MFP - A340 500 600

The content of this document is the property of Airbus.
It is supplied in confidence and commercial security on its contents must

be maintained.
It must not be used for any purpose other than that for which it is supplied,
nor may information contained in it be disclosed to unauthorized persons.
It must not be reproduced in whole or in part without permission in
writing from the owners of the copyright. Requests for reproduction of
any data in this document and the media authorized for it must be
addressed to Airbus.
© Airbus S.A.S. 2002. All rights reserved.
AIRBUS S.A.S.
31707 BLAGNAC CEDEX, FRANCE
CUSTOMER SERVICES
TECHNICAL DATA SUPPORT AND SERVICES
PRINTED IN FRANCE
© AIRBUS S.A.S. 2002
ALL RIGHTS RESERVED
AN EADS COMPANY
Reference : F. MFP Issue : Apr 01

MAINTENANCE FACILITY PLANNING
HIGHLIGHTS
REV. 07 – MAY 01/07
Description of technical changes :
SECTION PAGE(s) REASON FOR CHANGE
1-0 p 1 Table of content – Updated page.
1-3 p 2 and 3 General Airplane Characteristics Data – Updated

data of Operating Weight Empty and Maximum
Payload.
1-5 p 1 to 10 Fuselage Frames/Stations – Updated pages.
1-10 p 1 to 4 Ground Clearances – Updated pages.
2-0 p 1 Table of Contents – Updated page.
2-2 p 1 to 13 Turn around Station – Updated data.
2-3 p 1 to 31 Ground Service Connections and Locations –

Updated data.
2-11 p 1 to 12 Operating Conditions – Updated section.
3-14 p 1 and 2 Airplane Maintenance Jacking – Updated pages.

p 5 and 6
4-0 p 1 Table of Contents – Updated page.
4-1 p 1 to 9 Air conditioning and Pneumatic – Updated section.
4-2 p 1 to 9 Electrical – Updated section.
4-3 p 1 to 14 Fuel System Components – Updated section.
4-4 p 1 to 4 Hydraulic – Updated section.
4-5 p 1 to 4 Flight Controls – Updated section.
HIGHLIGHTS
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RECORD OF REVISIONS
REV ISSUE DATE BY REV ISSUE DATE BY

N° DATE INSERTED N° DATE INSERTED
00 APR 01/01
01 OCT 01/01
02 JAN 01/03
03 APR 01/04
04 JUL 01/05
05 OCT 01/05
06 APR 01/06
N 07 MAY 01/07
RECORD OF REVISIONS
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SECTION 0 – INTRODUCTION
LIST OF EFFECTIVE PAGES
CHAPTER/ C PAGES DATE

SECTION
LEP R 1 TO 1 MAY 01/07

0-0 1 JAN 01/03
0-1 1 APR 01/04
0-1 2 JAN 01/03
0-2 R 1 MAY 01/07
0-2 R 2 MAY 01/07
0-3 R 1 MAY 01/07
0-3 R 2 MAY 01/07
0 – LEP
Page 1
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SECTION 0 – INTRODUCTION
Table of Contents
Subject Section Page
Table of Contents 0-0 1
Introduction 0-1 1
Alphabetical Index 0-2 1
Section Index 0-3 1
0-0
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INTRODUCTION
1. PURPOSE
The intention of this document is to provide information for maintenance

facility and for planning the equipment required to fulfill the necessary
service facilities on ramp or terminal operation and in the hangar.
The manual comprises of 5 sections, with a List of Effective Pages (LEP) and
a Table Of Contents (TOC) at the beginning of each section.
2. CORRESPONDENCE
Correspondence concerning this publication should be directed to :
AIRBUS S.A.S
Technical Data Support and Services
1 Rond Point Maurice BELLONTE
31707 BLAGNAC CEDEX
FRANCE
Section 0 : INTRODUCTION
Section 1 : GENERAL INFORMATION
This section contains general dimensional and other basic data concerning
the A340-500/600 aircraft to help operators to assess their needs for
terminal and hangar facilities and maintenance docks.
It covers :
– aircraft dimensions,
– zoning and access ; fuselage frame and wing stations,
– cross-sections and profile for fuselage, wings and tail,
– ground clearances and travel limits of movable parts,
– aircraft center-of-gravity limits and aircraft attitude.
0-1
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Section 2 : TERMINAL AND RAMP
This section contains the ground equipment required for the aircraft
servicing at turnaround stations.
It covers :
– suggested servicing arrangement around the aircraft
– estimated servicing times for turnaround,
– ground service connections and locations with their characteristics,
– cargo compartment loading and unloading,
– ground maneuvering capabilities and characteristics.
Section 3 : LINE MAINTENANCE AND HANGAR
This section outlines the technical data and requirements related to

maintenance functions, regardless of whether these would be performed inside
or outside the hangar or on the ramp.
It includes :
– description of the main aircraft systems, shows their general layout or
schematic and gives their functional testing,
– the aircraft jacking, levelling and the landing gear lifting,
– the main removable components weight and handling,
– the suggested hangar arrangement with the corresponding workstands.
Section 4 : COMPONENT REPAIR/OVERHAUL AND FUNCTIONAL TEST
CAUTION : THE DATA CONTAINED IN THIS PART OF THE MANUAL IS SUPPLIED ONLY TO
ENABLE AIRLINES TO PROCEED WITH THEIR PRELIMINARY DESIGN AND
PLANNING. OVERHAUL PROCEDURES ARE CONTAINED IN THE OVERHAUL
MANUAL/COMPONENT MAINTENANCE MANUAL (CMM).
This section contains the minimum technical data and requirements relative
to aircraft components repair/overhaul and functional testing for each of
the main aircraft systems.
APPENDIX
The vendors information.
0-1
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ALPHABETICAL INDEX
Subject Section
Air Conditioning and Pneumatic 3-1
R Air Conditioning and Pneumatic 4-1
Airplane Attitude 1-9
Airplane Dimensions 1-2
R Airplane Maintenance Jacking 3-14
Airplane Overall Dimensions and Outline Basic Reference Drawing 1-1
Airplane Parking 2-9
Airplane Servicing Arrangement 2-1
Auto-flight 3-11
Auxiliary Power Unit 3-12
Cargo Compartments Loading and Unloading 2-5
Center of Gravity Limits 1-8
Communications 3-2
Component Handling 3-19
Component Weights 3-18
De-Icing and Washing 3-9
Door Clearances 1-11
Electrical Power 3-3
R Electrical 4-2
Exterior Lighting 3-16
Fire Protection 3-4
Flight Controls 3-5
R Flight Controls 4-5
Fuel System 3-6
R Fuel System Components 4-3
Fuselage Cross-Sections 1-7
R Fuselage Frames/Stations 1-5
Galleys-Description 2-6
Galleys Loading and Unloading 2-7
R General Airplane Characteristics 1-3
R Ground Clearances 1-10
Ground Maneuvering 2-8
Ground Pneumatic Power Requirements 2-4
R Ground Service Connections and Locations 2-3
Ground Support Vendor Information 5-1
Horizontal Stabilizer Contours 1-16
R Hydraulic 4-4
Hydraulic Power 3-7
0-2
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Subject Section
Ice and Rain Protection 3-8
Interior Arrangement 1-12
Introduction 0-1
Landing Gear 3-10
Landing Gear Jacking for wheel change 3-15
Landing Gear Maintenance Pits 3-21
Leveling, Symmetry and Alignment 3-13
Nose Contours 1-14
R Operating Conditions 2-11
Power Plant Handling 3-17
Section Index 0-3
Suggested Hangar Arrangement 3-20
Suggested Workstands 3-22
Tail Contours 1-17
Towing 2-10
R Turn around Stations 2-2
Vertical Stabilizer Contours 1-15
Wing Profile 1-18
Wing Ribs/Stations 1-6
Zoning and Access 1-4
0-2
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SECTION INDEX
Section 0 – Introduction
0-0 Table of Contents

0-1 Introduction
0-2 Alphabetical Index
0-3 Section Index
Section 1 – General Information
R 1-0 Table of Contents

1-1 Airplane Overall Dimensions and Outline Basic Reference Drawing
1-2 Airplane Dimensions
R 1-3 General Airplane Characteristics
1-4 Zoning and Access
R 1-5 Fuselage Frames/Stations
1-6 Wing Ribs/Stations
1-7 Fuselage Cross-sections
1-8 Center of Gravity Limits
1-9 Airplane Attitude
R 1-10 Ground Clearances
1-11 Door Clearances
1-12 Interior Arrangement
1-13 Radome Travel
1-14 Nose Contours
1-15 Vertical Stabilizer Contours
1-16 Horizontal Stabilizer Contours
1-17 Tail Contours
1-18 Wing Profile
Section 2 – Terminal and Ramp

2-1 Airplane Servicing Arrangement
R 2-2 Turn around Stations
R 2-3 Ground Service Connections and Locations
2-4 Ground Pneumatic Power Requirements
2-5 Cargo Compartments – Loading and Unloading
2-6 Galleys – Description
2-7 Galleys – Loading and Unloading
2-8 Ground Maneuvering
2-9 Airplane Parking
2-10 Towing
R 2-11 Operating Conditions
0-3
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SECTION INDEX
Section 3 – Line Maintenance and Hangar

3-1 Air Conditioning and Pneumatic
3-2 Communications
3-3 Electrical Power
3-4 Fire Protection
3-5 Flight Controls
3-6 Fuel System
3-7 Hydraulic Power
3-8 Ice and Rain Protection
3-9 De-Icing and Washing
3-10 Landing Gear
3-11 Auto Flight
3-12 Auxiliary Power Unit
3-13 Leveling, Symmetry and Alignment
R 3-14 Airplane Maintenance Jacking
3-15 Landing Gear Jacking for wheel change
3-16 Exterior Lighting
3-17 Power Plant Handling
3-18 Component Weights
3-19 Component Handling
3-20 Suggested Hangar Arrangement
3-21 Landing Gear Maintenance Pits
3-22 Suggested Workstands
Section 4 – Component Repair/Overhaul and Functional Test

R 4-1 Air Conditioning and Pneumatic
R 4-2 Electrical
R 4-3 Fuel System Components
R 4-4 Hydraulic
R 4-5 Flight Controls
Section 5 – Appendix

5-1 Ground Support Vendor Information
0-3
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SECTION 1 – GENERAL INFORMATION
CHAPTER/ C PAGES DATE CHAPTER/ C PAGES DATE

SECTION SECTION
LEP R 1 TO 3 MAY 01/07 1-5 R 9 MAY 01/07

1-5 R 10 MAY 01/07
1-0 R 1 MAY 01/07
1-5 D 11 JAN 01/03
1-1 1 JAN 01/03 1-5 D 12 JAN 01/03
1-1 2 JAN 01/03
1-5 D 13 JAN 01/03
1-1 3 JAN 01/03 1-5 D 14 JAN 01/03
1-2 1 JAN 01/03 1-5 D 15 JAN 01/03
1-2 2 JAN 01/03
1-6 1 JAN 01/03
1-2 3 JAN 01/03 1-6 2 JAN 01/03
1-2 4 JAN 01/03
1-7 1 JAN 01/03
1-2 5 JAN 01/03 1-7 2 JAN 01/03
1-2 6 JAN 01/03
1-7 3 JAN 01/03
1-3 1 APR 01/06 1-7 4 JAN 01/03
1-3 R 2 MAY 01/07
1-7 5 JAN 01/03
1-3 R 3 MAY 01/07 1-7 6 JAN 01/03
1-4 1 JAN 01/03 1-7 7 JAN 01/03
1-4 2 JAN 01/03 1-7 8 JAN 01/03
1-4 3 JAN 01/03 1-7 9 JAN 01/03
1-4 4 JAN 01/03 1-7 10 JAN 01/03
1-4 5 JAN 01/03 1-7 11 JAN 01/03
1-4 6 JAN 01/03 1-7 12 JAN 01/03
1-4 7 JAN 01/03 1-7 13 JAN 01/03
1-4 8 JAN 01/03 1-7 14 JAN 01/03
1-4 9 JAN 01/03 1-7 15 JAN 01/03
1-4 10 JAN 01/03 1-7 16 JAN 01/03
1-4 11 JAN 01/03 1-7 17 JAN 01/03
1-4 12 JAN 01/03 1-7 18 JAN 01/03
1-4 13 JAN 01/03 1-7 19 JAN 01/03
1-4 14 JAN 01/03 1-7 20 JAN 01/03
1-4 15 JAN 01/03 1-7 21 JAN 01/03
1-4 16 JAN 01/03 1-7 22 JAN 01/03
1-4 17 JAN 01/03 1-7 23 JAN 01/03
1-7 24 JAN 01/03
1-5 R 1 MAY 01/07
1-5 R 2 MAY 01/07 1-7 25 JAN 01/03
1-7 26 JAN 01/03
1-5 R 3 MAY 01/07
1-5 R 4 MAY 01/07 1-7 27 JAN 01/03
1-7 28 JAN 01/03
1-5 R 5 MAY 01/07
1-5 R 6 MAY 01/07 1-7 29 JAN 01/03
1-7 30 JAN 01/03
1-5 R 7 MAY 01/07
1-5 R 8 MAY 01/07
1 – LEP
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SECTION SECTION
1-7 31 JAN 01/03 1-7 71 JAN 01/03

1-7 32 JAN 01/03 1-7 72 JAN 01/03
1-7 33 JAN 01/03 1-7 73 JAN 01/03
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1-7 40 JAN 01/03
1-8 1 JAN 01/03
1-7 41 JAN 01/03 1-8 2 JAN 01/03
1-7 42 JAN 01/03
1-8 3 JAN 01/03
1-7 43 JAN 01/03 1-8 4 JUL 01/05
1-7 44 JAN 01/03
1-8 5 JUL 01/05
1-7 45 JAN 01/03 1-8 6 JUL 01/05
1-7 46 JAN 01/03
1-8 7 JUL 01/05
1-7 47 JAN 01/03
1-7 48 JAN 01/03 1-9 1 OCT 01/05
1-9 2 OCT 01/05
1-7 49 JAN 01/03
1-7 50 JAN 01/03 1-9 3 OCT 01/05
1-9 4 OCT 01/05
1-7 51 JAN 01/03
1-7 52 JAN 01/03 1-9 5 OCT 01/05
1-9 6 OCT 01/05
1-7 53 JAN 01/03
1-7 54 JAN 01/03 1-9 7 OCT 01/05
1-9 8 OCT 01/05
1-7 55 JAN 01/03
1-7 56 JAN 01/03 1-9 9 OCT 01/05
1-9 10 OCT 01/05
1-7 57 JAN 01/03
1-7 58 JAN 01/03 1-9 11 OCT 01/05
1-9 12 OCT 01/05
1-7 59 JAN 01/03
1-7 60 JAN 01/03 1-9 13 OCT 01/05
1-9 14 OCT 01/05
1-7 61 JAN 01/03
1-7 62 JAN 01/03 1-9 15 OCT 01/05
1-9 16 OCT 01/05
1-7 63 JAN 01/03
1-7 64 JAN 01/03 1-9 17 OCT 01/05
1-9 18 OCT 01/05
1-7 65 JAN 01/03
1-7 66 JAN 01/03 1-9 19 OCT 01/05
1-9 20 OCT 01/05
1-7 67 JAN 01/03
1-7 68 JAN 01/03 1-9 21 OCT 01/05
1-9 22 OCT 01/05
1-7 69 JAN 01/03
1-7 70 JAN 01/03 1-9 23 OCT 01/05
1-9 24 OCT 01/05
1 – LEP
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SECTION SECTION
1-9 25 OCT 01/05 1-11 5 APR 01/06

1-9 26 OCT 01/05 1-11 6 APR 01/06
1-9 27 OCT 01/05 1-11 7 APR 01/06
1-9 28 OCT 01/05 1-11 8 APR 01/06
1-9 29 OCT 01/05 1-11 9 APR 01/06
1-9 30 OCT 01/05 1-11 10 APR 01/06
1-9 31 OCT 01/05 1-11 11 APR 01/06
1-9 32 OCT 01/05 1-11 12 APR 01/06
1-9 33 OCT 01/05 1-12 1 JAN 01/03
1-9 34 OCT 01/05 1-12 2 JAN 01/03
1-9 35 OCT 01/05 1-12 3 JAN 01/03
1-9 36 OCT 01/05 1-12 4 JAN 01/03
1-9 37 OCT 01/05 1-12 5 JAN 01/03
1-9 38 OCT 01/05 1-12 6 JAN 01/03
1-10 R 1 MAY 01/07 1-13 1 APR 01/06
1-10 R 2 MAY 01/07
1-14 1 JAN 01/03
1-10 R 3 MAY 01/07 1-14 2 JAN 01/03
1-10 4 APR 01/06
1-14 3 JAN 01/03
1-10 5 APR 01/06 1-14 4 JAN 01/03
1-10 6 APR 01/06
1-14 5 JAN 01/03
1-10 7 APR 01/06
1-10 8 APR 01/06 1-15 1 JAN 01/03
1-15 2 APR 01/04
1-10 9 APR 01/06
1-10 10 APR 01/06 1-15 3 APR 01/04
1-10 11 APR 01/06 1-16 1 JAN 01/03
1-10 12 APR 01/06 1-16 2 JAN 01/03
1-10 13 APR 01/06 1-16 3 JAN 01/03
1-10 14 APR 01/06
1-17 1 JAN 01/03
1-10 15 APR 01/06 1-17 2 JAN 01/03
1-10 16 APR 01/06
1-17 3 JAN 01/03
1-10 17 APR 01/06 1-17 4 JAN 01/03
1-10 18 APR 01/06
1-17 5 JAN 01/03
1-10 19 APR 01/06
1-10 20 APR 01/06 1-18 1 JAN 01/03
1-18 2 JAN 01/03
1-10 21 APR 01/06
1-10 22 APR 01/06 1-18 3 JAN 01/03
1-18 4 APR 01/04
1-11 1 APR 01/06
1-11 2 APR 01/06 1-18 5 APR 01/04
1-18 6 APR 01/04
1-11 3 APR 01/06
1-11 4 APR 01/06 1-18 7 APR 01/04
1 – LEP
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Table of Contents
Subject Section
Table of Contents 1–0
Airplane Overall Dimensions and Outline Basic Reference Drawing 1–1
Airplane Dimensions 1-2
R General Airplane Characteristics 1-3
Zoning and Access 1-4
R Fuselage Frames/Stations 1-5
Wing Ribs/Stations 1-6
Fuselage Cross-sections 1-7
Center of Gravity Limits 1-8
Airplane Attitude 1-9
R Ground Clearances 1-10
Door Clearances 1-11
Interior Arrangement 1-12
Radome Travel 1-13
Nose Contours 1-14
Vertical Stabilizer Contours 1-15
Horizontal Stabilizer Contours 1-16
Tail Contours 1-17
Wing Profile 1-18
1–0
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AIRPLANE OVERALL DIMENSIONS AND OUTLINE
BASIC REFERENCE DRAWING
Airplane overall dimensions and outline basic reference drawing is shown in this
section. .
1-1
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A340-600 Model
1-1
Page 2
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A340-500 Model
1-1
Page 3
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AIRPLANE DIMENSIONS
This section gives the airplane dimensions.
1-2
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Airplane Dimensions
A340-600 Model
1-2
Page 2
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Airplane Dimensions
A340-500 Model
1-2
Page 3
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Airplane Dimensions
1-2
Page 4
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Airplane Dimensions
A340-600 Model
1-2
Page 5
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Airplane Dimensions
A340-500 Model
1-2
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1. General Airplane Characteristics
The weight terms used throughout this manual are given below together with
their respective definitions.
Maximum Design Taxi Weight (MTW) :
Maximum weight for ground manoeuvre as limited by aircraft strength and

airworthiness requirements. (It includes weight of run-up and taxi fuel).
It is also called Maximum Design Ramp Weight (MRW).
Maximum Design Landing Weight (MLW) :
Maximum weight for landing as limited by aircraft strength and airworthiness

requirements.
Maximum Design Take off Weight (MTOW) :
Maximum weight for take off as limited by aircraft strength and airworthiness
requirements. (This is the maximum weight at start of the take off run).
Maximum Design Zero Fuel Weight (MZFW) :
Maximum operational weight of the aircraft without usable fuel.
Operating Empty Weight (OEW) :
Weight of structure, powerplant, furnishings, systems, and other items of

equipment that are an integral part of a particular aircraft configuration
plus the operator's items.
The operator's items are the flight and cabin crew and their baggage,
unusable fuel, engine oil, emergency equipment, toilet chemical and fluids,
galley structure, catering equipment, passengers seats and life vests,
documents, etc.
Maximum Payload :
Maximum Design Zero Fuel Weight (MZFW) minus Operating Empty Weight (OEW).
Maximum Seating Capacity :
Maximum number of passengers specifically certified or anticipated for

certification.
Maximum Cargo Volume :
Maximum usable volume available for cargo.
Usable Fuel :
Fuel available for aircraft propulsion.
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WV000 WV001 WV101 WV102

Maximum Design Taxi kg 366 200 369 200 381 200 369 200
Weight (MTW) lb 807 332 813 946 840 401 813 945
Maximum Design kg 365 000 368 000 380 000 368 000
Take off Weight (MTOW) lb 804 686 811 301 837 755 811 300
Maximum Design kg 256 000 259 000 265 000 259 000
Landing Weight (MLW) lb 564 383 570 997 584 224 570 996
Maximum Design Zero kg 242 000 245 000 251 000 245 000
Fuel Weight (MZFW) lb 533 518 540 132 553 359 540 131
Estimated kg 176 364

Operating Weight
Empty (OWE) lb 388 816
Estimated kg 65 636 68 636 74 636 68 636

Maximum Payload
RR Trent 500 lb 144 702 151 316 164 544 151 316
Standard Seating Three-Class 384

Capacity
Usable l 195 010 198 139 (1) – 208 939 (2)
Fuel US gallons 51 516 52 342 (1) – 55 195 (2)
Capacity kg 153 082 155 539 (1) – 164 017 (2)

(d = 0,785)
lb 65 625 66 677 (1) – 70 312 (2)

(d = 0,785)
Pressurized Fuselage m3 1 305

Volume
(A.C. non equipped) ft3 46 086
Passenger Cabin m3 557
Volume ft3 19 670
Cockpit Volume m3 12
3
ft 424
3
Cargo m 274
3
Compartments (3) ft 9 677
NOTE : – (1) Without forward ACT

– (2) With forward ACT
– (3) Volume of cargo compartments :
– fwd cargo compartment : 144.5 m3 (5103 ft3)
– aft cargo compartment : 106.8 m3 (3772 ft3)
– bulk cargo compartment : 22.7 m3 ( 802 ft3)
General Airplane Characteristics Data

Model 600
1-3
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WV000 WV001 WV002 WV101 WV102

Maximum Design kg 369 200 373 200 373 200 381 200 373 200
Taxi Weight (MTW) lb 813 946 822 764 822 764 840 401 822 764
Take off Weight (MTOW) lb 811 301 820 118 820 118 837 755 820 118
Landing Weight (MLW) lb 529 109 535 722 535 722 542 336 535 722
Maximum Design Zero kg 225 000 230 000 229 000 232 000 230 000
Fuel Weight (MZFW) lb 496 040 507 062 504 857 511 890 507 062
Estimated kg 170 370

Operating Weight
Empty (OWE) lb 375 601
Estimated kg 54 630 59 630 58 630 61 630 59 630

Maximum Payload
RR Trent 500 lb 120 438 131 461 129 256 135 870 131 461
Standard Seating Three-Class 313

Capacity
Usable l 214 808 215 108* – 223 078** 214 066* – 222 036** 216 622* – 223 210**
Fuel US gallons 56 746 56 825* – 58 930** 56 550* – 58 655** 57 225* – 58 965**
Capacity kg 168 624 168 859* – 175 116** 168 041* – 174 298** 170 048* – 175 219**
(d=0,785)
lb 44 545 44 607* – 46 260** 44 391* – 46 044** 44 921* – 46 287**

(d=0,785)
Pressurized Fuselage m3 1 120

Volume
(A.C. non equipped) ft3 39 552
Passenger Cabin m3 490
Volume ft3 17 304
Cockpit Volume cm3 12

3
ft 424
3
Cargo cm 204
3
Compartments (1) ft 7 194
NOTE : – * (Production model) RCT = 5 frames

– ** (Optional model) RCT = 7 frames
– (1) Volume of cargo compartments :
– fwd cargo compartment : 107.1 m3 (3782 ft3)
– aft cargo compartment : 73.9 m3 (2610 ft3)
– bulk cargo compartment : 22.7 m3 ( 802 ft3)
General Airplane Characteristics Data

Model 500
1-3
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ZONING AND ACCESS
1. GENERAL
This section provides the zone division/delimitation and information

concerning access panel/door identification method for the A340-500 and
A340-600 aircraft.
2. Aircraft Zoning
A. Identification Method
(1) Zones identification is based on ATA 100 Specification.
(2) The aircraft is broken down into Zones identified, each, by a

three-digit number where the first digit (hundreds) corresponds to
the Major Zones, the second digit (tens) corresponds to the Major
Sub-Zones and the third digit (units) corresponds to the Zones.
B. Identification of Major Zones, Major Sub-Zones and Zones
Locations and boundaries of the Major Zones, Major Sub-Zones and Zones are
illustrated on the following pages.
(1) Major Zones (hundreds)
(a) Major Zones boundaries are identified by :

– Frame/Stations/Sringers for fuselage.
– Ribs for wings and vertical/horizontal tail.
– Stations for nacelle and pylon.
(b) The Major Zones are :
– 100 Lower part of fuselage (below cabin floor), including

radome to forward face of aft pressure bulkead.
– 200 Upper part of fuselage (above cabin floor) to forward face
of aft pressure bulkead.
– 300 Stabilizer and fuselage rear section from rear of aft
pressure bulkead (including rudder and elevators).
– 400 Powerplants, nacelles and pylons.
– 500 Left wing.
– 600 Right wing.
– 700 Landing gear and landing gear doors.
– 800 Passenger/crew doors, cargo compartment doors and
emergency exits.
(2) Major Sub-Zones (tens)
(a) These are divisions of the Major Zones, eg : 100 divided into
110, 120, 130, 140, etc.
(b) The sequence of Major Sub-Zones numbering for fuselage runs from
the front to the rear.
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(3) Zones (units)
(a) These are divisions of Major Sub-Zones, eg : 120 divided into

121, 122, 123, etc.
(b) The sequence of Zones for fuselage runs from inboard to

outboard, front to rear in the wing, forward to aft and away
from the floor line in the fuselage and from root to tip in the
vertical tail.
(c) Whenever feasible odd numbers are allocated to the zones left of
fuselage or nacelle centerlines and even numbers to zones to the
right.
NOTE : If no side differentiation is needed (eg. : pylon, bilge

area), the old numbering for ″center zones″ is used.
3. Access Panel/door
A. Identification Method
(1) All access panels and access doors of the aircraft are identified,
each, by a five PART code as shown below :
PART : 1 2 3 4 5
CODE : 5 3 4 A T
(a) Part 1 of the code identifies the Major Zone (eg : 500)
(b) Part 2 of the code identifies the Major Sub-Zone (eg : 530)
(c) Part 3 of the code identifies the Zone (eg : 534)
(d) Part 4 of the code shows the panel sequence identification

(I and O are not used) :
– forward to aft for the fuselage,

– inboard to outboard for the wings and the horizontal
stabilizer,
– bottom to top for the vertical stabilizer.
(e) Part 5 of the code shows the location of the panels/doors within
a zone :
– T = Top (upper surface)

– B = Bottom (lower surface)
– L = Left Hand
– R = Right Hand
– Z = Internal
– F = Floor panel
– W = Side wall panel
– C = Ceiling panel
1-4
Page 2
R JAN 01/03
Printed in France
(f) When all letters of the alphabet have been used for part 4 of
the code, the sequence starts again with the letter ″A″. An
alternative letter is then used, for Part 5 of the code, to show
the location of the panels/doors within a zone :
– U = Top (upper surface)

