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Introduction

A330/40 INTRODUCTION

A330, A340, A340−500/600

Airbus

18 Jul 2005Lufthansa

Lufthansa Base

Issue:

For Training Purposes Only

LTT 2004©

Technical Training GmbH


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For training purposes only. Copyright by Lufthansa Technical Training.LTT is the owner of all rights to training documents and training

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only permissible with the written consent of LTT.In other respects, legal requirements, especially under copyrightand criminal law, apply.

Lufthansa Technical TrainingDept HAM USLufthansa Base HamburgWeg beim Jäger 193

22335 HamburgGermany

Tel: +49 (0)40 5070 2520

Fax: +49 (0)40 5070 4746E-Mail: [email protected]


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INTRODUCTIONGENERAL

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Page: 1FRA US/T SCF/ToR Jul 2005

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INTRODUCTIONDIMENSIONS

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Page: 2FRA US/T-2 SCF/ToR Jul2005

A330 / A340 EVOLUTION

Airbus Industrie produces the advanced widebody A310 and A300-600 aircraft,and also produces the world’s most advanced civil airliner, the A320. The mostadvantageous features of these family members are brought together to

create the A330 and the A340.

Systems, including the fly-by-wire flight control system are mainly derived fromthose of the A320. The flight deck is virtually identical to that of the A320,which means that pilots can be A320/A330/A340 cross-qualified, laeding tovaluable savings for operators of more than one type.

The engines available for the A340 are developments of the CFM56-5, whichalso powers the A320 family.

The Engines available for the A330 are the PW4168, the GE CF6−80E1 or theRR RB211 Trent 700.

To this known technology base is added an all-new, highly advanced wing,thirty percent more efficient than those of the first generation widebodies.

The proven 222 inch diameter Airbus widwbody fuselage cross-section is re-tained, for its efficiency and high level of passenger comfort. For the A330 andA340, the interior has been developed to give even greater adaptability in boththe passenger and cargo areas.


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DIMENSIONS AND AREAS

AIRCRAFT DIMENSIONS

The dimensions are quoted in meters and in inches.

Those measured from the static ground line correspond to the Aircraft at itsmaximum weight.

Technical Data:

Aircraft Type A340−200 A340−300 A330−200 A330−300 A340−500 A340−600

Lenght m. . . . . . . . . . . . . .Height m. . . . . . . . . . . . . .Fuselage Widht m. . . . . .Wing Span m. . . . . . . . . .Wing Area m2. . . . . . . . . . .

59,416,75.6460,3361,6

63,616,855,6460,3361,6

59,017,45,6460,3361,6

63,616,855,6460,3361,6

67,917,15,6463,45439,4

75,317,35,6463,45439,4

max. Take Off Weight t. 275,0 276,5 233,0 233,0 380,0 380,0

max. Landing Weight t. 185,0 192,0 182,0 187,0 246,0 265,0

max. Fuel Capacity l. . . 155040 147850 139100 97170 214810 204500

max. Range km. . . . . . . . . 14800 13700 11800 10500 16400 14150

Engines CFM56−5C CFM56−5C PW4000 orRR Trent 700 orGE CF6−80

PW4000 orRR Trent 700 orGE CF6−80

RR Trent 500 RR Trent 500

Engine Thrust lbs. . . . . . . . 31200 to 34000 31200 to 34000 68000 to 72000 68000 to 72000 53000 56000


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A340−200 A340−300

Figure 1 Dimensions A340-200/300


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A330−300 A340−600

Figure 2 Dimensions A330−300 / A340−600


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INTRODUCTIONGENERAL INFORMATIONS

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GENERAL INFORMATIONS

Antenna Locations


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Figure 3 Antennas Location


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Locations

Unpressurized Areas


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Figure 4 Unpressurized Compartments


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INTRODUCTIONAXIS

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REFERENCE AXIS

REFERENCE AXIS

The structure elements are localized according to the following reference axis.

The reference (station 0) for all structural measurements in the X axis is loca−ted 638,2 cm forward of the aircraft nose.


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INTRODUCTIONAXIS

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638,2 cm

Figure 5 Axis


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INTRODUCTIONZONES

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ZONING PRESENTATION

Major Zones

Major zones are identified by hundred as follows:

− 100 FUSELAGE LOWER SECTION− 200 FUSELAGE TOP SECTION

− 300 STABILIZERS

− 400 NACELLES

− 500 LEFT WING

− 600 RIGHT WING

− 700 LANDING GEAR

− 800 DOORS

Major sub−zones

Major sub−zones are identified by the ten of the majors zones

Unit Zones

Unit Zones are identified by the number of the Units of the Major Zones.


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INTRODUCTIONZONES

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A340−200/300A340−600

A330−200/300

Figure 6 Major Zones


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INTRODUCTIONPANEL IDENTIFICATION

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PANEL IDENTIFICATION

Panel Identification Method

The identification method is as follows:

The first three digits identify the smallest zone in which the door/panel is found.

The first letter or identifier shows the position of the access doors and panels ina logical sequence:

forward to aft, for the fuselage

inboard to outboard, for the wing and horizontal stabilizer

bottom to top, for the vertical stabilizer.

The second letter or locator identifies the access door or panel in its relation tothe aircraft:

T = TOP (upper surface)

B = Bottom (lower surface)

L = Left handR = Right hand

Z = Internal

F = Floor panel

W = Sidewall panel

C = Ceiling panel.

When all the letters of the alphabet have been used up for the first letter (identi-fier), the sequence starts again with letter A and the other letters below areused for the locator:

U = Top (upper surface)

D = Bottom (lower surface)

P = Left hand

S = Right hand

G = Floor panel

X = Sidewall panel

Y = Ceiling panel.

NOTE: : THE LETTERS „ I“ AND „ O“ ARE NOT USED.


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INTRODUCTIONSERVICE

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GROUND HANDLING

Service Arrangements


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Figure 8 Service Arrangements


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Service Points


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Figure 9 Service Points


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INTRODUCTIONPUSH BACK & TOWING

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PUSH BACK AND TOWING

SAFETY PRECAUTIONS

WARNING: MAKE SURE THAT WHEN THE A/C MOVES WITH ITS

POWER ON THE GROUND− NO ONE GOES WHERE THEA/C CAN CAUSE INJURY ORKILL− THERE ARE NO OB-JECT IN THE AREA WHERE THE ENGINES CAN BLOWTHEM AWAY OR PULL THEM BY SUCTION.

