A330 Systems PDF

A330 Systems Auto-flight (ATA-22) - The Flight Management (FM) part controls the following functions: o Navigation and management of navigation radios o Flight planning and management o Performance prediction and optimization o Display management. - The Flight Guidance (FG) part pe...

A330 Systems Auto-flight (ATA-22) - The Flight Management (FM) part controls the following functions: o Navigation and management of navigation radios o Flight planning and management o Performance prediction and optimization o Display management. - The Flight Guidance (FG) part performs the following functions: o Autopilot (AP) command o Flight Director (FD) command o Auto thrust (A/THR) command. - The Flight Envelope (FE) part controls the following functions: o Computation of data for the flight envelope and speed functions o Monitoring of parameters used by FG and FE parts o Wind-shear and aft Center of Gravity (CG) detection Computation of GW and CG information. Backup NAV (Ref: FCOM DSC 22_10-Auto Flight-General->30-FMGES Modes of Operation > Back Up Navigation Mode) Provides the following functions: o Flight Planning o Aircraft position using onside IRS, IRS 3 or GPIRS position. o F-PLN display on ND o No AP/FD NAV mode o Limited lateral revision o F-PLN automatic sequencing. MCDU 3 is not available for BACKUP NAV Maximum of 150 waypoints. Following MCDU pages Available (Ref A333: DSC 22_20 > 50-Controls and Indications > 10-MCDU – Page Description > FMS2 Thales > Back up NAV Pages/ A332: replace FMS2 Thales with FMS2 Honeywell). o B/UP F-PLAN o B/UP DIRECT TO (Can be selected from the existing Flight plan or manually entered (IDENT/LAT/ LONG or LAT/LONG). o B/UP PROG o B/UP IRS, IRS for onside (1 or 2) o B/UP IRS 3 o B/UP GPS Reactive WS (Ref: FCOM > DSC > 22_40-Auto Flight – Flight Envelope > 60-Windshear Detection) o Refer to NAV Predictive WindShear 1! A330 Systems  o Ground Speed Mini (Ref: FCOM > DSC_22_30-AutoFlight – Flight Guidance > 90-Autothrust > SPEED Mode in Approach Phase) Takes advantage of the aircrafts inertia when wind conditions vary during approach. During the approach the aircrafts FMGEC computes the speed target using the winds experienced in order to keep the ground speed at or above GROUND SPEED MINI. If the A/THR is active in Speed mode it will automatically follow the speed target, ensuring efficient thrust management during the approach. The minimum energy level is the energy level the aircraft will have at touchdown, if it lands at VAPP speed with the Tower-reported wind as inserted in the PERF APPR page. The minimum energy level is represented by the Ground Speed the aircraft will have at touchdown. This Ground Speed is called "GROUND SPD MINI”. The lowest speed target is VAPP. The highest speed target is o VFE of Next Configuration in CONF 1, 2, 3 o VFE -5 in CONF FULL VAPP Computation o VAPP = VLS + (1/3 of the TWR HWC), or VAPP = VLS + 5kts which ever is the highest. o 1/3 HWC has two Limits: 0kt and 15kt Speed Target Computation o Above 400ft ▪ The gust is the difference between CURRENT HWC and the TWR HWC. Its always positive. ▪ GS Mini Speed Target = VAPP + (CURRENT HWC - TWR HWC) o Below 400ft ▪ The gust taken into account is 1/3 of the difference of the CURRENT HWC and the TWR HWC. This is done to prevent any significant thrust variations on late final. ▪ GS Mini Speed Target = 1/3 [VAPP + (CURRENT HWC - TWR HWC)] 2! A330 Systems Alpha Floor (Ref: FCOM > DSC_22_30-AutoFlight – Flight Guidance > 90-Autothrust > A/THR Mode Reversion) A Floor protection is triggered when the FMGEC receive a signal from the PRIMs. The signal is sent when the AC AOA is above a pre-determined threshold. A/THR is automatically activated and TOGA thrust is selected. Available from Lift off to 100ft RA Inhibited when: o In the case of engine failure with flaps extended. o In the case of engine failure with de-rated TO selected. o Below 100ft at Landing. o Above M0.53. It’s not available if Auto Thrust has failed. SRS (Speed Reference System) Ref: FCOM > 22_30 Auto Flight – Flight Guidance > 80-AP/FD Common Modes > 20-Takeoff > SRS / Go Around Guidance Engagement conditions o Thrust leavers set to TOGA or FLX MCT: if ◦ V2 has been entered in the MCDU ◦ Slats are extended ◦ The aircraft has been on ground for at least 30 seconds Disengagement Conditions o Automatically at acceleration altitude (ACC ALT) or if ALT* or ALT CST* mode o If the crew engages another vertical mode (eg: Open Climb) o Crew selects a speed while in SRS modes: SRS reverts to OP CLB and triple click Guidance o V2 + 10kt in normal engine configuration. o Take off speed is the highest of V2 or Current speed (limited to V2+15) in an engine out condition. o The Go-around speed target is VAPP, or the current speed if higher, but limited to VLS +25kt (VLS + 15kt in engine out). o Attitude protection to reduce A/C nose up during takeoff (18 degrees as a max or 22.5 during wind shear) o FPA that ensures a minimum climb slope of 0.5o 3! A330 Systems A/THR Soft Mode (Ref: FCOM > DSC > 22_30 Auto Flight Flight Guidance > 70 AP/FD Vertical Modes > 70 Altitude Hold Mode > A/THR Soft Mode) o When the aircraft is in ALT CRZ mode with the AP engaged. And A/THR in MACH mode and is with +/- 3kts range of target speeds. o Reduces the thrust variations in CRZ with turbulence o A/THR Soft Mode is Inhibited when : ◦ Speed Brakes are extended ◦ During an Engine Out ◦ Mach target is below 0.65 ◦ Slats Extended ◦ Landing Gear Down. LOC Convergence Function The aim of the LOC Convergence function is to help the aircraft intercept and capture the LOC axis. ▪ The aircraft is guided with a converging track of 20 NM from the LOC axis, when all the following conditions are met: ▪ NAV mode is engaged, and LOC mode is armed ▪ The aircraft is within 20 NM of the destination runway ▪ The difference between the aircraft track and the QFU is less than 20 ° Enhance LOC Capture Function The Enhanced LOC Capture function enhances the performance of the LOC capture and helps the aircraft to capture the LOC beam without overshoot. PRE-CAPTURE OF THE LOC BEAM The pre-capture of the LOC beam aims to begin the LOC beam capture sooner. LOC* mode may engage when LOC mode is armed and when the aircraft reaches the LOC pre-capture zone. The LOC pre-capture zone is a geographical zone around LOCbeam where it is possible to guide the aircraft toward the LOC beam, with the help of FMS position data. To ensure the capture of the LOC beam, the aircraft is guided with a 15 ° convergence angle with respect to runway QFU. The LOC* mode engagement in the pre-capture zone is possible, when: The LOC deviation is more than 2.3 dots The FMS is in GPS PRIMARY The difference between the track and the QFU is between 