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Training Manual Number : M27-2009-REV00 Developed by : Line Trainer Maxx Teoh Ban Lee Checked by : OM Poon Keng Hua Approved by : SMLM Girad Cher Reference : AMM A330-200/300 Air bus Training Manual
LINE MAINTENANCE DIVISION Line Training
A330-200/300 Trent 700 General Familiarization (Mechanical) UNCONTROLLED COPY Revision service will not be provided to the holder. This document is issued on the express condition that any part or all of its content shall not by way of trade or otherwise, be lent, re-sold, hired out or otherwise circulated to any other party and/or company without prior written permission of SIA Engineering Company Limited. UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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CONTENTS 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
Page No Aircraft General Intro and Aircraft Handling 3-11 ATA Chapter 51 Structure Presentation 12-17 ATA Chapter 29 Hydraulic Power Presentation 18-25 ATA Chapter 32 Landing Gear Presentation 26-33 ATA Chapter 27 Flight Controls Presentation 34-42 ATA Chapter 52 Doors Presentation 43-60 ATA Chapter 25 Equipment / Furnishing Presentation 61-70 ATA Chapter 38 Water And Waste Presentation 71-80 ATA Chapter 28 Fuel Presentation 81-93 ATA Chapter 26 Fire Protection System Presentation 94-102 ATA Chapter 49 APU Presentation 103-114 ATA Chapter 70 Power Plant Presentation 115-129 ATA Chapter 36 Pneumatic Presentation 130-136 ATA Chapter 21 Air Conditioning Presentation 137-145 UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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General Introduction and Aircraft Handling
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ATA 51 Structure The aircraft structure is broken down into six ATA (Air Transport Association of America) chapters: - ATA 52 - doors, - ATA 53 - fuselage, - ATA 54 - pylons/nacelles, - ATA 55 - stabilizers, - ATA 56 - windows, - ATA 57 - wings. The A330-200 fuselage is ten frame bays shorter than the A330-300 fuselage (six frame bays at the forward fuselage, four frame bays at the rear fuselage).
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ATA 51 Structure
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ATA 51 Structure
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ATA 51 Structure
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ATA 51 Structure
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ATA 29 Hydraulic Power System SYSTEM OVERVIEW The blue system supplies the thrust reverser 1 and the yellow system supplies the thrust reverser 2 (For RR and PW engines). The flight controls supply, which is evenly divided between the three hydraulic systems, is done through the leak measurement valves. These valves can be closed for maintenance operation. The hydraulic supplied to the heavy users is taken before the leak measurement valves, and the green system includes a priority valve which cuts the supply to the L/G, nose wheel steering and emergency generator in case of green low pressure. The yellow system supplies the manual opening of cargo doors. RESERVOIRS The green reservoir is located inside the MLG bay, on the left section of the aft wall. The yellow reservoir is located inside the yellow hydraulic compartment, on the right forward section of the belly fairing. The blue reservoir is located inside the blue hydraulic compartment, on the left forward section of the belly fairing. ENGINE PUMPS The green EDPs are attached to the accessory gearbox at the bottom of the engines 1 and 2. The blue EDP is attached to the accessory gearbox at the bottom of the engine 1. The yellow EDP is attached to the accessory gearbox at the bottom of the engine 2.