WARNING: OBEY THESE SAFETY PRECAUTIONS DURING TOW-ING,PUSHBACK OR MOVEMENT OF THE AIRCRAFT.MAKE SURE THAT THE PATH OF THE AIRCRAFT ISCLEAR. MAKE SURE THAT NO ONE SITS OR STANDS ONTHE TOWBAR OR USES THE TRACTOR AS TRANSPORT.

WARNING: THE PERSON WHO OPERATES THE BRAKES FROM THECOCKPIT DURING TOWING/TAXIING MUST ATTACH THESEATBELT.IF NOT, THERE IS A RISK OF INJURY IF THE

AIRCRAFT STOPS SUDDENLY.CAUTION: DO NOT TOW OR MOVE THE AIRCRAFT ON THE GROUND

IF THE ENGINE COWLS ARE OPEN.MOVEMENT OF THEAIRCRAFT WITH THE COWLS OPEN CAN CAUSE DAM-AGE TO THE COWLS AND THE NACELLE STRUCTURE.

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PUSH BACK PROCEDURE

Preparation before towbar connection

Make sure that the safety pins are installed on the nose, the main and thecent-erline gear.

After the cockpit checks, energize the aircraft electrical circuits following the

AMM procedure by using external power or by starting the APU.Then set batteries 1 and 2 to ON.

Check the brake accumulator pressure on the triple indicator. The pointer in thegreen range indicates that a minimum of seven brake applications can be per-formed. If the pressure is too low, you have to pressurize the system throughthe blue electrical pump. Ask for clearance then pressurize the blue hydraulicsystem.When the pressure is correct, switch off the blue electrical pump.

Apply the parking brake and start the APU.

The ground mechanic sets the towing lever to the towing position and installsthe pin.

Towbar connection

Before you install the towbar make sure that the dimension ”H” is correct.

Attach the towbar to the nose gear fitting.

Make sure that the towbar is equipped with:

a damping system

a traction shear pin calibrated at the required value

a torsion shear pin calibrated at the required value.

Connect the tractor to the towbar.

Preparation before aircraft movement

Carry out an inspection around the aircraft.

Make sure that the area is clear. Make sure that the engine cowls are properlylocked, all the doors are closedand the gear doors are closed.

Remove the main wheel chocks.

Disconnect the external power.

Contact the cockpit so that the operator asks for clearance.

In the cockpit, select VHF on the radio panels. Contact Air Traffic Control torequest push back and towing and wait for their authorization.

Set the NAVIGATION lights, BEACON lights and LOGO lights to ON.

When ready, contact the ground operator. When authorized by the ground op-erator, release the parking brake and check the triple indicator.

Push Back

When the brake is OFF, the ground operators start the push back opera-

tion.Push the aircraft smoothly and slowly.If you push or tow the aircraft in an area with nearby obstacles, two operatorsare required at the wing tips.

The maximum towing angle, left and right, is indicated by a red mark paintedonthe nose gear fixed door.

A steering angle protection system will activate an oversteer warning light if thesteering angle exceeds a predetermined value. If exceeded, an inspection ofthe nose landing gear has to be carried out according to the AMM procedure.

If you push or tow the aircraft with the engines at IDLE, the maximum

steering angle is 40 degrees on each side to avoid nose landing gear slippage.

When the push back operation is completed, make sure that the nose wheelsare aligned with the aircraft centerline. If not, tow the aircraft as required.

In the cockpit, apply the parking brake and check the triple indicator. The tow-bar can be disconnected..

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TOWING PROCEDURE

During the towing operation, communications between the tractor and the cock-pit can be ensured by the headset or through a VHF radio.

Once in position, make sure that the nose wheels are aligned with the aircraft-centerline.

Inform the cockpit that the parking brake can be applied.In the cockpit, applythe parking brake and check the triple indicator.

Inform the ground operator that the brake is applied, switch off the lights andset the radio to OFF.

Put the wheel chocks in position .

Disconnect the tow bar.

Disconnect the headset.

Remove the steering pin.

The push back and towing operation is completed. Put the aircraft in the config-uration related to the next operation.

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Figure 10 Push Back & Towing

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INTRODUCTIONPARKING & MOORING

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PARKING AND MOORING

PARKING

SAFETY PRECAUTIONS

Put the aircraft in a safety area.

Make sure that the nose gear wheels are on the aircraft axis.

Install the safety devices on the landing gear and put the wheel chocks inposition.

On panel 117VU, set the parking brake selector switch to ON.

Clean and deodorize the toilets.

INSTALLATION OF THE PROTECTION DEVICES ON THE FWD FUSE-LAGE.

Put the Total Temperature Sensor SLIP−ON COVERS in position.

Put the Pitot Probe SLIP−ON COVERS in position.

Put the ICE DETECTION Probe COVERS in position.

Put the AOA COVERS in position. Put the STATIC Probe COVERS in position.

INSTALLATION OF THE PROTECTION DEVICES ON THE ENGINES.

Protection of the engine air intakes:

Put the INLET COVERS in position.

Protection of the engine exhaust nozzles and center plug openings:

Put the NOZZLE AND INNER BODY PLUGS in position.

INSTALLATION OF THE PROTECTION DEVICES ON THE APU AREA.

Put the APU EXHAUST DUCT PROTECTION in position.

Put the APU, OIL COOLER OUTLET PLUG in position.

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Figure 11 Protection Devices Fuselage

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Figure 12 Protection Devices Engines

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Figure 13 Protection Devices APU

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O UC OPARKING & MOORING

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MOORING

Before mooring the aircraft, check for its stability and make a visual inspectionof the surfaces, the thrust reversers, the doors and cockpit windows.

Put the aircraft in position on a flat surface and make sure it is parked intothe wind.

Make sure that the aircraft is stable. Put it in the parking configuration as seen before.