25 ° and 115 ° The guidance roll order is such that LOC* will capture the LOC beam without overshoot. When the LOC deviation becomes lower than 2.3 dots, LOC* mode no longer uses the FMS position data for guidance, but the actual LOC beam deviation to complete the capture of the axis 4! A330 Systems Land Mode ENGAGEMENT CONDITIONS LAND mode automatically engages when the LOC and G/S modes are engaged and the aircraft is below 400 ft RA. The FMA displays "LAND", indicating that LOC and G/S are locked. No action on the FCU disengages LAND mode. FLARE and ROLL OUT modes successively engage. DISENGAGEMENT CONDITIONS LAND mode disengages: Upon engagement of the go-around mode If the flight crew presses the APPR pb, when the aircraft has been on ground for at least 10 s with the autopilot disconnected. Note: When LAND is not displayed on the FMA at/or slightly below 400 ft, the landing capability degrades to CAT 1 and an aural triple click is generated. Autoland is not allowed with CAT 1 displayed on the FMA. (Ref Above: FCOM > DSC > 22_30 Auto Flight Flight Guidance > 80 AP/FD Common Modes > 30 Approach > Precision Approach Mode) 5! A330 Systems Electrics (ATA-24) Two 3-phase AC generators, driven by an IDG. 115KVA, 115/200V & 400 Hertz One Generator can supply the entire network. APU & External Power o 115KVA three phase 115/200V 400Hz. o Two ground power units (90KVA Max each) can supply the aircraft. - Each AC BUS is supplied in priority order by: 1. Corresponding Engine Generator. 2. APU Generator or External A (if both are connected APU > Left side & External A > Right side) 3. External B (If both connected External B > Left side and External A > Right side). 4. Opposite side Generator Note : Simultaneous use of APU Generator and External B is not possible (Ref:FCOM > PRO > SOP). - Emergency Generator (Ref: FCOM > DSC > 24-Electrical > 10-Description > AC Generation > Emergency Generator) o The Green HYD Circuit drives an emergency generator that automatically supplies emergency AC power to the AC electrical systems, if all main generators fail. The generator supplies 8 KVA of three-phase 115/200 V 400 Hz power except when the RAT powers the Green circuit and the speed is below 260kt; in this case, the Emergency Generator supplies 3.5 KVA leading into some shedding. o RAT > Green System > Emergency Generator o Deactivated in flight after Slat extension. (When operated by the RAT). It can be recovered by pushing the MAN ON button. - Static Inverter Transforms DC > AC from DC ESS bus (2.5 KVA) - Batteries (Ref: FCOM > DSC > 24-Electrical > 10-Description > DC Generation > Batteries) o Two batteries (37ah for A332, 40 ah for A333 & 25.5V Min) o Battery Charge limiter monitors battery and controls the contactor. o Battery only > 30mins. - Ground Power o EXT Power 90 KVA 6! A330 Systems - Land Recovery (Ref: FCOM > DSC > 24-Electrical > 20-Controls and Indicators > ELEC EMER Panel) When pressed, with the emergency generator running, the AC LAND RECOVERY and the DC LAND RECOVERY buses are recovered and the following equipment are restored: LGCIU 1 SFCC 1 (flap channel is not recovered, if the emergency generator is powered by the RAT). BSCU channel 1 (not recovered, if the emergency generator is powered by the RAT) LH windshield anti-ice (not recovered, if the emergency generator is powered by the RAT) LH landing light (not recovered, if the emergency generator is powered by the RAT) The remaining fuel pump (if any) is lost. The remaining fuel pump will be shed at 260 kt, if the emergency generator is powered by the RAT, or at LAND RECOVERY selection, whichever occurs first. 7! A330 Systems Flight Control (ATA-27) Flight Control Computers Ref: FCOM > 27-Flight Controls > 10-General > 10-General > Computers 3 PRIM Computers o Normal, Alternate and Direct Law. o Speed Brake or ground spoiler control. o Protection speed computation. - 2 SEC Computers o Direct law including Yaw damper function. o Rudder trim, travel and peddle limiter. One computer is capable of controlling the A/C and assuring safe flight. PRIM1 is master. It sends the signals to other computers, which executes them. If PRIM1 cannot be master PRIM 2 or 3 may take over. When all PRIMS fail SECs will take over. 2 FCDC computers to display F/Ctrl data in the ECAM Backup Control Module Computer (Only available on the A330-300 with electrical rudder) The BCM provides yaw damping, and direct rudder command with pedals, via an independent unit, in case of: Total electrical failure, or Loss of rudder control due to a Flight Control Computer (PRIM & SEC) failure. It includes: Its own electrical generator, referred to as the Backup Power Supply (BPS), which is supplied by the Blue or Yellow hydraulic systems. Its own sensors (gerometers and pedal deflection) Control of the Blue & Yellow hydraulic actuators. When activated, as in yaw alternate law, there is no turn coordination. 7 Slat surfaces and 2 Flap surfaces per wing. 2 Elevators (30o Pitch up and 15 o pitch down) OVERSPEED warning and VLS displayed on the PFD are computed according to the actual slat/flap position. VFE & VFE NEXT on the PFD are displayed based on the FLAP Leaver position. 8! A330 Systems  Roll Control o Ailerons and spoilers 2 to 6 used. o Inner ailerons PRIM 1 (LH) 2 (RH). SEC 1 and 2 provide backup. o Outboard ailerons controlled by PRIM 3. SEC 1 & 2 backup. o SECs control No 3 & 6 spoilers. The PRIMs control No 2,4 and 5. o At high speed (above 190kt, in CONF 0), the outboards ailerons are controlled to zero (may be used up to 300kts with AP mode). o With RAT deployed. The outer ailerons are in damping mode to reduce HYD demand. Speed Brakes (Ref: FCOM > 27-Flight Controls > 10-General > 20-Architecture > Speedbrake and Ground Spoiler Control) o Spoilers 1 to 6. o Its inhibited if: MLA is active. AOA protection is active. Low Speed stability is active. Flaps in CONF FULL or 3 (On some A330s & all A340s) At least one thrust leaver above MCT. A FLOOR is active. Ground Spoilers (Ref: FCOM > 27-Flight Controls > 10-General > 20-Architecture > Speedbrake and Ground Spoiler Control) o Spoilers 1 to 6 o Full Extension - Rejected Takeoff ▪ If armed and if speed >72kt. Ground spoilers extend as soon as the trust is set to idle. ▪ If NOT armed. When speed >72kt. Ground spoilers extend as soon as reverse selected on at least one engine (remaining engines at idle). o Full extension – Landing Phase ▪ Armed and thrust leavers are at idle. Automatically extend as soon as both main gears touch down. ▪ If NOT armed. During main gear touch down. Ground spoilers extend as soon as reverse is selected at least on one engine & the remaining engine at idle. o Partial extension. - When reveres selected on at least one engine (other engine at