKING DEVICES MUST ALWAYS BE FITTED
WHEN THE AIRCRAFT IS ON THE GROUND OR BEING TOWED.
USE ONLY TOWING EQUIPMENT DESIGNED OR APPROVED BY THE AIRCRAFT
MANUFACTURER.
2-20
Page 2
SEP 30/92
Printed in France

WEIGHT AND H-ARM MANUAL
1. General
An accurate knowledge of the weight and horizontal arm from station 0 (zero)
(h-arm) location of a damaged aircraft is essential to determine the required
capacity of lifting and transportation facilities. In practically all cases,
it is advisable to reduce the weight of the aircraft as much as possible by
removing fuel and water, cargo and in certain cases some major aircraft
components : engines, flight surfaces etc...
2. Lifting weight of the Aircraft
A. Definition
The aircraft lifting weight (REW = Recoverable Empty Weight) is the
aircraft empty weight (MEW = Manufacturer's Empty Weight) plus the weight
of various items of operational equipment that are an integral part of the
aircraft.
The Manufacturer's Empty Weight is the dry weight (without fuel)
guaranteed by the manufacturer. The H-arm is given with the aircraft
considered in gears extended, flaps and slats retracted configuration.
B. Determination of the Lifting Weight
Obtain from the Weight and Balance Manual (WBM) the MEW of the considered
aircraft.
Obtain from this WBM supplement the weight of particular items of
equipment.
The sum of these different weights is the REW (Recoverable Empty Weight).
2-30
Page 1
SEP 30/92
Printed in France

EMPTY WEIGHT REVISION AND H-ARM LOCATION COMPUTATION
1. Revised REW
With the REW having been computed as per page 1, subtract from the weight
obtained, the weight of the various components or items or equipment of the
aircraft in question which have been removed to reduce the weight of the
aircraft or which have been torn off or lost during the accident.
The weights of such equipment are given in the Weight and Balance Manual
(WBM).
The weights of major components of the aircraft which may be removed or torn
off in the accident are given in section 2-31 fig. 1 and 1A.
2. H-arm Location Computation
Using the data of the Weight and Balance Manual (WBM)
Compute the moments of :
a) The Manufacturer's Empty Weight (MEW)
b) The various items of equipment remaining on board.
Sum up these moments
Moment = Weight H-arm Location
Sum up the aircraft empty weight and the weight of the equipment
remaining on board.
Determine the location
Sum of the moments
H-arm =
Sum of the weights
Convert H-arm into %RC (Reference Chord).
%RC =
H-arm 34.532
0.0727
With the RC percentage obtained for the complete aircraft :

Using section 2-31, note any variations in H-arm location caused by
components having been torn off in the accident or removed.
Using the table in section 2-31, note any variations in H-arm location
due to the position of the nose gear, the flaps and the slats.
Compute the algebraic sum of these values.
Add or subtract, according to the sign, this sum to the %RC previously
obtained ; the H-arm location is obtained in percentage of RC of the
considered aircraft.
2-30
Page 2
OCT 30/93
Printed in France

EFFECTS OF MOVING COMPONENTS ON THE AIRCRAFT CG
Balance effects caused by operation of slats, flaps, thrust reverser and
landing gears are given below.
A. Slats and flaps extension
COCKPIT INDICATION ()
SLATS
INBOARD/
OUTBOARD
FLAPS
14/16
MOMENTS
SLATS
FLAPS
TOTAL
Kgm
FtLb
Kgm
FtLb
Kgm
FtLb
498
3602
498
3602
14/16
498
3602
+ 823
+ 5953
+ 325
+ 2351
17.7/20
14
638
4615
+ 966
+ 6987
+ 328
+ 2372
19.6/23
22
719
5201
+ 1087
+ 7862
+ 368
+ 2662
19.6/23
32
719
5201
+ 1195
+ 8643
+ 476
+ 3443
B. Thrust reverser extension

Thrust reverser = Negligeable
C. Landing gear retraction
MOMENTS
NLG
MLG
Kgm
FtLb
Kgm
FtLb
974
7045
3372
24390
2-31
Page 1
OCT 30/93
Printed in France

WEIGHT AND AIRCRAFT CG VARIATIONS DUE TO ANY FLUIDS
ABOARD OTHER THAN FUEL
1. Waste tanks
ITEM
WEIGHT
H-ARM
MOMENTS
(kg)
(lb)
(m)
ft
Kgm
FtLb
Tank No 1
350
771.61
56.914
186.723
19 920
144 077
Tank No 2
350
771.61
57.696
189.289
20 194
146 057
2. Potable water
ITEM
WEIGHT
H-ARM
MOMENTS
(kg)
(lb)
(m)
ft
Kgm
FtLb
Tank No 1
350
771.61
44.470
145.897
15 565
112 576
Tank No 2
350
771.61
57.021
187.074
19 957
144 346
3. Hydraulic system fluid
LOCATION
Tanks
a) Green
b) Yellow
c) Blue
WEIGHT
(kg)
H-ARM
(lb)
MOMENTS
(m)
ft
Kgm
FtLb
28
24
17
61.73
52.91
37.48
39.565
35.407
35.407
129.804
116.163
116.163
1 108
850
602
8 000
6 146
4 354
Systems
426
939.16
38.242
125.464
16 291
117 833
Aircraft total
495
1 091.27
38.082
124.939
18 851
136 349
2-31
Page 2
OCT 30/93
Printed in France

WEIGHT AND AIRCRAFT CG VARIATIONS DUE TO CARGO ABOARD
1. Establish the mass of the containers or pallets remaining in each cargo
compartment.
2. In order to determine the effect of this cargo on the aircraft CG location
proceed as mentioned in section 2-33, pages 1 to 3 (read cargo instead of
fuel in the corresponding applicable text and formula).
Using the following tables the masses of each container or pallet are
specified in increments of 250 kg (551 lb) or 500 kg (1 102 lb) for easy
interpolation. The values in column H-ARM represent the distance of the CG
of each container or pallet to the point about which the resulting "MOMENTS"
are being taken.
Adjusting the masses of the cargo load can reduce the lifting load by the
CARGO MOMENTS listed in the following tables :
2-31
Page 3
OCT 30/93
Printed in France

CARGO MOMENTS
1. FWD Cargo Compartment
A. Half Size Containers (NAS 3610.2K1C, 2K2C) 60.4 61.5 in MAX IATA
contour E, G.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
1 587
15.432
24 491
3 500
50.629
177 201
1 250
15.432
19 290
2 756
50.629
139 534
1 000
15.432
15 432
2 205
50.629
111 637
11 R+L
750
15.432
11 574
1 653
50.629
83 690
500
15.432
7 716
1 102
50.629
55 793
250
15.432
3 858
551
50.629
27 897
---------------------------------------------- ---------------------------------1 587
17.218
27 325
3 500
56.489
197 711
1 250
17.218
21 522
2 756
56.489
155 684
1 000
17.218
17 218
2 205
56.489
124 558
12 R+L
750
17.218
12 913
1 653
56.489
93 376
500
17.218
8 609
1 102
56.489
62 251
250
17.218
4 304
551
56.489
31 125
---------------------------------------------- ---------------------------------1 587
18.801
29 837
3 500
61.682
215 887
1 250
18.801
23 501
2 756
61.682
169 996
1 000
18.801
18 801
2 205
61.682
136 009
13 R+L
750
18.801
14 101
1 653
61.682
101 960
500
18.801
9 400
1 102
61.682
67 974
250
18.801
4 700
551
61.682
33 987
---------------------------------------------- ---------------------------------1 587
20.563
32 633
3 500
67.463
236 120
1 250
20.563
25 704
2 756
67.463
185 928
1
000
20.563
20
563
2
205
67.463
148 756
21 R+L
750
20.563
15 422
1 653
67.463
111 516
500
20.563
10 281
1 102
67.463
74 344
250
20.563
5 141
551
67.463
37 172
---------------------------------------------- ---------------------------------1 587
22.146
35 146
3 500
72.657
254 300
1 250
22.146
27 682
2 756
72.657
200 242
1 000
22.146
22 146
2 205
72.657
160 209
22 R+L
750
22.146
16 609
1 653
72.657
120 102
500
22.146
11 073
1 102
72.657
80 068
250
22.146
5 536
551
72.657
40 034
---------------------------------------------- ---------------------------------1 587
23.728
37 656
3 500
77.847
272 464
1 250
23.728
29 660
2 756
77.847
214 546
1 000
23.728
23 728
2 205
77.847
171 653
23 R+L
750
23.728
17 796
1 653
77.847
128 681
500
23.728
11 864
1 102
77.847
85 787
250
23.728
5 932
551
77.847
42 894
---------------------------------------------- ---------------------------------1 587
25.491
40 454
3 500
83.631
292 708
1 250
25.491
31 864
2 756
83.631
230 487
1
000
25.491
25
491
2
205
83.631
184 406
24 R+L
750
25.491
19 118
1 653
83.631
138 242
500
25.491
12 745
1 102
83.631
92 161
250
25.491
6 373
551
83.631
46 081
---------------------------------------------- ---------------------------------1 587
27.073
42 965
3 500
88.821
310 873
1 250
27.073
33 841
2 756
88.821
244 791
1
000
27.073
27
073
2
205
88.821
195 850
25 R+L
750
27.073
20 305
1 653
88.821
146 821
500
27.073
13 536
1 102
88.821
97 881
250
27.073
6 768
551
88.821
48 940
---------------------------------------------- ---------------------------------1 587
28.655
45 475
3 500
94.011
329 038
1 250
28.655
35 819
2 756
94.011
259 094
1 000
28.655
28 655
2 205
94.011
207 294
26 R+L
750
28.655
21 491
1 653
94.011
155 400
500
28.655
14 327
1 102
94.011
103 600
250
28.655
7 164
551
94.011
51 800
2-31
Page 4
OCT 30/93
Printed in France

CARGO MOMENTS
B. Half Size Containers (NAS 3610.2K1C, 2K2C) 60.4 61.5 in MAX IATA
contour C, H.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
1 587
15.432
24 491
1 250
15.432
19 290
11
1 000
15.432
15 432
R or L
750
15.432
11 574
500
15.432
7 716
250
15.432
3 858
---------------------------------------------1 587
17.218
27 325
1 250
17.218
21 522
12
1 000
17.218
17 218
R or L
750
17.218
12 913
500
17.218
8 609
250
17.218
4 304
---------------------------------------------1 587
18.801
29 837
1 250
18.801
23 501
13
1 000
18.801
18 801
R or L
750
18.801
14 101
500
18.801
9 400
250
18.801
4 700
---------------------------------------------1 587
20.563
32 633
1 250
20.563
25 704
21
1 000
20.563
20 563
R or L
750
20.563
15 422
500
20.563
10 281
250
20.563
5 141
---------------------------------------------1 587
22.146
35 146
1 250
22.146
27 682
22
1 000
22.146
22 146
R or L
750
22.146
16 609
500
22.146
11 073
250
22.146
5 536
---------------------------------------------1 587
23.728
37 656
1 250
23.728
29 660
23
1 000
23.728
23 728
R or L
750
23.728
17 796
500
23.728
11 864
250
23.728
5 932
---------------------------------------------1 587
25.491
40 454
1 250
25.491
31 864
24
1 000
25.491
25 491
R or L
750
25.491
19 118
500
25.491
12 745
250
25.491
6 373
---------------------------------------------1 587
27.073
42 965
1 250
27.073
33 841
25
1 000
27.073
27 073
R or L
750
27.073
20 305
500
27.073
13 536
250
27.073
6 768
---------------------------------------------1 587
28.655
45 475
1 250
28.655
35 819
26
1 000
28.655
28 655
R or L
750
28.655
21 491
500
28.655
14 327
250
28.655
7 164
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
3 500
50.629
177 201
2 756
50.629
139 534
2 205
50.629
111 637
1 653
50.629
83 690
1 102
50.629
55 793
551
50.629
27 897
---------------------------------3 500
56.489
197 711
2 756
56.489
155 684
2 205
56.489
124 558
1 653
56.489
93 376
1 102
56.489
62 251
551
56.489
31 125
---------------------------------3 500
61.682
215 887
2 756
61.682
169 996
2 205
61.682
136 009
1 653
61.682
101 960
1 102
61.682
67 974
551
61.682
33 987
---------------------------------3 500
67.463
236 120
2 756
67.463
185 928
2 205
67.463
148 756
1 653
67.463
111 516
1 102
67.463
74 344
551
67.463
37 172
---------------------------------3 500
72.657
254 300
2 756
72.657
200 242
2 205
72.657
160 209
1 653
72.657
120 102
1 102
72.657
80 068
551
72.657
40 034
---------------------------------3 500
77.847
272 464
2 756
77.847
214 546
2 205
77.847
171 653
1 653
77.847
128 681
1 102
77.847
85 787
551
77.847
42 894
---------------------------------3 500
83.631
292 708
2 756
83.631
230 487
2 205
83.631
184 406
1 653
83.631
138 242
1 102
83.631
92 161
551
83.631
46 081
---------------------------------3 500
88.821
310 873
2 756
88.821
244 791
2 205
88.821
195 850
1 653
88.821
146 821
1 102
88.821
97 881
551
88.821
48 940
---------------------------------3 500
94.011
329 038
2 756
94.011
259 094
2 205
94.011
207 294
1 653
94.011
155 400
1 102
94.011
103 600
551
94.011
51 800
2-31
Page 5
OCT 30/93
Printed in France

CARGO MOMENTS
C. Full Size Containers (NAS 3610-2L1C, 2L2C) 60.4 125 in MAX IATA contour F.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
3 174
15.432
48 981
7 000
50.629
354 403
2 500
15.432
38 580
5 511
50.629
279 016
2 000
15.432
30 864
4 409
50.629
223 223
11
1 500
15.432
23 148
3 307
50.629
167 430
1 000
15.432
15 432
2 205
50.629
111 637
500
15.432
7 716
1 102
50.629
55 793
---------------------------------------------- ---------------------------------3 174
17.218
54 650
7 000
56.489
395 423
2 500
17.218
43 045
5 511
56.489
311 311
2
000
17.218
34
436
4
409
56.489
249 060
12
1 500
17.218
25 827
3 307
56.489
186 809
1 000
17.218
17 218
2 205
56.489
124 558
500
17.218
8 609
1 102
56.489
62 251
---------------------------------------------- ---------------------------------3 174
18.801
59 674
7 000
61.682
431 774
2 500
18.801
47 002
5 511
61.682
339 929
2 000
18.801
37 602
4 409
61.682
271 956
13
1 500
18.801
28 201
3 307
61.682
203 982
1 000
18.801
18 801
2 205
61.682
136 009
500
18.801
9 400
1 102
61.682
67 974
---------------------------------------------- ---------------------------------3 174
20.563
65 267
7 000
67.463
472 241
2 500
20.563
51 407
5 511
67.463
371 789
2 000
20.563
41 126
4 409
67.463
297 444
21
1 500
20.563
30 844
3 307
67.463
223 100
1 000
20.563
20 563
2 205
67.463
148 756
500
20.563
10 281
1 102
67.463
74 344
---------------------------------------------- ---------------------------------3 174
22.146
70 291
7 000
72.657
508 599
2 500
22.146
55 365
5 511
72.657
400 489
2 000
22.146
44 292
4 409
72.657
320 345
22
1 500
22.146
33 219
3 307
72.657
240 277
1 000
22.146
22 146
2 205
72.657
160 209
500
22.146
11 073
1 102
72.657
80 068
---------------------------------------------- ---------------------------------3 174
23.728
75 313
7 000
77.847
544 929
2 500
23.728
59 320
5 511
77.847
429 015
2
000
23.728
47
456
4
409
77.847
343 227
23
1 500
23.728
35 592
3 307
77.847
257 440
1 000
23.728
23 728
2 205
77.847
171 653
500
23.728
11 864
1 102
77.847
85 787
---------------------------------------------- ---------------------------------3 174
25.491
80 908
7 000
83.631
585 417
2 500
25.491
63 727
5 511
83.631
460 890
2 000
25.491
50 982
4 409
83.631
368 729
24
1 500
25.491
38 236
3 307
83.631
276 568
1 000
25.491
25 491
2 205
83.631
184 406
500
25.491
12 745
1 102
83.631
92 161
---------------------------------------------- ---------------------------------3 174
27.073
85 930
7 000
88.821
621 747
2 500
27.073
67 682
5 511
88.821
489 493
2 000
27.073
54 146
4 409
88.821
391 612
25
1 500
27.073
40 609
3 307
88.821
293 731
1 000
27.073
27 073
2 205
88.821
195 850
500
27.073
13 536
1 102
88.821
97 881
---------------------------------------------- ---------------------------------3 174
28.655
90 951
7 000
94.011
658 077
2 500
28.655
71 637
5 511
94.011
518 095
2
000
28.655
57
310
4
409
94.011
414 494
26
1 500
28.655
42 982
3 307
94.011
310 894
1 000
500
28.655
28.655
28 655
14 327
2 205
1 102
94.011
94.011
207 294
103 600
2-31
Page 6
OCT 30/93
Printed in France

CARGO MOMENTS
D. Full Size Containers (NAS 3610-2A2C, 2A6C) 88 125 in MAX IATA
contour F.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
4 626
15.783
73 012
4 000
15.783
63 132
3 500
15.783
55 240
3 000
15.783
47 349
11P
2 500
15.783
39 457
2 000
15.783
31 566
1 500
15.783
23 674
1 000
15.783
15 783
500
15.783
7 891
---------------------------------------------4 626
18.450
85 350
4 000
18.450
73 800
3 500
18.450
64 575
3 000
18.450
55 350
12P
2 500
18.450
46 125
2 000
18.450
36 900
1 500
18.450
27 675
1 000
18.450
18 450
500
18.450
9 225
---------------------------------------------4 626
20.914
96 748
4 000
20.914
83 656
3 500
20.914
73 199
3 000
20.914
62 742
21P
2 500
20.914
52 285
2 000
20.914
41 828
1 500
20.914
31 371
1 000
20.914
20 914
500
20.914
10 457
---------------------------------------------4 626
23.377
108 142
4 000
23.377
93 508
3 500
23.377
81 819
3 000
23.377
70 131
22P
2 500
23.377
58 442
2 000
23.377
46 754
1 500
23.377
35 065
1 000
23.377
23 377
500
23.377
11 688
---------------------------------------------4 626
25.841
119 540
4 000
25.841
103 364
3 500
25.841
90 443
3 000
25.841
77 523
23P
2 500
25.841
64 602
2 000
25.841
51 682
1 500
25.841
38 761
1 000
25.841
25 841
500
25.841
12 920
---------------------------------------------4 626
28.305
130 939
4 000
28.305
113 220
3 500
28.305
99 067
3 000
28.305
84 915
24P
2 500
28.305
70 762
2 000
28.305
56 610
1 500
28.305
42 457
1 000
28.305
28 305
500
28.305
14 152
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
10 200
51.781
528 166
8 818
51.781
456 605
7 716
51.781
399 542
6 614
51.781
342 480
5 511
51.781
285 365
4 409
51.781
228 302
3 307
51.781
171 240
2 205
51.781
114 177
1 102
51.781
57 063
---------------------------------10 200
60.531
617 416
8 818
60.531
533 762
7 716
60.531
467 057
6 614
60.531
400 352
5 511
60.531
333 586
4 409
60.531
266 881
3 307
60.531
200 176
2 205
60.531
133 471
1 102
60.531
66 705
---------------------------------10 200
68.615
699 873
8 818
68.615
605 047
7 716
68.615
529 433
6 614
68.615
453 820
5 511
68.615
378 137
4 409
68.615
302 523
3 307
68.615
226 910
2 205
68.615
151 296
1 102
68.615
75 614
---------------------------------10 200
76.695
782 289
8 818
76.695
676 296
7 716
76.695
591 779
6 614
76.695
507 261
5 511
76.695
422 666
4 409
76.695
338 148
3 307
76.695
253 630
2 205
76.695
169 112
1 102
76.695
84 518
---------------------------------10 200
84.779
864 746
8 818
84.779
747 581
7 716
84.779
654 155
6 614
84.779
560 728
5 511
84.779
467 217
4 409
84.779
373 791
3 307
84.779
280 364
2 205
84.779
186 938
1 102
84.779
93 426
---------------------------------10 200
92.863
947 203
8 818
92.863
818 866
7 716
92.863
716 531
6 614
92.863
614 196
5 511
92.863
511 768
4 409
92.863
409 433
3 307
92.863
307 098
2 205
92.863
204 763
1 102
92.863
102 335
2-31
Page 7
OCT 30/93
Printed in France

