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Aircraft Operating Manual: Airbus A330-303 # Flight Manual
Aircraft Operating Manual: Airbus A330-303 # Flight Manual
# FLIGHT M ANUAL
AIRCRAFT
OPERATING
MANUAL
FOR
FLIGHT
SIMULATOR
USE
ONLY
2 # FLIGHT MANUAL
APU 5
AUTOFLIGHT 9
COMMUNICATIONS 20
ELECTRICAL 22
FIRE PROTECTION 27
FLIGHT CONTROLS 29
FUEL 36
HYDRAULIC 39
ICE/RAIN PROTECTION 42
INDICATING SYSTEMS 46
LANDING GEAR 54
LIGHTS 56
NAVIGATION 61
PNEUMATIC 65
POWER
PLANT
67
Airbus A330-303
# FLIGHT M ANUAL
AIRCRAFT GENERAL
The
A330
is
a
subsonic
medium
to
long
jetliner
with
a
range
of
up
to
6,350
nautical
miles.
ENGINES
The
aircraft
comes
with
the
choice
of
three
turbofan
engines
attached
under
the
wings.
COCKPIT
The
cockpit
is
designed
for
a
two
person
crew.
Two
jumpseats
are
provided
at
the
rear
of
the
cockpit
for
observers.
CABIN
The
layout
for
the
passenger
seating
is
varied
between
operators.
The
A330-‐303
has
a
certified
maximum
seating
number
of
375.
CARGO
4 # FLIGHT MANUAL
DIMENSIONS
Airbus A330-303
# FLIGHT M ANUAL
FUEL
THE
APU
is
supplied
with
fuel
from
the
trim
tank
while
the
ECB
controls
fuel
flow.
AIR
BLEED
SYSTEM
The
ECB
controls
the
APU
bleed
valve.
The
value
automatically
closes
above
25000ft
(when
climbing)
or
23000ft
(decending)
FIRE
EXTINGUISHER
The
APU
is
fitted
with
a
fire
extinguisher
(Refer
to
Fire
Protection)
OVERHEAD
PANEL
MASTER
SWITCH
pushbutton
This
pushbutton
controls
the
electic
supply
for
APU
operation.
It
controls
the
start
and
shutdown
of
the
APU.
START
pushbutton
Pushing
this
button
starts
the
APU.
A
blue
‘ON’
will
appear
while
the
APU
is
starting.
When
N
is
equal
to
95%,
the
button
will
switch
to
a
green
AVAIL.
Airbus A330-303
# FLIGHT M ANUAL
ECAM
APU
PAGE
AVAIL
indication
(1)
This
is
displayed
when
the
APU
N
is
above
95%
APU
bleed
valve
position
(2)
Displayed
only
if
the
APU
MASTER
SWITCH
is
ON/R.
When
green,
the
valve
is
open.
When
amber,
the
APU
valve
is
closed.
APU
bleed
air
pressure
(3)
This
box
displays
the
relative
bleed
air
pressure
in
green.
APU
GEN
line
contactor
indication
(4)
Illuminated
in
green
when
the
APU
GEN
line
contactor
is
closed.
APU
GEN
(5)
Shows
the
N%,
Volts
and
Hz
produced
by
the
APU
8 # FLIGHT MANUAL
FUEL
LO
pressure
(6)
Illuminated
in
amber
if
APU
fuel
pressure
is
low.
FLAP
OPEN
(7)
Illuminated
in
green
when
APU
flap
is
in
the
fully
open
position.
APU
N
(8)
Displays
the
APU
speed
(N%)
EXHAUST
GAS
TEMP
(9)
Displays
EGT
in
green
when
temperature
is
under
650.
NOTE:
MAX
EGT
is
650°C
LOW
OIL
LEVEL
(10)
Illuminated
when
the
ECB
APU
oil
level
is
low.
Airbus A330-303
# FLIGHT M ANUAL
AUTO FLIGHT
GENERAL
PHILOSOPHY
The
Flight
Management
and
Guidance
System
(FMGS)
provides
the
pilots
with
predictions
of
all
aspects
of
flight.
It
helps
reduce
cockpit
workload
and
improves
all
round
efficency
by
automatically
carrying
out
many
routine
procedures
normally
taken
care
of
by
the
flight
crew.
During
flight
preperation,
the
pilots
insert
the
route
from
the
departing
airport
to
the
arrival
airport
via
the
Multifunction
Control
and
Display
Units
(MCDU).
The
system
generates
the
most
efficent
vertical
and
lateral
flight
guidnace
and
predicts
progress
during
the
aircrafts
flight.
Both
MCDU’s
operate
independantly.
Either
MCDUs
can
perform
all
the
task
in
case
of
failure.
There
are
two
types
of
guidance.
Managed
guidance
The
aircraft
is
guided
along
the
preplanned
route
taking
into
account
vertical,
lateral
and
speed.
This
is
called
Managed.
You
enable
this
mode
by
clicking
the
right
side
of
all
autopilot
knobs
when
the
icon
changes
to
this:
Selected
guidance
The
aircraft
is
guided
to
the
selected
dictated
by
the
crew.
Targets
are
set
on
the
flight
control
unit
located
on
the
glaresheild.
Selected
guidance
always
has
priority
over
managed
guidance.
You
enable
this
mode
by
clicking
the
left
side
of
all
autopilot
knobs
when
the
icon
changes
to
this:
10 # FLIGHT MANUAL
Crew
can
use
two
types
of
autopilot
guidance
to
control
the
aircraft’s
autoflight
profiles.