idle) and the main gears is compressed. o Retraction – One thrust leaver above idle, or speed brake leaver is pushed down. Flare mode – flight mode changes to flare mode at landing when passing 100ft. 9! A330 Systems  Wing tip brakes (Ref: FCOM > 27-Flight Controls > 30-Flaps and Slats > 10-Description > Main Components) o Activated in case of: Asymmetry Overspeed. Symmetrical runaway. o They cannot be released in flight. o They are supplied by Blue and Green hydraulic power for the Slats & Yellow and Green for hydraulic power for the Flaps. Note: If the flap WTB is activated, Slat operation still possible and vice versa. If one SFCC if inoperative, both slats and flaps will operate at half speed. If one HYD system is inoperative, the corresponding surfaces (slats or flaps) will operate at half speed. Hight Angle of Attack Protection o When AOA becomes greater than alpha prot the elevator control switches from normal mode to a protection mode, in which AOA is proportional to a side stick deflection. alpha Prot to alpha Max. o AOA will not exceed alpha MAX even if the side stick is pulled all the way back.When released AOA will return from alpha MAX to alpha Prot. o Protection against WindShear has priority over all other protections. o The Auto pilot will disconnect when high speed protection is active. o α PROT, Vα MAX, and α floor condition vary according to weight and configuration o Vα PROT and Vα MAX, displayed on the PFD, are computed by the PRIM. o αfloor activation logic is provided by the PRIM. ! 10 A330 Systems  High Speed Protection The aircraft automatically recovers following a high speed upset. Depending on the flight conditions (high acceleration, low pitch attitude), the High Speed Protection is activated at/or above VMO/MMO. When it is activated : o The pitch trim is frozen. o Positive spiral static stability is introduced to 0 ° bank angle (instead of 33 ° in normal law), so that with the sidestick released, the aircraft always returns to a bank angle of 0 °. o The bank angle limit is reduced from 67 ° to 45 °. o As the speed increases above VMO/MMO, the sidestick nose-down authority is progressively reduced, and a permanent nose-up order is applied to aid recovery to normal flight conditions. o The High Speed Protection is deactivated when the aircraft speed decreases below VMO/MMO, where the usual normal control laws are recovered. o The autopilot disconnects when high speed protection goes active. o OVERSPEED ECAM warning is provided at : ▪ VMO +4 kt / MMO +0.006 LOW ENERGY WARNING (Ref: FCOM > 27-Flight Controls > 10-Flight Control Systems > 10-Normal Law > Pitch Control > Protections). Available in: CONF 2,3 and FULL Between 100ft and 2000ft (triggered just before AFLOOR is active) Computed by the PRIMS using: o Aircraft Configuration. o Air speed deceleration rate. o Flight Path angle. Inhibited when: TOGA is selected. Below 100ft RA. Above 2000ft RA. A FLOOR or GPWS alert is triggered. In ALTN and DIRECT law. If both RAs fail. Automatic Retraction System (ARS) Ref: FCOM > 27-Flight Controls > 30-Flaps and Slats > 10-Description > ARS When CONF 1 + F is selected, the auto retraction of flaps to 0 occurs at 200kt (before VFE, which is 215kt) ! 11 A330 Systems  Maneuver Load Alleviation (MLA) Ref: FCOM > 27-Flight Controls > 20-Flight Control Systems > 10-Normal Law > MLA o To reduce wing bending moments. o Utilizes Spoilers 4,5,6 and the ailerons. o Becomes more active when side stick is pulled more than 8o and load factor is more than 2g. o Available when: Speed > 250kt. FLAPS 0. Normal or ALTN law. o Has priority over speed brakes. Flap Load Relief System (Ref: FCOM > 27-Flight Controls > 30-Flaps and Slats > 10-Description > FLRS) o Only available in in CONF 2, 3, FULL o When activated, the system retracts the flaps to deflection of the next leaver position. o Auto retraction occurs during VFE exeedence (VFE + 2.5kt). o If speed is reduced (VFE -2.5kt) it returns to the normal leaver position. o In CONF 2, auto retraction results in CONF 1* (20o slats/8o flaps) * o In CONF 3, auto retraction results in CONF 2* (23o slats/14o flaps) * * These configurations can be obtained only by the FLRS activation. Turbulence Damping Function (Ref: FCOM > 27-Flight Controls > 20-Flight Control Systems > 10-Normal Law > Turbulence Damping Function) Available when: o In flight. o Speed > 200kt. o AP engaged and normal law is active. o A/C within the normal flight envelope. ! 12 A330 Systems  ALTERNATE LAW (Ref: FCOM > 27-Flight Controls > 20-Flight Control Systems > 20—Reconfiguration Control Laws > Alternate Law) Only protections available are: o Load factor o Bank angle (only in ALT1) Following are not protections they are stabilities o Low speed stability o High speed stability Low speed stability: o At low speed a gently nose down demand is introduced o PFD speed scale is modified to show Stall warning o Alpha Prot and Alpha max are replaced by VSW (stall warning speed) o Alpha Floor protection is inoperative High-speed stability: o Above VMO/MMO a nose up demand is introduced o Over speed warnings are there (Vmo+4/Mmo+0.006) Alternate 1 Pitch control: ▪ Ground mode-identical to normal law ground mode ▪ Flight mode-flight law is load factor demand law, similar to normal law with limited pitch rate feed back ▪ Flare mode-identical to normal flare law Lateral control: Similar to normal law, except that alterations of positive spiral static stability will not occur due to loss the of high AOA and high speed protection. Alternate 2 Pitch control: identical to Alternate 1 law Lateral control is the same as direct law Roll direct law, provides a direct stick to surface position relationship. Yaw alternate-the Dutch roll damping function is available. ! 13 A330 Systems  Difference between Alternate 1 and Alternate 2 In Alternate 1 and Alternate 2 pitch control is identical (pitch alternate) but lateral control wise Alternate 1 is as normal law, but Alternate 2 is identical to direct law. Lateral control (roll)- Alternate 1 is normal law and Alternate 2 is direct law. Alternate 1 has bank angle protection. Alternate 2 does not have (even though in Alternate 1 has bank angle protection. PFD bank limits become amber). DIRECT LAW o Is direct stick to elevator relationship. o There is no automatic trim. And the pilot has to use manual trim. So the PFD message “USE MAN PITCH TRIM” in amber comes. o All protections are inoperative o Alpha floor is inoperative o Over speed and stall warnings are available as for alternate law MECHANICAL BACK UP o To control the aircraft during a temporary, compete loss of electrical power. o Pitch control-mechanical control is achieved through “USE MAN PITCH TRIM ONLY” in red. o Lateral control using the rudder pedals. ! 