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A300-600 ENGINEERING CONTINUATION TRAININGcbt.altitudeglobal.aero/Files/A300-600 Q3 4 2019.pdfThe...

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FOR REFERENCE ONLY A300-600 ENGINEERING CONTINUATION TRAINING Q3 & Q4 2019
Transcript
  • FOR REFERENCE ONLY

    A300-600 ENGINEERING

    CONTINUATION TRAINING

    Q3 & Q4 2019

  • FOR REFERENCE ONLY

    Contents:

    1 INTRODUCTION

    2 A300-600 AIRWORTHINESS DIRECTIVES

    3 A300-600 MOR REVIEW

    4 PROCEDURES REVIEW

    5 MAIN DECK AIR CONDITIONING DISTRIBUTION

  • FOR REFERENCE ONLY

    1: Introduction This module covers aspects identified in the periods Q3 & Q4 2019 and includes all engine types.

    2: A300-600 Airworthiness Directives The following pages lists the A300-600 AD’s issued from July 1st 2019 to Dec 31st 2019. If a full listing is required, they can be found on the EASA website (http://ad.easa.europa.eu) or you can navigate from the Quality Tab on TechCom. Some superseded and superseding ADs have not been included as there is no material change. AD No: 2019-0188 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/

    ATA 29 Hydraulic Power – Hydraulic Reservoir Air Pressurization System Lines –Functional Tests

    Manufacturer/s: Airbus, formerly Airbus Industrie

    Applicability: Airbus A300-600 and A310 aeroplanes, all certified models, all manufacturer serial numbers (MSN); and Airbus A300F4-608ST aeroplanes, all MSN (hereafter referred to as A300-600ST in this AD)

    Reason: The airworthiness limitations for Airbus A300-600, A300-600ST and A310 aeroplanes, which are approved by EASA, are currently defined and published in the A300-600 and A310 ALS documents. The airworthiness limitations applicable to the CMR are published in the ALS Part 3 documents. Failure to accomplish these instructions could result in an unsafe condition. Previously, EASA issued AD 2017-0203 to require accomplishment of all maintenance tasks as described in A300-600 and A310 ALS Part 3 at Revision 1. Since that AD was issued, Airbus published Variation 1.1 to A300-600 ALS Part 3 Revision 01 and Variation 1.1 to A310 ALS Part 3 Revision 01, which introduce the new CMR task as defined in this AD. This new CMR task comprises a functional test of the reservoir air pressurization lines for pipe rupture, to detect any possible air leak. It is expected that Airbus will issue ALS Part 3 Revision 2 for A300-600 and A310 that would incorporate this task. However, since it is not known when this ALS revision will be published, it was decided that early implementation of the new task is necessary. For the reason described above, this AD requires repetitive pressurization tests of the reservoir air pressurization lines and, depending on findings, repair or replacement of parts.

    http://ad.easa.europa.eu/http://ad.easa.europa.eu/

  • FOR REFERENCE ONLY

    AD No: 2019-0190 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/

    ATA 29 Hydraulic Power – Hydraulic Reservoir Air Pressurization System Lines – Functional Tests

    Manufacturer/s: Airbus, formerly Airbus Industrie

    Applicability: Airbus A300-600 aeroplanes, all certified models, all Manufacturer Serial Numbers.

    Reason: An occurrence was reported where the bleed and air conditioning systems on an A300-600 aeroplane were contaminated by hydraulic fluid. Investigation results identified that hydraulic fluid contaminations had caused the failure of check valves installed on the hydraulic reservoir air pressurization system. This condition, if not detected and corrected, could lead to leakage of pressurization check valves, and, in case of pressurization pipe rupture, to loss of a hydraulic system, possibly resulting in reduced control of the aeroplane. To address this potential unsafe condition, Airbus issued the SB providing instructions for a functional test of the reservoir air pressurization lines to detect potential rupture. For the reasons described above, this AD requires repetitive pressurization tests of the reservoir air pressurization lines and, depending on findings, repair or replacement of parts.

    There are no SAIBs for this period.