– D = Bottom (lower surface)
– P = Left Hand
– S = Right Hand
– G = Floor panel
– X = Side wall panel
– Y = Ceiling panel
(g) Doors such as passenger/crew, cargo, gear and avionics are

identified only by the zone number (Part 1, 2 and 3 of the
code).
1-4
Page 3
R JAN 01/03
Printed in France
Major Zones
A340-500 Model
1-4
Page 4
R JAN 01/03
Printed in France
Major Zones
A340-600 Model
1-4
Page 5
R JAN 01/03
Printed in France
Major Sub-Zones
Fuselage and Stabilizers
A340-500 Model
1-4
Page 6
R JAN 01/03
Printed in France
Major Sub-Zones
Fuselage and Stabilizers
A340-600 Model
1-4
Page 7
R JAN 01/03
Printed in France
Major Sub-Zones
Wing and Nacelles
1-4
Page 8
R JAN 01/03
Printed in France
Zones
Fuselage and Vertical Stabilizer
A340-500 Model
1-4
Page 9
R JAN 01/03
Printed in France
Zones
Fuselage and Vertical Stabilizer
A340-600 Model
1-4
Page 10
R JAN 01/03
Printed in France
Zones
Doors
A340-500 Model
1-4
Page 11
R JAN 01/03
Printed in France
Zones
Doors
A340-600 Model
1-4
Page 12
R JAN 01/03
Printed in France
Zones
Wing
1-4
Page 13
R JAN 01/03
Printed in France
Zones
Horizontal Stabilizer
1-4
Page 14
R JAN 01/03
Printed in France
Zones
Landing Gear
1-4
Page 15
R JAN 01/03
Printed in France
Zones
Pylons, Nacelles and Engines (1-2)
1-4
Page 16
R JAN 01/03
Printed in France
Zones
Pylons, Nacelles and Engines (3-4)
1-4
Page 17
R JAN 01/03
Printed in France
1-5 Fuselage Frames/Stations
This section gives the fuselage frame stations measured along X datum
6382 mm from the nose.
The stations (STA) are given in millimeters without conversion.
1–5
Page 1
R MAY 01/07
Printed in France
Fuselage Frames/Stations
Nose Section (FR 1 to FR 26)
Model 500 and 600
1–5
Page 2
R MAY 01/07
Printed in France
Main Section (FR 26 to FR 38)
Model 600
1–5
Page 3
R MAY 01/07
Printed in France
Main Section (FR 26 to FR 38)
Model 500
1–5
Page 4
R MAY 01/07
Printed in France
Belly Fairing Section (FR 38 to FR 54)
Model 600
1–5
Page 5
R MAY 01/07
Printed in France
Belly Fairing Section (FR 38 to FR 54)
Model 500
1–5
Page 6
R MAY 01/07
Printed in France
Center Section (FR 54 to FR 72)
Model 600
1–5
Page 7
R MAY 01/07
Printed in France
Center Section (FR 54 to FR 72)
Model 500
1–5
Page 8
R MAY 01/07
Printed in France
Rear Section (FR 72 to FR 100)
Model 600
1–5
Page 9
R MAY 01/07
Printed in France
Rear Section (FR 72 to FR 100)
Model 500
1–5
Page 10
R MAY 01/07
Printed in France
WING RIBS/STATIONS
Wing ribs/stations are shown on page 2.
1–6
Page 1
R JAN 01/03
Printed in France
Wing Ribs/Stations
1-6
Page 2
R JAN 01/03
Printed in France
FUSELAGE CROSS SECTION
This chapter gives illustrations of section frames by frames
1–7
Page 1
R JAN 01/03
Printed in France
Fuselage Cross Section

1–7
Page 2
R JAN 01/03
Printed in France

1–7
Page 3
R JAN 01/03
Printed in France

1–7
Page 4
R JAN 01/03
Printed in France

1–7
Page 5
R JAN 01/03
Printed in France

1–7
Page 6
R JAN 01/03
Printed in France

1–7
Page 7
R JAN 01/03
Printed in France

1–7
Page 8
R JAN 01/03
Printed in France

1–7
Page 9
R JAN 01/03
Printed in France

1–7
Page 10
R JAN 01/03
Printed in France

1–7
Page 11
R JAN 01/03
Printed in France

1–7
Page 12
R JAN 01/03
Printed in France

1–7
Page 13
R JAN 01/03
Printed in France

1–7
Page 14
R JAN 01/03
Printed in France

1–7
Page 15
R JAN 01/03
Printed in France

1–7
Page 16
R JAN 01/03
Printed in France

1–7
Page 17
R JAN 01/03
Printed in France

1–7
Page 18
R JAN 01/03
Printed in France

1–7
Page 19
R JAN 01/03
Printed in France

1–7
Page 20
R JAN 01/03
Printed in France

1–7
Page 21
R JAN 01/03
Printed in France

1–7
Page 22
R JAN 01/03
Printed in France

1–7
Page 23
R JAN 01/03
Printed in France

1–7
Page 24
R JAN 01/03
Printed in France

1–7
Page 25
R JAN 01/03
Printed in France

1–7
Page 26
R JAN 01/03
Printed in France

1–7
Page 27
R JAN 01/03
Printed in France

1–7
Page 28
R JAN 01/03
Printed in France

1–7
Page 29
R JAN 01/03
Printed in France

1–7
Page 30
R JAN 01/03
Printed in France

1–7
Page 31
R JAN 01/03
Printed in France

1–7
Page 32
R JAN 01/03
Printed in France

1–7
Page 33
R JAN 01/03
Printed in France

1–7
Page 34
R JAN 01/03
Printed in France

1–7
Page 35
R JAN 01/03
Printed in France

1–7
Page 36
R JAN 01/03
Printed in France
Fuselage Cross Section – FR 37.1

A340-500 Model
1–7
Page 37
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 38
R JAN 01/03
Printed in France
Fuselage Cross Section – FR 37.8A

A340-500 Model
1–7
Page 39
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 40
R JAN 01/03
Printed in France
Fuselage Cross Section – FR 38

A340-500 Model
1–7
Page 41
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 42
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 43
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 44
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 45
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 46
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 47
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 48
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 49
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 50
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 51
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 52
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 53
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 54
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 55
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 56
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 57
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 58
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 59
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 60
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 61
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 62
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 63
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 64
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 65
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 66
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 67
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 68
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 69
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 70
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 71
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 72
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 73
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 74
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 75
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 76
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 77
R JAN 01/03
Printed in France

A340-500 Model
1–7
Page 78
R JAN 01/03
Printed in France

A340-600 Model
1–7
Page 79
R JAN 01/03
Printed in France
CENTER OF GRAVITY LIMITS
This section gives the center of gravity limits.
1–8
Page 1
R JAN 01/03
Printed in France
Center of Gravity Limits

A340-600 Model - WV000
1–8
Page 2
R JAN 01/03
Printed in France

A340-600 Model - WV001
1–8
Page 3
R JAN 01/03
Printed in France

A340-600 Model - WV101
1–8
Page 4
R JUL 01/05
Printed in France

A340-500 Model - WV000
1–8
Page 5
R JUL 01/05
Printed in France

A340-500 Model - WV001
1–8
Page 6
N JUL 01/05
Printed in France

A340-500 Model - WV101
1–8
Page 7
N JUL 01/05
Printed in France
AIRPLANE ATTITUDE
1. General
This section gives the information to calculate the height (above ground) of
any point on the aircraft, in any attitude.
It contains graphs (pages 2 to 38) that show the approximate deflections of :
– the Tires.
– the Main, Center and Nose Landing Gear.
– the Wing.
When different combinations of deflated tires and shock-absorbers are

considered, the figures are approximate.
NOTE : These aircraft have radial or bias ply tires fitted.

They are required to have the same static loaded radius.
There are many manufacturers of radial and bias ply tires, each of
which can give different deflections.
The graphs that follow are for radial ply tires :
MLG : 1400 x 530R23 40PR

CLG : 1400 x 530R23 40PR
NLG : 45 x 18.0R17 36PR
2. Wing Deflections
The wing deflections for the A340-500/600 are given in page 38.
The wing deflections are shown are for an aircraft :
– at maximum ramp weight.

– with wing fuel tanks full and with vertical displacements for the worst
case.
1-9
Page 1
R OCT 01/05
Printed in France
NLG Shock Absorber Deflections

(Model A340-500 WV 001)
Figure 001
1–9
Page 2
R OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 002
1–9
Page 3
R OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 003
1–9
Page 4
R OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 004
1–9
Page 5
R OCT 01/05
Printed in France
NLG Tire Deflections - 50% Load

(Model A340-500 WV 001)
Figure 005
1–9
Page 6
R OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 006
1–9
Page 7
R OCT 01/05
Printed in France

(Model A340-500 WV 001)
Figure 007
1–9
Page 8
R OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 008
1–9
Page 9
R OCT 01/05
Printed in France
NLG Tire Deflections - Deflections - 50% Load

(Model A340-600 WV 001)
Figure 009
1–9
Page 10
R OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 010
1–9
Page 11
R OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 011
1–9
Page 12
R OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 012
1–9
Page 13
R OCT 01/05
Printed in France
MLG Shock Absorber Deflections

(Model A340-500 WV 001)
Figure 013
1–9
Page 14
R OCT 01/05
Printed in France
MLG Shock Absorber Deflections

(Model A340-500 WV 101)
Figure 014
1–9
Page 15
R OCT 01/05
Printed in France
MLG Shock Absorber Deflection

(Model A340-600 WV 001)
Figure 015
1–9
Page 16
R OCT 01/05
Printed in France
MLG Shock Absorber Deflection

(Model A340-600 WV 101)
Figure 016
1–9
Page 17
R OCT 01/05
Printed in France
MLG Tire Deflection - 25% Load

(Model A340-500 WV 001)
Figure 017
1–9
Page 18
R OCT 01/05
Printed in France
MLG Tire Deflections - 25% Load

(Model A340-500 WV 101)
Figure 018
1–9
Page 19
R OCT 01/05
Printed in France
MLG Tire Deflections - 50% Load

(Model A340-500 WV 001)
Figure 019
1–9
Page 20
R OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 020
1–9
Page 21
R OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 021
1–9
Page 22
R OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 022
1–9
Page 23
N OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 023
1–9
Page 24
N OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 024
1–9
Page 25
N OCT 01/05
Printed in France
CLG Shock Absorber Deflection

(Model A340-500 WV 001)
Figure 025
1–9
Page 26
N OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 026
1–9
Page 27
N OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 027
1–9
Page 28
N OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 028
1–9
Page 29
N OCT 01/05
Printed in France
CLG Tire Deflection - 25% Load

(Model A340-500 WV 001)
Figure 029
1–9
Page 30
N OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 030
1–9
Page 31
N OCT 01/05
Printed in France

(Model A340-500 WV 001)
Figure 031
1–9
Page 32
N OCT 01/05
Printed in France

(Model A340-500 WV 101)
Figure 032
1–9
Page 33
N OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 033
1–9
Page 34
N OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 034
1–9
Page 35
N OCT 01/05
Printed in France

(Model A340-600 WV 001)
Figure 035
1–9
Page 36
N OCT 01/05
Printed in France

(Model A340-600 WV 101)
Figure 036
1–9
Page 37
N OCT 01/05
Printed in France
Wing Deflections
Model A340-500/600
Figure 037
1–9
Page 38
N OCT 01/05
Printed in France
1–10 Ground Clearances
Heights of doors, fuselage, wing tip, stabilizer, nacelle and main landing
gear door above the ground are given on pages 2 to 22.
APU and Nose Landing gear doors are shown on pages 5 and 6.
Dimensions in tables are approximate and will vary with tire types and
conditions.
1–10
Page 1
R MAY 01/07
Printed in France
Ground Clearances
A340-600 Model
1–10
Page 2
R MAY 01/07
Printed in France
Ground Clearances
A340-500 Model
1–10
Page 3
R MAY 01/07
Printed in France
Ground Clearances
Main and Center Landing Gear Doors
1–10
Page 4
R APR 01/06
Printed in France
Ground Clearances
APU and Nose Landing Gear Doors
Model 600
1–10
Page 5
R APR 01/06
Printed in France
Ground Clearances
APU and Nose Landing Gear Doors
Model 500
1–10
Page 6
R APR 01/06
Printed in France
Ailerons UP
A340-500 Model
1–10
Page 7
R APR 01/06
Printed in France
Ailerons UP
A340-600 Model
1–10
Page 8
R APR 01/06
Printed in France
Ailerons Down
A350-500 Model
1–10
Page 9
R APR 01/06
Printed in France
Ailerons Down
A340-600 Model
1–10
Page 10
R APR 01/06
Printed in France
Spoilers 1 to 6 Extended
A340-500 Model
1–10
Page 11
R APR 01/06
Printed in France
Spoilers 1 to 6 Extended
A340-600 Model
1–10
Page 12
R APR 01/06
Printed in France
Leading Edge Slats Extended

A340-500 Model
1–10
Page 13
R APR 01/06
Printed in France
Leading Edge Slats Extended

A340-600 Model
1–10
Page 14
R APR 01/06
Printed in France
Inner and Outer Flaps Extended

A340-500 Model
1-10
Page 15
R APR 01/06
Printed in France
Inner and Outer Flaps Extended

A340-600 Model
1-10
Page 16
R APR 01/06
Printed in France
Wing Tip and Winglet

A340-500 Model
1-10
Page 17
R APR 01/06
Printed in France
Wing Tip and Winglet

A340-600 Model
1-10
Page 18
R APR 01/06
Printed in France
Flap Tracks Extended

A340-500 Model
1-10
Page 19
R APR 01/06
Printed in France
Flap Tracks Extended

A340-600 Model
1-10
Page 20
R APR 01/06
Printed in France
Flap Tracks Retracted

A340-500 Model
1-10
Page 21
R APR 01/06
Printed in France
Flap Tracks Retracted

A340-600 Model
1-10
Page 22
N APR 01/06
Printed in France
DOOR CLEARANCES
1–11 This section gives the location, shape and dimensions of passenger/crew and
cargo compartment doors and of emergency exits.
Ground clearances of door sills are shown in Section 1-10.
1-11
Page 1
R APR 01/06
Printed in France
Door Clearances
A340-600 Model
1-11
Page 2
R APR 01/06
Printed in France
Door Clearances
A340-500 Model
1-11
Page 3
R APR 01/06
Printed in France
Door Clearances
Forward Passenger/Crew Doors
1-11
Page 4
R APR 01/06
Printed in France
Door Clearances
Mid Passenger/Crew Doors
A340-600 Model
1-11
Page 5
R APR 01/06
Printed in France
Door Clearances
Mid Passenger/Crew Doors
A340-500 Model
1-11
Page 6
R APR 01/06
Printed in France
Door Clearances
Emergency Exits
A340-600 Model
1-11
Page 7
R APR 01/06
Printed in France
Door Clearances
Emergency Exits
A340-500 Model
1-11
Page 8
R APR 01/06
Printed in France
Door Clearances
Aft Passenger/Crew Doors
1-11
Page 9
R APR 01/06
Printed in France
Door Clearances
Forward Cargo Compartment Doors
1-11
Page 10
R APR 01/06
Printed in France
Door Clearances
Aft Cargo Compartment Doors
1-11
Page 11
R APR 01/06
Printed in France
Door Clearances
Bulk Cargo Compartment Doors
1-11
Page 12
R APR 01/06
Printed in France
INTERIOR ARRANGEMENT
Passenger seat arrangement is shown in this section.
1-12
Page 1
R JAN 01/03
Printed in France
Interior Arrangements
Standard Three Class Configuration
A340-600 Model
1-12
Page 2
R JAN 01/03
Printed in France
Interior Arrangements
Standard Three Class Configuration
A340-500 Model
1-12
Page 3
R JAN 01/03
Printed in France
Passenger Compartment Cross-Section

Typical 6 - Abreast Seat Configuration
First Class
1-12
Page 4
R JAN 01/03
Printed in France

Business Class
1-12
Page 5
R JAN 01/03
Printed in France

Economy Class
1-12
Page 6
R JAN 01/03
Printed in France
Ground Clearances
Radome Travel
1–13
Page 1
R APR 01/06
Printed in France
NOSE CONTOURS
Nose contours shown in these pages have been selected to assist in designing
stands or equipment.
These levels provide access to important maintenance areas such as forward entry
doors, radar nose, windshield. The contours given are on the surface of body
skin ; clearance space allowances will have to be made as required.
Ground clearances will depend on whether the airplane is on jacks or on wheels

and in this last case what the CG and weight conditions are.
1-14
Page 1
R JAN 01/03
Printed in France
Nose Contours – Level Positions

1-14
Page 2
R JAN 01/03
Printed in France
Nose Contours
1-14
Page 3
R JAN 01/03
Printed in France
Nose Contours
1-14
Page 4
R JAN 01/03
Printed in France
X (mm) Y (mm) Z (mm)
P 1 7662.500 657.267 600.000

C1 P 2 7662.500 1025.474 .000
P 3 7662.500 1050.135 – 180.000
P 4 8809.500 1252.746 600.000

C6 P 5 8809.500 1510.309 .000
P 6 8809.500 1533.549 – 180.000
P 7 9717.500 550.400 1900.000

P 8 9717.500 1634.456 600.000
C10 P 9 9717.500 1833.615 – .000
P 10 9717.500 1848.191 – 180.000
P 11 9717.500 886.048 – 1850.000
P 12 10667.500 1039.540 1900.000

P 13 10667.500 1976.495 599.999
C12 P 14 10667.500 2114.050 .000
P 15 10667.500 2121.046 – 180.000
P 16 10667.500 1298.725 – 1850.000
P 17 11612.500 1383.922 1900.000

P 18 11612.500 2235.162 600.000
C13B P 19 11612.500 2341.908 .000
P 20 11612.500 2344.231 – 180.000
P 21 11612.500 1584.909 – 1850.000
P 22 12563.500 1668.852 1900.000

C15B P 23 12563.500 2437.632 600.000
P 24 12563.500 2525.661 .000
SUP P 25 12563.500 2524.641 – 180.000
P 26 12563.500 1799.641 – 1850.000
P 27 13153.500 1808.197 1899.999

P 28 13153.500 2537.911 600.000
C17 P 29 13153.500 2617.868 .000
P 30 13153.500 2615.264 – 180.000
P 31 13153.500 1903.945 – 1850.000
Nose Contours
1-14
Page 5
R JAN 01/03
Printed in France
VERTICAL STABILIZER CONTOURS
Vertical stabilizer contours shown in this section have been selected to assist
in designing stands or equipment. These levels provide access to important
maintenance areas such as servo controls, rudder hinges, leading edge, trailing
edge, HF and VOR antennas.
The contours given are on the surface of body skin ; clearance space allowances
will have to be made as required.

and in this case what the CG and weight conditions are.
1-15
Page 1
R JAN 01/03
Printed in France
R Vertical Stabilizer Contours – Level Positions

1-15
Page 2
R APR 01/04
Printed in France
Vertical Stabilizer Contours

1-15
Page 3
R APR 01/04
Printed in France
HORIZONTAL STABILIZER CONTOURS
Horizontal stabilizer contours shown in this subject have been selected to

assist in designing stands or equipment. These levels provide access to
important maintenance areas such as servo controls, elevator hinges, trimmable
horizontal stabilizer hinges, leading edge, trailing edge.
The contours given are on the surface of body skin ; clearance space allowances
will have to be made as required.
Ground clearance will depend on whether the airplane is on jacks or on wheels

and in this case what the CG and weight conditions are.
1-16
Page 1
R JAN 01/03
Printed in France
Horizontal Stabilizer Contours

Level Positions
1-16
Page 2
R JAN 01/03
Printed in France
Horizontal Stabilizer Contours
1-16
Page 3
R JAN 01/03
Printed in France
TAIL CONTOURS
Tail contours shown in this section have been selected to assist in designing
stands or equipment.
The levels provide access to maintenance areas such as APU, aft passenger/crew
doors.
The contours given are on the surface of body skin ; clearance allowances will
have to be made as required.
in this last case what the C.G and weight conditions are.
1-17
Page 1
R JAN 01/03
Printed in France
Tail Contours
A340-500 Model
1-17
Page 2
R JAN 01/03
Printed in France
Tail Contours
A340-600
1-17
Page 3
R JAN 01/03
Printed in France
Tail Contours – Level Positions

A340-500 Model
1-17
Page 4
R JAN 01/03
Printed in France
Tail Contours – Level Positions

A340-600 Model
1-17
Page 5
R JAN 01/03
Printed in France
WING PROFILES
1. General
Positions and dimensions of the wing ribs, from the centerline of the
aircraft are given in Figures 1 and 2.
Figure 2 also shows a typical aerofoil cross-section with dimensions for Y
and Z.
The selection of these rib positions along the wing is to give the aircraft
operator the necessary heights to make aircraft servicing stands, supports or
trestles.
The dimensions for the wing profiles (dimensions Y and Z) at each of the rib
positions are given in para. 2. to 8.
These dimensions (when plotted from datum VZO) give the shape of the aerofoil
cross-section and full slope of the wing from wingtip to wingroot.
All the dimensions for the profiles are taken from the local datum position
(at the wing leading edge, with the slats retracted) and from the horizontal
datum VZO.
1-18
Page 1
R JAN 01/03
Printed in France
Wing Profile Locations

Figure 1
1-18
Page 2
R JAN 01/03
Printed in France
Wing Profile
Figure 2
1-18
Page 3
R JAN 01/03
Printed in France
2. Rib 4
Intersection of Front Spar and Rib 4, VX = 2325 mm (91.54 in.)
Source of Local datum for Rib 4, VX = 2377.52 MM 593.60 in.) VY = – 46.43 mm

(– 1.83 in).
Y Z Y Z
mm mm in. in.
1139 45.83 Front Spar Upper
1149 – 365 45.24 – 14.35 Front Spar Lower
1472 – 428 57.95 – 16.85
1817 – 484 71.55 – 19.07
2164 – 533 85.20 – 20.98
2511 – 575 98.86 – 22.63
2860 – 610 112.58 – 24.04
3208 – 641 126.31 – 25.22
3557 – 665 140.06 – 26.20
3907 – 685 153.81 – 26.98
4257 – 701 167.58 – 27.58
4606 – 711 181.35 – 28.01
4956 – 718 195.13 – 28.28
5306 – 722 208.91 – 28.42
5656 – 722 222.69 – 28.43
6006 – 720 236.47 – 28.33
6356 – 715 250.25 – 28.14
6706 – 708 264.02 – 27.87
7056 – 699 277.80 – 27.53
7351 – 691 289.43 – 27.20 Rear Spar Lower
7360 289.77 Rear Spar Upper
10817 – 460 425.88 –18.11 Trailing Edge
Point Lower
Skin Profile Points to Local Datum

1-18
Page 4
R APR 01/04
Printed in France
3. Rib 12
Source of Local datum for Rib 12, VX = 8703.50 mm (342.66 in.)
VY = – 4152.88 mm (163.50 in.)
Y Z Y Z
mm mm in. in.
903 486 35.54 19.13 Front Spar Lower
1211 452 47.66 17.81
1560 425 61.40 16.72
1909 403 75.15 15.88
2258 386 88.92 15.22
2608 373 102.69 14.70
2958 365 116.46 14.36
3308 362 130.24 14.25
3658 366 144.02 14.39
4008 377 157.79 14.83
4357 395 171.55 15.55
4707 419 185.30 16.49
5056 446 199.04 17.57
5380 472 211.81 18.57 Rear Spar Lower
7622 463 300.07 18.22 Trailing Edge
Point Lower
4. Rib 17
Intersection of Front Spar and Rib 17 VX = 11780 mm (463.77 in.)
VY = 6399.42 mm (251.95 in.)
Y Z Y Z
mm mm in. in.
828 811 32.60 31.94 Front Spar Lower
1063 788 41.85 31.03
1412 765 55.59 30.12
1762 750 69.37 29.51
2112 738 83.15 29.07
2462 731 96.93 28.80
2812 731 110.71 28.76
3162 738 124.49 29.04
3511 754 138.23 26.70
3860 781 151.97 30.74
4209 814 165.71 32.06
4536 848 178.58 33.40 Rear Spar Lower
6584 823 259.22 32.41 Trailing Edge
Point Lower
1-18
Page 5
R APR 01/04
Printed in France
5. Rib 22
Intersection of Front spar and Rib 22, VX = 14940 mm (588.19 in.)

VY = 8474.44 mm (333.64 in.)
Y Z Y Z
mm mm in. in.
772 1134 30.40 44.64 Front Spar Lower
984 1115 38.72 43.91
1333 1095 52.48 43.12
1683 1081 66.24 42.55
2032 1070 80.02 42.12
2382 1065 93.80 41.92
2732 1068 107.57 42.05
3082 1083 121.34 42.64
3431 1110 135.08 43.69
3763 1142 148.15 44.97 Rear Spar Lower
5662 1112 222.90 43.77 Trailing Edge
Point Lower
6. Rib 27

VY = 10728.31 mm (422.37 in.)
Y Z Y Z
mm mm in. in.
694 1446 27.33 56.92 Front Spar Lower
837 1433 32.96 56.41
1137 1414 44.75 55.68
1436 1401 56.55 55.15
1736 1390 68.35 54.72
2036 1382 80.16 54.43
2336 1380 91.97 54.32
2636 1383 103.78 54.43
2936 1391 115.58 54.77 Rear Spar Lower
4764 1312 187.56 51.66 Trailing Edge
Point Lower
Skin Contour Points to Local Datum

1-18
Page 6
R APR 01/04
Printed in France
7. Rib 33

VY = 13265.93 mm (522.28 in.)
Y Z Y Z
mm mm in. in.
623 1780 24.52 70.08 Front Spar Lower
678 1776 26.68 69.91
977 1758 38.47 69.21
1277 1744 50.27 68.67
1577 1735 62.08 68.29
1877 1734 73.89 68.27
2176 1747 85.69 68.76
2455 1767 96.64 69.57 Rear Spar Lower
3712 1705 146.13 67.12 Trailing Edge
Point Lower
8. Rib 40

VY = 16139.36 mm (635.41 in.)
Y Z Y Z
mm mm in. in.
542 2159 21.34 85.01 Front Spar Lower
726 2150 28.58 84.65
1026 2145 40.39 84.46
1326 2144 52.20 84.42
1626 2152 64.01 84.73
1909 2166 75.17 85.29 Rear Spar Lower
2714 2154 106.86 84.81 Trailing Edge
Point Lower

1-18
Page 7
R APR 01/04
Printed in France
SECTION 2 – TERMINAL AND RAMP

SECTION SECTION
LEP R 1 TO 2 MAY 01/07 2-3 R 23 MAY 01/07

2-3 R 24 MAY 01/07
2-0 R 1 MAY 01/07
2-3 R 25 MAY 01/07
2-1 1 JAN 01/03 2-3 R 26 MAY 01/07
2-1 2 JAN 01/03
2-3 R 27 MAY 01/07
2-1 3 JAN 01/03 2-3 R 28 MAY 01/07
2-2 R 1 MAY 01/07 2-3 R 29 MAY 01/07
2-2 R 2 MAY 01/07 2-3 R 30 MAY 01/07
2-2 R 3 MAY 01/07 2-3 N 31 MAY 01/07
2-2 R 4 MAY 01/07
2-4 1 APR 01/06
2-2 R 5 MAY 01/07 2-4 2 JAN 01/03
2-2 N 6 MAY 01/07
2-4 3 JAN 01/03
2-2 N 7 MAY 01/07 2-4 4 JAN 01/03
2-2 N 8 MAY 01/07
2-4 5 JAN 01/03
2-2 N 9 MAY 01/07 2-4 6 JAN 01/03
2-2 N 10 MAY 01/07
2-4 7 JAN 01/03
2-2 N 11 MAY 01/07
2-2 N 12 MAY 01/07 2-5 1 JAN 01/03
2-5 2 JAN 01/03
2-2 N 13 MAY 01/07
2-5 3 JAN 01/03
2-3 R 1 MAY 01/07 2-5 4 JAN 01/03
2-3 R 2 MAY 01/07
2-6 1 JAN 01/03
2-3 R 3 MAY 01/07 2-6 2 JAN 01/03
2-3 R 4 MAY 01/07
2-6 3 JAN 01/03
2-3 R 5 MAY 01/07 2-6 4 JAN 01/03
2-3 R 6 MAY 01/07
2-6 5 JAN 01/03
2-3 R 7 MAY 01/07 2-6 6 JAN 01/03
2-3 R 8 MAY 01/07
2-6 7 JAN 01/03
2-3 R 9 MAY 01/07
2-3 R 10 MAY 01/07 2-7 1 JAN 01/03
2-3 R 11 MAY 01/07 2-8 1 JAN 01/03
2-3 R 12 MAY 01/07 2-8 2 JAN 01/03
2-3 R 13 MAY 01/07 2-8 3 JAN 01/03
2-3 R 14 MAY 01/07 2-8 4 JAN 01/03
2-3 R 15 MAY 01/07 2-8 5 JAN 01/03
2-3 R 16 MAY 01/07 2-8 6 JAN 01/03
2-3 R 17 MAY 01/07 2-8 7 JAN 01/03
2-3 R 18 MAY 01/07 2-8 8 JAN 01/03
2-3 R 19 MAY 01/07 2-8 9 JAN 01/03
2-3 R 20 MAY 01/07 2-8 10 JAN 01/03
2-3 R 21 MAY 01/07
2-3 R 22 MAY 01/07
2 – LEP
Page 1
MAY 01/07
Printed in France