One
type
is
managed
by
the
FMGS
while
the
other
uses
targets
entered
in
to
the
FCU.
When
the
aircraft
uses
targets
from
the
FMGS,
this
is
called
managed
guidance.
During
managed
mode,
the
window
display
dashes
in
place
of
the
LED
readouts.
When
the
aircraft
is
using
targets
entered
into
the
FCU
by
the
pilot,this
is
called
selected
guidance.
The
windows
display
the
selected
targets
input
by
the
pilot.
Note:
The
altitude
LED
readout
doesn’t
change
to
dashes
under
any
autoflight
conditions.
The
FCU
has
four
knobs:
-‐ SPD/MACH
-‐ HDG-‐TRK
-‐ ALT
-‐ V/S-‐FPA
The
selector
knobs
can
all
be
rotated,
pulled
in
and
pulled
out
to
enter
different
auto
flight
modes.
Airbus A330-303
# FLIGHT M ANUAL
AUTOPILOT
MODES
AP
VERTICAL
MODES
NAVIGATION
(NAV)
NAV
mode
is
a
managed
mode
that
steers
the
aircraft
along
the
flight
plan
input
into
the
FMGS.
It
has
zero
cross-‐track
error.
NAV
mode
can
be
engaged
if
the
MCDU
has
a
flight
plan
input.
ARMING
CONDITIONS
The
NAV
mode
will
arm
if
it
encounters
one
of
these
conditions.
-‐ A
pilot
pushes
in
the
HDG/TRK
knob
-‐ A
pilot
selects
a
DIR
TO/INTERCEPT
when
the
aircraft
is
in
HDG
or
TRK
mode
ENGAGEMENT
CONDITIONS
The
NAV
mode
engages:
-‐ At
30
feet
(Radar
Altitude)
after
take
off
if
a
flight
plan
has
been
inputed
into
the
MCDU
-‐ When
the
pilot
pushes
in
the
HDG/TRK
knob
when
the
aircraft
is
less
than
1
NM
of
the
active
leg,
selected
in
the
flight
plan.
DISARMING
CONDITIONS
NAV
mode
will
disarm
if
it
encounters
one
of
these
conditions.
-‐ A
pilot
pulls
out
the
HDG/TRK
knob.
-‐ LAND
mode
has
been
engaged
-‐ LOC
mode
engages
-‐ A
pilot
selects
GA
mode.
-‐ A
pilot
presses
the
APPR
button.
-‐ A
pilot
disables
both
AP/FDs
Airbus A330-303
# FLIGHT M ANUAL
LOCALIZER (LOC)
This
mode
captures
a
lateral
localizer
beam
and
tracks
it
to
the
runway.
ARMING
CONDITIONS
The
LOC
mode
arms
with
the
pilot
presses
the
LOC
pushbutton
as
long
as
these
condtions
are
met:
-‐ The
correct
ILS
is
tuned
into
the
MCDU.
-‐ TO
or
GA
modes
aren’t
engaged.
-‐ The
aircraft
is
at
or
above
an
altitude
of
400
feet
RA.
ENGAGEMENT
CONDITIONS
The
LOC
mode
engages
automatically
when
it
has
captured
the
localizer
beam.
DISARMING
CONDITIONS
LOC
mode
will
disarm
if
it
encounters
one
of
these
conditions.
-‐ When
another
lateral
mode
is
engaged.
-‐ When
LAND
mode
engages.
BACK
COURSE
LOC
MODE
(B/C)
This
mode
captures
the
back
beam
of
a
localizer
and
tracks
it
to
the
runway.
This
is
considered
a
non-‐precision
approach.
HDG/TRK
MODE
The
Autoflight
system
has
HDG/TRK
function
for
takeoff.
When
a
pilot
chooses
not
to
fly
the
flight
plan,
they
may
set
a
HDG
or
a
TRK
on
the
Flight
Control
Unit
(FCU)
by
turning
the
HDG/TRK
knob.
This
value
will
remain
in
the
FCU
window
until
NAV
mode
is
engaged.
HDG/TRK
is
engaged
via
the
HDG/TRK
knob
being
pulled
out.
14 # FLIGHT MANUAL
AP
LATERAL
MODES
CLIMB
MODE
(CLB)
CLB
mode
guides
the
aircraft
in
a
managed
climb,
at
either
managed
or
selected
target
speed
to
the
altitude
selected
in
the
FCU.
This
mode
takes
into
account
altitude
constraits
for
specific
way
points
that
have
been
input
in
the
FMS.
It
also
accounts
for
speed
constraints
if
the
speed
selected
is
in
managed
mode.
(Open
Climb
(OP
CLB)
does
not
observe
altitude
or
speed
constraints).
ARMING
CONDITIONS
The
CLIMB
mode
arms
when:
-‐ The
aircraft
is
on
the
ground.
-‐ No
other
vertical
mode
is
engaged.
ENGAGEMENT
CONDITIONS
The
CLB
mode
can
be
engaged
when:
-‐ The
altitude
input
into
the
FCU
is
above
the
current
flight
level
-‐ The
aircraft
has
been
in
the
air
for
more
than
5
seconds.
-‐ NAV
mode
is
engaged
-‐ The
aircraft
is
not
following
an
ILS
CLB
mode
manually
engages
when
the
Altitude
knob
on
the
FCU
is
pushed
in
(Managed
Mode
cursor)
When
climb
mode
is
engaged:
-‐ The
V/S
window
shows
three
dashes.