Make sure that the slats, the flaps, the spoilers, the speed brakes and thethrust reversers are retracted.

Make sure that the THS is set to neutral.

Make sure that the sliding windows of the cockpit are closed.

Make sure that the pax/crew doors and the cargo compartment doors areclosed.

MOORING OF THE NOSE LANDING GEAR

Put one NLG MOORING KIT in position on the towing fittings of the noselanding gear and on the mooring point.

Make sure that the work area is clear and clean of tools and other items.

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Figure 14 Mooring NLG

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AIRCRAFT JACKING00−20


AIRCRAFT JACKING/LEVELING

General

The aircraft has three jacking points and one safety point to lift the aircraft com-pletly.

The aircraft can be jacked using the nose jack only, for maintenance.

For wheel change or brake removal/installation there are jacking points at theaxle.

Jacking the aircraft with Wing Jacks

Maximum permitted A/C weight is 152000 Kg (A340−200/300).

Maximum load at forward jacking point is 12300Kg (12300daN)

Maximum load at the wing jacking points is 73200Kg (73200daN)

Maximum load on the safety point is 4500 Kg (4500daN)

Before jacking the aircraft position it in a level position. Using the level indica-tor which is part of the jacking equipment or the level indicator accessable

through access panel 149BB, observe that the aircraft remains in a level posi-tion during jacking.

After jacking bring the safety stand in to position.

NOTE: THE SAFETY STAND MUST BE REMOVED DURING LANDINGGEAR OPERATIONS!

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Figure 15 Jacking / Leveling Points

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INTRODUCTIONFUNCTIONAL ITEM NUMBERS (FIN)

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FUNCTIONAL ITEM NUMBERS (FIN)

FIN - DESCRIPTION

Equipment

Equipment on the A/C is generally allocated a unique identifier known as a

Functional Item Number (FIN). The basic element of the FIN is a two Lettercode indicating to which system and circuit the equipment belongs. To thiscode are added prefixes and/or suffixes which provide the unique identificationfor individual equipment.

NOTE : Several identical components which perform same function in the

same circuit can be differentiated by the suffix number.

General rule is that even suffix (2, 4, 6 ... ) is identifying any component onright hand side and odd suffix (1, 3, 5 ... ) is identifying component on Left handside.

For mechanical equipment the FIN is similar to the eLectrical FIN except thatthe second Letter of the system/circuit identifier becomes an M (for exampleGM).

For electricaL equipment (any component with an electricaL connection) the-FIN could be for example 14CAl which is broken down as follows: − 14 Four-teenth component in circuit CA − CA System/circuit two Letter code (AutothrustEngagement) − 1 − Suffix − First of several similar systems (Autothrust Enga-gement 1).

Connectors

Connections to components shall be identified by a suffix Letter (or two for mul-

tiple connection parts) following the circuit identification. Example: 14CA−A

− 14 : Component number

− CA : Circuit code

− A : Plug identification

This will identify plug A on the 14th component in the circuit CA. If there areseveral connections, the other plugs shall be identified A, B, C, D, etc...

Example 1: 11CA−B

− 11CA : Component identification

− B : PLug identification Letter

Example 2: 14CA−AA

− 14 : Component number− CA : Circuit code

NOTE : Connectors on equipment fitted on mountings are identified with refe-rence to the equipment but not with reference to the mounting..

Fictitious Components

All components not specifically related to a circuit are identified by fictitious cir-cuit Letter V. The second Letter defines the type of component.

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VC A/C electricaL connectors

The electrical connector is identified in a fictitious circuit VC by a numerical de-signator.

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. VN ground points

VN ground points

The ground point is identified in fictitious circuit VN by a numerical designatortaken from the complete aircraft.

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

VE panel

VE panels are similar to VU except that they are for commercial circuits and allthe wires in the VE are identified by ATA chapter 31−18.

VG ground terminal block

The ground terminal block is identified in fictitious circuit VG by a numericaldesignator taken from the complete aircraft.

VN ground points

The ground point is identified in fictitious circuit VN by a numerical designatortaken from the complete aircraft.

VP pressure seal/feed thru

The pressure seal/feed thru is identified in fictitious circuit VP by a numericaldesignator. Terminal identifications are indicated to define a precise feed thruidentifier for each wire (in the case of wire to wire feed thru).

VS spaces

Spaces are identified like equipment, being grouped by route and by type.Such grouping shall not be systematic, but only accomplished where a priorityis required. Identification shall consist of a numeric designator, identifying thegroup in fictitious circuit VS and an alpha designator giving connection identifi-cation per unit. Example: 24VS A

− 24 : Component group number

− VS : Fictitious circuit code

− A : Identification per unit

VX printed circuit boards

A VX is an Electric/Electronic Printed Board made by the Aircraft manufacturer.It has a P/N and is replaceable, it is covered by a specific document.

This assembly is identified in its functional circuit or in the VX circuit when usedfor multifunctions.

VZ spare wires

Spare Wire.

The spare wire is identified in fictitious circuit VZ by a numerical designator asfollow:

first case : with prefix number

example: 32VZ147

32: prefix number

VZ is a VP

147 ia zone

second case : without prefix number

example: VZ147

only the zone is defined.

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Functional Item Number

Example:

Batterie Switch: 7PB1

AC BUS : 131XP−A

The identification of an electrical circuit or a component is done by using a

combination of letters and numbers, like the following example.7 PB 1

7 System: DC Power Supply Distribution Circuit

PB Circuit: DC Generation−Batteries 1 Annex, if more than one component of this type is installed.

Component: Battery 1 PB−Switch

= Equipment Nr.1 .

This is applicable for all circuits or components. Electrical busses and subbus-ses are identified in the same way.

Busses and subbusse in the electrical power system are identified as like thefollowing example.

Example:

131 XP−A

1 Main Bus: AC Bus 1 (lXP) 31 Subbus: Nr. 31

X System: AC Generation

P Circuit: AC Ancillary Equipment −A Annex A (or B, C) identifies the phase of a bus.