CARGO MOMENTS
E. Full Size Containers (NAS 3610-2M1C, 2M3C) 96 125 in MAX IATA contour F
CONTAINER
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
5 103
15.885
81 061
4 500
15.885
71 482
4 000
15.885
63 540
3 500
15.885
55 597
3
000
15.885
47 655
11P
2 500
15.885
39 712
2 000
15.885
31 770
1 500
15.885
23 827
1 000
15.885
15 885
500
15.885
7 942
------------------------------------------------5 103
18.348
93 630
4 500
18.348
82 566
4 000
18.348
73 392
3 500
18.348
64 218
3 000
18.348
55 044
12P
2 500
18.348
45 870
2 000
18.348
36 696
1 500
18.348
27 522
1 000
18.348
18 348
500
18.348
9 174
------------------------------------------------5 103
20.812
106 204
4 500
20.812
93 654
4 000
20.812
83 248
3 500
20.812
72 842
3 000
20.812
62 436
21P
2 500
20.812
52 030
2 000
20.812
41 624
1 500
20.812
31 218
1 000
20.812
20 812
500
20.812
10 406
------------------------------------------------5 103
23.276
118 777
4 500
23.276
104 742
4 000
23.276
93 104
3 500
23.276
81 466
3
000
23.276
69 828
22P
2 500
23.276
58 190
2 000
23.276
46 552
1 500
23.276
34 914
1 000
23.276
23 276
500
23.276
11 638
------------------------------------------------5 103
25.740
131 351
4 500
25.740
115 830
4 000
25.740
102 960
3 500
25.740
90 090
3 000
25.740
77 220
23P
2 500
25.740
64 350
2 000
25.740
51 480
1 500
25.740
38 610
1 000
25.740
25 740
500
25.740
12 870
------------------------------------------------5 103
28.203
143 920
4 500
28.203
126 913
28.203
112 812
4 000
3 500
28.203
98 710
28.203
84 609
3 000
24P
28.203
70 507
2 500
2 000
28.203
56 406
28.203
42 304
1 500
28.203
28 203
1 000
500
28.203
14 101
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
11 250
52.115
586 294
9 920
52.115
516 981
8 818
52.115
459 550
7 716
52.115
402 119
6 614
52.115
344 689
5 511
52.115
287 206
4 409
52.115
229 775
3 307
52.115
172 344
2 205
52.115
114 914
1 102
52.115
57 431
-----------------------------------11 250
60.196
677 205
9 920
60.196
597 144
8 818
60.196
530 808
7 716
60.196
464 472
6 614
60.196
398 136
5 511
60.196
331 740
4 409
60.196
265 404
3 307
60.196
199 068
2 205
60.196
132 732
1 102
60.196
66 336
-----------------------------------11 250
68.280
768 150
9 920
68.280
677 338
8 818
68.280
602 093
7 716
68.280
526 848
6 614
68.280
451 604
5 511
68.280
376 291
4 409
68.280
301 046
3 307
68.280
225 802
2 205
68.280
150 557
1 102
68.280
75 245
-----------------------------------11 250
76.363
859 084
9 920
76.363
757 521
8 818
76.363
673 369
7 716
76.363
589 217
6 614
76.363
505 065
5 511
76.363
420 836
4 409
76.363
336 684
3 307
76.363
252 532
2 205
76.363
168 380
1 102
76.363
84 152
-----------------------------------11 250
84.448
950 040
9 920
84.448
837 724
8 818
84.448
744 662
7 716
84.448
651 601
6 614
84.448
558 539
5 511
84.448
465 393
4 409
84.448
372 331
3 307
84.448
279 269
2 205
84.448
186 208
1 102
84.448
93 062
-----------------------------------11 250
92.528
1 040 940
9 920
92.528
917 878
8 818
92.528
815 912
7 716
92.528
713 946
6 614
92.528
611 980
5 511
92.528
509 922
4 409
92.528
407 956
3 307
92.528
305 990
2 205
92.528
204 024
1 102
92.528
101 966
2-31
Page 8
OCT 30/93
Printed in France

CARGO MOMENTS
F. Half Size Pallets (NAS 3610-2K3P) 60.4 61.5 in
PALLET
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
1 587
15.432
24 491
3 500
50.629
177 201
1 250
15.432
19 290
2 756
50.629
139 534
1 000
15.432
15 432
2 205
50.629
111 637
11 R + L
750
15.432
11 574
1 653
50.629
83 690
500
15.432
7 716
1 102
50.629
55 793
250
15.432
3 858
551
50.629
27 897
---------------------------------------------- ---------------------------------1 587
17.218
27 325
3 500
56.489
197 711
1 250
17.218
21 522
2 756
56.489
155 684
1
000
17.218
17
218
2
205
56.489
124 558
12 R + L
750
17.218
12 913
1 653
56.489
93 376
500
17.218
8 609
1 102
56.489
62 251
250
17.218
4 304
551
56.489
31 125
---------------------------------------------- ---------------------------------1 587
18.801
29 837
3 500
61.682
215 887
1 250
18.801
23 501
2 756
61.682
169 996
1 000
18.801
18 801
2 205
61.682
136 009
13 R + L
750
18.801
14 101
1 653
61.682
101 960
500
18.801
9 400
1 102
61.682
67 974
250
18.801
4 700
551
61.682
33 987
---------------------------------------------- ---------------------------------1 587
20.563
32 633
3 500
67.463
236 120
1 250
20.563
25 704
2 756
67.463
185 928
1 000
20.563
20 563
2 205
67.463
148 756
21 R + L
750
20.563
15 422
1 653
67.463
111 516
500
20.563
10 282
1 102
67.463
74 344
250
20.563
5 141
551
67.463
37 172
---------------------------------------------- ---------------------------------1 587
22.146
35 146
3 500
72.657
254 300
1 250
22.146
27 682
2 756
72.657
200 242
1 000
22.146
22 146
2 205
72.657
160 209
22 R + L
750
22.146
16 609
1 653
72.657
120 102
500
22.146
11 073
1 102
72.657
80 068
250
22.146
5 536
551
72.657
40 034
---------------------------------------------- ---------------------------------1 587
23.728
37 656
3 500
77.847
272 464
1 250
23.728
29 660
2 756
77.847
214 546
1
000
23.728
23
728
2
205
77.847
171 653
23 R + L
750
23.728
17 796
1 653
77.847
128 681
500
23.728
11 864
1 102
77.847
85 787
250
23.728
5 932
551
77.847
42 894
---------------------------------------------- ---------------------------------1 587
25.491
40 454
3 500
83.631
292 708
1 250
25.491
31 864
2 756
83.631
230 487
1 000
25.491
25 491
2 205
83.631
184 406
24 R + L
750
25.491
19 118
1 653
83.631
138 242
500
25.491
12 745
1 102
83.631
92 161
250
25.491
6 373
551
83.631
46 081
---------------------------------------------- ---------------------------------1 587
27.073
42 965
3 500
88.821
310 873
1 250
27.073
33 841
2 756
88.821
244 791
1 000
27.073
27 073
2 205
88.821
195 850
25 R + L
750
27.073
20 305
1 653
88.821
146 821
500
27.073
13 536
1 102
88.821
97 881
250
27.073
6 768
551
88.821
48 940
---------------------------------------------- ---------------------------------1 587
28.655
45 475
3 500
94.011
329 038
1 250
28.655
35 819
2 756
94.011
259 094
1
000
28.655
28
655
2
205
94.011
207 294
26 R + L
750
28.655
21 491
1 653
94.011
155 400
500
250
28.655
28.655
14 327
7 164
1 102
551
94.011
94.011
103 600
51 800
2-31
Page 9
OCT 30/93
Printed in France

CARGO MOMENTS
G. Full Size Pallets (NAS 3610-2L3, 2L4P) 60.4 125 in
PALLET
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
3 174
15.432
49 982
7 000
50.629
354 403
2 500
15.432
38 580
5 511
50.629
279 016
2 000
15.432
30 864
4 409
50.629
223 223
11
1 500
15.432
23 148
3 307
50.629
167 430
1 000
15.432
15 432
2 205
50.629
111 636
500
15.432
7 716
1 102
50.629
55 793
---------------------------------------------- ---------------------------------3 174
17.218
54 650
7 000
56.489
395 423
2 500
17.218
48 045
5 511
56.489
311 311
2
000
17.218
34
436
4
409
56.489
249 060
12
1 500
17.218
25 827
3 307
56.489
186 809
1 000
17.218
17 218
2 205
56.489
124 558
500
17.218
8 609
1 102
56.489
62 251
---------------------------------------------- ---------------------------------3 174
18.801
59 674
7 000
61.682
431 774
2 500
18.801
47 002
5 511
61.682
339 929
2 000
18.801
37 602
4 409
61.682
271 956
13
1 500
18.801
28 201
3 307
61.682
203 982
1 000
18.801
18 801
2 205
61.682
136 009
500
18.801
9 400
1 102
61.682
67 974
---------------------------------------------- ---------------------------------3 174
20.563
65 267
7 000
67.463
472 241
2 500
20.563
51 407
5 511
67.463
371 789
2 000
20.563
41 126
4 409
67.463
297 444
21
1 500
20.563
30 844
3 307
67.463
223 100
1 000
20.563
20 563
2 205
67.463
148 756
500
20.563
10 281
1 102
67.463
74 344
---------------------------------------------- ---------------------------------3 174
22.146
70 291
7 000
72.657
508 599
2 500
22.146
55 365
5 511
72.657
400 413
2 000
22.146
44 292
4 409
72.657
320 345
22
1 500
22.146
33 219
3 307
72.657
240 277
1 000
22.146
22 146
2 205
72.657
160 209
500
22.146
11 073
1 102
72.657
80 068
---------------------------------------------- ---------------------------------3 174
23.728
75 313
7 000
77.847
544 929
2 500
23.728
59 320
5 511
77.847
429 015
2
000
23.728
47
456
4
409
77.847
343 227
23
1 500
23.728
35 592
3 307
77.847
257 440
1 000
23.728
23 728
2 205
77.847
171 653
500
23.728
11 824
1 102
77.847
85 787
---------------------------------------------- ---------------------------------3 174
25.491
80 908
7 000
83.631
585 417
2 500
25.491
63 727
5 511
83.631
460 890
2 000
25.491
50 982
4 409
83.631
368 729
24
1 500
25.491
38 236
3 307
83.631
276 568
1 000
25.491
25 491
2 205
83.631
184 406
500
25.491
12 745
1 102
83.631
92 161
---------------------------------------------- ---------------------------------3 174
27.073
85 930
7 000
88.821
621 747
2 500
27.073
67 682
5 511
88.821
489 493
2 000
27.073
54 146
4 409
88.821
390 730
25
1 500
27.073
40 609
3 307
88.821
293 731
1 000
27.073
27 073
2 205
88.821
195 850
500
27.073
13 536
1 102
88.821
97 881
---------------------------------------------- ---------------------------------3 174
28.655
90 951
7 000
94.011
658 077
2 500
28.655
71 637
5 511
94.011
518 095
2
000
28.655
57
310
4
409
94.011
414 494
26
1 500
28.655
42 982
3 307
94.011
310 894
1 000
500
28.655
28.655
28 655
14 327
2 205
1 102
94.011
94.011
207 294
103 600
2-31
Page 10
OCT 30/93
Printed in France

CARGO MOMENTS
H. Full Size Pallets (NAS 3610-2A1, 2A2, 2A3, 2A4, 2A6P) 88 125 in
PALLET
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
4 626
15.783
73 012
4 000
15.783
63 132
3 500
15.783
55 240
3 000
15.783
47 349
11P
2 500
15.783
39 457
2 000
15.783
31 566
1 500
15.783
23 674
1 000
15.783
15 783
500
15.783
7 891
---------------------------------------------4 626
18.450
85 350
4 000
18.450
73 880
3 500
18.450
64 575
3 000
18.450
55 350
12P
2 500
18.450
46 125
2 000
18.450
36 900
1 500
18.450
27 675
1 000
18.450
18 450
500
18.450
9 225
---------------------------------------------4 626
20.914
96 748
4 000
20.914
83 656
3 500
20.914
73 199
3 000
20.914
62 742
21P
2 500
20.914
52 285
2 000
20.914
41 828
1 500
20.914
31 371
1 000
20.914
20 914
500
20.914
10 457
---------------------------------------------4 626
23.377
108 142
4 000
23.377
93 508
3 500
23.377
81 819
3 000
23.377
70 131
22P
2 500
23.377
58 442
2 000
23.377
46 754
1 500
23.377
35 065
1 000
23.377
23 377
500
23.377
11 688
---------------------------------------------4 626
25.841
119 540
4 000
25.841
103 364
3 500
25.841
90 443
3 000
25.841
77 523
23P
2 500
25.841
64 602
2 000
25.841
51 682
1 500
25.841
38 761
1 000
25.841
25 841
500
25.841
12 920
---------------------------------------------4 626
28.305
130 939
4 000
28.305
113 220
3 500
28.305
99 067
3 000
28.305
84 915
24P
2 500
28.305
70 762
2 000
28.305
56 610
1 500
28.305
42 457
1 000
28.305
28 305
500
28.305
14 152
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
10 200
51.780
528 156
8 818
51.780
456 596
7 716
51.780
399 534
6 614
51.780
342 473
5 511
51.780
285 360
4 409
51.780
228 298
3 307
51.780
171 236
2 205
51.780
114 175
1 102
51.780
57 062
---------------------------------10 200
60.530
617 406
8 818
60.530
533 754
7 716
60.530
467 049
6 614
60.530
400 345
5 511
60.530
333 581
4 409
60.530
266 877
3 307
60.530
200 173
2 205
60.530
133 469
1 102
60.530
66 704
---------------------------------10 200
68.614
699 863
8 818
68.614
605 038
7 716
68.614
529 426
6 614
68.614
453 813
5 511
68.614
378 132
4 409
68.614
302 519
3 307
68.614
226 906
2 205
68.614
151 294
1 102
68.614
75 613
---------------------------------10 200
76.695
782 289
8 818
76.695
676 297
7 716
76.695
591 779
6 614
76.695
507 261
5 511
76.695
422 666
4 409
76.695
338 148
3 307
76.695
253 630
2 205
76.695
169 112
1 102
76.695
84 518
---------------------------------10 200
84.779
864 746
8 818
84.779
747 581
7 716
84.779
654 155
6 614
84.779
560 728
5 511
84.779
467 217
4 409
84.779
373 791
3 307
84.779
280 364
2 205
84.779
186 938
1 102
84.779
93 426
---------------------------------10 200
92.863
947 203
8 818
92.863
818 866
7 716
92.863
716 531
6 614
92.863
614 196
5 511
92.863
511 768
4 409
92.863
409 433
3 307
92.863
307 098
2 205
92.863
204 763
1 102
92.863
102 335
2-31
Page 11
OCT 30/93
Printed in France

CARGO MOMENTS
I. Full Size Pallets (NAS 3610-2M1, 2M2, 2M3P) 96 125 in
PALLET
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
5 103
15.885
81 061
4 500
15.885
71 482
4 000
15.885
63 540
3 500
15.885
55 597
3
000
15.885
47 655
11P
2 500
15.885
39 712
2 000
15.885
31 770
1 500
15.885
23 827
1 000
15.885
15 885
500
15.885
7 942
---------------------------------------------5 103
18.348
93 630
4 500
18.348
82 566
4 000
18.348
73 392
3 500
18.348
64 218
3 000
18.348
55 044
12P
2 500
18.348
45 870
2 000
18.348
36 696
1 500
18.348
27 522
1 000
18.348
18 348
500
18.348
9 174
---------------------------------------------5 103
20.812
106 204
4 500
20.812
93 654
4 000
20.812
83 248
3 500
20.812
72 842
3 000
20.812
62 436
21P
2 500
20.812
52 030
2 000
20.812
41 624
1 500
20.812
31 218
1 000
20.812
20 812
500
20.812
10 406
---------------------------------------------5 103
23.276
118 777
4 500
23.276
104 742
4 000
23.276
93 104
3 500
23.276
81 466
3 000
23.276
69 826
22P
2 500
23.276
58 190
2 000
23.276
46 552
1 500
23.276
34 914
1 000
23.276
23 276
500
23.276
11 638
---------------------------------------------5 103
25.740
131 351
4 500
25.740
115 830
4 000
25.740
102 960
3 500
25.740
90 090
3 000
25.740
77 220
23P
2 500
25.740
64 350
2 000
25.740
51 480
1 500
25.740
38 610
1 000
25.740
25 740
500
25.740
12 874
---------------------------------------------5 103
28.203
143 920
4 500
28.203
126 913
4 000
28.203
112 812
3 500
28.203
98 710
3 000
28.203
84 609
24P
2 500
28.203
70 507
2 000
28.203
56 406
1 500
28.203
42 304
1 000
28.203
28 203
500
28.203
14 101
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
11 250
52.115
586 294
9 920
52.115
516 981
8 818
52.115
459 550
7 716
52.115
402 119
6 614
52.115
344 689
5 511
52.115
287 258
4 409
52.115
229 775
3 307
52.115
172 344
2 205
52.115
114 914
1 102
52.115
57 431
---------------------------------11 250
60.196
677 205
9 920
60.196
597 144
8 818
60.196
530 808
7 716
60.196
464 472
6 614
60.196
398 136
5 511
60.196
331 740
4 409
60.196
265 404
3 307
60.196
199 068
2 205
60.196
132 732
1 102
60.196
66 336
---------------------------------11 250
68.280
768 150
9 920
68.280
677 338
8 818
68.280
602 093
7 716
68.280
526 848
6 614
68.280
451 604
5 511
68.280
376 291
4 409
68.280
301 047
3 307
68.280
225 802
2 205
68.280
150 557
1 102
68.280
75 245
---------------------------------11 250
76.364
859 095
9 920
76.364
757 531
8 818
76.364
673 378
7 716
76.364
589 225
6 614
76.364
505 071
5 511
76.364
420 842
4 409
76.364
336 689
3 307
76.364
252 536
2 205
76.364
168 383
1 102
76.364
84 153
---------------------------------11 250
84.448
950 040
9 920
84.448
837 724
8 818
84.448
744 662
7 716
84.448
651 601
6 614
84.448
558 539
5 511
84.448
465 393
4 409
84.448
372 331
3 307
84.448
279 270
2 205
84.448
186 208
1 102
84.448
93 062
---------------------------------11 250
92.528
1 040 940
9 920
92.528
917 878
8 818
92.528
815 912
7 716
92.528
713 946
6 614
92.528
611 980
5 511
92.528
509 922
4 409
92.528
407 956
3 307
92.528
305 990
2 205
92.528
204 024
1 102
92.528
101 956
2-31
Page 12
OCT 30/93
Printed in France

CARGO MOMENTS
2. AFT Cargo Compartment
A. Half Size Containers (NAS 3610-2K1C, 2K2C) 60.4 61.5 in MAX IATA
Contour E.G.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
1 587
40.889
64 891
1 250
40.889
51 111
1 000
40.889
40 889
31 R + L
750
40.889
30 667
500
40.889
20 444
250
40.889
10 222
---------------------------------------------1 587
43.352
68 800
1 250
43.352
54 190
1
000
43.352
43 352
32 R + L
750
43.352
32 514
500
43.352
21 676
250
43.352
10 838
---------------------------------------------1 587
44.935
71 312
1 250
44.935
56 169
1 000
44.935
44 935
33 R + L
750
44.935
33 701
500
44.935
22 467
250
44.935
11 234
---------------------------------------------1 587
46.517
73 822
1 250
46.517
58 146
1 000
46.517
46 517
34 R + L
750
46.517
34 888
500
46.517
23 258
250
46.517
11 629
---------------------------------------------1 587
48.077
76 298
1 250
48.077
60 096
1 000
48.077
48 077
41 R + L
750
48.077
36 058
500
48.077
25 000
250
48.077
12 019
---------------------------------------------1 587
49.659
78 809
1 250
49.659
62 074
1
000
49.659
49 659
42 R + L
750
49.659
37 244
500
49.659
24 829
250
49.659
12 415
---------------------------------------------1 587
51.241
81 319
1 250
51.241
64 051
1 000
51.241
51 241
43 R + L
750
51.241
38 431
500
51.241
25 620
250
51.241
12 810
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
3 500
134.149
469 521
2 756
134.149
369 715
2 205
134.149
295 799
1 653
134.149
221 748
1 102
134.149
147 832
551
134.149
73 916
---------------------------------3 500
142.229
497 801
2 756
142.229
391 983
2 205
142.229
313 615
1 653
142.229
235 105
1 102
142.229
156 736
551
142.229
78 368
---------------------------------3 500
147.423
515 980
2 756
147.423
406 298
2 205
147.423
325 068
1 653
147.423
243 690
1 102
147.423
162 460
551
147.423
81 230
---------------------------------3 500
152.613
534 145
2 756
152.613
420 601
2 205
152.613
336 512
1 653
152.613
252 269
1 102
152.613
168 180
551
152.613
84 090
---------------------------------3 500
157.731
552 058
2 756
157.731
434 707
2 205
157.731
347 797
1 653
157.731
260 729
1 102
157.731
178 820
551
157.731
86 910
---------------------------------3 500
162.921
570 223
2 756
162.921
449 010
2 205
162.921
359 241
1 653
162.921
269 308
1 102
162.921
179 539
551
162.921
89 769
---------------------------------3 500
168.111
588 388
2 756
168.111
463 314
2 205
168.111
370 685
1 653
168.111
277 887
1 102
168.111
185 258
551
168.111
92 629
2-31
Page 13
OCT 30/93
Printed in France

CARGO MOMENTS
B. Half Size Containers (NAS 3610-2K1C, 2K2C) 60.4 61.5 in MAX IATA
Contour C.H.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
1 587
40.889
64 891
1 250
40.889
51 111
31
1 000
40.889
40 889
R or L
750
40.889
30 667
500
40.889
20 444
250
40.889
10 222
---------------------------------------------1 587
43.352
68 800
1 250
43.352
54 190
32
1 000
43.352
43 352
R or L
750
43.352
32 514
500
43.352
21 676
250
43.352
10 838
---------------------------------------------1 587
44.935
71 312
1 250
44.935
56 169
33
1 000
44.935
44 935
R or L
750
44.935
33 701
500
44.935
22 467
250
44.935
11 234
---------------------------------------------1 587
46.517
73 822
1 250
46.517
58 146
34
1 000
46.517
46 517
R or L
750
46.517
34 888
500
46.517
23 258
250
46.517
11 629
---------------------------------------------1 587
48.077
76 298
1 250
48.077
60 096
41
1 000
48.077
48 077
R or L
750
48.077
36 058
500
48.077
25 000
250
48.077
12 019
---------------------------------------------1 587
49.659
78 809
1 250
49.659
62 074
42
1 000
49.659
49 659
R or L
750
49.659
37 244
500
49.659
24 829
250
49.659
12 415
---------------------------------------------1 587
51.241
81 319
1 250
51.241
64 051
43
1 000
51.241
51 241
R or L
750
51.241
38 431
500
51.241
25 620
250
51.241
12 810
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
3 500
134.149
469 521
2 756
134.149
369 715
2 205
134.149
295 799
1 653
134.149
221 748
1 102
134.149
147 832
551
134.149
73 916
---------------------------------3 500
142.229
497 801
2 756
142.229
391 983
2 205
142.229
313 615
1 653
142.229
235 105
1 102
142.229
156 736
551
142.229
78 368
---------------------------------3 500
147.423
515 980
2 756
147.423
406 298
2 205
147.423
325 068
1 653
147.423
243 690
1 102
147.423
162 460
551
147.423
81 230
---------------------------------3 500
152.613
534 145
2 756
152.613
420 601
2 205
152.613
336 512
1 653
152.613
252 269
1 102
152.613
168 180
551
152.613
84 090
---------------------------------3 500
157.731
552 058
2 756
157.731
434 707
2 205
157.731
347 797
1 653
157.731
260 729
1 102
157.731
178 820
551
157.731
86 910
---------------------------------3 500
162.921
570 223
2 756
162.921
449 010
2 205
162.921
359 241
1 653
162.921
269 308
1 102
162.921
179 539
551
162.921
89 769
---------------------------------3 500
168.111
588 388
2 756
168.111
463 314
2 205
168.111
370 685
1 653
168.111
277 887
1 102
168.111
185 258
551
168.111
92 629
2-31
Page 14
OCT 30/93
Printed in France