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ATA 29 Hydraulic Power System
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ATA 29 Hydraulic Power System
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ATA 29 Hydraulic Power System • • •
RESERVOIR AND SERVICING LOCATION The green reservoir is located inside the MLG bay, on the left section of the aft wall. The yellow reservoir is located inside the yellow hydraulic compartment, on the right forward section of the belly fairing. The blue reservoir is located inside the blue hydraulic compartment, on the left forward section of the belly fairing. The green EDPs are attached to the accessory gearbox at the bottom of the engines 1 and 2. The blue EDP is attached to the accessory gearbox at the bottom of the engines 1. The yellow EDP is attached to the accessory gearbox at the bottom of the engine 2. ELECTRICAL PUMPS The green electrical pump is located inside the MLG bay, on the left section of the aft wall. The yellow electrical pump is located inside the yellow hydraulic compartment, on the right forward section of the belly fairing. The blue electrical pump is located inside the blue hydraulic compartment, on the left forward section of the belly fairing. RAM AIR TURBINE The RAT and related components (Green system) are located on the right wing in the fairing of the flap track number 4(fairing No3). The hydraulic servicing panels are located on the belly fairing on the left aft section for the green system, left forward section for the blue system and on the right forward section for the yellow system. UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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ATA 29 Hydraulic Power System
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ATA 29 Hydraulic Power System
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Safety Precaution
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ATA 32 Landing Gear System The lock stay is installed between the main fitting and the center pivot point of the drag stay. It has an upper link and a lower link. The lock stay holds the drag stay in a straight configuration when the NLG is extended. A ground lock pin can be installed in the center pivot point of the lock stay when the NLG is down locked The L/G and doors are supplied by the green hydraulic system. The Nose Landing Gear (NLG) system is composed of the nose gear and doors. Some doors are electrically controlled and hydraulically operated, the others are mechanically linked to the gear structure. The Main Landing Gear (MLG) system is composed of the main gear and doors. NLG DOORS A lock collar can be installed on each door actuator when the aircraft is on the ground to prevent closure. Four doors and a fixed fairing close the NLG bay. The two forward doors are hydraulically operated.Each door has hinges at the side of the NLG bay and closes inward at the front of the bay. The two aft doors and the fixed fairing are mechanically operated. Each aft door has hinges at its outer edge. Adjustable rods connect the rear doors to the NLG leg. The fixed fairing is installed at the rear of the NLG leg. MLG DOORS Three doors close each MLG bay. They follow the shape of the belly fairing and protect the equipment in the bay from the airflow during flight. The MLG doors are hydraulically operated. Each main door is hinged at the keel beam and closes outboard. The fairing door is attached to the MLG leg and operates with it. The hinged door is connected to the MLG leg through an adjustable rod. When the main gear operates, the rod operates to move the hinged door. A lock collar can be installed on each door actuator when the aircraft is on the ground to prevent closure. UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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ATA 32 Nose Landing Gear System
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ATA 32 Main Landing Gear System
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ATA 32 Main Landing Gear System
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ATA 32 Nose Landing Gear Door System
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ATA 32 Main Landing Gear Door System
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Safety Precaution
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ATA 27 Flight Controls System FLIGHT CONTROL LAWS The fly by wire flight control system controls: The primary flight controls which control the pitch, roll and yaw axis,the secondary flight controls which include the speed brakes and ground spoilers (Lift dumping),the high lift function which includes the flaps and slats .The flight control system is monitored by the Onboard Maintenance System (OMS) for maintenance and troubleshooting functions. The deflection orders are processed by the flight control system according to different control laws. The aircraft is controlled in all axes through:- the pitch control law, the lateral control law (roll and yaw).Depending on the status of the flight control system or other systems (number of computers available, status of peripheral components and sensors) three different sets of control laws can be engaged: - the normal law, with all protections, - the alternate law, with reduced protections, - the direct law, without protections.
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ATA 27 Flight Controls System
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ATA 27 Flight Controls System
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ATA 27 Flight Controls System Each aileron is actuated by two servo controls powered from independent hydraulic systems. Each spoiler is actuated by one servo control and by one hydraulic system. Each Flaps/Slats PCU includes two separate hydraulic motors powered through an electrically controlled valve block. The rudder is actuated by three servo controls powered from independent hydraulic systems. The servo controls are synchronized and operate simultaneously. THS actuator actuates the THS. The THS actuator is a gearbox powered by two hydraulic motors, which drive a ball screw jack, that directly moves the THS. Each elevator is actuated by two servo controls powered from independent hydraulic systems.