SECTION
2-8 11 JAN 01/03

2-8 12 JAN 01/03
2-8 13 JAN 01/03
2-8 14 JAN 01/03
2-8 15 JAN 01/03
2-8 16 JAN 01/03
2-8 17 JAN 01/03
2-8 18 JAN 01/03
2-8 19 JAN 01/03
2-9 1 JAN 01/03
2-9 2 JAN 01/03
2-9 3 JAN 01/03
2-9 4 JAN 01/03
2-9 5 JAN 01/03
2-9 6 JAN 01/03
2-9 7 JAN 01/03
2-10 1 APR 01/04
2-10 2 JAN 01/03
2-10 3 APR 01/04
2-10 4 JAN 01/03
2-10 5 JAN 01/03
2-10 6 JAN 01/03
2-10 7 JUL 01/05
2-10 8 APR 01/04
2-11 R 1 MAY 01/07
2-11 R 2 MAY 01/07
2-11 R 3 MAY 01/07
2-11 R 4 MAY 01/07
2-11 R 5 MAY 01/07
2-11 R 6 MAY 01/07
2-11 R 7 MAY 01/07
2-11 R 8 MAY 01/07
2-11 R 9 MAY 01/07
2-11 R 10 MAY 01/07
2-11 R 11 MAY 01/07
2-11 R 12 MAY 01/07
2 – LEP
Page 2
MAY 01/07
Printed in France
Table of Contents
Subject Section
Airplane Servicing Arrangement 2–1
R Turn around Stations 2–2
R Ground Service Connections and Locations 2–3
Ground Pneumatic Power Requirements 2–4
Cargo Compartments - Loading and Unloading 2–5
Galleys – Description 2–6
Galleys – Loading and Unloading 2–7
Ground Maneuvering 2–8
Airplane Parking 2–9
Towing 2–10
R Operating Conditions 2–11
2–0
Page 1
R MAY 01/07
Printed in France
AIRPLANE SERVICING ARRANGEMENT
Airplane servicing arrangement information is shown in this section.
2–1
Page 1
R JAN 01/03
Printed in France
Airplane Servicing Arrangements

Typical Ramp Layout
A340-600 Model
2–1
Page 2
R JAN 01/03
Printed in France
Airplane Servicing Arrangements

Typical Ramp Layout
A340-500 Model
2–1
Page 3
R JAN 01/03
Printed in France
2–2 Turn around Stations
This section provides a serie of charts showing typical activities for

intermediate and home-base turn arounds. This data is provided to show the
general scope and type of activities involved in ramp operations during the
turn around of an aircraft. Varying Airline practices and operating
circumstances may result in different sequences and different time intervals
to do the activities shown.
2–2
Page 1
R MAY 01/07
Printed in France
Assumptions
Please note this turn around time is an assumption regarding a given example.
1. Deboarding : 246 passengers (8 first + 42 business + 196 tourist)

– Door L1 + L2.
– Approximate rate : 48 pax/min for 2 doors
– 246 Pax deboarding at L2 : 5 mins
2. Catering : No trolley change.
3. Cleaning
– Top cleaning carried out by the cabin attendants : 10 mins
(Empty waste-bins as required/Clean quickly toilets)
4. Boarding : 246 passengers (8 first + 42 business + 196 tourist)

– Door L1 + L2.
– Approximate rate : 14 pax/min
– 196 Pax boarding at L2 : 14 mins
5. Refuelling
– 107 400 l. refuelling (50 %) : 23 mins
– Deboarding and boarding not allowed during refuelling.
6. Cargo (full cargo exchange)

– 1 pallet/container loader for FWD CC
– 1 pallet/container loader for AFT CC
– 6 LD3 + 2 pallets for AFT CC and 12 LD3 + 2 pallets for FWD CC
– 1.5 mins/2 LD3 and 2.7 mins/pallet
– 1 000 kg. in Bulk CC at 100 kg./min
– Fwd CC unload/load : 35 mins
– Aft CC unload/load : 26 mins
– Bulk CC unload/load : 26 mins
7. Other activities : No water/waste action.
A340-500
40 minutes Turn around Chart
(Type A)
2–2
Page 2
R MAY 01/07
Printed in France
A340-500
(Type A)
2–2
Page 3
R MAY 01/07
Printed in France
Assumptions

– Door L1 + L2.
– 319 Pax deboarding at L2 : 7 mins
2. Catering : No trolley change.
3. Cleaning
– Top cleaning carried out by the cabin attendants (around 10) : 13 mins
(Empty waste-bins as required/Clean quickly toilets)

– Door L1 + L2.
5. Refuelling
6. Cargo (full cargo exchange)

7. Other activities : No water/waste action.
A340-600
(Type A)
2–2
Page 4
R MAY 01/07
Printed in France
A340-600
(Type A)
2–2
Page 5
R MAY 01/07
Printed in France
Assumptions
1. Deboarding : 372 passengers (one class layout)

– Door L1 + L2.
– 372 pax deboarding at L1 + L2 : 8 mins
2. Catering : 31.5 mins

– 3 Catering vehicle (door R1, R2 and door R5)
– 33 Trolleys (1.5 min/Tr) (R1/6 R2/10, R5/17)
3. Cleaning
– Cleaning carried out by external operators : 23 mins
(empty waste bins, clean galley, seats, cabin carpet, empty ashtrays)
4. Boarding : 372 passengers (one class layout)

– Door L1 + L2.
– Approximate rate : 14 pax/min/door
– 107 pax boarding at L1 : 7 mins
5. Refuelling
(dispenser removal approximately 3 mins)
6. Cargo
7. Potable water-Waster water

– Potable water : replenish 1 400 liters/26 mins
– Waste water : discharge 1 400 liters/26 mins
A340-500
(Type B)
2–2
Page 6
N MAY 01/07
Printed in France
A340-500
(Type B)
2–2
Page 7
N MAY 01/07
Printed in France
Assumptions
1. Deboarding : 447 passengers (one class layout)

– Door L1 + L2.
– 447 pax deboarding at L1 + L2 : 9 mins

– 3 Catering vehicle (door R1, R2 and R5)
– 40 Trolleys (1.5 min/Tr) (R1/12, R2/9 R5/19)
3. Cleaning
– Cleaning carried out by external operators : 27 mins
(empty waste bins, clean galley, seats, cabin carpet, empty ashtrays)
4. Boarding : 447 passengers (one class layout)

– Door L1 + L2.
5. Refuelling
(dispenser removal approximately 3 mins)
6. Cargo

A340-600
(Type B)
2–2
Page 8
N MAY 01/07
Printed in France
A340-600
(Type B)
2–2
Page 9
N MAY 01/07
Printed in France
Assumptions

– Door L1 + L2.
– 246 Pax deboarding at L1 + L2 : 5 mins
2. Catering : 39 mins
– 39 Trolleys (1.5 min/Tr) (8 F/C, 9 B/C and 22 Y/C – R1/8, R2/9, R5/22)
3. Cleaning
– Cleaning carried out by external operators : 57 mins (14 operators)
(remove galley and cabin rubbish, clean galley, sweep carpet, empty waste
bins, seats, cabin carpet, empty ashtrays, change seat – back literature)

– Door L1 + L2.
5. Refuelling
6. Cargo

A340-500
(Type C)
2–2
Page 10
N MAY 01/07
Printed in France
A340-500
(Type C)
2–2
Page 11
N MAY 01/07
Printed in France
Assumptions

– Door L1 + L2.
– 319 Pax deboarding at L1 + L2 : 7 mins

– 45 Trolleys (1.5 min/Tr) (9 F/C, 9 B/C and 27 Y/C – R1/9, R2/9, R5/27)
3. Cleaning
– Cleaning carried out by external operators : 55 mins (18 operators)
(remove galley and cabin rubbish, clean galley, sweep carpet, empty waste
bins, seats, cabin carpet, empty ashtrays, change seat – back literature)

– Door L1 + L2.
5. Refuelling
– Deboarding and boarding not allowed refuelling.
6. Cargo

A340-600
(Type C)
2–2
Page 12
N MAY 01/07
Printed in France
A340-600
(Type C)
2–2
Page 13
N MAY 01/07
Printed in France
2-3 Ground Service Connections and Locations
This section gives the ground service connections and locations cabin and
service interphone locations.
The air supply characteristics (pressure, flow, temperature) required for

engine starting and cabin air conditioning, on the ground, at high and low
pressures, are shown in section 2-4.
2-3
Page 1
R MAY 01/07
Printed in France
Ground Service Connections

Ground Service Connections Layout
2-3
Page 2
R MAY 01/07
Printed in France
GROUNDING POINTS
DISTANCE : Meters (ft)
A. Grounding point : FROM AIRPLANE MEAN

AFT OF CENTERLINE HEIGHT
NOSE FROM
R SIDE L SIDE GROUND
– on Nose Landing Gear leg : 6.57 1.40

(21.55) on centerline (4.59)
– on left Main Landing Gear leg : 39.45 5.34 1.50

(129.42) (17.51) (4.92)
– on right Main Landing Gear leg : 39.45 5.34 1.50

(129.42) (17.51) (4.92)
(1) The grounding stud on each landing gear leg is designed for use with a
clip-on connector (such as Appleton TGR).
(2) The grounding studs are used to connect the aircraft to an approved
ground connection on the ramp or in the hangar for :
– refuel/defuel operations
– maintenance operations
– bad weather conditions
NOTE : In all other conditions, the electrostatic discharge through the tyre is
sufficient.

Grounding Points
A340-600 Model
2-3
Page 3
R MAY 01/07
Printed in France
GROUNDING POINTS
A. Grounding point : FROM AIRPLANE MEAN

NOSE FROM
– on Nose Landing Gear leg : 6.57 1.40

– on left Main Landing Gear leg : 34.15 5.34 1.50

(112.04) (17.51) (4.92)
– on right Main Landing Gear leg : 34.15 5.34 1.50

(112.04) (17.51) (4.92)
(1) The grounding stud on each landing gear leg is designed for use with a
clip-on connector (such as Appleton TGR).
(2) The grounding studs are used to connect the aircraft to an approved
ground connection on the ramp or in the hangar for :
– refuel/defuel operations
– maintenance operations
– bad weather conditions
NOTE : In all other conditions, the electrostatic discharge through the tyre is
sufficient.

Grounding Points
A340-500 Model
2-3
Page 4
R MAY 01/07
Printed in France

Grounding Points
Model 500-600
2-3
Page 5
R MAY 01/07
Printed in France
HYDRAULIC SYSTEM
A. Ground Service Panel for : FROM AIRPLANE MEAN

NOSE FROM
– Green system : 42.00 1.50 2.10

(Access door 197FB) (137.79) (4.92) (6.88)
– Yellow system : 36.70 1.70 1.80

(Access door 196PB) (120.40) (5.57) (5.90)
– Blue system : 34.20 1.50 1.75

(Access door 195MB) (112.20) (4.92) (5.74)
(1) Reservoir pressurization

On Blue ground service panel :
– one self-sealing connector - Green reservoir pressurization
– one self-sealing connector - Blue and Yellow reservoir pressurization
(2) Reservoir filling

On Green ground service panel :
– one self-sealing connector - reservoir filling
– one self-sealing connector - reservoir filling (hand pump)
(3) Ground test

On each ground service panel :
– one self-sealing connector - suction
– one self-sealing connector - delivery
(4) Accumulator charging

– one nitrogen charging connector - Power accumulator
– two nitrogen charging connectors - Parking/ultimate emergency brake
accumulators.
NOTE : The nitrogen charging connectors for normal and alternate braking
systems are installed on the accumulators located on the main and
center landing gear legs.

Hydraulic System
A340-600 Model
2-3
Page 6
R MAY 01/07
Printed in France
HYDRAULIC SYSTEM

NOSE FROM
– Green system : 36.70 1.50 2.10

(Access door 197FB) (120.40) (4.92) (6.88)
– Yellow system : 31.40 1.70 1.80

(Access door 196PB) (103.00) (5.57) (5.90)
– Blue system : 28.85 1.50 1.75

(Access door 195MB) (94.65) (4.92) (5.74)
(1) Reservoir pressurization

– one self-sealing connector - Green reservoir pressurization
– one self-sealing connector - Blue and Yellow reservoir pressurization
(2) Reservoir filling

On Green ground service panel :
– one self-sealing connector - reservoir filling
– one self-sealing connector - reservoir filling (hand pump)
(3) Ground test

– one self-sealing connector - suction
– one self-sealing connector - delivery
(4) Accumulator charging

– one nitrogen charging connector - Power accumulator
– two nitrogen charging connectors - Parking/ultimate emergency brake
accumulators.
NOTE : The nitrogen charging connectors for normal and alternate braking
systems are installed on the accumulators located on the main and
center landing gear legs.

Hydraulic System
A340-500 Model
2-3
Page 7
R MAY 01/07
Printed in France
ELECTRICAL SYSTEM

NOSE FROM
– A/C External Power 7.00 2.00

(Access door 121EL)
(1) External Power Receptacles :

– two standard ISO R461 receptacles - 90 KVA each.
(2) Power supply :

– three phase, 400 Hz, 115/200V

Electrical System
2-3
Page 8
R MAY 01/07
Printed in France
OXYGEN SYSTEM
A. Replenishment of high pressure oxygen source
(1) For the A340-500/600 aircraft (basic version), the oxygen source is
replenished by replacing the oxygen cylinder installed in the avionics
compartment.

Oxygen System
2-3
Page 9
R MAY 01/07
Printed in France
FUEL SYSTEM

NOSE FROM
– refuel/defuel control panel : 42.00 1.50 2.10

(Access door 198FB) (137.79) (4.92) (6.88)
B. Refuel/Defuel couplings
– refuel/defuel coupling, left 37.10 12.60 5.00
(Access door 522 HB) (121.71) (41.33) (16.40)
– refuel/defuel coupling, right 37.10 12.60 5.00

(Access door 622 HB) (121.71) (41.33) (16.40)
(1) Refuel/Defuel couplings :

– standard ISO R45, 2.5 in., two per wing
(2) Refuel/Defuel pressure/suction :

– max. pressure : 3.45 bar (50 psi)
– max. suction : 0.75 bar (11 psi)
(3) Flow rate :

– 2 couplings (total/minute) : 1576 l (416.36 USgal)

Fuel System
A340-600 Model
2-3
Page 10
R MAY 01/07
Printed in France
FUEL SYSTEM

NOSE FROM
– refuel/defuel control panel : 36.70 1.50 2.10

(Access door 198FB) (120.40) (4.92) (6.88)
B. Refuel/Defuel couplings
– refuel/defuel coupling, left 31.40 12.60 5.00

(Access door 522 HB) (103.01) (41.33) (16.40)
– refuel/defuel coupling, right 31.40 12.60 5.00

(Access door 622 HB) (103.01) (41.33) (16.40)
(1) Refuel/Defuel coupling :

– standard ISO R45, 2.5 in., two per wing
(2) Refuel/Defuel pressure/suction :

– max. pressure : 3.45 bar (50 psi)
– max. suction : 0.75 bar (11 psi)
(3) Flow rate :


Fuel System
A340-500 Model
2-3
Page 11
R MAY 01/07
Printed in France
PNEUMATIC SYSTEM
A. Low Pressure Air Connectors : FROM AIRPLANE MEAN

(access doors 193BB and 193GB)
NOSE FROM
28.75 1.80
– access door 193BB (94.32) on centerline (5.90)
28.75 0.63 1.80

– access door 193GB (94.32) (2.06) (5.90)
(1) Connectors :
– two standard SAE AS4262 type ″B″, 8 in.
FROM AIRPLANE MEAN

B. High Pressure Air Connectors : NOSE FROM
(access door 193 DB) R SIDE L SIDE GROUND
– access door 193 DB 29.71 0.35 1.75

(97.47) (1.14) (5.74)
(1) Connectors :
– two standard MS33740, 3 in.

Pneumatic System
A340-600 Model
2-3
Page 12
R MAY 01/07
Printed in France
PNEUMATIC SYSTEM
A. Low Pressure Air Connectors : FROM AIRPLANE MEAN

(access doors 193BB and 193GB)
NOSE FROM
23.45 1.80
– access door 193BB (76.93) on centerline (5.90)
23.45 0.63 1.80

– access door 193GB (76.93) (2.06) (5.90)
(1) Connectors :
– two standard SAE AS4262 type ″B″, 8 in.
FROM AIRPLANE MEAN

B. High Pressure Air Connectors : AFT OF CENTERLINE HEIGHT
(access door 193 DB) NOSE FROM
– access door 193 DB 23.41 0.35 1.75

(76.80) (1.14) (5.74)
(1) Connectors :
– two standard MS33740, 3 in.

Pneumatic System
A340-500 Model
2-3
Page 13
R MAY 01/07
Printed in France
POTABLE WATER SYSTEM

A. Potable Water Ground Service Panel : FROM AIRPLANE MEAN

(access door 164AR)
NOSE FROM
58.75 0.50 3.50

– access door 164AR (192.74) (1.64) (11.48)
(1) Connectors :
– Roylin, 3/4 in.
(2) Capacity (three tanks - standard configuration)

– 1070 l (283 USgal)
(3) Filling pressure :

– 1.72/2.07 bar (25/30 psi)
(4) Flow rate :

– 87.5 l. min (23 USgal.min)

Potable Water System
A340-600 Model
2-3
Page 14
R MAY 01/07
Printed in France
POTABLE WATER SYSTEM

A. Potable Water Ground Service Panel : FROM AIRPLANE MEAN

(access door 164AR)
NOSE FROM
51.32 0.50 3.50

– access door 164AR (168.37) (1.64) (11.48)
(1) Connectors :
– Roylin, 3/4 in.
(2) Capacity (two tanks - standard configuration)

– 700 l (185 USgal)
(3) Filling pressure :

– 1.72/2.07 bar (25/30 psi)
(4) Flow rate :

– 87.5 l. min (23 USgal.min)

Potable Water System
A340-500 Model
2-3
Page 15
R MAY 01/07
Printed in France
OIL SYSTEM
A. Engine oil servicing : FROM AIRPLANE MEAN

NOSE FROM
– Engine 1 (access door 416BR) 36.30 17.85 3.15

(119.09) (58.56) (10.33)

(97.44) (26.08) (5.24)

(97.44) (35.43) (5.24)

(119.09) (67.91) (10.33)
(1) Engine oil replenishment :

– one gravity filling cap
(2) Approximate tank capacity :

– full level : 23.2 l (6.13 USgal)
– usable : 15.9 l (4.2 USgal)

Oil System
A340-600 Model
2-3
Page 16
R MAY 01/07
Printed in France
OIL SYSTEM
A. Engine Oil Servicing : FROM AIRPLANE MEAN

NOSE FROM
31.00 17.85 3.15

– Engine 1 (access door 416BR) (101.70) (58.56) (10.33)
24.42 7.95 1.60

– Engine 2 (access door 426BR) (80.11) (26.08) (5.24)

(80.11) (35.43) (5.24)

(101.70) (67.91) (10.33)
(1) Engine oil replenishment :

– one gravity filling cap
(2) Approximate tank capacity :

– full level : 23.2 l (6.13 USgal)
– usable : 15.9 l (4.2 USgal)

Oil System
A340-500 Model
2-3
Page 17
R MAY 01/07
Printed in France

Engine Oil Tank
RR Trent 500 Engine
2-3
Page 18
R MAY 01/07
Printed in France
OIL SYSTEM
B. IDG oil Servicing : FROM AIRPLANE MEAN

NOSE FROM
– Engine 1 (access door 415CL) 36.97 19.66 1.85

(121.29) (64.50) (6.06)

(99.60) (32.02) (2.62)

(99.60) (29.46) (2.62)

(121.29) (61.90) (6.06)
(1) IDG oil replenishment :

– one ozone self-sealing pressure fill and overfill connector
(2) Max. delivery pressure :

– 2.41 bar (35 psi)
(3) Approximate max. oil capacity of the IDG :

– 7.00 l (1.85 USgal)

Oil System
A340-600 Model
2-3
Page 19
R MAY 01/07
Printed in France
OIL SYSTEM
B. IDG oil Servicing : FROM AIRPLANE MEAN

NOSE FROM

(103.87) (64.50) (6.06)

(82.18) (32.02) (2.62)

(82.18) (29.46) (2.62)

(103.87) (61.90) (6.06)
(1) IDG oil replenishment :

– one ozone self-sealing pressure fill and overfill connector
(2) Max. delivery pressure :

– 2.41 bar (35 psi)
(3) Approximate max. oil capacity of the IDG :

– 7.00 l (1.85 USgal)

Oil System
A340-500 Model
2-3
Page 20
R MAY 01/07
Printed in France

IDG Oil Tank
RR Trent 500 Engine
2-3
Page 21
R MAY 01/07
Printed in France
OIL SYSTEM
C. Starter Oil Servicing FROM AIRPLANE MEAN

NOSE FROM
– Engine 1 36.30 19.72 1.80

(119.10) (64.69) (5.90)
– Engine 2 29.70 9.82 0.77

(97.44) (32.21) (2.52)
– Engine 3 29.70 8.92 0.77

(97.44) (29.26) (2.52)
– Engine 4 36.30 18.82 1.80

(119.10) (61.74) (5.90)
(1) Pneumatic starter, oil replenishment :

– one gravity filling plug
(2) Approximate max. oil capacity of the starter :

– 355 cc (12 fl.oz)

Oil System
A340-600 Model
2-3
Page 22
R MAY 01/07
Printed in France
OIL SYSTEM
C. Starter Oil Servicing FROM AIRPLANE MEAN

NOSE FROM
– Engine 1 31.00 19.72 1.80

(101.70) (64.69) (5.90)
– Engine 2 24.42 9.82 0.77

(80.11) (32.21) (2.52)
– Engine 3 24.42 8.92 0.77

(80.11) (29.26) (2.52)
– Engine 4 31.00 18.82 1.80

(101.70) (61.74) (5.90)
(1) Pneumatic starter, oil replenishment :

– one gravity filling plug
(2) Approximate max. oil capacity of the starter :

– 355 cc (12 fl.oz)

Oil System
A340-500 Model
2-3
Page 23
R MAY 01/07
Printed in France

Starter Oil Tank
RR Trent 500 Engine
2-3
Page 24
R MAY 01/07
Printed in France
APU OIL SYSTEM

DISTANCE meters (ft)
FROM AIRPLANE
AFT OF FROM
APU oil Gravity filling cap CENTERLINE
NOSE (LEFT HAND) GROUND
63.5 0.4 10
A340-500
(208.33) (1.31) (32.8)
71 0.4 10
A340-600
(232.93) (1.31) (32.8)
Tank capacity (usable) :
APU Type : 331-350 = 7.3 liters (1.928 US GAL)

331-600 = 11 liters (2.906 US GAL)

APU Oil System
2-3
Page 25
R MAY 01/07
Printed in France
Ground Service Connection

APU OIL Tank
2-3
Page 26
R MAY 01/07
Printed in France
VACUUM TOILET SYSTEM

A. Waste Water Ground Service Panel : FROM AIRPLANE MEAN

(access doors 171AL)
NOSE FROM
67.30 0.10 4.00

– access door 171AL (220.80) (0.32) (13.12)
(1) Connectors :
– flushing and filling : Roylin, 1 in.
– draining : Roylin, 4 in.
(2) Capacity (three tanks - standard configuration) :

– 1050 l (227.40 USgal)
(3) Operating pressure :

– 0.07/0.7 bar (1.0/10 psi)
(4) Flow rate :

– 87.5 l. min (23 USgal-min)

Vacuum Toilet System
A340-600 Model
2-3
Page 27
R MAY 01/07
Printed in France
VACUUM TOILET SYSTEM

A. Waste Water Ground Service Panel : FROM AIRPLANE MEAN

(access doors 171AL)
NOSE FROM
59.86 0.10 4.00

– access door 171AL (196.39) (0.32) (13.12)
(1) Connectors :
– flushing and filling : Roylin, 1 in.
– draining : Roylin, 4 in.
(2) Capacity (three tanks - standard configuration) :

– 1050 l (227.40 USgal)
(3) Operating pressure :

– 0.07/0.7 bar (1.0/10 psi)
(4) Flow rate :

– 87.5 l. min (23 USgal-min)

Vacuum Toilet System
A340-500 Model
2-3
Page 28
R MAY 01/07
Printed in France
CABIN AND SERVICE INTERPHONE
1. General
The service interphone system enables telephone communications on the ground

between the flight crew, cabin crew and the ground service personnel.
Service interphone jacks are installed at various locations on the aircraft
for the connection of handsets. The service personnel used them to
communicate, with the cockpit and attendant stations.
2. System Description
The service interphone system has :

– Fifteen service interphone jacks,
– A service interphone override (SVCE INT OVRD) pushbutton switch, with an
integral indicator light.
The audio lines from the interphone jacks are routed to the amplifiers in
both Cabin Intercommunication Data System (CIDS) directors.
3. Component Location
– The fifteen service interphone jacks are (Ref. Fig. 001) :
2RJ Zone 120 at external power connector (925VU panel)

3RJ Zone 122 in avionics compartment (912VU - fwd panel)
3RJ Zone 122 in avionics compartment (912VU - aft panel)
5RJ Zone 132 in fwd cargo compartment (5022VE - service panel)
6RJ Zone 191 at air-conditioning bay and fairings
7RJ Zone 152 at light panel/aft cargo compt (5024VE - service panel)
8RJ Zone 172 at digital flight data recorder (5026VE - service
panel)
9RJ Zone 147 at hydraulics compartment and fairings
10RJ Zone 148 in hydraulics compartment and fairings
13RJ Zone 312 at trim actuator
14RJ Zone 314 in APU compartment
4000RJ1 Zone 400 engine - left N° 1
4000RJ2 Zone 400 engine - left N° 2
4000RJ3 Zone 400 engine - right N° 3
4000RJ4 Zone 400 engine - right N° 4
– The service interphone override (SVCE INT OVRD) pushbutton switch is

located on panel 285VU (Ref. Fig. 002)
2-3
Page 29
R MAY 01/07
Printed in France
Location of Service Interphone Jacks

Figure 001
2-3
Page 30
R MAY 01/07
Printed in France
Service Interphone
Component Location
Figure 002
2-3
Page 31
R MAY 01/07
Printed in France
GROUND SERVICE CONNECTIONS
CAPACITIES AND FLOW
2-4 This section gives the ground pneumatic requirements for engine starting and
cabin air conditioning.
Air supply characteristics (pressure, flow, temperature) :
– engine starting (pages 2 to 4).
– cabin air conditioning (pages 5 to 7).
The dynamic (pull-up, pull-down) and static characteristics under different

specified hot and cold day conditions are shown on pages 5, 6, 7.
Attention : The total airflow must not be more than 4.0 kg./s. to prevent a
cabin overpressure of more than 65 mbar (outflow valve fully
open).
Other Filling capacities and characteristics (hydraulic, electrical, oxygen,

fuel, oil, water, toilet) are shown in section 2-3.
2-4
Page 1
R APR 01/06
Printed in France
R Engine Starting Pneumatic Requirements

R Ambient Temperature – 40°C (– 40°F)
R RB 211 TRENT 500 Series Engines
2-4
Page 2
R JAN 01/03
Printed in France

R Ambient Temperature + 15°C (+ 59°F)
2-4
Page 3
R JAN 01/03
Printed in France

R Ambient Temperature + 50°C (+ 122°F)
2-4
Page 4
R JAN 01/03
Printed in France
Ground Pneumatic Power Requirements (Heating)

2-4
Page 5
R JAN 01/03
Printed in France
Ground Pneumatic Power Requirements (Cooling)

2-4
Page 6
R JAN 01/03
Printed in France
Preconditioned Airflow Requirements

2-4
Page 7
R JAN 01/03
Printed in France
CARGO COMPARTMENTS
LOADING AND UNLOADING
1. General
Cargo and baggage may be containerized or palletized or loaded in bulk. It

is loaded in three underfloor compartments (forward cargo compartment, aft
cargo compartment and bulk cargo compartment).
2. Forward Cargo Compartment
A. Capacity
The FWD compartment can be loaded with different types of containers :
– half size containers, full size containers, pallets (see example of

combinations given in this section)
B. Access Door (Ref. Section 1-11)
3. Aft Cargo Compartment
A. Capacity
The aft compartment can be loaded with different types of containers :
half size containers, full size containers, pallets (see example of

combinations given in this section)
4. Bulk Cargo Compartment
A. Capacity
The volume of the bulk cargo compartment is 19.7 m3 (695 cu.ft). The
compartment extends from FR 65A to FR 73. It can accommodate up to
3 468 kg (7 645 lb) of baggage or freight (based on an average density of
11 lb/Ft3 (176 kg/m3)
2-5
Page 1
R JAN 01/03
Printed in France
Lower Deck Cargo Compartments

Dimensions
2-5
Page 2
R JAN 01/03
Printed in France
Cargo Compartment Palletized volume Containerized volume
–500 –600 –500 –600
Forward 2442 cu.ft. 3256 cu.ft. 2844 cu.ft. 3792 cu.ft.

Door size (h × w) (69.1 cu.m) (92.1 cu.m) (80.5 cu.m) (107.3 cu.m)
based on 96 in × 125 in based on LD3

66.89 in × 106.34 in pallets loaded to height (IATA E NAS 3610-2K2C)
(1.699 m × 2.701 m) of 64 in (1.625 m) container volume
Aft 1628 cu.ft. 2442 cu.ft. 1896 cu.ft. 2844 cu.ft.