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Figure 16 FIN Example

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Figure 17 FIN

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Figure 18 FIN

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Figure 19 FIN

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INTRODUCTIONELECTICAL SAFETY

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ELECTRICAL SAFETY

DESCRIPTION AND OPERATION

General

For work on an electrical system, it is necessary:

to know and obey the standard safety practices,

to have a good knowledge of the electrical standard practices,

to have a good knowledge of requirements (processes, WARNINGS,

CAUTIONS etc..) before you start the work.

This is necessary to prevent injury to persons and/or damage to equipment.

CAUTION: ALWAYS OBEY THE PRECAUTIONS THAT FOLLOW TOKEEP ELECTRICAL WIRING IN A SATISFACTORY CON-DITION (ELECTRICALLY AND MECHANICALLY SER-VICEABLE). WHEN YOU DO MAINTENANCE WORK, RE-PAIRS OR MODIFICATIONS, ALWAYS KEEP ELECTRICALWIRING, COMPONENTS AND THE WORK AREA AS CLEANAS POSSIBLE.TO DO THIS:PUT PROTECTION, SUCH AS PLASTIC SHEETING,CLOTHS, ETC. AS NECESSARY ON WIRING AND COM-PONENTS REGULARLY REMOVE ALL SHAVINGS, UN-WANTED MATERIAL AND OTHER CONTAMINA-TION.THESE PRECAUTIONS WILL DECREASE THE RISKOF CONTAMINATION AND DAMAGE TO THE ELECTRICALWIRING INSTALLATION.IF THERE IS CONTAMINATION, REFER TO ESPM CHAP-TER 20−55−00, CLEANING.

Electrical Safety Practices.

WARNING: MAKE SURE THAT NO AC OR DC POWER SOURCE ISCONNECTED TO THE AIRCRAFT ELECTRICAL CIRCUITS.THERE IS A RISK OF ELECTROCUTION IF THE AC OR DCPOWER STAYS CONNECTED. BEFORE YOU STARTWORK: OPEN, SAFETY AND TAG THE CIRCUITBREAKER(S) RELATED TO THE SYSTEM/EQUIPMENT TOPREVENT THE SUPPLY OF ELECTRICAL POWER TO THESYSTEM/EQUIPMENT DURING THE MAINTENANCEWORK.

This prevents the risk of:

Electric shocks that can occur if you touch energized wiring connections,terminals, etc...

Short circuits that can occur if metal tools or parts accidentally touch ener-gized wiring, terminals, contacts, etc...

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Figure 20 Safety Tag

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INTRODUCTIONELECTROSTATIC DISCHARGE

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ELECTROSTATIC DISCHARGE

ESD PROBLEMS

ESD stands for ELECTROSTATIC DISCHARGE which is generated by rubbingmaterials with each other.

By moving over plastic materials (synthetic fibers), wearing synthetic fiberclothing, electrical charges build up on the body.

Thus voltages of 12000 to 35000 volts can develop on a person.

Touching connector pins of computer units , a discharge path is formed throughwiring and components.

Integrated Circuit (IC) chips can be partly damaged or totally destroyed.

You can see the so−called ”TRIBO−ELECTRIC” series of materials.Rubbingmaterials from this series against each other and then separating them fromeach other causes a build−up of electrostatic charges.

If the materials are far apart in the series, there will be a higher electric charge.

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Figure 21 ESD

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ESD PROTECTION

Here are some precautions to avoid damage of electronic equipment by Elec-trostatic Discharge.

There are no specific procedures or instructions related to this subject be-cause:

The LRUs have sufficient built−in protection to prevent electrostatic discharge

damage.

No protective electrostatic discharge handling procedures are necessary unlessthe LRU housing is open.

For example, antistatic or conductive protective caps are not necessary forconnectors on the LRU housing (standard caps are sufficient).

No electrostatic discharge sensitive devices printed circuit boards are LRUs.Thus it is not necessary to use wrist straps.

NOTE: On Board Replaceable Modules (OBRMs) are not LRUs. It is neces-sary to wear wrist straps for the Installation/replacement of OBRMs.

The necessary standard precautions for each LRU are specified in the AMM inthe applicable removal/Installation section.

For example, ”Put the blanking caps on the fixed connector and on the LRUconnector(s).

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Figure 22 ESD Protection

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INTRODUCTIONHYDRAULIC SAFETY

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HYDRAULIC SAFETY

Specification of Phosphate Ester−Base Fluids

The aircraft hydraulic systems are filled with one of these hydraulic fluids (TypeIV).

The Material Numbers (Mat No.) are as follows:

02−003,

02−003A,

02−003B,

02−003C.

02−003D.

All the fluids are to NSA 307110 specification and can be mixed.

Fluid Monitoring

Hydraulic fluid with a high degree of cleanliness is required for the correct op-eration of the hydraulic systems and equipment.

Frequent sampling, particle count (physical contamination) and check of filter

clogging indicators permit to monitor the hydraulic fluid.

If a filter clogging indicator is out, you must:

depressurize the related hydraulic system,

replace the clogged filter,

take a sample of the system hydraulic fluid and send it for analysis.

On results of the analysis record (see contamination analysis by particle countof sampling procedure), clean the hydraulic fluid.

NOTE: THE NUMBER OF PARTICLES CONTAINED IN 100 CM3 (6.10 IN.3)OF HYDRAULIC FLUID MUST NOT BE MORE THAN THE CLASS 9REQUIREMENTS OF THE NAS SPECIFICATION 1638 (FINAL OR

REJECTION STATE).

NOTE: THE DEGREE OF CLEANLINESS OF THE HYDRAULIC FLUIDUSED TO FILL THE HYDRAULIC SYSTEMS AND HYDRAULICCART RESERVOIRS MUST AGREE WITH THE CLASS 7 OF THENAS SPECIFICATION 1638 (INITIAL STATE).

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Figure 23 Hydraulic Fluid Characteristics

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Hydraulic System Pressurization precautions

Before you pressurize a hydraulic system:

Make sure that no person and no equipment is near flight control surfacesor landing gear doors.

Use only the interphone system to get permission to pressurize the hydrau-lic system.

Safety Instructions Applicable to Hydraulic Fluid

Do not mix phosphoric−ester−type hydraulic fluid and mineral−base hydraulicfluid: this mixture causes the formation of a gelatinous substance in the hydrau-lic system which can damage the system and decrease the aircraft safety.

