Ata 00 (PW 4000)

PW 4000 POWERPLANT INCLUDING INTERFACES
WITH AIRBUS A330 B1.1 AND B2 INTRODUCTION
TRAINING MANUAL
PW 4000 POWERPLANT INCLUDING

INTERFACES WITH AIRBUS A330 B1.1 AND
B2 (SUB-) CATEGORIES
INTRODUCTION
ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 1

TABLE OF CONTENTS
ABBREVIATIONS ....................................................................................... 4 STRUCTURAL REPAIR MANUAL ..........................................................86

APPU ASYMMETRY POSITION PICK OFF UNIT .................................... 4 OPERATIONS ENGINEERING BULLETIN (OEB) ..................................90
TYPE DESIGN ........................................................................................... 16 AIRWORTHINESS DIRECTIVES (AD’S).................................................92
A330-200 ................................................................................................. 16 SERVICE BULLETIN (SB) ......................................................................94
A330-300 ................................................................................................. 18 MAINTENANCE PLANING DOCUMENT (MPD) .....................................96
DOCUMENTATION PRESENTATION ...................................................... 20 (ILLUSTRATED) TOOL AND EQUIPMENT MANUAL (TEM) .................98
ATA 100 SPECIFICATION ...................................................................... 22 CONSUMABLE MATERIAL LIST (CML) ..............................................100
ATA 100 - BREAKDOWN ....................................................................... 24 ECAM SYSTEM LOGIC BOOK (ESLB) ................................................102
CUSTOMIZATION ................................................................................... 26 CABIN ATTENDANT OPERATING MANUAL (CAOM) ........................104
REVISION ............................................................................................... 26 (FLIGHT CREW) OPERATIONS MANUAL - PART A (OM-A) ..............105
MAIN MANUALS FOR LINE MAINTENANCE ........................................ 28 FLIGHT CREW OPERATIONS MANUAL - PART B (OM-B) ................107
FUNCTIONAL ITEM NUMBER ............................................................... 30 MINIMUM EQUIPMENT LIST (MEL) .....................................................110
SYSTEM IDENTIFICATION LETTERS ................................................... 34 FEEDBACK FROM IN-SERVICE DIFFICULTIES, OCCURANCE
AIRCRAFT EFFECTIVITY TABLE .......................................................... 36 REPORTING ............................................................................................112
AIRCRAFT MAINTENANCE MANUAL ................................................... 38 HUMAN FACTOR ISSUES ASSOCIATED WITH THE PARTICULAR
DEACTIVATION/REACTIVATION PROCEDURES ................................ 40 AIRCRAFT TYPE ....................................................................................113
AIRCRAFT MAINTENANCE MANUAL (AMM) ....................................... 42 EXTENDED-RANGE TWIN-ENGINE OPERATIONAL PERFORMANCE
MAINTENANCE PROCEDURE STRUCTURE ........................................ 42 STANDARDS (ETOPS) ...........................................................................114
DESCRIPTION AND OPERATION (D/O) (PAGES 1 TO 99)................... 44 A330-300 ETOPS DESIGN CONCEPT .................................................114
MAINTENANCE PRACTICES (M/P) (PAGES 201 TO 299) .................... 46 ETOPS MAINTENANCE PROGRAM ....................................................116
SERVICING (S) (PAGES 301 TO 399) .................................................... 48 ENVIRONMENTAL FACTORS ................................................................118
REMOVAL/INSTALLATION (R/I) (PAGES 400-499) .............................. 50 COLD WEATHER MAINTENANCE .......................................................118
DEACTIVATION/REACTIVATION (D/R) (PAGES 401-499) ................... 52 HOT WEATHER OPERATIONS PROCEDURE ....................................120
ADJUSTMENT/TEST (A/T) (PAGES 501 TO 599) .................................. 54 SANDY ENVIRONMENT .......................................................................122
INSPECTION/CHECK (I/C) (PAGES 601 TO 699) .................................. 56 RVSM (REDUCED VERTICAL SEPARATION MINIMUM) ......................124
CLEANING/PAINTING (C/P) (PAGES 701 TO 799) ............................... 58 FUEL TANK SAFETY PROCEDURES ....................................................127
TROUBLE SHOOTING MANUAL ........................................................... 60 GENERAL .............................................................................................127
TROUBLE SHOOTING PROCESS ......................................................... 64 FUEL SYSTEM DESIGN CONFIGURATION ........................................131
TROUBLE SHOOTING PROCESS ......................................................... 66 MAINTENANCE APPLICATION OF CDCCL ........................................137
FAULT ISOLATION PROCEDURE ......................................................... 68
ILLUSTRATED PARTS CATALOG ........................................................ 70
HOW TO USE THE IPC CATALOG ........................................................ 72
GRAPHIC LIST ....................................................................................... 74
DETAILLED LIST .................................................................................... 75
ADDITIONAL CROSS REFERENCE TABLE ......................................... 77
WIRING DIAGRAM MANUAL ................................................................. 78
LECTRICAL STANDARD PRACTICES MANUAL .................................. 82

TABLE OF FIGURES
A330-200 / A330-300 EXTERIOR.............................................................. 17 SERVICE BULLETIN (EXAMPLE) ............................................................95

A330-200 / A330-300 INTERIOR ............................................................... 19 SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD ..............97
GENERAL - MEDIA AND USERS ............................................................. 21 TOOL AND EQUIPMENT MANUAL - EXAMPLE ......................................98
ATA 100 SPECIFICATION ........................................................................ 23 CONSUMABLE MATERIAL LIST-EXAMPLE .........................................101
ATA 100 BREAKDOWN - EXAMPLE ....................................................... 25 ECAM SYSTEM LOGIC BOOK-LOGIC DIAGRAM EXAMPLE ...............103
GENERAL - MANUAL CUSTOMIZATION ................................................ 27 CABIN ATTENDANT OPERATING MANUAL-EXAMPLE.......................104
LINE AND BASE MAINTENANCE DOCUMENTS .................................... 29 OM PART A-EXAMPLE ...........................................................................106
LINK BETWEEN MANUALS ..................................................................... 35 OP PART B- EXAMPLE ..........................................................................107
EFFECTIVITY TABLE ............................................................................... 36 AIRPLANE FLIGHT MANUAL .................................................................108
EFFECTIVITY TABLE ............................................................................... 37 AIRPLANE FLIGHT MANUAL - MCDL ...................................................109
MANUAL BREAKDOWN .......................................................................... 39 MEL-EXAMPLE .......................................................................................111
DEACTIVATION/REACTIVATION INDEX ................................................. 41 TECHREQUEST PAGE ...........................................................................112
PROCEDURE STRUCTURE ..................................................................... 43 A330 ETOPS APPROVAL DATES ..........................................................115
PAGE BLOCK: DESCRIPTION & OPERATION ....................................... 45 ETOPS - DISPATCHRESTRICTIONS .....................................................117
PAGE BLOCK: MAINTENANCE PRACTICES ......................................... 47 ETOPS – MAINTENANCE PROGRAM ...................................................117
PAGE BLOCK: SERVICING ..................................................................... 49 ETOPS – MAINTENANCE CONDITIONS................................................117
PAGE BLOCK: REMOVAL/INSTALLATION ............................................ 51 GROUND OPERATIONS .........................................................................120
PAGE BLOCK: DEACTIVATION/REACTIVATION ................................... 53 ENGINE START ......................................................................................120
PAGE BLOCK: ADJUSTMENT/TE ........................................................... 55 TAKEOFF ................................................................................................120
PAGE BLOCK: INSPECTION/CHECK ...................................................... 57 LANDING.................................................................................................121
PAGE BLOCK: CLEANING/PAINTING..................................................... 59 PARKING ................................................................................................121
VISUAL EXAMPLE OF POST FLIGHT REPORT (EXAMPLE 2) .............. 61 BACKGROUND .......................................................................................122
TROUBLE SHOOTING PROCESS - AIRN@V ENTRY ............................. 62 MAIN SAND EFFECTS ON AIRCRAFT ..................................................122
TROUBLE SHOOTING PROCESS - WARNING/MAINT. SELECTION ..... 65 FCOM ......................................................................................................123
TROUBLE SHOOTING PROCESS - CORRELATION .............................. 67 WIND .......................................................................................................123
FAULT ISOLATION PROCEDURE ........................................................... 69
ILLUSTRATED PARTS CATALOG ........................................................... 71
IPC - HOW TO USE ................................................................................... 73
ACRT PART: „CROSS REF" .................................................................... 77
AIRCRAFT WIRING MANUAL .................................................................. 79
COMPARISON WIRING-SCHEMATIC (SCHEMATIC MANUAL) ............. 80
79 WIRING DIAGRAM - REFERENCES ................................................... 81
ESPM ........................................................................................................ 83
ESPM. SPECIAL TOOLS .......................................................................... 84
SRM........................................................................................................... 87
SRM- EXAMPLE ....................................................................................... 89
OEB ........................................................................................................... 90

AFECU Automatic Fire Extinguishing Control Unit
ABBREVIATIONS AFS Automatic Flight System
AGB Accessory Gearbox
A AGC Automatic Gain Control
A Amber AGW Actual Gross Weight
A Alternate AIL Aileron
A/C Aircraft AIM Aircraft Integrated Maintenance
A/D Analog/Digital AIP Attendant Indication Panel
A/DC Analog−to−Digital Converter AIS Audio Integrating System
A/R Audio Reproducer ALT Altitude
A/SKID Anti−Skid ALTM Altimeter
A/THR Autothrust ALTN Alternate, Alternative
A/XFMR Autotransformer AM Amplitude Modulation
AAP Additional Attendant Panel AM Airway Marker
ABV Above AMB Ambiguity
AC Alternating Current AMPL Amplifier
ACARS Aircraft Communication Addressing and Re AMM Aircraft Maintenance Manual
porting System AMU Audio Management Unit
ACARS−MU ACARS Management Unit AMTOSS Aircraft Maintenance Task Oriented Support
ACC Active Clearance Control System
ACCEL Acceleration/Accelerate AMU Audio Management Unit
ACCLRM Accelerometer ANI Analog Input
ACCU Accumulator ANN Annunciator
ACMS Aircraft Condition Monitoring System ANN Announcement
ACOC Air Cooled Oil Cooler ANO Analog Output
ACP Area Call Panel ANT Antenna
ACP Audio Control Panel AOA Angle−of−Attack
ACQN Acquisition AOHE Air Oil Heat Exchanger
ACT Active AP Autopilot
ACTR Actuator APENGD Auto Pilot Engaged
ADB Area Distribution Box AP/FD Autopilot/Flight Director
ADC Air Data Computer APPR Approach
ADF Automatic Direction Finder APPU Asymmetry Position Pick Off Unit
ADIRS Air Data/Inertial Reference System APU Auxiliary Power Unit
ADIRU Air Data/Inertial Reference Unit ARINC Aeronautical Radio Incorporated
ADM Air Data Module ARPT Airport
ADPCM Adaptive Pulse Coded Modulation AS Airspeed
ADPCU Advanced Digital Passenger Control Unit ASCII American Standard Code for Information Inter
ADPM Aircraft Deactivation Procedures Manual change
ADR Air Data Reference ASEB Audio Seat Electronic Box
ADS Air Data System ASI Airspeed Indicator
ADV Advisory ASIC Application Specific Integrated Circuits
AEVC Avionics Equipment Ventilation Computer ASM Aircraft Schematics Manual
AF Audio Frequency ASP Audio Selector Panel

ASPSU Autonomous Standby Power Supply Unit BU Battery Unit
ASSY Assembly BUS Busbar
ATA Air Transport Association of America BYDU Back−Up Yaw Damper Unit
ATC Air Traffic Control C
ATE Automatic Test Equipment C Close
ATIMS Air Traffic Information Management System C Celsius, Centigrade
ATIS Airport Terminal Information System C/B Circuit Breaker
ATLAS Abbreviated Test Language for All Systems C/L Check List
ATS Autothrottle System CAB Cabin
ATSU Air Traffic Services Unit CAM Cabin Assignment Module
ATT Attitude CAPT Captain
ATT Attendant CAS Calibrated Air Speed
ATTND Attendant CAUT Caution
AUTO Automatic CAUT LT Caution Light
AUX Auxiliary CBMS Circuit Breaker Monitoring System
AVAIL Available CBMU Circuit Breaker Monitoring Unit
AVNCS Avionics CCL CIDS Caution Light
AWM Aircraft Wiring Manual CCS Cabin Communications System
AWY Airway CCW Counter Clockwise
AZ Azimuth CD Compact Disc
B CDP Compact Disc Players
B Blue CDP Compressor Discharge Pressure
BARO Barometric CDU Control and Display Unit
BAT Battery CELLI Ceiling Emergency LED Light
BCL Battery Charge Limiter CFDIU Centralized Fault Display Interface Unit
BCM Back-Up Control Module CFDS Centralized Fault Display System
BCR Bulk Crew Rest CFMI CFM International
BFE Buyer Furnished Equipment CFRP Carbon Fiber Reinforced Plastic
BFO Beat Frequency Oscillator CFS CABIN File Server
BGM Boarding Music CG Center of Gravity
BITE Built−in Test Equipment CGCS Center of Gravity Control System
BLW Below CH Chapter
BMC Bleed Monitoring Computer CHAN Channel
BOT Begin of Tape CHG Change
BRG Bearing CI Cost Index
BRK Brake CIDS Cabin Intercommunication Data System
BRKR Breaker CK Check
BRKT Bracket CKPT Cockpit
BRT Bright, Brightness CKT Circuit
BSCU Braking/Steering Control Unit CL Center Line
BTC Bus Tie Contactor CLB Climb
BTMU Brake Temperature Monitoring Unit CLG Centerline Landing Gear
BTN Button CLOG Clogging
BTR Bus Tie Relay CLR Clear

CMC Central Maintenance Computer CW Clockwise
CMD Command CWS Control Wheel Steering
CMS Central Maintenance System D
CMT Cabin Management Terminal D/D Engine Out Drift Down Point
CNSTR Constraint D/O Description and Operation
CNTOR Contactor DA Drift Angle
CO Company DAC Digital to Analog Converter
COM Communication DAR Digital ACMS Recorder
COMPT Compartment DC Direct Current
COMPTR Comparator DCP DFDRS Coding Panel
COND Conditioned, Conditioning DCR Docking Crew Rest
CONFIG Configuration DDRMI Digital Distance and Radio Magnetic Indicator
CONT Controller DEC Declination
CONV Converter DECEL Decelerate
COOL Cooling, Cooler DECR Decrease
CP Control Panel DEF Definition
CPC Cabin Pressure Controller DELTA P Differential Pressure
CPLR Coupler DES Descent
CPMS Cabin and Passenger Management System DEST Destination
CPMU Cabin Passenger Management Unit DET Detection, Detector
CPRSR Compressor DEU Decoder/Encoder Unit
CPS Cycles Per Second (Hz ) DEV Deviation
CPT Capture DFDR Digital Flight Data Recorder
CPT Captain DFDRS Digital Flight Data Recording System
CPU Central Processing Unit DGI Digital Input
CRC Continuous Repetitive Chime DGO Digital Output
CRG Cargo DH Decision Height
CRS Course DIA Diameter
CRT Cathode Ray Tube DIFF Differential
CRZ Cruise DIM Dimming, Dimension
CSD Constant Speed Drive DIR Direction, Direct, Director
CSM/G Constant Speed Motor/Generator DISC Disconnect, Disconnected
CSTR Constraint DIST Distance
CSU Command Sensor Unit DIU Data Interface Unit ( Airshow )
CT Current Transformer DL Downlink
CTL Central DLRB Data Loading Routing Box
CTL Control DLS Data Loading Selector
CTR Center DMA Direct Memory Access
CTU Cabin Telecommunications Unit DMC Display Management Computer
CU Control Unit DME Distance Measuring Equipment
CUDU Current Unbalance Detection Unit DMS Digital Media Server
CUR Current DMU Data Management Unit
CVR Cockpit Voice Recorder DN Down
CVT Center Vent Tube DNLK Downlock