Door size (h × w) (46.1 cu.m) (69.1 cu.m) (53.6 cu.m) (80.5 cu.m)
66.3 in × 107.1 in
(1.682 m × 2.721 m) based on 96 in × 125 in based on LD3
pallets loaded to height (IATA E NAS 3610-2K2C)
of 64 in (1.625 m) container volume
Bulk
Door size (h × w) Approximate usable volume

37.4 in × 37.4 in 695 cu.ft. = 19.7 cu.m
(0.95 m × 0.95 m)

Volumes
2-5
Page 3
R JAN 01/03
Printed in France

Loading Combinations
2-5
Page 4
R JAN 01/03
Printed in France
GALLEYS – GENERAL INFORMATION
1. General
The galleys (units) are installed in the cabin as fixed or movable units.
The types of units and the positions for the installation of the units are
subject to change to the customers request. Therefore only an example of a
general layout of standard galleys is given.
2. Arrangement, Number and Nomenclature
– Provisions are made for the installation of the fixed and movable units. A
general version for an aircraft can be as follows :
– Galleys N° 1, a, b between FR.11 and FR.20
– Galleys N° 2, a between FR.37.9 and FR.38
– Galleys N° 3 between FR.55 and FR.56.6
– Galleys N° 4, 4a, 5 between FR.70 and FR.80
3. General Layout
A general layout is given on the following pages. All the units are of a
full height type. The units have sub-units. The sub-units can be easily
moved through the cabin doors.
4. Weights
The gross weight shall not exceed the maximum allowable weight.
A. Galley N°1 maximum weight. A340-500/600 850.0 kg (1874.0 lb)
B. Galleys N° 1a, 1b maximum weight. A340/600 770.0 kg (1698.0 lb)
C. Galley N° 2 maximum weight. A340-500/600 1270.0 kg (2800.0 lb)
D. Galleys N° 2a, 2b maximum weight. A340-600 620.0 kg (1367.0 lb)
E. Galley N° 3 maximum weight. A340-600 1270.0 kg (2800.0 lb)
F. Galleys N° 4, 5 maximum weight. A340-500/600 1700.0 kg (3748.0 lb)
G. Galley N° 4a maximum weight. A340-600 1270.0 kg (2800.0 lb)
5. Attachments General Information
A. Fixed Galleys
The bottom of the fixed galleys is attached to the hardpoints and/or to

the seat rails. The top of the galleys is attached to the primary
structure of the aircraft with brackets.
2-6
Page 1
R JAN 01/03
Printed in France
B. Movable Galleys
The bottom of the movable galleys is attached to the hardpoints and/or to

the seat rails. The attachment on the seat rails gives an inch by inch
flexibility. The attachment on the hardpoints gives a 2 inch by 2 inch
flexibility. Upper attachment points for tie-rods are provided on the
aircraft frames at selected galley locations. The tie-rods attachs the
top of the galleys to the aircraft frames.
6. Galleys Services
A. Galley Exhaust Air
An exhaust air system takes away the odours, the smoke or the steam
before they can penetrate into the passenger compartment.
B. Electrical Power Supply
The electrical power supply for the galleys is 115/200 V AC, 400 Hz
through the three-phase normal busbars 1XP and 2XP.
The maximum load for all galleys is 120 kVA. The galleys are connected
with cable lugs to the aircraft terminal blocks. Wires (feeders) give the
power to the terminal blocks. The max. load of the feeders to the galleys
is 15 kVA.
C. Fresh Water System
Water is supplied to the galleys through the fresh water system of the
aircraft. The galley water system supplies filtered potable water to the
galley equipment and faucets. The normal pressure in the potable water
system is between 35 psi (2.4 bar) and 40 psi (2.75 bar).
D. Waste Water System
The waste water system of the galleys is connected to the waste water
system of the aircraft. The waste water and the drain water pass
overboard through the drain masts.
7. Maintenance and Repair
The installation of the galleys permits an in-situ inspection and

maintenance of all the lines, the components and the connections of the
applicable aircraft systems.
2-6
Page 2
R JAN 01/03
Printed in France
General Location of the Galleys

A340-500 Model
2-6
Page 3
R JAN 01/03
Printed in France
General Location of the Galleys

A340-600 Model
2-6
Page 4
R JAN 01/03
Printed in France
General Layout – Galley N° 1

2-6
Page 5
R JAN 01/03
Printed in France
General Layout – Galleys N° 2/3

2-6
Page 6
R JAN 01/03
Printed in France
General Layout – Galleys N° 4 and 5 (Fixed)

2-6
Page 7
R JAN 01/03
Printed in France
GALLEYS - LOADING AND UNLOADING
The number and locations of the galleys vary according to airline requirements.
However, a standard general layout is shown in the section 2-6.
Whatever the number or the locations of the galleys may be, the loading of the
catering supplies does not raise any problems, as it is performed using the
service doors located on the right side of the fuselage, opposite the
passenger / crew doors (Ref. Section 1-11).
The door sill ground clearance is given in the section 1-10.
2-7
Page 1
R JAN 01/03
Printed in France
GROUND MANEUVERING
Section 2-8 gives data for airplane turning and maneuvering characteristics.
2-8
Page 1
R JAN 01/03
Printed in France
Turning Radii
A340-500 Model
2-8
Page 2
R JAN 01/03
Printed in France
Steered Effective R3 R4 R5 R6
Angle Steered
Angle m ft m ft m ft m ft
70 65.2 31.4 102.9 45.9 150.4 36.8 120.8 41.1 134.9
65 61.7 32.3 105.9 47.9 157.3 37.6 123.4 42.4 139.2
60 57.6 33.6 110.3 50.5 165.8 38.7 127.1 44.1 144.8
55 53.2 35.4 116.1 53.7 176.0 40.3 132.2 46.3 151.8
50 48.6 37.8 123.9 57.3 188.0 42.4 139.0 48.9 160.6
45 43.9 40.8 133.8 61.6 202.2 45.1 147.9 52.2 171.4
40 39.1 44.8 146.9 66.9 219.4 48.7 159.7 56.4 185.1
35 34.3 50.1 164.2 73.4 240.8 53.6 175.7 61.9 203.0
30 29.5 57.3 188.0 81.8 268.5 60.4 198.0 69.2 227.0
25 24.6 67.6 221.9 93.3 306.2 70.3 230.7 79.6 261.0
20 19.7 83.4 273.6 110.3 361.7 85.7 281.1 95.3 312.6
NOTE : SYMMETRIC THRUST - NO BRAKING

DIMENSIONS IN METERS AND FEET
Turning Radii
A340-500 Model
2-8
Page 3
R JAN 01/03
Printed in France
Turning Radii
A340-600 Model
2-8
Page 4
R JAN 01/03
Printed in France
Steered Effective R3 R4 R5 R6
Angle Steered
Angle m ft m ft m ft m ft
75 67.4 36.6 120.0 46.8 153.4 42.1 138.2 43.6 143.1
70 65.6 37.1 121.6 48.0 157.5 42.5 139.5 44.4 145.6
65 62.0 38.2 125.2 50.5 165.6 43.5 142.7 45.9 150.7
60 57.9 39.8 130.4 53.6 175.9 44.9 147.2 48.0 157.6
55 53.4 41.9 137.5 57.4 188.2 46.8 153.5 50.7 166.3
50 48.8 44.7 146.7 61.7 202.6 49.3 161.7 53.9 177.0
45 44.0 48.3 158.5 66.9 219.5 52.6 172.5 58.0 190.2
40 39.2 53.0 174.0 73.2 240.0 56.9 186.8 63.1 207.0
35 34.4 59.3 194.6 80.9 265.5 62.8 206.0 69.7 228.7
30 29.5 67.9 222.8 91.0 298.5 70.9 232.8 78.6 257.8
25 24.6 80.2 263.1 104.7 343.4 82.8 271.5 91.1 298.8
20 19.7 98.9 324.6 124.8 409.4 98.2 322.0 109.9 360.7
NOTE : SYMMETRIC THRUST - NO BRAKING

DIMENSIONS IN METERS AND FEET
Turning Radii
A340-600 Model
2-8
Page 5
R JAN 01/03
Printed in France
Minimum Turning Radii

A340-500 Model
2-8
Page 6
R JAN 01/03
Printed in France
Minimum Turning Radii

A340-600 Model
2-8
Page 7
R JAN 01/03
Printed in France
135 Deg. Turn – Runway to Taxiway

Judgemental Oversteer Method
A340-500 Model
2-8
Page 8
R JAN 01/03
Printed in France

A340-600 Model
2-8
Page 9
R JAN 01/03
Printed in France

A340-500 Model
2-8
Page 10
R JAN 01/03
Printed in France

A340-600 Model
2-8
Page 11
R JAN 01/03
Printed in France
180 Deg. Turn on a Runway

Edge of Runway Method – 70° Nose Wheel Steering
A340-500 Model
2-8
Page 12
R JAN 01/03
Printed in France
180 Deg. Turn on a Runway

Edge of Runway Method
A340-600 Model
2-8
Page 13
R JAN 01/03
Printed in France
90 Deg. Turn - Taxiway to Taxiway

A340-500 Model
2-8
Page 14
R JAN 01/03
Printed in France

A340-600 Model
2-8
Page 15
R JAN 01/03
Printed in France

A340-500 Model
2-8
Page 16
R JAN 01/03
Printed in France

A340-600 Model
2-8
Page 17
R JAN 01/03
Printed in France
Runway Holding Bay (Apron)

A340-500 Model
2-8
Page 18
R JAN 01/03
Printed in France
Runway Holding Bay (Apron)

A340-600 Model
2-8
Page 19
R JAN 01/03
Printed in France
2-9 Airplane Parking
The following figures and charts show the rectangular space required for
parking against the terminal building.
The rectangle includes allowance for swinging the airplane on arrival and
departure.
– Steering Geometry – figures

– A340-500 Pages 2 and 3
– A340-600 Pages 5 and 6
– Minimum Parking Space Requirements – charts

– A340-500 Page 4
– A340-600 Page 7
2-9
Page 1
R JAN 01/03
Printed in France
Steering Geometry
A340-500
2-9
Page 2
R JAN 01/03
Printed in France
Steering Geometry
A340-500
2-9
Page 3
R JAN 01/03
Printed in France
Minimum Parking Space Requirements

A340-500
2-9
Page 4
R JAN 01/03
Printed in France
Steering Geometry
A340-600
2-9
Page 5
R JAN 01/03
Printed in France
Steering Geometry
A340-600
2-9
Page 6
R JAN 01/03
Printed in France
Minimum Parking Space Requirements

A340-600
2-9
Page 7
R JAN 01/03
Printed in France
TOWING
1 – General
The A340-500/-600 is designed with means for conventional towing.
It is possible to tow or push the aircraft, at maximum ramp weight with

engines at zero or up to idle thrust, using a tow bar attached to the nose
gear leg. The two bar fitting is installed at the front of the leg.
The main gears have attachments points for towing and debogging. These
attachment points can be used to restrain the aircraft when the engines are
running at up to maximum thrust.
2 – Approximate Towing Loads
Aircraft towing forces cannot be accurately calculated.
They can only be established through experience or testing.
For the A340-500/-600 as for most aircraft, the following maximum values have
been set :
– Breakaway on dry level concrete : 6 % x MTW
– To maintain rolling on level surface : 3 % x MTW
– Breakaway on slope : 6 % x MTW
+ 1 % x MTW per
1 % slope
– To maintain rolling on slope : 3 % x MTW
+ 1 % x MTW per
1 % slope
2-10
Page 1
R APR 01/04
Printed in France
Note :
– In all formula, MTW = Maximum Taxi Weight.
– When the aircraft is pushed rearward with the engines at idle, the engine
thrust resistance must be added to the towing loads.
Moreover, the following coefficients for the friction between the tires and the
ground have been adopted :
– Dry concrete or asphalt : 0.80
– Wet asphalt : 0.75
– Wet concrete : 0.57
– Hard snow : 0.20
– Ice : 0.05
3 – Limit Loads and Angles
The limit towing loads and angles are shown :
– for A340-600 model : page 5
– for A340-500 model : page 6
2-10
Page 2
R JAN 01/03
Printed in France
4 – Nose Gear Tow Bar
Towing by Nose Gear FWD Fitting (Ref. pages 4)
A conventional type tow bar is required which should be equipped with a

damping system to protect the nose gear against jerks and with towing shear
pins :
R – (calibrated to 40400 daN) (90822.8 lbf) for gear protection against

excessive loads.
– (calibrated to 4800 mdaN) (35402 lbf. ft) for gear protection against
excessive torque.
R The towing head is designed according to SAE AS1614 (issue C) cat. IV.
5 – Towing by Main Gears (Ref. page 6) :
Forward or rearward towing by the main landing gears uses two fork-shaped
fittings and a cable. The two fittings, which are specific tools, are
attached to lug provided at each end of the gear. The two fitting/cable set
is provided with a safety shear pin calibrated at 110000 + 0 –3000 daN
(247289 + 0 –6744 lbf).
6 – Landing Gear Downlock Ground Safety Pins
The landing gear must be mechanically locked in the down position during the
towing by inserting a ground lock pin on : the NLG, the MLG and the CLG (ref.
page 8).
7 – Electrical supply
During towing operations several aircraft systems have to be electrically

supplied.
8 – Ground power
A ground power unit provided on the tractor is connected to a ground power

receptacle located underneath the fuselage behind the NLG bay
9 – Communication
During the towing operation, the flight interphone system must be used
providing communication between the cockpit and the ground crew.
2-10
Page 3
R APR 01/04
Printed in France
Nose Gear Towing

Fittings
2-10
Page 4
R JAN 01/03
Printed in France
Limit Towing Angles

A340-600 model
2-10
Page 5
R JAN 01/03
Printed in France
Limit Towing Angles

A340-500 models
2-10
Page 6
R JAN 01/03
Printed in France
Main Landing Gear Towing Cable

2-10
Page 7
R JUL 01/05
Printed in France
Downlock Ground
Safety Pin
2-10
Page 8
R APR 01/04
Printed in France
2-11 Operating Conditions
1. ENGINE Operating Conditions
The illustrations show exhaust characteristics relative to :
– exhaust velocities and temperatures.

– airport and community noise data.
– danger areas.
2. APU Operating Conditions
The illustration shows exhaust characteristics relative to the

temperature and velocity.
2-11
Page 1
R MAY 01/07
Printed in France
Jet Engine Exhaust Velocities and Temperatures

Engine Exhaust Velocities Contours – Ground Idle Power
RR Trent 500 Engine
2-11
Page 2
R MAY 01/07
Printed in France

Engine Exhaust Temperatures Contours – Ground Idle Power
RR Trent 500 Engine
2-11
Page 3
R MAY 01/07
Printed in France

Engine Exhaust Velocities Contours – Breakaway Power
RR Trent 500 Engine
2-11
Page 4
R MAY 01/07
Printed in France

Engine Exhaust Velocities Contours – Breakaway Power
RR Trent 500 Engine
2-11
Page 5
R MAY 01/07
Printed in France

Engine Exhaust Velocities Contours – Take off Power
RR Trent 500 Engine
2-11
Page 6
R MAY 01/07
Printed in France

Engine Exhaust Temperatures Contours – Take off Power
RR Trent 500 Engine
2-11
Page 7
R MAY 01/07
Printed in France
DESCRIPTION OF TEST CONDITIONS
The arc of circle (radius = 60 m), with microphones 1.2 m high, is centered on
the position of the noise reference point.
A.P.U. : off ; E.C.S. : Packs off.
METEOROLOGICAL DATA ENGINES PARAMETERS :
The meteorological parameters

measured 1.6 m from the ground on
the day of test were as follows :
- Temperature : 20°C
- Relative humidity : 78%
- Atmospheric pressure : 1013 hPa
- Wind speed : Negligible
- No rain
Airport and Community Noise

Noise Data
RR Trent 500 Engine
2-11
Page 8
R MAY 01/07
Printed in France
Danger Areas of Engines

Ground Idle Power
RR Trent 500 Engine
2-11
Page 9
R MAY 01/07
Printed in France

Breakaway Power
RR Trent 500 Engine
2-11
Page 10
R MAY 01/07
Printed in France

Take off Power
RR Trent 500 Engine
2-11
Page 11
R MAY 01/07
Printed in France
APU – Exhaust Velocities and Temperatures

APU – GARRETT GTCP 331-600 (A)
2-11
Page 12
R MAY 01/07
Printed in France
SECTION 3 – LINE MAINTENANCE AND HANGAR

SECTION SECTION
LEP R 1 TO 3 MAY 01/07 3-5 11 JAN 01/03

3-5 12 JAN 01/03
3-0 R 1 MAY 01/07
3-5 13 JAN 01/03
3-1 1 JAN 01/03
3-1 2 JAN 01/03 3-6 1 JUL 01/05
3-6 2 JUL 01/05
3-1 3 JAN 01/03
3-1 4 JAN 01/03 3-6 3 JUL 01/05
3-6 4 JUL 01/05
3-1 5 JAN 01/03
3-1 6 JAN 01/03 3-6 5 JUL 01/05
3-6 6 JUL 01/05
3-1 7 JAN 01/03
3-6 7 JUL 01/05
3-2 1 JAN 01/03 3-6 8 JUL 01/05
3-2 2 JAN 01/03
3-6 9 JUL 01/05
3-2 3 JAN 01/03 3-6 10 JUL 01/05
3-2 4 JAN 01/03
3-6 11 JUL 01/05
3-2 5 JAN 01/03 3-6 12 JUL 01/05
3-2 6 JAN 01/03
3-6 13 JUL 01/05
3-2 7 JAN 01/03 3-6 14 JUL 01/05
3-3 1 JAN 01/03 3-7 1 JAN 01/03
3-3 2 JAN 01/03 3-7 2 JAN 01/03
3-3 3 JAN 01/03 3-7 3 JAN 01/03
3-3 4 JAN 01/03 3-7 4 JAN 01/03
3-3 5 JAN 01/03 3-7 5 JAN 01/03
3-3 6 JAN 01/03 3-7 6 JAN 01/03
3-3 7 JAN 01/03 3-7 7 JAN 01/03
3-3 8 JAN 01/03 3-7 8 JAN 01/03
3-3 9 JAN 01/03 3-7 9 JAN 01/03
3-3 10 JAN 01/03 3-7 10 JAN 01/03
3-3 11 JAN 01/03 3-7 11 JAN 01/03
3-3 12 JAN 01/03
3-8 1 JAN 01/03
3-4 1 JAN 01/03 3-8 2 JAN 01/03
3-4 2 JAN 01/03
3-9 1 JUL 01/05
3-5 1 JAN 01/03
3-5 2 JAN 01/03 3-10 1 JAN 01/03
3-10 2 JAN 01/03
3-5 3 JAN 01/03
3-5 4 JAN 01/03 3-10 3 JAN 01/03
3-10 4 JAN 01/03
3-5 5 JAN 01/03
3-5 6 JAN 01/03 3-10 5 JAN 01/03
3-10 6 JAN 01/03
3-5 7 JAN 01/03
3-5 8 JAN 01/03 3-10 7 JAN 01/03
3-10 8 JAN 01/03
3-5 9 JAN 01/03
3-5 10 JAN 01/03
3 – LEP
Page 1
MAY 01/07
Printed in France

SECTION SECTION
3-10 9 JAN 01/03 3-16 1 JAN 01/03

3-10 10 JAN 01/03 3-16 2 JAN 01/03
3-10 11 JAN 01/03 3-16 3 JAN 01/03
3-10 12 JAN 01/03 3-16 4 JAN 01/03
3-10 13 JAN 01/03 3-16 5 JAN 01/03
3-10 14 JAN 01/03
3-17 1 JAN 01/03
3-10 15 JAN 01/03 3-17 2 JAN 01/03
3-11 1 JAN 01/03 3-17 3 JAN 01/03
3-17 4 JAN 01/03
3-12 1 JAN 01/03
3-12 2 JAN 01/03 3-17 5 JAN 01/03
3-12 3 JAN 01/03 3-18 1 JAN 01/03
3-12 4 JAN 01/03 3-18 2 JAN 01/03
3-12 5 JAN 01/03 3-18 3 JAN 01/03
3-12 6 JAN 01/03 3-18 4 JAN 01/03
3-13 1 JAN 01/03 3-18 5 APR 01/04
3-13 2 JAN 01/03
3-19 1 JAN 01/03
3-13 3 JAN 01/03 3-19 2 JAN 01/03
3-14 R 1 MAY 01/07 3-19 3 JAN 01/03
3-14 R 2 MAY 01/07 3-19 4 JAN 01/03
3-14 3 JUL 01/05 3-19 5 JAN 01/03
3-14 4 JAN 01/03 3-19 6 JAN 01/03
3-14 R 5 MAY 01/07 3-19 7 JAN 01/03
3-14 R 6 MAY 01/07 3-19 8 JAN 01/03
3-15 1 OCT 01/05 3-19 9 JAN 01/03
3-15 2 OCT 01/05 3-19 10 JAN 01/03
3-15 3 JAN 01/03 3-19 11 JAN 01/03
3-15 4 JAN 01/03 3-19 12 JAN 01/03
3-15 5 JUL 01/05 3-19 13 JAN 01/03
3-15 6 APR 01/06 3-19 14 JAN 01/03
3-15 7 APR 01/06 3-19 15 JAN 01/03
3-15 8 APR 01/06 3-19 16 JAN 01/03
3-15 9 APR 01/06 3-19 17 JAN 01/03
3-15 10 APR 01/06 3-19 18 JAN 01/03
3-15 11 APR 01/06 3-19 19 JAN 01/03
3-15 12 APR 01/06
3-20 1 JAN 01/03
3-15 13 APR 01/06 3-20 2 JAN 01/03
3-15 14 APR 01/06
3-20 3 JAN 01/03
3-15 15 APR 01/06 3-20 4 JAN 01/03
3-15 16 APR 01/06
3-20 5 JAN 01/03
3-15 17 APR 01/06
3 – LEP
Page 2
MAY 01/07
Printed in France

SECTION
3-21 1 JAN 01/03

3-21 2 JAN 01/03
3-21 3 JAN 01/03
3-21 4 JAN 01/03
3-21 5 JAN 01/03
3-22 1 JAN 01/03
3-22 2 JAN 01/03
3-22 3 JAN 01/03
3-22 4 JAN 01/03
3-22 5 JAN 01/03
3-22 6 JAN 01/03
3-22 7 JAN 01/03
3-22 8 JAN 01/03
3-22 9 JAN 01/03
3-22 10 JAN 01/03
3-22 11 JAN 01/03
3-22 12 JAN 01/03
3-22 13 JAN 01/03
3 – LEP
Page 3
MAY 01/07
Printed in France
Table of Contents
Subject Section
Air Conditioning and Pneumatic 3–1
Communications 3–2
Electrical Power 3–3
Fire Protection 3–4
Flight Controls 3–5
Fuel System 3–6
Hydraulic Power 3–7
Ice and Rain Protection 3–8
De-Icing and Washing 3–9
Landing Gear 3–10
Auto-Flight 3–11
Auxiliary Power Unit 3–12
Leveling, Symmetry and Alignment 3–13
R Airplane Maintenance Jacking 3–14
Landing Gear Jacking for wheel change 3–15
Exterior Lighting 3–16
Power Plant Handling 3–17
Component Weights 3–18
Component Handling 3–19
Suggested Hangar Arrangement 3–20
Landing Gear Maintenance Pits 3–21
Suggested Workstands 3–22
3–0
Page 1
R MAY 01/07
Printed in France
AIR CONDITIONING AND PNEUMATIC
1. Air conditioning
The air conditioning system supplies the air for the cockpit and the cabin.
The system keeps the air in the pressurized fuselage compartments at the
correct levels of temperature and freshness.
Under normal conditions the pneumatic system supplies hot (bleed) air to the
air conditioning systems from :
– the compressor of the main engine,
– the APU compressor,
– a high-pressure ground air supply unit.
The air conditioning system cools and conditions the hot compressed air. Then
it sends the air to the fuselage compartments. From there, the air flows
overboard through the outflow valves.
A low-pressure ground connection can also supply the conditioned air to the
distribution system.
In a double failure case when the air supply from the air generation system
is lost completely during flight, an emergency ram air inlet supplies air to
the fuselage so that the flight can be continued at a low altitude.
The conditioned air is supplied to the cabin and the cockpit. The cockpit and
the cabin zones have an independent temperature control. The temperatures of
the cabin zones and the cockpit are normally controlled to between 18° and
30°C (65° and 86°F). An automatic control keeps the air temperature at the
selected value in each cabin zone and in the cockpit.
2. Pressurization
The aircraft has two cabin pressure controllers 311HL and 312HL which control
the pressure in the fuselage. The cabin pressure controllers are the same and
operate independently, only one operates at a time. They are automatically
changed over after each flight or if there is a failure on the ground or in
flight. Data is continuously sent from one cabin pressure controller to the
other through a Cross Channel Data Link (CCDL). Each cabin pressure
controller has an automatic part and a manual (back-up) part. The automatic
part of each cabin pressure controller has the subsequent functions :
– to sense the actual pressure in the fuselage,
– to calculate the actual reference pressure,
– to calculate the reference position signals for the outflow valves,
– to monitor itself,
– to control the system interfaces,
– to keep failure data,
– to send data to the other cabin pressure controller,
– to control the power supply to the outflow valve motors and electronics.
3-1
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R JAN 01/03
Printed in France
The manual (back-up) part has a pressure sensor for the pressure in the
fuselage. The subsequent signals come from the output of the pressure sensor :
– a cabin pressure change-of-rate signal (from 1 to 9 VDC),
– a cabin pressure signal (1 to 9 VDC),
– a discrete warning signal EXCESSIVE CAB ALT at 2910.78 ± 106.67 m
(9550 ± 350 ft).
The manual part also :

– supplies power to the feedback modules on the outflow valves,
– reads back the wiper voltages,
– changes the wiper voltages to the analog signals FWD OFV POS and AFT OFV POS
(from 1 to 9 VDC).
For a detailed description of the system operation refer to the AMM 21-31-00.
3-1
Page 2
R JAN 01/03
Printed in France
Air Conditioning System – General Layout (Sheet 1)

3-1
Page 3
R JAN 01/03
Printed in France
Air Conditioning System – General Layout (Sheet 2)

3-1
Page 4
R JAN 01/03
Printed in France
Air Conditioning Pack

3-1
Page 5
R JAN 01/03
Printed in France
Air Conditioning Pack – Schematic (Sheet 1)

3-1
Page 6
R JAN 01/03
Printed in France
ITEM NUMBERS COMPONENT DESCRIPTION
1 Ram Air Inlet Actuator

2 Water Injectors
3 Ram Heat Exchanger
4 Plenum Chamber
5 Ram Air Outlet Actuator
6 Bleed Temperature Sensor
7 Pack Inlet Pressure Sensors
8 Flow Sensors
9 Flow Control Valve
10 Compressor Inlet Sensor
11 Compressor Check Valve
12 Temperature Control Valve
13 Air Cycle Machine
14 Compressor Pneumatic Overheat Sensor
15 Compressor Discharge Sensor
16 Heat Exchanger Outlet Sensor
17 Split Duct
18 Condenser/Reheater
19 Water Extractor
20 Pack Temperature Sensor
21 Anti Ice Valve
22 Pneumatic Temperature Sensor
23 Pack Discharge Sensor
24 Pack Check Valve
Air Conditioning Pack – Schematic (Sheet 2)

3-1
Page 7
R JAN 01/03
Printed in France
COMMUNICATIONS, NAVIGATION, INFORMATION SYSTEMS AND RECORDING
1. Communications
The aircraft communication systems allow crew members to communicate with

each others, from the cockpit and from the ground.
They can also communicate with the passengers, other aircraft and the ground
stations.
The A340-500 and 600 basic aircraft are equipped with :
A. Speech Communication
(1) High Frequency (HF) system

Two transceivers and associated equipment allow long range voice
communications.
(2) Very High Frequency (VHF) system

Three transceivers and associated equipment allow short range voice
communications.
The VHF 3 system is also used to transmit data.
B. Passenger Address and Entertainment

This system comprises various entertainment systems and passenger service
systems.
C. Interphone
(1) Cockpit-to-ground crew call system

This system enables crew member-to-ground mechanic or ground
mechanic-to-crew member calls from the cockpit or the ground.
Moreover, when the aircraft is battery supplied, the system comprises
an aural warning function for the following status :
– APU fire
– ADIRS supplied by batteries
– Equipment ventilation faulty.
(2) Cabin/flight crew interphone

This system is a part of the Cabin intercommunication Data System
(CIDS) (Ref. Para. F. (2))
(3) Service interphone

This system provides a means of telephone communications on the
ground between the flight crew and the ground service personnel.
This system is decribed in section 2-3 of this manual.
3-2
Page 1
R JAN 01/03
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D. Audio Integrating
(1) Audio management

This system integrates and allows easy selection of all audio signals
(audio outputs, microphone inputs, sidetone and push-to-talk)
produced by and feeding the radio communication and radio navigation
systems.
This system also provides the means for using the Selective Calling
(SELCAL) system, part of call and flight interphone functions.
E. Static Discharging
Static dischargers are installed on the aircraft to decrease possible

interferences caused by static electricity charges during the flight.
F. Audio and Video Monitoring and Intercommunication.
(1) One Cockpit Voice recorder (CVR)

The CVR enables recording of crew conversations and communications
when at least one engine is running or up to five minutes after the
last engine is shut down irrespective of which is shut down first.
The CVR system can also be operational in manual mode.
(2) Cabin Intercommunication Data System (CIDS)

This system is used to do the functional control, operation, testing
and monitoring of the various cabin systems.
(3) Cabin and Passenger Management System (CPMS)

This system helps the Cabin Attendants to operate the related cabin
data and the passenger services.
(4) External video monitoring (A340-600 Model)

The Taxiing Aid Camera System (TACS) is an aid to the crew during
taxiing of the aircraft. It lets the crew visually monitor the
position of the landing gear wheels on the taxiway by means of
cameras installed on the aircraft.
The TACS can operate both by day and by night because lights are
installed on the aircraft to illuminate the filmed areas.
G. Integrated Automatic Tuning
(1) Radio Management Panel (RMP)

The three RMPs enable centralized frequency control of the VHF and HF
radio communication equipment.
The RMPs also enable the frequency control of radio navigation
equipment in case of failure of the Flight Management Guidance and
Envelope Computer (FMGEC).
3-2
Page 2
R JAN 01/03
Printed in France
2. Navigation
The aircraft navigation systems provide the crew with the data required for
flight within the most appropriate safety requirements.
A. Air Data/Inertial Reference System (ADIRS)
(1) Three Air Data/Inertial Reference Units (ADIRUs) and associated

equipment (Air Data Module, sensors, etc).
Each ADIRU performs :
– the air data function through its Air Data Reference (ADR) portion
– the attitude, heading and position function through its Inertial
Reference (IR) portion.
(2) Standby systems

The standby navigation system enables the flight crew to check or
replace, if necessary, the navigation data provided by the main
system (the Air Data/Inertial Reference System (ADIRS)).
B. Landing and Taxiing Aids
(1) Two Multi-Mode Receivers (MMR)

The primary function of the MMR is to process signals received from
the Localizer, the GLIDE and the Global Positioning System antennas.
The MMR includes two main functions :
– ILS function
The ILS provides the crew and airborne system users with the
aircraft position during the landing phase with respect to a
predetermined descent path.
– GPS function
The GPS is a radio aid to worldwide navigation which provides the
crew and the airborne system user (FMGEC) with a readout of
accurate navigation information.
C. Independent Position Determining
(1) Two Weather radars

This system enables detection and localization of the atmospheric
disturbances in the area defined by the antenna scanning and displays
them on the Navigation-Display (ND) with different colors according
to the level of disturbance.
(2) Two Radio altimeters

This system provides, below 2500 feet, the crew and the airborne
system users with the radio height data, which is the main landing
gear wheels height above the ground.
(3) One Traffic Collision Avoidance System (TCAS)

This system enables detection and display of aircraft in the
immediate vicinity and gives corrective vertical deviation in case of
collision threat.
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Printed in France
(4) One Enhanced Ground Proximity Warning System (Enhanced GPWS)

This system provides the flight crew with visual and aural alerts
when potentially hazardous conditions are met with respect to the
terrain.
D. Dependent Position Determining
(1) Two Distance Measuring Equipment (DME) systems

This system provides the crew and the airborne user systems with a
digital readout of the slant range distance of the aircraft from a
selected ground station with audio and possible digital
identification of the selected ground station.
(2) Two Air Traffic Control (ATC) systems

This system gives aircraft identification to the ground and other
aircraft and enables effective ground surveillance of the air
traffic.
(3) One Automatic Direction Finder (ADF) system

This system provides an indication of the relative bearing of the
aircraft to a selected ground station with aural identification of
the ground station and decoding of the Morse identification.
(4) Two VOR/MARKER systems

This system comprises two independent systems :
(a) VOR system for the radio navigation

This system provides the crew with aircraft position with
respect to the ground station and aircraft angular deviation
from the selected course.
(b) MARKER (MKR) system for the landing approach phase.