The first of these fluids is used in the hydraulic systems and the second fluid isused in the landing gear. Therefore you must obey safety precautions to pre-vent any mixture of fluids.

Before you start to work with hydraulic fluid, carefully read the following instruc-tions and be sure that you understand them well.

Before you start to work, wash you hands, wrists and forearms and apply aprotective cream.

Apply the protective cream under the finger nails and in the skin folds.

Put protective goggles when you do pressurization tests of systems or com-ponents or when you can get fluid into your eyes.

If you get hydraulic fluid in your eyes, flush it away immediately with a largequantity of clear cold water and make a report of the incident.

Wash your hands, wrists and forearms with soap and hot water when youcould not prevent contact with hydraulic fluid.

Remove the clothes moist with hydraulic fluid as soon as possible.

Technical Safety Instructions

Make sure that the hydraulic fluid does not cause damage to some materialssuch as rubber, copper, titanium, paint, plastic materials.

Make sure that the hydraulic fluid touches the hydraulic system componentsonly, not the other items of the aircraft. Keep accidental spillage of hydraulicfluid to a minimum during maintenance procedures. Remove any sign of hy-

draulic fluid so that it does not extend to the adjacent areas and subsequentlycause incorrect indications of leaks. Clean hydraulic−fluid contaminated areaswith a dry cloth and solvent.

Use only solvent to clean metallic parts before you assemble them. Make surethat there is no more solvent when you assemble the parts.

Use only approved hydraulic fluid to fill hydraulic reservoirs, filter bowls, pumpsor other hydraulic components before you install them.

Make sure that you have obeyed all precautions to prevent contamination ofthe hydraulic fluid by:

non−approved hydraulic fluids

fuel

oil water

foreign bodies.

If a system is contaminated, keep the hydraulic fluid for analysis.

Before you connect the hydraulic service cart to the aircraft make sure that thespecifications of the fluids of the service cart and the aircraft are the same.

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INTRODUCTIONMAINTENANCE PROGRAM

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DLH AIRCRAFT MAINTENANCE PROGRAM SUMMARY

Intervals for Preflight−Checks up to Cabin Refurbishment

1) For B737/A319/A320/A321/A310/A306 at short range operation PF−checkperformed normally by Flight Crew only

2) Daily means every 24 hours elapsed time, in exception up to a maximum of48 hours

3) Planning objektive is to perform the Cabin Refurbishment in the middle oftwo consecutive overhaul layovers

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Figure 24 DLH Maintenance Program



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Figure 25 DLH Maintenance Program



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Figure 26 Work to be performed


INTRODUCTIONWALKAROUND

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EXTERIOR WALKAROUND

General

The exterior inspection ensures that the overall condition of the aircraft and itsvisible components and equipment are safe for the flight.

Complete inspectionis normally performed by maintenance personnel or,in theabsence of maintenance personnel, by a flight crew member before each origi-nating flight.

The parking brake must be ON during the exterior inspection, to allow the flightcrew to check break wear indicators.

Check structure for impact damage.

Check that there is no evident fuel, oil, or hydraulic leaks.

Check that all ground access doors are closed.

WARNING: IF A LANDING GEAR DOOR IS OPEN, CONTACT THEMAINTENANCE CREW BEFORE APPLYING HYDRAULICPOWER.

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INTRODUCTIONWALKAROUND

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Figure 27 Exterior Workaround

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INTRODUCTIONPLACARDS

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EXTERIOR PLACARDS INSTALLATION

NSTALLATION OF DECALS

The decals give information related to service and safety markings on the ex-ternal surfaces of the aircraft.The decals have to be specially protected inareas on which fluid can fall (fuel, hydraulic, etc.)

INSTALLATION OF SELF−ADHESIVE PLACARDS INNON−SKYDROLAREAS

The self−adhesive placards are installed in the non−skydrol areas. They are ofFotofoil and Scotcheal types.

INSTALLATION OF SELF−ADHESIVE PLACARDS INSKYDROL AREAS

The self−adhesive placards are installed in the skydrol areas. They are of Foto-foil and Scotcheal types.

INSTALLATION OF PLACARDS ON THE LANDING GEAR

To install a placard on the landing gear legs, follow the specific procedure in theAMM.



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Figure 28 Placards



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DIFFERENT USE OF PLACARDS

IDENTIFICATION PLACARDS

Identification placards show the name and Functional Item Number of the com-ponents.

PROCEDURE PLACARDS

Procedure placards show the steps of the procedure to perform.

LOCATION PLACARDS

Location placards show where a component is located.



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Figure 29 Different Use of Placards

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INTRODUCTIONTOOLS & EQUIPMENT

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ILLUSTRATED TOOL AND EQUIPMENT MANUAL (TEM)

Introduction

This Manual provides A330 and A340 Operators with Information on SpecialTools and Ground Equipment ( including Test Equipment ) required for the ac-complishment of all Maintenance and Trouble Shooting work as discribed in the

A330 and A340 AIRCRAFT MAINTENANCE MANUAL and TROUBLESHOOTING MANUAL respectively.

NOTE: THIS MANUAL DOES NOT DEAL WITH STANDARD TOOLS ANDEQUIPMENT.