14 A330 Systems ! 15 A330 Systems Fuel System (ATA-28) The wings have Inner and Outer Tanks. Each Inner tank contains one collector cell. o Collector cells maintain a fuel reservoir for the booster pumps and provide –ve G factor protection. o Each Collector cell contains 2 main pumps. o A Standby fuel pump is located outside the collector cell. o Each collector cell holds approximately 1000kg o Each inner tank is divided into two parts via split vales, which normally remains open. o Inner tank is used as a single tank. o The Split valve can be manually closed. Fuel in the tank can expand by 2% (20o C increase in temperature). Two Fuel Control and Monitoring Computers (FCMC) control fuel System o It calculates the aircrafts GW and CG, based on the ZFW and CG entered by the crew. o If one FCMC fails the other can take over. A X-Feed valve is associated with each engine. o Allows any pump to supply any engine. o All X-Feed vales Automatically open: ▪ Electrical Emergency. ▪ During jettison operation. o If all the X Feed valve is failed fuel can still be transferred to the other side by doing the QRH Checklist. Fuel is transferred by connecting both sides using the Re-fulling Galley. During Electrical Emergency (Ref: FCOM > DSC > 28-Fuel > 10-Description > 50-Engine Feed > ELEC EMER CONFIG) o X-Feed valve automatically opens. o Only Left main pump 2 is powered. o If Left pump 2 fails or is switched off, Right pump 2 will replace it. o When the speed is < 260kts, or when Land Recovery is on. All main and standby pumps are lost. o Flight on Batteries: all standby and main pumps are lost. Fuel is always fed to the engines from the inner tanks. ! 16 A330 Systems Fuel Feed Sequence (Ref: FCOM > DSC > 28-Fuel > 10-Description > 60-Fuel Feed Sequence) 1. Center tank fuel transfer to the inner tanks. o Inner tank contents maintained between full and approximately 2000kg below full by transferring the fuel from the center tank using the inlet valve (Not applicable on A333 without center tanks). 2. Inner tanks empties down to 4000kg 3. Trim tank transfers to the Inner tanks. 4. Each inner tank empties down to 3500kg. 5. Outer tanks transferred to the Inner tanks. o Outer tank transfer valve controls the transfer to maintain 3500kg and 4000kg in the inner tanks. When the Outer Tanks are empty for 5 minutes the Outer Transfer values automatically closes. When the fuel quantity of the inner tank is below 17000kg the entire content of the center tank can be transferred to the inner tank. The aircraft can be re-fuelled using the batteries. It will approximately take 33mins for the A332 /A333 & when both side coupling are used on the A333 it will take 25mins. Minimum fuel for takeoff 5000kg (SriLankan Airlines Minimum fuel for flight planning 10500kg Refer: FOM > Part A > Chapter 10 > Operating Procedures {Page 35}) JET-A1 Fuel Temperatures Minimum -47oc / Maximum +55oc Fuel Temperature Indications turn amber when o Inner tanks: Above 49oC in flight and 45oC on ground. o Outer or Trim Tanks: below -40oC (Due to Fuel Temp Limits of JET A) o Inner Tanks: Below -37oC (Due to Fuel Temp Limits of JET A) The Fuel Temperature indication will disappear when the quantity is below: o 1000kg from the Trim Tank & 1100kg from the outer tank. Fuel imbalance advisory is when the tank quantities differ by 3000kg The trim tank system is used to control the aircrafts CG. o Optimized CG increases fuel economy by reducing drag. o Begins during climb to FL 255. o Ends at descend to FL 245, or when the FMGES time to destination is less than 35mins (75mins if trim tank forward transfer pump has failed). Aft Fuel transfer o Occurs when the following conditions are met: o L/G and Slats Retracted o Trim tank is not full o Inner tank quantity is above 6250kg o Above FL255 o A/C CG is not on target. ! 17 A330 Systems  Forward Fuel Transfer o Occurs when the following conditions are met : ▪ When descending below FL245 ▪ FMGEC time to destination is less than 35mins (75mins if trim tank forward transfer pump has failed) ▪ Fuel contents of one of the two inner tanks decrease to 4000kg (stops when it reaches 5000kg) ▪ During Jettisoning ▪ Electrical Emergency Configuration. o Normally directed to the inner tanks, & may be directed to the center tanks if inner tanks are fuel. o During Emergency Electrical Configuration the transfer is always to the inner tank. - Center Tank feeding. o Gravity feeding possible. 15000kg will be unusable. -Notes Inner tank 2 tonnes unusable if all the fuel pumps fail. The Stand by pump is fitted outside. When the inner tank splits are on the Standby Pump can use the fuel from outside the Splits. The APU is fed from the ENG 1 collector cell through the APU FWD pump and APU Aft Pump (Ref: FCOM > DSC 28- Fuel > 28-10-Desciption > 10 100-APU Feed) ! 18 A330 Systems Other Fuel related Notes Jettison (Not available on all A333) o Output rate is 1000kg per min. o Auto forward transfer occurs as long as the pitch is below 3o. o Jettison Operation continues until o The crew stops it o Low level sensor on one inner tanks becomes dry o When the preset value on the FMGC is reached. o Combined inner tank quantity is 10000kg. o Jettison fuel at or above 6000ft AGL (Jespersen) 5000ft is adequate to avoid ground contamination. Ref: Airbus getting to grips with Performance. Fuel temperature will usually decrease around 3c per hour with a maximum of 12c per hour in extreme conditions. o Descending below the tropopause, a 4000ft descend gives a 7 o c increase in TAT. In severe cases a descent to low, as 25000ft may be required. o Increasing the Mach number will also increase the fuel temperature. M0.01 > 0.7o c increase in TAT. (Ref: FCTM Cruise Section) ! 19 A330 Systems Hydraulics (ATA-29) - 3 Hydraulic Systems o Green (Engine driven pumps from ENG 1, ENG 2, an Electric pump and the RAT) ▪ In flight when an ENG fails and when the gear is selected up the Electric pump runs for 25 seconds to ensure timely gear retraction. o Blue (Engine driven pump from ENG 1 and an Electric pump) ▪ On the A333 - The Blue system runs when ENG 1 and Prim 1 or Prim 3 has failed: The Blue Electrical pump runs automatically in flight to ensure sufficient authority on the electrical rudder, thereby counteracting the yaw sideslip induced by asymmetrical thrust. o Yellow (Engine driven pump from Engine 2 an electric pump and a hand pump) ▪ When ENG 2 has failed. If flaps are not at zero and the speed is > 100kts. It remains running until last engine shutdown. - All the pumps operate at 3000psi (+/- 200 psi) - Electric pump flow is approximately 18% of the normal pressure. - Ram Air Turbine (Ref: FCO > DSC > 29-Hydraulic > Description > 20-Generation > RAT) o Can be extended any time by pressing RAT MAN ON o Deploys automatically in the event of an all engine failure or electrical power loss when engine 1 and 2 (A330) are stopped or when there is a low level in the Green and Blue or Green and Yellow reservoirs. o RAT flow varies between 15% and 45% of and Engine driven pump. o Even in the case of Green hydraulic circuit low level, the RAT could pressurize the Green hydraulic circuit. (Ref: FCTM > AO-029 HYDRAULIC > HYDRAULIC GENERATION PARTICULARITIES). - System accumulator helps maintain constant pressure by covering transient demands. - HP Bleed from ENG 1 pressurizes the HYD reservoirs automatically. If the bleed air pressure is too low the bleed is taken from the Cross Bleed duct. - Hydraulic System Monitoring Unit (HSMU) Ref: FCO > DSC > 29-Hydraulic > Description > 20-Generation > HSMU o Controls the electric pumps. o RAT extension. o Fault lights. o HYD quantity indicator correction for the temp. ! 