-‐ The
managed
LVL/CH
dot
on
the
FCU
lights
up.
-‐ The
Flight
Mode
Annunciator
displays
CLB
DISARMING
CONDITIONS
The
CLB
mode
will
disarm
when
either:
-‐ Another
vertical
mode
is
engaged.
-‐ The
altitude
dialed
the
FCU
is
below
than
the
current
altitude.
-‐ The
aircraft
reaches
the
selected
altitude
in
the
FCU
Airbus A330-303
# FLIGHT M ANUAL
DISARMING
CONDITIONS
The
following
can
disarm
the
Altitude
acquire
modes:
-‐ Engagement
of
the
V/S
mode.
-‐ Pulling
the
altitude
knob
on
the
FCU
-‐ Pushing
the
altitude
knob
on
the
FCU
Airbus A330-303
# FLIGHT M ANUAL
AUTOTHRUST
GENERAL
The
autothrust
(A/THR)
is
a
function
of
the
FMGS,
it
includes
2
independent
A/THR
commands,
one
for
each
FMGC.
Each
one
is
able
to
control
the
thrust
of
bothengines
simultaneously
though
2
Engine
Interface
Units
and
2
Electronic
Engine
Controls
(PW
or
RR
engines)
or
2
Engine
control
units
(GE
engines).
The
thrust
is
controled
automatically
when
the
Autothrottle
is
active
or
manually
by
the
pilot.
A
green
light
on
the
A/THR
pushbutton
located
on
the
FCU
denotes
the
autothrust
is
active.
Thrust
lever
position
determines
the
A/THR
as
armed,
active
or
disconnected.
FMGS
controls
the
thrust
to
use
a
thrust
not
greater
than
the
thrust
demmanded
by
the
position
of
each
thrust
lever.
When
armed,
the
autothrust
system
automatically
activates
if
the
thrust
levers
are
moved
into
the
active
range
sector.
When
the
throttles
are
not
in
the
active
range
sector,
the
thrust
levers
control
thrust
directly.
Airbus A330-303
# FLIGHT M ANUAL
THRUST
LEVERS
The
thrust
levers
can
do
the
following:
-‐ Directly
control
engine
thrust.
-‐ Arm/Activate
ATHR
-‐ Engage
reverse
thrust
-‐ Engage
TOGA
When
the
autothrust
is
disconnected,
the
thrust
levers
control
each
engines
thrust
directly.
The
throttle
console
has
4
detents
that
control
thrust.
IDLE:
Idle
thrust
CL:
Maximum
Climb
Thrust
FLX
MCT:
FLX
(takeoff)
or
Maximum
Continuous
Thrust
TOGA:
Maximum
Takeoff
Thrust
20 # FLIGHT MANUAL
cOMMUNICATIONS
VHF
/
HF
/
SELCAL
Each
transceiver
may
be
tuned
by
any
of
the
three
Radio
Management
Panels.
-‐
VHF
Three
VHF
communication
systems
are
installed.
However
only
two
are
modelled.
Each
of
the
3
systems
has
an
independent
antenna
on
the
fuselage
and
a
transceiver
in
the
avionics
compartment.
The
VHF
communication
systems
range
from
118.0
to
136.975
MHZ.
If
a
microphone
is
in
the
talk
button
for
more
than
30
seconds,
the
transmission
is
terminated.
The
crew
member
has
to
release
the
push
to
talk
button
and
then
reactivate
the
transmission.
(1)
FREQUENCY
DISPLAY
The
ACTIVE
LED
display
shows
the
ACTIVE
frequency
of
the
selected
radio.
The
STBY/CRS
display
window
shows
the
standby
frequency
of
the
selected
radio.
Airbus A330-303
# FLIGHT M ANUAL
ELECTRICAL
GENERAL
The
system
consists
of
a
three
phase
115/200
volt
400
hertz
AC
system.
It
is
also
equiped
with
a
DC
system.
Commerical
supply
has
a
second
priority.
All
current
is
alternating.
The
alternating
current
is
transformed
into
direct
current
for
certain
applications.
The
aircraft
has
three
generators.
Each
generator
can
supply
the
whole
system.
If
all
normal
AC
generation
is
lost,
an
emergency
generator
is
installed.
This
can
supply
AC
power
in
the
even
of
a
generator
failure.
If
all
AC
power
is
lost,
DC
power
can
be
tranformed
from
the
batteries
into
AC
power.
AC
GENERATION
MAIN
GENERATORS
Two
AC
generators
(GEN
1,
GEN
2),
are
driven
by
each
engine
respectively.
GEN
1
and
GEN
2
can
supply
115
KVA
of
three
phase
115/200
volt
400
hertz
power.
Also
is
installed
is
an
APU
generator
(APU
GEN),
which
is
driven
by
the
APU
and
produces
the
same
out
put
as
GEN
1
and
GEN
2.
This
system
can
run
the
electrical
system
independent
of
the
main
engine
generators
at
any
time
during
flight.
EXTERNAL
POWER
Two
ground
power
connectors
at
the
front
gear
bay
allow
the
aircraft
to
be
supplied
with
power
externally.
The
aircraft
can
be
powered
by
one
ground
power
unit
in
each
of
the
power
connectors.
Airbus A330-303
# FLIGHT M ANUAL
INVERTER
An
inverter
transforms
the
DC
power
from
the
DC
ESS
bus
into
AC
power.