CARGO MOMENTS
C. Full Size Containers (NAS 3610-2L1C, 2L2C) 60.4 125 in MAX IATA Contour F
CONTAINER
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
3 174
40.889
129 782
7 000
134.149
939 043
2 500
40.889
102 222
5 511
134.149
739 295
2 000
40.889
81 778
4 409
134.149
591 463
31
1 500
40.889
61 333
3 307
134.149
443 631
1 000
40.889
40 889
2 205
134.149
295 799
500
40.889
20 444
1 102
134.149
147 832
---------------------------------------------- ---------------------------------3 174
43.352
137 599
7 000
142.229
995 603
2 500
43.352
108 380
5 511
142.229
783 824
2
000
43.352
86
704
4
409
142.229
627 088
32
1 500
43.352
65 028
3 307
142.229
470 351
1 000
43.352
43 352
2 205
142.229
313 615
500
43.352
21 676
1 102
142.229
156 736
---------------------------------------------- ---------------------------------3 174
44.935
142 624
7 000
147.423
1 031 961
2 500
44.935
112 337
5 511
147.423
812 448
2 000
44.935
89 870
4 409
147.423
649 988
33
1 500
44.935
67 402
3 307
147.423
487 528
1 000
44.935
44 935
2 205
147.423
325 068
500
44.935
22 467
1 102
147.423
162 460
---------------------------------------------- ---------------------------------3 174
46.517
147 645
7 000
152.613
1 068 291
2 500
46.517
116 292
5 511
152.613
841 050
2 000
46.517
93 034
4 409
152.613
672 871
34
1 500
46.517
69 775
3 307
152.613
504 691
1 000
46.517
46 517
2 205
152.613
336 512
500
46.517
23 258
1 102
152.613
168 180
---------------------------------------------- ---------------------------------3 174
48.077
152 596
7 000
157.731
1 104 117
2 500
48.077
120 192
5 511
157.731
869 256
2 000
48.077
96 154
4 409
157.731
695 436
41
1 500
48.077
72 115
3 307
157.731
521 616
1 000
48.077
48 077
2 205
157.731
347 797
500
48.077
24 038
1 102
157.731
178 820
---------------------------------------------- ---------------------------------3 174
49.659
157 617
7 000
162.921
1 140 447
2 500
49.659
124 147
5 511
162.921
897 858
2
000
49.659
99
318
4
409
162.921
718 319
42
1 500
49.659
74 488
3 307
162.921
538 780
1 000
49.659
49 659
2 205
162.921
359 241
500
49.659
24 829
1 102
162.921
179 539
---------------------------------------------- ---------------------------------3 174
51.241
162 639
7 000
168.111
1 176 777
2 500
51.241
128 102
5 511
168.111
926 460
2 000
51.241
102 482
4 409
168.111
741 201
43
1 500
51.241
76 861
3 307
168.111
555 943
1 000
51.241
51 241
2 205
168.111
307 685
500
51.241
25 620
1 102
168.111
185 258
2-31
Page 15
OCT 30/93
Printed in France

CARGO MOMENTS
D. Full Size Containers (NAS 3610-2A2C, 2A6C) 88 125 in MAX IATA contour F.
CONTAINER
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
4 626
41.239
190 772
4 000
41.239
164 956
3 500
41.239
144 336
3 000
41.239
123 717
31P
2 500
41.239
103 097
2 000
41.239
82 478
1 500
41.239
61 858
1 000
41.239
41 239
500
41.239
20 619
---------------------------------------------4 626
43.703
202 170
4 000
43.703
174 812
3 500
43.703
152 960
3 000
43.703
131 109
32P
2 500
43.703
109 257
2 000
43.703
87 406
1 500
43.703
65 554
1 000
43.703
43 703
500
43.703
21 851
---------------------------------------------4 626
46.167
213 569
4 000
46.167
184 668
3 500
46.167
161 584
3 000
46.167
138 501
33P
2 500
46.167
115 417
2 000
46.167
92 334
1 500
46.167
69 250
1 000
46.167
46 167
500
46.167
23 083
---------------------------------------------4 626
48.427
224 023
4 000
48.427
193 708
3 500
48.427
169 494
3 000
48.427
145 281
41P
2 500
48.427
121 067
2 000
48.427
96 854
1 500
48.427
72 640
1 000
48.427
48 427
500
48.427
24 213
---------------------------------------------4 626
50.688
234 483
4 000
50.688
202 752
3 500
50.688
177 408
3 000
50.688
152 064
42P
2 500
50.688
126 720
2 000
50.688
101 376
1 500
50.688
76 032
1 000
50.688
50 688
500
50.688
25 344
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
10 200
135.297
1 380 029
8 818
135.297
1 193 049
7 716
135.297
1 043 952
6 614
135.297
894 854
5 511
135.297
745 622
4 409
135.297
596 524
3 307
135.297
447 427
2 205
135.297
298 330
1 102
135.297
149 097
---------------------------------10 200
143.380
1 462 276
8 818
143.380
1 264 325
7 716
143.380
1 106 320
6 614
143.380
948 315
5 511
143.380
790 167
4 409
143.380
632 162
3 307
143.380
474 158
2 205
143.380
316 153
1 102
143.380
158 005
---------------------------------10 200
151.465
1 544 943
8 818
151.465
1 335 618
7 716
151.465
1 168 704
6 614
151.465
1 001 790
5 511
151.465
834 724
4 409
151.465
667 809
3 307
151.465
500 895
2 205
151.465
333 980
1 102
151.465
166 914
---------------------------------10 200
158.879
1 620 566
8 818
158.879
1 400 995
7 716
158.879
1 225 910
6 614
158.879
1 050 826
5 511
158.879
875 582
4 409
158.879
700 498
3 307
158.879
525 413
2 205
158.879
350 328
1 102
158.879
175 085
---------------------------------10 200
166.297
1 696 229
8 818
166.297
1 466 407
7 716
166.297
1 283 148
6 614
166.297
1 099 888
5 511
166.297
916 463
4 409
166.297
733 203
3 307
166.297
549 944
2 205
166.297
366 685
1 102
166.297
183 259
2-31
Page 16
OCT 30/93
Printed in France

CARGO MOMENTS
E. Full Size Containers (NAS 3610-2M1C, 2M3C) 96 125 in MAX IATA Contour F
CONTAINER
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
5 103
41.341
210 963
11 250
135.632
1 525 860
4 500
41.341
186 034
9 920
135.632
1 345 469
4 000
41.341
165 364
8 818
135.632
1 196 003
3 500
41.341
144 693
7 716
135.632
1 046 537
3 000
41.341
124 023
6 614
135.632
897 070
31P
2 500
41.341
103 352
5 511
135.632
747 468
2 000
41.341
82 682
4 409
135.632
598 001
1 500
41.341
62 011
3 307
135.632
448 535
1 000
41.341
41 341
2 205
135.632
299 069
500
41.341
20 670
1 102
135.632
149 466
---------------------------------------------- ---------------------------------5 103
43.805
223 537
11 250
143.715
1 616 794
4 500
43.805
197 122
9 920
143.715
1 425 653
4 000
43.805
175 220
8 818
143.715
1 267 279
3 500
43.805
153 317
7 716
143.715
1 108 905
3 000
43.805
131 415
6 614
143.715
950 531
32P
2 500
43.805
109 512
5 511
143.715
792 013
2 000
43.805
87 610
4 409
143.715
633 639
1 500
43.805
65 707
3 307
143.715
475 265
1 000
43.805
43 805
2 205
143.715
316 892
500
43.805
21 902
1 102
143.715
158 374
---------------------------------------------- ---------------------------------5 103
48.326
246 608
11 250
158.548
1 783 665
4 500
48.326
217 467
9 920
158.548
1 572 796
4 000
48.326
193 304
8 818
158.548
1 398 076
3 500
48.326
169 141
7 716
158.548
1 223 356
3
000
48.326
144
978
6
614
158.548
1 048 636
41P
2 500
48.326
120 815
5 511
158.548
873 758
2 000
48.326
96 652
4 409
158.548
699 038
1 500
48.326
72 489
3 307
158.548
524 318
1 000
48.326
48 326
2 205
158.548
349 598
500
48.326
24 163
1 102
158.548
174 720
---------------------------------------------- ---------------------------------5 103
50.789
259 176
11 250
166.629
1 874 576
4 500
50.789
228 550
9 920
166.629
1 652 960
4 000
50.789
203 156
8 818
166.629
1 469 335
3 500
50.789
177 761
7 716
166.629
1 285 709
3 000
50.789
152 367
6 614
166.629
1 102 084
42P
2 500
50.789
126 972
5 511
166.629
918 292
2 000
50.789
101 578
4 409
166.629
734 667
1 500
50.789
76 183
3 307
166.629
551 042
1 000
50.789
50 789
2 205
166.629
367 417
500
50.789
25 394
1 102
166.629
183 625
2-31
Page 17
OCT 30/93
Printed in France

CARGO MOMENTS
F. Half Size Pallets (NAS 3610-2K3P) 60.4 61.5 in
PALLET
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
1 587
40.889
64 891
3 500
134.149
469 521
1 250
40.889
51 111
2 756
134.149
369 715
1 000
40.889
40 889
2 205
134.149
295 799
31 R + L
750
40.889
30 667
1 653
134.149
221 748
500
40.889
20 444
1 102
134.149
147 832
250
40.889
10 222
551
134.149
73 916
---------------------------------------------- ---------------------------------1 587
43.352
68 800
3 500
142.229
497 801
1 250
43.352
54 190
2 756
142.229
391 983
1
000
43.352
43
352
2
205
142.229
313 615
32 R + L
750
43.352
32 514
1 653
142.229
235 105
500
43.352
21 676
1 102
142.229
156 736
250
43.352
10 838
551
142.229
78 368
---------------------------------------------- ---------------------------------1 587
44.935
71 312
3 500
147.423
515 980
1 250
44.935
56 169
2 756
147.423
406 298
1 000
44.935
44 935
2 205
147.423
325 068
33 R + L
750
44.935
33 701
1 653
147.423
243 690
500
44.935
22 467
1 102
147.423
162 460
250
44.935
11 234
551
147.423
81 230
---------------------------------------------- ---------------------------------1 587
46.517
73 822
3 500
152.613
534 145
1 250
46.517
58 146
2 756
152.613
420 601
1 000
46.517
46 517
2 205
152.613
336 512
34 R + L
750
46.517
34 517
1 653
152.613
252 269
500
46.517
23 258
1 102
152.613
168 180
250
46.517
11 629
551
152.613
84 090
---------------------------------------------- ---------------------------------1 587
48.077
76 298
3 500
157.731
552 058
1 250
48.077
60 096
2 756
157.731
434 707
1 000
48.077
48 077
2 205
157.731
347 797
41 R + L
750
48.077
36 058
1 653
157.731
260 729
500
48.077
25 000
1 102
157.731
178 820
250
48.077
12 019
551
157.731
86 910
---------------------------------------------- ---------------------------------1 587
49.659
78 809
3 500
162.921
570 223
1 250
49.659
62 074
2 756
162.921
449 010
1
000
49.659
49
659
2
205
162.921
359 241
42 R + L
750
49.659
37 244
1 653
162.921
269 308
500
49.659
24 829
1 102
162.921
179 539
250
49.659
12 415
551
162.921
89 769
---------------------------------------------- ---------------------------------1 587
51.241
81 319
3 500
168.111
588 388
1 250
51.241
64 051
2 756
168.111
463 314
1 000
51.241
51 241
2 205
168.111
370 685
43 R + L
750
51.241
38 431
1 653
168.111
277 887
500
51.241
25 620
1 102
168.111
185 258
250
51.241
12 810
551
168.111
92 629
2-31
Page 18
OCT 30/93
Printed in France

CARGO MOMENTS
G. Full Size Pallets (NAS 3610-2L3, 2L4P) 60.4 125 in
PALLET
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
3 174
40.889
129 782
7 000
134.149
939 043
2 500
40.889
102 222
5 511
134.149
739 295
2 000
40.889
81 778
4 409
134.149
591 463
31
1 500
40.889
61 333
3 307
134.149
443 631
1 000
40.889
40 889
2 205
134.149
295 799
500
40.889
20 444
1 102
134.149
147 832
---------------------------------------------- ---------------------------------3 174
43.352
137 599
7 000
142.229
995 603
2 500
43.352
108 380
5 511
142.229
783 824
2
000
43.352
86
704
4
409
142.229
627 088
32
1 500
43.352
65 028
3 307
142.229
470 351
1 000
43.352
43 352
2 205
142.229
313 615
500
43.352
21 676
1 102
142.229
156 736
---------------------------------------------- ---------------------------------3 174
44.935
142 624
7 000
147.423
1 031 961
2 500
44.935
112 337
5 511
147.423
812 448
2 000
44.935
89 870
4 409
147.423
649 988
33
1 500
44.935
67 402
3 307
147.423
487 528
1 000
44.935
44 935
2 205
147.423
325 068
500
44.935
22 467
1 102
147.423
162 460
---------------------------------------------- ---------------------------------3 174
46.517
147 645
7 000
152.613
1 068 291
2 500
46.517
116 292
5 511
152.613
841 050
2 000
46.517
93 034
4 409
152.613
672 871
34
1 500
46.517
69 775
3 307
152.613
504 691
1 000
46.517
46 517
2 205
152.613
336 512
500
46.517
23 258
1 102
152.613
168 180
---------------------------------------------- ---------------------------------3 174
48.077
152 596
7 000
157.731
1 104 117
2 500
48.077
120 192
5 511
157.731
869 256
2 000
48.077
96 154
4 409
157.731
695 436
41
1 500
48.077
72 115
3 307
157.731
521 616
1 000
48.077
48 077
2 205
157.731
347 797
500
48.077
24 038
1 102
157.731
178 820
---------------------------------------------- ---------------------------------3 174
49.659
157 617
7 000
162.921
1 140 447
2 500
49.659
124 147
5 511
162.921
897 858
2
000
49.659
99
318
4
409
162.921
718 319
42
1 500
49.659
74 488
3 307
162.921
538 780
1 000
49.659
49 659
2 205
162.921
359 241
500
49.659
24 829
1 102
162.921
179 539
---------------------------------------------- ---------------------------------3 174
51.241
162 639
7 000
168.111
1 176 777
2 500
51.241
128 102
5 511
168.111
926 460
2 000
51.241
102 482
4 409
168.111
741 201
43
1 500
51.241
76 861
3 307
168.111
555 943
1 000
51.241
51 241
2 205
168.111
307 685
500
51.241
25 620
1 102
168.111
185 258
2-31
Page 19
OCT 30/93
Printed in France

CARGO MOMENTS
H. Full Size Pallets (NAS 3610-2A1, 2A2, 2A3, 2A4, 2A6P) 88 125 in.
PALLET
POSITION
MASS
H-ARM
MOMENT
Kg
m
Kgm
4 626
41.239
190 772
4 000
41.239
164 956
3 500
41.239
144 336
3 000
41.239
123 717
31P
2 500
41.239
103 097
2 000
41.239
82 418
1 500
41.239
61 858
1 000
41.239
41 239
500
41.239
90 619
---------------------------------------------4 626
43.703
202 170
4 000
43.703
174 812
3 500
43.703
152 960
3 000
43.703
131 109
32P
2 500
43.703
109 257
2 000
43.703
87 406
1 500
43.703
65 554
1 000
43.703
43 703
500
43.703
21 851
---------------------------------------------4 626
46.167
213 569
4 000
46.167
184 668
3 500
46.167
161 584
3 000
46.167
138 501
33P
2 500
46.167
115 417
2 000
46.167
92 334
1 500
46.167
69 250
1 000
46.167
46 167
500
46.167
23 083
---------------------------------------------4 626
48.427
224 023
4 000
48.427
193 708
3 500
48.427
169 494
3 000
48.427
145 281
41P
2 500
48.427
121 067
2 000
48.427
96 854
1 500
48.427
72 640
1 000
48.427
48 427
500
48.427
24 213
---------------------------------------------4 626
50.688
234 483
4 000
50.688
202 752
3 500
50.688
177 408
3 000
50.688
152 064
42P
2 500
50.688
126 720
2 000
50.688
101 376
1 500
50.688
76 032
1 000
50.688
50 688
500
50.688
25 344
MASS
H-ARM
MOMENT
Lb
Ft
Ft. Lb
10 200
135.297
1 380 029
8 818
135.297
1 193 049
7 716
135.297
1 043 952
6 614
135.297
894 854
5 511
135.297
745 622
4 409
135.297
596 524
3 307
135.297
447 427
2 205
135.297
298 330
1 102
135.297
149 097
---------------------------------10 200
143.380
1 462 276
8 818
143.380
1 264 325
7 716
143.380
1 106 320
6 614
143.380
948 315
5 511
143.380
790 167
4 409
143.380
632 162
3 307
143.380
474 158
2 205
143.380
316 153
1 102
143.380
158 005
---------------------------------10 200
151.465
1 544 943
8 818
151.465
1 335 618
7 716
151.465
1 168 704
6 614
151.465
1 001 790
5 511
151.465
834 724
4 409
151.465
667 809
3 307
151.465
500 895
2 205
151.465
333 980
1 102
151.465
166 914
---------------------------------10 200
158.879
1 620 566
8 818
158.879
1 400 995
7 716
158.879
1 225 910
6 614
158.879
1 050 826
5 511
158.879
875 582
4 409
158.879
700 498
3 307
158.879
525 413
2 205
158.879
350 328
1 102
158.879
175 085
---------------------------------10 200
166.297
1 696 229
8 818
166.297
1 406 407
7 716
166.297
1 283 148
6 614
166.297
1 099 888
5 511
166.297
916 463
4 409
166.297
733 203
3 307
166.297
549 944
2 205
166.297
366 685
1 102
166.297
183 259
2-31
Page 20
OCT 30/93
Printed in France

CARGO MOMENTS
I. Full Size Pallets (NAS 3610-2M1, 2M2, 2M3P) 96 125 in
PALLET
POSITION
MASS
H-ARM
MOMENT
MASS
H-ARM
MOMENT
Kg
m
Kgm
Lb
Ft
Ft. Lb
5 103
41.341
210 963
11 250
135.632
1 525 860
4 500
41.341
186 034
9 920
135.632
1 345 469
4 000
41.341
165 364
8 818
135.632
1 196 003
3 500
41.341
144 693
7 716
135.632
1 046 537
3 000
41.341
124 023
6 614
135.632
897 070
31P
2 500
41.341
103 352
5 511
135.632
747 468
2 000
41.341
82 682
4 409
135.632
598 001
1 500
41.341
62 011
3 307
135.632
448 535
1 000
41.341
41 341
2 205
135.632
299 069
500
41.341
20 670
1 102
135.632
149 466
---------------------------------------------- ---------------------------------5 103
43.805
223 537
11 250
143.715
1 616 794
4 500
43.805
197 122
9 920
143.715
1 425 653
4 000
43.805
175 220
8 818
143.715
1 267 279
3 500
43.805
153 317
7 716
143.715
1 108 905
3 000
43.805
131 415
6 614
143.715
950 531
32P
2 500
43.805
109 512
5 511
143.715
792 013
2 000
43.805
87 610
4 409
143.715
633 639
1 500
43.805
65 707
3 307
143.715
475 265
1 000
43.805
43 805
2 205
143.715
316 892
500
43.805
21 902
1 102
143.715
158 374
---------------------------------------------- ---------------------------------5 103
48.326
246 608
11 250
158.548
1 783 665
4 500
48.326
217 467
9 920
158.548
1 572 796
4 000
48.326
193 304
8 818
158.548
1 398 076
3 500
48.326
169 141
7 716
158.548
1 223 356
3
000
48.326
144
978
6
614
158.548
1 048 636
41P
2 500
48.326
120 815
5 511
158.548
873 758
2 000
48.326
96 652
4 409
158.548
699 038
1 500
48.326
72 489
3 307
158.548
524 318
1 000
48.326
48 326
2 205
158.548
349 598
500
48.326
24 163
1 102
158.548
174 720
---------------------------------------------- ---------------------------------5 103
50.789
259 176
11 250
166.629
1 874 576
4 500
50.789
228 550
9 920
166.629
1 652 960
4 000
50.789
203 156
8 818
166.629
1 469 335
3 500
50.789
177 761
7 716
166.629
1 285 709
3 000
50.789
152 367
6 614
166.629
1 102 084
42P
2 500
50.789
126 972
5 511
166.629
918 292
2 000
50.789
101 578
4 409
166.629
734 667
1 500
50.789
76 183
3 307
166.629
551 042
1 000
50.789
50 789
2 205
166.629
367 417
500
50.789
25 394
1 102
166.629
183 625
2-31
Page 21
OCT 30/93
Printed in France

3. BULK CARGO COMPARTMENT
LOAD
POSITION
MASS
kg
H-ARM
m
MOMENT
Kgm
MASS
Lb
H-ARM
Ft
MOMENT
Ft.Lb
51
329
52.755
17 356
726
173.078
125 655
52
1 387
53.195
73 781
3 058
174.522
533 688
53
1 752
55.330
96 938
3 861
181.526
700 872
TOTAL
3 468
54.335
188 434
7 645
178.262
1 362 813
2-31
Page 22
OCT 30/93
Printed in France

NET RECOVERABLE WEIGHT (NRW) AND H-ARM LOCATION
1. Net Recoverable Weight (NRW)
The NRW is the weight obtained in section 2-30 (revised REW) plus :
the weight of the different fluids remaining aboard (sections 2-31 and
2-33).
the weight of the cargo which may still be on the aircraft, (section 2-31).
2. H-arm Location
Determine the location
H-arm =
Sum of the moments

Sum of the weights
Convert H-arm into %RC (Reference Chord).