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Figure 30 TEM



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Figure 31 Example

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Figure 32 MLG Safety Collar


INTRODUCTIONABBREVIATIONS

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GLOSSARY OF ABBREVIATIONS USED IN THE AMM


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GLOSSARY OF ABBREVIATIONS USED IN THE AMM

ABBREVIATION SIGNIFICATION

A

A AmberA Alternate

A/C AircraftA/D Analog/DigitalA/DC Analog−to−Digital ConverterA/R Audio ReproducerA/SKID Anti−SkidA/THR AutothrustA/XFMR AutotransformerAAP Additional Attendant PanelABV AboveAC Alternating CurrentACARS Aircraft Communication Addressing and Re porting SystemACARS−MU ACARS Management UnitACC Active Clearance ControlACCEL Acceleration/AccelerateACCLRM AccelerometerACCU AccumulatorACMS Aircraft Condition Monitoring SystemACOC Air Cooled Oil CoolerACP Area Call PanelACP Audio Control PanelACQN AcquisitionACT ActiveACTR ActuatorADB Area Distribution Box

ADC Air Data ComputerADF Automatic Direction FinderADIRS Air Data/Inertial Reference SystemADIRU Air Data/Inertial Reference UnitADM Air Data ModuleADPCM Adaptive Pulse Coded ModulationADPCU Advanced Digital Passenger Control UnitADPM Aircraft Deactivation Procedures Manual

ADR Air Data ReferenceADS Air Data SystemADV AdvisoryAEVC Avionics Equipment Ventilation ComputerAF Audio Frequency

AFECU Automatic Fire Extinguishing Control UnitAFS Automatic Flight SystemAGB Accessory GearboxAGC Automatic Gain ControlAGW Actual Gross WeightAIL AileronAIM Aircraft Integrated MaintenanceAIP Attendant Indication PanelAIS Audio Integrating SystemALT AltitudeALTM AltimeterALTN Alternate, AlternativeAM Amplitude ModulationAM Airway MarkerAMB AmbiguityAMPL AmplifierAMM Aircraft Maintenance ManualAMU Audio Management UnitAMTOSS Aircraft Maintenance Task Oriented Support

SystemAMU Audio Management UnitANI Analog InputANN AnnunciatorANN AnnouncementANO Analog Output

ANT AntennaAOA Angle−of−AttackAOHE Air Oil Heat ExchangerAP AutopilotAPENGD Auto Pilot EngagedAP/FD Autopilot/Flight DirectorAPPR ApproachAPPU Asymmetry Position Pick Off Unit



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APU Auxiliary Power UnitARINC A ti l R di I t d

BFO Beat Frequency OscillatorBGM B di M i


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ARINC Aeronautical Radio IncorporatedARPT AirportAS AirspeedASCII American Standard Code for Information Inter changeASEB Audio Seat Electronic Box

ASI Airspeed IndicatorASIC Application Specific Integrated CircuitsASM Aircraft Schematics ManualASP Audio Selector PanelASPSU Autonomous Standby Power Supply UnitASSY AssemblyATA Air Transport Association of AmericaATC Air Traffic ControlATE Automatic Test Equipment

ATIMS Air Traffic Information Management SystemATIS Airport Terminal Information SystemATLAS Abbreviated Test Language for All SystemsATS Autothrottle SystemATSU Air Traffic Services UnitATT AttitudeATT AttendantATTND AttendantAUTO AutomaticAUX AuxiliaryAVAIL AvailableAVNCS AvionicsAWM Aircraft Wiring ManualAWY AirwayAZ Azimuth

B

B BlueBARO BarometricBAT BatteryBCL Battery Charge LimiterBCM Back-Up Control ModuleBCR Bulk Crew RestBFE Buyer Furnished Equipment

BGM Boarding MusicBITE Built−in Test EquipmentBLW BelowBMC Bleed Monitoring ComputerBOT Begin of TapeBRG Bearing

BRK BrakeBRKR BreakerBRKT BracketBRT Bright, BrightnessBSCU Braking/Steering Control UnitBTC Bus Tie ContactorBTMU Brake Temperature Monitoring UnitBTN ButtonBTR Bus Tie RelayBU Battery UnitBUS BusbarBYDU Back−Up Yaw Damper Unit

CC CloseC Celsius, CentigradeC/B Circuit BreakerC/L Check ListCAB CabinCAM Cabin Assignment ModuleCAPT CaptainCAS Calibrated Air SpeedCAUT CautionCAUT LT Caution LightCBMS Circuit Breaker Monitoring SystemCBMU Circuit Breaker Monitoring Unit

CCL CIDS Caution LightCCS Cabin Communications SystemCCW Counter ClockwiseCD Compact DiscCDP Compact Disc PlayersCDP Compressor Discharge PressureCDU Control and Display Unit



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CELLI Ceiling Emergency LED LightCFDIU Centralized Fault Display Interface Unit

CPMU Cabin Passenger Management UnitCPRSR Compressor


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CFDIU Centralized Fault Display Interface UnitCFDS Centralized Fault Display SystemCFMI CFM InternationalCFRP Carbon Fiber Reinforced PlasticCFS CABIN File ServerCG Center of Gravity

CGCS Center of Gravity Control SystemCH ChapterCHAN ChannelCHG ChangeCI Cost IndexCIDS Cabin Intercommunication Data SystemCK CheckCKPT CockpitCKT CircuitCL Center LineCLB ClimbCLG Centerline Landing GearCLOG Clogging

CLR ClearCMC Central Maintenance ComputerCMD CommandCMS Central Maintenance SystemCMT Cabin Management TerminalCNSTR ConstraintCNTOR ContactorCO CompanyCOM CommunicationCOMPT CompartmentCOMPTR ComparatorCOND Conditioned, ConditioningCONFIG Configuration

CONT ControllerCONV ConverterCOOL Cooling, CoolerCP Control PanelCPC Cabin Pressure ControllerCPLR CouplerCPMS Cabin and Passenger Management System

CPRSR CompressorCPS Cycles Per Second (Hz )CPT CaptureCPT CaptainCPU Central Processing UnitCRC Continuous Repetitive Chime

CRG CargoCRS CourseCRT Cathode Ray TubeCRZ CruiseCSD Constant Speed DriveCSM/G Constant Speed Motor/GeneratorCSTR ConstraintCSU Command Sensor UnitCT Current TransformerCTL CentralCTL ControlCTR CenterCTU Cabin Telecommunications Unit

CU Control UnitCUDU Current Unbalance Detection UnitCUR CurrentCVR Cockpit Voice RecorderCVT Center Vent TubeCW ClockwiseCWS Control Wheel Steering

D

D/D Engine Out Drift Down PointD/O Description and OperationDA Drift AngleDAC Digital to Analog Converter

DAR Digital ACMS RecorderDC Direct CurrentDCP DFDRS Coding PanelDCR Docking Crew RestDDRMI Digital Distance and Radio Magnetic IndicatorDEC DeclinationDECEL Decelerate