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ATA 27 Flight Controls System
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ATA 27 Flight Controls System
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ATA 27 Flight Controls System
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Safety Precaution
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ATA 52 Doors
PASSENGER DOORS Passenger doors:
The aircraft has six passenger doors (type A), located on each side of the fuselage at frames (Fr) 14/16A, Fr 33/35A and 73A/75A. normal operation of the door is possible from the inside and the outside of the aircraft. Emergency operation is only possible from the inside. The doors are of fail-safe, plug-type construction. The door structure is of conventional design, composed of outer and inner skins, segments, beams and two lateral frames on which are fixed hinge fittings and locking mechanisms. The loads resulting from cabin pressure are transferred by eight stops located on each side of the door. Emergency exit doors: Two additional type I passenger emergency exits, one on each side of the fuselage, are provided aft of the wing between Fr 53.5 and 53.7. The structural design and operation of these plug-type exits is similar to that of the main doors. Pax and emergency exit doors have an evacuation system in the lower part of the door (slide or slide/raft). UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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ATA 52 Doors
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ATA 52 Doors
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ATA 52 Doors
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ATA 52 Doors FWD & REAR CARGO DOORS Two doors in the lower RH side of the fuselage give access to the main cargo compartments. The FWD door is located between Fr 20 and 25 and the aft door is located between Fr 59 and 65.The doors are designed to carry the hoop tension loads from internal pressure. With this consideration, they are of conventional design and have:- outer and inner skins, - internal structure of drop-forged machined circumferential frames. The upper ends of these frames are hinges for the door, and the lower ends are attachment for the locking hooks.
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ATA 52 Doors
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ATA 52 Doors
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ATA 52 Doors
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ATA 52 Doors Each door has ten indicator flags showing hooks unlocked. In the door manual selector valve recess, a green light comes on when the door is locked in the fully open position.If the green light is not available for cargo loading procedure a safety sleeve has to be installed on the actuator piston. A red light in the latching handle recess flashes when there is residual pressure in the cabin. The cargo compartment door hydraulic system controls the operation of the FWD and aft cargo compartment doors. The hydraulic system of each door has a hydraulic actuator and a manual selector valve.The yellow auxiliary hydraulic system supplies the doors with hydraulic pressure. For normal operation the yellow electric pump is used. For the case of electric pump failure or no electric power on the aircraft a hand pump can be used. A single operator achieves normal operation; two operators are needed for manual operation. Turning the manual selector lever to open or close is necessary in both operating modes. Turning the manual selector lever and the normal system available will start up the electric pump and the door will move.
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ATA 52 Doors
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ATA 52 Doors BULK CARGO DOOR The bulk compartment, at the rear, has a conventional plug-type door, located between Fr 67 and 69. The door is operated, locked and unlocked manually. It is opened by being pushed inward and upward and is locked in the open position on the ceiling of the compartment (In this compartment nets are provided to maintain the clearance for the door opening). The weight of the door is compensated by a tension spring. The door is connected to the door locking warning system.x The bulk cargo door opens upwards and inwards and it is manually operated from the inside or the outside of the aircraft.The bulk cargo door has an inner and an outer handle, which operate the locking mechanism. There is a barrel lock installed at each end of the locking shaft to lock the door in the fuselage. A balance mechanism reduces the force, which is necessary to open the door.There is a latch assembly, which holds it in the fully open position. The locking system operates also the latching hook. To lock the latching hook in the latch arrester it is necessary to put the door control handles to the closed position.
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ATA 52 Doors
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ATA 52 Doors The avionics compartment has two doors, and one cockpit floor door: -the avionics compartment door located at the FWD bottom of the fuselage, - the fixed partition door located between the FWD cargo compartment and the avionics compartment, - the cockpit floor door located between the cockpit and the avionics compartment.