This
is
then
transferred
to
the
AC
ESS
bus.
When
on
the
ground,
the
inverter
is
automatically
activated
when
only
the
batteries
are
supplying
electrical
power.
The
inverter
is
automatically
switched
on
when
the
engine
generators
are
not
supplying
power
during
flight.
DC
GENERATION
BATTERIES
Two
main
batteries
are
connected
to
two
buses.
Each
of
these
batteries
are
manually
turned
on
by
pushbuttons
on
the
electrical
panel.
ECAM
Two
ECAM
displays
show
the
status
of
the
aircrafts
electrical
system.
ELEC
AC
shows
the
AC
system
while
the
ELEC
DC
shows
the
DC
system.
Each
ECAM
can
be
shown
by
the
ECAM
selector
panel
pushbuttons
‘ELEC
AC’
and
‘ELEC
DC’.
24 # FLIGHT MANUAL
OVERHEAD
(1)
BAT
selector
Selects
the
battery
for
voltage
indication.
(2)
BAT
voltage
indicator
LED
readout
of
the
selected
battery
voltage.
(3)
BAT
1/2
pushbutton
Controls
the
operation
of
the
selected
battery
and
battery
charge
limiter
(BCL).
(4)
APU
BAT
pushbutton
Controls
the
operation
of
the
APU
battery
and
battery
charge
limiter
(BCL).
(5)
AC
ESS
FEED
pushbutton
Turns
on
the
AC
ESS
BUS
(Normally
supplied
from
AC
BUS
1)
Airbus A330-303
# FLIGHT M ANUAL
FIRE PROTECTION
GENERAL
Both
the
engines
and
the
APU
is
equipped
with
a
fire
detection
system.
When
a
sensign
element
is
subject
to
heat,
a
signal
is
transmitted
to
the
fire
detection
unit.
If
an
APU
fire
is
detected
while
th
aircraft
is
on
the
ground,
the
APU
will
automatically
shutdown
and
a
discharge
agent
will
be
released.
EXTINGUISHING
Two
etinguisher
bottles
are
equipped
on
each
engine.
The
flight
crew
controls
the
fire
extinguisher
from
the
ENG
FIRE
panel
on
the
overhead
panel.
The
APU
has
one
fire
extinguisher
bottle
installed.
The
flight
crew
controls
the
extinguisher
from
the
APU
FIRE
panel
on
the
overhead.
The
APU
fire
will
be
automatically
extinguished
when
the
aircraft
is
on
the
ground.
CONTROLS
(1)
ENG
1/2
FIRE
pushbutton
This
pushbutton
is
protected.
In
the
event
of
a
fire,
lift
the
guard
and
push
the
springloaded
switch.
This
will
cut
the
engine
and
extinguish
the
engine
fire.
28 # FLIGHT MANUAL
(1)
APU
FIRE
pushbutton
This
pushbutton
is
protected.
In
the
event
of
an
APU
fire,
lift
the
guard
and
push
the
springloaded
switch.
This
will
shutdown
the
APU
and
extinguish
the
fire.
Airbus A330-303
# FLIGHT M ANUAL
FLIGHT CONTROLS
GENERAL
The
fly-‐by-‐wire
system
installed
in
the
Airbus
A330
was
designed
and
certified
to
render
the
new
generation
of
aircraft
cost
effective,
safer
and
pleasant
to
fly.
BASIC
PRINCIPLE
The
flight
control
surfaces
are:
-‐ Electrically
controlled
-‐ Hydraulically
activated
The
rudder
is
mechanically
controlled.
Pilots
use
side
sticks
to
control
pitch
and
roll.
F/CTL
computer
interpets
sidestick
input
and
actuate
the
flight
control
surfaces.
When
in
normal
law,
the
F/CTL
computer
will
prevent
excessive
maneuvers
and
exceedance
of
safe
flight
envelope
regardless
of
pilot
input.
30 # FLIGHT MANUAL
CONTROL
SURFACES
COCKPIT
CONTROLS
-‐ Two
side
stick
controllers
installed
are
used
for
manual
pitch
and
roll
control.
The
two
controllers
are
spring
loaded
to
neutral,
and
are
not
mechanically
coupled.
-‐ Two
pairs
of
connected
pedals
give
direct
mechanical
control
of
the
rudder.
-‐ Two
handwheels
on
the
center
console
are
used
to
mechanically
control
the
THS.
-‐ A
flap
handle
is
provided
on
the
center
pedestal.
-‐ A
speedbrake
control
lever
is
provided
on
the
center
pedestal.
Airbus A330-303
# FLIGHT M ANUAL
COMPUTERS
Five
flight
control
computers
process
the
manual
and
autopilot
inputs
according
to
normal,
alternate
or
direct
control
laws.
The
five
computers
installed
are:
3
PRIM
computers
Flight
Control
Primary
Computer
is
used
for:
-‐ Normal,
alternate
and
direct
control
laws.
-‐ Speedbrake
and
ground
spoiler
control.
-‐ Speed
protection
2
SEC
computers
Flight
Control
Secondary
Computer
is
used
for:
-‐ Direct
control
laws
-‐ Rudder
travel
limit
and
rudder
trim.
Any
one
of
the
computers
is
able
to
control
the
aircraft
ensures
safe
flight.
32 # FLIGHT MANUAL
FLY-‐BY-‐WIRE
(NORMAL
LAW)
PITCH
CONTROL
GROUND
MODE
Ground
mode
is
active
on
the
ground.