%RC =
H-arm 34.532
0.0727
2-31
Page 23
OCT 30/93
Printed in France
ITEM
1
2
3
4
5
5
5
6
7
8
9
10
11
12
13
14
15
16
COMPONENT
NOSE LANDING GEAR
(complete)
MAIN LANDING GEAR
(1 Side Complete)
RUDDER
ELEVATOR (1 Side)
GE ENGINE (1 Side)
PW = TBD
RR = TBD
SLAT 1 (1 Side)
SLAT 2 (1 Side)
SLAT 3 (1 Side)
SLAT 4 (1 Side)
SLAT 5 (1 Side)
SLAT 6 (1 Side)
SLAT 7 (1 Side)
INNER FLAP (1 Side)
OUTER FLAP (1 Side)
INNER AILERON (1 Side)
OUTER AILERON (1 Side)
WEIGHT
H-ARM
Kg
Lb
m
Ft
764 1 684 12.957 42.51
3 875
MOMENTS
Kgm
Ft.lb
9 899
71 587
8 543 38.217 125.38
148 091 1 071 121
183
404 66.897 219.47
270
595 67.482 221.39
5 400 11 905 31.111 102.07
12 242
88 666
18 220
131 727
167 999 1 215 143
163
73
62
64
58
45
38
262
383
92
78
360
160
137
141
128
99
83
579
843
203
172
31.547
34.771
36.783
38.705
40.948
43.078
44.558
39.149
41.521
44.136
45.871
103.49
114.07
120.67
126.98
134.34
141.33
146.18
128.44
136.22
144.80
150.49
5
2
2
2
2
1
1
10
15
4
3
142
538
281
477
375
938
693
257
903
060
578
37
18
16
17
17
13
12
74
114
29
25
256
251
532
904
196
992
133
367
833
394
884
Component Removal (Figure 1)

2-31
Page 24
OCT 30/93
Printed in France
ITEM
17
18
19
20
21
22
23
24
25
26
27
COMPONENT
SPOILER 1 (1 Side)
SPOILER 2 (1 Side)
SPOILER 3 (1 Side)
SPOILER 4 (1 Side)
SPOILER 5 (1 Side)
SPOILER 6 (1 Side)
WING TIP
APU
Horizontal Tail
Vertical Tail
Pylon
WEIGHT
Kg
Lb
25
55
23
51
26
56
26
56
26
56
23
50
61
134
250
551
1 337 2 948
519 1 145
1 230 2 712
H-ARM
m
Ft
38.346 125.80
38.879 127.55
39.666 130.13
40.476 132.79
41.316 135.55
42.326 138.86
47.390 155.47
67.028 219.90
65.335 214.35
64.010 210
33.045 108.41
Kgm
1
1
1
2
16
87
33
40
MOMENTS
Ft.lb
959
6 919
894
6 505
031
7 287
052
7 436
074
7 591
973
6 943
891
20 833
757
121 165
353
631 904
221
240 450
652
293 167
Component Removal (Figure 1A)

2-31
Page 25
JUL 01/94
Printed in France

REMOVAL OF POWER PLANT
1. General
When a power plant is damaged or removed it is necessary to calculate the
change in CG location for airplane recovery.
The loss of an airplane power plant (engine nacelle) will cause a lateral
shift in the airplane center of gravity (CG) (along the wing mean aerodynamic
chord) as well as aft (along the fuselage longitudinal centerline).
Removal of the remaining power plant may be necessary to facilitate lifting
the airplane. Such removal will cause the CG to return to its original
lateral position (as with both power plants installed) but will cause it to
move further aft. If the airplane can be supported and towed on its landing
gear, removal of the remaining power plant may not be necessary.
To aid in the computation of the airplane CG shift due to loss of the power
plant, the weights and CG locations of the complete power plant and of its
major components are given in Tables :
R
R
R
PW 4000 : Page 28
RR RB211 TRENT : Page 28A
GE CF6 80E1 : Page 28B
The CG locations are given by Nacelle Stationline, Nacelle Waterline, and
Nacelle Buttline as shown in Figure :
R
R
R
PW 4000 Engine : Page 27

RR RB 211 TRENT Engine : Page 27A
GE CF6.80E1 Engine : 27B
The power plant (nacelle) CG locations must be converted to the airplane
station system of space coordinates before they can be used to compute the
shift of airplane CG.
The new CG location could make it necessary to use different hoisting,
jacking, and shoring procedures to recover the airplane.
2-31
Page 26
JUL 01/94
Printed in France
Nacelle Station Lines

PW 4000 Engine
2-31
Page 27
MAY 30/97
R
Printed in France

R.R, RB211 Trent Engine
2-31
Page 27A
MAY 30/97
R
Printed in France

GE. CF6 80E1 Engine
2-31
Page 27B
MAY 30/97
R
Printed in France

P.W. 4164/68 :
COMPOMENT
WEIGHT
(kg)
H-ARM
(lb)
(m)
MOMENTS
ft
Kgm
ft.lb
R INLET COWL
216
476
28.533
93.61
6 163
44 558
FAN COWL
143
315
29.780
97.70
4 259
30 776
THRUST REVERSER
778
1 716
31.180
102.30
24 258
175 547
80
177
33.466
109.79
2 277
19 433
1 260
2 778
33.041
108.40
41 632
301 135
5 867
12 934
30.979
101.63
181 754
1 314 482
R EXHAUST NOZZLE
AND PLUG
PYLON
R BARE ENGINE
Mass, H-ARM, and Moment Concerning

P.W. 4000 - Engine
2-31
Page 28
JAN 01/96
Printed in France

R.R. RB211 TRENT :
COMPOMENT
WEIGHT
(kg)
H-ARM
(lb)
(m)
MOMENTS
ft
Kgm
ft.lb
INLET COWL
227
500
28.494
93.483
6 468
46 742
FAN COWL
136
300
29.849
97.929
4 059
29 379
THRUST REVERSER
816
1 800
31.444
103.161
25 658
185 690
COMMON NOZZLE
ASSEMBLY
247
545
33.508
109.933
8 276
59 913
PYLON
1 310
2 888
32.947
108.093
43 161
312 173
BARE ENGINE
5 286
11 653
30.913
101.419
163 406
1 181 836

R.R. RB211 Trent Engine
2-31
Page 28A
JUL 01/94
Printed in France

GE. CF6-80E1 :
COMPOMENT
WEIGHT
(kg)
H-ARM
(lb)
(m)
MOMENTS
ft
Kgm
ft.lb
INLET COWL
281
620
28.365
93.06
7 971
57 692
FAN COWL
159
350
29.806
97.79
4 739
34 227
THRUST REVERSER
703
1 550
31.062
101.91
21 837
157 960
CORE COWL
61
134
32.726
107.37
1 996
14 388
PRIMARY NOZZLE
79
175
33.686
110.52
2 661
19 341
PYLON
1 230
2 712
33.069
108.49
40 675
294 225
BARE ENGINE
5 596
12 337
31.198
102.35
174 584
1 262 692

G.E. CF6-80E1 - Engine
2-31
Page 28B
JUL 01/94
Printed in France

2. Analysis of Airplane CG Change Because of Power Plant
Removal or Damage
A. Look at the damage to each power plant to see what items are not there.
B. See Tables TBD (page 30) for the weights of the removed or lost component
and their CG locations in the nacelle. Convert nacelle component CG
locations to airplane station locations and calculate the arm for each
item from airplane CG.
C. Calculate the lateral and longitudinal change in the airplane CG because
of a removed power plant or components. See paragraph 3.
D. Put together the CG change because of damaged or removed power plants
with the CG change because of damaged or removed aircraft components and
calculate the total airplane CG change.
E. Decide if it is necessary to remove the remaining power plants so the
resulting CG change will make airplane recovery easier.
WARNING : DEATH OR SERIOUS INJURY MAY RESULT IF THE AIRPLANE FALLS ON RECOVERY
PERSONNEL. VERIFY THAT ALL PERSONNEL ARE AWAY FROM AIRPLANE WHEN POWER
PLANT IS REMOVED. REMOVAL OF POWER PLANT WEIGHT FROM WING MAY CAUSE
AIRPLANE TO CHANGE POSITION BECAUSE OF CHANGE OF AIRPLANE CENTER OF
GRAVITY.
CAUTION : VERIFY THAT THE DENSITY OF THE GROUND IS ABLE TO HOLD THE WEIGHT OF
REMOVED ENGINE AND SUPPORT EQUIPMENT.
F. If it is necessary to remove one or more power plant, see removal
instructions in the Airbus Industrie A330 Aircraft Maintenance Manual.
2-31
Page 29
OCT 30/93
Printed in France
This Page Left Blank Intentionally
R
2-31
Page 30
JAN 01/96
Printed in France

3. Calculation of Center of Gravity (CG) Location with one or more Power Plant
Removed
Use the weight and CG data from Table (Page 24 and 25) to calculate the
airplane CG changes because of power plant or component removal. The CG
locations are given by Nacelle Stationline, Waterline, and Buttline. See
Figure 2.
The power plant CG locations must be converted from the nacelle locations to
airplane station locations before they can be used to calculate the change in
airplane CG.
The change in CG location is calculated as follows :
1. The equation for the new location of the airplane CG is :
Airplane moment minus power plant moment
Airplane weight minus power plant weight
= airplane CG
2. The equation for percent of CG change of the airplane is :

Change in CG
Power Plant Arm
100 = percent of CG change
Airplane and power plant weight and arm values have been assigned as follows
for use in the examples. The true values may be different.
Recoverable Empty Weight (REW)
=
Aircraft arm from CG (AA)
=
Power Plant Weight (PPW)
=
Power Plant Arm (PPA) laterally from CG =
Power Plant Arm forward of CG
=
340,000 lb
0
10,500 lb
25 ft
20 ft
Calculation Example A :
Calculate the lateral change in CG because of removal of one power plant :
(REW AA) (PPW PPA)
REW PPW
340,000 0 10,500 25
340,000 10,500
= CG change in feet
=
0 262,500
329,500
= 0.796
In this example the calculation shows that when one power plant is removed,
the CG of this airplane moves laterally 0.796 feet from its initial CG
location toward the remaining power plants.
2-31
Page 31
OCT 30/93
Printed in France

Calculation Example B :
Calculate the percent of lateral change in CG due to removal of one power plant
Change in CG
PPA
0.796
100 = 3.19 percent
25
The computation shows that the percentage of airplane CG change is 3.19 percent.
Calculation Example C :
Calculate the longitudinal change in CG because of removal of one power plant :
(REW AA) (PPW PPA)
= CG change in feet
REW PPW
0 210,000
(340,000 0) (10,500 20)
=
= 0.637
340,000 10,500
329,500
In this example the calculation shows that when one power plant is removed, the
CG of this airplane moves longitudinally aft 0.637 feet from its initial CG
location.
Calculation Example D :
Calculate the percent of longitudinal change in CG because of removal of one
power plant :
Change in CG
PPA
0.637
20
100 3.19 percent
The computation shows that the percentage of airplane CGT change is 3.19
percent.
2-31
Page 32
OCT 30/93
Printed in France

WEIGHT AND CG CHANGES DUE TO THE FUEL IN THE AIRCRAFT FUEL TANKS
R 1. General
The weight and CG position of the aircraft will change due to fuel quantities
in each tank.
R
To find the changes in weight and CG position, calculate :

the H-arm dimension along the longitudinal plane from nose to tail
the Y-arm dimension along the lateral plane from wing tip to wing tip.
The H-arm is a dimension from the CG of an item/component to the horizontal
arm reference datum plane.
The Y-arm is a dimension from the CG of an item/component to the lateral arm
reference datum plane.
R 2. H-arm Calculations (Ref. Fig.1)

R
To calculate the H-arm, establish the following :

the aircraft weight empty (Ref. 1-10 page 2)
the aircraft H-arm at 25% Reference Chord (RC). This is the H-arm design
ref.
the total fuel moment
the total fuel weight.
To calculate the total weight and moment of the fuel in the tanks :
find the remaining fuel quantities in each tank
use the mass and moment data on pages 9 thru 17.
R
R
Use this information in Equation 1 to determine the effect of the fuel on the
H-arm.
Equation 1 :
H-arm from position X0 =
(Aircraft Wt Empty x Aircraft H-arm) + Total Fuel Moment
Aircraft Wt Empty + Total Fuel Wt
After Equation 1 is complete, calculate the change in the percentage

Reference Chord in Equation 2.
Equation 2 :
% RC =
H-arm 34.532
0.0727
is used for (A330-300)
An example of how to calculate the H-arm from position X0 and the change in
the percentage RC is shown.
R
The example used is for an A330-300 aircraft.
2-33
Page 1
JAN 01/96
Printed in France
To find the Operating Weight Empty (OWE) refer to section 1-10 page 2. This
gives the OWE as 12 638 kg.
R
R
R
To find the H-arm at this weight refer to the Weight and Balance Manual.
In this manual the aircraft H-arm at 25 % RC is 36.3495 m aft of the X0
position (Ref. Fig.1).
R
R
R
R
R
The aircraft
Inner tank
Inner tank
Outer tank
Outer tank
Trim tank
is
LH
RH
LH
RH
to be recovered with fuel in the tanks as follows :

Wing 42194 l
Wing 42194 l
Wing 3688 l
Wing 3688 l
6121 l
Look at the mass and moment data on pages 9 thru 17 for the information that
follows :
R
R
Inner tank LH
Moment of 42194 l 1096338.2 m.kg
Mass of
42194 l
33122.0 kg
R
R
Inner tank RH
Moment of 42194 l 1096338.2 m.kg
Mass of
42194 l
33122.0 kg
R
R
Outer tank LH
Moment of 3688 l 114804.4 m.kg
Mass of
3688 l
2895.0 kg
R
R
Outer tank RH
Moment of 3688 l 114804.4 m.kg
Mass of
3688 l
2895.0 kg
R
R
Trim tank
Moment of 6121 l 292719.69 m.kg
Mass of
6121 l
4805.3 kg
Total Fuel Moment = 2715004.9 m.kg
Total Fuel Mass
= 76839.3 kg
R
R
R
Now enter the Total Fuel Moment and Total Fuel Mass into equation 1.
H-arm from position X0 =
H-arm
(126381 x 36.3495) + 2715004.9

126381 + 76839.3
= 35.965 m
2-33
Page 2
JAN 01/96
Printed in France

R
Enter this H-arm in equation 2 and calculate the % RC :
% RC =
% RC = 19.716%
35.965 - 34.532
0.0727
3. Y-Arm Calculations
When the aircraft is in level flight the Y-arm dimension is usually loaded
equally about the centerline. That is, the Y-arm dimension about the RH wing
is equal to the Y-arm dimension about the LH wing.
In this configuration all the moments and loads are equal about the
centerline.
R
R
To calculate the Y-arm for an aircraft on a recovery, establish the

following :
the aircraft weight empty
the dimension from the aircraft centerline to the MLGs
the dimension from the aircraft centerline to the jacking point
the total fuel weight
the total fuel moment.
R
R
R
To find the total fuel weight and moment of the fuel in the tanks :
find the remaining fuel quantities in each tank
use the mass and moment data on pages 9 thru 17.
R
R
The example shows how to calculate :

the Y-arm moment with an allowance
the total fuel mass and moments
the lifting load, for an aircraft on a recovery with a MLG failure.
R
R
If the aircraft, has a LH MLG failure, it will rest on the LH engine with
the fuselage horizontal. The aircraft will be recovered from this position.
The loads acting on the aircraft with a LH MLG failure are shown in Fig.2.
To calculate the load needed to lift the LH wing, take moments about the RH
MLG.
Also put the lifting load at the beginning of this equation :

Lifting load x Dim. to RH MLG = Aircraft Wt x Dim. to RH MLG + Total fuel
Moment
This will give :

Equation 3 :
Lifting load =
Aircraft Wt x Dim. to RH MLG + Total Fuel Moment

Dim. to RH MLG
2-33
Page 3
JAN 01/96
Printed in France
The example used is for a (A330-300) aircraft with the fuel tanks full,
when the MLG failure happens.
R
R
R
R
To take moments about the RH MLG :

make an allowance to the moment arm shown in the mass and data sheets
(because the moment arm is taken about the aircraft centerline)
compile a table to record the calculations made.
To make the allowance add together these figures :
the dimension from the RH MLG to the centerline of the aircraft
the Y-moment arm which is found in pages 9 thru 17.
The table to compile will include all the remaining fuel in the tanks with
mass and moment calculations.
The table compiled in this example is shown in Table 4.

In the table all moments about the RH MLG in a clockwise direction are
shown with a positive sign. All moments about the RH MLG in the opposite
direction are shown with a negative sign.
R
R
R
R
To compile Table 4, read the correct mass and data for the remaining fuel
in the tank. These figures are found in the data sheets, pages 9 thru 17.
Enter these figures for the fuel mass and the Y-arm moment in columns 3
and 4, of Table 4.
Calculate the values of the Y-arm in column 5. To do this revise the

moment arm so that it equals the dimension of the Y-arm of the fuel in
each tank. The new moment arm will now equal the dimension between these
positions :
the remaining fuel in each tank
and the point about which the moments are taken.
To get the fuel moment in each tank multiply together the information that
follows :
the fuel mass in each tank
the Y-arm dimension in column 5.
R
R
Now put together all the figures in column 6 to get a Total Fuel Moment.
Make sure that both the positive and negative signs are used before the
figures.
In the Maintenance Facility Planning Manual (MFP Section 3-10, 3-14)

A330-300, the information that follows is given:
the dimension from the aircraft centerline to the Jacking Point
= 8.511 m
the dimension from the aircraft centerline to the MLG centerline
= 5.342 m.
2-33
Page 4
JAN 01/96
Printed in France

R
Now calculate the lifting load which should be applied by pneumatic lifting
bags. These are fitted adjacent to the LH Jacking Point.
Use equation N3 to calculate this load.