This system determines the distance between the aircraft and the
runway and provides aural and visual indications of the passage
of the aircraft over the marker transmitter located on the
runway.
3-2
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3. Information Systems
A. Air Traffic and Information Management System (ATIMS)

This system enables datalink communications and exchange of complex data
or specific reports between the aircraft and the ground centers through
the VHF 3 system.
4. Recording
The recording system is mainly used to store the flight paramaters for
further investigation.
A. One Digital Flight Data Recorder (DFDR)

A set of compulsory flight parameters are recorded in digital form in the
DFDR.
3-2
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Location of Antennas
Left Side and Upper Fuselage
3-2
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Location of Antennas
Right Side and Under Fuselage
3-2
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R JAN 01/03
Printed in France
ELECTRICAL POWER
1. General (Ref. Fig. 001)
The electrical power system consists of a 3 phase, 115/200 Volt, 400 Hz

constant frequency alternating current and a 28 Volt direct current system.
In normal operation the network is supplied by four generators, each

supplying a normal busbar.
In the event of one generator loss, the transfer of the corresponding busbar
on the other generator (located on the same A/C side) is carried out
automatically.
A fifth generator (located in the APU compartment) is driven by the APU at

constant speed and can supply all the aircraft network on ground or replace
a main generator in flight.
2. AC Generation (Ref. Fig. 002)
A. AC Main Generation
One integrated drive generator (IDG) is installed on each engine.
The IDGs are brushless and cooled by oil spraying.
Each generator is capable of 90KVA nominal outlet power and is designed

to supply up to 90KVA continuously, 112.5KVA during 5 min and 150KVA
during 5 seconds.
The AC main generation enables supply of the whole aircraft electrical

network in normal configuration.
Each IDG is fitted with a mechanical disconnection system, electrically

controlled from the cockpit. Mechanical resetting is possible only with
the aircraft on the ground and engines stopped.
In case of oil low pressure and overheat warnings, the IDG can be
disconnected by means of the IDG pushbutton switch located in the
cockpit.
In case of high oil temperature (199 deg. C), an automatic thermal

disconnect mechanism disconnects the IDG.
B. APU Auxiliary Generation
A generator is installed on the APU.

The generator is brushless and cooled by oil spraying.
The generator is capable of 115KVA nominal outlet power and is designed
to supply 115KVA continuously, 135KVA during 5 min and 180KVA during
5 seconds.
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C. Emergency Generation (Ref. Fig. 003)
An emergency 8KVA generator driven by the Green hydraulic system,

automatically provides emergency power in case of failure of all AC
generators.
In electrical emergency configuration if the Ram Air Turbine (RAT) is
required, during RAT deployment and when the slats are extended, the
batteries and static inverter (2500VA) supply a part of the essential
network.
In emergency configuration, part of the DC essential network is recovered

as soon as the ELEC EMER PWR/LAND pushbutton is pushed.
D. Transfer Circuit
The Bus Tie Contactor (BTC) and the System Isolation Contactor (SIC) are
automatically controlled from the Electrical Contactor Management Unit
(ECMU's). They enable the supply of the whole AC electrical network or
half of it via the transfert circuit.
The supply only depends on the availability of one of the six power
sources : GEN1, GEN2, GEN3, GEN4, APU GEN, EXT PWR, according to a
predetermined order of priority.
The control of the BTC also depends on the availability of these sources
and the condition of each network.
3. AC Distribution System (Ref. Fig. 002)
AC generator 1 installed on L outboard engine normally supplies busbar 1.1

AC generator 2 installed on L inboard engine normally supplies busbar 1.2
AC generator 3 installed on R inboard engine normally supplies busbar 2.3
AC generator 4 installed on R outboard engine normally supplies busbar 2.4
The essential busbars are supplied normally by AC busbar 1.1. In the event
of AC busbar 1.1 loss, the essential busbar can be manually transferred to
AC busbar 2.4. In the event of AC main busbar loss (emergency
configuration), the essential busbars are restored on the emergency
generator when Green hydraulic power is available. The essential busbar is
supplied by static inverter from batteries and the shed essential busbar is
automatically shed, if the RAT is deployed.
Emergency generator is not on line :
– during RAT deployment
– when slats are extended
A pushbutton switch indicates a failure of the corresponding generator. A
busbar indication is also provided.
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4. DC Generation (Ref. Fig. 004)
A. Transformer Rectifier
Three identical transformer rectifiers (TRs) are installed in the

avionics compartment to provide the 28 Volt DC power.
A fourth transformer rectifier (APU TR) is used to charge the APU battery
and to start the APU alone or coupled with the APU battery.
In normal configuration, the two normal TRs (TR 1 and TR 2) supply direct
current to normal busbars 1PP, 2PP and 3PP. The DC essential network is
supplied by ESS TR.
The two normal TRs are cooled by the air extraction system of the
aircraft. The essential and APU TRs are cooled by ambient air.
Each TR transforms the three-phase alternating current into direct
current (28VDC).
When energized, the TR operates and supplies the DC network via a
contactor controlled by internal TR logic.
B. DC Generation Batteries
Two main batteries of the cadmium-nickel type, 50 Ampere-hour, 24 Volt,

are installed with a thermal runaway monitoring unit.
A third battery identical to the main batteries is used to start the APU.
It is possible to charge the batteries at any time when the aircraft is

supplied with alternating current.
Each battery may be isolated and the disconnection displayed by the

corresponding pushbutton switch.
Each battery is controlled under normal conditions by a Battery Charge

Limiter (BCL) which connects or disconnects the battery to the busbar as
necessary.
5. DC Distribution System (Ref. Fig. 004)
Three independent parts form the direct current distribution network.
TR 1 supplies network 1 i.e. DC busbar 1, DC BAT busbar.

The ESS TR supplies the essential network i.e. DC essential busbars.
TR 2 supplies network 2 i.e. DC busbar 2, DC Service busbar.
In the event of TR 1 loss, TR 2 automatically restores supply to DC busbar 1

and DC BAT busbar.
TR 2 loss leads to the symmetrical recovery of DC busbar 2 and DC Service

busbar from TR 1.
In the event of ESS TR loss, TR 1 automatically restores supply to the DC

essential busbar if TR 2 is available.
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6. Ground Power Supply (Ref. Fig. 005)
Two external power receptacles (EXT PWR A and EXT PWR B) located aft the
nose gear enable power supply of the aircraft network up to 90KVA each.
This is performed by means of two three-phase, 400Hz, 115/200V, Ground Unit

designated GPU.
The external power is controlled from the cockpit and can be energized with
or without the main aircraft battery. The external power either supplies
automatically all the busbars by means of the EXT PWR pushbutton switch or
separately supplies the ground service busbar.
An amber warning light and a white indicator light are located near the
external ground receptacle. The amber warning light indicates that the
external power is available.
The white indicator light indicates that the power supply is not in use.
The external power pushbutton switch indicates if the external power is

available and if it is in use.
A provision is made to support the weight of the cable outside the aircraft.
A power system isolation protection is provided to prevent damage to 28 Volt

DC control system in case of alternating current system failure.
7. Layout and Component Location of the Electrical Power System (Ref. Fig. 006)
The electrical components are installed so as to permit ready inspection,

access and rapid replacement without removal of unrelated equipment and use
of special tools.
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8. Normal Electrical loads on the Ground
In ground configuration, in addition to the power necessary for maintenance,

all the circuits, except those which are directly connected to the engines,
are supplied as in flight.
In these conditions, the maximum power on ground is approximately

105KVA ; this value does not take into account the supply of the galleys,
which according to the aircraft interior layout, may reach 150KVA.
This power is distributed as follows :
115/200V, 3-phase AC normal busbar 1-1 : 22KVA

115/200V, 3-phase AC normal busbar 1-2 : 20KVA
AC normal busbar 2-3 : 14KVA
AC normal busbar 2-4 : 40KVA
28 VDC : 9KVA
Galley supply is shared as follows :

AC normal busbar 1.1 45KVA
1.2 45KVA
2.3 30KVA
2.4 30KVA
Electrical power can be provided either by one or two Ground Power Units
(GPU), or by the APU.
When two of the three above sources are available simultaneously, each power
source has a priority on its side, moreover on side one the APU generator
has a priority compared to the external power B.
A partial supply of the aircraft enabling the energization of the lighting

circuits, electrical connectors, cargo loading and refueling circuits, can
be obtained without action in the flight compartment.
9. Ground Handling Equipment
Ground Connector (ISO R461) enables electrical GPU (ISO 1540/6858) to be

used.
The GPUs have the following features :
a voltage regulation of 115V ± 3V, 3 phases, a frequency regulation of 400HZ
± 1 % with a harmonic rate lower than 5 % and a response time lower than
200 ms.
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10. Electrical Power Required for Maintenance at Line Stop and in Workshop
Hydraulic electric-pumps 15 × 3 KVA

Air Conditioning/Ventilation 54,1 KVA
Fuel pumps 17 KVA
Lighting : – commercial 17,9 KVA
– technical 6,1 KVA
Ice and rain protection 3 KVA
Cargo loading 13 KVA
AFS, Flight controls, ADS, Recorders 3,5 KVA
Communications 1 KVA
Radio navigation 2 KVA
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Electrical Power – General Block Diagram

Figure 001
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AC Electrical Load Distribution – General
Figure 002
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AC Emergency Generation – Block Diagram
Figure 003
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DC Electrical Load Distribution – General

Figure 004
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External Power Configuration – Block Diagram

Figure 005
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Electrical Power – Component Location

Figure 006
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FIRE PROTECTION
1. General
The fire protection system of the A340-500/600 basic aircraft is designed

to :
– detect and extinguish a fire in each engine nacelle and in the Auxiliary
Power Unit (APU) compartment,
– protect the engine pylon against torching flames from the combustion
chamber,
– detect a fire in the Main Landing Gear (MLG) bay,
– detect smoke in the avionics compartment,
– detect smoke and extinguish fire in the forward, aft and bulk cargo
compartments,
– detect smoke and extinguish fire in the lavatories,
– detect leaks from the hot air ducts,
– extinguish fire in the cockpit, passenger compartment and other areas
accessible in flight.
A. Detection
(1) Fire and overheat detection
(a) Engine and pylon

Two continuous fire and overheat detection loops are installed
on each engine and pylon to detect a fire and/or overheat
condition. Each fire detection loop comprises five fire
detectors and is monitored by a Fire Detection Unit (FDU).
(b) APU compartment

in the APU compartment to detect a fire and/or overheat
condition. Each fire detection loop comprises one fire detector
and is monitored by a Fire Detection Unit (FDU).
(c) MLG bay

in the MLG bay to detect a fire and/or overheat condition. Each
fire detection loop comprises two fire detectors and is
monitored by a Fire Detection Unit (FDU).
(2) Overheat detection
(a) Leak detection

Detection loops are installed in the pylons, the wings, the APU
bleed air system, the fuselage and the belly fairing to detect
any ambient overheat in the vicinity of the hot air ducts and
are monitored by the Bleed Monitoring Computer (BMC).
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(3) Smoke detection
(a) Avionics compartment

Two smoke detectors are installed on the ventilation-air
extraction duct.
(b) Cargo compartments

Smoke detectors are installed in pairs in the forward, aft and
bulk cargo compartments.
(c) Lavatories
One ambient smoke detector is installed in each lavatory.
B. Extinguishing
(1) Fixed equipment
(a) Engine
Two fire extinguisher bottles are installed in the rear section
of the pylon to supply extinguishing agent to each engine.
(b) APU
One fire extinguisher bottle is installed in front of the
forward firewall to supply extinguishing agent to the APU
compartment.
(c) Cargo compartments

Two fire extinguisher bottles are installed behind the R
sidewall panel of the forward cargo compartment to supply
extinguishing agent to all cargo compartments.
(d) Lavatories
One fire extinguisher bottle is installed above the waste
container to supply extinguisher agent to the waste container.
(2) Portable Equipment
(a) Portable fire extinguishers are located in the cockpit and the
cabin to extinguish fire in the cockpit, passenger compartment
and other areas accessible in flight.
(b) A portable fire extinguisher, accessible from the cockpit, is

located in the avionics compartment.
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FLIGHT CONTROLS
1. General
There are two types of flight controls :
– the Primary controls

– the Secondary controls.
A. Primary Controls
(1) The roll control is achieved on each wing by the inner and outer
aileron complemented with six spoilers.
(2) The yaw control is achieved by a rudder attached to the vertical
stabilizer with a hinge.
(3) The pitch control is achieved by two elevators attached to the
Trimmable Horizontal Stabilizer (THS) (trim function) with hinges.
B. Secondary Controls
The lift augmenting is achieved by the surfaces on each wing as follows :
– two trailing edge flaps

– seven leading edge slats
– two ailerons which droop when the flaps are extended.
2. Operation
A. Roll Control
Hydraulic servo controls, which receive electrical signals and are

independently supplied, operate the spoilers and ailerons.
Two servo controls are on each aileron and one on each spoiler. Signals by
the side stick controllers are analyzed by the electrical control
computers which give the calculated control surface position.
B. Yaw Controls
The rudder is operated by three independently supplied hydraulic

servo-controls. The servo-controls receive signals through interconnected
pedals by a single cable. The single cable runs up to a spring-loaded
artificial feed unit. Yaw trim is signalled from a switch located on the
center pedestal and analyzed by the flight augmentation computers which
control the rudder trim actuator.
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C. Pitch Control
The two elevators are operated by independent hydraulic servo controls.

The servo controls are operated hydraulically and controlled electrically
with hydraulic pressure. Two servo controls are installed on each
elevator.
Pitch trim is provided by adjustment of the Trimmable Horizontal

Stabilizer (THS). Control of the THS position can be achieved
automatically in the normal (electrical) operating mode, via the elevator
and the Aileron computer, or mechanically by operation of the
interconnected handwheels located on the center pedestal.
D. Lift Augmentation
Each trailing edge flap moves by means of the carriages. The flaps are
actuated by a power control unit which has two hydraulic motors which
drive the rotary actuator by means of a shaft transmmission.
Each leading edge slat moves by means of the tracks. The slats are
actuated by a power control unit which has two hydraulic motors. The two
hydraulic motors drive the rotary actuator by means of a shaft
tansmmission.
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Control Surface Travel – Typical Sections

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Control Surface Travel – Inner and Outer Ailerons

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Control Surface Travel – Spoilers 1 to 6

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Control Surface Travel – Spoilers/Sections 10 to 18

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Control Surface Travel – Slats/Sections 1 to 8

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Control Surface Travel – Slats

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Control Surface Travel – Inner and Outer Flaps

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Control Surface Travel – Trimmable Horizontal Stabilizer and Elevator

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Control Surface Travel – Trimmable Horizontal Stabilizer and Elevator

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Control Surface Travel – Rudder

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Control Surface Travel – Rudder

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FUEL
1. General
This chapter gives details of the fuel system on the A340-500/600 aircraft.
The A340-500 aircraft has nine fuel tanks and three vent-surge tanks.
The A340-600 aircraft has eight fuel tanks and three vent-surge tanks.
The vent-surge tanks let air flow through them in each direction. They are
also temporary reservoirs for fuel that gets into the tank venting system.
Each of the fuel tanks is made as a part of the aircraft structure.
The fuel tanks are in the positions that follow (Ref. Fig. 001) :
– the center tank (in the center wing) between the rib 1 (LH) and the
rib 1 (RH).
– the LH and RH outer tanks (in the wing) between the rib 23 and the rib 35.
– the inner tank 1(4) is between the rib 5 and the rib 11 (and the center and
rear spars) and between rib 11 and rib 23 (and the front and rear spars).
– the inner tank 2(3) is between the rib 1 and the rib 6 (and the front and
rear spars) and between the rib 6 and the rib 11 (and the center and front
spars).
– the trim tank (in the Trimmable Horizontal Stabilizer (THS)).
– the rear center tank (Model - 500) :

– 7 Frame RCT is between frames C53-2 and C53-9
– 5 Frame RCT is between frames C53-2 and C53-7
aft of the center landing gear bay.
The total usable fuel capacity is :
– A340-500 : 5 frame RCT : 214 066 liters (56 550 US gal).

7 frame RCT : 222 036 liters (58 655 US gal).
– A340-600 : 194 781 liters (51 455 US gal).
The capacity for each fuel tank is shown in Table 001.
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A340-500
FUEL LH INNER INNER CENTER INNER INNER RH
TANK OUTER 1 2 3 4 OUTER
VOLUME
(liters) 6 145 24 501 34 757 54 969 34 757 24 501 6 145
(US gal) 1 623 6 472 9 181 14 521 9 182 6 472 1 623
WEIGHT
(kg) 4 824 19 233 27 284 43 151 27 284 19 233 4 824
(lb) 10 635 42 401 60 151 95 131 60 151 42 401 10 635
A340-500
FUEL TANK TRIM REAR CENTER TANK REAR CENTER TANK

(A340-500 only) (A340-500 only)
(5 frame) (7 frame)
VOLUME
(liters) 8 361 19 930 27 900
(US gal) 2 209 5 265 7 370
WEIGHT
(kg) 6 563 15 645 21 902
(lb) 14 469 34 491 48 286
A340-600
FUEL LH INNER INNER CENTER INNER INNER RH TRIM
TANK OUTER 1 2 3 4 OUTER
VOLUME
(liters) 6 310 24 716 34 805 55 133 34 805 24 716 6 310 7 986
(US gal) 1 667 6 529 9 194 14 565 9 194 6 529 1 667 2 110
WEIGHT
(kg) 4 953 19 402 27 322 43 279 27 322 19 402 4 953 6 269
(lb) 10 919 42 774 60 235 95 414 60 235 42 774 10 919 13 820
Fuel Tank Capacities

Table 001
These fuel capacities are for fuel at a Specific Gravity (SG) of 0.785 and
they will change when the SG of the fuel is different.
The three vent-surge tanks are in these positions :

– one in each wing (outboard of the outer tanks).
– one in the RH section of the THS (outboard of the trim tank).
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2. Tanks and Access
The fuel tanks and surge tanks in the wing are made between the front, center
and rear spars of the wing box.
The trim tank is in the THS main box structure and is made from carbon fibre
composite material. The THS surge tank is at the RH side of the THS.
All of these tanks are closed inboard and outboard by ribs. The aircraft skin
at the top and the bottom also closes them.
The tanks are sealed with materials that make them resistant to fuels and
fuel additives.
The inner tanks 1(4) and 2(3) contain fuel collector cells for the main fuel
pumps.
The rear center tank is a structural fuel tank and is made aft of the center
landing gear bay.
Access to the wing tanks is through the access panels installed in the wing
bottom skin. Access to some of the compartments can only be made through the
open manholes in the adjacent compartments. Access to the collector cells is
through panels in RIB3 AND RIB6.
Access to the center tank is through the access panels in the rear spar.
Access to the trim tank is through panels in the front spar and small panels
in the bottom skin.
3. Tank Venting (Ref. Figs 2 and 3)
The tank venting system keeps the air pressure in the fuel tanks near to the
external air pressure. This function prevents a large difference between
these pressures that can cause damage to the fuel tank/aircraft structure.
This function is specially necessary :
– during the refuel or defuel operations.
– when the aircraft climbs or descends.
The operation of the tank venting system is fully automatic, there are no
manual controls.
The fuel tanks are vented to the surge tanks which are open to the air
through a stack pipe connected to a NACA duct. The NACA duct is in a panel
attached to the bottom of the surge tank.
Tank venting occurs as follows :

– the center and left wing tanks vent to the left vent-surge tank.
– the right wing tanks vent to the right vent-surge tank.
– the trim tank vents to the trim vent-surge tank.
– the rear center tank (Model -500) vents into the right surge tank.
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A. Center Tank
In the center tank of the aircraft, there are two overpressure

protectors. These make sure that the pressure in the center tank is not
more than the design limits. If the pressure in the center tank increases
to a specified value, the overpressure protector breaks open. This
releases the pressure into the inner tank 2(3).
B. Vent
In the LH and RH vent-surge tanks there is an overpressure protector.

These make sure that the pressure in the surge tanks is not more than the
design limits. If the flow of air into (or out of) the surge tanks is
blocked, the overpressure protector breaks open to release the pressure.
If fuel enters the surge tank and causes the overpressure protector to
operate, then this fuel will go overboard.
There is an overpressure protector installed in the surge-vent tank in

the THS. This makes sure that the pressure in the surge tank is not more
than the design limits.
4. Main Fuel Pump System
The main fuel pump system supplies the fuel from the inner tanks to the
engines. The system has four main fuel pumps and four standby fuel pumps.
Usually only the main pumps operate, but if a main pump does not operate
(because it becomes unserviceable or is set to OFF), the related standby pump
automatically starts.
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Fuel and Vent-Surge Tanks

Figure 001
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Wing and Trim Tank Venting System

Figure 002
A340-600 Model
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Wing and Trim Tank Venting System

Figure 003
A340-500 Model
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Fuel Feed, Transfer and Crossfeed Systems

Figure 004
A340-600 Model
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Fuel Feed, Transfer and Crossfeed Systems

Figure 005
A340-500 Model
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Refuel/Defuel Control Panel (990VU)

Figure 006
A340-600 Model
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Refuel/Defuel Control Panel (990VU)

Figure 007
A340-500 Model
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Refuel/Defuel Coupling
Figure 008
All Models
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5. Main Transfer System (Ref. Figs 004 and 005)
The main transfer system controls the flow of fuel from the center and outer
tanks to the inner tanks. The system uses the center transfer pumps pressure
to move the fuel from the center tank to the inner tanks. It uses gravity to
move the fuel from the outer tanks to the inner tanks. Operation of the main
system is usually automatic, but the flight crew can manually control it when
necessary.
6. Crossfeed System (Ref. Figs 4 and 5)
The crossfeed system valves are usually closed, and in this configuration
they divide the main fuel pump system into four parts (one part for each
engine). When a crossfeed valve is open, the related fuel feed is available
in a common fuel gallery. If a second crossfeed valve is opened, the two fuel
feeds are connected together. Thus each engine can be supplied with fuel from
each of the fuel tanks.
7. Engine LP Valve
The engine LP fuel shut-off system has one LP fuel valve for each engine. The
valve is installed in the engine fuel feed system close to the engine. When
necessary, each LP valve isolates its engine from the fuel supply.
8. APU Fuel Feed
The fuel for the Auxiliary Power Unit (APU) is supplied from the fuel-feed
system for the left outer engine.
When the main engine feed pumps are not operating or there is insufficient
pressure, a dedicated APU fuel feed pump automatically operates to maintain
the flow to the APU.
9. APU Fuel Shut-Off
The APU LP Fuel Shut-Off System controls the fuel flow to the APU.
If has two valves :
– the APU Fuel Isolation Valve (installed in the center tank).
– the APU Fuel LP Shut-Off Valve (installed close to the APU).
The APU Fuel Isolation Valve prevents the pressurization of the fuel line
when the APU is not in use (as a part of the line is installed in the
pressurized fuselage area).
The APU Fuel LP Shut-Off Valve isolates the APU fuel-feed line and shuts off
the fuel feed to the APU. This is when the APU is stopped or if an emergency
occurs.
10. Trim Transfer System
The trim transfer system controls the Center of Gravity (CG) of the
aircraft. For this function the system moves fuel from the Inner Tanks
and/or the Center Tank to the Trim Tank (aft transfer) or from the Trim Tank
to the Center Tank (forward transfer). The system operates automatically but
the flight crew can manually set or stop a forward transfer.
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11. Refuel/Defuel System (Ref. Fig 8)

This system controls the flow of fuel into or out of the aircraft through
the refuel/defuel couplings, installed in the leading edge of the LH and RH
wing.
These couplings are the interface between the refuel/defuel system and the
external fuel source. They are attached to the forward face of the wing spar
between ribs 14 and 15.
Access to each refuel/defuel coupling is through a hinged door in the bottom

of the wing leading edge.
Each refuel/defuel coupling has two valve heads. Thus as many as four hoses
can be connected to the aicraft at the same time.
The refuel/defuel control panel 990VU is installed in the RH lower belly

fairing. The refuel/defuel panel controls these operations :
– an automatic or manual pressure refuel.
– a pressure defuel.
– a suction defuel.
– a ground transfer.
A. Refuel (Ref. Figs 6 and 7)

The refuel is controlled from the refuel control panel in the RH lower
belly fairing two precedures are used to refuel the aicraft. These are :
– automatic pressure refuel.
– manual pressure refuel.
The aicraft must be at the usual ground attitude datum to fill the fuel
tanks to their maximum capacity.
The time necessary to refuel the aircraft to maximum capacity (using four
fuel hoses), with a supply pressure at 3.45 bar (50 psi) is approximately
34 min (38 min for -500).
Manual Magnetic Indicators (MMI) are installed to measure the quantity of
fuel in the fuel tanks. They are fuel indicator rods with a moveable
integral magnet. The fuel level is shown on a graduated scale on the
indicator rod.
MMIs are installed in these fuel tanks :
– the outer tanks.
– the inner tanks.
– the center tank.
MMIs are not installed in the trim tank in the Trimmable Horizontal
Stabilizer or in the rear center tank (Model -500).
B. Defuel
Two procedures are available to defuel the aircraft. These are :
– a pressure defuel (where the aircraft fuel pumps supply the fuel
pressure for the defuel).
– a suction defuel (where an external source supplies suction to remove
the fuel).
During a manual defuel the Inner tanks cannot be defueled until the Trim
tank contents is less than 500 kg (1102 lbs).
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HYDRAULIC POWER
1. General
Hydraulic power is provided by three fully independent systems : BLUE, GREEN

and YELLOW. Each system has its own reservoir, pump (one main pump per
system, BLUE and YELLOW, two main pumps for the GREEN system), filters,
power accumulator and high pressure manifold.
Nominal operating pressure is 206 bars (3000 psi).
The hydraulic fluids selected are defined in document NSA 307110.
2. Generation
Power is generated by four identical main pumps each driven through the
accessory gearbox of one of the four engines (YELLOW, BLUE and GREEN
system).
In an emergency, GREEN system auxiliary power is provided by a pump driven

by a drop-out ram air turbine.
The ram air turbine (RAT) extends into the airflow automatically if :
– all the engine failed.