It
is
a
direct
relationship
between
sidestick
angle
of
deflection
and
elevator
deflection.
The
THS
is
automatically
set
at
4°
UP.
Immediately
after
the
aircraft
becomes
airborne
the
flight
mode
is
blended
in.
The
reverse
process
occurs
after
touch
down.
FLIGHT
MODE
The
normal
law
flight
mode
is
a
load
factor
demand
law.
With
the
side
stick
at
neutral,
wings
level,
the
system
maintains
1
G
in
pitch.
There
is
no
need
for
the
pilot
to
trim
with
speed
or
config
changes.
Pitch
trim
is
handled
in
both
manual
mode
and
thewhen
autopilot
is
engaged.
In
normal
turns
(up
to
33°
of
bank)
no
pitch
correction
is
required
once
turn
is
established
with
the
side
stick.
FLARE
MODE
The
flight
mode
changes
to
flare
mode
at
landing
when
passing
100
feet.
Flare
mode
is
direct
stick
to
elevator
relationship.
At
50
feet,
a
slight
pitch
down
elevator
order
is
applied
so
that
the
pilot
has
to
pull
the
sidestick
to
the
back
to
maintain
a
constant
path.
This
helps
to
reproduce
conventoinal
aircraft
aerodynamic
characteristics.
PROTECTIONS
PITCH
ATTITUDE
PROTECTION
Pitch
attitude
is
limited
to
30°
nose
up
and
15°
nose
down.
These
are
indicated
by
green
symbols
“=”
on
the
PFD
artifical
horizon.
HIGH
SPEED
PROTECTION
The
aircraft
automatically
recovers
following
a
high
speed
upset.
Depending
on
the
flight
conditions
(high
acceleration
or
low
pitch
attitude),
the
HIGH
SPEED
PROTECTION
is
activated
at
or
above
VMO.
When
activated
the
pitch
trim
is
frozen.
With
the
side
stick
released
the
aircraft
always
returns
to
a
bank
angle
of
0°.
The
bank
angle
limit
is
reduced
from
67°
to
45°.
Airbus A330-303
# FLIGHT M ANUAL
LATERAL
CONTROL
LATERAL
NORMAL
LAW
When
the
aircraft
is
in
‘on
ground’
mode,
the
side
stick
commands
the
aileron
and
roll
spoiler
surface
deflection.
The
amount
of
control
surface
deflection
that
results
from
a
given
amount
of
sidestick
deflection
depends
upon
aircraft
speed.
The
pedals
control
rudder
defflection
directly
through
a
mechanical
linkage.
When
the
aircraft
is
in
the
‘in
flight’
mode,
normal
law
combines
control
of
the
ailerons,
spoilers
(except
for
#1
spoilers)
and
rudder
in
the
side
stick.
While
the
system
thereby
gives
the
pilot
control
of
the
roll
and
heading,
it
also
limits
the
roll
rate
and
banking
angle.
The
roll
rate
requested
by
the
pilot
during
flight
is
proportional
to
the
side
stick
deflection,
with
a
maximum
roll
rate
of
15°
/second
when
the
sidestick
is
at
its
maximum
travel
distance.
When
in
‘flare’
mode,
the
lateral
control
is
the
same
as
‘in
flight’
mode.
BANK
ANGLE
PROTECTION
Inside
the
normal
flight
envelope,
the
system
maintains
spiral
stability
for
all
bank
angles
over
33°.
If
the
pilot
releases
the
sidestick
at
a
bank
angle
greater
than
33°,
the
bank
angle
automatically
reduces
to
33°.
Up
to
33°,
the
system
holds
the
roll
attitude
constant
when
the
sidestick
is
in
its
neutral
position.
This
is
mimics
a
conventional
aircrafts
behaviour.
If
the
pilot
holds
full
lateral
sidestick
deflection,
the
bank
angle
goes
to
67°
and
no
further.
34 # FLIGHT MANUAL
FUEL
GENERAL
DESCRIPTION
The
fuel
system:
-‐ Stores
fuel
-‐ Moniters
fuel
quantity
-‐ Supplies
fuel
to
the
engines
and
APU
-‐ Allows
fuel
jettison
for
rapid
weight
reduction.
-‐ Controls
refueling
and
defueling.
TANKS
Fuel
tanks
are
located
in
the:
-‐ Wings
-‐ Central
section
-‐ Trimmable
Horizontal
Stabilizer
(THS)
OVERVIEW
Airbus A330-303
# FLIGHT M ANUAL
OVERHEAD
PANEL
(1)
L/R
FUEL
pushbutton
Turns
on
the
fuel
pumps
for
each
engine.
(2)
L/R
STBY
pushbutton
Turns
on
the
standby
fuel
pumps
for
each
engine.
(3)
FUEL
XFR
pushbutton
Selects
the
tanks
to
transfer
fuel
from.
(4)
X
FEED
pushbutton
Opens
the
X
FEED
valve.
38 # FLIGHT MANUAL
The
FUEL
page
on
the
ECAM
can
be
selected
via
the
FUEL
pushbutton
on
the
ECAM
selector
panel
on
the
center
console.
This
screen
shows:
-‐ Fuel
quantities
-‐ Fuel
temperature
-‐ Fuel
pump
status
-‐ Used
fuel
Airbus A330-303
# FLIGHT M ANUAL
Hydraulic
The
aircraft
has
three
independently
operating
systems
named
GREEN,
BLUE
and
YELLOW.