Lifting load = Aircraft Wt x Dim. from RH MLG to Aircraft C/L + Total Fuel Moment
Dim. from RH MLG to LH Jacking Point
R
R
= 126381 5.342 + 410473.94

13.853
Lifting load = 78365.79 kg
R 4. Calculations for Removed Fuel

R
R
When fuel is drained from the tanks, the load needed to lift the aircraft is
decreased. The fuel moment will also be decreased.
The fuel to be drained in the tanks has a mass moment sign of a minus.
The fuel loads in these tanks act directly against the lifting load.
R
R
Because the aircraft has a MLG failure, there is a quantity of fuel that will
remain in the tanks (Ref. Table 3). Include this fuel to make the fuel moment
calculations.
There are two methods which can be used to drain fuel from the tanks. These
are :
by a pressure defuel
by a suction defuel.
In Table 1, information is given on :

the refuel/defuel pumps in use
the position of the crossfeed valves
the defuel rates in liters/min.
Table 2 provides information on the defuel rates for each type of fuel tank.
The defuel rates in Tables 1 and 2 are those when one hose is connected to a
refuel/defuel coupling.
2-33
Page 5
JAN 01/96
Printed in France
CROSSFEED VALVES
DEFUEL RATES
l/min
MAIN 1 AND 2
CLOSED
366.8
MAIN 2 AND 3
CLOSED
365.6
MAIN 1, 2, 3 AND 4
CLOSED
406.8
PUMP(S)
Pressure Defuel Information

Table 1
The suction defuel uses the pumps of the fuel tanker to give the necessary
negative pressure of 0.76 bar (11 psi).
The defuel rates, in Table 2 are those, when :
a negative pressure of 0.76 bar (11 psi) is applied at the refuel/defuel
coupling
the fuel flows through one defuel hose
the appropriate tank refuel/defuel valve is open.
FUEL TANK
DEFUEL RATE
l/min
INNER
288.0
OUTER
89.0
TRIM
72.0
Suction Defuel Information

Table 2
R
R
When a Pressure Defuel or a Suction Defuel is finished, there will still be a

quantity of remaining fuel in the tanks.
The quantity of the remaining fuel is given in Table 3. It gives different
positions of the aircraft attitudes.
The fuel quantities in the table are calculated when :
the fuel pumps are available and not damaged
the fuel tank drains have also been used to drain the fuel.
2-33
Page 6
JAN 01/96
Printed in France

R
In the columns at the top of Table 3 the abbreviations that follow are used :
CC
LF
LA
RF
RA
TRM
RO
LO
Collector Cells (Total, i.e. 2)

Left Forward Inner
Left Aft Inner
Right Forward Inner
Right Aft Inner
Trim Tank
Right Outer Tank
Left Outer Tank.
AIRCRAFT
CONFIGURATION
CC
LF
LA
RF
RA
1. NLG COLLAPSE
12
253
34
253
34
70
2. 1 RH or LH MLG
COLLAPSE
12
78
20
83
10
3. 1 NLG and 1 RH or
LH MLG COLLAPSE
12
167
29
180
24
11
45
4. ALL MLGs
COLLAPSE
12
90
19
90
19
33
5. ALL GEARS
COLLAPSE
12
85
16
85
16
25
6. OVERBALANCED
TAIL ON GROUND
12
245
95
245
7. NORMAL ATTITUDE
12
84
16
84
95
16
TRM
RO
42
TOTAL
QTY
LO
42
740
1130
18
486
263
251
276
821
821
2610
235
921
All quantities are in liters

The Remaining Fuel Quantities that you Cannot Drain
Table 3
You must now calculate the decreased Total Fuel Moment to find the decreased
lifting load needed to lift the wing.
The table that has been compiled in this example is shown in Table 5.
R
R
R
When the decreased Total Fuel Moment has been calculated (Ref. Table 5) use
Equation 3 again.
126381 x 5.342 + (-8646.58)
Lifting Load =
13.853
= 48110.93 kg
2-33
Page 7
JAN 01/96
Printed in France

R
R
The lifting load needed is therefore decreased, if all the fuel from the
tanks in the LH wing is drained.
The decreased lifting load will be :
78365.79 48110.93 = 30254.86 kg
That is a decrease of 38.61% in the lifting load required to lift the

aircraft with the fuel removed.
2-33
Page 8
JAN 01/96
Printed in France

R
R
5. FUEL DATA FOR INNER TANK, LEFT OR RIGHT HAND WING

A. H-ARM
Fuel specific gravity 0.785
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
CAPACITY
(l)
400
800
1200
1600
2000
2400
2800
3200
3600
4000
4400
4800
5200
5600
6000
6400
6800
7200
7600
8000
8400
8800
9200
9600
10000
10400
10800
11200
11600
12000
12400
12800
13200
13600
14000
14400
14800
15200
15600
16000
16400
MASS
(kg)
314
628
942
1256
1570
1884
2198
2512
2826
3140
3454
3768
4082
4396
4710
5024
5338
5652
5966
6280
6594
6908
7222
7536
7850
8164
8478
8792
9106
9420
9734
10048
10362
10676
10990
11304
11618
11932
12246
12560
12874
H-ARM
(m)
33.869
33.818
33.743
33.710
33.698
33.694
33.695
33.696
33.701
33.706
33.709
33.716
33.722
33.727
33.733
33.741
33.748
33.754
33.761
33.770
33.778
33.785
33.791
33.800
33.808
33.816
33.823
33.830
33.839
33.847
33.854
33.862
33.868
33.876
33.884
33.892
33.899
33.906
33.912
33.920
33.928
MOMENT
(m.kg)
10634.86
21237.70
31785.91
42339.76
52905.86
63479.49
74061.61
84644.35
95239.03
105836.8
116430.9
127041.9
137653.2
148263.9
158882.4
169514.8
180146.8
190777.6
201418.1
212075.6
222732.1
233386.8
244038.6
254716.8
265392.8
276073.8
286751.4
297433.4
308137.9
318838.74
329534.84
340245.38
350940.22
361660.18
372385.16
383115.17
393828.58
404566.39
415286.35
426035.2
436789.07
MASS
(lb)
692.244
1384.488
2076.733
2768.977
3461.222
4153.466
4845.711
5537.955
6230.199
6922.444
7614.688
8306.933
8999.177
9691.421
10383.666
11075.91
11768.155
12460.399
13152.644
13844.888
14537.132
15229.377
15921.621
16613.866
17306.110
17998.354
18690.599
19382.843
20075.088
20767.33
21459.58
22151.82
22844.06
23536.31
24228.55
24920.80
25613.04
26305.29
26997.53
27689.78
28382.02
H-ARM
(ft)
111.12
110.95
110.70
110.59
110.55
110.54
110.55
110.55
110.56
110.58
110.59
110.61
110.64
110.65
110.67
110.69
110.72
110.74
110.76
110.79
110.82
110.84
110.86
110.89
110.92
110.94
110.96
110.99
111.02
111.05
111.07
111.09
111.11
111.14
111.16
111.19
111.26
111.24
111.26
111.28
111.31
MOMENT
(ft.lbx103)
76.92
153.61
229.89
306.22
382.63
459.12
535.69
612.22
688.81
765.48
842.10
918.82
995.67
1072.35
1149.16
1225.99
1302.97
1379.86
1456.78
1533.87
1611.00
1688.02
1765.07
1842.31
1919.59
1996.74
2073.91
2151.30
2228.74
2306.21
2383.52
2460.85
2538.20
2615.83
2693.25
2770.94
2849.71
2926.20
3003.75
3081.32
3159.20
2-33
Page 9
JAN 01/96
Printed in France
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
CAPACITY
(l)
16800
17200
17600
18000
18400
18800
19200
19600
20000
20400
20800
21200
21600
22000
22400
22800
23200
23600
24000
24400
24800
25200
25600
26000
26400
26800
27200
27600
28000
28400
28800
29200
29600
30000
30400
30800
31200
31600
32000
32400
32800
33200
33600
34000
34400
34800
MASS
(kg)
13188
13502
13816
14130
14444
14758
15072
15386
15700
16014
16328
16642
16956
17270
17584
17898
18212
18526
18840
19154
19468
19782
20096
20410
20724
21038
21352
21666
21980
22294
22608
22922
23236
23550
23864
24178
24492
24806
25120
25434
25748
26062
26376
26690
27004
27318
H-ARM
(m)
33.935
33.942
33.949
33.955
33.963
33.970
33.977
33.984
33.991
33.997
34.004
34.012
34.020
34.028
34.035
34.042
34.050
34.059
34.069
34.078
34.087
34.096
34.104
34.119
34.134
34.149
34.163
34.177
34.193
34.213
34.233
34.252
34.271
34.291
34.315
34.338
34.360
34.382
34.407
34.433
34.459
34.484
34.511
34.539
34.566
34.593
MOMENT
(m.kg)
447534.78
458284.88
469039.38
479784.15
490561.57
501329.26
512101.34
522877.84
533658.7
544427.96
555217.31
566027.7
576843.12
587663.56
598471.44
609283.72
620118.6
630977.03
624825.46
652730.01
663430.5
674487.07
685353.98
696368.79
707393.02
718426.66
729448.38
740478.88
751562.14
762744.62
773939.66
785124.34
796320.96
807553.05
818893.16
830224.16
841545.12
852879.89
864303.84
875768.92
887250.33
898722.01
910262.14
921845.91
933420.26
945011.57
MASS
(lb)
29074.26
29766.51
30458.75
31151.00
31843.24
32535.49
33227.73
33919.98
34612.22
35304.46
35996.71
36688.95
37381.20
38073.44
38765.69
39457.93
40150.17
40842.42
41534.66
42226.91
42919.15
43611.40
44303.64
44995.89
45688.13
46380.37
47072.62
47764.86
48457.11
49149.35
49841.60
50533.84
51226.09
51918.33
52610.57
53302.82
53995.06
54687.31
55379.55
56071.80
56764.04
57456.28
58148.53
58840.77
59533.02
60225.26
H-ARM
(ft)
111.33
111.36
111.38
111.40
111.43
111.45
111.47
111.49
111.52
111.54
111.56
111.59
111.61
111.64
111.66
111.68
111.71
111.74
111.77
111.80
111.83
111.86
111.89
111.94
111.99
112.04
112.08
112.13
112.18
112.25
112.31
112.37
112.44
112.50
112.58
112.66
112.73
112.80
112.88
112.97
113.05
113.14
113.22
113.32
113.40
113.49
MOMENT
(ft.lbx103)
3236.84
3314.80
3392.49
3470.22
3548.29
3626.08
3703.89
3781.74
3859.95
3937.86
4015.79
4094.12
4172.16
4250.52
4328.58
4406.66
4485.17
4563.73
4642.33
4720.97
4799.65
4878.37
4957.13
5036.84
5116.61
5196.46
5275.90
5355.88
5435.92
5517.01
5597.71
5678.49
5759.86
5840.81
5922.90
6005.01
6086.86
6168.73
6251.24
6334.43
6417.17
6500.60
6583.58
6667.84
6751.04
6834.96
2-33
Page 10
JAN 01/96
Printed in France

R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
CAPACITY
(l)
35200
35600
36000
36400
36800
37200
37600
38000
38400
38800
39200
39600
40000
40400
40800
41200
41600
42000
42194
MASS
(kg)
27632
27946
28260
28574
28888
29202
29516
29830
30144
30458
30772
31086
31400
31714
32028
32342
32656
32970
33122
H-ARM
(m)
34.623
34.653
34.683
34.713
34.745
34.777
34.808
34.843
34.877
34.910
34.947
34.982
35.021
35.059
35.097
35.135
35.175
35.215
35.234
MOMENT
(m.kg)
956702.74
968412.74
980141.58
991889.26
1003713.6
1015558.0
1027392.9
1039366.7
1051332.3
1063288.8
1075389.1
1087450.5
1099659.4
1111861.1
1124086.7
1136336.2
1148674.8
1161038.6
1167031.1
MASS
(lb)
60917.50
61609.75
62301.99
62994.24
63686.48
64378.73
65070.97
65763.22
66455.46
67147.71
67839.95
68532.19
69224.44
69916.68
70608.93
71301.17
71993.42
72685.66
73021.42
H-ARM
(ft)
113.59
113.69
113.79
113.89
113.99
114.10
114.20
114.31
114.42
114.53
114.65
114.77
114.90
115.02
115.15
115.27
115.40
115.53
115.60
MOMENT
(ft.lbx103)
6919.62
7004.41
7089.34
7174.41
7259.62
7345.61
7431.10
7517.39
7603.83
7690.43
7777.85
7865.44
7953.89
8041.82
8130.62
8218.89
8308.04
8397.37
8441.28
2-33
Page 11
JAN 01/96
Printed in France

R 6. FUEL DATA FOR INNER TANK, LEFT OR RIGHT HAND WING
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
A. Y-ARM
CAPACITY
(l)
400
800
1200
1600
2000
2400
2800
3200
3600
4000
4400
4800
5200
5600
6000
6400
6800
7200
7600
8000
8400
8800
9200
9600
10000
10400
10800
11200
11600
12000
12400
12800
13200
13600
14000
14400
14800
15200
15600
16000
16400
MASS
(kg)
314
628
942
1256
1570
1884
2198
2512
2826
3140
3454
3768
4082
4396
4710
5024
5338
5652
5966
6280
6594
6908
7222
7536
7850
8164
8478
8792
9106
9420
9734
10048
10362
10676
10990
11304
11618
11932
12246
12560
12874
Y-ARM
(m)
3.140
3.195
3.254
3.305
3.357
3.405
3.454
3.493
3.541
3.582
3.617
3.660
3.697
3.730
3.764
3.800
3.832
3.861
3.892
3.924
3.954
3.982
4.007
4.038
4.066
4.093
4.117
4.141
4.169
4.196
4.220
4.244
4.266
4.291
4.317
4.342
4.365
4.388
4.409
4.435
4.461
MOMENT
(m.kg)
985.96
2006.46
3065.27
4151.08
5270.49
6415.02
7591.89
8774.41
10006.86
11247.48
12493.12
13790.88
15091.15
16397.08
17728.44
19091.12
20455.21
21822.37
23219.67
24642.72
26072.68
27507.66
28938.55
30430.37
31918.10
33415.25
34903.93
36407.67
37962.91
39526.32
41077.48
42643.71
44204.29
45810.72
47443.83
49081.97
50712.57
52357.62
53992.61
55703.60
57430.91
MASS
(lb)
692.244
1384.488
2076.733
2768.977
3461.222
4153.466
4845.711
5537.955
6230.199
6922.444
7614.688
8306.933
8999.177
9691.421
10383.666
11075.91
11768.155
12460.399
13152.644
13844.888
14537.132
15229.377
15921.621
16613.866
17306.110
17998.354
18690.599
19382.843
20075.088
20767.33
21459.58
22151.82
22844.06
23536.31
24228.55
24920.80
25613.04
26305.29
26997.53
27689.78
28382.02
Y-ARM
(ft)
10.30
10.48
10.66
10.84
11.01
11.17
11.33
11.46
11.62
11.75
11.87
12.01
12.13
12.24
12.35
12.46
12.57
12.67
12.77
12.87
12.97
13.06
13.15
13.25
13.34
13.43
13.51
13.59
13.68
13.77
13.85
13.92
14.00
14.08
14.16
14.25
14.32
14.40
14.46
14.55
14.64
MOMENT
(ft.lbx103)
7.13
14.51
22.14
30.16
34.65
46.39
54.90
63.46
72.39
81.34
90.38
99.77
109.16
118.62
128.24
138.01
147.93
157.87
167.96
178.18
188.55
198.89
209.37
220.13
230.86
241.72
252.51
263.41
274.63
285.97
297.21
308.35
319.82
331.39
343.08
355.12
366.78
378.80
390.38
402.89
415.51
2-33
Page 12
JAN 01/96
Printed in France

R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
CAPACITY
(l)
16800
17200
17600
18000
18400
18800
19200
19600
20000
20400
20800
21200
21600
22000
22400
22800
23200
23600
24000
24400
24800
25200
25600
26000
26400
26800
27200
27600
28000
28400
28800
29200
29600
30000
30400
30800
31200
31600
32000
32400
32800
33200
33600
34000
34400
34800
MASS
(kg)
13188
13502
13816
14130
14444
14758
15072
15386
15700
16014
16328
16642
16956
17270
17584
17898
18212
18526
18840
19154
19468
19782
20096
20410
20724
21038
21352
21666
21980
22294
22608
22922
23236
23558
23864
24178
24492
24806
25120
25434
25748
26062
26376
26690
27004
27318
Y-ARM
(m)
4.485
4.509
4.531
4.553
4.578
4.605
4.630
4.654
4.677
4.699
4.724
4.752
4.779
4.805
4.830
4.854
4.880
4.911
4.941
4.970
4.999
5.026
5.053
5.091
5.128
5.165
5.20
5.235
5.272
5.317
5.361
5.403
5.444
5.488
5.538
5.586
5.633
5.679
5.731
5.785
5.837
5.888
5.943
6.000
6.056
6.110
MOMENT
(m.kg)
59148.18
60880.52
62600.30
64333.89
66124.63
67960.59
69783.36
71606.44
73428.90
75249.79
77133.47
79082.78
81032.72
82982.35
84930.72
86876.90
88874.56
90981.19
93088.44
95195.38
97320.53
99424.33
101545.09
103907.31
106272.67
108661.27
111030.40
113421.51
115878.56
118537.20
121201.49
123847.57
126496.78
129242.40
132158.83
135058.31
137963.44
140873.27
143962.72
147135.69
150291.08
153453.06
156752.57
160140.00
163536.22
166912.98
MASS
(lb)
29074.26
29766.51
30458.75
31151.00
31843.24
32535.49
33227.73
33919.98
34612.22
35304.46
35996.71
36688.95
37381.20
38073.44
38765.69
39457.93
40150.17
40842.42
41534.66
42226.91
42919.15
43611.40
44303.64
44995.89
45688.13
46380.37
47072.62
47764.86
48457.11
49149.35
49841.60
50533.84
51226.09
51918.33
52610.57
53302.82
53995.06
54687.31
55379.55
56071.80
56764.04
57456.28
58148.53
58840.77
59533.02
60225.26
Y-ARM
(ft)
14.71
14.79
14.87
14.94
15.02
15.11
15.19
15.27
15.34
15.42
15.50
15.59
15.68
15.76
15.85
15.93
16.01
16.11
16.21
16.31
16.40
16.49
16.58
16.70
16.82
16.95
17.06
17.14
17.30
17.44
17.59
17.73
17.86
18.00
18.16
18.33
18.48
18.63
18.80
18.98
19.15
19.32
19.50
19.68
19.86
20.05
MOMENT
(ft.lb103)
427.68
440.25
452.92
465.40
478.29
491.61
504.73
517.96
530.95
544.39
557.95
571.98
586.14
600.04
614.44
628.56
642.80
657.97
673.28
688.72
703.87
719.15
734.55
751.43
768.47
786.15
803.06
818.69
838.31
857.16
876.71
895.96
914.90
934.53
955.41
977.04
997.83
1018.82
1041.14
1064.24
1087.03
1110.05
1133.90
1157.99
1182.33
1207.52
2-33
Page 13
JAN 01/96
Printed in France

R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
CAPACITY
(l)
35200
35600
36000
36400
36800
37200
37600
38000
38400
38800
39200
39600
40000
40400
40800
41200
41600
42000
42194
MASS
(kg)
27632
27946
28260
28574
28888
29202
29516
29830
30144
30458
30772
31086
31400
31714
32028
32342
32656
32970
33122
Y-ARM
(m)
6.170
6.230
6.289
6.349
6.413
6.476
6.537
6.605
6.672
6.737
6.808
6.878
6.949
7.019
7.093
7.168
7.246
7.324
7.365
MOMENT
(m.kg)
170489.44
174103.58
177727.14
181416.33
185258.74
189112.15
192946.09
197027.15
201120.77
205195.55
209495.78
213809.51
218198.60
222600.57
227174.60
231827.46
236625.38
241472.28
243945.67
MASS
(lb)
60917.50
61609.75
62301.99
62994.24
63686.48
64378.73
65070.97
65763.22
66455.46
67147.71
67839.95
68532.19
69224.44
69916.68
70608.93
71301.17
71993.42
72685.66
73021.40
Y-ARM
(ft)
20.25
20.44
20.63
20.83
21.04
21.25
21.45
21.67
21.89
22.10
22.34
22.57
22.80
23.03
23.27
23.52
23.77
24.03
24.16
MOMENT
(ft.lb103)
1233.58
1259.30
1285.29
1312.17
1339.96
1368.05
1395.77
1425.09
1454.71
1483.96
1515.54
1546.77
1578.32
1610.18
1643.07
1677.00
1711.28
1746.64
1764.42
2-33
Page 14
JAN 01/96
Printed in France

R 7. FUEL DATA FOR OUTER TANK, LEFT OR RIGHT HAND WING
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
A.
H-ARM
CAPACITY
(l)
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3688
MASS
(kg)
157
314
471
628
785
942
1099
1256
1413
1570
1727
1884
2041
2198
2355
2512
2669
2826
2895
H-ARM
(m)
40.580
40.688
40.750
40.804
40.849
40.899
40.936
41.000
41.050
41.120
41.180
41.256
41.329
41.406
41.489
41.571
41.657
41.749
41.789
MOMENT
(m.kg)
6371.06
12776.03
19193.25
25624.91
32066.47
38526.86
44988.66
51496.00
58003.65
64558.40
71117.86
77726.30
84352.49
91010.39
97706.60
104426.35
111182.53
117982.67
120979.16
MASS
(lb)
346.122
692.244
1038.367
1384.488
1730.611
2076.733
2422.855
2768.977
3115.100
3461.222
3807.344
4153.466
4499.589
4845.711
5191.833
5537.955
5884.077
6230.199
6382.317
H-ARM
(ft)
133.13
133.49
133.69
133.87
134.02
134.18
134.30
134.51
134.68
134.91
135.10
135.35
135.59
135.84
136.12
136.39
136.67
136.97
137.10
MOMENT
(ft.lb103)
46.08
92.41
138.82
185.34
231.94
278.66
325.39
372.46
419.54
466.95
514.37
562.17
610.10
658.24
706.71
755.32
804.18
853.35
875.02
2-33
Page 15
JAN 01/96
Printed in France

R 8. FUEL DATA FOR OUTER TANK, LEFT OR RIGHT HAND WING
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
A.
Y-ARM
CAPACITY
(l)
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3688
MASS
(kg)
157
314
471
628
785
942
1099
1256
1413
1570
1727
1884
2041
2198
2355
2512
2669
2826
2895
Y-ARM
(m)
18.020
18.144
18.229
18.313
18.390
18.480
18.547
18.669
18.767
18.898
19.014
19.158
19.295
19.439
19.592
19.745
19.902
20.069
20.142
MOMENT
(m.kg)
2829.14
5697.22
8585.86
1150.56
14436.15
17408.16
20383.15
23448.26
26517.78
29669.86
32837.18
36093.67
39381.10
42726.92
46139.16
49599.44
53118.44
56714.99
58312.70
MASS
(lb)
346.122
692.244
1038.367
1384.488
1730.611
2076.733
2422.855
2768.977
3115.100
3461.222
3807.344
4153.466
4499.589
4845.711
5191.833
5537.955
5884.077
6230.199
6382.317
Y-ARM
(ft)
59.12
59.53
59.81
60.08
60.33
60.63
60.85
61.25
61.57
62.00
62.38
62.85
63.30
63.77
64.28
64.78
65.29
65.84
66.08
MOMENT
(ft.lb103)
20.46
41.21
62.10
83.18
104.41
125.91
147.43
169.60
191.80
214.60
237.50
261.05
284.82
309.01
333.73
358.75
384.20
410.20
421.76
2-33
Page 16
JAN 01/96
Printed in France