DOLLI Dome LED Light ENG Engine
DPDT Double Pole/Double Throw ENG Engaged
DPI Differential Pressure Indicator ENGD Engaged
DR Dead Reckoning EO Engine Out
DRVR Driver EOSID Engine Out Standard Instrument Departure
DSCRT Discrete EOT End of Tape
DSDL Dedicated Serial Data Link EPC External Power Contactor
DSI Discrete Input EPGS Electrical Power Generation System
DSO Discrete Output EPR Engine Pressure Ratio
DSPL Display EPROM Erasable Programmable Read Only Memory
DTG Distance to Go EPSU Emergency Power Supply Unit
DTMF Dual Tone Multiple Frequency EQPT Equipment
DU Display Unit ESD Electrostazic Sensitive Devices
E ESS Essential
E East EST Estimated
EBCU Emergency Brake Control Unit ET Elapsed Time
ECAM Electronic Centralized Aircraft Monitoring ETA Estimated Time of Arrival
ECB Electronic Control Box (APU) ETE Estimated Time en Route
ECM Engine Condition Monitoring ETP Equal Time Point
ECMU Electrical Contactor Management Unit EUPB Electronic Unit Protection Box
ECON Economy EVAC Evacuation
ECP Ecam Control Panel EWD Engine/Warning Display
ECS Environmental Control System EXC Excitation, Excite
ECU Electronic Control Unit EXCESS Excessive
EEC Electronic Engine Control EXT Exterior, External
EEPGS Enhanced Electrical Power Generation System F
EEPROM Electrically Eraseable Programmable Read F Fahrenheit
Only Memory F−PLN Flight Plan
EFCS Electrical Flight Control System F/O First Officer
EFF Effective, Effectivity FAC Flight Augmentation Computer
EFIS Electronic Flight Instrument System FADEC Full Authority Digital Engine Control
EGIU Electrical Generation Interface Unit FAIL Failed, Failure
EGT Exhaust Gas Temperature FAP Flight Attendant Panel (Enhanced CIDS)
EIS Electronic Instrument System FAP Forward Attendant Panel (Classic CIDS)
EIU Engine Interface Unit FC Fully Closed
EIVMU Engine Interface and Vibration Monitoring Unit FCDC Flight Control Data Concentrator
ELEC Electric, Electrical, Electricity FCMC Fuel Control and Monitoring Computer
ELEV Elevation, Elevator FCMS Fuel Control Monitoring System
ELMS Electrical Load Management System FCOM Flight Crew Operating Manual
ELMU Electrical Load Management Unit FCPC Flight Control Primary Computer
ELT Emergency Locator Transmitter FCSC Flight Control Secondary Computer
EMER Emergency FCRC Flight Crew Rest Compartment
EMI Electromagnetic Interference FCU Flight Control Unit
END Endurance FCV Flow Control Valve

FD Flight Director FWD Forward
FDB Floor Disconnect Box FWS Flight Warning System
FDBK Feedback G
FDIMU Flight Data Interface and Management Unit G Green
FDIU Flight Data Interface Unit G/S Glide Slope
FDRS Flight Data Recording System GA Go−Around
FDU Fire Detection Unit GALY Galley
FE Flight Envelope GAPCU Ground and APU Power Control Unit
FF Fuel Flow GCR Generator Control Relay
FG Flight Guidance GCU Generator Control Unit
FIDS Fault Isolation and Detection System GEN Generator
FIFO First Input/First Output GLC Generator Line Contactor
FIG Figure GLR Generator Line Relay
FIN Functional Item Number GMT Greenwich Mean Time
FL Flight Level GND Ground
FLEX Flexible GPCU Ground Power Control Unit
FLP Flap GPIRS Global Positioning Inertial Reference System
FLT Flight GPS Global Positioning System
FM Flight Management GPSSU Global Positioning System Sensing Unit
FMA Flight Mode Annunciator GPU Ground Power Unit
FMC Flight Management Computer GPWC Ground Proximity Warning Computer
FMGEC Flight Management Guidance and Envelope GPWS Ground Proximity Warning System
Computer GRP Geographic Reference Point
FMGES Flight Management Guidance and Envelope GRU Ground Refrigeration Unit
System GS Ground Speed
FMGS Flight Management and Guidance System GSE Ground Support Equipment
FMS Flight Management System GW Gross Weight
FMV Fuel Metering Valve H
FO Fully Open H Hot (Electrical Point)
FOB Fuel On Board H/W Hardware
FPA Flight Path Angle HCU Hydraulic Control Unit
FPEEPMS Floor Proximity Emergency Escape Path Mark HDG Heading
ing System HEGS Hydraulic Electrical Generating System
FPPU Feedback Position Pick−off Unit HF High Frequency
FPV Flight Path Vector HI High
FQ Fuel Quantity HLAC High Level Alternating Current Voltage
FQI Fuel Quantity Indicating/Indication/Indicator HLDC High Level Direct Current Voltage
FR Frame HMU Hydromechanical Unit
FREQ Frequency HP High Pressure
FRU Frequency Reference Unit HPC High Pressure Compressor
FRV Fuel Return Valve HPT High Pressure Turbine
FSB Fasten Seat Belts HPTACC High Pressure Turbine Active Clearance Con
FW Failure Warning trol
FWC Flight Warning Computer HS High Speed

HSI Horizontal Situation Indicator ISOL Isolation
HSMU Hydraulic System Monitoring Unit IVS Inertial Vertical Speed
HUDC Head Up Display Computer J
HYD Hydraulic JAM Jammed, Jamming
I JAR Joint Airworthiness Requirements
I/O Input/Output L
I/P Intercept Profile L Left
I/P Input L Length
IAE International Aero Engines L/G Landing Gear
IAS Indicated Airspeed LA Linear Accelerometer
IB Interface Box LAMM Lights Audio and Miscellaneous Module
IDENT Identification, Identifier, Identify LAN Local Area Network
IDG Integrated Drive Generator LAT Lateral
IGB Inlet Gear Box LAT Latitude
IGN Ignition LAV Lavatory
IGV Inlet Guide Vane LBP Left Bottom Plug
ILS Instrument Landing System (LOC and G/S) LCD Liquid Crystal Display
IMM Immediate LCIT Load Compressor Inlet Temperature
IMR Interlock Monitoring Relay LDCC Lower Deck Cargo Compartment
INB Inbound LD−MCR Lower Deck Mobile Crew Rest Compartment
INBD Inboard LDG Landing
INCR Increment LE Leading Edge
IND Indicator LED Light Emitting Diode
INFO Information LGCIU Landing Gear Control and Interface Unit
INHIB Inhibition, Inhibit, Inhibited LIM Limit, Limitation, Limiting, Limiter
INIT Initial(ization) LKD Locked
INOP Inoperative LL Lat/Long
INR Inner LLDC Low Level Direct Current Voltage
INT Interrupt LMP Left Middle Plug
INTCP Intercept LNG Long
INTFC Interface LMS Leakage Measurement System
INTL Internal LO Low
INTRG Interrogate, Interrogator LOC Localizer
INV Inverter LONG Longitude
IP Intermediate Pressure LONGN Longeron
IPC Illustrated Parts Catalog LOP Low Oil Pressure
IPCU Ice Protection Control Unit LP Low Pressure
IPPU Instrumentation Position Pick−off Unit LPT Low Pressure Turbine
IPT Inadvertant Paralleling Trip LPTACC Low Pressure Turbine Active Clearance Con
IR Inertial Reference trol
IRS Inertial Reference System LRRA Low Range Radio Altimeter
ISA International Standard Atmosphere LRU Line Replaceable Unit
ISIS Integrated Standby Instrument System LS Loudspeaker
ISO International Standardization Organisation LSB Least Significant Bit

LSI Large Scale Integration MOT Motor, Motorized
LSK Line Select Key MPD Maintenance Planning Document
LSU Lavatory Service Unit MPU Magnetic Pick−Up
LT Light MSA Minimum Safe Altitude
LTP Left Top Plug MSB Most Significant Bit
LV Low Voltage MSG Message
LVDT Linear Variable Differential Transducer MSL Mean Sea Level
LVL Level MSU Mode Selector Unit (IRS)
LW Landing Weight MSW Microswitch
LWR Lower MTBF Mean Time Between Failure
M MTBUR Mean Time Between Unscheduled Removals
MAC Mean Aerodynamic Chord MTG Mounting
MAG Magnetic MTO Maximum Take−Off
MAINT Maintenance MTOGW Maximum Takeoff Gross Weight
MAN Manual MU Management Unit
MAX Maximum MUX Multiplex, Multiplexer
MC Master Caution MVT Movement
MCDU Multipurpose Control & Display Unit MW Master Warning
MCL Maximum Climb MZFW Maximum Design Zero Fuel Weight
MCT Maximum Continuous Thrust N
MCU Modular Concept Unit N Normal, North
MDA Minimum Descent Altitude N/A Not Applicable
MDDU Multipurpose Disk Drive Unit N/P Next Page
MECH Mechanic, Mechanical, Mechanism N/W Nose Wheel
MED Medium N/WS Nose Wheel Steering
MES Main Engine Start NAC Nacelle
MI Magnetic Indicator NAS Navy and Army Standard
MIC Microphone NAV Navigation
MICBAC Micro−System Bus Access Channel NAVAID Navigation Aid
MID Middle NBPT No Break Power Transfer
MIN Minimum NC Normally Closed
MISC Miscellaneous NCD No Computed Data
MKR Marker (radio) Beacon ND Navigation Display
MLA Maneuver Load Alleviation NDB Non−Directional Beacon
MLG Main Landing Gear NEG Negative
MLI Magnetic Level Indicator NLG Nose Landing Gear
MLS Microwave Landing System NM Nautical Mile
MLW Maximum Design Landing Weight NMI Non Maskable Interrupt
MM Middle Marker No Number
MMEL Master Minimum Equipment List NO Normally Open
MMO Maximum Operating Mach NO Normal Operation in SSM
MODLTR Modulator NORM Normal
MON Monitor, Monitoring, Monitored NS No Smoking
MORA Minimum Off Route Altitude NU Not Used

NVM Non−Volatile Memory PCU Power Control Unit
N1 Low Pressure Rotor Speed PDC Pre Dparture Clearence
N2 High Pressure Rotor Speed PDL Portable Data Loader
O PED Pedestal
O Open PERF Performance
O/P Output PES Passenger Entertainment (System)
OAT Outside Air Temperature PESC Passenger Entertainment System Controller
OBRM On Board Replaceable Module PF Power Factor
OC Open Circuit PFD Primary Flight Display
OC Overcurrent PFR Post Flight Report
OF Overfrequency PH Phase
OFST Offset PHC Probe Heat Computer
OGV Outlet Guide Vane PIL Passenger Info List
OHU Optical Head Unit PIM Programming and Indication Module
OIT Oil Inlet Temperature PIU Passenger Information Unit
OK Correct PMA Permanent Magnet Alternator
OM Outer Marker PMG Permanent Magnet Generator
OMS Onboard Maintenance System PN Part Number
OOOI Out / Off / On / In PNL Panel
OOT Oil Outlet Temperature POB Pressure−Off Brake
OP Operational POR Point of Regulation
OPP Opposite POS Position
OPS Operation POT Potentiometer
OPT Optimum PPOS Present Position
OPV Overpressure Valve PR Power Relay
OUTBD Outboard PRAM Prerecorded Announcement and Music
OVBD Overboard PREAMP Preamplifier
OVHD Overhead PRED Prediction
OVHT Overheat PRESEL Preselector/Preselection
OVLD Overload PRESS Pressure, Pressurization, Pressurize
OVRD Override PREV Previous
OVSP Overspeed PRIM Primary
OXY Oxygen PROC T Procedure Turn
P PROF Profile
P/B Pushbutton PROG Progress
P/BSW Pushbutton Switch PROM Programmable Read Only Memory
PA Passenger Address PROT Protection
PATS Passenger Air−to−Ground Telephone System PROX Proximity
PAX Passenger PRR Power Ready Relay
PC Pack Controller PRTR Printer
PCB Printed Circuit Board PSCU Proximity Switch Control Unit
PCC Purser Communication Center PSDU Power Supply Decoupling Unit
PCM Pulse Code Modulation PSI Pound per Square Inch
PCU Passenger Control Unit PSS Passenger Services System

PSU Passenger Service Unit RDNG Reading
PT Point RECIRC Recirculate, Recirculation
PTC Positive Temperature Coefficient RECT Rectifier
PTLU Pedal Travel Limitation Unit RED Reduction
PTT Push to Test REF Reference
PTT Push−to−Talk REFUEL Refueling
PU Panel Unit REG Regulator
PURS Purser REL Release
PVI Paravisual Indicating REP Report
PVIS Passenger Visual Information System RES Resistance
PWR Power RET Return
Q REV Reverse
Q Pitch Rate REV Revise, Revision
QAD Quick−Attach−Detach RF Radio Frequency
QAR Quick Access Recorder RFU Radio Frequency Unit
QAT Quadruple ARINC Transmitter RLA Reverser Lever Angle
QEC Quick Engine Change RLS Remote Light Sensor
QFE Field Elevation Atmospheric Pressure RLY Relay
QFU Runway Heading RMI Radio Magnetic Indicator
QNE Sea Level Standard Atmosphere Pressure RMP Radio Management Panel
QNH Sea Level Atmospheric Pressure RNG Range
QTY Quantity ROM Read Only Memory
R RPLNT Repellent
R Red RPM Revolution per Minute
R Right RQRD Required
R/I Radio/Inertial RST Reset
R/T Receiver/Transmitter RSV Reserve
RA Resolution Advisory RSVR Reservoir
RA Radio Altimeter, Radio Altitude RTE Route
RAC Rotor Active Clearance RTLU Rudder Travel Limitation Unit
RACC Rotor Active Clearance Control RTN Return
RACSB Rotor Active Clearance Start Bleed RTP Right Top Plug
RAD Radio RTS Return to Seat
RAM Random Access Memory RUD Rudder
RAT Ram Air Turbine RVDT Rotary Variable Differential Transducer
RBP Right Bottom Plug RVR Runway Visual Range
RC Repetitive Chime RWY Runway
RCC Remote Charge Converter S
RCCB Remote Control Circuit Breaker S South
RCDR Recorder S/C Step Climb
RCL Recall S/D Step Descent
RCPT Receptacle S/D System Display
RCPTN Reception S/W Software
RCVR Receiver SAF Safety

SAR Smart ACMS Recorder STBY Standby
SAT Static Air Temperature STD Standard
SC Single Chime STGR Stringer
SD System Display STS Status
SDAC System Data Acquisition Concentrator SVCE Service
SDCU Smoke Detection Control Unit SVR Servo Valve Relay
SDN System Description Note SW Switch
SDU Sattelite Data Unit SWTG Switching
SDU Seat Display Unit SYNTHR Synthetizer
SEB Seat Electronic Box SYS System
SEC Secondary T
SEL Select, Selected, Selector, Selection T True, Turn
SELCAL Selective Calling System T/C Top of Climb
SFCC Slat Flap Control Computer T/D Top of Descent
SH ABS Shock Absorber T/R Thrust Reverser
SHED Shedding T−P Turn Point
SHT Short TA Traffic Advisory
SI Symbol Indication TACT Tactical
SIC System Isolation Contactor TAS True Airspeed
SID Standard Instrument Departure TAT Total Air Temperature
SIG Signal TBC To Be Confirmed
SIL Service Information Letter TBD To be Determined
SLT Slat TCAS Traffic Alert and Collision Avoidance System
SMK Smoke TCC Turbine Case Cooling
SN Serial Number TDD Technical Design Directive
SOL Solenoid TDO Time Delay Off
SOV Shut−Off Valve TE Trailing Edge
SPD Speed TEC Turbine Exhaust Case
SPLY Supply TEMP Temperature
SQ Squelch TFU Technical Follow Up
SQL Squelch TGT Target
SR Seat Row THDG True Heading
SRPSU Slide Release Power Supply Unit THR Thrust
SRS Speed Reference System THRM Thermal
SRU Shop Replaceable Unit THS Trimmable Horizontal Stabilizer
SSB Single Side Band TIT Turbine Inlet Temperature
SSEC Static Source Error Correction TK Tank
SSM Sign Status Matrix TKE Track Angle Error
SSTU Side Stick Transducer Unit TLA Throttle Lever Angle
SSSV Solid State Stored Voice TLU Travel Limitation Unit
STA Station TMR Timer
STAB Stabilizer TO Takeoff
STAR Standard Terminal Arrival Route TOGW Takeoff Gross Weight
STAT Static TOT Total