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ATA 52 Doors
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ATA 52 Doors The cockpit door separates the cockpit from the cabin. It is an armored and bulletproof door made to prevent a hijacking attempt and protect the flight compartment against an intrusion. A Cockpit Door Locking System (CDLS) controls its electrical release and prevents an unwanted access into the cockpit. The door also has a door escape hatch with a pneumatically operated decompression panel, which opens the hatch when there is a rapid decompression between the cockpit and the cabin. The door has two mechanical indicators showing the LOCKED or UNLOCKED positions. The arming lever modes (armed or disarmed) are shown on the door lining above the lever recess. The lever is secured in the disarmed position by a safety pin. A viewing prism window lets the two door warning lights be seen from inside or outside. Two interior warning lights are located below the window: - a white light indicates the armed configuration of the evacuation system, if the door handle is moved towards open, - a red flashing light tells the operator that the cabin is still pressurized. NOTE: The red unlocked indication will only be on when the handle is moved a few degrees during opening and at the last movement during closing. When the door is open there is no indication.
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ATA 52 Doors
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Safety Precaution
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ATA 25 Equipment Furnishing COCKPIT OVERVIEW The cockpit has four seats. A CAPT seat, a F/O seat, a third occupant seat and a fourth occupant (folding type) seat. The CAPT and F/O seats are symmetrical and have both electrical and mechanical controls for position adjustment. The third occupant seat is identical in structure and in shape to the F/O seat, but it is raised on a rotating "star" which rotates, and the controls are mechanical. The fourth occupant seat is a folding type seat and cannot be adjusted. GALLEY The buffet and galley are installed in the cabin. They are used for food preparation and drink storing. You can install them in a number of different configurations. TYPE AND POWER SUPPLY There is a wet galley unit, supplied with electrical-operated equipment and used for food and drink preparation. And there is a dry galley unit, only used for food, drink and equipment storing. Galleys haves pecificity, like a bar, a storage or a preparation area. The galley power supply provides the galley with 115/200V AC, 400 Hz from the AC normal bus bars. The maximum load of each feeder is 15KVA.
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ATA 25 Equipment Furnishing
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ATA 25 Equipment Furnishing
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ATA 25 Equipment Furnishing CABIN ESCAPE FACILITIES If an emergency occurs, there are three possibilities for the cockpit crew to leave the aircraft: - evacuation through the cabin and then use the passenger door escape slide facilities, - evacuation through the sliding windows by using the escape rope, - evacuation through the avionics compartment by using the access hatch and the escape ladder. The type "A" passenger doors can have escape slides or slide rafts. The type "1" emergency exits have escape slides. They are used for quick evacuation in case of emergency. Deployment of the slide/rafts is automatic when the door is opened with the evacuation system in the armed mode. Slide/raft assemblies are located at all cabin exits to get quick evacuation in case of emergency. Deployment of the slide/rafts is automatic when the door is opened with the evacuation system in the ARMED mode.If the automatic deployment system fails, the slide/raft can be manually deployed. LAVATORY The lavatories are installed in the cabin. They are installed for the comfort of the passengers and crew. Each lavatory also has a washroom function. There are two types of fixation for lavatories: set lavatories: attached on the hardpoints. The top of the lavatories is attached to the aircraft primary structure, moveable lavatories: attached to the seat rails. The tie-rods attach the top of the lavatories to the aircraft primary structure. The attachment on the seat rails allows different positioning of the lavatories at the installation. The basic structure is made of a sandwich panel like the lavatory doors.Each door is locked with a micro switch. When the door is locked you can open it from outside if necessary. There are single-blade doors or bi-folding doors. UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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ATA 25 Equipment Furnishing
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ATA 25 Equipment Furnishing
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ATA 25 Equipment Furnishing
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ATA 25 Equipment Furnishing
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Safety Precaution
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ATA 38 Water System Presentation Potable water is stored in water tanks. The water system supplies galleys and lavatories. To fulfill sufficient supply of potable water in all cabin locations, the system is air pressurized. The Vacuum System Controller (VSC) manages the potable water system. The VSC interfaces with one pre-selection unit for filling control and also with the transmitter, which monitor the quantity of potable water in the tanks and send the data to the VSC. The VSC then sends this data to: - the Cabin Intercommunication Data System (CIDS) and the quantity indicator at the Potable Water Service Panel (in option), - and sends a signal to the Central Maintenance Computer (CMC) if the system does not operate correctly.