20 A330 Systems Ref: top – QRH / bottom - FCTM > AO029 HYDRAULIC > Dual Hydraulic Failures RH ! 21 A330 Systems Landing Gear and Brakes (ATA-32) Each main gear is a four wheel, twin tandem bogie assembly having an oleo pneumatic shock absorber. All gears and doors are hydraulically actuated by the green hydraulic system. o Hydraulic system is automatically isolated by closing a safety valve above 280kt. Its maintained closed until the landing gear is selected down and the aircraft speed is below 280kt. Two LGCIUs receive landing gear position information from the proximity detectors ( Which are then sent to other aircraft systems): o landing gear down locked or up locked. o Shock absorber compressed or extended. o Gear door open or closed. If one LGCIU is failed the remaining system will will control the gear. Some systems will see Flight conditions and others will see Ground conditions (FCOM- > DSC > 32 Landing Gear > 10 > 20 > Landing Gear - Aircraft System Interface) Gear Not Down Warning o L/G not Down Locked o RA Height lower than 750ft Nose Wheel Steering is provided by two actuators powered by the Green HYD System & electrically controlled by the BSCU. BSCU (Brake Steering Control Unit) has two independent systems with only one active at all times. o Steering Hand Wheels control steering angles up to +/- 65 degrees (A332) & +/- 72 degrees (A333). Rudder Pedals Nose Wheel steering depends on the aircraft Speed: o Below 100 kt at Landing. o Up to 150 kt for Takeoff. o It will return to Zero if the A/C is above this speed. Brakes o The main wheels are equipped with carbon multi disc brakes. ▪ Normal Systems uses Green HYD ▪ Alternate system uses Blue HYD (backed up by the HYD accumulator) o All brake functions are commanded by the BSCU. It performs the following secondary functions: ▪ Checks Residual PRESSURE IN THE BRAKES. ▪ Monitors brake temperatures. ▪ Provides discreet wheel speed information to other aircraft systems. ! 22 A330 Systems Antiskid System Deactivated below 10kt (Ground Speed) Speed of each main gear wheel is compared with the aircraft reference speed. When the speed of a wheel decreases below 0.88 time reference speed, brake release orders are given to maintain the wheel slip at that value. Reference speed is determined by BSCU from the horizontal acceleration from ADIRU 1 2 or 3. If all ADIRUs have failed the reference speed is equals the maximum of the either main landing gear wheel speeds. Auto Brake o System Arming: ▪ Green HYD Available ▪ Antiskid is electrically Powered. ▪ No faults in the braking system. ▪ At least 2 PRIMS and one ADIRU available. o Activation: ▪ At the command of the Ground Spoiler extension for LO and MED modes. ▪ At the command of Ground Spoiler Extension when the aircraft speed is above 40 kt and when the nose landing gear is compressed for MAX mode. ▪ Note: In the event of a an acceleration stop, if the deceleration is initiated with the speed below 72kt, the automatic braking will not activate because ground spoilers will not be extended. ! 23 A330 Systems Navigation (ATA-34) - ADR (Ref: FCOM > DSC > 34-Navigation > 10-ADIRS > 10-Description > General) Barometric Altitude Airspeed Mach Angle of Attack Temperature Over Speed Warning - IR Attitude Flight Path Vector Track Heading Accelerometers Angular Rates Ground Speed Aircraft Position - Four types of sensors o Pitot probes 03 o Static pressure probes 06 o Angle of attack sensors 03 o Total air temperature probes 02 - 08 air data modules converts pneumatic data from pitot and status probes into numerical data for the ADIRUs. - Airborne Traffic Situational Awareness (ATSAW) on A333 (Ref: FCOM > DSC > 34-Navigation > 55-ATSAW) 100nm ahead and 30nm on the Sides 9900ft above and below - GPS (Ref: FCOM > DSC > 34-Navigation > 15-GPS) 24 satellites worldwide broadcast accurate navigation data. Two independent GPS receivers, each integrated in a modular avionics unit called MMR (Multi Mode Receiver) o GPS 1 receiver in MMR 1 ( > ADIRU 1 and 3) o GPS 2 receiver in MMR 2 ( > ADIRU 2 and 3) The MMR process the data and transfers them to ADIRUs which then perform a GP-IRS hybrid position calculation. If the MMR can track 4 or more satellites o It enters NAV mode and continually supplies data to the ADIRUS. o It used GPS altitude and IR altitude to calculate the altitude bias (if the number of satellites drops to 03 the altitude bias is frozen and the MMR enters ALTAID modeling the IR altitude( corrected with the altitude bias) - Predictive WindShear System (Ref: FCOM > DSC > 34-Navigation > 60-Weather Radar > 20 Predictive WindShear System) The system works if the system is on auto, even if the WX radar is switched off. ATC should be on XPDR or Auto Aircraft below 2300ft A333: Ground Speed > 30KT and acceleration above a predetermined threshold during at least 0.5s. Predictive WindShear indication is available on the ND. Below 1500ft (A332) & 1200ft (A333) when the system detects WindShear, and depending on the range selected on the ND, a warning,caution or advisory messages appears on the ND. Scans 5nm ahead. During Takeoff roll up to 100KT Warnings and Cautions available within a range of 3NM. ! 24 A330 Systems  Alerts are inhibited: o Above 100KT up to 50ft RA o During landing the alerts are inhibited below 50ft RA o During final approach the warnings are downgraded to cautions between 370ft and 50ft AGL between 1.5nm or 0.5nm. o Inhibited by Reactive WindShear warning and Stall Warnings. Have priority over TCAS,GPWS and other FWC aural warning. Tools to assist the crew to escape WindShear: o ALPHA FLOOR o SRS AP/FD o Fly By Wire High AOA protection. A330-200 & A330-300 alerts above 50ft. - Reactive WS (Ref: FCOM > DSC > 22_40-Auto Flight – Flight Envelope > 60-Windshear Detection) o 3 seconds after liftoff, up to 1300ft RA o At landing, 1300ft RA to 50ft RA o With at least CONF 1. ! 