TPIC Tire Pressure Indicating Computer VCP Video Casette Player
TPIS Tire Pressure Indicating System VCU Video Control Unit
TPR Transponder VDC Voltage Direct Current
TR Transformer Rectifier VDEV Vertical Deviation
TRA Throttle Resolver Angle VEL Velocity
TRANS Transition VENT Ventilation
TRDV Thrust Reverser Directional Valve VERT Vertical
TRF Turbine Rear Frame VFE Maximum Flat Extended Speed
TRIG Trigger VFTO Final Takeoff Speed
TRK Track (angle) VHF Very High Frequency
TROPO Tropopause VHV Very High Voltage
TRPV Thrust Reverser Pressurizing Valve VIB Vibration
TRV Travel VLE Maximum Landing Gear Extended Speed
TSM Trouble Shooting Manual VLO Maximum Landing Gear Operating Speed
TT Test Type VLS Lower Selectable Speed
TTG Time to Go VM Voltmeter
TTL Transistor Transistor Logic VMAX Maximum Allowable Airspeed
TTN Time To Nav VMO Maximum Operating Speed
TTRK True Track VMU Video Modulator Unit
TTS Trim Tank System VOR VHF Omnidirectional Range
TU Tapping Unit VOR.D VOR−DME
TURB Turbulent, Turbulence VR Rotation Speed
U VRMS Volt Root Mean Square
UF Underfrequency VSC Vacuum System Controller
UHF Ultra High Frequency VSCF Variable Speed Constant Frequency
UL Up Link VSCU Video System Control Unit
ULB Under Water Locator Beacon VSV Variable Stator Vane
UNLK Unlock VSWR Voltage Standing Wave Ratio
UNLKD Unlocked, Unlocking VTR Video Tape Reproducer
UNSD Unused V1 Critical Engine Failure Speed
UPR Upper V2 Takeoff Safety Speed
US Underspeed V3 Flap Retraction Speed
UTC Universal Time Coordinated V4 Slat Retraction Speed
UV Under Voltage W
V W Weight
V/S Vertical Speed W White
Vc Calibrated Airspeed WARN Warning
VAC Voltage Alternating Current WBC Weight & Balance Computer
VAR Variable, Variation WBS Weight and Balance System
VASEB Video Audio Seat Electronic Box WD Warning Display
VBV Variable Bleed Valve WDO Window
VC Ventilation Controller WG Wave Guide
VCC Video Control Center WHC Window Heat Computer
VCO Voltage Controlled Oscillator WHL Wheel

WIPCU Water Ice Protection Control Unit
WIPDU Water Ice Protection Data Unit
WPT Waypoint
WRG Wiring
WTB Wing Tip Brake
WX Weather
WXR Weather Radar
X
X FEED Crossfeed
X−TALK Cross−Talk
XCVR Transceiver
XDCR Transducer
XFMR Transformer
XFR Transfer
XMTR Transmitter
XPDR Transponder
Y
Y Yellow
Z
Z Zone
ZFCG Zero Fuel Center of Gravity
ZFW Zero Fuel Weight
NR‘s + Symbols
3D Three Dimensional (Lat, Long, Alt)
4D Four Dimensional (Lat, Long, Alt, Time)
# Hash

TYPE DESIGN
A330-200 UPGRADES AND IMPROVEMENTS
The shortest fuselage member of the A330 series provides airlines with Airbus’ continuous investment in the A330 Family benefits the A330-200
excellent range and cargo capacity. version by lowering costs and improving operations. This includes system
upgrades and enhancements, the introduction of advanced navigation aids
EXCEPTIONAL FLEXIBILITY and new-generation flight instrumentation, and engine upgrades. Updated
passenger cabin features developed for the A330 include state-of-the-art
The A330-200 is the shorter-fuselage variant of Airbus’ A330 twin-engine LED lighting, smoother contours with softened lines and new interior styling
widebody family, and has the versatility to cover all ranges from short-haul – all of which provide a lighter, brighter and more spacious interior.
to true long-haul, with ideal sizing for point-to-point operations.
An increased maximum takeoff weight of 242 metric tonnes was launched
Its optimised 222-inch fuselage cross-section – which is shared with the by Airbus in November 2012. The new 242-tonne A330-200 will fly 7,250
other members of Airbus’ A330/A340 Family – accommodates 247 nautical miles (13,450 km.) with 247 passengers and carry over 3.4 tonnes
passengers in a comfortable three-class cabin layout that provides more more payload than the previous 238-tonne A330-200 version.
window and aisle seats in much quieter cabins. As a modern jetliner, the
A330-200 accepts the latest in-flight entertainment, including video-on- LONG-RANGE CREW ACCOMMODATIONS
demand, mobile telephone and e-mail via satellite.
For long-distance operations, the A330-200 can be fitted with innovative
Another advantage of the A330-200’s fuselage is its large-capacity crew rest areas. A secure rest facility for pilots with one or two bunks is
underfloor cargo holds, which accommodate industry-standard LD3 designed to be located next to the cockpit for easy, rapid access. A mobile
containers in side-by-side loading, as well as 96-inch pallets. rest area for cabin crews can be installed in the aircraft’s lower-deck aft
cargo hold and accessed by a stair from the main cabin – thereby
The A330-200 is well established with major carriers around the world, and eliminating any impact on passenger seating. Based on a 96 X 125-inch
has become a preferred aircraft for charter and leisure operators, as well as pallet, this cabin crew facility can have up to seven bunks and be removed
the growing low-cost long-haul market segment. With Airbus commonality in 50 minutes for shorter flight operations not requiring crew rest
in cockpit and cabin systems, an increasing number of airlines that fly the accommodations.
single-aisle A320 Family are discovering the advantages of stepping up to
the widebody A330-200 for higher-capacity, longer-range service.

A330-200 / A330-300 EXTERIOR

A330-300
The A330-300 brings Airbus widebody efficiency to airline operations on newly-designed air conditioning units. Also available is appealing mood
longer-haul routes. lighting and a choice of overhead storage options with optimised bin
designs.
RANGE AND COMFORT
Airbus’ 222-inch fuselage cross-section provides unmatched comfort on the
The stretched-fuselage A330-300 matches twin-engine efficiency with main deck, while also offering large underfloor holds that open up
increased passenger capacity – all while retaining the A330 Family’s highly opportunities for extra revenue from cargo. These holds accept industry-
comfortable, low-noise cabin and operating commonality with the entire standard LD3 containers in side-by-loading, facilitating cargo processing
Airbus fly-by-wire product line. With Airbus’ increase in the jetliner’s and interlining. In a typical arrangement, six 96-inch pallets or 18 LD3
maximum takeoff weight to 242 tonnes, the A330-300 offers a range of up to containers can be accommodated in forward zone; while its aft cargo hold
6,350 nautical miles (11,750 km.) while carrying 277 passengers in a typical can handle such loads as 12 LD3 containers along with one 96-inch pallet,
three-cabin arrangement. plus bulk cargo.
Its designed-in flexibility allows airlines to integrate Airbus’ innovative crew CONTINUED IMPROVEMENT
rest facilities without giving up revenue passenger seats. A secure flight
crew location next to the cockpit accommodates one or two bunks, while a Airbus invests 150 million euros annually in the A330 programme to deliver
pallet-mounted rest area with up to seven bunks for cabin personnel is continuous innovation to this jetliner product line that result in lower costs
designed for loading under the main deck, with accessibility via a stair in the and better operations for the A330-300.
centre-left passenger cabin.
These upgrades range from weight reductions in the airframe, introduction
FAMILY TRAITS of modern passenger cabin features, and system improvements to engine
upgrades and advanced navigation systems in the cockpit. They also result
As a member of the popular A330 Family, the A330-300 benefits from in longer maintenance check intervals.
demonstrated reliability, performance and unbeatable operating costs of the
product line, in service to more than 400 destinations each week, with over A further enhancement of the A330 comes with Airbus’ launch of an
100 operators. increased maximum takeoff weight capability to 242 metric tonnes. With
this improvement, the A330-300 benefits from up to 500 nautical miles of
Many also profit from Airbus commonality: some 20 A330 customers utilise extra range, to 6,350 nautical miles (11,750 km.) – with 277 passengers,
both A330-300s and the shorter-fuselage A330-200; while pilots with and carries nearly five tonnes more payload than the previous 235-tonne
approximately 30 carriers practice mixed-fleet flying by using A330-300/200 aircraft. In operational terms, the increased takeoff weight A330-300 is able
jetliners along with four-engine A340s, or A330s alongside single-aisle A320 to connect to the following new city pairs: London to Tokyo; Frankfurt to
Family aircraft. Cape Town; Beijing to Melbourne; Beijing to San Francisco; Kuala Lumpur
to Paris; and Los Angeles to Dublin.
The A330-300 incorporates Airbus’ latest technology, which includes its
digital fly-by-wire flight controls, a high-efficiency wing, and more than 10
tonnes of lightweight composite structures in its airframe. A lighter, brighter
and more spacious cabin results from updated features that include
smoother contours, new interior styling, state-of-the-art LED lighting and

A330-200 / A330-300 INTERIOR

DOCUMENTATION PRESENTATION
MEDIA AND USERS
Main Media:
 paper,
 microfiche,
 digital.
Digital Documentation:
 AIRNav DVD,
 Airbus On-Line Services (AOLS),
 CDs, PDF media can be used as a back-up source.
Typical users:
 flight operations,
 line and base maintenance,
 engineering, shop and overhaul maintenance,
 cabin staff.
This training is dedicated for the line and base maintenance personnel, to
operate and maintain the A/C in the optimum condition.

GENERAL - MEDIA AND USERS

ATA 100 Specification
The aim of the ATA 100 specification is to standardize the format and data
or-ganization of each aircraft manufacturers manuals and also between
manuals. The use of standards minimizes cost and effort by the operator's
personnel.
In accordance to that fact, many AIRBUS INDUSTRIE manuals and docu-
ments follow the ATA 100 specification.
Documentation which follow the ATA 100 format:
AMM (Aircraft Maintenance Manual)

IPC (Illustrated Parts Catalog)
SRM (Structural Repair Manual)
WDM (Wiring Diagram Manual)
ASM (Aircraft Schematic Manual)
AWM (Aircraft Wiring Manual)
AWL (Aircraft Wiring List)
CMM (Component Maintenance Manual)

ATA 100 SPECIFICATION

ATA 100 - BREAKDOWN

SRM PAGE BLOCK BREAKDOWN
DESCRIPTION
PB 001-099 Identification
The ATA 100 numbering system uses a six digit dash number breakdown, PB 101-199 Allowable Damage
which divides the documented material into chapter (system), section PB 201 -299 Repairs
(subsystem) and subject (unit).
PAGE BLOCK – BREAKDOWN
Page block numbers are used to separate the subjects within manual
chapters into topics for easy reference.
A Page Block (PB) is related to a specific type of information. The „Page
Block" system applies to the
AMM
CMM
SRM
TSM
AMM PAGE BLOCK BREAKDOWN
PB 001-099 Description and operation

PB 201-299 Maintenance Practices (ie: pressurizing, etc.)
PB 301-399 Servicing (ie: replenishment, lubricating etc.)
PB 401-499 Removal/Installation - Deactivation/Reactivation
PB 501 -599 Adjustment/Test
PB 601-699 Inspection/Check
PB 701-799 Cleaning/Painting
PB 801 -899 Approved Repairs
TSM PAGE BLOCK BREAKDOWN
PB 101-199 Fault symptoms

PB 201-299 Fault isolation procedures
PB 301-399 Task supporting data

ATA 100 BREAKDOWN - EXAMPLE

CUSTOMIZATION REVISION
DESCRIPTION DESCRIPTION
The technical documentation is customized manuals and non-customized There are two types of revisions: normal and temporary
manuals. Normal revisions are calendar scheduled
The customized manual contains only the information applicable to a Temporary revisions are used for urgent information requiring immediate
particular airline or a group of operators like the AMM, TSM, IPC,... attention or advanced notification.
The non-customized manual contains information applicable to all airlines They are on yellow pages or on yellow diskettes.
for one A/C type family (envelope) or applicable to all Airbus products
(generic).
Non-customized manual is called "envelope" when the information is
applicable only to specific A/C, type or series (id est Single Aisle family) like
the Illustrated Tool and Equipment Manual (TEM), Service Bulletin (SB),
Service Information letter (SIL), Operations Engineering Bulletin (OEB),
Master Minimum Equipment List (MMEL), SRM, ...
It is called "generic" if the information is applicable to all A/C models, types
or series (all AIRBUS types A300, A310, A320, A330, A340) like the
Electrical Standard Practices Manual (ESPM).

GENERAL - MANUAL CUSTOMIZATION

MAIN MANUALS FOR LINE MAINTENANCE
Flight Operations:
The MMEL specifies the components or systems which may be inoperative
and the associated operational procedures which allow the A/C to be
cleared for flight. The MMEL provides the necessary information to
operators for definition of their Minimum Equipment List (MEL).
The line and base maintenance documents are:
 TSM,
 Additional Cross Reference Tables (ACRT),
 IPC (airframe),
 Power Plant IPC (PPIPC),
 Support Equipment Summary (SES),
 TEM,
 Tool and Equipment Index (TEI),
 Tool and Equipment Drawings (TED),
 Maintenance Facility Planning (MFP),
 Maintenance Review Board (MRB),
 Maintenance Planning Document (MPD),
 AMM,
 ASM,
 AWM,
 A/C Wiring List (AWL),
 ESPM,
 Consumable Material List (CML),
 Component Location Manual (CLM)..

LINE AND BASE MAINTENANCE DOCUMENTS

FUNCTIONAL ITEM NUMBER
DESCRIPTION AND OPERATION
The equipment on the A/C is identified by a unique identifier designated

Functional Item Number (FIN). The basic element of the FIN is a two letter
code indicating to which system circuit the equipment belongs. To this code
are added prefixes and/or suffixes which provide the unique identification for
individual items of equipment.
For electrical equipment (any component with an electrical connection) the
FIN is of the form 2CA1 where:
 2 = Second component in circuit CA
 CA = Circuit two letter code
 1 = Suffix - First of several similar systems (System 1)
The general rule is that an even suffix is identifies a component on the right
hand side and an odd suffix identifies a component on the left hand side.
For mechanical equipment the FIN is similar to the electrical FIN.
The FIN sequence number serves to differenciate between mechanical and
electrical equipment. The sequence number below 5000 are reserved for
electrical FINs and the sequence numbers equal or above 5000 are
reserved for mechanical FINs.

CONNECTORS  A: Plug identification

This will identify plug A on the 14th component in the circuit CA. If there are
Connections to components shall be identified by a suffix letter (or two for everal connections, the other plugs shall be identified A, B, C, D, etc...
multiple connection parts) following the circuit identification. Example 1: 11CA-B
Example: 14CA-A  11CA: Component identification
 14: Component number  B: Plug identification letter
 CA: Circuit code

FICTITIOUS COMPONENTS
All components not specifically related to a circuit are identified by fictitious

circuit letter V. The second letter defines the type of component.
1. VC A/C electrical connectors
The electrical connector is identified in a fictitious circuit VC by a numerical
designator.
This identification shall be preceded by a group of numbers.
Example: 19VC-A
 19: Component number
 VC: Fictitious circuit code
 A: Plug identification letter
 19VC associated receptacle.
2. VD diode module
The diode module is identified in fictitious circuit VD by a numerical
designator.
Example: 138VD
 138: Component number
 VD: Fictitious circuit code
3. VE panel
VE panels are similar to VU except that they are for commercial circuits and
all the wires in the VE are identified by ATA chapter 31-18.

THIS PAGE IS INTENTIONALLY LEFT BLANK

SYSTEM IDENTIFICATION LETTERS
The letters A and B are reserved for special request by an airline for system CC FMGES - ARINC bus interfaces
references where the system i s considered likely to be unique to that airline CD EFCS - ARINC buses and discretes interfaces
and not covered by the system letters shown in the table. CE EFCS - Control inputs & power supply
CF Flaps position indicating
CN Slats position indicating
IDENTIFICATION OF CIRCUITS CS EFCS - Electrical control and monitoring of actuation
CV Flaps electrical control & monitoring
C Flight control systems CW Slats electrical control & monitoring
D De-icing
E Engine monitoring D - De-icing
F Flight instrumentation DA Probe ice protection
G Landing gear D3 Windshield rain protection
H Air conditioning DD Ice detection
J Hydraulics DG Windshield anti-icing & defogging
K Engine/APU control and starting DH Escape slide locking mechanism ice protection
L Lighting DL Wing ice protection
M Interior arrangement/Passenger service system DN Engine air intake ice protection
P DC generation DR Flight crew foot warmers
Q Fuel DU Waste water ice protection
R Radio (navigation & communications) DV Water servicing panels heating
S Radar, navigation DW Potable water ice protection
T Recording
V Fictitious circuits E - Engine monitoring
W Fire protection & warning system EH Ignition starting and continuous relight
X AC Generation EL Fuel filter clogging warning system
EN Oil indicating & power supply
CIRCUIT IDENTIFICATION EV Engine vibration indicating system
The identification number of a circuit consists of 2 Letters: the letter o f the F - Flight instrumentation
system followed by a letter identifying the circuit within a system. FA Angle of attack indicating
Example: FC Attitude and heading standby data
CA FH Head up display (HUD)
C System Identification FN Radio magnetic information switching and indicating
A Circuit Identification FP Sensors, power supply and switching
C - Flight control systems
CA FMGES - Electrical power supply
CB FMGES - Discretes/analog interfaces

LINK BETWEEN MANUALS

AIRCRAFT EFFECTIVITY TABLE
The effectivity table is found in the manual section 00 - INTRO, with the  the VERSION indicates the initial ownership, to which company the
following data: A/C was manufactured in. The page effectivity is by the FSN in the
 MSN, customized manuals and by the MSN in the non customized
 FSN, manuals.
EFFECTIVITY TABLE

EFFECTIVITY TABLE

AIRCRAFT MAINTENANCE MANUAL
DESCRIPTION AND OPERATION - GENERAL
The A330 Aircraft Maintenance Manual (AMM) contains information to

service, repair, adjust, inspect and check equipment and systems of the
aircraft nor¬mally performed on the ramp or in the maintenance hangar. The
AMM also contains information about inspections and maintenance of
aircraft structure.
The AMM contains the necessary data to cover scheduled maintenance
procedures prescribed by the Maintenance Planning Document (MPD )and
the Deactivation/Reactivation procedures relative to Master Minimum
Equipment List (MMEL), respectively to the Configuration Deviation List
(CDL).