Each
of
the
three
systems
is
supplied
from
its
own
hydraulic
reservoir.
Normal
system
pressure
is
3000
psi.
Hydraulic
fluid
cannot
be
transferred
between
systems.
GENERATION
GREEN
SYSTEM
PUMPS
Two
pumps
pressurize
the
green
system.
Both
of
the
pumps
are
driven
by
both
engines.
An
electric
pump
which
can
be
operated
both
manually
and
automatically
can
pressurize
the
green
system.
The
electric
pump
runs
automatically
in
flight
for
25
seconds
in
the
event
of
engine
failure.
BLUE
SYSTEM
PUMPS
A
pump
driven
by
the
first
engine
pressurizes
the
blue
system.
The
blue
system
also
has
an
electric
pump
installed
which
can
pressurize
the
system.
The
electric
pump
can
only
be
operated
manually.
YELLOW
SYSTEM
PUMPS
A
pump
driven
by
engine
2
pressurizes
the
yellow
system.
An
electric
pump
is
installed.
This
pump
can
manually
or
automatically
controled
and
can
pressurize
the
yellow
system.
RAM
AIR
TURBINE
(RAT)
A
ram
air
turbine
situated
under
the
aircraft
is
coupled
to
a
hydraulic
pump.
This
allows
the
GREEN
SYSTEM
to
function.
The
RAT
may
be
extended
at
any
time
during
flight
by
pressing
the
RAT
MAN
ON
pushbutton.
40 # FLIGHT MANUAL
OVERHEAD
(1)
ENG
1/2
PUMP
pushbutton
The
pump
pressurizes
the
system
when
the
engine
is
running.
Push
to
activate.
(2)
GREEN/YELLOW
1/2
ELEC
PUMP
pushbutton
The
elec
pump
pressurizes
the
system
when
the
engine
is
running.
(3)
GREEN/YELLOW
1/2
ELEC
PUMP
ON
pushbutton
The
elec
pump
pressurizes
the
system
when
the
engine
is
running.
Push
to
activate.
(4)
BLUE
ELEC
PUMP
pushbutton
The
pump
is
controlled
by
the
BLUE
ELEC
PUMP
ON
pushbutton
(5)
BLUE
ELEC
PUMP
ON
pushbutton
The
pump
is
controlled
by
the
BLUE
ELEC
PUMP
ON
pushbutton
The
elec
pump
pressurizes
the
system
when
the
engine
1
is
running.
Push
to
activate.
(6)
RAT
MAN
ON
pushbutton
The
RAT
may
be
extended
at
any
time
by
pressing
the
RAT
MAN
ON
pushbutton
Airbus A330-303
# FLIGHT M ANUAL
The
HYDRAULIC
page
on
the
ECAM
can
be
selected
via
the
HYD
pushbutton
on
the
ECAM
selector
panel
on
the
center
console.
This
screen
shows:
-‐ Hydraulic
pump
status
-‐ Hydraulic
fluid
levels
-‐ Hydraulic
fluid
pressure
-‐ RAT
status
42 # FLIGHT MANUAL
ICE/RAIN PROTECTION
WING
ANTI
ICE
In
flight,
bleed
air
heats
the
four
outboard
slats.
The
WING
pushbutton
on
the
ANTI
ICE
panel
controls
the
valves.
When
wing
anti-‐ice
is
selected,
the
EPR
limit
is
automatically
reduced
and
the
idle
EPR
is
increased.
OVERHEAD
(1)
WING
ANTI
ICE
pushbutton
This
pushbutton
controls
the
wing
anti-‐ice
system
on
both
the
left
and
right
wings.
Airbus A330-303
# FLIGHT M ANUAL
ENGINE
ANTI
ICE
An
independent
bleed
air
from
the
high
pressure
protects
the
engine
nacelles
from
ice.
The
valve
that
the
flight
crew
controls
with
pushbuttons
closes
automatically
if
the
engine
isn’t
running.
OVERHEAD
(1)
ENG
1/2
pushbutton
These
pushbuttons
control
the
engine
anti-‐ice
system
from
the
left
and
right
engine
nacelles
respectively.
44 # FLIGHT MANUAL
WINDOW/PROBE
ANTI
ICE
The
aircraft
heats
each
windshield
and
demists
the
cockpit
windows.
It
uses
electrical
heating
controled
by
two
independent
window
heat
computers
which
automatically
regulate
the
system.
The
windsheild
heating
operates
at
low
power
on
the
ground
and
at
normal
power
in
flight.
Only
one
heating
level
exsts
for
the
windows.
Electrical
heating
is
also
provided
to
protect
the
following:
-‐ Pitots.
-‐ Static
ports.
-‐ AOA
probes.
-‐ Total
Air
Temperature
probes.
OVERHEAD
(1)
PROBE
/
WINDOW
HEAT
pushbutton
Pushbuttons
manually
turn
on
the
window
heat
in
the
aircraft.
Airbus A330-303
# FLIGHT M ANUAL
RAIN
REMOVAL
Each
forward
cockpit
window
has
an
electric
wiper
installed.
Each
is
two
speed
contolled
by
a
rotary
knob
on
the
overhead.
OVERHEAD
(1)
WIPER
select
knob
Each
rotary
selector
controls
its
respective
wiper
at
slow
or
fast
speed.
When
turned
off,
the
wiper
stops
out
of
view.