25 A330 Systems - GPWS (Ref: FCOM > DSC > 34-Navigation > 70-GPWS) Basic GPWS Modes o Mode 1 – Excessive rate of descent. ▪ Caution - “SINK RATE, SINK RATE” ▪ Warning - “PULL UP” o Mode 2 – Excessive Terrain Closure rate (Active 60s after Take Off) ▪ Caution - “TERRAIN, TERRAIN” ▪ Warning - “PULL UP” & “TERRAIN” o Mode 3 – Altitude loss after takeoff ▪ Caution - “DONT’T SINK, DON’T SINK” o Mode 4 – Unsafe clearance when not in landing configuration. ▪ Caution - Landing gear up : “TOO LOW TERRAIN” & “TOO LOW GEAR” ▪ Caution - Flaps not in Landing & Landing Gear : “TOO LOW TERRAIN” & “TOO LOW FLAPS” ▪ Caution - Flaps not in Landing Or Landing Gear Up : “TOO LOW TERRAIN” o Mode 5 – Descend below Glide Slope ▪ Caution - “GLIDE SLOPE” GPWS System Off : All basic GPWS alerts (Mode 1 to 5) are inhibited. If OFF is selected, the ECAM caution NAV GPWS FAULT is displayed. TERR pushbutton : OFF Inhibits the predictive modes of the GPWS. Also inhibits the ROW/ROP function. ! 26 A330 Systems EGPWS (A332) & Predictive GPWS (A333) o 10ft to 2450ft (for Modes 1 & 3 on A332 & All the modes on A333) o 30ft to 2450ft ( for Modes 2, 4, & 5 on A332) o Terrain Awareness Display (TAD),which predicts the terrain conflict and displays the terrain on the ND. o Terrain Clearance Floor (TCF), which improves the low terrain warning during landing. o A332 EGPWS: ▪ Relative height of the aircraft is computed by using Captains BARO setting. It does not guard against baro setting errors. ▪ The TAD & TCF functions operates using FMS 1 position. It does not protect against an FM 1 position error. o A333 Predictive GPWS: ▪ TERR STBY memo appears in green when the aircraft position accuracy provided by the FMS is not sufficient to allow the enhanced TCF & TAD modes to operate. ▪ The altitude used by the GPWS is computed based on the barometric altitude, RA height and GPS altitude in order to reduce barometric setting errors. ▪ If predictive GPS fails, Mode 2 of the GPWS is reactivated. The cockpit loudspeaker will work even if it’s switched off. When the predictive function of the GPWS are operative, Mode 2 of GPWS is inhibited Vertical Envelope (A330-200) ▪ Terrain Floor varies with Distance and Altitude to the nearest airport. ▪ Warnings and Cautions vary with Ground Speed and Turn rate. o Warning distance is approximately 30 seconds. o Caution distance is approximately 60 seconds. Vertical Envelops (A330-300) o Cautions ▪ 20s in front to 132s (Constructed climb path) ▪ “Terrain ahead” and “Too Low Terrain”. o Warning ▪ 8 seconds to 120 seconds (Constructed Climb Path) ▪ “Terrain Terrain Pull Up” A333 o In a mountainous approach area (terrain of more then 200ft above the runway within 6nm of the runway) The distance is linearly reduced to 30 seconds to prevent nuisance alerts. o Runway Convergence Area : When the aircraft enters the approach sector (2.7nm from the threshold) the system computes runway convergence in order to inhibit the Terrain Awareness Warning System. ! 27 A330 Systems TCAS (Ref: FCOM > DSC > 34-Navigation > 80-TCAS) - Proximity Intruders 6nm laterally 1200 vertically Filled White Diamond - Traffic Advisory 40 seconds TAU “Traffic Traffic” Potential threat Filled Amber Circle. - Resolution Advisory 25 seconds TAU Real collision threat Red Square Increase Climb or Descend o 2500ft/min & 2.5 seconds to respond (Ref: FCTM > SI060 TCAS) Climb or Descend o 1500ft/min & 5 seconds to respond (Ref: FCTM > SI060 TCAS) - If a STALL or GPWS warning is triggered below 500ft AGL all the TCAS aural messages are suppressed. - TCAS Modes TA only is selected when: An engine has failed Flights with the landing gear is extended During operations near high density airport TA is automatically selected when: A wind shear or a Stall warning is triggered GPWS When the A/C is below 1100ft AGL on Take off & below 900ft AGL on landing. Consequently All RAs are converted in to TAs The TA threshold is set to TAU DSC > 34-Navigation > 80-TCAS > 10-Description > Advisory Inhibition) All intruders flying below 380ft when the own aircrafts altitude is below 1700ft All RAs are inhibited below 1100ft during climb and below 900ft during descent. In this case the RA is converted into a TA Descend type advisories are inhibited below 1200ft AGL on takeoff or 1000ft AGL during approach. Increase Descent is inhibited below 1450ft All TAs below 600ft AGL in climb and below 400ft AGL in descent. - TCAS Range Range 80nm THRT: Proximity intruders are displayed only if TA or an RA is present within 2700ft ALL: Proximity and other intruders are displayed even if no TA or RA present. (+/- 2700ft) Above and Below: 9900ft & 2700ft - No threats are displayed in PLAN mode (Change Mode message will be displayed). - During the last 2000ft in climb and 1500ft during descent. Limit the V/S to 1500ft per min. ! 29 A330 Systems APU (ATA-70) LOW OIL LEVEL ECAM: APU may be started and operated. Maintenance action due within the next 15h of APU operation. 3 Start attempts. 60 min cooling before the next start. Maximum N: 107% EGT o Maximum EGT: 650C o Maximum EGT for start: 1250c Envelope o ONE PACK: 22500ft o ENG START: 20000ft o TWO PACKS: 17500ft Electricity power extraction 100% (up to FL410) APU Battery Start limit FL250 & Ground start Limit FL146 APU Burn (Refer FCOM > PER > FPL > GEN > GEN MFR > Minimum Recommended Fuel Requirements) o Ground ▪ 215 kg/h Packs ON and APU GEN ON ▪ 140 kg/h APU GEN only o In Flight: o 130 kg/h at FL200 Packs ON and APU GEN ON o 65 kg/h at FL300 APU GEN Only o 55 kg/h at FL410 APU GEN only ! 30 A330 Systems Engines (ATA-70) - RR RB211 Trent o Low-pressure ( LP ) compressor / turbine ▪ The low-speed rotor (N1) consists of single stage LP compressor (front fan) connected to a four stage LP turbine. o Intermediate pressure compressor / turbine ▪ The intermediate speed rotor (N2) consists of a eight-stage intermediate pressure compressor connected to a single-stage IP turbine. o High-pressure ( HP ) compressor / turbine ▪ The high-speed rotor (N3) consists of a six-stage HP compressor connected to a single-stage HP turbine. o Combustion chamber ▪ The annular combustion chamber is fitted with 24 fuel nozzles and 2 igniters. - FADEC o 2 channels (one always on hot standby) o Self Powered when N3 >8% - Ignition for Starting On Ground: During a first automatic start attempt only one igniter is supplied. The FADEC automatically alternates the igniters used in successive start sequences. When residual EGT is above 100 °C, the engine is cranked until the EGT goes below 100 °C. Note: In the case of a second automatic start attempt after the failure of one igniter to light up, both igniters are supplied when the EGT goes below 150 °C. In the case of an automatic restart attempt after an automatic start abort, the start sequence starts again from the beginning, and therefore only one igniter is supplied. During a Manual Start and In Flight : Both igniters are supplied, when the engine MASTER sw is ON - Continouos Ignition Continuous ignition is either selected manually or automatically to protect engine combustion. Manual Selection o In flight, continuous ignition is selected, when the ENG START selector is on IGN/START, provided the assigned engine is running. o Only one igniter is selected. If failed, both igniters are automatically selected. o On ground, after starting, since ignition is automatically cut off, to select continuous ignition, turn the ENG START selector to NORM, then back to IGN/START. Automatic Selection Continuous ignition (igniters A + B) is automatically selected : o if engine anti-ice is selected on and relevant EIU is inoperative ! 