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ATA 38 Water System Presentation
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ATA 38 Waste System Presentation
The toilet waste system is divided into two independent parts (LH and RH sides). Two waste tanks are installed. When a toilet is flushed, waste from the toilet assembly is sent to the waste tanks under the effect of differential pressure. When this differential pressure is not sufficient, a vacuum generator operates the necessary vacuum. The waste tanks are drained from the waste service panel. The VSC controls and monitors the toilet system. The waste level is indicated on the FAP. A Flush Control Unit (FCU) sequences each toilet operation. To help flushing the toilet bowls, water from the potable water system is supplied during operation. The toilet system is drained, flushed and cleaned with disinfectant from the waste service panel.
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ATA 38 Waste System Presentation
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ATA 38 Water And Waste Servicing Panels
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ATA 38 Water Drain Panels
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ATA 38 Water And Waste
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ATA 38 Water And Waste
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Safety Precaution
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ATA 28 Fuel System
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ATA 28 Fuel System The fuel is stored in five tanks. In each wing, there are an outer, and an inner tanks divided into two parts: the forward inner tank, and the aft inner tank. There also is a trim tank. Each inner tank section has one closed area called the collector cell, which is a reservoir for the booster pumps. A dedicated jet pump is only used to fill the collector cell of the main booster pumps. A vent surge tank is installed outboard of each outer tank in the wing and on the RH side of the trim tank. They vent the fuel tanks and collect fuel split from the tanks. Each tank has one or more water drain valves located at low points. On ground, the A/C can be refueled automatically or manually, defueled with pressure or suction. Fuel can be transferred from tank to tank. A refuel/defuel coupling is installed in the leading edge of the RH wing allowing refueling of the A/C. Refueling can be controlled and monitored from the refuel/defuel panel or optionally from the cockpit. The FCMCs control the refuel/defuel and transfer operations. The options for the refuel/defuel system is an additional coupling on the LH wing leading edge as well as additional refuel/defuel panels located at the LH or/and RHwing leading edges.
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ATA 28 Fuel System
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ATA 28 Fuel System Pressure Refuel with Automatic Control 1. 2.
Carry out the HI LEVEL TEST before refuelling. Hold the HI LEVEL TEST switch for 10 seconds till the lights and displays go back to their initial condition. 3. Make sure that the REFUEL VALVES switches are in the NORM position and guarded. 4. Put the LOAD switch to the INC position and hold it there. 5. When the PRESELECTED display shows the necessary fuel load, release the load switch. 6. Put the MODE SELECT switch to the REFUEL position. 7. Start the pump on the fuel dispenser unit (Bowser). 8. When the refuel stops, make sure that END light comes on and the ACTUAL and PRESELECTD displays are stable and quantity of fuel are the same. 9. Set the MODE SELECT switch to OFF. 10. Stop the pump on the fuel dispenser unit (Bowser).
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ATA 28 Fuel System Pressure Refuel with Manual Control 1. 2.
Carry out the HI LEVEL TEST before refuelling. Hold the HI LEVEL TEST switch for 10 seconds till the lights and displays go back to their initial condition. 3. Select only the required REFUEL VALVES switch to OPEN position as per the Fuelling Instructions Manual (FIM). 4. Make sure that the REFUEL VALVES switch are in the SHUT position if not required to be refuel. 6. Put the MODE SELECT switch to the REFUEL position. 7. Start the pump on the fuel dispenser unit (Bowser). 8. Must monitor individual tank and switch to SHUT when the fuel quantity reach the required amount as per the FIM. 10. Stop the pump on the fuel dispenser unit (Bowser) once refuelling is completed.