46 # FLIGHT MANUAL
INDICATING SYSTEMS
PFD
(PRIMARY
FLIGHT
DISPLAY
The
PFD
provides
information
to
the
flight
crew:
-‐ Attitude
-‐ Airspeed
-‐ Altitude
and
Vertical
Speed
-‐ Heading
and
Track
-‐ FMGS
modes
-‐ Vertical
and
Lateral
Deviations
-‐ Radio
navigation
information
Airbus A330-303
# FLIGHT M ANUAL
ND
(NAVIGATION
DISPLAY)
There
are
five
displays
on
the
ND
-‐ ROSE
LS
-‐ ROSE
VOR
-‐ ROSE
NAV
-‐ ARC
-‐ PLAN
ROSE
LS
MODE
48 # FLIGHT MANUAL
ROSE
VOR
MODE
ROSE
NAV
MODE
Airbus A330-303
# FLIGHT M ANUAL
ARC
MODE
PLAN
MODE
This
mode
statically
displays
the
flight
plan
legs
on
a
map
oriented
to
north.
The
map
is
centered
on
a
map
reference
point
that
the
pilot
selects
by
using
the
arrow
keys
on
the
MCDU.
50 # FLIGHT MANUAL
ECAM
DU
THE
ECAM
has
two
display
units:
-‐
Engine/Warning
display
-‐
System/Status
display
Airbus A330-303
# FLIGHT M ANUAL
(1) OFF/BRT
knobs
Used
to
turn
the
ECAM
DUs
and
control
their
brightness.
(2) SYSTEM
PAGE
pushbuttons
Calls
up
the
corresponding
system
pages
on
the
SD
(3) STATUS
(STS)
pushbuttons
Flight
crew
pushes
this
button
to
display
the
STATUS
page
on
the
lower
SD.
52 # FLIGHT MANUAL
(1) BAROMETER
Display
Window
Controls
the
barometer
from
745
hPa
to
1100
hPa
(2) BAROMETER
Reference
Selector
Inner
knob:
Changes
the
selected
barometer.
Outer
ring:
Changes
the
barometer
reference,
either
hectoPascals
(hPa)
or
inches
of
mercury
(inHg).
(3) FD
pushbuttons
Pushing
this
button
displays
the
Flight
Director
bars
on
the
respective
PFD
and
lights
the
green
pushbutton.
Pushing
it
again
removes
the
FD
bars
and
the
light
goes
out.
(4) LS
pushbuttons
Pushing
this
button
displays
the
localizer
and
glideslopes
on
the
PFD.
Purple
deviation
markings
only
appear
if
an
ILS
signal
is
input
into
the
MCDU
RADNAV
page
Airbus A330-303
# FLIGHT M ANUAL
LANDING GEAR
GENERAL
The
A330-‐300
landing
gear
consists
of
two
main
gears
and
a
forward
retracting
nose
gear.
Gear
doors
enclose
the
landing
gear
bays.
Gears
and
doors
hydraulically
operated.
All
gear
doors
which
are
not
fitted
to
the
landing
struts
close
at
the
end
of
each
extention
and
retraction
sequence.
MAIN
GEAR
Each
main
gear
has
four
wheels
in
twin
tandem
bogie
stlye.
main
wheels
are
fitted
with
an
antiskid
brake.
The
main
gear
retracts
into
the
under
carriage.
NOSE
GEAR
The
nose
gear
is
made
up
of
a
two
wheels
and
a
shock
stut.
This
gear
controls
the
aircrafts
steering.
It
retracts
forward
into
the
front
of
the
fuselage.
Airbus A330-303
# FLIGHT M ANUAL
(1) LANDING
GEAR
LEVER
UP:
The
landing
gear
retracts
up
into
the
fuselage.
DOWN:
The
landing
gear
extends
from
the
fuselage.
Note:
MAXIMUM
gear
extension
speed
is
280
kts.
56 # FLIGHT MANUAL
LIGHTS
INTERNAL
GENERAL
The
flight
deck
is
provided
with
integral
instrument
lighting
and
flood
lighting
on
the
instrument
panel.
The
brightness
of
al
panel
lighting
can
be
adjusted.
All
work
surfaces
illuminate
with
control
for
rheostats.
OVERHEAD
PANEL
(2) STBY
COMPASS
switch
Operation
of
standby
compass
integral
and
seat
alignment
indicator
lighting.
(3) CTL
switch
There
are
two
switches
to
control
the
dome
light.
The
CTL
switch
is
the
master
control
to
the
dome
light.
Airbus A330-303
# FLIGHT M ANUAL
PEDESTAL
(1) FLOOD
LT
MAIN
PANEL
knob
Brightness
adjustment
for
analog
gauges.
(2) FLOOD
LT
PED
knob
Brightness
adjustment
for
pedestal
flood
lighting.
(3) INTEG
LT
knob
Brightness
adjustment
for
all
flight
deck
integral
lighting.
Airbus A330-303
# FLIGHT M ANUAL
EXTERNAL
The
aircraft
has
the
following
external
lights:
-‐ Navigation
-‐ Landing
-‐ TO
and
TAXI
-‐ Logo
-‐ Beacon
-‐ Strobe
OVERHEAD
PANEL
(1) BEACON
switch
Operates
both
the
beacon
lights
situated
on
the
top
and
bottom
of
the
fuselage.
(2) WING
switch
Operates
the
two
single
beam
lights
that
illuminate
the
leading
edge
of
the
wing.
(3) NAV
&
LOGO
switch
Operates
the
navigation
and
logo
lights.
60 # FLIGHT MANUAL
(4) NOSE
switch
Operates
the
taxi
and/or
takeoff
lights.