MANUAL BREAKDOWN

DEACTIVATION/REACTIVATION PROCEDURES
The Deactivation/Reactivation procedures originate from the MASTER MINI-

MUM EQUIPMENT LIST (MMEL) and the CONFIGURATION DEVIATION
LIST (CDL).
These procedures are incorporated in the AMM at Chapter-Section level in
page block 401 and complete the concise description of the MMEL and
CDL.
DEACTIVATION
The deactivation procedures describe the procedures to perform to fly with a

system or a part of system failed.
REACTIVATION
The reactivation procedures describe the maintenance operations to be per-

formed to restore the system to normal operation after deactivation of the
faulty component.
The index here below lists only the MMEL and CDL
Deactivation/Reactivation procedures requiring a maintenance operation
and incorporated in the AMM. For each AMM procedure a cross reference
to MMEL or CDL task is made in the paragraph "Reason for the job"

DEACTIVATION/REACTIVATION INDEX
AIRCRAFT MAINTENANCE MANUAL (AMM) If for clarity, it is necessary to depict the equipment in any other
configuration, a NOTE must state this specific configuration.
INTRODUCTION
TOOLS AND GROUND SUPPORT EQUIPMENT
The A330 Aircraft Maintenance Manual (AMM) contains information to
ervice, repair, adjust, inspect and check equipment and systems of the  Required tools and equipment are defined:
aircraft normally performed on the ramp or in the maintenance hangar.  either by part numbers when they are listed in the Illustrated Tool
The AMM also contains information about inspections and maintenance of and Equipment Manual.
aircraft structure. The AMM contains the necessary data to cover scheduled  or by their main features.
maintenance procedures prescribed by the Maintenance Review Board
(MRB) document, respectively the Maintenance Planning Document (MPD MATERIALS
)and the Deactivation/Reactivation procedures relative to Master Minimum
Equipment List (MMEL), respectively to the Configuration Deviation List All materials prescribed for use during maintenance procedures are
(CDL). Time Limits are issued in a seperate Document and are approved by recorded in chapter
the Airworthiness Authorities.  20-31-00 General use & APU
 70-00-00 Use specific to engines.
Note: The AMM does not contain information relative to work normally
performed on units or assembiies away from the airpiane. JOB SET-UP INFORMATION
Note: The AMM meets the ATA-100 specification To facilitate the preparation of the job, the information about
 Expendable Parts
MAINTENANCE PROCEDURE STRUCTURE  and Referenced information to perform a certain procedure is given
AIRCRAFT CONFIGURATION SPECIAL PROCEDURE AND STANDARD MAINTENANCE PRACTICES
Before performing any maintenance procedure the aircraft is considered to are considered, when they are applicable to several systems.
be in the following configuration:  Procedures applicable to one system only are described in the
relevant chapter.
AIRCRAFT CONFIGURATION  procedures applicable to several systems are described in chapter
20 & 70.
 Before performing any maintenance procedure the aircraft is DEFINITION OF TERMS
considered to be in the following configuration:
 Aircraft on GRD, resting on landing gear. Warning: CALLS ATTENTION TO USE OF MATERIAL, PROCESSES,
 Engines shut down, thrust reversers locked and closed METHODS, PROCEDURES OR LIMITS WHICH MUST BE
 Flaps, slats and speed brakes retracted FOLLOWED PRECISELY TO AVOID INJURY OR DEATH TO
 Doors and gear doors closed PERSONS.
 Parking brake applied
 Aircraft electrical network de-energized Caution: CALLS ATTENTION TO METHODS AND PROCEDURES
 All controls in NORM, AUTO or OFF position. WHICH MUST BE FOLLOWED TO AVOID DAMAGE TO
EQUIPMENT.

PROCEDURE STRUCTURE

DESCRIPTION AND OPERATION (D/O) (PAGES 1 TO 99)

OPERATION
DESCRIPTION
Detailed operational information on installation/circuit are provided.
The description and operation portion provides an explanation of systems
for function, operation, control and component location. Sufficient TEST (IF APPLICABLE)
information is provided for the maintenance personnel to understand the
system construction and function. This paragraph provides brief description of BITE or special test system.
COMPONENT LOCATION
 Contains the following information:

 Functional Identification number (FIN)
 Component name
 instrument panel number for controls/indicators
 Zone
 Access Door numbers.
 ATA reference for removal/installation.
SYSTEM DESCRIPTION
The system concerned is detailed
POWER SUPPLY (IF APPLICABLE)
This Paragraph provides essentially an illustration showing electrical circuit

supply.( Block diagram, simplified schematic).
INTERFACE (IF APPLICABLE)
An interconnection block diagram or simplified schematic is provided to

show- the relationship between the system involved and the other systems.
COMPONENT DESCRIPTION
Broad descriptive and operational information.

PAGE BLOCK: DESCRIPTION & OPERATION

MAINTENANCE PRACTICES (M/P) (PAGES 201 TO 299)
DESCRIPTION
 These topics are used for procedures which provide general

Maintenance Practice Procedures such as :
 Aircraft jacking
 Aircraft leveling
 Application of electrical, pneumatic, hydraulic powe
 Opening/closing of engine cowling, MLG doors, etc
 Installation of complex safety devices
 Etc

PAGE BLOCK: MAINTENANCE PRACTICES

SERVICING (S) (PAGES 301 TO 399)
DESCRIPTION
Procedures covering replenishment (hydraulic fluid, fuel, etc.) are listed in

chapters 12-13-XX. The last two letters indicate the ATA reference at
subject system.
Procedures covering e.g. filters, magnetic plug, lamp replacement, etc. are
listed at subject/component level (XX-XX-17).
EXAMPLE:
To service the Blue Electrical Pump Case Drain Filter refer to subchapter
29-12-43

PAGE BLOCK: SERVICING

REMOVAL/INSTALLATION (R/I) (PAGES 400-499)
DESCRIPTION
At subject/component level (XX-XX-17), this topic provides all data

necessary for removing, installing or replacing a component.
These procedures are composed of two independent tasks, one for the re-
moval and one for the installation.
When a component and directly related parts require in situ adjustment or

check/test which do not involve complex, time-consuming operations, the
work involved is included in the Installation task.
Cross-reference to the Page Block 501 (Adjustment/Test) is restricted to a
minimum
EXAMPLE:
To change the Blue Electric Pump Pressure Switch refer to sub-chapter 29-
12-00 (Blue Hydraulic System). In the subsection 29-12-17 on page 401 the
removal/installation of the pressure switch is described.

PAGE BLOCK: REMOVAL/INSTALLATION

DEACTIVATION/REACTIVATION (D/R) (PAGES 401-499)

Note; the MMEL and the CDl are included in the aircraft operations
DESCRIPTION manual (AOM).
Maintenance procedures in all cases where a specific
This topic covers the MMEL and CDL Maintenance Procedures procedures. maintenance procedure becomes necessary a reference
"maintenance procedure" is shown in the MMEL and CDL. Refer
DEACTIVATION for actions, which have to be performed to the AMM or
deactivation procedures manual for detailed information!
The deactivation procedures describe the procedures to be performed to
allow flight operations with a system or a part of system failed. These
procedures are listed in the MMEL or CDL.
REACTIVATION
The reactivation procedures describe the maintenance operations to be

performed to restore the system to normal operation after removal or
deactivation of the faulty component.
In some cases,a reactivation procedure may be precede by a trouble-
shooting procedure (ref.to TSM).
CONTENS OF MASTER MINIMUM EQUIPMENT LIST
The MMEL contains only those items of airworthiness significance which

may be inoperative prior to dispatch, provided limitations and appropriate
procedu-res are observed. Equipment obviously basic to airplane
airworthiness such as wings, rudder, flaps, engines, landing gear etc.is not
Iisted and must be opera¬tive for all flights. AIl items related to the
airworthiness of the airplane and not included on the list are automatically
required to be operative.
CONTENS OF CONFIGURATION DEVIATION LIST (CDL)
Possible missing secondary airframe parts are listed in the CDL. Any part
not included in this list must be considered as necessary.

PAGE BLOCK: DEACTIVATION/REACTIVATION

ADJUSTMENT/TEST (A/T) (PAGES 501 TO 599)
OPERATIONAL TEST:
This test is required to ascertain only that a system or unit is operational.

This test normally does not require special equipment or facilities other than
those installed on the aircraft and is comparable to the test performed by the
flight crews.
FUNCTIONAL TEST:
This test is required to ascertain that a system or unit is functioning in all as-
pects in accordance with minimum acceptable system or unit design
specifica¬tions. This test may require supplemental ground support
equipment and is more specific and detailed than an operational test.

PAGE BLOCK: ADJUSTMENT/TE

INSPECTION/CHECK (I/C) (PAGES 601 TO 699)

require removal or opening of access panels or doors. Stands, ladders or
DESCRIPTION platforms may be required to gain proximity to the area being checked.
Inspection/Check topics are divided into two parts:  Special Detailed Inspection (SDI) :
 I/C without removal of components from the aircraft. An intensive examination of a specific item, installation, or assembly to
 I/C further to the removal of components from the aircraft. detect damage, failure or irregularity. The examination is likely to make
extensive use of specialized Inspection Techniques and/or equipment.
I/C WITHOUT COMPONENT REMOVAL: Intricate cleaning and substantial access or disassembly procedure may be
required.
 visual I/C (cracks, damage, oxidation, paint, etc.)
 measurements (displacement, travel, overall clearances, leak EXAMPLE:
measure¬ments).
If a external leckage of a hydraulik component occurs in chapter 29-00-00
I/C WITH COMPONENT REMOVAL: there is a description on page 601-604 for a leakage check and also a table
for the permitted leakage rates.
 original manufacturers dimensions
 maximum and minimum clearances and in-service wear limits (are
given in table form).
INSPECTION TYPES
There are three types of Inspections :
 Detailed Inspection (DI) :

An intensive examination of a specific item, installation or assembly to
detect damage, failure or irregularity. Available lighting is normally
supple¬mented with a direct source of good lighting at an intensity deemed
appropriate. Inspection aids such as mirrors, magnifying lenses etc.. may be
necessary. Surface cleaning and elaborate access procedures may be
re¬quired.
 General Visual Inspection (GVI) :

A visual examination of an interior or exterior area, installation or assembly
to detect obvious damage, failure or irregularity. This level of inspection is
made from within touching distance unless otherwise specified. A mirror
may be necessary to ensure visual access to all surfaces in the inspection
area. This level of inspection is made under normally available lighting
conditions such as daylight, hangar lighting, flashlight or drop-light and may

PAGE BLOCK: INSPECTION/CHECK

CLEANING/PAINTING (C/P) (PAGES 701 TO 799)
DESCRIPTION
Cleaning/painting procedures which require special precautions (parts

contaminated by hydraulic fluid, battery acid, etc.) are included in the
relevant chapter.

PAGE BLOCK: CLEANING/PAINTING

The ATA chapter/ subchapter for both messages ( four digits, e.g. 2613 ) and the
TROUBLE SHOOTING MANUAL time ( column of UTC / FLIGHT PHASE ) are used for correlation.
TROUBLE SHOOTING PHILOSOPHY The timedifference of the two datafields may be max. 5 minutes ( in the example :
1minute ).
General
When you can find a corresponding FAULT−message , you have to report it the log
book ( ACTION field ).
Entry in trouble shooting process is required,when a fault is reported by the flight
crew.(warnings/malfunctions)
When there is no FAULT message in the PFR , you have to report in the log book:
”No CMS FAULT message”.
As the CMS ( Centralized Maintenance System ) is the main aid for troubleshooting,
the line mechanic has to verify in the PFR ( POST FLIGHT REPORT) if a fault
If you use ATA 2613 ..(COCKPIT EFFECT COLUMN) as a reference , you will find
message is correlated to the reported warning/malfunction. This correlation
in the FAULTS column (ATA 261315) the fault message: ”APU FIRE LOOP
constitutes the fault symptom.
A(21WG)/FDU APU(13WG) .
A back−up of the printed PFR is available on the MCDU (multipurpose control
As you can see from the UTC/ FLIGHT PHASE column the FAULT occurred at 16 h
/display unit). It should only be used if the printed PFR is not available as the
39 min (Climb). The COCKPIT EFFEKT appeared at 16h40min (Cruise) The time of
presentation is not so friendly.
occurrence of both messages is within the limits.
Other reports in the log book, resulting from EIS flags, ECAM SD advisories, local
Next step of trouble shooting : Confirmation of the ECAM/FAULT messages.
indications or crew observations require an immediate usage of the TSM (Trouble
Shooting Manual).
Normally the confirmation is done by a test .
In the following the use of the TSM and some other aircraft documentations is
Because there are several tests possible for different systems, you have to go first
described. This includes the description of the layout of the TSM.
to the TSM to find out, which one is the right one.
The philosophy of the troubleshooting manual is to guide the trouble shooter from a
reported fault ( log book entry, CMS post flight report, ECAM status, crew
observations ) to a correct procedure to isolate the fault.
Post Flight Report (PFR) Example 1
For example, there has been made the following entry in the log book: ”APU FIRE
LOOP A FAULT”.
An extraction of the POST FLIGHT REPORT printout is shown on the following

page ( FIGURE - POST FLIGHT REPORT )
In the column called COCKPIT EFFECTS (ECAM MESSAGES) you can find
conformity with the entry of the log book.
A correlation between the ECAM message and a FAULT message , send by the
system BITE of the corresponding system computer, is also possible.

VISUAL EXAMPLE OF POST FLIGHT REPORT (EXAMPLE 2)

TROUBLE SHOOTING PROCESS - AIRN@V ENTRY


TROUBLE SHOOTING PROCESS
WARNING/MAINT. SELECTION
To find the reported problem (ELEC BCL 1 FAULT in this example), you
have to select ECAM Warning and enter the name of the
WARNING/MAINT. STATUS MESSAGES, which appears on the PFR (or
on the ECAM Display Unit). You can also enter the ATA chapter to have a
list of Warnings/malfunctions, and then you selectthe related
WARNING/MAINT status messages.

TROUBLE SHOOTING PROCESS - WARNING/MAINT. SELECTION

TROUBLE SHOOTING PROCESS
CORRELATION
A Warning/malfunction with its correlated CFDS fault could have several

associated fault isolation procedure tasks according to the systems, which
have detected the fault. The PFR gives a SOURCE item, which must be
compared with the SOURCE item of the CFDS Fault messages list in
Airn@v. By selecting the appropriate fault message, the Airn@v system
gives the right access to the fault isolation procedure.

TROUBLE SHOOTING PROCESS - CORRELATION

FAULT ISOLATION PROCEDURE
The related fault isolation procedure task in Airn@v (task number 24-30-00-
810-805) has a presentation of possible causes and the fault confirmation
(for example by an operational test, power-up test or GROUND
SCANNING). It also gives the fault isolation procedure including Line
Replaceable Unit (LRU) removal/installation, wiring check, etc.... In addition,
the procedure gives access to the useful aircraft documentation references
knowing that all manuals contained in AirN@v are interconnected by
hyperlinks, and all the schematics can be found and printed easily..

FAULT ISOLATION PROCEDURE

ILLUSTRATED PARTS CATALOG
DESCRIPTION AND OPERATION
This Illustrated Parts Catalog (IPC) is intended only for use in identifying,
pro-visioning, storing and issuing line replaceable aircraft parts and units.
The IPC is a companion to the Maintenance Manual and includes all parts
for which maintenance practice has been provided.
CUSTOMIZATION
The customized Illustrated Parts Catalog contains only the detailed parts list
and numerical index information applicable to a particular customer or group
of customers. The illustrations are not customized and may contain parts
and item numbers not applicable to a particular customer, therefore these
items will not appear in the detailed parts list of this Illustrated Parts Catalog.
The customer code and the revision date will appear at the bottom of each
page.
Note: The global IPC contains information relating to all a/c without
specific customer information
ADDITIONAL CROSS REFERENCE TABLES (ACRT) DESCRIPTION
The Additional Cross Reference Tables (ACRT) is part of the IPC.