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A330-300 Pressure Refuel with Automatic Control
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A330-300 Pressure Refuel with Automatic Control
Step 1: Perform HI Level Test All High Level Lights illuminate blue during the test if tank is not full. Overflow light illuminates amber when the surge tank sensor is wet. Note: Illumination of Overflow light during refuelling will stop the refuelling operation. UNCONTROLLED COPY - LINE TRAINING PURPOSES ONLY
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A330-300 Pressure Refuel with Automatic Control
Step 2: Operate the Load switch to INC to set the preselected value to the total fuel quantity required. Note: The Preselected value must be more that Actual value.
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A330-300 Pressure Refuel with Automatic Control
Step 3: Check Refuel valves are in NORM position and Guarded. Set Mode Select switch to REFUEL. Note: Make sure the Actual values increase.
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A330-300 Pressure Refuel with Automatic Control
Step 4: When refuelling completed, the END light will illuminate. Check the Actual and Preselected values tally. Finally set the Mode Select to OFF and guarded.
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RIGHT wing MLI number - 6 Attitude: P= -1,0, R= 0,5 UNITS reading - 10 Volume in liters - 720 Sp. Gravity - 0.81 Fuel weight = 583 Kg.
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Safety Precaution
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ATA 26 Fire Protection System
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ATA 26 Fire Protection System General overview of fire protection system includes: - engine fire detection and extinguishing, - APU fire detection and extinguishing, - avionics compartment smoke detection, - cargo compartments smoke detection and FIRE extinguishing, - cabin and lavatories smoke detection. Each fire detection loop contains 5 detector elements connected in parallel. The engine fire extinguishing bottles are located in the pylon. There are access panels on both sides of the pylon.
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ATA 26 Fire Protection System
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ATA 26 Fire Protection System Each APU fire detection loop is a single detector element installed around the interior of the APU compartment. The APU engine fire extinguishing bottle is installed in the aft fuselage forward of the APU firewall. There is an access panel on the lower fuselage. An overpressure discharge indicator (red disc) is visible from the outside. The absence of a red disc indicates a bottle overpressure discharge.
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ATA 26 Fire Protection System
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ATA 26 Fire Protection System Two fire extinguisher bottles located in the forward cargo compartment are also used for fire extinguishing in the Lower Deck Cargo Compartments (LDCCs). Each bottle has two discharge heads, one dedicated for the forward cargo compartment and one for the AFT/BULK cargo compartment. The extinguishing agent flows through rigid pipes and is sprayed out through the extinguisher nozzles in the forward, aft or bulk compartment. The fire extinguisher bottles can be discharged from the cockpit by the CARGO SMOKE panel AGENT P/Bs.
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ATA 26 Fire Protection System
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Safety Precautions
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ATA 49 APU The APU is designed to operate throughout the entire flight envelope. Electrical power is available whenever the APU operate, but bleed air is shut off above Flight Level 230 approximately (FL230). The APU is mounted in a fireproof compartment located in the fuselage tailcone. Two access doors give access to the APU compartment for inspection and maintenance functions. The APU is suspended in its compartment by mounts. An exhaust duct releases the APU gas into the atmosphere. It is possible to do an emergency shut down of the APU from either the REFUEL/DEFUEL panel or the EXTERNAL PWR panel by lifting the guard and pushing either the APU EMERGENCY P/BSW or the APU SHUT OFF P/BSW.
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ATA 49 APU
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ATA 49 APU
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ATA 49 APU
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ATA 49 APU The APU is a constant speed, single shaft gas turbine engine that delivers mechanical shaft power to drive an accessory gearbox and a load compressor. The main components of the accessory gearbox are: - the starter motor, - the lubrication module, which drives the Fuel Control Unit (FCU), - the AC generator. The air intake flap lets external air supply the APU inlet plenum. It cuts off the air supply when the APU does not operate. The APU bleed air system includes a bleed valve, a flow regulation with the Inlet Guide Vane (IGV) and surge protection by a surge control valve. The ECB fulfills the control and monitoring of these components. During starting, the electrical starter motor drives the APU and the initial combustion is initiated by the ignition system. The oil, contained in the gearbox sump, is used to lubricate, to clean and to cool the APU bearings and the accessory gearbox. The oil cools and lubricates the gearbox mounted AC generator. The oil system has a lubrication module for distribution, filtration, scavenging, and oil cooler. The main role of the APU air system is to supply pressurized air to the A/C pneumatic system. This is achieved by the APU load compressor. The ECB controls and operates the bleed valve for air supply. The ECB also controls and operates the IGVs for flow regulation, and the surge control valve for surge protection.