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DECR DecreaseDEF Definition

DTG Distance to GoDTMF Dual Tone Multiple Frequency


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DEF DefinitionDELTA P Differential PressureDES DescentDEST DestinationDET Detection, DetectorDEU Decoder/Encoder Unit

DEV DeviationDFDR Digital Flight Data RecorderDFDRS Digital Flight Data Recording SystemDGI Digital InputDGO Digital OutputDH Decision HeightDIA DiameterDIFF DifferentialDIM Dimming, DimensionDIR Direction, Direct, DirectorDISC Disconnect, DisconnectedDIST DistanceDIU Data Interface Unit ( Airshow )

DL DownlinkDLRB Data Loading Routing BoxDLS Data Loading SelectorDMA Direct Memory AccessDMC Display Management ComputerDME Distance Measuring EquipmentDMS Digital Media ServerDMU Data Management UnitDN DownDNLK DownlockDOLLI Dome LED LightDPDT Double Pole/Double ThrowDPI Differential Pressure Indicator

DR Dead ReckoningDRVR DriverDSCRT DiscreteDSDL Dedicated Serial Data LinkDSI Discrete InputDSO Discrete OutputDSPL Display

DTMF Dual Tone Multiple FrequencyDU Display Unit

E

E East

EBCU Emergency Brake Control Unit

ECAM Electronic Centralized Aircraft MonitoringECB Electronic Control Box (APU)ECM Engine Condition MonitoringECMU Electrical Contactor Management UnitECON EconomyECP Ecam Control PanelECS Environmental Control SystemECU Electronic Control UnitEEC Electronic Engine ControlEEPGS Enhanced Electrical Power Generation SystemEEPROM Electrically Eraseable Programmable Read

Only MemoryEFCS Electrical Flight Control System

EFF Effective, EffectivityEFIS Electronic Flight Instrument SystemEGIU Electrical Generation Interface UnitEGT Exhaust Gas TemperatureEIS Electronic Instrument SystemEIU Engine Interface UnitEIVMU Engine Interface and Vibration Monitoring UnitELEC Electric, Electrical, ElectricityELEV Elevation, ElevatorELMS Electrical Load Management SystemELMU Electrical Load Management UnitELT Emergency Locator TransmitterEMER EmergencyEMI Electromagnetic InterferenceEND EnduranceENG EngineENG EngagedENGD EngagedEO Engine Out

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EOSID Engine Out Standard Instrument DepartureEOT End of Tape

FCU Flight Control UnitFCV Flow Control Valve


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EOT End of TapeEPC External Power ContactorEPGS Electrical Power Generation SystemEPR Engine Pressure RatioEPROM Erasable Programmable Read Only MemoryEPSU Emergency Power Supply Unit

EQPT EquipmentESD Electrostazic Sensitive DevicesESS EssentialEST EstimatedET Elapsed TimeETA Estimated Time of ArrivalETE Estimated Time en RouteETP Equal Time PointEUPB Electronic Unit Protection BoxEVAC EvacuationEWD Engine/Warning DisplayEXC Excitation, ExciteEXCESS Excessive

EXT Exterior, External

F

F FahrenheitF−PLN Flight PlanF/O First OfficerFAC Flight Augmentation ComputerFADEC Full Authority Digital Engine ControlFAIL Failed, FailureFAP Flight Attendant Panel (Enhanced CIDS)FAP Forward Attendant Panel (Classic CIDS)FC Fully Closed

FCDC Flight Control Data ConcentratorFCMC Fuel Control and Monitoring ComputerFCMS Fuel Control Monitoring SystemFCOM Flight Crew Operating ManualFCPC Flight Control Primary ComputerFCSC Flight Control Secondary ComputerFCRC Flight Crew Rest Compartment

FCV Flow Control ValveFD Flight DirectorFDB Floor Disconnect BoxFDBK FeedbackFDIMU Flight Data Interface and Management UnitFDIU Flight Data Interface Unit

FDRS Flight Data Recording SystemFDU Fire Detection UnitFE Flight EnvelopeFF Fuel FlowFG Flight GuidanceFIDS Fault Isolation and Detection SystemFIFO First Input/First OutputFIG FigureFIN Functional Item NumberFL Flight LevelFLEX FlexibleFLP FlapFLT Flight

FM Flight ManagementFMA Flight Mode AnnunciatorFMC Flight Management ComputerFMGEC Flight Management Guidance and Envelope

ComputerFMGES Flight Management Guidance and Envelope

SystemFMGS Flight Management and Guidance SystemFMS Flight Management SystemFMV Fuel Metering ValveFO Fully OpenFOB Fuel On BoardFPA Flight Path Angle

FPEEPMS Floor Proximity Emergency Escape Path Marking System

FPPU Feedback Position Pick−off UnitFPV Flight Path VectorFQ Fuel QuantityFQI Fuel Quantity Indicating/Indication/IndicatorFR Frame

Te



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FREQ FrequencyFRU Frequency Reference Unit

HEGS Hydraulic Electrical Generating SystemHF High Frequency


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FRU Frequency Reference UnitFRV Fuel Return ValveFSB Fasten Seat BeltsFW Failure WarningFWC Flight Warning ComputerFWD Forward

FWS Flight Warning System

G

G GreenG/S Glide SlopeGA Go−AroundGALY GalleyGAPCU Ground and APU Power Control UnitGCR Generator Control RelayGCU Generator Control UnitGEN GeneratorGLC Generator Line ContactorGLR Generator Line Relay

GMT Greenwich Mean TimeGND GroundGPCU Ground Power Control UnitGPIRS Global Positioning Inertial Reference SystemGPS Global Positioning SystemGPSSU Global Positioning System Sensing UnitGPU Ground Power UnitGPWC Ground Proximity Warning ComputerGPWS Ground Proximity Warning SystemGRP Geographic Reference PointGRU Ground Refrigeration UnitGS Ground SpeedGSE Ground Support Equipment

GW Gross Weight

H

H Hot (Electrical Point)H/W HardwareHCU Hydraulic Control UnitHDG Heading

HF High FrequencyHI HighHLAC High Level Alternating Current VoltageHLDC High Level Direct Current VoltageHMU Hydromechanical UnitHP High Pressure