The ACRT provides optional part numbers, Functional Item Numbers to Part
Numbers, local manufacturer, fuses and lamps data..

ILLUSTRATED PARTS CATALOG

HOW TO USE THE IPC CATALOG
EXAMPLE:
On the Aircraft D-AILA the rear NAV LT is defective. Troubleshooting

exceeds to a defective Transformer. To order these transformer you have to
search for the correct part number in the Illustrated Parts catalog.

IPC - HOW TO USE

GRAPHIC LIST
1.Identification of the Location of an items by means of:
 Ribs in pylons, wings and vertical or horizontal stabilizers

 Frames in fuselage
 Zones ...
2. Functional Item Number (FIN)
3. Figure Item

DETAILLED LIST
1. FIGURE NUMBER
The figure number refers to the corresponding illustration. Should
modifications or system variants necessitate an additional figure, this will
be introduced with a sequential alpha suffix, for example, a modified
version of figure 1 would be figure 1a; further variant of the same figure
would be figure 1b, and so on.
2. ITEM NUMBER
An item number is assigned to each part listed in the detailed parts list.
Item numbers are broken in sequence for the insertion of additional
items.
3. VARIANT ITEM NUMBER

A variant item number is used in order to show a new evolution of a part
number. Only the basic item is illustrated.
4. NON-ILLUSTRATED PART
Parts with item Numbers preceded by a dash are not illustrated.
5. PART NUMBER
Part identifier containing up to 15 digits (combination of alpha, numeric
and ash as applicable)
6. QUANTITY (UNIT PER ASSY)

A numeric entry in the column headed: „UNIT PER ASSY" indicate the
quantity of the part used in one next higher assembly or installation. For
total quantity per aircraft for one location refer to alpha-numerical index.
Where items are listed for reference purposes (lead item of the figure),
the indication „REF" is shown in the „UNIT PER ASSY) column.
7. REFERENCE ITEM
The first 4 Items are the „Lead Items" of the figure. They are listed for
reference purposes. Refer for NHA (where shown) for Actual Quantity

8. EFFECTIVITY (USAGE)
Applicability of parts to aircraft is noted by a six digits numeric fleet
effectivity code. The absence of a code indicates that the part is effective for
all aircraft of a customer's fleet.
9. DETAIL CROSS REFERENCE

This cross reference indicates where the installation or assembly is broken
down to its component parts.
10. COMPONENT MAINTENANCE MANUAL (CMM) CROSS-

REFERENCE
„CM XX XX XX" identifies the CMM providing detail coverage of the item
shown in the part number column.
The abbreviations TDS (Technical Data Sheet), IPC, ACMM (Abbreviated
Component Maintenance Manual), CMS (Component Maintenance Sheet)
and OM (Overhaul Manual) can be found as well.
Note: WHERE A CMM EXCEEDS 100 PAGES , THE NOTE IS IPC

INSTEAD OF CMM.
11. PARTS REPLACEMENT DATA

The interchangeability relationship between parts is indicated by the
following abbreviations preceding the part numbers. These abbreviations
are defined as follows:
„ALT FROM XXX" - ALTERNATE PART NUMBER
identifies a part which is functionally interchangeable with the basic part
shown in the part number column after rework.
OPT TO XXX" - OPTIONAL PART NUMBER
identifies a part fully interchangeable with the basic part shon in the part
number column.
„Y RPLD BY X" - REPLACED BY PART NUMBER
The part number Y is replaced by and is one-way interchangeable with the
part number X.
Other interchangeability information be shown associated to the
abbreviation „RPLD BY" or „I/W".
„Y I/W X" - INTERCHANGEABLE WITH PART NUMBER
The part Y is two way interchangeable with the part number X. Other
interchangeability information be shown associated to the abbreviation
„RPLD BY" or „I/W".

ADDITIONAL CROSS REFERENCE TABLE
PURPOSE OF THE ADDITIONAL CROSS REFERENCE TABLE (ACRT)
This document which supplements the IPC is supplied together with each
revision of the IPC. It is intended to:
 supply the list of optional PNs (Part Number) and Vendors.
 facilitate cross-reference of data contained in the IPC and the other
A/C manufacturer manuals such as WDM and AMM.
 list raw materials required for local manufacture of items.
 provide identification for Lamps and Fuses.
 provide information related to the interchangeability condition of the
PNs.
ACRT PART: „CROSS REF"

WIRING DIAGRAM MANUAL

AIRCRAFT WIRING LIST (AWL)
GENERAL
INTRODUCTION
The Wiring Diagram Manual (WDM) is subdivided into three manuals:
 AIRCRAFT SCHEMATIC MANUAL (ASM)  Standart Practices
 AIRCRAFT WIRING MANUAL (AWM)  Equipment List
 AIRCRAFT WIRING LIST (AWL)  Hook-up List
These manuals have been prepared in accordance with ATA SPEC. 100.  Master Wire List
 Engine Data
PURPOSE OF THE MANUAL
Note: The contents of this part are transferred to:
The purpose of the manual is to permit a full understanding of electrical and
The new ESPM manual for WDM 20-00-00 to 20-69-99
electronic system, operation, troubleshooting and maintenance.
The AMM 70-71-xx for the WDM engine part (20-70-xx)
COVERAGE OF THE MANUAL
The manuals making up the WDM are made up as follows: EFFECTIVITY
AIRCRAFT SCHEMATIC MANUAL (ASM) The effectivity of the diagram is given in the effectivity (EFF:) statement in
the bottom left hand corner of the diagram. When the diagram is valid for all
INTRODUCTION aircraft in the customer fleet, the effectivity statement on the diagram is
„EFF: ALL". When the diagram is not valid for the whole fleet but for certain
 Standard Practices aircraft only, the effectivity statement gives the aircraft for which is i valid in
 Alphabetical Index FSN (Fleet Serial Number). In this case, the effectivity statement gives the
 Numerical index block(s) of aircraft for which dthe diagram is valid. each block has 6 digits:
 Diagrams the first 3 digits give the FSN of the first aircraft for which the diagram is
valid, the last 3 digits give the FSN of the last aircraft of the block for which
AIRCRAFT WIRING MANUAL (AWM) the diagram is vailid. The effectivity statement can have one or more
blocks.
INTRODUCTION
 Standart Practices
 Alphabetical Index
 Numerical index
 Diagrams

AIRCRAFT WIRING MANUAL

COMPARISON WIRING-SCHEMATIC (SCHEMATIC MANUAL)

79 WIRING DIAGRAM - REFERENCES

LECTRICAL STANDARD PRACTICES MANUAL

Interfaces with other manuals
Introduction
The Standard Manual (SM) or the Process and Material Specification
The Electrical Standart Practices Manual (ESPM) gives descriptive data and Manual (PMS) help the user find characteristics, shop processes or
procedures for the electrical installations on all aircraft of the Airbus family. complementary information for the required PN.
The standard practices information in this manual tells you how to do main The Aircraft Wiring List (AWL) gives the status of items of equipment, semi-
tance and repairs on the standart electrical items. equipment and related wiring. It gives the PN corresponding to a given FIN
ATA 00 (INTRO), General, How to use and the wire type for a given wire number.
ATA 20-00-00, Indexes The Aircraft Wiring Manual (AWM) gives wiring diagrams fo the electrical
ATA 20-1 0-00, Safety Practices installations.
ATA 20-25-XX, Tools The Aircraft Schematic Manual (ASM) gives schematic diagrams of the
ATA 20-3X-XX, Chapters related to standard rules and recommendations electrical installations with sufficient data for A/C fault isolation. The Aircraft
 ATA 20-31-XX, Specific areas Maintenance Manual (AMM) contains the information required to service,
 ATA 20-32-XX, Identification / marking repair, replace, adjust, inspect and check equipment and systems of the
 ATA 20-33-XX, Wire bundles aircraft normally performed on the ramp or in the maintenance hangay.
ATA 20-4X-XX, Chapters related to standart electrical items and connecting
parts with their description (P/N identification) and their related processes
(connection procedure or connection table)
 ATA 20-42-XX, Sleeves, end caps and ferrules
 ATA 20-43-XX, Splices and pressure seals
 ATA 20-44-XX, Connectors and terminal blocks
 ATA 20-45-XX, Direct connection components
 ATA 20-48-XX, Terminals and contacts
ATA 20-5X-XX, Chapters related top maintenance processes
 ATA 20-51-XX, Standard processes
 ATA 20-52-XX, Inspection/check and test
 ATA 20-53-XX, Repair processes
 ATA 20-54-XX, Protection during maintenance checks
 ATA 20-55-XX, Cleaning
Note: If any part or all or the espm is translated, the offi¬cial version shall
be the original english language version produced by airbus
industrie.

ESPM

ESPM. SPECIAL TOOLS


STRUCTURAL REPAIR MANUAL
INTRODUCTION
This common manual has been prepared in accordance with the Air
Transport Association Specification Number 100 - Rev.23, to include
descriptive informa¬tion a s well as specific instructions and data relative to
the field repair of struc¬tures and structural components of the A330. This
common manual, which is no customized, will serve as a medium through
which all A330 operators will be advised of actual repairs of a general-
interest nature developed by Airbus Industry.
The material presented in this manual is divided into seven chapters under
the following headings:
 Structures - General
 Doors
 Fuselage
 Nacelles / Pylons
 Stabilizers
 Windows
 Wings
The contents of this manual are:
allowable damage,
 material identification for structures subject to field repair,
 typical repairs generally applicable to structural components of the
airplane that are most likely to be damaged,
 substitute materials,
 fastener information,
 a brief description of some procedures carried out in conjunction with
structural repairs, such as protective treatment of repair parts and
sealing of integral fuel tanks.

SRM
ALLOWABLE DAMAGE
The data, to be found on the allowable damage pages is intended to permit

an operator to ascertain wehter a damage airplane may be returned to
service without repair. Damage permitted to this data has no significant
effect on the strength or fatigue life of the structure, which must still be
capable of fulfilling its design function. Allowable damage may require
minimal rework such as cleanup or drilling stop holes, and details of this
minimal rework, to enable the airplane to be returned to service, are given
PROCEDURE FOR MANUAL USAGE
For the efficient use of this manual, the following procedure is

recommended. Step 1 - Determine damage classification.
 Using the manual chapter index, locate the chapter which refers to
the damaged part.
 Locate the section, which refers to the damaged part in the table of
Contents.
 In the relevant chapter, refer to the topic „Allowable Damage" Step 2
Identify the damaged part in the manual.
 Locate the section and the subsection which refers to the damaged
part in the Table of Contents.
 Refer to the figure reference at section and subsection level.
Locate the relevant figure, identify the damaged component and refer to the
relevant identification page.
Step 3 - Determine the repair procedure
 On the identification page for the part concerned refer to the „Action
or Repair" column and determine wether the part has a reference to
a repair within the manual, either in the chapter concerned or in
another chapter.
 In the event of major structural damage, the necessary replacement
parts can be ordered by means of the Structural Spare Parts
Identification. This identification includes illustrations of all structural
parts.
 Where the space is left blank, it's not recommended to replace the
part but no repair exists. Adequate repair procedure can only be
designated after complete damage evaluation


SRM- EXAMPLE

OPERATIONS ENGINEERING BULLETIN (OEB)
DESCRIPTION
The OEB is used to advise operators of revised or new significant technical

information, flight crew procedures or limitations, required for safe flight
operation.
There are two categories of OEBs distinguished by a color code:
 White paper is used for normal OEBs.
 Orange paper is used for what is called „the red OEB", issued to
highlight significant impact or safe aircraft operation.
The OEB is not airworthiness approved. It is issued on a temporary basis
and will be cancelled by the application of a modification/service bulletin.
OEB


AIRWORTHINESS DIRECTIVES (AD’S)
EASA - http://ad.easa.europa.eu/
The EASA Airworthiness Directives publishing tool (AD Tool) offers a After 15/09/2008, new Safety Information Bulletins, Foreign State of Design
complete list of Airworthiness Directives that have been issued by EASA or Safety Publications and Foreign State of Design ADs are published within the
have received an EASA approval number since 28/09/2003. The tool also EASA AD tool.The subscription service for new publications enables users to
contains all Proposed Airworthiness Directives (PAD) and allows users to define their own filter and to receive notifications for these filtered Documents.
submit their comments during the consultation period. FAA - http://rgl.faa.gov

This database provides you with all Airworthiness Directives (ADs) issued by
the FAA which are still in effect -- some date back to the 1940's. You can Note: To ensure you get accurate results when searching for a list of
quickly view recently published data in this database. ADs can be searched applicable AD's on a particular aircraft model, also search against
by any word or group of words; or viewed by Number or Make. It is also the installed engine, propeller, and appliances. In addition, view the
possible to view historical AD information to see old or cancelled ADs. "All [product] models" or "[product] Series (All)" (i.e. 737 Series (All))
listings to determine if there are any other ADs that apply to your
product.

SERVICE BULLETIN (SB)
DESCRIPTION
The Service Bulletin is a document used to notify the operators of modifica-

tions, component substitutions, special inspections or checks to be done on
their aircraft for safe operation.
A Service Bulletin summary is sent to all operators to inform them about the
service bulletin itself.
A Service Bulletin can be ...

 mandatory
 recommended
 desirable or optional
Note: The SB is approved by the airworthiness authorities.

SERVICE BULLETIN (EXAMPLE)

MAINTENANCE PLANING DOCUMENT (MPD)
DESCRIPTION
The main objective of the MPD document is to provide maintenance

planning information necessary for each operator to develop a customized
maintenance program.
MPD reflects all repetitive scheduled maintenance tasks declared by
AD/CN, AOT, ISB, SIL, and MOD/SB and analyzed under the MRB.
A typical scheduled repetitive task (Integrated Drive Generator (IDG)
scavenge filter) is listed with the following data:
 the threshold interval, source document, cross-references to other
manuals or documents (Aircraft Maintenance Manual (AMM) and
SIL),
 Man Hours required to accomplish the work,
 the applicability in this Envelope document.
Note the Zonal inspection, requested by C CHECK interval, on the tension
of the fan cowl latches, the AOT, AMM and SIL cross-referenced.
Some maintenance tasks have a higher ranking of requirement, when the
maintenance requirement is identified as:
 "Airworthiness Limitations Item" (ALI) or "Life limit parts",
 "Certification Maintenance Requirements" (CMR).
The approved document MRB REPORT Appendix 1 lists all these
airworthiness approved issues, the ALIs and CMRs.
The MPD details these airworthiness related items in the "Time controlled
Items" and "Life Limits" sections.
It is the responsibility of each operator to adjust his own maintenance
program in accordance with his National Authority..
Note: The MPD is approved by the airworthiness authorities for an

aircraft type.