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ATA 49 APU GRAVITY FILLING PORT, PRESSURE FILLING PORT AND OIL OVERFLOW PORT The gravity filling port is on the left-hand side lower part of the gearbox. It gives a method for the servicing of the Auxiliary Power Unit (APU) with oil and it is big enough to have a servicing from a 1-quart can. It has a positive locking device when closed. A pressure filling port and an oil overflow port are also installed for remote fill servicing. OIL LEVEL SIGHT GLASS A sight glass is installed on the gravity fill port for oil level indication. It has two sets of markings for the levels, one when the APU is running, and the other one when the APU is not running. For each of them, there is an "ADD" and a "FULL" mark. The "ADD" mark is equal to an oil quantity of 4.1 liters (low oil level); the "FULL" mark is equal to a level of 7.3 liters.
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ATA 49 APU
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ATA 49 APU
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ATA 49 APU
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ATA 49 APU
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Safety Precaution
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ATA 70 Power Plant
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OPENING AND CLOSING OF THE FAN COWL DOORS Open the cowls to get access to the hold-open rods - connect both hold-open rods -open the cowls to the middle or fully extended position on the hold-open rods -WARNING: To prevent accidental closure and possible injury, make sure that the hold-open rods are attached correctly and locked in position. -close fan cowl doors in the opposite sequence.
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ATA 70 Power Plant
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OPENING AND CLOSING OF THE THRUST REVERSER DOORS install and operate the take-up device to take the load off the latches before opening. The take-up device is stowed on a bracket inside the reverser cowl. -release the hook latches (Check AMM for proper sequence), -use a 3/8" square drive to release the 2 pin latches and disengage the take-up device, - connect the pump pressure hose to the opening actuator manifold quick disconnect - pump to open the door, - install the FRONT and REAR hold-open rods. To close: -pump to open the door and to take the pressure off the hold-open rods - disconnect the FRONT and REAR hold-open rods, -open the pump relief valve and let the doors close slowly when the doors are fully closed -use the take-up device to pull the two halves together - secure the pin latches then disconnect the take-up device and stow
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ATA 70 Power Plant
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OIL TANK The oil tank is attached to the Low Pressure (LP) compressor case, on the right side of the engine. It stores the oil used by the engine to lubricate and cool the bearings and gears. It can be replenished by gravity from the oil filler cap and has a maximum total capacity of 23.7 litres. A sight-glass installed in the side of the oil tank gives a visual indication of the oil level. PNEUMATIC STARTER The pneumatic starter is a pneumatically operated turbine installed on the gearbox by a Quick Attach Detach (QAD) adapter. The starter rotates the HP rotor (N3) through an external gearbox module input shaft. An oil fill plug and an oil level overflow plug are installed on the starter case. An oil level sight glass is also installed on the starter case for oil level indication. A drain plug with a Magnetic Chip Detector (MCD) is installed on the starter case lower surface. The continuous operation of the pneumatic starter must be limited in accordance with the limits outlined in the AMM. STARTER CONTROL VALVE (SCV) The Starter Control Valve (SCV) controls the airflow delivered to the pneumatic starter. The SCV is located on the lower LH side of the LP compressor case. The SCV is electrically controlled and monitored by the EEC and is pneumatically operated.The primary components of the SCV are: a valve assembly which has a butterfly valve, an actuator assembly that transmits the movement to open and close the butterfly valve, a dual coil solenoid, controlled by electrical signals from the EEC.The SCV has a square socket to get manual operation of the butterfly valve in case of SCV electrical control failure. It is accessible through an access door located on the left fan cowl door (it is not necessary to open the fan cowl doors). The valve position is given to the EEC by two microswitches, one for each EEC channel.