or
– in case total generated DC power is unavailable with outboard engines
failed.
or
– if all engine pumps pressure switches indicate low press.
or
– in case of failure (engine burst) with Green and Blue low level and the
specific wire cutted installed on Yellow hydraulic bay.
The crew or maintenance personnel can operte it from the cockpit if

necessary in flight or on ground. The RAT supplies hydraulic power to the
Green system. The RAT supplies the primary flight controls and the constant
speed motor/generator (CSM/G) which gives electric power to the aircraft.
On the ground, hydraulic power is supplied by the electric pumps which are
electrically connected to the engine or APU AC generators or operate on
electrical power from a ground power unit. These electric pumps are used to
supply the three systems for maintenance operations.
Each system (GREEN/BLUE/YELLOW) can be supplied by a hydraulic ground power

cart via self-sealing couplings.
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3. Distribution
A. Green Main Hydraulic Power
(1) This system supplies through the leakage measurement manifold (ground
service manifold) via the HP–manifold upstream of the priority
valve :
C two inboard aileron servo controls (L and R wing)

C two outboard aileron servo controls (L and R wing)
C two elevator servo controls (L and R elevator)
C one rudder servo control
C four spoiler servo controls, first and fifth outboard from the
fuselage – (L and R wing)
C two slat wing tip brakes (L and R wing)
C two flap wing tip brakes (L and R wing).
(2) Through the brake manifold via the HP manifold :
– upstream of the priority valve

C the normal braking system for the eight main landing gear wheels
C one hydraulic motor in the slat power control unit via a pressure
C one hydraulic motor in the flap power control unit maintaining valve
– downstream of the priority valve

C landing gear extension/retraction system
C nose wheel steering system
C one hydraulic motor of the emergency generator (CSM/G)
(3) Directly supplied from the N°1 and 4 engine pumps :
C two thrust reverser systems (engines 1 and 4)
B. Blue Main Hydraulic Power System
service manifold) via the HP manifold :
C two inboard aileron servo controls (L and R wing)

C one elevator servo control (L elevator)
C four spoiler servo controls (3rd and 2nd outboard from the fuselage
− L and R wing)
C two slat wing tip brakes (L and R wing)
C one THS actuator motor.
C Back-up Power supply (one hydraulic motor).
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(2) Through the HP manifold :
C one hydraulic motor of the slat power control unit, via a pressure
maintaining valve
(3) Through the brake manifold, via the HP manifold :
C the parking and alternate braking system
(4) Directly supplied from the No.2 engine pump :
C one thrust reverser system (engine 2)
C. Yellow Main Hydraulic Power System
service manifold) via the HP-manifold :
C two outboard aileron servo controls (L and R wing)

C one elevator servo control (R elevator)
C one THS actuator motor
C four spoiler servo controls (4th and 6th outboard from the fuselage
– L and R wing)
C two flap wing tip brakes (L and R wing).
C Back-up Power Supply (one hydraulic motor)
(2) Through the HP manifold :
C cargo compartment doors, on the ground

C one hydraulic motor in the flap power control unit, via a pressure
maintaining valve.
(3) Directly supplied from the No.3 engine pump :
C one thrust reverser system (engine 3).
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4. Particulars
A. Main Pumps
When the engines are running, these pumps are normally used alone to
pressurize the hydraulic systems.
Four identical pumps are mounted on and driven by the engine accessory
gearboxes : the GREEN pumps on engines 1 and 4, the YELLOW pump on
engine 3, the BLUE pump on engine 2.
The main pumps are self-regulating (constant pressure, variable

displacement units) with a nominal output pressure of 206 +3 bars)
(2987 + 43,5 psi) at zero delivery. − 0
−0
The nominal output flow is 175 l/min

(46.3 USGAL/min) at 3700 RPM
B. Electric pumps
The same type of electric pump is used in the GREEN, BLUE and YELLOW
systems. They are installed in the center section (section 15).
These pumps provide auxiliary hydraulic power to the BLUE, GREEN, YELLOW
system services for maintenance purposes on the ground.
The YELLOW pump is also used to operate the cargo compartment doors.
The BLUE pump is also used for charging the brake accumulator.
Their nominal output flow is :
32 l/min at 150 bars

23 l/min at 196 bars
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C. Ram Air Turbine (RAT)
– The RAT is used to provide auxiliary hydraulic power to the GREEN system
and produce electrical power via the CSM/G.
– The RAT and the associated components are located in the R wing in the
fairing of flap track N°4.
– Normally the RAT is retracted in stowed position. An electrical signal is

used to command the deployment of the RAT operated by a spring-loaded
ejection jack.
– On the ground the RAT can be retracted with hydraulic supply from the GREEN
system and controlled by the RAT control panel located on the YELLOW system
service panel. The RAT door is closed automatically during retraction.
– Ejection of the RAT is possible in the whole flight envelope. The variable
displacement hydraulic pump (Flat Cut OFF type with Anti Stall Function)
can supply throughout the flight envelope the delivery/pressure performance
as follows :
A/C speed
125 kts 150 kts 175 kts
180 bars 26 l/min 47 l/min 80 l/min
110 bars 42 l/min 76 l/min –
– The response time (time between the electrical release command and the
appearance of the nominal pressure in the pump delivery line) is less than
5.5 seconds max..
– Test operation
The functional check of the RAT is only possible when the A/C is on the
ground. With the RAT manually deployed from the cockpit the functional and
performance check is conducted by supplying a hydraulic motor (tool)
attached to the RAT leg. The hydraulic motor is supplied by a ground power
cart.
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Symbols
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Hydraulic Power–General
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Hydraulic Power
Green System
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Hydraulic Power
Blue System
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Hydraulic Power
Yellow System
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Hydraulic Power – Distribution

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ICE AND RAIN PROTECTION
1. Description
A. Wing
The leading edges of the No. 3 and 4 slats are protected from ice by hot
air. The bleed-air system supplies the hot air to heat the slats. The hot
air is supplied through an anti-ice control valve on each wing.
The leading edge and upper surface of the No. 3 and 4 slats are heated by
the hot air. The hot air is discharged from piccolo tubes into the inner
leading edge of the slat. Then it passes through the slat to give heat to
the upper surface of the slat.
3-8
Page 1
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Wing Ice and Rain Protection

3-8
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DE-ICING AND WASHING
1.De-Icing and Washing on Ground
The mobile equipment for aircraft de-icing and washing must be capable of
reaching heights up to approximately 16.8 meters (55 ft-1 in). For use on the
ramp, it must have a de-icing liquid storage tank with means for heating the
liquid to the required temperature. Inside the hangar, the same mobile unit or
fixed equipment may be used. Impingement pressure of the de-icing or washing
liquid is about 5 psi (0.35 bar) except for wing root fillet and various other
fairings where it will be 1.5 psi (0.10 bar).
At major airports, a substantial saving in manpower and aircraft time can be

achieved if a de-icing/washing hangar, especially one with a mechanized and
automated facility, is provided for use by all airlines.
2. Wetted Area
A340-600 A340-500
m_ ft_ m_ ft_
Fuselage 968(1) 10419(1) 847(2) 9117(2)
Belly fairing 183 1970 183 1970
Wing (3) 807 8686 807 8686
Vertical Stabilizer 109 1173 109 1173
Horizontal Stabilizer 170 1830 170 1830
Nacelles and Pylons 110 1184 110 1184
TOTAL 2347 25262 2226 23960
NOTE : (1) Including 2.5 m_ (27 ft_) of windshield and 14 m_ (151 ft_) of windows.
(2) Including 2.5 m_ (27 ft_) of windshield and 12 m_ (129 ft_) of windows.
(3) Including wind-to-fuselage fairings and flap track fairings.
3. Liquid
– Anti/De-Icing fluid type I - AMS 1424 (Material 10-001).

– Anti/De-icing fluid type II - AMS 1428 (Material 10-003).
– Anti/De-Icing fluid type IV - AMS 1428C (Material 10-004).
3-9
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LANDING GEAR
1. General
The aircraft has this Landing Gear :
– two bogie Main Landing Gears (MLG)
– a bogie Center Landing Gear (CLG)
– a twin wheel Nose Landing Gear (NLG).
Refer to Figs. 001 and 002 for the dimensions of the landing gear footprint.
A MLG is installed in each wing between Zone 730 and Zone 740.
Rib 6. Each MLG retracts inboard into its wheel bay in the fuselage and the
wing.
The CLG is installed in the center fuselage (between the two MLG) at Zone
751, between FRA 47 and FRA 53.2.
The NLG is installed in the forward fuselage and retracts forwards into a
fuselage compartment.
The Normal Extension and Retraction System is electrically controlled and
hydraulically operated.
All the landing gears have ground lock pins to install for ground safety.
2. Main Landing Gear (Refer to Fig. 003)

Each MLG has these components :
– a leg assembly that includes a shock absorber, sliding tube and a four
wheel bogie beam assembly
– a side stay assembly that includes a lock stay and a downlock actuator
– a retraction actuator
– torque links
– electrical and hydraulic dressings.
3. Centerline Landing Gear (Refer to Fig. 004)

The CLG has these components :
– a CLG leg assembly that includes a shock absorber and a four wheel bogie
beam assembly
– a drag stay assembly that includes lock links and a downlock actuator
– a retraction actuator
– a sliding tube
– torque links
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Landing Gear Footprint

Figure 001
A340-500 Model
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Landing Gear Footprint

Figure 002
A340-600 Model
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Main Landing Gear – Component Location

Figure 003
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4. Nose Landing Gear (Refer to Fig. 005)

The NLG has these components :
– a leg assembly (that includes a shock absorber and a twin-wheel axle)
– a pair of torque links
– a drag stay assembly
– a nose wheel steering assembly
5. Nose Wheel Steering (NWS) (Refer to Fig. 006)

The Nose Wheel Steering system is a computer-controlled electro-hydraulic
system used to change the direction of the aircraft on the ground. The Green
Hydraulic Power system supplies the normal power to the hydraulic components,
the Yellow Hydraulic Power system supplies an alternate power supply to the
hydraulic components.
The Brake and Steering Control Unit (BSCU) controls and monitors the
operation of the system. Two handwheels in the cockpit operate transmitters
to supply the primary steering inputs to the BSCU. The rudder pedals and the
autopilot supply secondary steering inputs to the BSCU through the Flight
Control Primary Computer (FCPC).
The primary steering inputs to the NWS are from two hand wheels, one at each
pilots position. Each hand wheel includes a push-button switch (P/BSW) which
can be used to isolate the input that come from the rudder pedals.
There is an electrical deactivation box on the NLG to de-activate the
steering. The aircraft can be towed when :
– lever (at the electrical box) is set to TOWING
– safety pin is installed
– parking brake is set to OFF.
An indicator is installed adjacent to the towing switch to show when the
parking brake is released.
The maximum steering angle controlled by the handwheels when taxiing
(steering system 'ON') is :
– A340-500 ±70°
– A340-600 ±75°
The maximum steering angle when the aircraft is towed is :
– A340-500 ±65°
– A340-600 ±70°
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Center Landing Gear

Figure 004
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Nose Landing Gear – Component Location

Figure 005
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6. Landing Gear Servicing Points (Refer to Figs. 007, 008, and 009)
A. General
Fluid filling and gas charging of the MLG, CLG and NLG shock absorbers is
done through standard valves. The fluid used to fill the shock absorbers
is MIL-H-5606 (AIR 3520) or NSA307-110 TYPE A (subject to seal material).
The gas used to charge the shock absorbers is dry nitrogen.
B. Charging Pressures
The charging pressures at a temperature of 20 deg. C (68 deg. F), are
given with the weight of the aircraft supported on jacks and the shock
absorbers fully extended :
(1) Main landing Gear
36.22 Bar (525.5 psi)
(2) Nose Landing Gear
Top chamber 15 Bar (217.5 psi)
Bottom chamber 70 Bar (1015 psi)
(3) Centerline Landing Gear
Top chamber 17 Bar (246.5 psi)
Bottom chamber 128.7 Bar (1867 psi)
7. Landing Gear Control

The Landing Gear and door operation is signalled electrically by one of two
landing Gear Controls and Interface Units (LGCIU). All the necessary
information that relates to the landing gear is shown on the Electronic
Centralised Aircraft Monitoring Unit (ECAM).
The landing gear and doors are usually operated by the Green hydraulic
system.
In an unusual operation, the MLG, CLG and NLG can be extended by the free
fall system that is electro-mechanically operated. Two switches on the flight
deck disengage the doors and landing gear uplocks. The landing gears then
extend by free-fall and lock down.
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Nose Wheel Gear Steering Deactivation Box

Figure 006
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Main Landing Gear Dimensions and Location of Servicing Points

Figure 007
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Nose Landing Gear Dimensions and Location of Servicing Points

Figure 008
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Center Landing Gear Dimensions and Location of Servicing Points

Figure 009
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8. Braking
A. General
Multi-disc brakes are installed on the wheels of the MLG and the CLG.
Each brake Assembly has two wear indicators installed.
There are two brake systems (normal and alternate) that can independently
operate the brake units.
The brakes can be applied by :
Normal Brake System - to individual wheels
– Normal Braking with anti-skid
Alternate - to wheel pairs
– Alternate Braking with anti-skid
– Alternate Braking without anti-skid
– Emergency Braking without anti-skid
– Parking/Ultimate Brake.
B. Anti-Skid
The Brakes and Steering Control Unit (BSCU) controls the anti-skid
system. When necessary, it increases or decreases the control current to
change the pressure in the related brake or pair of brakes.
C. Braking of the Wheels after Take-Off and UP selection

The wheels of the MLG and CLG are automatically braked during the
retraction of the landing gear. This stops the rotation of the MLG and
CLG wheels before the landing gears go into their related bays.
The wheels of the NLG are braked by spring loaded pads.
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Wheel Brake Pressure System Schematic

Figure 010
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Wheel Brake Pressure System Schematic

Figure 011
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AUTO FLIGHT
Automatic Flight System (AFS)
The aircraft is basically equipped with :
– Two Flight Management and Guidance and Envelope Computers (FMGEC) providing
the following functions :
• Auto pilot/Flight Director (AP/FD)

• Auto thrust (A/THR)
• Flight Management (FM) with the following sub functions :
– Flight Planning,
– Lateral Navigation,
– Radio Management,
– Performance Computation,
– Vertical Navigation,
– MCDU/EFIS Display Processing.
This enables cat III automatic landings.
• Flight Envelope (FE) with the following sub functions :

– Characteristic speeds.
– Alpha Floor and Windshear detection.
– Aft center of gravity detection.
• Fault Isolation and Detection (FIDS)
– The Flight Control Unit (FCU) used for :
• the engagement of the AP/FD and the A/THR system

• the selection of flight parameters (altitude, speed/mach, vertical
speed/Flight path angle, heading/track)
• the selection of AP-FD modes
• the control of EFIS display.
– three Multipurpose Control and Display Units (MCDU) used for :
• Introduction and modification of the flight plan

• Display, selection and modification of the parameters associated with
the flight management functions.
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AUXILIARY POWER UNIT
1. General
The Auxiliary Power Unit (APU) GTCP 331-600(A) is a pneumatic and shaft-power
gas-turbine engine and is used for ground and inflight power supply of the
aircraft. The APU supplies the mechanical shaft-power to operate a generator.
The APU also supplies the bleed-air power to start the main engines (MES) and
the cabin air conditioning and pressurization system (ECS). The APU is a
self-contained power source. It is necessary to have a source of fuel for the
operation, and electrical power to start the APU.
A part of the automatic system, together with the pneumatic and the
electromechanical controls, operates the start and the acceleration of the
APU.
The APU has three main components :
– the power section,

– the load compressor,
– the gearbox with LRU's.
The APU has a gearbox-driven oil cooled AC generator.
The eductor-cooling system provides air for the oil-cooler and the APU
compartment ventilation.
The primary components of the bleed air system are :
– the APU bleed valve,

– the surge control valve,
– the flow sensor,
– the reverse flow protection,
– the necessary wiring and plumbing.
The APU bleed valve and the surge control valve are attached to the APU.
2. Installation
The APU is installed at the rear part of the fuselage in the tail cone. An
air intake system with a flap-type door is installed in front of the APU
compartment. The exhaust gases pass overboard at the end of the fuselage
cone.
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The Electronic Control Box (ECB) which contains :
– the control circuit,

– the controller,
– the failure indication module,
– the test equipment,
is installed in the BULK cargo compartment.
3. APU GTCP 331-600(A)
The APU is a single-shaft engine. The power section has a two-stage

centrifugal compressor, a reverse-flow annular combustion chamber and a three
stage axial-turbine. The power section directly operates the one-stage
centrifugal load-compressor which supplies the bleed-air to the pneumatic
system.
The inlet guide vanes as part of the load compressor, control the airflow.
The power section also operates the gearbox which is attached to the load
compressor. The following LRU's are mounted on the gearbox :
– the APU generator,

– the starter motor,
– the oil pump,
– the Fuel Control Unit (FCU),
4. Control Circuit
The ECB which controls the FCU and the Inlet Guide Vanes (IGV) regulates a
constant speed for the APU. The control circuit has the function to start the
APU, to shut it down, to control it and to prevent internal failure.
5. Controls and Indication
The primary APU controls and indications are installed in the overhead panel,
on the center pedestal panel and on the forward center panel. Additionally
external APU panels are installed on the nose landing gear and on the
refuel/defuel panel to initiate an APU emergency shut-down.
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R JAN 01/03
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APU Access Doors

A340-500 Model
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APU Access Doors

A340-600 Model
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Auxiliary Power Unit

General Layout
A340-500 Model
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Auxiliary Power Unit

General Layout
A340-600 Model
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LEVELING, SYMMETRY AND ALIGNMENT
1. Quick Leveling (Ref. Fig. 001)
An attitude monitor is installed in the right main landing gear well, behind
the belly fairing access door 193 MB, for quick leveling of the aircraft.
With the aircraft on jacks, adjust the jacks to move the bubble in the
attitude monitor to the D4 position (level position).
2. Precise Leveling (Ref. Fig. 002)
For precise leveling, it is necessary to install sighting rods in the

receptacles located under the fuselage (points 12 and 13 for longitudinal
leveling) and under the wings (points 2LH and 2RH for lateral leveling) and
use a sighting tube. With the aircraft on jacks, adjust the jacks until the
reference marks on the sighting rods are aligned in the sighting plane
(aircraft level).
3. Symmetry and Alignment Check
Possible deformation of the aircraft is measured by photogrametry.
3-13
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Quick Leveling
Location of Attitude Monitor
Figure 001
3–13
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R JAN 01/03
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Precise Leveling
Location of reference Points
Figure 002
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Page 3
R JAN 01/03
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AIRPLANE MAINTENANCE JACKING
1. Aircraft Jacking Points for Maintenance
A. General
(1) The A340-500 and 600 aircraft can be jacked :

– at not more than the maximum permitted aircraft weight for jacking
and,
– within the limits of the permissible wind speed when the aircraft
is jacked outside a closed environnement.
B. Primary jacking Points
(1) The aircraft are provided with three primary jacking points
(Ref. Fig 001) :
– one located under the forward fuselage,
– two located under the wings (one under each wing).
(2) Three jack adapters (ground equipment) are used as intermediary parts
between the aircraft jacking points and the jacks (Ref. Fig. 002) :
– one male spherical jack adapter at the forward fuselage,
– two female jack pad adapters at the wings (one at each wing).
C. Auxiliary stabilizing Point (Safety point)
(1) When the aircraft is on jacks, a safety stay is installed under the
aft fuselage (Ref. Fig. 001) to prevent tail tipping caused by
accidental displacement of the aircraft center of gravity.
(2) The safety point must not be used for lifting the aircraft.
(3) One male spherical stay adapter (ground equipment) is used as

intermediary part between the aircraft safety point and the stay
(Ref. Fig. 002).
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Page 1
R MAY 01/07
Printed in France
2. Jacks and Safety Stay Specifications (Ref. Figs. 003 and 004)
A. Jacks Specifications
Capacity (min.) Full extended Fully retracted

(min.) (min.)
Forward Jack 18000 daN 5150 mm 1950 mm
40465 lbf 202.75 in. 76.77 in.
Wing jacks 96000 daN 6500 mm 3500 mm
215816 lbf 255.9 in. 137.80 in.
(1) In fully retracted position (jack stroke at minimum), the height of

the jacks is such that they may be placed beneath the airplane under
the most adverse conditions, namely, tires deflated and chock
absorbers depressurized and, in addition, with a sufficient clearance
between the aircraft jacking point and the jack upper end.
(2) The jacks stroke enables the aircraft to be jacked up so that the
Center Line (CL) may be positioned up to 7200 mm (283.46 in.) from
the ground to allow all required maintenance procedure and in
particular, the Main Landing Gear shock absorbers
removal/installation.
B. Safety stay Specifications
Capacity (min.) Full extended Fully retracted

(min.) (min.)
Safety stay 9000 daN 7000 mm 4270 mm
20232 lbf 275.59 in. 168.11 in.
(1) The stay stroke enables the aircraft tail to be supported up to the
Center Line (CL) positioned at 7200 mm (283.46 in.) from the ground.
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R MAY 01/07
Printed in France
Location of the Jacking and Safety Points

Figure 001
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Jacks and Safety Stay Adapters

Figure 002
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R JAN 01/03
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Jacking Design
Figure 003
A340-500 Model
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Jacking Design
Figure 004
A340-600 Model
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LANDING GEAR JACKING
1. General
This topic deals with lifting the landing gears on different A340-500/600
aircraft.
To replace either the wheel or brake unit assemblies on any of the landing
gears it is necessary to lift that landing gear with jacks. The landing gear
can be lifted by either direct action with a pillar jack or indirectly with a
cantilever jack.
A. Main Landing Gear
The main landing gear can be lifted by either direct action with a pillar
jack or indirectly with a cantilever jack. Each bogie has a dome shaped
adapter (diameter 38 mm/1.5 in.) at the forward and aft ends of the bogie
beam to locate the jack. Each pair of wheels and brake units can be
replaced on the end of the bogie beam that is lifted.
Both the forward and the aft ends of the bogie beam can be lifted together
but the bogie beam must be kept level during the lift to prevent damage.
CAUTION : IF THE FORWARD AXLE IS LIFTED FIRST THE PITCH TRIMMER CONTACTS
THE OUT STOP. FURTHER JACKING WILL CAUSE THE WHOLE BOGIE TO BE
LIFTED. THIS IS AN UNSAFE CONDITION.
If a main landing gear has all four tires deflated or shredded, replace
the wheel assemblies in this sequence :
(1) Replace the wheel assemblies on the aft axle.
(2) Replace the wheel assemblies on the fwd axle.
Important dimensions on the heights of the MLG when lifted are shown in
Fig. 002.
The maximum height of the bogie beam when lifted must not exceed 650 mm
(25.5 in.).
The reaction loads at each jacking position for the A340-500 and A340-600
are shown in Figs. 004 to 015.
NOTE : The load at each jacking position is the load required to give a
25.4 mm (1.0 in.) clearance between the ground and the wheel.
B. Nose Landing Gear
The nose landing gear can be lifted by either direct action with a pillar
jack or indirectly with a cantilever jack. The NLG has a dome shaped
jacking adapter (diameter 38 mm/1.5 in.) at the base of the shock absorber
strut.
Important dimensions on heights of the NLG when lifted are shown in Fig.
001.
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R OCT 01/05
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The reaction loads at the jacking position for the A340-500 and A340-600
is shown in Figs. 004 to 015.
C. Center Line Gear
The center line gear landing can be lifted by either direct action with a
pillar jack or indirectly with a cantilever jack. The bogie has a dome
shaped adapter (diameter 38 mm/1.5 in.) at the forward and aft ends of
the bogie beam to locate the jack. Each pair of wheels can be replaced on
the end of the bogie beam that is lifted.
Both the forward and the aft ends of the bogie beam can be lifted
together but the bogie beam must be kept level during the lift to prevent
damage.
Important dimensions on the height of the CLG when lifted are shown in
Fig. 003
The maximum height of the bogie beam when lifted must not exceed 650 mm
(25.5 in.).
The reaction loads at each jacking position for the A340-500 and A340-600
are shown in Figs. 004 to 015.
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Nose Landing Gear Jacking Point Heights

Figure 001
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R JAN 01/03
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Main Landing Gear Jacking Point Heights

Figure 002
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Center Landing Gear Jacking Point Heights

Figure 003
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Nose Landing Gear Jacking Point Loads

A340-600 Model (WV 001)
Fig. 004
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A340-600 Model (WV 101)
Fig. 005
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Main Landing Gear Jacking Point Loads

A340-600 Model (WV 001)
Fig. 006
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A340-600 Model (WV 101)
Fig. 007
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Center Landing Gear Jacking Point Loads

A340-600 Model (WV 001)
Fig. 008
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A340-600 Model (WV 101)
Fig. 009
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A340-500 Model (WV 001)
Fig. 010
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A340-500 Model (WV 101)
Fig. 011
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A340-500 Model (WV 001)
Fig. 012
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A340-500 Model (WV 101)
Fig. 013
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A340-500 Model (WV 001)
Fig. 014
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A340-500 Model (WV 101)
Fig. 015
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EXTERIOR LIGHTING
Section 3-16 gives the exterior lighting of the aircraft.
3-16
Page 1
R JAN 01/03
Printed in France
Exterior Lighting Available in Flight

3-16
Page 2
R JAN 01/03
Printed in France
Exterior Lighting Available in Flight

3-16
Page 3
R JAN 01/03
Printed in France
Exterior Lighting for Ground Use

3-16
Page 4
R JAN 01/03
Printed in France
Exterior Lighting of Taxiing Aid Camera System

A340-600 Model
3-16
Page 5
R JAN 01/03
Printed in France
POWER PLANT HANDLING
1. Dimensions
Pages 2 to 5 contain data necessary for determining the platforms and

associated facilities required for power plant handling.
3-17
Page 1
R JAN 01/03
Printed in France
Engine Dimensions
3-17
Page 2
R JAN 01/03
Printed in France
Nacelle Dimensions
3-17
Page 3
R JAN 01/03
Printed in France
Fan Cowls
3-17
Page 4
R JAN 01/03
Printed in France
Thrust Reverser Halves