SCHEDULED REPETITIVE REQUIREMENTS THROUGH MPD

(ILLUSTRATED) TOOL AND EQUIPMENT MANUAL (TEM)
DESCRIPTION
This Manual provides A330 operators with information on special tools and
ground equipment (including test equipment) required for accomplishment of
all maintenance and trouble shooting work as described in the A330 Aircraft
Maintenance Manual and Trouble Shooting Manual respectively.
This manual does not deal with standard tools and equipment. However, it
does cover the particular adaption required for their operation. Ground
equipment such as passenger stairways, baggage loading device, tow¬ing
truck, etc. ... which considered as airport equipment is not covered in this
document.
In case of a complex tool or equipment requiring specific information on its
op¬eration, maintenance and overhaul, the Manual gives identification data
and cross-reference to Ground Equipment Manual.
In case of a tool or equipment requiring not the above mentioned specific
infor¬mation, the Manual gives identification data for that tool and, if
required, for the tool breakdown parts.
The Tool and Equipment Bulletin (TEB) is part of the Tool and Equipment
Manual (TEM). The purpose of the TEB is to provide the operators with ad-
vance information about the:
 Introduction of new maintenance tool or equipment
 Modification of maintenance tool or equipment
 Deletion of maintenance tool or equipment
Note: Filling recommendations It is recommended that the TEB's which

have an effect on the tem are allocated to the relevant tem ATA
chapter and removed from TEM subsequent tem updating
TOOL AND EQUIPMENT MANUAL - EXAMPLE


CONSUMABLE MATERIAL LIST (CML)

CONTENT AND SECTION NUMBERING
INTRODUCTION
Each part is divided into nineteen sections, each section referring to one
This manual lists the consumable materials that are required for the mainte- cate-gory of materials.
nance and the repair of Airbus aircraft, components and vendor The same section numbering is used in both Part 1 and Part 2:
components. This manual is revised twice per year.  Section 01: Fuels
 Section 02: Hydraulic Fluids
Note: This manual does not include the consumable mate¬rials  Section 03: Oils
recommended by the power-plant or nacelle manufacturers. These  Section 04: Common greases
consumable materials are listed in their own separate  Section 05: Special Materials
documentation, supplied by those manufacturers.  Section 06: Lubricants
 Section 07: Lacquers
For the purpose of this manual consumable materials are defined as  Section 08: Bonding and adhesive Compounds
materials that are used for maintenance and repair, that are not listed in the  Section 09: Sealants
Illustrated Parts catalog (IPC) or Illustrated Parts List (IPL) of overhaul  Section 10: Anti-Icing and De-Icing Materials
manuals. Therefore it does not include „Use once only" items such as seals,  Section 11: Cleaning Agents
gaskets, tab washers, cotter pins, lockwires, rivets, etc. ...  Section 12: Strippers
The CML is a generic document, in that it covers all Airbus Industry aircraft  Section 13: Pretreatment for Painting
models. To check the topic effectivity in the first part, refer to the  Section 14: Disinfectants
corresponding manual (AMM, SRM, NTM, etc. ...). The effectivity of the  Section 15: Storage Preservation
Component Mainte¬nance Manual (CMM) in the second part is given by the  Section 16: Structure Paints
customized IPC. The manual is divided into two parts:  Section 17: Microbiological Contamination Protection Materials
 Part 1 - includes the materials required for maintenance and repair of  Section 18: Extinguishing Agents
the aircraft, its systems, sub-systems and sub-sub-systems. The  Section 19: Miscellaneous
materials re¬quired for in-situ maintenance of components and those
required for mainte¬nance in special shops of structure item and the
aircraft manufacturer's pro¬prietary equipments.
 Part 2 - includes the materials required for maintenance and repair in
special shops of supplier equipment.

CONSUMABLE MATERIAL LIST-EXAMPLE

ECAM SYSTEM LOGIC BOOK (ESLB)

DIAGRAMS (REFER TO FIGURE 98)
GENERAL
Figure 98 shows a typical logic diagram page. This page shows how the
The ECAM System Logic Book (ESLB) contains the data that is used to information can be found. The example given in the figure shows the
generate the messages and/or the graphics that are shown on the ECAM warning message taken from ESLB 31-58/28:
display units.
This document can be used to find the following information: FUEL: L TK PUMP 1 + 2 LO PR
 the required computer inputs
 applicable computer logic This warning message is generated by the conditions given in the logic
 type of computer input (digital, ARINC, etc. ...) diagram of the upper half. The lower half page shows the logic used to
 messages (text code) generate proce¬dure/status and advisory messages.
 procedure/status messages
 advisory messages INPUT DATA
 color of all messages
 flight-phase inhibit of the message All the input symbols are presented on the left part of the page. Their
 ARINC label-data meanings are described in ESLB 31-58/00.
 aural warning applicability
 overhead panel annunciator light data LOGIC COMPUTATION
The logic diagrams of these computers and computer interfaces are
included: The symbols for the logic computations are presented in the center of the
 FWC Acquisition/Interface (ESLB 31-52/00) page. Their meanings are described in ESLB 31-58/00.
 SDAC Interface (ESLB 31-54/00)
 FWC warning/caution message logic (ESLB 31-58/00) THE TRIGGERED MESSAGE
 DMC Interface (ESLB 31-62/00)
 ECAM system display logic (ESLB 31-67/00) The triggered message and related information are mentioned in the right
part
METHOD OF USE of the page. They are described in ESLB 31-58/00.
WARNING MESSAGE INDEX
A warning message index is included in the ESLB 31-58/00. This index

should be used as the entry point. Starting with the logic ident or message
title, the index will indicate the chapter, figure number and page, where the
logic diagram showing how that message is generated can be found Logic

ECAM SYSTEM LOGIC BOOK-LOGIC DIAGRAM EXAMPLE

CABIN ATTENDANT OPERATING MANUAL (CAOM)
DESCRIPTION
The Cabin Attendant Operating Manual (CAOM) provides descriptive

information of the aircraft in its standard version together with operating
instructions for those items of equipment controlled by Cabin Attendants as
well as operating instructions in case of normal and abnormal operation.
CONTENTS
 Chapter 0: General Information. Gives general information about the

manual.
 Chapter 1: Aircraft General. Presents an overview of the A/C.
 Chapter 2: Operating Data. Gives weights, altitude and Speeds of
the A/C.
 Chapter 3: Air Conditioning. Presents the air distribution in cabin,
galleys and toilets.
 Chapter 4: Flight Deck. Provide at Cabin Attendant necessary
information about the cockpit.
 Chapter 5: Cabin General. Contains specific descriptive and
operational in¬formation on cabin systems and furnishings over
which the Cabin Attendant has prime responsibility or control during
Normal Operation
 Chapter 6: Communication. Provides descriptive and operational
informa¬tion on equipments and systems of the cabin and
particularly the CIDS.
 Chapter 7: Lighting. Provides descriptive and operational information
on equipments and systems of the cabin and particularly the CIDS.
 Chapter 8: Water Waste. Provides descriptive and operational
information on equipments and systems of the cabin and particularly
the CIDS.
 Chapter 9: Emergency Equipment
 Chapter 10: Oxygen System
 Chapter 11: Emergency Procedures. Contains general information
on proce¬dures. This procedures are an extract from the Operating
Manual Vol. 3.
 Chapter 12: Attendant Information Bulletin. CABIN ATTENDANT OPERATING MANUAL-EXAMPLE

(FLIGHT CREW) OPERATIONS MANUAL - PART A (OM-A)

 Chapter 4, Crew Composition.
INTRODUCTION The regulations in this chapter are valid for all respective crew members of
Operator.
STRUCTURES AND CONTENTS OF THE OPERATIONS MANUAL  Chapter 5, Qualification Requirements.
 Chapter 6, Crew Health Precautions.
The Operation Manual is the basic document governing flight operations. It  Chapter 7, Flight Time Regulation.
has been prepared in accordance with the relevant provisions the Joint The passages in this chapter contain the minimum legal requirements re-
Aviation regulations (JAR OPS 1). It also contains company policies, garding permissible flight periods, flight duty an rest periods which are to be
regulations and procedures and it complies with ICAO stan¬dards and strictly followed by all crew members, ..., involved in flight operations.
procedures for air navigation services.  Chapter 8, Operating Procedures.
The Operations Manual is divided into 4 parts: This chapter contains the flight preparation procedures.
 OM-A, this part compromises all non type-related operational  Chapter 9, Dangerous Goods.
policies, instructions and procedures needed for safe operation and  Chapter 10, Security.
shall comply with all relevant regulations. This chapter contains an excerption from the ICAO Annex 17. They are le-
There is a reduced version for cabin crew members. In this version the gally binding for each of the more than 170 member states of the ICAO.
numbering of tables and pictures may be different to those of the complete  Chapter 11, Handling of Accidents & Occurrences.
version.  Chapter 12, Rules of the AIr.
 OM-B, this part compromises all type related instructions and This chapter contains a compilation of ICAO standards, Recommended
procedures needed for a safe operation. It shall take account of the Practices and Procedures for international operations. It should be noted
different types of airplanes or variants used by the operator. that Operators regulations may in some instances be more stringent than
 OM-C, this part compromises all instructions and information needed the ICAO standards, e.g. mandatory application of instrument flight rules,
for the area of operation. criteria for the establishment of minimum safe altitudes etc.
 OM-D, this part compromises all training instructions for personnel  Chapter 13, Crew Regulations.
required for a safe operation. This chapter describes the behavior of the crew in pulbic wether they are on
duty or not.
OM PART-A, TABLE OF CONTENTS  Chapter 14, Country Regulations
 Chapter 1, Organization and Responsibilities.

This chapter describes the general functions and responsibilities of
individual persons. Detailed information regarding their duties can be found
in the quality management handbook (QMH).
 Chapter 2, OPS Control and Supervision.
All flights shall be planned and operated in accordance with company regu-
lations.
 Chapter 3, Quality System.
This Chapter describes general principle of the quality system from an op-
erational point of view.

OM PART A-EXAMPLE

FLIGHT CREW OPERATIONS MANUAL - PART B (OM-B)
OM-B is divided into sections named in accordance with the ATA numbering
system. Each section is divided into subsections related to the type of
material being presented. This information is flight crew oriented with the
description designed to support the procedures published in OM-B chapters
2 and 3. Primary emphasis is on the end result of operation of a control or
unit or required operation by the crew, rather than a description of how the
systems operates.
Descriptive text is used to support the functional diagrams, but only when
necessary for complete understanding. Functional diagrams are used to
show what happens when a control is actuated rather than to illustrate how
the system works. When used, the diagram illustrates a normal operation
condition that will be meaningful to the flight crew. Where primary diagrams
are used in conjunction with diagrams of subsystems, the relationship
between the main- and the sub-system is identified by the consistency of
layout and use of common symbols.
GENERAL INFORMATION
The „Operations Manual, Part B" (Airplane Operating Matters) is designed to

provide the flight crew with readily accessible operational information for a
specific airplane type.
The purposes of the OM-B are:
 to provide information regarding operational procedures,
performance, and limitations
 to standardize terminology and behavioral patterns
 to provide rapid access to reference procedures
 to provide reference material for self teaching
 to provide information on airplane systems and operation that is
controlled and revised.
Throughout this manual the experience of the typical crew has been recog-
nized and for this reason basic system principles have been omitted. For ex-
ample, the text is not inteded to each crew how to fly an airplane, but to
enable an experienced crew to operate the related airplane type safely and
proficiently
OP PART B- EXAMPLE

AIRPLANE FLIGHT MANUAL (AFM)
The Airplane Flight Manual (AFM) is a reference document published in The MCDL performance penalties associated to the missing items when
English. It is not established as an operational document to be used directly published in this chapter are envelope penalties. More accurate penalties
by the crew in flight. can be determined by using AFM_OCTO software.
Flight crew documents available in flight must include an Operational According to the operations, operators can select the most adequate
Manual, with appropriate contents and language as required by the National method.
Regulations.
If no performance data are available in AFM_OCTO for a given item listed in
Note: Any Flight Crew Operating Manual (FCOM) reference within the this MCDL chapter, the penalties published in this MCDL chapter must be
AFM must be considered as advisory information, the FCOM being used.
a non approved document.
This AFM is specific to a given certified aircraft model, which is specified in

the Heading Approbation Documentary Unit and Approval Reference
Documentary Unit of the AFM.
MCDL section
No more than one part of one system may be missing except if otherwise
specified. Parts of different systems may be simultaneously missing, unless
otherwise specified in this list.
When missing part introduces additional limitation(s), this limitation is

indicated in the dispatch condition of the item of this list. This limitation
comes in addition to the ones of the LIMITATIONS chapter of this AFM. This
limitation must be clearly indicated by a placard on the pilote's instrument
panel.
When an MCDL dispatch condition refers to the MMEL, the minimum

number of equipment required for dispatch is the most limiting of the two
documents.
There are two approved ways of determining the performance impact of

AIRPLANE FLIGHT MANUAL
CDL items missing:
 Using MCDL chapter of the AFM, or
 Using AFM_OCTO software.

AIRPLANE FLIGHT MANUAL - MCDL

MINIMUM EQUIPMENT LIST (MEL)
CONTENTS OF MEL
The MEL contains only those items of airworthiness significance which may
be inoperative prior to dispatch, provided limitations and appropriate
procedures are observed. Equipment obviously basic to airplane
airworthiness such as wings, rudders, flaps, engines, landing gear, etc. is
not listed and must be operative for all flights.
Note: all items which are related to the airworthiness of the airplane and
not included on the list are automatically required to be operative.
Equipment obviously not required for safe operation of the airplane such as
galley equipment, passenger convenience items, etc. is not listed.
CRITERIA FOR DISPATCH
The decision of the commander to have allowable inoperative items

corrected prior to flight will take precedence over the provisions contained in
the Minimum Equipment List. The commander may request requirements
above the minimum listed, whenever in his judgment such added equipment
is essential to the safety a particular flight under special conditions
prevailing at the time, however, he shall never accept requirements below.
Before dispatching an airplane with multiple Minimum Equipment List items
inoperative, it must be checked that any interface or interrelationship
between inoperative items will not result in a degradation in the level of
safety and/or an undue increase in crew workload. It is particularly in this
area of multiple discrepancies and especially discrepancies in related
systems, that good judgment, based on circumstances of the case including
climatic and enroute conditions, must be used.
Items marked with an asterisk (*) in column 3 may affect Cat1/Cat2/Cat3 ap-
proach capability. For a summary list entitled „Airborne Equipment Required
for CAT 1/2/3 Approach" refer to Supplementary Procedures (OM-B,
subchap. 2.2) or QRH (Quick Refernce Handbook).

MEL-EXAMPLE

FEEDBACK FROM IN-SERVICE DIFFICULTIES, OCCURANCE

REPORTING
Correspondence concerning all Airbus publication should be directed to:
AIRBUS S.A.S.
Technical Data Support and Services

1 Rond Point Maurice BELLONTE
31707 BLAGNAC CEDEX
FRANCE
or by the “Request for Information/Revision” form.
TECHREQUEST PAGE

HUMAN FACTOR ISSUES ASSOCIATED WITH THE PARTICULAR

AIRCRAFT TYPE
propellers and operating turbojet engines present a serious risk of injury or
To minimize and/or human factors on aircraft maintenance use the safety death to ground personnel. Therefore, you must make every effort to
precautions. prevent injury to personnel and damage to aircraft while maintenance and
servicing are being performed.
General safety Precautions
Accidents in the workplace are one of the leading causes of death and. One
Aircraft, by their very nature and design, make for a dangerous working reason for this is that after working at a job for a period of time, many people
environment. The danger is further increased by the wide variety of become complacent and do not give workplace safety the attention it
machines, tools and materials required to support and maintain aircraft. requires. Aircraft operation areas contain many dangers to personnel, but a
sound safety program and an aware workforce can reduce these dangers
Personal safety starts with being appropriately dressed for the work being dramatically. Make workplace safety one of your primary job duties.
undertaken, combined with the correct use of eye and ear protection
whenever necessary. Specific safety Precautions
Technicians should only operate equipment with which they are familiar and For each aircraft type, there are some special safety precautions.
which they can operate safely. Hand tools should be kept in good working This requires special awareness for safety during operation or when a task
order. is performed. The identification of safety relevant will be discussed in the
Training Manual for the related aircraft system.
Good ‘housekeeping’ in workshops, hangars, and on flight line ramps is Additionally, in the Training Manual for aircraft documentation shows how
essential to safe and efficient maintenance. safety items are identified in the Aircraft Maintenance Manual.
Pedestrian and fire lanes should be clearly marked and NEVER obstructed. The following terms are used in the Airbus A330 AMM and are defined as
They should always be used to keep non-technical personnel clear from the follows:
work area.
Any spillage of oils, greases and fuels should be immediately covered with Warning: CALLS ATTENTION TO USE OF MATERIAL, PROCESSES,
absorbent material and cleaned up, to prevent fire or injury. Spillage should METHODS, PROCEDURES OR LIMITS WHICH MUST BE
be prevented, from running into floor drains. FOLLOWED PRECISELY TO AVOID INJURY OR DEATH TO
PERSONS.
It is very important, that all personnel know the location of the fixed points
where fire fighting equipment and First Aid treatment are available. They
must also be aware of the types of emergency that can occur in the Caution: CALLS ATTENTION TO METHODS AND PROCEDURES
workplace (whether in the workshop, hangar or on the ramp), and of the WHICH MUST BE FOLLOWED TO AVOID DAMAGE TO
procedures to be followed in any emergency. EQUIPMENT.
While the goal of an aviation technician is to maintain aircraft in such a
manner as to assure safe flight, you must also be concerned with creating a Note: Calls attention to methods which make the job easier or provide
safe environment while an aircraft is on the ground. For example, the fuel supplementary or explanatory information.
tanks of transport aircraft contain large amounts of highly flammable fuel
and, therefore, can pose a considerable risk of fire. In addition, rotating

EXTENDED-RANGE TWIN-ENGINE OPERATIONAL PERFORMANCE

STANDARDS (ETOPS) A330-300 ETOPS DESIGN CONCEPT
The European Aviation Safety Agency (EASA) has approved all Airbus When ETOPS regulations were first formulated, the manufacturers were
A330 models for ETOPS (Extended-Range Operations for two-engined required to make small but significant system design modifications to meet
aircraft) "beyond 180 minutes." This award makes the A330 the first aircraft the new requirements. These changes included the provision of a fourth
type to receive such approval, either from EASA or the FAA. The new independent source of electrical power, additional cargo fire suppression
capability will be available as a customer-selectable option which extends equipment, and better APU reliability. These modifications are now available
the diversion distance potentially up to 1,700 nm. This distance corresponds as standards and have been further enhanced to meet the most stringent
to a maximum ETOPS diversion time for the A330 of approximately 240 possible anticipated design policies envisaged from the authorities.
minutes (at one-engine-inoperative speed under standard conditions).
ETOPS, is an International Civil Aviation Organisation (ICAO) rule permitting

two-engined commercial aircraft operators to fly routes that are up to a
specified flying time from the nearest airport. Since 1995 all Airbus A330
models have been approved by EASA and FAA for ETOPS up to 180
minutes, and with this they have since accumulated more than five million
ETOPS flight hours in more than 800,000 ETOPS flights.
Note: The required standards for ETOPS "beyond 180 minutes" is included
in the new Revision 20 of the ETOPS "Configuration, Maintenance,
Procedure and dispatch standards" (CMP) document for ETOPS.
The Aircraft Flight Manual (AFM) supplement for ETOPS beyond 180
minutes is provided to the operators who have purchased the
"beyond 180 minutes" ETOPS option.
The Type Design, system reliability and performance of A330 model(s) were
found capable for Extended Range Operations when configured, maintained
and operated in accordance with the current revision of the ETOPS
Configuration, Maintenance and Procedures (CMP) document, LR2/EASA:
AMC 20-6/CMP.
This finding does not constitute an approval to conduct Extended Range
Operations (operational approval must be obtained from the responsible
Authority).
The following table provides details on the ETOPS approvals.