R 9. FUEL DATA FOR TRIM TANK
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
R
A.
H-ARM
CAPACITY
(l)
200
400
600
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
3800
4000
4200
4400
4600
4800
5000
5200
5400
5600
5800
6000
6121
MASS
(kg)
157
314
471
628
785
942
1099
1256
1413
1570
1727
1884
2041
2198
2355
2512
2669
2826
2983
3140
3297
3454
3611
3768
3925
4082
4239
4396
4553
4710
4805
H-ARM
(m)
64.144
64.122
64.152
64.185
64.215
64.240
64.261
64.280
64.297
64.313
64.330
64.348
64.368
64.391
64.416
64.444
64.476
64.511
64.549
64.590
64.635
64.682
64.732
64.784
64.839
64.896
64.956
65.017
65.081
65.147
65.187
MOMENT
(m.kg)
10070.61
20134.31
30215.59
40308.18
50408.78
60514.08
70622.84
80735.68
90851.66
100971.41
111097.91
121231.63
131375.09
141531.42
151699.68
161883.33
172086.44
182308.09
192549.67
202812.60
213101.60
223411.63
233747.25
244106.11
254493.08
264905.47
275348.48
285814.73
296313.79
306842.37
313223.54
MASS
(lb)
346.122
692.244
1038.367
1384.488
1730.611
2076.733
2422.855
2768.977
3115.100
3461.222
3807.344
4153.466
4499.589
4845.711
5191.833
5537.955
5884.077
6230.199
6582.936
6922.444
7268.566
7614.688
7960.810
8306.933
8653.055
8999.177
9345.299
9691.422
10037.544
10383.666
10593.100
H-ARM
(ft)
210.44
210.37
210.47
210.58
210.68
210.76
210.83
210.89
210.95
211.00
211.05
211.11
211.18
211.25
211.34
211.43
211.53
211.65
211.77
211.91
212.05
212.21
212.37
212.54
212.72
212.91
213.11
213.31
213.52
213.73
213.86
MOMENT
(ft.lb103)
72.84
145.63
218.55
291.55
364.61
437.69
510.81
583.95
657.13
730.32
803.54
876.84
950.22
1023.66
1097.24
1170.89
1244.66
1318.62
1394.07
1466.94
1541.30
1615.91
1690.64
1765.56
1840.68
1916.01
1991.58
2067.28
2143.22
2219.30
2265.44
2-33
Page 17
JAN 01/96
Printed in France
COLUMN
CELL N
CAPACITY
litres
1
2
1A
2A
Trim
R
R
R
R
R
42194
42194
3688
3688
6121
Y-ARM ABOUT Y-ARM ABOUT

MASS
AIRCRAFT
RH MAIN
(From table)
CENTERLINE
GEAR
(From table)
kg
m
m
33122
33122
2895
2895
4805
7.365
7.365
20.142
20.142
0.0
12.707
2.023
25.484
14.8
5.342
6
MOMENT
ABOUT
RH MAIN
GEAR
m.kg
420881.25
67005.80
73776.18
42846.0
25668.31
TOTAL FUEL MOMENT 410473.94 m.kg
Fuel Moment Table with Fuel Remaining in the tanks

Table 4
COLUMN
CELL N
CAPACITY
litres
R
R
R
R
R
1
2
1A
2A
Trim
104
96
1
921
6
Y-ARM ABOUT Y-ARM ABOUT

MASS
AIRCRAFT
RH MAIN
(From table)
CENTERLINE
GEAR
(From table)
kg
m
m
81.64
75.36
0.785
772.98
4.71
2.75
2.70
17.866
18.00
0.0008
8.092
2.642
23.208
12.658
5.342
6
MOMENT
ABOUT
RH MAIN
GEAR
m.kg
660.63
199.10
18.21
9151.48
25.16
TOTAL FUEL MOMENT 8646.58 m.kg

Fuel Moment Table with Fuel that you Cannot Drain (LH Wing)
Table 5
2-33
Page 18
JAN 01/96
Printed in France

Figure 1
2-33
Page 19
JAN 01/96
Printed in France

Figure 1A
2-33
Page 19A
JAN 30/98
N
Printed in France

Figure 2
2-33
Page 20
JAN 01/96
Printed in France

A330 with Center Tank
Figure 2A
2-33
Page 20A
JAN 30/98
N
Printed in France

DEFUELING
1. General
R
R
This topic deals with defuelling of the -300 and -200 models of the A330
aircraft. It is not possible to provide all the configurations or the
conditions of a damaged aircraft. Therefore specific operations to defuel the
aircraft before recovery, can not be given. In some conditions it will be
necessary to use the procedures given in the Aircraft Maintenance Manual
(AMM).
The preparation and description that follows is made at Post Mod. 40176. This
optional modification introduces a refuel/defuel coupling in the LH wing.
R
R
The A330-200 model is fitted with an optional center tank in the center
section of the aircraft.
2. Precautions
R
R
R
R
R
R
Before you start to defuel the aircraft you must make sure that :
the safety zone (Ref. Fig. 1) is identified to prevent the entry of persons
that are not necessary to the defuel operation
all equipment and materials that are not necessary for the defuel operation
are moved out of the safety zone
the safety and the fire fighting equipment, and the personnel approved to
operate it, are in place
the fuel tankers are in the correct position
the escape lanes for the fuel tankers are clear
the fuel tankers have sufficient capacity to defuel the aircraft
the aircraft and fuel tankers are grounded correctly
you use only the electrical equipment necessary for the defuel operation
you do not operate the aircraft main engines or the APU during the defuel
operation
the electrical equipment that you use will not cause a spark
caps are installed on all damaged fuel pipes
damaged electrical wiring and fuel pumps are isolated
you use only fuel pumps that are serviceable
do not do a defuel procedure in bad weather conditions, lightning is
dangerous
do not operate radio or radar equipment during the defuel operation
immediately flush away with water, or remove, fuel spillage.
3. Preparation (Ref. Figs. 2 and 3)
A. Put the access platforms in position, below the access panels 522HB and
622HB.
B. Open the panels 522HB and 622HB.
C. Remove the refuel/defuel coupling caps from the refuel/defuel couplings.
D. Make sure that the couplings of the fuel supply hoses are clean.
E. Connect the fuel supply hoses to the refuel/defuel couplings.
2-34
Page 1
JAN 30/98
Printed in France

F. Open the access panel 198DB in the RH belly fairing.
CAUTION :
THE GROUND POWER UNIT (GPU) MUST NOT BE CONNECTED TO THE

AIRCRAFT IF THE DEFUEL OPERATION IS TO BE DONE WITHOUT
ELECTRICAL POWER.
CAUTION : THE AIRCRAFT ELECTRICAL SYSTEM MUST NOT BE ENERGIZED, IF THE

DEFUEL OPERATION IS TO BE DONE WITHOUT ELECTRICAL POWER.
G. If necessary, and if it is safe to do so, put the GPU in a position as
far from the aircraft as possible. The GPU must have 3 phases, with 115
volts at 400 Hz and supply 20 KVA.
H. If necessary, and if it is safe to do so, connect the GPU to the aircraft
and energize the aircraft electrical system.
I. If necessary, start the Electronic Instrument System (EIS) and the
Electronic Centralized Aircraft Monitoring (ECAM).
4. Defuel (Ref. Figs. 2 and 3)
In the leading edge of both LH and RH wings there is a refuel/defuel
coupling. This is the interface between the refuel/defuel system and the
external source.
Each refuel/defuel coupling can have two refuel/defuel hoses connected to it.
The aircraft can then be defueled through one or more of the refuel/defuel
adaptors.
CAUTION : IF ONLY ONE REFUEL/DEFUEL COUPLING IS USED IT MUST BE THE ONE
IDENTIFIED USE THIS ADAPTOR TO DEFUEL.
There are two ways to defuel an aircraft. These are :
with a pressure defuel (the aircraft fuel-pumps supply the fuel pressure
for the defuel)
with a suction defuel (the external defuel source supplies the suction to
remove the fuel).
These two ways can be used at the same time to increase the defuel rate.
When the aircraft is at the usual lateral and longitudinal angles, gravity
will act upon the fuel in the tanks. At these angles most of the fuel in the
tanks can be removed.
Fuel will move from the trim tank into the fuel gallery. From the fuel
gallery it will move to the refuel/defuel couplings and out of the aircraft.
The defuel can be done in these electrical conditions :

an electrical GPU connected to the aircraft electrical system
the aircraft batteries or the APU connected to the aircraft electrical
system
no aircraft electrical power available.
2-34
Page 2
JAN 30/98
Printed in France

In the condition of, when no aircraft electrical power is available, you must
remove the electrical actuators and operate the fuel valves manually. You can
then power the fuel pumps with an independent electrical supply and a wiring
harness.
You cannot start a pressure defuel unless all the wing inlet valves are closed.
This prevents the possibility of a tank overflow, because the inner tanks have
no fuel hi-level sensor protection during a defuel. It is only possible to
R pressure defuel the inner fuel tanks and the optional center tank. To defuel the
R other fuel tanks, the fuel must first be moved to the inner tanks or the
R optional center tank.
To fully defuel the trim tank in the Trimmable Horizontal Stabilizer it must be
R set to the zero position. The Fuel Control and Monitoring System (FCMS) prevents
R a defuel of the wing tanks until the trim tank is empty.
2-34
Page 3
JAN 30/98
Printed in France
Safety Area and Fueling Zone

Figure 1
2-34
Page 4
JAN 30/98
R
Printed in France
Refuel/Defuel Coupling
Figure 2
2-34
Page 5
JAN 30/98
R
Printed in France
Refuel/Defuel Control Panel 990VU Component Location

Figure 3
2-34
Page 6
JAN 30/98
R
Printed in France

5. Defuel Procedures
There are four procedures you can use to remove fuel from an aircraft.
These are :
a pressure defuel with electrical power
a suction defuel with electrical power
a pressure defuel without electrical power
a suction defuel without electrical power.
A. Pressure Defuel with Electrical Power (Ref. Fig.3,4 and 5)
R
R
NOTE : The pressure defuel is controlled from the cockpit overhead panel
245VU.
(1) In the Cockpit
R
R
(a) Push in the FUEL pushbutton switch (P/BSW) and make sure that
the ECAM system Display Unit shows the FUEL page.
(b) Read and make a record of the fuel quantities.

(2) On the Refuel/Defuel Control Panel 990VU :
R
R
(a) Make sure that the REFUEL-DEFUEL-VALVES (switches 5QU1, 5QU2,

6QU1, 6QU2 and 8QU) are in the NORM (guarded) position (7QU
also, on the -200 model).
(b) Set the MODE SELECT switch (3QU) to the DEFUEL position.
(c) Lift the guard and set the TRANSF VALVE switch (11QU) to OPEN.
(3) Defuel of the trim tank and the trim pipe until empty.
(a) On the overhead panel 245VU, push in the T TANK MOSE P/BSW
(21QL) and put the T TANK FEED (fuel isolation) switch (13QN) to
the open position. Make sure that :
1 The FWD light comes on
2 The FUEL page shows :
the trim-tank isolation valve symbol is in-line (valve open)
the forward-transfer triangular symbol is in view (fuel
transfer in operation).
(b) Monitor the fuel contents, and make sure that the trim tank fuel
contents figure decreases.
(c) Continue the defuel until the trim-tank fuel quantity indication
is zero and the inner-tank fuel quantity indications are stable.
2-34
Page 7
JAN 30/98
Printed in France

(d) Release out the T TANK MODE P/BSW and put the T TANK FEED switch
to the AUTO position. Make sure that :
1 The FWD light goes off.
2 The FUEL page shows :
the trim-tank isolation valve symbol is cross-line (valve
closed)
the forward-transfer triangular symbol is not in view
(fuel-transfer not in operation).
R
(4) Defuel of the Center Tank until it is empty (-200 model).
R
R
R
R
(a) Push in the L TRANSFER and R TRANSFER switches. Make sure that :
the OFF lights go off
on the ECAM, the FUEL page shows the L and R TRANSFER
fuel-pump symbols are in-line (pumps in operation).
(b) Operate the pumps until a pump FAULT light comes on.
R
R
R
R
R
(c) Release out the L and R TRANSFER P/BSWs. Make sure that :
the OFF light comes on
the FUEL page shows that the L and R TRANSFER fuel pump
symbols are cross-line (pumps not in operation)
the FAULT light goes off.
(5) Defuel the wing tanks until they are empty.
(a) Push in the L1, L2, R1, R2 P/BSWs to start the pumps. Make sure
that :
the OFF lights go off
the FUEL page shows the related fuel pump symbol is in-line
(pump in operation).
R
R
R
R
NOTE : During a defuel the fuel pumps can empty the fuel
collector cell faster than the collector cell can fill.
You must let the collector cell fill again before the
defuel can continue.
(b) Operate the pump until a TANK pump FAULT-light comes on.
CAUTION : DO NOT LET THE FUEL PUMPS OPERATE FOR MORE THAN 15
MINUTES WITH THE FAULT LIGHT ON. THIS PREVENTS DAMAGE
TO THE FUEL PUMPS.
(c) Release out the TANK P/BSW. Make sure that :

the related FAULT light goes off
the related TANK P/BSW OFF light comes on
the FUEL page shows the related fuel pump symbol is cross-line
(pump not in operation)
2-34
Page 8
JAN 30/98
Printed in France

R
(d) Repeat this operation for each of the fuel pumps as necessary.
(e) On the ECAM make sure that the FUEL page shows :
the trim-tank isolation valve symbol is cross-line (valve
closed)
the forward fuel-transfer symbol is not in view (fuel-transfer
not in operation)
the fuel pump symbols are cross-line (pumps not in operation).
B. Suction Defuel with Electrical Power (Ref. Fig.3)
NOTE : A suction defuel is controlled from the Refuel/Defuel Control
Panel 990VU.
(1) On the Refuel/Defuel Control Panel 990VU :
(a) Set the TRIM TK REFUEL-DEFUEL-VALVES switch (8QU) to the OPEN
position.
(b) Set the REFUEL-DEFUEL-VALVES switches (5QU1, 5QU2, 6QU1 and

6QU2) to the OPEN position (on -200 models set 7QU to the OPEN
position).
(c) Set the MODE SELECT switch 3QU to the DEFUEL position.
(2) Defuel the trim tank, the wing tanks and the center tank until empty.
(a) At the fuel tanker :
1 Operate the tanker suction motor.
R
R
2 Set the applicable REFUEL VALVE switches to SHUT when each

fuel tank becomes empty.
3 Stop the tanker suction motors.
4 Put the MODE SELECT switch to the OFF position.
5 Put the REFUEL VALVE switch(es) to the NORM position.
2-34
Page 9
JAN 30/98
Printed in France

C. Pressure Defuel without Aircraft Electrical Power (Ref. Figs. 2, 6, 7 and
8)
WARNING : THE AIRCRAFT ELECTRICAL SYSTEM MUST BE SWITCHED OFF AND
ISOLATED
When you pressure defuel an aircraft without electrical power you will
find that the fuel quantity instruments do not operate. You must then :
manually operate all the defuel related valves
isolate the fuel pumps from the aircraft electrical system
use an External Wiring Harness (EWH) control box and power source to
operate the aircraft fuel pumps
use the aircraft Manual Magnetic Indicators (MMIS) to give an
indication of the aircraft fuel contents.
When you pressure defuel without aircraft electrical power you must not :
energize the aircraft electrical system
connect a GPU to the aircraft.
CAUTION : WHEN YOU DEFUEL WITHOUT ELECTRICAL POWER YOU MUST;
KEEP THE BALANCE OF THE AIRCRAFT CORRECT
DEFUEL THE TRIM TANK BEFORE YOU DEFUEL THE WING TANKS
REMOVE AN EQUAL QUANTITY OF FUEL FROM EACH WING.
(1) Aircraft Preparation
(a) Open the MLG doors and access panels to locate the refuel/defuel
valves.
(b) Write down the position of the valves, so that you can return
them to the original position after the defuel.
(c) Remove the electrical actuators and manually set these valves to
the closed position :
fuel inlet, trim-tank 5705QA
fuel inlet, inner tank 5603QA1 and (5603QA2)
fuel inlet, outer tank 5600QA1 and (5500QA2)
fuel inlet, center tank (5501QA) (-200 Model)
auxiliary forward fuel transfer 5703QA
fuel trim pipe isolation, center section 5701QA.
(d) If necessary, set these valves to the open position :
the fuel crossfeed (5300QA)
the fuel trim-tank isolation (5702QA).
NOTE : The fuel crossfeed valve will allow you to defuel the
complete aircraft from one wing. That is from either the
LH wing or the RH wing refuel/defuel couplings. When you
open the fuel trim pipe isolation valve 5701QA, you can
remove the fuel in the transfer pipe.
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(e) Disconnect the electrical actuators from the LH and RH STBY fuel
pumps and connect the EWH plugs P1 and P2.
NOTE : You can control the pumps from the switches on the EWH
control box.
(f) Push and hold in the Manual Command Button (MCB) on the
refuel/defuel isolation valves 502QU1 and (502QU2).
NOTE : The MCBs must be held in all the time the defuel is in
progress.
(2) Defuel the trim tank
(a) Manually open these valves :
the trim-tank isolation valve 5705QA
the auxiliary FWD transfer valve 5703QA
(b) Push and hold in the MCB on the refuel/defuel isolation valves
502QU1 and (502QU2).
(c) Set the pump switches on the EWH to ON.
CAUTION : DO NOT LET THE PUMPS OPERATE FOR MORE THAN 15 MINUTES
WITH NO FUEL IN THE TANKS. THIS WILL PREVENT DAMAGE TO
THE PUMPS.
(d) Monitor the fuel quantity receiver at the tanker until the trim
tank is empty.
NOTE : There are no Manual Magnetic Indicators (MMIs) in the
trim tank.
To monitor the fuel in the trim tank you must record the
fuel quantity that is received at the tanker.
(e) To complete the defuel you must next :
1 Remove the fuel from the outer tanks.
2 Remove the fuel from the inner tanks.
(3) Defuel the outer tanks then the inner tanks.
NOTE : The inner tank high level protection does not function without
power. You must use the MLIs to monitor the fuel levels.
(a) Manually open the outer tank inlet valves 5500QA1 and 5500QA2.
(b) Push and hold in the MCB on the refuel/defuel isolation valves
502QU1 and 502QU2.
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(c) On the control box of the EWH, set the pump switches to on.
CAUTION : DO NOT LET THE PUMPS OPERATE FOR MORE THAN 15 MINUTES
WITH NO FUEL IN THE TANKS. THIS WILL PREVENT DAMAGE TO
THE PUMPS.
(d) Monitor the fuel quantities in the outer tanks with the MMIs
when the flow to the tanker has become stable.
(e) To complete the defuel you must next remove the fuel from the
inner tanks.
(f) To remove fuel from these tanks you must :
manually set the inlet valves 5603QA1 and 5603QA2 to open
set the pump switches on the control box to on.
(g) Monitor the fuel quantities in all the tanks until they are
empty.
NOTE : The aircraft MMIs can be used to give an indication of
the fuel contents in the wing tanks.
(h) When the defuel is complete you must :
return all the valves that you manually closed to the original
position and install the electrical actuators
release out the MCB which will return the refuel/defuel
isolation valves to the normal position.
D. Suction Defuel Without Aircraft Electrical Power (Ref. Fig. 6 and 8)
WARNING : THE AIRCRAFT ELECTRICAL SYSTEM MUST BE SWITCH OFF AND
ISOLATED.
NOTE : When you suction defuel an aircraft without electrical power
you will find that the fuel quantity instruments do not
operate.
You must manually operate all the defuel related valves.
CAUTION : WHEN YOU SUCTION DEFUEL WITHOUT AIRCRAFT ELECTRICAL POWER
YOU MUST NOT :
ENERGIZE THE AIRCRAFT ELECTRICAL SYSTEM
CONNECT A GPU TO THE AIRCRAFT.
CAUTION : WHEN YOU DEFUEL WITHOUT ELECTRICAL POWER YOU MUST :
KEEP THE BALANCE OF THE AIRCRAFT CORRECT
DEFUEL THE TRIM TANK BEFORE YOU DEFUEL THE WING TANKS
REMOVE AN EQUAL QUANTITY OF FUEL FROM EACH WING
2-34
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(1) Aircraft Preparation
(a) Open the MLG doors and access panels to locate the refuel/defuel
valves.
(b) Write down the positions of the valves, so that you can return them
to the original position after the defuel.
(c) Remove the electrical actuators and manually set these valves to the
open position :
fuel inlet valve, trim tank 5705QA
fuel inlet inner valve, tank 5603QA1 and (5603QA2)
fuel inlet outer valve, tank 5500QA1 and (5500QA2)
auxiliary forward fuel transfer valve 5703QA
trim tank isolation valve 5702QA
trim-pipe isolation valve 5701QA
APU isolation valve 5204QA
NOTE : The fuel trim-tank isolation valve 5702QA is used only if the
transfer pipe to the trim-tank is to be defuelled.
(2) Defuel all tanks together
(a) Start the suction pumps on the fuel tanker. This will supply the
necessary negative pressure of 0.76 bar (11 psi). This pressure is
the maximum negative pressure allowed.
(b) Push and hold in the MCB on the refuel/defuel isolation valves 505QU1
and 502QU2.
NOTE : The MCB must be held in all the time the defuel is in
progress.
(c) Use the MMIs to monitor the fuel contents in the tanks. You can also
use the gauges in the tanker to monitor the fuel quantity removed.
(d) When each tank becomes empty, set the applicable fuel valve to the
closed position.
(e) When the defuel is complete you must :
stop the suction motors on the fuel tanker
release out the MCB which will return the refuel/defuel isolation
valves to the normal position
return all the valves that you manually opened to the original
positions and install the elelctrical actuators.
2-34
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Cockpit Fuel Controls

Figure 4
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JAN 30/98
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Cockpit Fuel Indication

Figure 5
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JAN 30/98
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Refuel/Defuel Component Locations

Figure 6
2-34
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JAN 30/98
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External Electrical Wiring Harness and Control Box

Figure 7
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JAN 30/98
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Printed in France
Manual Magnetic Indicator Locations