3-17
Page 5
R JAN 01/03
Printed in France
COMPONENT WEIGHTS
1. General
This topic details the weights of the primary removable components on the
A340 aircraft for models 500 and 600. Weights in paragraph A are for
components fitted to each wing. All weights are in kg (lb).
All weights are approximate.
A. Wing
Model 500/600
(1) Wing Devices and Actuators
Winglet 62 (137)
Wing tip (including lighting) 108 (238)
Inboard flap 270 (595)
Outboard flap 337 (742)
Flap actuator
No.1 35 (77)
No.2 35 (77)
No.3 35 (77)
No.4 35 (77)
No.5 35 (77)
Flap tracks
No.1 55 (121)
No.2 104 (229)
No.3 110 (242)
No.4 110 (242)
No.5 88 (194)
Flap carriage
No.1 20 (44)
No.2 20 (44)
No.3 20 (44)
No.4 20 (44)
No.5 20 (44)
Flap fairing fixed tracks
No.2 12 (26)
No.3 14 (31)
No.4 LH. 12 (26)
No.4 RH. 40 (88)
No.5 13 (29)
Flap fairing movable tracks
No.2 44 (97)
No.3 44 (97)
No.4 LH. 64 (141)
No.4 RH. 48 (105)
No.5 42 (93)
3-18
Page 1
R JAN 01/03
Printed in France
Model 500/600
Aileron
Inboard 98 (216)
Outboard 82 (181)
Aileron actuators
Outer actuator (inboard aileron) 32 (71)
Inner actuator (inboard aileron) 32 (71)
Outer actuator (outboard aileron) 18 (40)
Inner actuator (outboard aileron) 18 (40)
Spoilers
No.1 27 (60)
No.2 25 (55)
No.3 25 (55)
No.4 25 (55)
No.5 25 (55)
No.6 23 (51)
Spoiler actuators
No.1 10 (22)
No.2 10 (22)
No.3 10 (22)
No.4 10 (22)
No.5 10 (22)
No.6 10 (22)
Slats
No.1 163 (359)
No.2 75 (165)
No.3 71 (157)
No.4 57 (126)
No.5 46 (101)
No.6 47 (104)
No.7 54 (119)
Slat pinion
No.1 2 (4)
No.2 to 7 4 (9)
Slat actuators
No.1 23 (51)
No.2 9 (20)
No.3 9 (20)
No.4 9 (20)
No.5 9 (20)
No.6 9 (20)
No.7 9 (20)
Slat tracks
No. 1 to 16 2 (4)
3-18
Page 2
R JAN 01/03
Printed in France
B. Landing Gear
Model 500/600
(1) Main Landing Gear
Main Landing Gear (one side, complete

with wheels, tires, brakes and fans,
less retraction actuator and sidestay) 4587 (10113)
MLG sidestay assembly incl. locking
system 289 (637)
MLG retraction actuator 92 (203)
MLG leg fairing 39 (86)
MLG outer hinged door 17 (37)
MLG wheels (4 off) with tires, brakes 1762 (3886)
and fans
(2) Center Landing Gear
Center Landing Gear (complete with

wheels, tires, less retraction
actuator and dragstay) 3707 (8173)
CLG dragstay assembly incl. locking
system 347 (765)
CLG retraction actuator 103 (227)
CLG wheels (4 off) with tires, brakes and fans 1760 (3880)
(3) Nose Landing Gear
Nose Landing Gear (complete with

wheels, tires, less retraction
actuator and dragstay strut) 1039 (2291)
NLG dragstay strut 253 (558)
NLG retraction actuator 41 (90)
NLG wheels (2 off) with tires 281 (619)
3-18
Page 3
R JAN 01/03
Printed in France
C. Fuselage Model 500/600
Radome 28 (62)
Windshield Front Panel 40 (88)
Windshield Emergency Panel 19 (42)
Windshield Side Panel 24 (53)
Cabin door FWD 143 (315)
Cabin door MID 139 (306)
Emergency EXIT 76 (168)
Cabin door AFT 140 (309)
Cargo door FWD 190 (419)
Cargo door AFT 220 (485)
Bulk cargo door 38 (84)
Nose Landing gear forward door (one side) 34 (75)
Nose Landing gear rear door (one side) 15 (33)
Main Landing gear door (one side) 360 (794)
Center line gear main door (one side) 64 (141)
Center line gear fairing door 32 (71)
Control unit, flap 42 (93)
Control unit, slat 40 (88)
Air conditioning pack (one side) 232 (511)
Actuator, Trimmable Horizontal Stabilizer (incl. 192 (423)
hydraulic motors and electric pitch trim
actuator, screwjack)
Hydraulic motors THS 6 (13)
APU access door (two doors) 31 (68)
APU exhaust 33 (73)
APU auxiliary power unit 307 (677)
D. Stabilizers
(1) Vertical Tail

Box 1019 (2247)
Rudder 350 (772)
Removable Leading edge and Dorsal Fin 171 (377)
Tip 17 (37)
Fuselage fairing 75 (165)
(2) Horizontal Tail
Box 3092 (6817)
Elevator 572 (1261)
Removable Leading edge 269 (593)
Tip 49 (108)
Fuselage fairing 33 (73)
3-18
Page 4
R JAN 01/03
Printed in France
Model 500/600
E. Miscellaneous
Ram air turbine assembly 72 (159)
Battery 42 (93)
Engine fire extinguisher bottle 14 (31)
Pneumatic system bleed air precooler 25 (55)
F. Engine and nacelle

Engine (Complete Power Plant) 6433 (14182)
Bare Engine 5120 (11287)
Inlet Cowl 249 (549)
Fan Cowl 128 (282)
Thrust Reverser 824 (1817)
Primary Nozzle 82 (181)
Pylon (Outer) 2289 (5046)
Pylon (Inner) 2142 (4722)
3-18
Page 5
R APR 01/04
Printed in France
COMPONENT HANDLING
Section 3-19 gives the information on dimensions and on the Center of Gravity
(C.G.) locations of the various wing control surfaces. All the dimensions are in
millimeters and inches.
3-19
Page 1
R JAN 01/03
Printed in France
Identification of the Wing Control Surfaces

3-19
Page 2
R JAN 01/03
Printed in France
Inboard Flap – C.G. Location

3-19
Page 3
R JAN 01/03
Printed in France
Outboard Flap – C.G. Location

3-19
Page 4
R JAN 01/03
Printed in France
Spoilers 1, 3, 4 and 5 – C.G. Location

3-19
Page 5
R JAN 01/03
Printed in France
Spoiler 2 – C.G. Location

3-19
Page 6
R JAN 01/03
Printed in France
Spoiler 6 – C.G. Location

3-19
Page 7
R JAN 01/03
Printed in France
Slat 1 – C.G. Location

3-19
Page 8
R JAN 01/03
Printed in France

3-19
Page 9
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Printed in France

3-19
Page 10
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3-19
Page 11
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Printed in France

3-19
Page 12
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Printed in France

3-19
Page 13
R JAN 01/03
Printed in France

3-19
Page 14
R JAN 01/03
Printed in France
Horizontal Stabilizer – C.G. Location

3-19
Page 15
R JAN 01/03
Printed in France
Vertical Stabilizer and Rudder – C.G. Location

3-19
Page 16
R JAN 01/03
Printed in France
Vertical Stabilizer and Rudder – C.G. Location

3-19
Page 17
R JAN 01/03
Printed in France
Tail Cone – C.G. Location

A340-500 Model
3-19
Page 18
R JAN 01/03
Printed in France
Tail Cone – C.G. Location

A340-600 Model
3-19
Page 19
R JAN 01/03
Printed in France
SUGGESTED HANGAR ARRANGEMENT
Pages 2 and 3 show a hangar bay suitable for one airplane in nose-in position.
Pages 4 and 5 show a hangar bay suitable for one airplane in tail-in position.
The number of bays in a hangar is governed of course by the number of airplanes

which will require maintenance action at the same time.
Hangar dimensions are approximate and may be varied to suit individual airline
operating condition.
3-20
Page 1
R JAN 01/03
Printed in France
Suggested Hangar Arrangement

Nose–in Position
3-20
Page 2
R JAN 01/03
Printed in France

Nose–in Position
3-20
Page 3
R JAN 01/03
Printed in France

Tail–in Position
3-20
Page 4
R JAN 01/03
Printed in France

Tail–in Position
3-20
Page 5
R JAN 01/03
Printed in France
LANDING GEAR MAINTENANCE PITS
1. Description
The minimum maintenance pit envelopes for the main gear shock absorber
removal are shown in Figs. 1 thru 4. A maintenance pit is not required for
the CLG.
All dimensions shown are minimum dimensions with zero clearances.
The dimensions for the pits have been determined as follows :
– The length and width of the pits allow the gear to rotate as the weight is
taken off the landing gear
– The depth of the pits allows the shock absorber to be removed when all the
weight is taken off the landing gear.
Dimensions for elevators and associated mechanisms must be added to those in

Figs 1 thru 4.
A. Elevators
These can be either mechanical or hydraulic. They are used to :
(1) Permit easy movement of persons and equipment around the landing gears
(2) To lift removed landing gear assemblies out of the pits.
B. Jacking
The airplane must be in position over the pits to put the gear on the
elevators. Jacks must be installed an engaged with all the jacking points,
Ref. Section 3-14 for airplane maintenance jacking.
Jacks must support the total airplane weight, i.e. when the landing gears
do not touch the elevators on retraction/extension tests.
When tripod support jacks are used the tripod-base circle radius must be
limited because the locations required for positioning the columns are
close to the sides of the pits.
3-21
Page 1
R JAN 01/03
Printed in France
Maintenance Pit Envelopes

Figure 001
A340-600 Model
3-21
Page 2
R JAN 01/03
Printed in France

Figure 002
A340-600 Model
3-21
Page 3
R JAN 01/03
Printed in France

Figure 003
A340-500 Model
3-21
Page 4
R JAN 01/03
Printed in France

Figure 004
A340-500 Model
3-21
Page 5
R JAN 01/03
Printed in France
RECOMMENDED WORKSTANDS
The essential aspects that affect a decision to build a fixed dock or a movable
dock are :
– the fleet size of one type of aircraft,

– the different types of aircraft in operation which demand the same hangar
facilities,
– the hangar facilities must comply for both light maintenance or major
maintenance.
It would appear logical to build a fixed dock facility where the fleet size of
one type of aircraft provides for an adequate workload. This therefore implies
that the fixed dock is in use most of the time.
When the fleet size is small or adaptability is required, movable workstands are
more economic and proficient. Movable workstands are a facility that can be used
for different types of aircraft.
Illustrations which show the movable workstands have been incorporated to help
develop base facilities.
3-22
Page 1
R JAN 01/03
Printed in France
Item No. of Description Access to
1 2 Cargo Compartment Platform Cargo Compartments
2 4 Engine Platforms Engine/Pylon/Radome

Nose Landing Gear
3 1 MLG Compartment Platform Main Landing Gear Compartment
4 1 Rear Fuselage Platform Rear Fuselage
5 1 Hydraulic Platform-Giraffe Vertical/Horizontal

Stabilizer/APU
Compartment/Rear Fuselage
6 3 Pax Door Platforms, FWD, MID, Passenger Doors/Cabin/Flight

AFT Deck
7 1 Fuselage Platform Fuselage
8 2 Inner Wing Platforms Wing Root and Flap/Slat System
9/10 4 Outer Wing Platforms Flap/Slat and Spoiler System
Summary of Recommended Movable Workstands

Aircraft on Wheels
3-22
Page 2
R JAN 01/03
Printed in France
General Arrangement
A340-500 Model
3-22
Page 3
R JAN 01/03
Printed in France
General Arrangement
A340-600 Model
3-22
Page 4
R JAN 01/03
Printed in France
Cargo Compartment Platform

3-22
Page 5
R JAN 01/03
Printed in France
Engine Platform
3-22
Page 6
R JAN 01/03
Printed in France
MLG Compartment Platform

3-22
Page 7
R JAN 01/03
Printed in France
Rear Fuselage Platform

3-22
Page 8
R JAN 01/03
Printed in France
Hydraulic Platform – Giraffe

3-22
Page 9
R JAN 01/03
Printed in France
Pax Door Platform FWD/MID/AFT

3-22
Page 10
R JAN 01/03
Printed in France
Fuselage Platform
3-22
Page 11
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Inner Wing Platform

3-22
Page 12
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Outer Wing Platform

3-22
Page 13
R JAN 01/03
Printed in France
SECTION 4 – COMPONENT REPAIR/OVERHAUL AND FUNCTIONAL TEST

SECTION SECTION
LEP R 1 TO 1 MAY 01/07 4-5 R 3 MAY 01/07

4-5 R 4 MAY 01/07
4-0 R 1 MAY 01/07
4-1 R 1 MAY 01/07
4-1 R 2 MAY 01/07
4-1 R 3 MAY 01/07
4-1 R 4 MAY 01/07
4-1 R 5 MAY 01/07
4-1 R 6 MAY 01/07
4-1 R 7 MAY 01/07
4-1 R 8 MAY 01/07
4-1 R 9 MAY 01/07
4-2 R 1 MAY 01/07
4-2 R 2 MAY 01/07
4-2 R 3 MAY 01/07
4-2 R 4 MAY 01/07
4-2 R 5 MAY 01/07
4-2 R 6 MAY 01/07
4-2 R 7 MAY 01/07
4-2 R 8 MAY 01/07
4-2 R 9 MAY 01/07
4-3 R 1 MAY 01/07
4-3 R 2 MAY 01/07
4-3 R 3 MAY 01/07
4-3 R 4 MAY 01/07
4-3 R 5 MAY 01/07
4-3 R 6 MAY 01/07
4-3 R 7 MAY 01/07
4-3 R 8 MAY 01/07
4-3 R 9 MAY 01/07
4-3 R 10 MAY 01/07
4-3 R 11 MAY 01/07
4-3 R 12 MAY 01/07
4-3 R 13 MAY 01/07
4-3 R 14 MAY 01/07
4-4 R 1 MAY 01/07
4-4 R 2 MAY 01/07
4-4 R 3 MAY 01/07
4-4 R 4 MAY 01/07
4-5 R 1 MAY 01/07
4-5 R 2 MAY 01/07
4 – LEP
Page 1
MAY 01/07
Printed in France
SECTION 4 – COMPONENT REPAIR/OVERHAUL AND FUNCTIONAL TEST
Table of Contents
Subject Section
R Air Conditioning and Pneumatic 4–1
R Electrical 4–2
R Fuel System Components 4–3
R Hydraulic 4–4
R Flight Controls 4–5
4–0
Page 1
R MAY 01/07
Printed in France
AIR CONDITIONING AND PNEUMATIC
1. General
The purpose of the transfer sub-system is to select the HP compressor stage

from which air is to be bled : HP stage (1st stage) or HP stage (6th stage).
This selection is determined either pneumatically as a function of the
pressure level of the bleed air, or electrically by imposing IP bleed by
means of a BMC (Bleed Monitoring Computer) command.
2. Characteristics of the Check Valve
• Outline drawing : PN drawing No. EB100904B

Characteristics
. Weight : 1.56 kg. (3.44 lbs)

. Maximum air supply pressure :
– in closed position : 8.96 bar rel. (130 psig)
– in open position : 7.99 bar rel. (116 psig)
. Maximum supply air temperature : 354°C (669.2°F)
. Pressure drop :
In fully open position, the pressure drop is 72.39 mbar (1.05 psig) for
an upstream pressure of 3 bar abs., a temperature of 200°C and an air
flow of 1.6 kg./s.
• Leakage :
In closed position, with 9.17 bar rel. (133 psig) downstream pressure,
2.06 bar rel. (30 psig) upstream pressure, at 25 (± 20)°C = inverse
internal leakage lower than 0.5 lb./min.
• Ambient temperatures :
– normal operational : − 40°C to 145°C (− 40°F to 293°F)

– limit operating conditions : − 55°C to 245°C (− 67°F to 473°F)
• Ambient pressures : 0.16 to 1.45 bar abs. (2.3 to 21.0 psia)
• Dimensions :
– diameter : 154.36 mm (6.07 in.)

– thickness : 49.96 mm (1.96 in.)
4-1
Page 1
R MAY 01/07
Printed in France
3. Characteristics of the High Pressure Valve

The High Pressure Valve (HPV) is used to control air bleed from the HP6 stage
of the engine compressor in order to provide the level of pressure and
temperature adequate for engine bleed air user systems and to minimise bleed
from high pressure port. The valve acts also as an isolation valve for bleed
ON/OFF switching.
The valve is opened by energizing a double coil ON/OFF solenoid commanded by
the Engine Electronic Control (EEC). Valve operation is monitored by the
Bleed Management Controller (BMC).
Outline drawing : PN 6853B01000
Weight : 5.5 kg. (12.12 lb.)
• Operational Conditions :
. Air Pressure and temperature Normal conditions
Valve open : max. pressure
condition : 190 psig (13.1 bar rel.) at 450°C (842°F)
Valve closed : max. upstream pressure
condition : 651 psig (44.9 bar rel.) at 674°C (1 245.2°F)
associated with a downstream pressure condition of 178 psig
(12.3 bar rel.).
• Functional characteristics :
. Valve operation
With no upstream pressure, the valve shall be closed by a spring. When at
least one solenoid coil is energized, the valve shall fully open as soon
as the minimum upstream (14.5 psig/1 bar) is reached.
. Minimum valve opening upstream pressure
The minimum pressure to open the valve from fully closed to fully open
position shall not exceed 14.5 psig (1 bar rel.).
. Travel time
Whatever ambient conditions, time to open and close the valve shall not
exceed :
Opening travel time : 4 s. max.
Closing travel time : 3 s. max.
. Internal leakage
When valve is fully open, the max. internal leakage shall not exceed
8.2 g./s. in the following conditions :
Upstream pressure : 10 bar gauge (145 psig)
Downstream pressure : 0 bar gauge
Air temperature : 25°C (77°F)
. External leakage
3 g./s. in the following conditions :
Upstream pressure : 6.89 bar gauge (100 psig)
4-1
Page 2
R MAY 01/07
Printed in France
• Electrical characteristics :
. Dual Solenoid characteristic

Impedance of the coil 1 : 70 mH ± 20 %
Impedance of the coil 2 : 170 mH ± 20 %
Resistance : 70 ohm ± 10 % at 20°C ( 68°F) ambient
: 170 ohm ± 10 % at 250°C (482°F) ambient
. Position Microswitch
Nominal Supply : 28 VDC
Current : 0.5 to 20 mA
. Bonding and grounding
The valve shall be bounded via the mounting flanges.
The resistance between any fix point on the equipment case and the
dedicated bonding surface (flanges) and any fix point on the equipment
and connector bonding pin shall not exceed 20 m.Ω.
. Insulation resistance
Higher than 100 m.Ω under 100 VDC
• Physical characteristics :
. Mechanical interfaces
Valve body flanges : 4 inch diameter female Janitrol type
Test port equipped with MS 33514-4 pneumatic connector
• Electrical interfaces :
. EN 2997SEO-10-06M6 connector for connection of coil 1 and microswitch

(full closed position)
. EN 2997SEO-08-03M6 connector for connection of coil 2
4-1
Page 3
R MAY 01/07
Printed in France
4. Characteristics of the Pressure Regulating Valve
• Outline drawing : PN 6854C01000
Characteristics
. Weight : 5.9 kg. (13 lb.)

The function of the Pressure Regulating Valve (PRV) shall be :
– to regulate the pressure for downstream user systems
– to act as an isolation valve (Bleed ON/OFF switching and event of
engine fire)
– to close in case of reverse flow (engine compressor protection)
Control and monitoring on the A/C :
– the regulated pressure is controlled by the BMC with an electronic
slaving loop
– the opening/closure of the valve is commanded either :
. by the ON/OFF pushbutton switch on the cockpit panel
. or the BMC for automatic closure in case of detected failure
. or the Fire handle for closure in the event of engine fire
– the position of the valve is monitored by the BMC
The PRV is a pneumatically actuated, electrically controlled and spring
loaded closed butterfly shut-off valve.
– the regulated pressure is electrically adjusted by the current supplied
to a torque motor
– the opening of the valve is electrically commanded by energizing a
solenoid
– the position of the valve is electrically indicated by a full closed
position microswitch
. Operational conditions :
– Air Pressure and temperature normal conditions
HP6 bleed port switching condition :
max. pressure condition : 190 psig (13.1 bar rel.) at 450°C (842°F)
HPV closed max. leakage condition :
max. pressure condition : 357 psig (24.6 bar rel.) at 674°C (1 245.2°F)
. Functional characteristics :
– Minimum valve opening upstream pressure
The minimum upstream muscle pressure to open the valve from fully
closed to the max. open position shall not exceed 14.5 psig
(1 bar rel.)
4-1
Page 4
R MAY 01/07
Printed in France
. Travel time :
Whatever ambient conditions, time to open and close the valve shall not
exceed :
Opening travel time : 2 s. ± 0.5 s.
. Internal leakage :
When valve is fully closed the max. internal leakage shall not exceed
8.2 g./s. in the following conditions :
Upstream pressure : 10 bar rel. (145 psig)
Downstream pressure : 0 bar rel.
Air temperature : 25 ± 10°C (77°F ± 50°F)
. External leakage :
Upstream pressure : 3 bar rel. (44 psig)
• Electrical characteristics
. Solenoid :
Nominal supply : 28 VDC
Operating voltage supply range : 17 to 32 VDC
Current max consumption : 0.4 mA under 28 VDC
. Torque motor :
Operating current supply range : O to 250 mA
Torque motor resistance : 20 to 70 ohm
Torque motor inductance : 15 to 50 mH
. Microswitch :
. Bonding and grounding :

case and connector bonding pin shall not exceed 20 m.Ω
• Physical characteristics
. Mechanical interfaces :
Test port : MS 33514-4 pneumatic connector
Over Pressure Valve port : MS 33514-4
. Electrical interfaces :
EN 2997SEO-10-06MN connector for connection of solenoid and torque motor
EN 2997SEO-08-03MN connector for connection of microswitch
4-1
Page 5
R MAY 01/07
Printed in France
5. Characteristics of the Overpressure Valve
• Outline drawing : PN 6741B010000
Characteristics
. Weight : 4.2 kg. (9.25 lb.)

The Over Pressure Valve (OPV) protects pneumatically the downstream bleed
system equipment and user systems against potential overpressure in the
event of bleed pressure control malfunction. Valve operation is monitored
by the Bleed Monitoring Computer (BMC).
The valve is a pneumatically actuated, spring loaded opened butterfly
overpressure valve. A full open/not full open position microswitch is
used for valve operation monitoring. A first upstream pressure port
located on the valve body is used to measure the Pressure regulating
valve downstream pressure by means of a dedicated pressure transducer for
electronic bleed pressure control and monitoring.
A second upstream pressure port located on the valve body is used as
pressure reference port for Pressure Regulating Valve.
. Operational conditions
– Air Pressure and temperature normal conditions :
Max. pressure open condition : 60 psig (4.1 bar rel.) at 450°C (842°F)
. Functional characteristics
– Valve operation :
Fully open if upstream pressure is < 85 psig
Fully closed if upstream pressure is > 85 psig (+0/-10 psi)
After an overpressure closing, the valve shall re open if upstream
relative pressure decreases below 52 psig (+3/-3.5 psig)
– Internal leakage :
Valve closed : the max. internal leakage shall not exceed 5 g./s. in
the following conditions
Upstream absolute static pressure : 8.7 bar rel. (126 psig)
Downstream pressure : outside static pressure
Temperature : 25°C (77°F)
– External leakage :
Valve open : the max. internal leakage shall not exceed 0.5 g./s. in
the following conditions
Upstream pressure : 3.87 bar rel. (55 psig)
Temperature : 25°C (77°F)
4-1
Page 6
R MAY 01/07
Printed in France
. Position Microswitch :
Pressure ports : MS 33514-4 pneumatic connector
EN 2997SEO-08-03MN connector for connection of the microswitch
4-1
Page 7
R MAY 01/07
Printed in France
6. Characteristics of the Fan Air Valve
• Outline drawing : PN 6830A030000
Characteristics
. Weight : 4 kg. (8.81 lb.)

The function of the FAN AIR VALVE (FAV) shall be :
– To modulate the fan air (coolant air) flow through the pre-cooler
exchanger cold side in order to regulate the hot side outlet
temperature for downstream user system.
Control and monitoring on the A/C :
– The position of the valve is modulated by the BMC with an electronic
slaving loop.
– The position of the valve is monitored by the BMC.
The FAV is a pneumatically actuated, electrically controlled and spring
loaded closed butterfly shut-off valve :
– The butterfly position is electrically modulated by the current
supplied to a torque motor.
– The full closed and full open position of the valve are electrically
indicated by means of two microswitches.
• Operational conditions
. Air Pressure and temperature, normal conditions :
max. pressure condition : 11.2 psig (0.775 bar rel.) at 87°C (188.6°F)
max. temp condition : 92°C (197°F) at 10.6 psig (0.73 bar rel)
• Functional characteristics
. Valve operation :
Between 0 and 40 mA valve full open
Between 40 and 210 mA valve modulate butterfly position
Over 210 mA, valve full closed
. Minimum valve opening upstream pressure :

The minimum upstream muscle pressure to open the valve from fully closed
to the max. open position shall not exceed 14.5 psig (1 bar rel.)
. Travel time :
Whatever ambient conditions time to open and close the valve shall not
exceed :
Opening travel time : 2 s. ± 0.5 s.
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. Internal leakage :
When valve is fully closed, the max internal leakage shall not exceed
Downstream pressure : outside static pressure
. External leakage :
When valve is fully open, the max internal leakage shall not exceed
. Torque motor :
Operating current supply range : O to 250 mA
Torque motor resistance : 20 to 70 Ω
Torque motor inductance : 15 to 50 mH
. Position microswitch :

Valve body flanges : 5.5 in. diameter female Janitrol type
Test port : MS 33514-4 pneumatic connector
Muscle pressure port union : MS 33514-4
EN 2997SEO-10-06MN connector for connection of the 2 microswitches
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ELECTRICAL
1. General
This section contains technical data and requirements relative to airplane

component overhaul and functional testing of electrical system.
2. General Power Requirements
A. Generator Control Unit
Component Maintenance Manual : 24-23-04

Vendor code : 99167
Characteristics
Approximate Weight : 8.73 lb. (3.9 kg.)
Approximate Dimensions : 12.56 x 3.58 x 7.75 in. (319 x 90.9 x 196.8 mm)
Electrical Connector : RADIALL PN 620410027

ARINC 600 Connector : CANNON PN BKAF1-125-4001458
Temperature Range of Operation : 5°F to 158°F (− 15°C to 70°C)
Normal Operating Voltage : 28 VDC
Power Dissipation : 30 W
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B. Integrated Drive Generator

Vendor code : 99167
Characteristics
Electrical Data :
Voltage at Point of Regulation : 115/200 VAC
Phase : 3
Rating at the Point of Regulation : 75 KVA
Power Factor : 0.75 (lagging) to 0.95 (leading)
Frequency : 400.0 ± 0.3 Hz
Overload Capacity at the Point of Regulation : 112.5 KVA for 5 min
: 150 KVA for 5 sec
Phase Rotation : T1, T2, T3
Speed and Direction of Rotation :

Direction of Input Rotation : Clockwise
(looking toward input shaft)
Input Speed Range for Constant Generator Speed : 4 875 to 9 120 r/min
Nominal Generator Speed : 24 000 ± 18 r/min
Overspeed c CSD : 9 223 r/min

generator : 30 000 r/min
Environmental Conditions :
Maximum Oil-in Temperature
(continuous operation) : 127°C (261°F)
Required Oil Specification : MIL-L-7808
: MIL-L-23699
: ETO 25
Masses, Pressures and Capacities :
Dry mass of Integrated Drive Generator : 55.87 kg. (122.8 lb.)
Normal Charge Pressure : 17930 mB to 20680 mB (260 to 300 psi)
Scavenge Pump Capacity (theoretical) : 19.6 g./min (74.2 L/min)
Charge Pump Capacity (theoretical) : 15.4 g./min (58.3 L/min)
Oil Capacity of Integrated Drive Generator : 1.8 gal. (7.0 l) max.
Supply Pump Capacity (theoretical) : 70.4 L/min (18.6 US g/min)
Scavenge Filter :
Disposable Filter Element : Beta 10-65
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Protective Devices :
Manually Actuated Input Shaft Disconnect Solenoid, 18 to 32 volt

Direct Current Momentary Switch
Input Shaft Shear Section at : 9 000 ± 400 Lbf./in. (1 016.8 ± 45.1 m.N)
torque
Scavenge Filter Bypass Valve : 333 psi (2.296 kPa)
Self relief valve (fluid overpressure)
Indicating Devices :
Scavenge filter pressure differential indicator (external button)

Low Oil Level sensor
Oil-out Temperature (Resistance) Sensor
Oil-in Temperature (Resistance) sensor
Charge Pressure Switch
Disconnect status switch
Sight glass (oil level indicator)
Input speed sensor
Scavenge filter pressure differential switch (electrical switch)
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C. Static Inverter

Vendor code : 10933
Characteristics
Dimensions :
length : 154 mm ( 6.06 in.)

width : 695.5 mm (27.38 in.)
height : 154 mm ( 6.06 in.)
Weight : 15.25 kg. (33.62 lb.)
Environmental :
Temperature : − 55°C to + 71°C (− 67°F to 159.8°F) (continuous)

Altitude : Up to 55 000 ft.
Cooling : Integral fan
Input Power Voltage : 17 to 32.5 V (28 VDC nominal)
Output Power Voltage : 115 Vrms ± 5 Vrms on 400 Hz units except

1B1000-1GS
Frequency : 400 Hz ± 2 Hz
Distortion harmonique : 3 %
Power
2 500 VA c Linear Load 40 %

No Linear Load 60 %
Short Circuit Current : 21 A (43.5 A during 10 s.)
Efficiency : TBC
Fault Monitoring : TBC
TSO-C73 compliance category : F2B/RTY/E/XXX/FXX/ZAZZ DO-160A
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D. Saft Battery

Vendor code : F 6177
Characteristics
(1) Technical :
Nominal voltage : 24 volts
Rated capacity : 50 Ah Ultra Low Maintenance
Connector : MS 3509 or NF L 56-205A
Electrolyte : Sol. KOH s.g. 1.24
Consumable volume of electrolyte : 60 cm3 per cell
Dimensions (Battery base maximum area) :
length : 254 mm (10 in.)

weight : 248 mm ( 9.76 in.)
height : 262 mm (10.31 in.)
Weight : 42 kg. (92.59 lb.)
(2) Application :
Operating temperature :
– 15°C to + 70°C (+ 85°C for short duration, survival temperature)
+ 5°F to + 158°F (+ 185°F for short duration, survival temperature)
Instantaneous maximum power :

– at + 25°C (77°F) 12 V 15 s. 1300 A
– at − 15°C (5°F) 12 V 15 s. 930 A
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E. Battery Charge Limiter (BCL)

Characteristics
(1) Electrical :
(a) Power supply :

Nominal voltage : + 28 VDC
Minimum voltage : + 12 VDC
Maximum voltage : + 30.2 VDC
Current less than 0.46 A
Absorbed power : Less than or equal to 13 watts
(2) Environment characteristics :
(a) Temperature :
Normal operating temperature range : − 15°C to + 55°C
(+ 5°F to + 131°F)
Maximum operating temperature : + 70°C (+ 158°F)
during short periods
Storage temperature : − 50°C and + 60°C
(− 25°F to + 140°F)
(b) Dielectric strength :

The dielectric strength is measured between P1-E and the other
interconnected pins under 500 VDC during one minute.
(c) Insulation resistance :

The insulation resistance between P1-E and the other
interconnected pins is greater than 400 megohms under 45 VDC.
(d) Bonding :
The bonding resistance measured between pin P1-E and an
attachment lug is lower than 20 milliohms.
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F. Transformer Rectifier

Transformer-rectifier : PN SP 3062
General
The transformer-rectifier allows, from a three-phase 115 V-400 Hz AC

voltage, supply of a 28 VDC voltage delivering a 200 A current.
Connection with the primary power supply is achieved via a 4-pin

connector.
The DC voltage is distributed to the external circuits via two + and −

terminal blocks.
Data exchange for operation monitoring and control of the equipment is

achieved via a 15-pin connector.
Characteristics
Weight : 7.4 kg. (16.31 lb.)
Primary power supply : 115 V (± 3 V) − 400 Hz (± 5Hz) (three-phase)
Power delivered : 28 VDC − 200 A for the TR1 and TR2

: 28 VDC − 100 A for the ESS TR and APU TR
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G. Constant Speed Motor/Generator

Vendor code : K 4413
Model : CMV3-022-EA3C
Part No. : 520913
Type : Variable displacement, hydraulic motor driven, constant speed,
A.C. generator
Dimensions and Weight :
Length : 366.11 mm (14.4 in.)
Maximum width : 157.5 mm (6.2 in.)
Maximum height : 181.61 mm (7.15 in.)