A330 ETOPS APPROVAL DATES

ETOPS MAINTENANCE PROGRAM (ii) A system that may affect the proper functioning of the engines to the
extent that it could result in an in-flight shutdown or uncommanded loss of
The approved ETOPS Maintenance Program for the airplane being
thrust (e.g., fuel system, thrust reverser or engine control or indicating
considered for ETOPS must:
system, engine fire detection system).
 Identify the manufacturer’s or operator’s Instructions for Continued
(iii) A system which contributes significantly to the safety of an engine
Airworthiness
inoperative ETOPS diversion and is intended to provide additional
 Be approved by the local regulating authority
redundancy to accommodate the system(s) lost by the inoperative engine.
The approved program must be enhanced to include the requirements of
These include back-up systems such as an emergency generator, APU, etc.
Title 14 CFR § 121.374, or equivalent.
(iv) A system essential for prolonged operation at engine inoperative
Title 14 CFR § 121.374, AMC 20-6 Rev 2, and other equivalent regulatory
altitudes such as anti-icing systems for a two-engine aeroplane if single
requirements identify maintenance requirements for approval of two-engine
engine performance results in the aeroplane operating in the icing envelope.
ETOPS operation.
ETOPS Group 2 Systems: Group 2 Systems are ETOPS significant
AMC 20-6 Rev 2
systems that do not relate to the number of engines on the aeroplane, but
The maintenance programme of an aircraft for which ETOPS operational are important to the safe operation of the aeroplane on an ETOPS flight.
approval is sought, should contain the standards, guidance and instructions The following provides additional discriminating definitions of an ETOPS
necessary to support the intended operation. The specific ETOPS Group 2 Significant System:
maintenance tasks identified by the (S)TC holder in the Configuration, (i) A system for which certain failure conditions would reduce the capability
Maintenance and Procedures document (CMP) or equivalent should be of the aeroplane or the ability of the crew to cope with an ETOPS diversion
included in the maintenance programme and identified as ETOPS tasks. (e.g., long range navigation or communication, equipment cooling, or
An ETOPS Maintenance task could be an ETOPS specific task or/and a systems important to safe operation on a ETOPS diversion after a
maintenance task affecting an ETOPS significant system. An ETOPS decompression such as anti-icing systems).
specific task could be either an existing task with a different interval for (ii) Time-limited systems including cargo fire suppression and oxygen if the
ETOPS, a task unique to ETOPS operations, or a task mandated by the ETOPS diversion is oxygen system duration dependent.
CMP further to the in-service experience review (note that in the case (iii) Systems whose failure would result in excessive crew workload or have
ETOPS is considered as baseline in the development of a maintenance operational implications or significant detrimental impact on the flight crew’s
program, no “ETOPS specific” task may be identified in the MRB). or passengers’ physiological well-being for an ETOPS diversion (e.g., flight
The maintenance programme should include tasks to maintain the integrity control forces that would be exhausting for a maximum ETOPS diversion, or
of cargo compartment and pressurisation features, including baggage hold system failures that would require continuous fuel balancing to ensure
liners, door seals and drain valve condition. Processes should be proper CG, or a cabin environmental control failure that could cause
implemented to monitor the effectiveness of the maintenance programme in extreme heat or cold to the extent it could incapacitate the crew or cause
this regard. physical harm to the passengers).
ETOPS Group 1 Systems: Group 1 Systems are ETOPS significant (iv) A system specifically installed to enhance the safety of ETOPS
systems that, related to the number of engines on the aeroplane or the operations and an ETOPS diversion regardless of the applicability of
consequences of an engine failure, make the systems’ capability important paragraphs (2)(i), (2)(ii) and (2)(iii) above (e.g. communication means).
for an ETOPS flight. The following provides additional discriminating Pre-Departure Service Check
definitions of an ETOPS Group 1 Significant System:
An ETOPS service check should be developed to verify the status of the
(i) A system for which the fail-safe redundancy characteristics are directly
aeroplane and the ETOPS significant systems. This check should be
linked to the number of engines (e.g., hydraulic system, pneumatic system,
accomplished by an authorised and trained person prior to an ETOPS flight.
electrical system).
Such a person may be a member of the flight crew.
Note: MEL provided by operator is stricter than MMEL. Mantenance ETOPS Significant System
personnel must be familiarized with aircraft operator ETOPS
procedures. Whose failure could adversely affect the safety of an ETOPS flight 2.
Whose functioning is important to continued safe flight and landing during
an airplane diversion.
The operator is to develop his own ETOPS Significant Systems List (SSL)
The operator’s ETOPS SSL must be agreed to and approved by the
regulatory authority
TC holder has developed ETOPS Significant System Guides for operator
use.
ETOPS - DISPATCHRESTRICTIONS
Purpose: To promote ETOPS awareness by ensuring only ETOPS qualified
maintenance personnel accomplish tasks specific to ETOPS.
The operator must identify all tasks that must be accomplished by ETOPS
qualified maintenance personnel
 Identified on the certificate holder’s routine work/task cards
 Parceled together and identified as an ETOPS package
An operator may elect to not identify ETOPS related tasks in their
maintenance program. However, all tasks must be accomplished by ETOPS
qualified maintenance personnel.
ETOPS – MAINTENANCE CONDITIONS
ETOPS – MAINTENANCE PROGRAM

ENVIRONMENTAL FACTORS
COLD WEATHER MAINTENANCE Cold Soak Definition

The aircraft is in cold soak configuration when :
General  it is parked in cold weather (Outside Air Temperature (OAT) lower
than 0 deg.C (32.00 deg.F)) and
Safe operation of aircraft in cold weather conditions raises specific  there is no supply of power to the aircraft (no air conditioning).
problems. Aircraft downtime and delays in flight schedules caused by cold
weather problems can be minimized by a program of preventive cold De-icing and Anti-icing Guidelines
weather servicing.
De-icing is a procedure to remove frost, ice, snow and slush from the aircraft
Procedures for cold weather servicing during cold weather must surfaces.
bedeveloped by the operator. This servicing must meet their De-icing fluids are normally applied heated. Typical de-icing fluids are:
specificrequirements based on:  Heated water,
 their cold weather experience  Newtonian fluids (ISO or SAE or AEA Type I),
 the available equipment and materials  Mixtures of water and Type I fluid,
 the climatic conditions existing at their bases  Non-Newtonian fluid (ISO or SAE or AEA Type II or Type IV),
 Mixtures of water and Type II or Type IV fluid.
This topic contains information to assist the operator in defining,developing,
and implementing cold weather preventive maintenanceprocedures that will Follow manufacturer_s guidelines to increase the temperature of de-icing
minimize aircraft downtime and improve the safeoperating level of the and anti-icing fluids.
aircraft in adverse climatic conditions. De-icing and anti-icing fluids are not heated in tanks too many times or for
These procedures are: long periods because:
 12-31-11,P. Block 201 ANTI-ICING PROTECTION  the quantity of water in the fluids will decrease and
 12-31-12,P. Block 201 ICE AND SNOW REMOVAL.  there will be a possible degradation of the fluid performance.
 12-31-21,P. Block 201 AIR CONDITIONING.
 12-31-24,P. Block 201 ELECTRICAL POWER. For Type I fluids, water loss can cause unwanted aerodynamic effects.
 12-31-25,P. Block 201 EQUIPMENT/FURNISHINGS. For Type II and Type IV fluids, thermal exposure and/or water loss can
 12-31-27,P. Block 201 FLIGHT CONTROLS. decrease fluid viscosity which causes lower holdover times.
 12-31-28,P. Block 201 FUEL. One or more of the conditions that follow can decrease fluid performance:
 12-31-31,P. Block 201 INDICATING/RECORDING SYSTEMS AND  not much fluid used
NAVIGATION.  trucks that do not operate with heating system on for extended
 12-31-32,P. Block 201 LANDING GEAR. periods of time,
 12-31-35,P. Block 201 DEICING/ANTI-ICING OXYGEN SYSTEM.  high temperatures in fluid tanks,
 12-31-38,P. Block 201 WATER/WASTE.  high temperatures in water tanks which directly touch the fluid tanks
 12-31-49,P. Block 201 AUXILIARY POWER UNIT. (no insulation between tanks).
 12-31-51,P. Block 201 STRUCTURE.
 12-31-52,P. Block 201 DOORS. Anti-icing is a precautionary procedure which provides protection against the
 12-31-71,P. Block 201 POWER PLANT. formation of frost or ice and snow accumulations on the treated surfaces of
the aircraft for a limited period of time, the holdover time.

Anti-icing fluids are normally applied cold directly onto clean aircraft
surfaces. Typical anti-icing fluids are:
 Newtonian fluids (ISO or SAE or AEA type I), Note: Thin hoarfrost is usually a white crystalline deposit which usually
 Mixtures of water and Type I fluid, develops equally on external surfaces on cold nights without
 Non-Newtonian fluids (ISO or SAE or AEA Type II or Type IV), clouds; it is sufficiently thin that surface features (lines or markings)
 Mixtures of water and Type II or Type IV fluid. can be seen below it.
Non-Newtonian Fluids (Type II or Type IV) have a viscosity that reduces

with increased air flow over the fluid. Note: A frost layer less than 3 mm (1/8 in.) on the underside of the wing,
Newtonian Fluids (Type I) have a low viscosity that only changes with in the area of fuel tanks, is permitted without effect on take off
temperature. performance if it is caused by cold fuel (low fuel temperature, OAT
Holdover time is the estimated time during which anti-icing fluids will prevent above freezing and high humidity).
the formation of frost or ice and snow accumulations on the protected
surfaces of the aircraft. The holdover time starts at the beginning of the anti- This note is not applicable in THS underside.
icing treatment.
De-/Anti-icing is a combination of the de-icing and the anti-icing procedures A contamination check of the aircraft must include all parts of the aircraft.
and is performed in one or two steps. You must do this visual inspection from a position which gives a clear view
One step De-/Anti-icing is carried out with an anti-icing fluid, normally of all surfaces. Because collected clear ice is not always easily seen, we
heated. The aircraft is de-iced and the fluid that remains on the aircraft gives recommend that you inspect critical surfaces (wings, vertical and horizontal
limited anti-ice protection. stabilizers and rudder) withyour hands.
Two step De-icing/Anti-Icing, as inferred, comprises two completely
separate steps : Weather conditions determine when the aircraft de-/anti-icing must be
The first step is to de-ice the aircraft (remove frost, ice, slush and snow carried out.
accumulations), then to immediately follow this with an anti-icing procedure.
During checks on the ground, electrical or mechanical ice-detectors must
An aircraft performance certification is based upon that aircraft having an not replace physical checks.
uncontaminated or clean structure.
If the aircraft arrives at the gate with the flaps/slats in aposition other than
Ice, snow and frost or combinations of them will disturb the airflow, affecting fully retracted, you must inspect theseflaps/slats, and if necessary de-ice
lift and drag. It also increases the aircraft weight. before retraction.
The aircraft, and especially its surfaces that provide lift and stability, must be
aerodynamically clean. If they are not, safe operation is not possible.
If the fuel temperature is below freezing point and the aircraft is subject to
precipitation, clear ice may form on the wings (wing tank area), even if the
outside temperature is as high as 15 deg.C (59.00 deg.F).
An aircraft that is ready for flight must not have ice, snow, slush or frost
adhering to its critical flight surfaces (Wings, vertical and horizontal
stabilizers and rudder).
Thin hoarfrost is permitted on the upper surface of the fuselage.

HOT WEATHER OPERATIONS PROCEDURE Takeoff
Ground Operations
GROUND OPERATIONS
Engine Start
TAKEOFF
 Consider manual start
 Due to degraded bleed performance,or
 Engine with a reduced EGT margin, or
 Marginal performance of the external pneumatic power group
ENGINE START
Landing
Parking
Check brakes temperature (maintenance actions)
Use BRK FAN (If available) If brakes > 500oC: Avoid applying parking brake
PARKING
LANDING

SANDY ENVIRONMENT
Background Main sand effects on aircraft
 Some airlines operate in sandy environment  Engines / APU wear increase

 Airline questions about procedures to be used  May impair bleed operation
 Today, no procedure for “Sandy Environment”  Braking performance reduction - Similar to volcanic ash effects
 But, OPERATIONS IN VOLCANIC ASH procedure exists (FCOM
3.04.90) Operations in volcanic ash procedure apply
BACKGROUND
MAIN SAND EFFECTS ON AIRCRAFT

FCOM Changes
2 Additional Recommendations:
 Taxi with all engines

• To limit engine thrust and subsequent sand ingestion
 For U-turn, initiate the turn nose down wind (case 2).
• To prevent sand to be blown back to engine intake
• To not impair visibility
FCOM
Main APU and engine recommendations
on ground:
 Avoid using the APU

 Crank engine before start
 Limit engines thrust during taxi
 Avoid using Engine Bleeds
 Avoid reversers use
in flight:
 A/THR OFF and Decrease thrust (terrain permitting) WIND

 Select engine anti ice ON
 Select wing anti ice ON
 Select HI pack flow
 Start APU
RVSM (REDUCED VERTICAL SEPARATION MINIMUM)
The goal of RVSM is to reduce the vertical separation above flight level Between 1997 and 2005 RVSM was implemented in all of Europe, North
(FL) 290 from the current 2000-ft minimum to 1000-ft minimum. This will Africa, Southeast Asia and North America, South America, and over the
allow aircraft to safely fly more optimum profiles, gain fuel savings and North Atlantic, South Atlantic, and Pacific Oceans. The North Atlantic
increase airspace capacity. The process of safely changing this implemented initially in March 1997 at flight levels 330 through 370. The
separation standard requires a study to assess the actual performance of entire western hemisphere implemented RVSM FL290-FL410 on January
airspace users under the current separation (2000-ft) and potential 20, 2005.
performance under the new standard (1000-ft). In 1988, the ICAO Review
of General Concept of Separation Panel (RGCSP) completed this study Only aircraft with specially certified altimeters and autopilots may fly in
and concluded that safe implementation of the 1000-ft separation RVSM airspace, otherwise the aircraft must fly lower or higher than the
standard was technically feasible airspace, or seek special exemption from the requirements.
Vertical Separation Minima (RVSM) Critics of the change are concerned that by reducing the space between
aircraft, RVSM may increase the number of mid-air collisions and
Reduced Vertical Separation Minima or Minimum (RVSM) describes the conflicts. In the ten years since RVSM was first implemented not one
reduction of the standard vertical separation required between aircraft collision has been attributed to RVSM. In the US this program was known
flying at levels between FL290 (29,000 ft.) and FL410 (41,000 ft.) from as the Domestic Reduced Separation Minimum (DRVSM).
2,000 feet to 1,000 feet (or between 8,900 metres and 12,500 metres
from 600 metres to 300 metres in China). This therefore increases Implementation
number of aircraft that can safely fly in a particular volume of airspace.
The North Atlantic System Groups that implemented RVSM first Since 1999 RVSM procedures have been implemented between
determined that they were only implementing a change to one minimum specified levels in many parts of the world, including for example, Europe
from 2,000' to 1,000'; therefore, that minimum being singular the correct and the North Atlantic, bringing corresponding increases in capacity.
terminology is minimum not minima.
Historically, standard vertical separation was 1,000 feet from the surface
to FL290, 2,000 feet from FL290 to FL410 and 4,000 feet above this. This
was because the accuracy of the pressure altimeter used in aircraft to
determine level decreases with height. However over time Air data
computers (ADC) combined with altimeters have become more accurate
and autopilots more adept at maintaining a set level, therefore it became
apparent that for many modern aircraft, the 2,000 foot separation was too
cautious. It was therefore proposed by ICAO that this be reduced to 1,000
feet.