31 A330 Systems  o for 10s in the event of engine flame out condition detected by the FADEC o for 10s in the event of inadvertent cycling of the Master lever with the engine running provided N3 is above 50 %. -Auto Relight Function o If the FADEC detects a flame-out condition on ground, or in flight, both igniters A + B will be automatically energized for 10 s. - Quick Relight Function o In case of a flame-out in flight, provided the MASTER switch is selected OFF, then ON, within 30 s and N3 is above 10 %, the quick relight function will immediately open the HP fuel valve and energize both igniters A + B, regardless of the ENG START selector position. - Start Sequence Auto Start Sequence Mode Selector IGN/Start Pack Valves Close Starter Valve Opens N3 increases When N3 is at 25% Fuel Flow increases A maximum of 30seconds after fuel is on: o EGT increases o N1 increases At 50% N3 Starter Valve starts Closes. Note: When starting a hot engine (EGT above 100C, for the first automatic start and above 150C, for the second automatic start), the EEC controls a dry crank in order to reduce the engine temperature. IDLE Parameters EPR 1.015 N1 22.6% N2 47% N3 63% EGT 380 C FF 820 kg per hour ! 32 A330 Systems  Manual Engine Start FADEC provides passive monitoring. Start Sequence o MAN Start push button (guarded switch) on. o ENG start to IGN/START o When N3 reaches maximum motoring speed (Minimum 25%) o Master Switch on. o Monitor ECAM ▪ Ignition A & B ▪ FF Increase. ▪ Starter Valve closes when N3 > 50% ▪ MAN START off. ▪ Mode Selector Normal when N3 >55% Manual Start is considered when: o Start abort due to: EGT Over Limit, ENG Stall, LOW START AIR PRESSURE. o Degraded Bleed performance due to High Altitude or Hot temperatures. - Starter Duty Cycle: o Maximum continues operation is 5mins. o Two, 3 min duty cycles and a consecutive 1 min duty cycle (with a run down to Zero N3 between each cycle) o After one continuous operation or 3 duty cycles, wait 30mins for the starter to cool. o No running engagement of starter when N3 >10% on ground and 30% in flight. - Other Figures o Engine Vibration Pulsing when: ▪ N1 > = 3.3 units ▪ N2 >= 2.6 units ▪ N3 >= 4.0 units o Minimum Duct Pressure: 15 psi ! 33 A330 Systems EGT Limits Operating Condition Time Limit EGT Limit Note Takeoff (*) and Go 20s 920o C Around 5 min 900 o C 10mins Only in case of Engine Failure MCT Unlimited 850 o C Starting 700 o C On Ground 850 o C In Flight *Now includes TOGA, FLEX and DERATE thrust modes. ! 34 A330 Systems FADEC Functions ▪ Control of gas generation ▪ Protection against engine exceeding limits ▪ Power management ▪ Automatic engine start sequence ▪ Thrust reverser control ▪ Transmission of engine parameters and engine monitoring information to cockpit ▪ Computation of fuel used ▪ Detection, isolation and recording of failures ▪ Protection against fan stall o Modified Engine Acceleration Scheduler for Take Off (MEASTO) ▪ A logic that ensures a progressive thrust is automatically set during the takeoff roll. Engine acceleration is controlled with an “EPR/second” rate in EPR mode. o Stall recovery Logic ▪ When a fan stall is detected, recovery logic is triggered which consist of a fuel flow reduction and Variable Stator Vanes repositioning. The protection is active until the thrust leaver is moved as per ECAM procedure. ▪ Keep out zone logic o 1.16 to 1.28 EPR range (in N1 rated mode, the keep –out-zone depends on the ambient conditions), when on ground with an aircraft speed below 80kt. ▪ Protection against Intermediate Pressure Turbine Over speed o The Intermediate Pressure Turbine Overspeed System (IPTOS) automatically limits the engine thrust up to 30 % of the maximum takeoff thrust or automatically shutdown the affected engine. This is to protect the integrity of the Intermediate Pressure Turbine, in the case of engine shaft failure. The IPTOS protection remains active for the remainder of the flight. o In case of single engine operations, the IPTOS logic is automatically deactivated on the remaining engine. - Engine thrust is made through control of Engine Pressure Ratio (EPR) - EPR = low pressure turbine exhaust pressure (P5)/ Engine air inlet pressure (P2). - The modes of power setting EPR or N1 modes depends on the availability of air data inputs to the FADEC. ! 35 A330 Systems - Sources used by the FADEC: Either engine data P0 static pressure P2 total air pressure T2 total air temperature Or ADIRS 1 or 2 data Ps equivalent to engine P0 Pt equivalent to engine P2 Tt equivalent to engine T2 - The thrust computations for both engines are mainly based on one ADIRS data. This ensures engine thrust symmetry. - ADIRS 1 and ADIRS 2 and engine data are compared by the FADEC to validate the data and the mode to be used. - EPR Mode is a function of: o Thrust Lever Angle (TLA) o Altitude o Mach number o Air data (static pressure, total air pressure/temperature) o Service bleed. During reverser operation, the thrust is controlled as a function of N1 ! 36 A330 Systems IDLE Control Modulated idle o Is regulated according to : Bleed system demand Oil temperature Mach number. o Is selected : In flight, when the flaps are retracted and the gear is up. On ground, provided reverse is not selected. Approach idle o Is regulated according to aircraft altitude, regardless of bleed system demand. o Selected in flight, when the FLAPS are extended to FLAP 2, FLAP 3, or FULL, or when the landing gear is down. o Allows the engine to rapidly accelerate from idle to go-around thrust. Reverse idle o Selected on ground, when reverse idle thrust is selected. o Slightly higher than forward idle thrust. ! 