(excluding mounting block)
Mass, dry, estimated : 8.97 kg. (19.71 lb.)

(excluding mounting block)
Hydraulic Motor :
Type : Inline, axial piston, variable displacement
Control : Closed loop servo
Displacement : 2.95 to 3.11 ml/rev. (0.18 to 0.19 in.3/rev.)
Control speed : 12 000 ± 240 rev./min (steady state)
Inlet pressure : 0 to 207 bar (0 to 3 002 lbf./in.2)
The hydraulic reservoir is pressurized to a normal pressure of 4.5 bar

(absolute)
Hydraulic fluid : NSA 307-110 (Skydrol 500B-4)
System cleanliness : NAS 1 638, Class 7 or better
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A.C. Generator :
Type : 3-phase, A.C. constant speed
Cooling : Liquid cooled (motor hydraulic fluid)
Output power : 0 to 5.5 KVA (nominal)
Output frequency : 400 ± 4 Hz (steady state)
Output voltage : 115 ± 1 V line to neutral

: 200 ± 2 V line to line (averaged over 3 phases)
Servo Control Valve :
Type : 2 stage, flapper nozzle
Rated current drop of 207 bar (3 002 lbf./in.2) and rated flow :
– 20 mA at valve pressure
Rated flow :
196.64 cc/sec (11.8 l/min) (12 in.3/sec [2.6 g./min]) under no load
conditions (pressure differential between P and T ports 207 bar
[3002 lbf./in.2])
Coil connections : Parallel
Supply pressure : 0 to 206

+ 3 bar
– 0 bar
(0 to 2 987 psi
+ 43
– 0 )
Solenoid control valve :
Type : 2 stage, 2 position, solenoid operated
Operating voltage : 20 to 30 VDC
Operation : Solenoid energized, valve open
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FUEL SYSTEM COMPONENTS
1. General
A. Tests of fuel system components can be carried out with any of these
fuels. The fuel can contain any of these additives in the approved
concentrations.
BRITISH AMERICAN CANADIAN I.A.T.A. FRENCH
D. Eng. R.D. ASTM.D. 1655 3-GP-28f AIR3405

2482 JET A
D. Eng. R.D. ASTM.D.1655 3-GP-23f KEROSINE AIR3417/A

2494 JET A1 TYPE FUEL
D. Eng. R.D. ASTM.D.1655 3-GP-22f WIDE CUT

2486 JET B TYPE FUEL
MIL-T-5624G (JPA TYPE)

GRADE JP4
D. Eng. R.D. MIL-T-5624G 3-GP-24e

2498 GRADE JP4
Additionally USSR T-7 and TC-1 fuels can be used.

Fuels with the following deviations from the specifications D. Eng. R.D. 2494
e.g. USSR TS-1 (GOST-10227-62) :
Flash Point : Min 21°C (70°F)

Metceptan Sulphit : Max. 0.016 by weight
Anti-Static additive Shell ASA-3 in concentrations not exceeding
0.75 parts per million.
Anti-Corrosion additive Santolene C in quantities not exceeding 4 lb.
per 35000 Imperial gallons and phosphorous content not exceeding
0.06 parts per million.
Anti-Icing additive D. Eng. R.D. 2451 (Issue 1 or 2) or any direct
equivalent in concentrations not exceeding 0.15 % by volume.
Anti-Icing additive Philips PF 55-MB.
Biocide Biobor JF in concentrations of 135 to 270 parts per million.
Water content of fuel 0.02 % maximum.
B. The specifications that follow are for the fuel system components.
They are used in the fuel system of the aircraft models that follow :
– 500.
– 600.
The specifications refer to the fuel flow, pressures, temperatures and
electrical power supplies required for ovehaul and testing.
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(1) Valves (Spherical Type Valves)
(a) Low Pressure Fuel Valve.

FRH120199M (Inboard) and FRM120197M (Outboard)
These valves are used on -500 and -600 models.

Vendor code : U 1918
Characteristics
Weight : 1.75 kg. (3.86 lb.)
Fluid : Aircraft fuel and additives
Operating Pressure : 4.14 bar (60 psi)
Operating Torque : 2.26 Nm (20 lbf.in.)
Thermal Relief Valve : 0.83 to 1.52 bar (12 to 22 psi)

Valve operating pressure
(b) Fuel Jettison Valve FRM120138R


Characteristics
Weight : 2.6 kg. (5.73 lb.)
Fluid : Aircraft fuel and additives
Operating Torque : 2.26 Nm (20 lbf. in.)
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(c) Fuel Crossfeed Valve FRH120202P

This valve is used on -500 and -600 models.

Manufacturer
Weight : 1.27 kg. (2.8 lb.)
Fluid : Aircraft fuel
Operating Torque : 2.26 Nm (20 lbf.in.)
(d) Fuel Crossfeed Valve FRM120205P


Characteristics
Weight : 1.32 kg. (2.9 lb.)
Fluid : Aircraft fuel
Operating Torque : 2.26 Nm (20 lbf. in.)
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(e) 2.0 Inch Valves B97H51-606

B97H51-607
B97H51-608
These valves are used in -500 and -600 models.

Characteristics
Weights B97H51-606 : 0.795 kg. (1.75 lb.)

B97H51-607 : 0.7 kg. (1.54 lb.)
B87H51-608 : 1.25 kg. (2.75 lb.)
Length : 124 mm (4.8 in.)
Diameter of mount : 105 mm (4.134 in.)
Fluid : Aircraft fuel (F34, F35, F40, F43)
Pressures Operating : 3.5 bar ( 50 psi) for B97H51-606

and B97H51-607
: 3.8 bar ( 55 psi) for B97H51-608
Proof : 13.8 bar (200 psi)
Burst : 17.2 bar (250 psi)
Flow Nominal : 5.6 m3/h (20.53 gal/min) for B97H51-606

and B97H51-607
: 5.6 m3/h (20.53 gal/min) for B97H51-608
Temperature Range : - 60°C to + 70°C (- 76°F to + 158°F)
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(f) Defuel Valve FRH120126M

This Defuel Valve is used on -500 and -600 models.

Characteristics
Fluid : Fuels, additives and air
Weight : 2.25 kg. (4.96 lb.)
Diameter : 50.8 mm (2.0 in.)
Temperature range : - 60°C to + 70°C (- 76°F to + 158°F)
Operating Pressure : Up to 60 psig
Altitude Range : - 300 m to + 12 000 m

(- 984 ft. to + 39 370 ft.)
(g) Transfer Control Valves FRH120207T and FRH120209T

These Transfer Control Valves are used on -500 and -600 models.
Component Maintenance Manual : 28-26-42 and 28-26-47

Characteristics
Weight : 7.4 kg. (16.32 lb.)
Nominal Driveshaft Length : 500 mm (19.7 in.)
Operating Pressures at :
Jet Pump Port Fwd Tank Port Aft Tank Port
Open 2.76 bar 0.35 bar 0.35 bar

(40 psig) (5 psig) (5 psig)
Fwd Transfer 0.7 bar 0.7 bar 0.7 bar

(10 psig) (10 psig) (10 psig)
Altitude range : - 300 m to + 13 716 m

(- 984 ft. to + 45 000 ft.)
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(h) Fuel Inlet Valve 2.5 inch B97H63-605

Refuel Restricter Valve 2.5 Inch B97H63-607

Characteristics
Weights B97H63-605 : 1.4 kg. (3.08 lb.)

B97H63-607 : 0.94 kg. (2.07 lb.)
Diameter of mounting : 105 mm (4.13 in.)
Fluid : Aircraft fuel (F34, F35, F40, F43)
Pressure Operating : 3.8 bar ( 55 psi)
Proof : 13.8 bar (200 psi)
Burst : 17.2 bar (250 psi)
Flow (Nominal) : 1.655 m3/min (439.84 gal/min)
Flow (for restricted : 0.41 m3/min (108.31 gal/min)

position) of Refuel
Restricter Valve
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(i) Fuel Check Valve, 9843144M


Characteristics
Weight : 0.21 kg. (0.95 lb.)
Length : 124.5 mm (4.9 in.)
Diameter of mounting : 68.0 mm (2.7 in.)
Fluid : Aircraft fuel (F34, F35, F40, and F43)
Inlet Connection : 4 holes, 6.5 mm (0.26 in.) dia flange
Outlet Connection : Gamah type GC420-32
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(2) Fuel Pumps
(a) Fuel Boost Pump Type 568-1-28300-001 with Canister

568-1-28301-003
This pump is used on -500 and -600 models.

Vendor code : K 2523
Characteristics
Weights
Pump : 2.117 kg. (4.67 lb.)
Canister : 2.156 kg. (4.76 lb.)
Height : 254.0 mm (10.0 in.)
Diameter of Mounting : 215.0 mm ( 8.46 in.)
Fluid : Aircraft fuel, additives and air
Electrical Supply : 200 VAC, 400 Hz, 3-Phase
Consumption Max. : 7.5 A per phase
Performance : 13 638 l/hr (3 602 gal/hr) at 1.38 bar

(Avtur at 20°C) (20 psi) minimum pressure increase
Rotation : Counterclockwise (viewed from the connector end)
No Flow Pressure
Increase Minimum : 2.34 bar (34 psi)
Thermostatic Switch : Stator winding temperature 192°C (377°F)
Operation : Pump body temperature not higher than 200°C (392°F)
Bonding Resistance : 10 milliohms at 1.0 A
Receptacle Connector : 3 pin, shell size 12, to NAS1599
Altitude Range : - 300 m to 13 716 m (- 1 000 ft. to 45 000 ft.)
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(b) Trim Pump 9C141-2

This Trim Pump is used on -500 and -600 models.
Characteristics
Weight : 2.98 kg. (6.56 lb.)
Maximum Dry Run Time : 1 Hour

(- 984 ft. to + 45 000 ft.)
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(3) Actuators
(a) Twin Motor Actuator HTE 1900021

This actuator is used on -500 and -600 models.

Characteristics
Weight : 0.6 kg. (1.3 lb.)
Current 28 VDC : Twin Motors 1.0 A

: Single Motor 1.0 A
Rating : 28 VDC
Angular Travel : 90°
Transit Time : 1 motor less than 7.0 s.

: 2 motors 2 to 5 s.
Operating Torque : Nominal 3.39 Nm (30 lbf. in.)
Temperature Range
Normal : - 60°C to + 70°C (- 76°F to + 158°F)
Exceptional : - 60°C to + 125°C (- 76°F to + 257°F)
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(b) Single Motor Actuator D97C00-609

This actuator is used on -500 and -600 models.

Characteristics
Weight : 0.4 kg. (0.88 lb.)
Length : 125 mm (4.92 in.)
Width : 69.2 mm (2.72 in.)
Angular Travel : 90° ± 5°
Load on the output shaft : 2.5 Nm (22 lbf. in.)
Voltage : 28 VDC
Consumption
Opening travel : 0.45 A
Closing travel : 0.5 A
Operating Time : 2.4 s. ± 15 %
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(4) Overpressure Protectors
(a) Overpressure Protector N° L93F100-605 (Trim)

L93F100-607
These overpressure protectors are used on -500 and -600 models.

Characteristics
Fluid : Fuel and additives + air
Weight L93F100-605 : 1.3 kg. (2.87 lb.)

L95F100-607 : 1.44 kg. (3.17 lb.)
Diameter L93F100-605 : 225 mm (8.85 in.)

L95F100-607 : 224 mm (8.81 in.)
Operating Pressures :
Part No. L95F100-605

Trim Surge to outside : 448 to 500 mbar (6.5 to 7.25 psi)
Outside to trim Surge : 200 to 300 mbar (2.9 to 4.35 psi)
Part No. L95FL100-607

Wing Surge to outside : 482 to 551 mbar (7 to 8 psi)
Outside to trim Surge : 206 to 344 mbar (3 to 5 psi)

(- 1 000 ft. to + 41 000 ft.)
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(b) Overpressure Protector L95F89-602

This overpressure protector is used on -500 and -600 models.

Characteristics
Weight : 0.74 kg. (1.63 lb.)
Diameter : 168 mm (6.6 in.)
Operating Pressures
Center to Inner : 350 to 490 mbar (5 to 7 psi)
Inner to Center : 10 bar (145 psi)

(- 1 000 ft. to + 41 000 ft.)
(5) Main Pump Check Valve 984319L

This Check Valve is used on -500 and -600 models.

Characteristics
Weight : 0.33 kg. (0.73 lb.)
Width : 80 mm (3.1 in.)
Operating Pressures : Opens between 1.5 and 2.0 psig differential
Altitude Range : - 300 m to + 13 716 m (- 1 000 ft. to + 45 000 ft.)
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(6) Fuel Check Valve 2980046-101

This Check Valve is used on -500 and -600 models.
Component Maintenace Manual : 28-20-54

Vendor code : Z 6055
Characteristics
Weight : 0.423 kg. (0.93 lb.)
Diameter : 52 mm (2.05 in.)
Operating Pressure : 60 psig
(7) Pressure Holding Valve L95N51-601

This Pressure Holding Valve is used on -500 and -600 models.

Characteristics
Weight : 1.85 kg. (4.08 lb.)
Diameter : 50.8 mm (2.0 in.)
Operating Pressure : Up to 100 psig
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HYDRAULIC
1. General
This data is intended to enable the initial study of the test equipment and
facilities which will be needed for accomplishment of the overhaul and
functional testing tasks. They are not to be considered final.
Hereinafter are specified the flows, pressure and temperatures for the
overhaul and functional testing purposes.
2. Hydraulic Pump PV3-300-13
Overhaul Manual Number : 29-10-41

Vendor code : 62983A
Characteristics
Length (exclusive of coupling

shaft and pilot ring extension) : 12.77 in. (324.4 mm)
Coupling shaft extension : 1.790 in. min. to 1.910 in. max.

(45.47 mm min. to 48.51 mm max.)
Pilot ring diameter : 6.996 ± 0.001 in. (177.70 ± 0.03 mm)
Pilot ring extension : 0.178 ± 0.010 in. (4.52 ± 0.25 mm)
Mounting flange bolt circle : 8.000 in. (203.20 mm) dia.
Port Spacing
Inlet to outlet : 2.96 in. (75.2 mm)
Inlet to case drain : 3.40 in. (86.4 mm)
Maximum weight (dry) : 35.1 lbs. (15.92 kg)
Connections :
Inlet : 1.6250-12 thread (conforms to MS33649-20)
Outlet : 1.3125-12 thread (conforms to MS33649-16)
Case drain : 0.7500-16 thread (conforms to MS33649-8)
Seepage drain : 0.4375-20 thread (conforms to MS33649-4)
Solenoid - electrical connector : 0.8750-20 UNEF-2A thread
Coupling shaft : 24 tooth spline, 20/30 pitch,

1.2000 pitch dia., pressure
angle (conforms to AS472-B)
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Performance :
Rated speed : 3750 rpm
Recommended inlet fluid pressure : 35-45 psig (241-310 kPa)
Minimum inlet pressure at

3 700 rpm : 5 psia (35 kPa, absolute)
Inlet fluid temperature : 150°F to 170°F (65°C to 77°C)
Pressure at which displacement

begins to reduce : 2 900 psig (19 995 kPa)
Recommended continuous
operating pressure : 3 010 psig (20 754 kPa)
Theoretical displacement at
maximum yoke angle : 3.04 cu. in./rev. (49.82 mL/rev.)
Maximum yoke angle : 17°30'
Cylinder block bore size

(nominal) : 0.6659 in. (16.91 mm)
Direction of rotation : Clockwise (as viewed from coupling

shaft)
Maximum torque to rotate drive

shaft : 45.0 in. lbs. (5.09 Nm)
Hydraulic fluid : NSA 307-110 (or equivalent)
Mounting position :
Unrestricted except that the case drain line must be connected directly to
the reservoir in such a manner that the case remains filled with hydraulic
fluid during all operations. Internal pump parts depend on this fluid for
lubrication.
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3. Electric Motor Driven Pump

Vendor code : 62983A
Characteristics
Mounting positions : As required. There is no preferred position.
Hydraulic connections
Case pressure is the inlet pressure in this case pressure.
Inlet port : 1.0625-12 thread per MS33649-12
Outlet port : 0.7500-16 thread per MS33649-08
Case drain : 0.5625-16 thread per MS33649-06
See page drain : 0.4375-20-2A thread per MS33514-4
Electrical connection : MS3102A-24-10P
Fluid Medium : DMS 2014
Weight (dry) : 14.51 kg. (32 lb.)
Hydraulic pump subassembly characteristics :
Output (at 0.27 bar absolute) (4 psia) inlet pressure and 7 600 rmp
151 bar (2 200 psi) outlet pressure : 30.2 l/min (8.0 gpm)
189 bar (2 750 psi) outlet pressure : 22.71 l/min (6.0 gpm)
206 bar (3 000 psi) outlet pressure : 0 l/min (0.0 gpm)
Theoretical displacement : 0.253 cu in./rev.
Number of pistons : 7
Piston diameter (nominal) : 9.347 min (0.3680 in.)
Electric Motor Subassembly Characteristics :
Construction : Totally enclosed

Rating : 200/115 volts, 400 cycles, 3 phase
Cooling medium : Air (fan cooled)
Altitude range : 0 to 48 300 ft
Starting current : 138 amps
Running current : 45 amps
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4. Hydraulic Accumulator

Characteristics
Gas Type : Nitrogen

Operating Fluid : NSA 307 110
Operating Pressure (maximum) : 209 bar (3 030.5 psi)
Proof Pressure : 418 bar (6 061 psi)
Gas Precharging Pressure : 130 bar (1 885 psi)
Gas Port Thread (MS 33649-4) : 0.4375-20UNJF-3B
Hydraulic Fluid Port Thread (MS 33649-8) : 0.75-16UNJF-3B
Dimensions :
Overall Length : 226 ± 0.2 mm (8.897 ± 0.0787 in.)

Outer Diameter : 118 mm mini (4.645 in. mini)
: 121.5 mm maxi (4.783 in. maxi)
Weight (nominal dry) : 2.32 kg. (5.113 lbs)
Total Accumulator Volume : 1 000 cm3 (61.024 cu. in.)
4-4
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FLIGHT CONTROLS
1. General
Following are specified the forces, pressures and speeds for overhaul and
functional testing purpose.
These data are intended to enable to initiate study of the test equipment and
facilities which will be needed for accomplishment of the overhaul and
functional testing tasks.
A. Aileron Servo Control
Characteristics
(1)Inboard aileron servo control :
(a) Stall load

HP = 200 bar
LP = 5 bar
for one servo control : 16 700 daN (37 543 lbf.)
(b) Stroke to stop Retraction : 51.5 mm (2.02 in.)
Extension : 67.5 mm (2.65 in.)
(c) Weight (with 1 kg. fluid) : 31.5 kg. (69.44 lb.)
(d) Damping coefficient : 0.13 daN/sq (mm/s.)
(e) Maximum internal leakage at : 3.1 l/min (0.81 US gal.min)
Rest (new) (Fluid temp : 110°C)
(f) Maximum external leakage at rest (new) : 0 drops/min
(g) Maximum external leakage during 500 complete extension and retraction
cycles at maximum speed (new) : 0 drops/min
(2)Outboard aileron servo control :
(a) Stall load
HP = 200 bar
LP = 5 bar
for one servo control : 10 600 daN (23 829 lbf.)
(b) Stroke to stop Retraction : 40.9 mm (1.61 in.)
(c) Weight (with 0.6 kg. fluid) : 17.5 kg. (38.58 lb.)
(d) Damping coefficient : 0.33 daN/sq (mm/s.)
(e) Maximum internal leakage at : 3.1 l/min (0.81 US gal.min)
rest (new) (Fluid temp : 110°C)
(f) Maximum external leakage at rest (new) : 0 drops/min
(g) Maximum external leakage during 100 complete extension and retraction
4-5
Page 1
R MAY 01/07
Printed in France
B. Spoiler Servo Control
Characteristics
Dry weight : 10.05 kg. (22.15 lb.)

Wet weight : 10.50 kg. (23.14 lb.)
Stroke to stop
Spoiler 1 : 52 mm (2.04 in.)
Spoilers 2 thru 6 : 72.5 mm (2.85 in.)
Maximum internal Leakage
Zero command signal (0mA) : 0.8 l/min (0.21 US gal.min)
Hydraulic zero position : 1.4 l/min (0.36 US gal.min)
External leakage : 0 drop/min
Stall load
Extension : 11 100 daN (24 953.7 lbf.)
Retraction : 8 650 daN (19 445.9 lbf.)
C. Rudder Servo Control
Characteristics
(1) Stall load

HP = 200 bar
LP = 5 bar
for one servo control : 15 500 daN (34 845.3 lbf.)
(2) Stroke to stop Retraction : 102.2 mm (4.02 in.)

(3) Weight (with fluid) : 40 kg. (88.18 lb.)
(4) Max. internal leakage (new) : 1.8 l/min (0.47 US gal.min)

(any fluid temperature)
(5) Max. internal leakage (30 % specified : 3.5 l/min (0.92 US gal.min)
life) (any fluid temperature)
(6) Max. external leakage at rest (new) : 0 drops/min
(7) Max. external leakage during : 0 drops/min

200 complete extension/retraction
cycles at maximum speed (new)
4-5
Page 2
R MAY 01/07
Printed in France
D. Elevator Servo Control
Characteristics
(1) Stall load

HP = 200 bar
LP = 5 bar
for one servo control : 16 700 daN (37 543.1 lbf.)
(2) Stroke to stop Retraction : 42 mm (1.65 in.)

Extension : 77 mm (3.03 in.)
(3) Weight (with fluid) : 33 kg. (72.75 lb.)
(4) Damping coefficient : 0.75 daN/sq (mm/s.)
(5) Maximum internal leakage at rest (new)

(Fluid temp : 110°C) : 3.1 l/min (0.81 US gal.min)
(6) Maximum external leakage at rest (new) : 0 drops/min
(7) Maximum external leakage during 500 complete extension/retraction

4-5
Page 3
R MAY 01/07
Printed in France
F. THS (Trimmable Horizontal Stabilizer) Actuator
Characteristics
(1) Mechanical
Stroke
Total deflection 16° : 723.2 mm (28.47 in.)
Actuator overtravel
Top : 17.87 mm (0.7 in.)
bottom : 17.32 mm (0.68 in.)
Input shaft travel (stop to stop)
16° : 5.451 rev.
Limit load
Tension : 57 800 daN (129 939.5 lbf.)
Compression : 57 800 daN (129 939.5 lbf.)
Maximum operating load and associated maximum speed (one motor)

32 122 daN (72 213.1 lbf.) : 0.1 % per second
Unloaded : 0.6 % per second
Multiply the values by two for two motor operation
Maximum operating speed is limited by the PTA in the electrical mode

to 1° per second.
(2) Hydraulic
Hydraulic motor displacement : 11.09 cm3 (0.67 in.3) per revolution
Maximum flow under load condition
In direction of load : 78.4 l.min (20.71 US gal.min)
Maximum internal leakage of hydraulic motor at 5400 rpm

When new : 1.5 l.min (0.40 US gal.min)
After 12 000 hours : 2.0 l.min (0.53 US gal.min)
Maximum internal of hydraulical motor at 6653 rpm

When new : 1.9 l.min (0.50 US gal.min)
After 12 000 hours : 2.5 l.min (0.66 US gal.min)
Maximum external leakage of hydraulic motor

External motor shaft seal : < 5cm3 (0.3 in.3) per flight hour
POB operating pressure : 90 bar (1305.45 psi)
4-5
Page 4
R MAY 01/07
Printed in France
SECTION 5 – APPENDIX

SECTION
LEP R 1 TO 1 MAY 01/07

5-0 1 JAN 01/03
5-1 1 JAN 01/03
5 – LEP
Page 1
MAY 01/07
Printed in France
SECTION 5 – APPENDIX
Table of Contents
Subject Section Page
Table of Contents 5-0 1

Ground Support VENDORS INFORMATION 5-1 1
5-0
Page 1
R JAN 01/03
Printed in France
APPENDIX
The vendors information is contained in the Vendors Information Manual (VIM) and
in the Vendors Information Manual/Ground Support Equipment (VIM/GSE).
The Vendor Information Manual (VIM) gives contact names and addresses of AIRBUS
equipment vendors and their product support organizations. This manual covers
all aircraft types.
In addition the VIM/GSE gives contact names and addresses of Ground Support
Equipment Vendors which fabricate market facilities or maintenance equipment to
test or to overhaul the aircraft. It contains also the Vendors product support
organizations. This manual covers all aircraft types.
5-1
Page 1
R JAN 01/03
Printed in France

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The content of this document is the property of Airbus.

It is supplied in confidence and commercial security on its contents must

Reference : F. MFP Issue : Apr 01

REV. 07 – MAY 01/07

Description of technical changes :

SECTION PAGE(s) REASON FOR CHANGE

1-0 p 1 Table of content – Updated page.

1-3 p 2 and 3 General Airplane Characteristics Data – Updated

1-5 p 1 to 10 Fuselage Frames/Stations – Updated pages.

1-10 p 1 to 4 Ground Clearances – Updated pages.

2-0 p 1 Table of Contents – Updated page.

2-2 p 1 to 13 Turn around Station – Updated data.

2-3 p 1 to 31 Ground Service Connections and Locations –

2-11 p 1 to 12 Operating Conditions – Updated section.

3-14 p 1 and 2 Airplane Maintenance Jacking – Updated pages.

4-0 p 1 Table of Contents – Updated page.

4-1 p 1 to 9 Air conditioning and Pneumatic – Updated section.

4-2 p 1 to 9 Electrical – Updated section.

4-3 p 1 to 14 Fuel System Components – Updated section.

4-4 p 1 to 4 Hydraulic – Updated section.

4-5 p 1 to 4 Flight Controls – Updated section.

REV ISSUE DATE BY REV ISSUE DATE BY

LIST OF EFFECTIVE PAGES

CHAPTER/ C PAGES DATE

LEP R 1 TO 1 MAY 01/07

Subject Section Page

Table of Contents 0-0 1

Alphabetical Index 0-2 1

Section Index 0-3 1

The intention of this document is to provide information for maintenance

Correspondence concerning this publication should be directed to :

Section 1 : GENERAL INFORMATION

Section 2 : TERMINAL AND RAMP

Section 3 : LINE MAINTENANCE AND HANGAR

This section outlines the technical data and requirements related to

Section 4 : COMPONENT REPAIR/OVERHAUL AND FUNCTIONAL TEST

The vendors information.

0-0 Table of Contents

Section 1 – General Information

R 1-0 Table of Contents

Section 2 – Terminal and Ramp

R 2-0 Table of Contents

Section 3 – Line Maintenance and Hangar

3-0 Table of Contents

Section 4 – Component Repair/Overhaul and Functional Test

R 4-0 Table of Contents

5-0 Table of Contents

SECTION 1 – GENERAL INFORMATION

LIST OF EFFECTIVE PAGES

CHAPTER/ C PAGES DATE CHAPTER/ C PAGES DATE

LEP R 1 TO 3 MAY 01/07 1-5 R 9 MAY 01/07

SECTION 1 – GENERAL INFORMATION

LIST OF EFFECTIVE PAGES

CHAPTER/ C PAGES DATE CHAPTER/ C PAGES DATE

1-7 31 JAN 01/03 1-7 71 JAN 01/03

SECTION 1 – GENERAL INFORMATION

LIST OF EFFECTIVE PAGES

CHAPTER/ C PAGES DATE CHAPTER/ C PAGES DATE