Figure 8
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JAN 30/98
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6. Procedure to Drain the Remaining Fuel (Ref. Fig. 9)
When you have defueled an aircraft you will still have a quantity of fuel
in the tanks. This fuel is the remaining fuel (unusable) that you cannot
remove with a defuel.
R
A. Drain the unusable fuel that you cannot remove with a defuel
WARNING : AIRCRAFT FUEL IS POISONOUS.
DO NOT GET THE FUEL IN YOUR EYES OR MOUTH.
DO NOT GET THE FUEL ON YOUR SKIN FOR A LONG TIME.
(1) Make sure that the fuel tank to be drained has been defuelled to
the unusable fuel level.
(2) If necessary, put an access platform below the applicable water
drain valve.
(3) Put a container with a minimum capacity of 200l (53 US gal) below
the water drain valve.
(4) Put the hose in the container and install the drain tool in the
water drain valve.
(5) Operate the drain tool to open the water drain valve.
(6) To prevent any leakage, continuously monitor the fuel flow into
the container.
(7) When the fuel flow stops, operate the drain tool to close the
water drain valve.
(8) Remove the drain tool from the water drain valve.
(9) Discard the drained fuel, (you must refer to your local disposal
regulations).
2-34
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Water Drain Positions and Drain Tool

Figure 9
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7. Close-up
A. Stop the EIS and the ECAM if they have been used.
B. De-energize the aircraft electrical system and disconnect the GPU from
the aircraft if it is has been used.
R
C. Remove the GPU from its position near the aircraft, if it has been used.
D. Close the access panel 198DB.
E. Disconnect the hoses from the aircraft refuel/defuel couplings and refit
the refuel/defuel coupling caps.
F. Close both access panels 522HB and 622HB and remove the access platforms
from below the panels.
G. Disconnect all the ground cables from the tanker and the aircraft.
H. Move the fuel tankers away from the safety area and the fueling zone.
J. Remove all the ground support equipment, maintenance equipment, tools and
other items from the area.
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Printed in France

REMOVAL OF PAYLOAD
01. General
Removal of the payload is necessary to reduce aircraft weight for recovery.
In passenger aircraft, the removal of baggage/cargo containers, cargo
pallets and bulk cargo must be considered. It is assumed, for the purposes
of this publication, that the total payload is to be removed. This section
includes removal of containers/pallets and other Unit Load Devices (ULD)
from the aircraft.
If the aircraft has come to rest on an unpaved or soft surface, access to
the aircraft with normal loaders, transporters and other vehicles with small
wheels and low ground clearances may be a major difficulty. In this
particular case, Pierced Steel Plank (PSP) type surfaces may be an
advantage.
With the aircraft in a nose-down attitude, the AFT cargo compartment door
may be higher than the type of loader available can reach. For access in
this instance, fork-lift type vehicles may be of use.
If the aircraft attitude is such that the cargo compartment doors are lower
than normal container and pallet transporter vehicles may be close enough to
the desired height to permit direct unloading. Alternatively, standard
container or pallet conveyor equipment may be used.
Removal of containers and/or pallets from the aircraft will in most cases
have to be done manually, due to lack of electrical power supply for the
cargo loading system. Upward or downward movement of the aircraft about the
longitudinal or lateral axes, or a combination of both, may be expected
during unloading, dependent on the at-rest attitude of the aircraft and on
the location of a specific container or pallet in the cargo compartment.
A block and tackle or other tensioning equipment may be used to pull
containers upwards or to restrain them when being lowered. If a rope is
used, it can be looped around the container and the opposite end anchored
around the side guide tie-down attachment. Pallets may also be removed by
this method, provided that they can withstand the strain of a rope loop. If
not, it is advisable to unload the pallet piece by piece. If there is a
considerable height difference between the door threshold and the loading
equipment, restraint from inside and a pulling force from outside may be
necessary. Pulling may be achieved by means of a block and tackle anchored
to the loading vehicle, a tractor with a rope of suitable strength or by
means of a vehicle equipped with a winch. It is possible that damage to
containers may result when using this method.
Bulk cargo may be removed from any of the cargo compartments by any of the
methods previously mentioned or by manhandling, if the weight of these items
permits. For aircraft which have load thru capability, large items of bulk
cargo which have been loaded thru the AFT cargo compartment into the Bulk
cargo compartment must be unloaded the same way. The divider net must first
be released and any latches lowered which are in the way of cargo.
2-40
Page 1
JAN 30/93
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2. FWD, AFT and Bulk Cargo Compartment Doors Operating Instructions
A. General
The following instructions detail various methods of gaining access to
the FWD, AFT and Bulk cargo compartments. For this purpose it must be
assumed that electrical and hydraulic power is not available and that the
doors cannot be opened in the normal way. If access can be gained to the
right-hand side of the belly fairing, it may be possible to open the FWD
and AFT cargo compartment doors using the hand pump.
B. Open the FWD and AFT cargo compartment door using the hand pump (Ref. AMM
TASK 52-30-00-010-802).
C. Open the FWD or AFT cargo compartment door when the hydraulic system is
defective (Ref. AMM TASK 52-30-00-010-804).
D. Open the Bulk cargo compartment door (Ref. AMM TASK 52-30-00-010-803).
3. Manual Unloading of the FWD and AFT Cargo Compartment (Fig. 1 and 2)
A. The following instructions refer to the unlatching and positioning of
containers and pallets prior to their removal from the cargo
compartments. No attempt is made to provide firm rules for removal
procedures, as these will largely depend on the attitude of the aircraft
at rest. However, the notes contained in Paragraph 1. General, should be
of assistance in determining the method to be employed.
WARNING : CONTAINERS AND PALLETS MUST BE RESTRAINED BEFORE RELEASING
LATCHES IF CARGO COMPARTMENT FLOOR IS NOT LEVEL. SEE 1.
GENERAL.
Refer to the Cargo Loading Manual (CLS) for the method of raising and
lowering the latches used in the cargo loading system.
Floor plans with procedures detailing the unloading steps for the ULD are
provided in Fig. 1 and 2.
2-40
Page 2
JAN 30/93
Printed in France
Manual Unloading FWD Cargo Compartment

Figure 1
MODEL 200 & 300
2-40
Page 3
JAN 30/93
Printed in France
Manual Unloading Aft Cargo Compartment

Figure 2
MODEL 200 & 300
2-40
Page 4
JAN 30/93
Printed in France

TETHERING
1. General
A. During lifting operations of a damaged aircraft, in which cranes, jacks,
and/or inflatable bags are used, the aircraft should be tethered to
prevent horizontal shifting due to lifting side forces, (weight of the
aircraft, wing forces, etc...). Tethers can be attached to fabric slings
passed around the fuselage or the engine pylons or to different fittiangs
such as pylon hoist fittings, fuselage fittings and vertical stabilize
fittings.
B. To ensure satisfactory horizontal stability, aircraft tethering cables
should be secured to heavy vehicles or to deadmen fixed firmly in the
ground ; the tethers should lead at various angles to the fuselage center
line so that aircraft shifting in any direction is prevented. Figure 1
shows a typical installation which might be used.
C. A tensioning device should be provided for each tethering line so that a
steady but no excessive tethering action is maintained throughout the
lifting operation.
D. The number of tethers will vary with the type of recovery operation and
according to wind strength and direction. Figure 2 shows approximately the
forces exerted on the aircraft according to their magnitude and direction.
2. Tethering
A. Using straps and/or cables
If tethering fittings are not availablem or if it is impossible to install
them, the aircraft can be tethered with straps or cables passed around the
engine pylons and the fuselage main frames on which the slings secured to
the ground will be fitted. In this case, it is necessary to protect the
fuselage with pylwood sheets covered with thick padding at places where
cables or straps are in contact with the fuselage. The fuselage frames
capable of bearing these loads are frames 17, 36, 59 and 76.
3-10
Page 1
JUL 30/93
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B. By means of tethering fittings (For P/N Ref. See chapter 5.20 3)
Figure 3 shows positions on the airplane at which fittings can be
installed.
On the fuselage, fitting attachment points are blanked off by screws which
must be removed.
WARNING THE SAME FITTING MUST NOT BE USED TO TETHER AND LIFT THE AIRPLANE
AT THE SAME TIUME ; THE STRESSES IMPOSED ON THE STRUCTURE WOULD BE
TOO SEVERE.
3-10
Page 2
JUL 30/93
Printed in France
Example of Tethering
Figure 1
3-10
Page 3
JUL 30/93
Printed in France
Ground Wind Loads

Figure 2
3-10
Page 4
JUL 30/93
Printed in France
Location of Tethering Fittings

Figure 3
3-10
Page 5
JAN 01/96
Printed in France
Tethering Fittings at FR36

Figure 4
3-10
Page 6
JAN 01/96
Printed in France
Tethering Fittings at FR59-FR76

Figure 5
3-10
Page 7
JAN 01/96
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3-10
Page 8
JAN 01/96
Printed in France

LIFTING DAMAGED AIRCRAFT
This section describes the ways and means to lift the aircraft by means of
either inflatable bags (3-26) or hydraulic jacks (3-27) or by using the
auxiliary jacking points (3-28) in the various configuration listed below :
Nose gear retracted, collapsed or lost (3-21)
Main gear retracted, collapsed or lost (3-22)
One main gear retracted, collapsed or lost (3-23)
Nose gear and either left or right hand main gear retracted, collapsed or lost
(3-24)
All gears retracted, collapsed or lost (3-25)
3-20
Page 1
JUL 30/93
Printed in France

NOSE GEAR RETRACTED, COLLAPSED OR LOST
01. General
In all probability, the aircraft will be resting on the main gears, the
engine nacelles, and on the nose gear door area at the lower forward part of
the fuselage, the front jack pad being probably damaged (ref. Figure 1). The
most obvious lifting methods consist in :
Lifting the aircraft at FR17 with a strap, a cross bar and crane,
Lifting the aircraft at FR17 by means of 2 special fittings either with
jacks, or with a crane, a cross bar and 2 slings,
Lifting the aircraft with inflatable bags placed under the fuselage.
Any combination of the above 3 methods.
The choice of the lifting method depends on the weight and the aircraft
H-arm as computed in section 2 and the lifting means available.
It is obviously advisable to locate the H-arm as far back as possible in the
aircraft, but without tilting the aircraft on to the aft fuselage. The
tables included in this section give the reactions and lifting limitations
versus aircraft CG and weight. If the reaction is above the limitation, the
aircraft H-arm location can be moved by :
Reducing the weight of the aircraft by removing removable equipment.
WARNING : IN NO CIRCUMSTANCES MUST THE AIRCRAFT H-ARM LOCATION BE FURTHER
BACK THAN TBD.
02. Lifting
A. Using a strap aft of FR17, a cross bar and a crane.
Figure 2 gives the reactions at FR17 according to the weight, the
aircraft H-arm location and the lifting limitation by one strap.
Figure 3 gives the minimum dimensions of the strap and the approximate
height to which the aircraft must be lifted. The strap must obligatorily
be positioned immediately aft of FR17.
B. By means of two special fittings installed at FR17
Figure 4 shows a drawing of the fittings
(1) Using hydraulic jacks
Figure 5 gives ground clearances of the fitting jack pads, aircraft
on the ground and aircraft lifted.
Figure 2 gives the reactions at FR17 according to the weight and
aircraft H-arm and the lifting limitation by 2 jacks.
It is advisable to use jacks provided with a loadmeter.
3-21
Page 1
JUL 30/93
Printed in France

NOTE : When the lifting is achieved by jacks, the variation of the
horizontal projection of the distance between the resting
points of the aircraft on the ground is 0.1 m (0.33 ft)
maximum ; if special articulated jacks are not available, it
is advisable to carry out the lifting operation in increments
by blocking and moving the jacks.
(2) Using two slings, a cross bar and a crane
Figure 6 gives the measurements of the cross bar, the slings and the
height from the ground of the Reference Fuselage Datum (RFD) of the
aircraft when lifted.
Figure 2 gives the reaction at FR17 according to the weight and
aircraft H-arm and the limitation of lifting with two slings.
It is advisable to use slings provided with a loadmeter.
C. Using inflatable bags
Using of inflatable bags is covered in section 3-26. As the zones which
rest on the bags will be practically touching the ground, it will be
necessary to pre-lift using one of the methods mentioned above, in order
to be able to slide the bags under the fuselage ; however, if consistency
of the ground so allows, a trench may be dug out under the aircraft.
3-21
Page 2
JUL 30/93
Printed in France
Nose Gear Collapsed

Figure 1
321
Page 3
JUL 30/93
Printed in France
Reactions at FR 17
Figure 2
3-21
Page 4
JUL 01/95
Printed in France
Hoisting by a Strap at FR17

Figure 3
321
Page 5
JUL 30/93
Printed in France
Fittings at FR17
Figure 4
321
Page 6
JAN 01/96
Printed in France
Jack Pads at FR17

Figure 5
321
Page 7
JUL 30/93
Printed in France
Hoisting by 2 slings at FR17

Figure 6
321
Page 8
JUL 30/93
Printed in France

MAIN GEARS RETRACTED, COLLAPSED OR LOST
01. General
The aircraft rests on the engine nacelles and the aft fuselage (Fig. 1).
The most obvious methods of lifting the aircraft consist in :
Using hydraulic jacks,
Using inflatable bags.
Whatever the method used, a jack will be placed at the front jack pad ; the
nose gear is not necessarily in contact with the ground as its position
depends on the damage to the engine nacelles.
02. Lifting
A. Using hydraulic jacks
Section 3-27 covers lifting with hydraulic jacks and gives the
information required for their utilisation ; it also gives the
permissible loads and the location of the jacking points.
The height of the wing jack pads from the ground when the aircraft is on
the ground can vary from 2.30 m (7.5 ft) to 3.30 m (10.8 ft)
this height depends on the degree of damage to the engine nacelles.
The height of the wing jack pads when the aircraft is lifted is about
5.8 m (19.0 ft).
B. Using inflatable bags
Section 3-26 covers utilisation of inflatable bags and gives the
necessary instructions for use.
For aircraft lifting, it is preferable to place 2 bags on each side of
the aircraft between the fuselage and the engine pylon taking care not to
place bags under the jack pads.
3-22
Page 1
JUL 30/93
Printed in France

Figure 1
322
Page 2
JUL 30/93
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ONE MAIN GEAR RETRACTED, COLLAPSED OR LOST
01. General
In all probability, the aircraft will be resting on the nose gear, on one of
the main gears and the engine nacelles of the damaged side (Fig. 1). The
aircraft may be in an unstable condition, depending on aircraft H-arm
location, with a risk of tilting backwards on to the aft fuselage. The first
step is therefore to place inflatable bags under the aft fuselage (Ref.
section 3-26).
These bags must be deflated as the down wing is raised, to avoid excessive
stress on the aircraft skin.
Lifting methods consist in :
using hydraulic jacks under the lifting points.
using inflatable bags.
02. Lifting
information required for this process. A jack will be placed under the
damaged wing jack pad. The height of the jack pad from the ground, when
the aircraft is on the ground, is about 3.6 m (11.8 ft), this height
depends on the degree of damage to the engine nacelles. The height of the
wing jack pad when the aircraft is lifted is about 5.8 m (19.0 ft) to
allow extension of the gear, if this is possible. The maximum load a wing
jack pad can bear is 73 700 daN. It is advisable to place jacks under the
two remaining jack pads.
Section 3-26 covers utilisation of inflatable bags and gives the
necessary instructions for use. Two bags should be placed between the
fuselage and the engine the pylon ; two more should be placed beyond the
pylon.
3-23
Page 1
JUL 30/93
Printed in France
One Main Gear Retracted

Figure 1
323
Page 2
JUL 30/93
Printed in France

NOSE GEAR AND EITHER LEFT OR RIGHT HAND
MAIN GEAR RETRACTED, COLLAPSED OR LOST
01. General
The aircraft rests on the front lower part of the fuselage on the nose gear
doors, on the engine nacelles, and on the opposite main gear (Fig. 1) ; the
forward jack pad is probably damaged.
02. Lifting
For reason of structural resistance, the lifting operation must be done in
two stages :
1) Lift the aircraft under the wing of the damaged side, following the
procedure described in section 3-23.
The height of the wing jack pad from the ground when the aircraft is on
the ground, is about 4.30 m (14.1 ft).
2) Lift the aircraft by the forward fuselage, following the procedure
described in section 3-21.
Note : By using this method, further damage to the aircraft will be avoided,
and less personnel will be required for the lifting operation than if
the aircraft was lifted under the wing and forward fuselage
simultaneously.
3-24
Page 1
JUL 30/93
Printed in France
Nose Gear and Either Left or Right Hand

Main Gear Retracted
Figure 1
324
Page 2
JUL 30/93
Printed in France

ALL GEARS RETRACTED, COLLAPSED OR LOST
01. General
The aircraft rests on the engine nacelles and on the aft lower part of the
fuselage (ref. Figure 1).
The most obvious lifting methods consist in :
Using hydraulic jacks
Using inflatable bags.
02. Lifting
information required for their utilisation ; it also gives the
permissible loads and the position of the jacking points. It is advisable
to use jacks provided with loadmeters.
The height of the wing jack pads from the ground when the aircraft is on
the ground is about 2.9 m (9.5 ft), the height of the forward jack pad
from the ground is about 3.40 m (11.1 ft) These dimensions are given only
as an indication since they depend on the degree of damage to the engine
nacelles.
The height of the jack pads when the aircraft is lifted, is about 4.37 m
(14.3 ft) for the forward jack pad and 5.8 m (19 ft) for the wing jack
pads ; these heights allow the gears to be extended if this is possible.
Section 3-26 covers utilisation of the inflatable bags and gives the
necessary instructions for use.
Place 2 bags under the forward fuselage aft of FR26.
Place two bags on each side of the aircraft, under the wings, between
the fuselage and the internal engine pylon.
Depending on the weight of the aircraft, one or two more bags can be
placed under each wing outboard of the engine pylons ; in no
circumstances must the bags be placed under the jack pads, as this
would prevent positioning of the jacks.
3-25
Page 1
JUL 30/93
Printed in France
All Gears Retracted

Figure 1
325
Page 2
JUL 30/93
Printed in France

LIFTING USING INFLATABLE BAGS
01. General
Lifting a damaged aircraft with inflatable bags is subject to a certain
number of specifications which must be scrupulously observed ; these
specifications are given in the "Specifications For Use" delivered by the
vendors with the equipment.
02. Use of Inflatable Bags
Figure 1 shows those undersurfaces of the aircraft capable of withstanding
on bagloads ; with bags inflated between 3.5 and 7 psi.
Figure 2 shows the positions at which bags may be placed (for example).
All bags are capable of lifting : See Page 3.
As this means of lifting is not stable, avoid covering the jack pads under
the wing in order to allow positioning of hydraulic jacks at the earliest
opportunity.
3-26
Page 1
JUL 30/93
Printed in France
ALLOWABLE Bearing Surface

Figure 1
3-26
Page 2
JUL 30/93
Printed in France
Example Of Location For Inflatable Bags

Figure 2
3-26
Page 3
JUL 30/93
Printed in France

LIFTING WITH HYDRAULIC JACKS
01. General
Positioning of the jacks under the aircraft jack pads, shown in page 2, is
definitely the safest procedure for lifting a damaged aircraft. However some
general rules are to be observed.
The ground must be suitably prepared in order to provide a firm base for the
jacks.
When the aircraft is not level with the ground, the jack head moves through
an arc during lifting and generates side forces on the ball pads which could
cause accidents. In such cases, it is advisable to lift in increments,
shoring the aircraft and repositioning the jacks each time. However jacks
now exist with rams articulated on the base thus removing the risk of
accidents.
02. Lifting by Means of Jacks
The dimensions of the jacks pads are shown on page 4.
The aircraft height when it is on jacks are shown on page 5.
3-27
Page 1
JUL 30/93
Printed in France
3-27
Page 2
JUL 01/94
Printed in France
R
R
R
R
R
Landing Gear and Jacking Point Location
3-27
Page 3
JAN 30/98
Printed in France
JACKING DESIGN
3-27
Page 4
JUL 01/95
Printed in France
Forward Jacking Point A, Underwing Jacking Points B

Safety Stay Point C
3-27
Page 5
JUL 01/94
Printed in France
Load at the Aircraft Jacking Points

3-27
Page 6
JUL 01/94
Printed in France

AUXILIARY JACKING POINTS
1. General
For
are
and
for
certain types of accidents, foreseeable or not, the aircraft jack pads

unusable, the lifting procedure with inflatable bags is not applicable
it is advisable to provide for adapters under the wings and the fuselage
an alternative means of lifting.
CAUTION : Aircraft must not be lifted or supported by the wings or fuselage

alone without adequate support of the other.
2. Auxiliary Jacking Points (Ref. page 3)
A. Under the fuselage
Frames which are capable of supporting loads are noted below as well as
the maximum permissible loads for each frame.
Shoring fittings : (each side)
R
R
R
R
R
R
R
R
R
R
FR
FR
FR
FR
FR
FR
FR
FR
FR
7
17
26 1
32
36
39 1
53 8
59
76
A330-300
1 000 daN
8 250 daN
3 750 daN
3 750 daN
2 950 daN
11 450 daN
11 000 daN
3 950 daN
7 450 daN
A330-200
1 000 daN
8 250 daN
3 750 daN
2 950 daN
11 450 daN
11 000 daN
3 950 daN
7 450 daN
15 000 daN
5 000 daN
12 000 daN
5 000 daN
15 000 daN
5 000 daN each
12 000 daN
5 000 daN each
4 500 daN
4 500 daN
Shoring cradles :
R
R
R
R
FR
FR
FR
FR
17
18 to 37
53 2
56 to 72
Safety stay pad :