37 A330 Systems N1 Mode o In the event of no EPR available the affected FADEC will automatically revert to N1 mode. o At the reversion to N1 mode, an equivalent thrust to that achieved in EPR mode is provided, until a thrust lever position change. o In case of dispatch in N1 mode, flex take-off is not available. o Depending on the failure case leading to EPR mode loss, the FADEC will revert to either rated or degraded N1 mode. o Autothrust control disengages. However it can be re-engaged if no more than one engine is in degraded N1 mode. ALPHA FLOOR protection remains available if one engine is in degraded N1 mode. Rated N1 Mode An automatic reversion to rated N1 mode occurs, when: Engine P2 and/or P5 are not available, or Engine P2 is lower than ADIRS Pt. ▪ The FADEC will compute an EPR COMMAND, depending on the TLA, then convert it into a N1COMMAND as a function of Mach. ▪ The rated N1 mode can also be manually-selected through the ENG N1 MODE pb-sw on the overhead panel. Degraded N1 Mode An automatic reversion to degraded N1 mode occurs, when: engine P2 and ADIRS 1 + 2 Pt are not available, or, engine T2 and ADIRS 1 + 2 Tt are not available, or, engine P0 and ADIRS 1 + 2 Ps are not available. The N1 is defined as a function of TLA and altitude and is limited by the FADEC to either the smaller of N1 max or N1 redline (if T2 is available), or N1 redline (if T2 is not available). The N1 DEGRADED MODE is an unrated N1 mode. The N1 rating limit, N1 TLA, and N1 max indications on ECAM E/WD are lost. In electrical emergency configuration, the EPR mode is lost on both engines, and each FADEC reverts to an degraded N1 mode. ! 38 A330 Systems Over Speed Protection Turbine Overspeed Protection (TOS) o The FADEC provides protection against LP turbine overspeed, due to LP shaft breakage between compressor and turbine. If it occurs, the engine is shut down by closing the HPshut-off valve. Overspeed Protection Unit (OPU) o Independent of the FADEC, the engine is fitted with the N1/N2 overspeed protection unit. In the event of overspeed condition detected by the OPU, which occurs when N1 reaches 110 % or N2 reaches 117 % , the OPU controls the engine shutdown by closing the HP shut-off valve. IDG Cooling o Fan air is used to cool the IDG oil through the air/oil cooler. A bypass valve opens when oil is too cold and cannot flow easily through the cooler Auto Restow Function & IDLE Protection o The FADEC will automatically command the engine to idle and the reverser to stow if at least one door is un-stowed by more than 5 % and reverse thrust is not selected while engine is running. The affected reverser will remain pressurized after affected door is locked back. o If the door is still detected un-stowed the engine will remain at idle for the rest of the flight. ! 39 A330 Systems STABLE APPROACH CRITERIA (SAC) (Ref: FOM > PartA > Chapter 10 > 10.3.17) Landing Gear - Down Landing Flaps Speed Brakes - Retracted Target Final Approach Speed - +10 /- 5KTS Vertical Speed - not more than 1200'/min See Note 1 Bank Angle - not more than 7 degrees See Note 2 On App Profile See Note 3 Thrust Set See Note 4 Note 1: With certain failures (e.g. abnormal flap) &/or strong tail wind &/or a steeper than normal (3 degrees) app path, it may be that a stabilized rate of descent in excess of 1000'/min is required. Clearly in this exceptional case the app should be continued as long as the rate of descent is necessary & appropriate. Note 2: Circling approach bank angle not more than 15 degrees by 500' above threshold. Note 3: ILS with ½ dot LOC & ½ dot G/S, Non Precision /Circling/Visual: on nominated approach path. Note 4: A stable thrust setting (above idle) which is appropriate to the remainder of the approach. ILS Approaches Aircraft should be in landing configuration by 1500 feet RA. An approach shall be discontinued if the stable approach criterion has not been met by 1000 feet RA, unless: During an ILS approach where compliance with ATC speed control (e.g. 160 Kts to 4 DME) has resulted in only the speed and thrust elements of the criteria not being achieved by 1,000 feet RA, and a reasonable certainty exists that the aircraft will become stabilized by 500 ft RA. In these specific circumstances, provided that full compliance can be achieved by 500 feet RA and maintained to touchdown, then the approach may be continued. Note: - For Cat II/III Approaches a go-around is mandatory if the SAC Criterion not met by 1000 feet RA. Non- precision Approaches Managed guidance – Aircraft shall meet the Stabilized Approach Criterion by 1000 feet RA Selected guidance – Aircraft shall meet the Stabilized Approach Criterion by the Final Descent point. Circle-to-Land and Visual Circuit Approaches The aircraft may continue through 1000 feet RA whilst achieving lateral alignment. ! 40 A330 Systems Other Tail Strike Margins: A332 A333 Gear Extended 16.0 o 14.4 o Gear Compressed 11.5 o 10.1 o Altimeter Tolerances o RVSM: 75ft within the airport elevation. o Instrument check: 25ft Between the two PFDs (300ft on ground on the STBY altimeter, because the vibrator is not working) Trend Arrow o Shows the speed in the next 10 seconds and it will only appear when the speed trend is greater than 2kts. Maximum crab angle to land with: 5o (Ref: FCTM) Maximum bank angle during and engine failure: 25o. Recommended Max Altitude is the lowest of: o Max Altitude the Aircraft can reach with 0.3g buffet margins. o Max Altitude the Aircraft can fly in level flight with max CRZ rating. o Max Altitude the Aircraft can maintain 300ft/min with Max CLB thrust o Max Altitude the Aircraft can maintain higher than green dot and lower than VMO and MMO o Max Altitude the Aircraft is certified for (41100ft due to RVSM requirements in meters) Energy Circle o The circle centered on the A/C position and oriented towards the current track line. o It’s displayed during descent when heading or track mode is selected. o It represents the distance required to land the aircraft from the PPOS down to the airport elevation at VAPP and considering all altitude and speed constraints. Soft Altitude o Upon reaching ALT CRZ the A/THR maintains a speed target. o Two minutes after ALT CRZ is engagement, if the mode is operative SOFT ALT mode engages. o Allows aircraft to deviate +/- 50ft from the target altitude. o Minimizes thrust variations and fuel consumption. o The CRZ altitude must be the one entered on the progress page for SOFT ALT mode to work. ! 41 A330 Systems CRZ Level Considerations (Ref: FCTM Cruise Section) ! 42 A330 Systems o Back-up Speed Scale on the A333 (Ref: FCOM > 27-Flight Controls > 40-Indications on PFD > Backup Speed/Altitude Scale & FCTM > AO-034 Navigation > ”UNRELIABLE SPEED INDIC/ADR CHECK PROC” QRH PROCEDURE) ! 43 A330 Systems Miscellaneous Info - Dimensions (Ref: AFM) A330-200 & A330-300 A330-200 A330-300 ! 44 A330 Systems Weights Ref: Airbus getting to grips. Harsha Wijewardene ! 45 A330 Systems