IMPLEMENTATION

Reduced Vertical Separation Minima Approval

RVSM EXAMPLE
Requirements:
For compliance with the requirements of RVSM, there must be no damage or
An operator shall not operate an aeroplane in defined portions of airspace deformation of the fuselage skin profile within the marked area surrounding
where, based on Regional Air Navigation Agreement, a vertical separation the left and right static plates as shown in the picture.
minimum of 300m (1,000ft) applies unless approved to do so by the Authority
(RVSM Approval). (JAR-OPS 1.241)
Prior to granting the RVSM approval ... the State shall be satisfied that:
 the vertical navigation performance capability of the aeroplane
satisfies the [laid down requirements];
 the operator has instituted appropriate procedures in respect of
continued airworthiness (maintenance and repair) practices and
programmes; and
 the operator has instituted appropriate flight crew procedures for
operation in RVSM airspace.
Note: An RVSM approval is valid globally on the understanding that any

operating procedures specific to a given region will be stated in the
Operations Manual or appropriate crew guidance. (ICAO Annex 6 Part I
Chapter 7, Para 7.2.5.)
An operator shall ensure that aeroplanes operated in RVSM airspace are

equipped with:
 Two independent altitude measurement systems;
 An altitude alerting system;
 An automatic altitude control system; and RVSM EXAMPLE
 A secondary surveillance radar (SSR) transponder with altitude
reporting system that can be connected to the altitude measurement
system in use for altitude keeping. (JAR-OPS 1.872)

FUEL TANK SAFETY PROCEDURES
General
Following three fuel tank explosions over the past 14 years which resulted in
346 fatalities, the U.S Department of Transportation's Federal Aviation
Administration (FAA), have introduced new regulations to improve fuel tank
safety.
These regulations relate to the prevention of ignition sources within fuel tanks
of current type certificated aircraft. They require carrying out a one-time fuel
system safety and design review.
Critical Design Configuration Control Limitations (CDCCL)
The FAA issued Special Federal Aviation Regulation (SFAR) 88 which gives
a detailed description of the CDCCL concept.
The EASA requested the SFAR 88 to be added to PART 145, PART M and
PART 147 to reinforce the application of these regulations.
This includes:
 A conception part intended to aircraft design features
 A maintenance part.
A CDCCL is a limitation requirement to preserve a critical ignition source

prevention feature of the fuel system design that is necessary to prevent the
occurrence of an unsafe condition.
The function of the CDCCL is to give instructions to retain the critical ignition
source prevention feature during configuration change that may be caused by
alterations, repairs or maintenance actions.
The aircraft manufacturers have to emit a document to their customers giving

the list of all the maintenance tasks impacted by the CDCCL. For AIRBUS
this document is called the Fuel Airworthiness Limitations and it is added to
the Airworthiness Limitation Section part 5.

CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)

Fuel Information and Combustion Triangle
A fuel tank can be viewed as a confined space where under specific

conditions of pressure and temperature the ullage (vacant tank space) can be
made of an evaporated fuel/air mixture known as fuel vapor. The liquid fuel If the ignition does not need a flame, we talk about auto-ignition. The Auto-
does not blow up on its own; explosive conditions are created when specific Ignition point is the temperature at which a gas or a vapor ignites
proportions of evaporated fuel, oxygen, pressure and temperature are spontaneously in the absence of a thermal source.
present in the tank ullage; the fuel vapor is then defined as flammable. Even if
the ullage is flammable, an explosion will not occur unless an ignition source Do not confuse this term with the ignition point (temperature at which the
of sufficient energy exists. The combustion triangle: combustion is started and can continue).
 An Explosion in a "Fuel" environment such as aircraft wing tanks can
only occur if the 3 following sources are reached:
• Fuel vapors,
• Air (Oxygen O2),
• Ignition (Electrical short cut, cigarette, etc.).
The aircraft fuel system has, by design, a number of features that are
intended to protect the system from inadvertent ignition.
The potential sources of ignition considered are:

 Spark generation inside a fuel tank by electrical current originated
from external sources such as a lightning strike on the aircraft, by
wiring or equipment electrical faults
 Spark/heat generation inside a fuel tank caused by friction of moving
parts
 Fuel leakage outside of a fuel tank coming into contact with an ignition
source.
A chart shows the fuel grades used.
The flash point is the lowest temperature at which the liquid supplies enough
vapors mixed with ambient air, to make a gas that will ignite with the contact
of a thermal source, also called flame.
At this temperature the combustion will not be self sufficient, because you
need to reach the ignition point.

FUEL INFORMATION AND COMBUSTION TRIANGLE

Fuel System Design Configuration
The Airbus aircraft fuel systems have, by design, a number of features that The moving parts inside the pump are normally submerged in fuel so they
are intended to protect the system from inadvertent ignition: cannot generate a spark during faulty conditions:
 Wing / Trim Tank Structure:  Lightning Protection:
• In all the fuel tanks, the material and the large number of fasteners • All equipment installed within any fuel tank is bonded to the
on the attachment of the metallic structure used make sure that structure
the fuel tank structures are electrically bonded.  Fuel System Wiring:
• Only when absolutely necessary, wiring is routed inside fuel tanks.
Composite ribs are bonded by means of metallic strips attached to the non- This wiring is limited to sensing and monitoring systems, with very
metallic structure. low energy carrying requirements, to protect against the
occurrence of an ignition source as a result of high energy
All aluminum structural items in the wing, trim and centre boxes have a entering the fuel tank via the wiring. External electrical wiring
finishing for protection against electrical harnesses short-circuit with the support clamps make sure, that a cut cable cannot come into
structure. contact with the fuel tank boundary or structure in a fuel vapor
area.
The combination of the construction and thickness of the tank boundary skins
give protection against a lightning strike causing ignition (heat):
 Fuel Quantity Indicating (FQI) Equipment:
• Probes and sensors installed in tanks have low power supply.
Electrical connection is done through a terminal block. The
protective gap between the probes and the tank structure is
maintained. They are electrically isolated from the structure.
 Fuel pump:
Fuel pumps have safety features to prevent pumps from working in an empty
fuel tank. The pumps are tested to show that even after a long working
condition in an "empty fuel tank" the rotating surfaces remain lubricated and
thus limit the risk of mechanical ignition.
Each of the pumps is contained within an explosion-proof canister. It

comprises a pump element contained within and electrically bonded to the
canister and driven by an electric motor. Electrical connections to all pumps
are made outside the tank.

There is a complete segregation between in-tank wiring equipment and fuel

calculators from other aircraft system wirings:
 Valves:
• All motor operated valves within the fuel tanks have the actuator
located outside the tank wall. The valve mechanisms inside the
tank are dual bonded and do not have an ignition hazard.
 Pressure Switches:
• Pump pressure switches are mounted on the tank boundaries.
They are separated from the fuel by a diaphragm. The electrical
connections are fully sealed and explosion proof.
 Fuel Leaks:
• It is possible for fuel or fuel vapor to leak from a fuel tank into an
adjacent area and the accumulated fuel can become hazardous
causing ignition. Fuel leaks from the wing and trim tanks go either
to the leading or trailing edge cavities or to the outside. Any fuel
overflowing from the NACA intake is directed downwards and
away from the engines (heat source) via a fuel leak drip strip
(angle section) located inboard of the NACA intake. In the leading
and trailing edges the equipment is explosion proofed and
insulated from the leakage. The APU fuel feed and Trim Tank
transfer pipes at the rear fuselage are shrouded so any fuel
leakage is drained overboard via the drain mast.
 Heat Sources:
Wing leading edges contain hot air ducting from the engines to the bleed air
and anti icing systems. These pipes are insulated and separated from the
tank boundary.


FUEL SYSTEM DESIGN CONFIGURATION


FUEL SYSTEM DESIGN CONFIGURATION (2)

Maintenance Application of CDCCL
CDCCL items are listed in Airworthiness Limitation Form. CDCCL section 2 of

Airworthiness Limitation Form.

MAINTENANCE APPLICATION OF CDCCL


MAINTENANCE APPLICATION OF CDCCL (2)

AMM Application
A WARNING in the procedures identifies CDCCL items. When a procedure

identifies a CDCCL item, it is mandatory and necessary that you follow the
instructions correctly and accurately.
Air gap between fuel quantity indicating probes and the aircraft structure.
Warning: THIS PROCEDURE USES A FUEL SYSTEM ITEM THAT IS IN A

CATEGORY KNOWN AS A CRITICAL DESIGN
CONFIGURATION CONTROL LIMITATION (CDCCL). CDCCL
IDENTIFIES AN ITEM THAT CAN BE THE SOURCE OF A
POSSIBLE FUEL TANK IGNITION. YOU MUST KEEP ALL
CDCCL ITEMS IN THE APPROVED CONFIGURATION.
DAMAGE, WEAR OR CHANGES TO A CDCCL ITEM CAN
CAUSE A POSSIBLE FUEL TANK EXPLOSION.
Warning: THIS INSTRUCTION IS APPLICABLE TO A CRITICAL DESIGN

CONFIGURATION CONTROL LIMITATION (CDCCL).
CAREFULLY OBEY ALL GIVEN INSTRUCTIONS WHENYOU
DO THIS STEP. IF YOU DO NOT OBEY THESE
INSTRUCTIONS, A DANGEROUS CONDITION CAN OCCUR
THAT CAN CAUSE A POSSIBLE FUEL TANK EXPLOSION.

AMM APPLICATION


AMM APPLICATION (2)

ESPM Application
Separation of fuel quantity and level indicating system wiring from other wiring.
ESPM APPLICATION
AMM Application
Direct bonding on items of an equipment inside a fuel tank.
AMM APPLICATION
CMM Application
Safety critical features of fuel pumps: these features must be maintained

throughout the full life of the fuel pump to avoid a possible ignition source by
overheating or sparks caused by arcing, or friction etc.
CMM APPLICATION
MPD Application
Application in Maintenance Planning Document.
MPD APPLICATION

SB Application
Service bulletin applicable on single aisle family aircraft.
SB APPLICATION

AD Application
Extract of the Airworthiness Directive.
AD APPLICATION

Safety Precautions
Make sure that you have the correct fire fighting equipment available. When
you have to work on a fuel system wiring, you must use test equipment that is
approved (otherwise, unapproved equipment could cause fire or an
explosion).
Make sure that the lighting in the work area is sufficient to work safely. Wear
protective goggles or face mask, clothes and gloves and avoid wearing
metallic clothing (e.g. footwear or a belt with a metal buckle) which can cause
sparks.
In the work area you must not:

 Smoke
 Use flames which do not have protection
 Operate electrical equipment which is not necessary for the task
 Pull or move metal objects along the ground
 Use hearing-aids or battery-operated equipment which will cause
sparks.

SAFETY PRECAUTIONS
Safety Areas And Accessibility
Put the safety barriers in position and put the warning notices, to tell persons
not to operate the fuel system, not to refuel the aircraft and not to operate the
flaps.
Defuel the applicable wing tank or do a ground fuel transfer. Use the ECAM
to make sure that the applicable fuel tank valves are closed and drain the
remaining fuel.
Open and safety tag circuit breakers for refuel system, refuel panel,
applicable fuel valves and SFCC (Slat Flap Control Computers). Open the
related fuel tanks access panels.
Note: Some of these precautions are the minimum safety standard for
work in a fuel tank. Local regulations can make other safety
precautions necessary.

SAFETY AREAS AND ACCESSIBILITY

Tanks Ventilation
Vent the tanks with a proper venting system (fitted with minimum 1 air inlet &
1 air outlet).
Check with a combustible gas indicator (after minimum 6 hours of ventilation)

the tanks fuel gas concentration.
The fuel gas concentration must be < 10% of the Lower Explosive Limit (LEL)
before entering into the tanks.
Warning: YOU MUST USE A RESPIRATOR IF THE FUEL-GAS

CONCENTRATION IN THE FUEL TANKS IS MORE THAN 5%
OF THE LOWER EXPLOSIVE LIMIT (LEL).

TANKS VENTILATION
Entry Check-List
You must complete the Pre-Entry Checklist before you do work in a fuel tank.
Finally, get access to the applicable work area.
Warning: - DO NOT TOUCH OR PUSH AGAINST THE MAGNETIC LEVEL

INDICATORS WHEN YOU ARE IN THE FUEL TANK. THIS WILL
PREVENT DAMAGE TO THEM.
- DO NOT TOUCH OR PUSH AGAINST THE FQI PROBES WHEN
YOU ARE IN THE FUEL TANK. THIS WILL PREVENT DAMAGE
TO THEM AND THEIR INSTALLATION.
- DO NOT CAUSE DAMAGE TO THE INTERNAL STRUCTURE,
SEALANT, ELECTRICAL CABLES, OR CONDUITS DURING
MAINTENANCE.

ENTRY CHECK-LIST
Working Environment
Note: You may have to remove parts of the structure (and equipment) to
get access to parts of the tank.
Use protective mats on the floor of the fuel tank to prevent:

 Damage to the fuel tank structure
 Injury to persons
 Safety all components before you place them inside the fuel tank
 All wire locking must be installed/adjusted outside the fuel tank.
Use only RED tie wraps in the fuel tanks. Use only approved cleaning
materials.
Make sure that all signs of solvents and cleaning agents are removed from
the equipment/components before they are installed.
Put blanking caps on all disconnected pipes and openings in components and
tanks.
Do not connect electrical equipment to a power source less than 30 meters

away, unless the power source has spark-proof connectors.
You must obey the fuel safety procedures when you do work in a fuel tank.
When differences occur, you must use the approved precautions of this
procedure.
Warning: DO NOT USE METALLIC WIRE WOOL IN FUEL TANKS.

WORKING ENVIROMENT
Close-Up
After completion of a work in a fuel tank, personnel must make sure that:
 The work area is clear of tools,
 The work area is clean,
 No electrical equipment has been damaged and disconnected,
 All the fuel system components have a correct electrical bonding,
 All access panels are back in their original position (e.g. rib access
panels).
CLOSE-UP

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What are the main manuals used for line maintenance?

What are the main manuals used for line maintenance?

What are the different sections of the Aircraft Maintenance Manual and what do they cover?

What are the different sections of the Aircraft Maintenance Manual and what do they cover?

PW 4000 POWERPLANT INCLUDING INTERFACES

WITH AIRBUS A330 B1.1 AND B2 INTRODUCTION

PW 4000 POWERPLANT INCLUDING

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 1

ABBREVIATIONS ....................................................................................... 4 STRUCTURAL REPAIR MANUAL ..........................................................86

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 2

A330-200 / A330-300 EXTERIOR.............................................................. 17 SERVICE BULLETIN (EXAMPLE) ............................................................95

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 3

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ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 13

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 14

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 15

A330-200 UPGRADES AND IMPROVEMENTS

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 16

A330-200 / A330-300 EXTERIOR

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 17

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 18

A330-200 / A330-300 INTERIOR

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 19

MEDIA AND USERS

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 20

GENERAL - MEDIA AND USERS

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 21

ATA 100 Specification

Documentation which follow the ATA 100 format:

AMM (Aircraft Maintenance Manual)

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 22

ATA 100 SPECIFICATION

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 23

ATA 100 - BREAKDOWN

PAGE BLOCK – BREAKDOWN

AMM PAGE BLOCK BREAKDOWN

PB 001-099 Description and operation

TSM PAGE BLOCK BREAKDOWN

PB 101-199 Fault symptoms

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 24

ATA 100 BREAKDOWN - EXAMPLE

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 25

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 26

GENERAL - MANUAL CUSTOMIZATION

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 27

MAIN MANUALS FOR LINE MAINTENANCE

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 28

LINE AND BASE MAINTENANCE DOCUMENTS

ISSUE 1, 13 APR 2017 FOR TRAINING PURPOSES ONLY Page: 29

FUNCTIONAL ITEM NUMBER

DESCRIPTION AND OPERATION