R
FR 85
3-28
Page 1
MAY 30/97
Printed in France

R
B. Under the wings
R
R
Shoring cradles positioned under the wings can be used in the operation
to recover a damaged aircraft.
R
R
R
R
Typical recovery action may require the aircraft to be supported whilst a

replacement/retracted/collapsed landing gear is made functional.
Functional landing gear is necessary in the recovery, to permit the
aircraft to be moved from the accident area.
R
R
R
The shoring cradles, each with two adjustable pads, 152.4 mm (6.0 in)
square, may be positioned at locations under each wing. These locations
are detailed in Table 1 and shown on page 3.
R
R
R
The adjustable pads are faced with thin rubber and contact the wing
profile at the datum intersections of the ribs and the front and rear
spars (F/S and R/S).
R
R
R
Table 1 shows the maximum load limit allowed at each jack pad when the
wings are supported by the cradles. These load limits apply to all A330
aircraft and variants.
R
R
It is important that the loads at each rib position are not exceeded or
damage to the aircraft may occur.
RIB
POSITION
R
R
R
R
R
R
R
R
R
R
R
R
R
R
SPAR
MAXIMUM ALLOWABLE LOAD

daN
lbf
6
6
F/S
R/S
7651
7651
17200
17200
15
15
F/S
R/S
4782
4782
10750
10750
22
22
F/S
R/S
5600
5600
12590
12590
27
27
F/S
R/S
4650
4650
10454
10454
31
31
F/S
R/S
3899
3899
8765
8765
Table 1 - Maximum Allowable Load at each Jack Pad
3-28
Page 2
JAN 01/96
Printed in France
Location auxiliary Jacking Points

3-28
Page 3
JAN 01/96
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3-28
Page 4
JAN 01/96
Printed in France

MOVING DAMAGED AIRCRAFT ON ITS LANDING GEAR
R 1. General (Ref. Figure 1)
This topic deals with moving damaged aircraft on its landing gears.
To move the aircraft the landing gears must be functional.
This may require the aircraft to be lifted.
The information contained in this topic provides details of the following :
manual extension of the landing gears
jacking loads required to lift the aircraft at the wing and fuselage
jacking points
jacking loads and heights required to lift the aircraft at the landing
gears.
R
R
R
R
There are two designs of nose landing gear (NLG) used on this aircraft.
These are as follows :
single stage shock-absorber
Model 300 (up to 218T)
two stage shock-absorber
Model 300 (up to 218T)
Model 300 (230T)
Model 200 (230T)
After the aircraft has been lifted, it is possible to extend and lock the
main and nose landing gears down. The aircraft can then be towed to the
repair area.
WARNING : BEFORE YOU EXTEND THE LANDING GEAR(S) MAKE SURE THAT :
ALL PERSONS ARE IN A SAFE POSITION
THE AIRCRAFT IS SUPPORTED AND MOORED CORRECTLY
ALL EQUIPMENT IS REMOVED FROM THE AREA WHERE THE LANDING GEAR(S)
WILL EXTEND (REF. FIG. 1).
R 2. Manual Extension of the Landing Gear(s) (Ref. Figures 2 and 3)

A. Remove all damaged gear-doors. If the doors are badly damaged, you can
break them to remove them.
B. The nose and main landing gear(s) can be extended by the free fall system.
The system is operated electrically by switches on panel 312VU in the
cockpit (Ref. Fig. 2). The switches must only be used if it is safe to
energise the aircraft electrical network.
If it is not safe to energise the electrical network, the landing gear(s)
can be extended :
by the connection of an external power supply through control unit, Part
N.98F32001001000, to each of the electrical actuators 5GF, 6GF and
7GF, (Ref. Fig. 3)
manually, by removal of the applicable electrical actuator(s) 5GF, 6GF
and 7GF, and the use of a ratchet and splined drive, Part N.
98F32104022000 (Ref. Fig 3).
4-10
Page 1
JAN 30/98
Printed in France

The main landing gears lock down by their own weight and the springs on the
lock links.
Install the Landing Gear Ground locking pins when the landing Gears are
extended.
Visually inspect all the Landing Gear and their attachments for damage and
correct attachment before the aircraft is moved.
R 3. Jacking Loads at Wing and Fuselage
R
R
Loads of the wing and fuselage jacking points are shown in the graphs in
figures 4 and 5.
R 4. Jacking Loads and Heights at Landing Gears

R
R
R
Loads at the main landing gear and nose landing gear jacking points are shown
in figures 6 and 7. Important heights when jacking for damaged wheels and
tires are shown in figures 8 and 9.
5. Moving the Aircraft
Refer to chapter 4-21 for the procedure to move the aircraft on its landing
gear.
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MAY 30/97
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This Pge Left Blank Intentionally
4-10
Page 1B
JUL 01/96
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C. The main landing gears lock down by their own weight and the springs on
the lock links.
R
Install the landing gear ground locking pins when the landing gears are
extended.
D. Visually inspect all the landing gears and their attachments for damage
and correct attachment before the aircraft is moved.
3. Jacking Loads at Wing and Fuselage
Loads of the wing and fuselage jacking points are shown in the graphs (Ref.
Figs. 4 and 5).
R
R
NOTE : Load at Jacking Point is the load required to give 25.4 mm (1.10 in.)
clearance between wheel and ground.
4. Jacking Loads and Heights at Landing Gears
Loads at the main landing gear and nose landing gear jacking points are shown
(Ref. Figs. 6 and 7). Important heights when jacking for damaged wheels and
tires are shown (Ref. Figs 8 and 9).
R
R
NOTE : Load at Jacking Point is the load required to give 25.4 mm (1.0 in.)
clearance between wheel and ground.
5. Moving the Aircraft
Refer to chapter 4-21 for the procedure to move the aircraft on its landing
gear.
4-10
Page 2
JAN 30/98
Printed in France
Landing Gear Footprint

Figure 1
4-10
Page 3
JAN 30/98
R
Printed in France
Free-Fall Selector Switches

Figure 2
4-10
Page 4
JAN 30/98
R
Printed in France
Free-Fall Actuators
Figure 3
4-10
Page 5
JAN 30/98
R
Printed in France
Wing Jacking Point Loads

Figure 4 (Sheet 1)
4-10
Page 6
JAN 30/98
R
Printed in France
Wing Jacking Point Loads

Figure 4 (Sheet 2)
4-10
Page 7
JAN 30/98
R
Printed in France
Fuselage Jacking Point Loads

Figure 5 (Sheet 1)
4-10
Page 8
JAN 30/98
R
Printed in France
Fuselage Jacking Point Loads

Figure 5 (Sheet 2)
4-10
Page 9
JAN 30/98
R
Printed in France
MLG Bogie Jacking Point Loads

Figure 6 (Sheet 1)
4-10
Page 10
JAN 30/98
R
Printed in France
MLG Bogie Jacking Point Loads

Figure 6 (Sheet 2)
4-10
Page 11
JAN 30/98
R
Printed in France
NLG Axle Jacking Point Loads

Figure 7 (Sheet 1)
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Page 12
JAN 30/98
R
Printed in France
NLG Axle Jacking Point Loads

Figure 7 (Sheet 2)
4-10
Page 13
JAN 30/98
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Printed in France
MLG Jacking Point Heights

Figure 8 (Sheet 1)
4-10
Page 14
JAN 30/98
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Figure 8 (Sheet 2)
4-10
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JAN 30/98
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Figure 8 (Sheet 3)
4-10
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JAN 30/98
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Printed in France
NLG Jacking Point Heights

Figure 9
4-10
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JAN 30/98
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Printed in France

TOWING
1 General
The A330 is designed with means for conventional tractor towing.
It is possible to tow or push the aircraft, at maximum ramp weight with
engines at zero or up to idle thrust, using a tow bar attached to the nose
gear leg. The two bar fitting is installed at the front of the leg.
The main gears have attachments points for towing and debogging. These
attachment points are be able to be used to restrain the aircraft when the
engines are running at up to maximum thrust.
2 Approximate Towing Loads
Aircraft towing forces cannot be accurately calculated.
They can only be established through experience or testing.
For the A330 as for most aircraft, the following maximum values have been
set :
Breakaway on dry level concrete
To maintain rolling on level surface
Breakaway on slope
:
:
:
+
6
3
6
1
1
%
%
%
%
%
x MTW
x MTW
x MTW
x MTW per
slope
To maintain rolling on slope
: 3 % x MTW
+ 1 % x MTW per
1 % slope
Note :
In all above formula, MTW = Maximum Taxi Weight.
When the aircraft is pushed rearward with the engines idling, the engine
thrust resistance must be added to the above formulae values.
Moreover, the following coefficients of friction between the tow tractor tires
and the ground have been adopted :
Dry concrete or asphalt

Wet asphalt
Wet concrete
Hard snow
Ice
:
:
:
:
:
0.80
0.75
0.57
0.20
0.05
421
Page 1
MAY 30/97
R
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3 Limit Loads and Angles
R
The limit towing loads and angles are shown in page 4.

Whatever the towing arrangement used, the steering angle allowed on each
side of the aircraft centerline is 83 only when the nose wheel steering
desactivation electrical-box towing lever in towing position and locked with
a special pin.
The steering angle is limited to 40 during rearward pushing with the
engines at idle to avoid the possibility of NLG tire slippage.
R 4 Towing by Main Gears (Ref. page 5)

R
R
R
R
R
Forward of rearward towing by the main landing gears uses two fork-shaped
fittings and a cable. The two fittings, which are specific tools, are
attached to lug provided at each end of the gear.
The two fitting/cable set is provided with a safety shear pin calibrated to
51300 daN (115322 lbf).
R 5 Landing Gear Downlock Ground Safety Pins

R
R
R
R
If required the landing gear may be mechanically locked in the "down"

position during towing by inserting a ground safety pin in the nose gear
telescopic drag strut (Ref. page 6) and a ground safety sleeve around the
MLG Lock Link actuator ram.
R
R
NOTE : If gear braces are damaged they may be replaced with steel jury
rigging to permit towing to the maintenance area.
R 6 Nose Gear Tow Bar

R
Towing by Nose Gear FWD Fitting (Ref. page 3)
R
R
R
A conventional type tow bar designed in accordance WITH SAE ARP 915 is
required, and should be equipped with a damping system to protect the nose
gear against jerks and with towing shear pins :
R
R
(calibrated to 28620 daN) (64337 lbf) for gear protection against

excessive loads.
R
R
(calibrated to 3130 m.daN) (23100 lbf.ft) for gear protection against

excessive torque.
The towing head is designed according to SAE AS 1614 cat I.
4-21
Page 2
MAY 30/97
Printed in France
Nose Gear Towing

Fittings
421
Page 3
OCT 30/93
Printed in France
MAX GEAR LOADS

daN
lbf
28620
64337
51300
115322
Limit Towing angles

421
Page 4
MAY 30/97
R
Printed in France
Main Landing Gear Cable Towing

421
Page 5
JUL 30/93
Printed in France
Downlock Ground
Safety Pin
421
Page 6
JUL 30/93
Printed in France

TAXIING AND TOWING OF AIRCRAFT WITH DEFLATED TIRES
1. General
When you have deflated tires on an aircraft it will limit the movement you
can make on the ground.
The deflated tires can be on one or more of the Landing Gears. They can
limit the movement in these ways :
they limit the aircraft from being moved at taxiing speed on certain
nose-wheel steering angles
they limit the aircraft from being towed at the maximum towing angles.
There are two methods which you can use to move an aircraft these are :
with its own power (taxiing)
with a tow (towing).
2. Taxiing Using Two Engines (Ref. Figure 1).
In figure 1, you will find three different Landing Gear configurations with
deflated tires. These are found on Curves A, B and C. Figure 1 also shows
these configurations with the maximum nose-wheel steering angle at different
aircraft speeds.
A. Yous must look at Curve A, if any one tire is deflated on one or more
landing Gears.
You are permitted a maximum of three deflated tires for each aircraft,
this is a maximum of one for each Landing Gear.
If you have more than three deflated tires you must look at another
curve.
When you look at Curve A, the maximum steering angle that you are
permitted is 65 deg.
B. You must look at Curve B if you have one deflated tire on each axle of
one or both Main Landing Gears together with :
one Nose Gear deflated tire.
You are permitted a maximum of five deflated tires for each aircraft.
There must not be more than one deflated tire on any axle.
If you have more than five deflated tires you must look at a different
curve.
When you look at Curve B the maximum steering angle that you are
422
Page 1
JUL 30/93
Printed in France

C. You must look at Curve C, if you have three deflated tires on one or both
Main Landing Gears together with :
one Nose Gear deflated tire.
You are permitted a maximum of seven deflated tires, but there must be at
least one inflated tire on each Landing Gear.
When you look at Curve C, the maximum steering angle that you are
NOTE : You must not use the nose wheel steering if all four tires on the
same Main Gear are deflated.
In these configurations you must also limit the aircraft speed to
2.5 m/s.
3. Towing
When you tow an aircraft with deflated tires you must refer to the
configurations that follow.
These configurations prevent the aircraft from being towed as usual.
A. You can tow an aircraft by the Nose Gear if any one tire is deflated on
one or more Landing Gears.
You are permitted a maximum of three deflated tires for each aircraft.
You can tow an aircraft by the Nose Gear when :
one of the Nose Gear tires is deflated (the maximum angular movement of
the towbar is 10 deg.).
both Nose Gear tires are inflated (the maximum angular movement of the
towbar is 40 deg.).
B. You can also tow an aircraft by the Nose Gear when :
any one tire or two tires (one on each axle) is deflated on any one Main
Gear
both Nose Gear tires are inflated (the maximum angular movement of the
tow bar is 10 deg).
C. You must tow an aircraft by the Main Gear if :
two tires on the same axle are deflated
or three tires on the same Main Gear are deflated.
When you tow an aircraft by the Main Gear, both Nose Gear tires must be
inflated.
4-22
Page 2
JUL 30/93
Printed in France

In this configuration you must steer the aircraft by the Nose Gear or by
the normal steering-control. The maximum nose-wheel steering angle that
you are permitted is 50 deg.
D. You must tow the aircraft by the Main Gear if all four tires on the same
Main Gear are deflated
When you tow an aircraft by the Main Gear, both Nose Gear tires must be
inflated.
You must limit the aircraft speed to 1.3 m/s. When you tow the aircraft
in this configuration no angular movement of the towbar is permitted.
4-22
Page 3
JUL 30/93
Printed in France
Allowable Nose-Wheel Steering Angle Against Forward Speed

Figure 1
4-22
Page 4
JUL 30/93
Printed in France

RETURNING UNDAMAGED AIRCRAFT TO RUNWAY
1. General
A. When, as a result of various circumstances, an aircraft has left the
runway, it may be partially or completely bogged. Probably there will be
no damage to the aircraft but other than normal towing is necessary to
turn the aircraft to the runway.
B. If only the main gear of one side is off the runway all fuel should be
removed or transferred from wing with bogged gear to opposite wing tank.
Refer to Aircraft Maintenance Manual for applicable fuel transfer
procedures.
C. Aircraft weight should be reduced as near as possible to the empty
equipped weight except for fuel in the case mentioned above.
D. In practically all cases, the runway or a major taxiway will be blocked
necessitating rapid clearance in order that the airport may resume
operations. Valuable time will be saved by planning the job to completion
before starting the operation.
2. Job Planning
Job Planning to completion should include the weight to be removed, condition
of terrain, direction aircraft is to be towed, equipment available to install
an emergency runway, tractors, hoists and towing vehicles available.
A. Determine whether it is necessary to lift the aircraft to strengthen the
ground under the wheels, and start digging to prepare ramps gently
inclined up to the ground level.
B. If the accident has been caused by malfunction of the brakes or of the
nose gear steering, take the necessary steps to free seized brakes or
locked steering.
C. Ensure that available vehicles are capable of towing the aircraft on the
ramps.
D. Prepare the ground in the direction chosen for towing. Fill the holes with
crushed rock or gravel. If the equipment necessary for an emergency runway
is not available, a track is to be constructed with timbers covered with
steel plates or plywood sheets.
4-30
Page 1
JUL 30/93
Printed in France

E. Make sure that the method used is adapted to the nature of the terrain.
F. Ensure that a sufficient quantity of material is available to construct
foundations for ramps.
3. Return of Aircraft to Runway
Note : If the wheels have bogged down only to a depth of less than center of
axle and if they do not sink any further, it will not be necessary to
lift the airplane to strengthen the ground under the landing gear.
A. Starting from the gear, construct gently inclined ramps in the direction
chosen for towing ; these ramps should extend approximately one meter on
each side of the landing gear.
The depth an length of these ramps depend on the depth that gear is bogged
down.
Note : On extremely soft ground the channel will require additional
excavation and filling with resistant material (crushed rock or
gravel) to provide sufficient bearing strength.
B. Lay heavy timbers or railroad crossties crosswise in each channel. Cover
timbers or crossties with thick plywood sheets, steel sheets at least 6 mm
thick or 20 mm thick light alloy sheets.
Note : To have a firm channel bottom, two layers of plywood will be
placed, one accross the ramp, the other one lengthwise ; if
plywood isused in this manner, joints must be straggered to avoid
steps under load.
Station towing and winching vehicles on a concrete surface.
Tow airplane form main gear. See chapter 4-21 for towing procedures.
4-30
Page 2
JUL 30/93
Printed in France

GENERAL RECOVERY EQUIPMENT
1. Jacks.
2. Work lights, floodlights.
3. Engine Removal Equipment (tools, slings, shipping trailers etc).
4. On-site communication equipment.
5. Ballast bags.
6. Sheets of plywood, steel plate, planking, etc...
7. Cribbing timber (railroad ties) to make platform for bags.
8. Bulldozers, forklift, cranes, winching vehicles, bucket loader for
excavating (as required).
9. Aircraft towing tractor.
10. Cables, pulley blocks, ladder.
11. Miscellaneous tools : shovels, picks, crowbars, sledge hammers, hoes,
chainsaws, hammers and nails, handsaw, small hydraulic jacks, shackles,
etc ...
12. Miscellaneous materials : Crushed rock, steel beams, padding to protect
aircraft.
13. Mobile shelter-trailer; etc ...
14. Copperloy coated steel grounding rod with cable and clips.
5-10
Page 1
OCT 30/93
Printed in France

EQUIPMENT PECULIAR TO THE AIRCRAFT
1. Towing
Bar-steering nose wheel
P/N 98F 09101003 000
Cable-Towing, main landing gear
P/N 98F 09101002 000
2. Lifting and Shoring

Jacks
Front Jack
Point A
TR 470000
P/N 98F 07101000 000
Main Jack LH Point B1
TR 090000
P/N 98F 07101001 000
Main Jack RH Point B2
TR 090000
P/N 98F 07101001 000
Safety (FR85) Point C
TR 120000
P/N 98F 07101002 000
Fitting
FR7 LH
P/N 98F 07203000 100
Fitting
FR7 RH
P/N 98F 07203000 101
Fitting
FR17 LH
P/N 98A 07003903 100
Fitting
FR17 RH
P/N 98A 07003903 101
A/C Lifting Assy FR17comprising :
P/N 98A 07003900 000
Sling assy
P/N 98A 07003900 001
Hoisting beam
P/N 98A 07003900 002
Upper slings
P/N 98A 07003900 003
Sling fitted with ring
P/N 98A 07003900 004
Fitting
FR26-1, 32, 36 LH
P/N 98F 07203000 102
Fitting
FR26-1, 32, 36 RH
P/N 98F 07203000 103
Fitting
FR39-1 LH
P/N 98F 07203000 104
Fitting
FR39-1 RH
P/N 98F 07203000 105
Fitting
FR53-8 LH
P/N 98F 07203000 108
Fitting
FR53-8 RH
P/N 98F 07203000 109
Fitting
FR59 LH
P/N 98F 07203000 110
Fitting
FR59 RH
P/N 98F 07203000 111
Fitting
FR76 LH
P/N 98F 07203000 112
Fitting
FR76 RH
P/N 98F 07203000 113

5-20
Page 1
JAN 01/96
Printed in France
Shoring Cradles - Damaged Aircraft Repair

Shall be placed under each wing and fuselage as necessary :
R
Under Fuselage
FR : 11, 17, 26 to 58, 532, 72 and 80.
Under Wing
RIB 6, 12, 22, 31
3. LIFTING USING INFLATABLE BAGS
30000 kg (66138 lb) and 6000 kg (13228 lb) high stability inflatable bags
with related hoses, valves and protectives pads.
A Compressor delivering oil-free air at 3,5 and 7 PSI.
4. TETHERING
Tethering fitting at Frame 17 LH
P/N 98A 07003903 100
Tethering fitting at Frame 17 RH
P/N 98A 07003903 101
P/N 98F 07203000 102
P/N 98F 07203000 103
P/N 98F 07203000 108
P/N 98F 07203000 109
P/N 98F 07203000 112
P/N 98F 07203000 113
R 5. LANDING GEAR, Manual Extension
CONTROL UNIT
P/N 98F 32001001 000
SPLINED DRIVE
P/N 98F 32104022 000
SHORING ASSY, Under fuselage
P/N 98F 07203001
5-20
Page 2
JAN 01/96
Printed in France

Airbus A330

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Customer Services Directorate

Technical Data And Documentation

AIRCRAFT RECOVERY MANUAL

REVISION TRANSMITTAL SHEET

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

SURVEY AND PREPARATION

AIRCRAFT RECOVERY MANUAL

TOOLING AND EQUIPMENT

PREVIOUS AIRCRAFT RECOVERY EXPERIENCE

AIRCRAFT RECOVERY MANUAL

Aircraft on its Landing Gear

AIRCRAFT RECOVERY MANUAL

The Manual contains general information covering the different aircraft

AIRCRAFT RECOVERY MANUAL

USABLE FUEL CAPACITY

all : GE CF6-80 E1A2

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

pages 2 thru 4 for A330-300

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

Wing rib stations are shown on page 2.

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

* See Section 3.28 page 3

AIRCRAFT RECOVERY MANUAL

* See Section 3.28 page 3

AIRCRAFT RECOVERY MANUAL

MAIN LANDING GEAR

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

AIRCRAFT RECOVERY MANUAL

2 EXTERNAL POWER (ELECTRICAL)

3 POTABLE WATER DRAIN

4 LOW PRESSURE PRE-CONDITIONING

5 HIGH PRESSURE AIR PRE-CONDITIONING AND ENGINE STARTING

6 IDG OIL FILLING

7 ENGINE OIL FILLING