(5) LAND
switch
Operates
the
landing
lights.
(6) RWY
TURN
OFF
switch
Operates
the
runway
tun
off
light.
(7) STROBE
switch
Operates
the
two
strobe
lights
on
each
wing
tip.
Airbus A330-303
# FLIGHT M ANUAL
NAVIGATION
ADIRS
GENERAL
The
Air
Data
and
Inertial
Reference
System
(ADIRS)
supplies
temperature,
anemometric
barometric
and
inertial
parameters
to
the
EFIS
system.
The
ADR
(Air
Data
Reference)
supplies
barometric
altitude,
speed,
mach,
angle
of
attack,
temperature
and
overspeed
warnings.
The
IR
(Inertail
Reference)
supplies
attitude,
flight
path
vector,
track,
heading,
accelerations,
angular
rates,
ground
speed,
vertical
speed
and
aircraft
position.
62 # FLIGHT MANUAL
OVERHEAD
(1) ADR
pushbutton
Connects
the
air
data
output.
(2) IR
pushbutton
Connects
the
inertail
data
output
output.
(3) IR
1/2/3
pushbutton
OFF:
ADIRU
is
no
energized.
NAV:
Normal
mode
of
operation.
ATT:
IR
mode
supplying
only
attitude
and
heading
information
if
the
system
loses
the
ability
to
navigate.
(4) IR
1/2/3
pushbutton
Comes
on
blue
when
one
or
more
IRS
is
supplied
only
be
the
aircraft
battery.
Airbus A330-303
# FLIGHT M ANUAL
AIRSPEED
INDICATOR
(1) Airspeed
pointer
(2) Airspeed
bugs
ALTIMETER
(1) Altitude
pointer
(2) Altitude
counter
(in
feet)
(3) Altimeter
setting
(4) Altimeter
setting
knob
(5) Altitude
bugs
64 # FLIGHT MANUAL
(1) Compass
Card
(2) Bearing
Pointers
(3) VOR/ADF
Flags
(4) HDG
Flag
(5) DME
Counters
(6) VOR/ADF
Selectors
Airbus A330-303
# FLIGHT M ANUAL
PNEUMATIC
GENERAL
The
pneumatic
system
supplies
high
pressure
air
for:
-‐ Air
conditioning
-‐ Engine
starting
-‐ Wing
anti
icing
High
pressure
air
supplied
from
three
sources:
-‐ Engines
bleed
systems
-‐ APU
bleed
system
-‐ Two
HP
ground
connectors
OVERHEAD
(1) ENG
1/2
BLEED
pushbutton
Opens
bleed
valves
as
long
as
ENG
FIRE
pushbutton
not
released
out.
(2) APU
BLEED
pushbutton
Opens
APU
bleed
valve
as
long
as
N
>
95%.
66 # FLIGHT MANUAL
(3) X-‐BLEED
pushbutton
AUTO:
X-‐BLEED
valve
is
open
if
APU
bleed
valve
is
open.
X-‐BLEED
valve
is
close
if
APU
bleed
valve
is
closed.
OPEN:
X-‐BLEED
valve
is
open.
CLOSE:
X-‐BLEED
valve
is
closed.
Airbus A330-303
# FLIGHT M ANUAL
POWERPLANT
ENGINE
VARIANT
SELECTION
The
aircraft
comes
with
three
engine
variants:
-‐ General
Electric
-‐ Rolls
Royce
-‐ Pratt
&
Whitney
Engine
variants
can
be
selected
by
clicking
on
the
MCDU
MENU
pushbutton
on
the
MCDU.
Use
the
first
RIGHT
SOFT
KEY
to
cycle
through
the
three
engine
variants
FADEC
A
FADEC
dedicated
to
each
engine
controls
thrust.
Thepilot
uses
the
thrust
levers
to
set
the
thrust
in
‘manual
mode’
while
the
FMGS
sets
the
thrust
in
‘automatic
mode’.
FADEC,
also
called
the
electronic
engine
control,
is
a
digital
control
system
that
performs
complete
engine
management.
The
FADEC
has
a
two-‐channel
redundancy,
with
one
channel
active
and
one
in
standby.
FUNCTIONS
The
FADEC
system
performs
the
following
functions:
-‐ Control
of
fuel
flow.
-‐ Engine
acceleration
and
deceleration.
-‐ Idle
setting.
-‐ Protection
against
N1,
N2
overspeed.
-‐ Monitoring
of
EGT
during
engine
autostart
on
ground.
-‐ Thrust
reverser
control.
-‐ Computation
of
fuel
used.
-‐ Management
of
engine
heat.
68 # FLIGHT MANUAL
IGNITION/STARTING
The
starting
system
is
controlled
via
the
FADEC.
The
FADEC
moniters
the
following
to
determine
safe
engine
start:
-‐ Engine
start
selector
position
-‐ Engine
master
switch
position
-‐ ENG
MAN
START
pushbutton
-‐ ENG
ANTI
ICE
pushbutton
-‐ ‘on
ground’/’in
flight’
modes
AUTOMATIC
STARTING
SEQUENCE
-‐ Default
engine
off
position
-‐ Turn
engine
knob
to
IGN/START
-‐ Move
the
Engine
master
switch
to
ON
Airbus A330-303
# FLIGHT M ANUAL
Thank
you
for
reading.
For
questions/support,
please
email:
robwilsonjetsim@gmail.com
Blue
Skies!