    3: Maintenance Related MOR’s The following are maintenance related MOR from the UK CAA MOR digest. As the Information is protected and strictly controlled by the UK CAA, it is respectfully requested that this information is not circulated. “No part of the MOR publication may be reproduced or transmitted outside of the organisation without the express permission in writing of the Civil Aviation Authority Safety Data Office.” There are no MOR’s for the A300-600 for this period.

    http://ad.easa.europa.eu/

  • FOR REFERENCE ONLY

    4: Procedures Review

    Due to time to print differences between this publication and current published technical matter, it has been decided to no longer reference changes to individual operators’ technical notices and procedures. This information will of course still be readily available via TechCom or the individual operators’ systems. If you are having difficulty in accessing any of this information, please contact your local supervisor or STN tech library. 5: Main Deck Air Conditioning Distribution

  • ____________________________________________________________________________________________________________________________________________________________________

    Main Deck Cargo Compartment Distribution

    Each of three MDCC temperature zones is supplied with conditioned air from distribution ducts branching out from the hot and cold air manifolds. Two riser ducts pass between the fuselage skin and the main deck cargo compartment interior sidewall panels. In the area above the ceiling panels connections to the AFT and MID zone supply ducts are made. In their respective zone the supply ducts have holes as air outlets. A third duct passes between forward cargo ceiling and main deck cargo floor and is divided into two riser ducts. Two supply ducts, connected to the riser ducts, supply the FWD zone (courier area) with door heating and individual air.

    The distribution ducting in the MID and AFT zone is similar, in that each zone is equipped with a riser duct and a supply duct. The ducting in the FWD zone is additionally equipped with crew door outlets and tapping points for individual air to the courier seats.

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    Bypass Valve / Isolation Valve

    The valve assembly, of which the primary material is aluminum alloy, is a spindle operated butterfly valve unit. The aluminum alloy butterfly plate is held in the valve body by stainles steel top and bottom spindles. Bearings assembled to the valve body and the butterfly plate give smooth wear resistant surfaces for operation of the spindles.

    Manual override The isolation valve can be operated manually by a manual override, assembled between the actuator and the valve assembly. The manual override is a spindle operated unit. The drive spindle is assembled inside the output drive with a machined slot, which engages into the actuator output shaft. The output drive and the drive spindle are turned by a connecting shaft assembly inside the handle. A retainer and a circlip hold the output drive in the housing. A lanyard with a clip, assembled by a screw to the housing, is used to lock the connecting shaft in position.

    Actuator The actuator contains a cast aluminum alloy gearbox housing, a DC permanent magnet motor and a suppression module. The gearbox housing contains a train of gears that operate a combined output shaft (quadrant gear) and a microswitch circuit breaker. The geartrain includes a worm and spur gear, a wormwheel with spur gear. The DC permanent motor and the suppression modules are wired to two combined position control and remote indication microswitches. The microswitches are assembled to a microswitch plate in the base of the gearbox housing.

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    Main Deck Cargo Valves Control

    The main deck cargo valve P/BSW, located on VENT panel 438VU, is the only manual control for the bypass and isolation valves.

    Pushbutton switch pressed (Normal position). - OFF and FAULT legends are off. - The both isolation valves are open and air is supplied to the MID and AFT MDCC temperature zone. - The bypass valve is closed.

    Pushbutton switch released (Fire shut off case). - OFF legend is on. FAULT legend is on during bypass valve and isolation valve flap movement or in fire case until valve position is confirmed by flight crew (P/BSW valve position disagreement function). - The both isolation valves are closed. - The bypass valve is open and air is directed in direction of the forward outflow valve to prevent excessive overpressure in the cold air manifold. - A ground signal is given to the systems interface relay.

    Position of the isolation valves is indicated on the AIR COND page.

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    Fire shut off procedure The fire shut off procedure can be released by the smoke signal from the smoke detection system or by releasing the pushbutton MAIN DECK CARGO VALVES.

    When the MAIN DECK CARGO VALVE pushbutton switch is released or a smoke signal comes on from the main deck smoke detection system, system interface relay 100WU is actuated, causing the following: - Bypass valve 101HG opens - Closing of flow control valve 2 (if both packs are running) - Flow control valve 1 set to 100% flow. - Closing of the hot air supply valve - Closing of the bulk cargo isolation valve

    When the bypass valve is fully open the isolation valves 102HG and 103HG close. The flight crew confirms the automatic action by releasing the associated illuminated pushbuttons: - releasing MAIN DECK CARGO VALVES P/BSW (if fire shut of is initiated by the main deck smoke detection system) - confirmation of pack shut-off - confirmation of bulk cargo isolation valve closure - confirmation of hot air supply valve closure

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    A300-600 Q3 & Q4 2019.pdf1: Introduction2: A300-600 Airworthiness Directives3: Maintenance Related MOR’s4: Procedures Review

    Pages from A300 ATA 21 Air Conditioning - updating-a.pdf


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