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ATA 70 Power Plant
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ATA 70 Power Plant
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IDG Servicing
Correct Filling of IDG
Incorrect Filling of IDG
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ATA 70 Power Plant
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THRUST REVERSER SYSTEM The thrust reverser system helps the wheel brakes by supplying additional deceleration forces to the aircraft. The thrust reversers are used only on the ground to reduce aircraft roll distance for landing or in case of aborted take-off. The thrust reversers are incorporated into the left and right C-ducts. Each C-duct has 2 pivoting doors, each one operated by a hydraulic actuator. When the pivoting doors are deployed, they stop the fan airflow to the Common Nozzle Assembly (CNA) and redirect it forward. Thrust reverse is selected from the throttle control levers and is controlled and monitored by the Engine Electronic Controller (EEC). The pivoting door actuators are operated by the Isolation Control Unit (ICU) and the Direction Control Unit (DCU). The ICU and DCU of each engine are supplied by the engine-driven pump of that engine.
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ATA 70 Power Plant
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Safety Precaution
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ATA 36 Pneumatic The pneumatic system may be supplied with High Pressure (HP) bleed air from 3 types of sources: - ground cart, APU, engines. The bleed air is distributed to the different users via a distribution and supply ducting network. These users are: - the water system pressurization, - the hydraulic reservoir pressurization, - the wing anti-icing system, - the engines starting systems, - the packs bay ventilation system, - the air conditioning packs, HP AIR GROUND SUPPLY The ground air source supplies air through the two HP ground connectors installed at the bottom left of the belly fairing. Each connector contains a non-return valve and a built-in nipple. A short duct connects the HP ground connectors to the crossbleed manifold, to the left of the crossbleed valve. Once connected and switched ON, ground cart delivered pressure can be checked on the ECAM BLEED page. This pressure indication is given through the engine bleed system.CAUTION: all A/C bleed systems must be switched off before the crossbleed manifold is pressurized by the ground cart.
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ATA 36 Pneumatic
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ATA 36 Pneumatic
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ATA 36 Pneumatic
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ATA 36 Pneumatic
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Safety Precaution
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ATA 21 Air Conditioning
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ATA 21 Air Conditioning Bleed air coming from the pneumatic system is first regulated in flow by two pack flow control valves controlled by the Pack Controllers (PCs) according to flow demand inputs received from the AIR panel and the Zone Controller (ZC). Bleed air is then delivered to two independent air conditioning packs, which ensure basic temperature regulation. Each air conditioning pack mainly has an Air Cycle Machine (ACM) and heat exchangers using ram air flowing through ram air inlet and ram air outlet flaps. Pack temperature regulation is controlled by the related PC according to a temperature demand computed by the ZC based upon inputs received from the AIR panel and the Flight Attendant Panel (FAP). On ground, a ground cart supplies preconditioned air through Low Pressure (LP) ground connectors. In flight, if both packs are inoperative, an emergency ram air inlet will help to maintain air supply to the cabin. The emergency ram air supply is directly controlled from the AIR panel.
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ATA 21 Air Conditioning
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ATA 21 Air Conditioning The left and right packs are located in the air conditioning bay. The air conditioning bay is located in the unpressurized belly fairing forward of the wheel well on the lower fuselage. The belly fairing has inlet for pack and compartment cooling. The packs supply air to the mixer unit. The mixer unit is installed at the rear of the FWD cargo compartment. It mixes air from the packs and re-circulated air from the cabin prior to distribution to each zone. Pressurization is achieved by the use of a dual gate type outflow valve. Three electrical motors operate the outflow valves: two for automatic mode and one for manual mode.
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ATA 21 Air Conditioning
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ATA 21 Air Conditioning
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ATA 21 Air Conditioning
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Safety Precaution
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