HPC High Pressure CompressorHPT High Pressure TurbineHPTACC High Pressure Turbine Active Clearance Con

trolHS High SpeedHSI Horizontal Situation IndicatorHSMU Hydraulic System Monitoring UnitHUDC Head Up Display ComputerHYD Hydraulic

I

I/O Input/OutputI/P Intercept Profile

I/P InputIAE International Aero EnginesIAS Indicated AirspeedIB Interface BoxIDENT Identification, Identifier, IdentifyIDG Integrated Drive GeneratorIGB Inlet Gear BoxIGN IgnitionIGV Inlet Guide VaneILS Instrument Landing System (LOC and G/S)IMM ImmediateIMR Interlock Monitoring RelayINB Inbound

INBD InboardINCR IncrementIND IndicatorINFO InformationINHIB Inhibition, Inhibit, InhibitedINIT Initial(ization)INOP Inoperative

T e c h n i c a l T r a i n i n g


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INR InnerINT Interrupt

LDG LandingLE Leading Edge


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pINTCP InterceptINTFC InterfaceINTL InternalINTRG Interrogate, InterrogatorINV Inverter

IP Intermediate PressureIPC Illustrated Parts CatalogIPCU Ice Protection Control UnitIPPU Instrumentation Position Pick−off UnitIPT Inadvertant Paralleling TripIR Inertial ReferenceIRS Inertial Reference SystemISA International Standard AtmosphereISIS Integrated Standby Instrument SystemISO International Standardization OrganisationISOL IsolationIVS Inertial Vertical Speed

JJAM Jammed, JammingJAR Joint Airworthiness Requirements

L

L LeftL LengthL/G Landing GearLA Linear AccelerometerLAMM Lights Audio and Miscellaneous ModuleLAN Local Area NetworkLAT Lateral

LAT LatitudeLAV LavatoryLBP Left Bottom PlugLCD Liquid Crystal DisplayLCIT Load Compressor Inlet TemperatureLDCC Lower Deck Cargo CompartmentLD−MCR Lower Deck Mobile Crew Rest Compartment

g gLED Light Emitting DiodeLGCIU Landing Gear Control and Interface UnitLIM Limit, Limitation, Limiting, LimiterLKD LockedLL Lat/Long

LLDC Low Level Direct Current VoltageLMP Left Middle PlugLNG LongLMS Leakage Measurement SystemLO LowLOC LocalizerLONG LongitudeLONGN LongeronLOP Low Oil PressureLP Low PressureLPT Low Pressure TurbineLPTACC Low Pressure Turbine Active Clearance Con

trol

LRRA Low Range Radio AltimeterLRU Line Replaceable UnitLS LoudspeakerLSB Least Significant BitLSI Large Scale IntegrationLSK Line Select KeyLSU Lavatory Service UnitLT LightLTP Left Top PlugLV Low VoltageLVDT Linear Variable Differential TransducerLVL LevelLW Landing Weight

LWR Lower

M

MAC Mean Aerodynamic ChordMAG MagneticMAINT MaintenanceMAN Manual



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MAX MaximumMC Master Caution

MTBUR Mean Time Between Unscheduled RemovalsMTG Mounting


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MCDU Multipurpose Control & Display UnitMCL Maximum ClimbMCT Maximum Continuous ThrustMCU Modular Concept UnitMDA Minimum Descent Altitude

MDDU Multipurpose Disk Drive UnitMECH Mechanic, Mechanical, MechanismMED MediumMES Main Engine StartMI Magnetic IndicatorMIC MicrophoneMICBAC Micro−System Bus Access ChannelMID MiddleMIN MinimumMISC MiscellaneousMKR Marker (radio) BeaconMLA Maneuver Load AlleviationMLG Main Landing Gear

MLI Magnetic Level IndicatorMLS Microwave Landing SystemMLW Maximum Design Landing WeightMM Middle MarkerMMEL Master Minimum Equipment ListMMO Maximum Operating MachMODLTR ModulatorMON Monitor, Monitoring, MonitoredMORA Minimum Off Route AltitudeMOT Motor, MotorizedMPD Maintenance Planning DocumentMPU Magnetic Pick−UpMSA Minimum Safe Altitude

MSB Most Significant BitMSG MessageMSL Mean Sea LevelMSU Mode Selector Unit (IRS)MSW MicroswitchMTBF Mean Time Between Failure

MTO Maximum Take−OffMTOGW Maximum Takeoff Gross WeightMU Management UnitMUX Multiplex, MultiplexerMVT Movement

MW Master WarningMZFW Maximum Design Zero Fuel Weight

N

N Normal, NorthN/A Not ApplicableN/P Next PageN/W Nose WheelN/WS Nose Wheel SteeringNAC NacelleNAS Navy and Army StandardNAV NavigationNAVAID Navigation Aid

NBPT No Break Power TransferNC Normally ClosedNCD No Computed DataND Navigation DisplayNDB Non−Directional BeaconNEG NegativeNLG Nose Landing GearNM Nautical MileNMI Non Maskable InterruptNo NumberNO Normally OpenNO Normal Operation in SSMNORM Normal

NS No SmokingNU Not UsedNVM Non−Volatile MemoryN1 Low Pressure Rotor SpeedN2 High Pressure Rotor Speed



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O

O Open

PCC Purser Communication CenterPCM Pulse Code Modulation

C C


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pO/P OutputOAT Outside Air TemperatureOBRM On Board Replaceable ModuleOC Open CircuitOC Overcurrent

OF OverfrequencyOFST OffsetOGV Outlet Guide VaneOHU Optical Head UnitOIT Oil Inlet TemperatureOK CorrectOM Outer MarkerOMS Onboard Maintenance SystemOOOI Out / Off / On / InOOT Oil Outlet TemperatureOP OperationalOPP OppositeOPS Operation

OPT OptimumOPV Overpressure ValveOUTBD OutboardOVBD OverboardOVHD OverheadOVHT OverheatOVLD OverloadOVRD OverrideOVSP OverspeedOXY Oxygen

P

P/B Pushbutton

P/BSW Pushbutton SwitchPA Passenger AddressPATS Passenger Air−to−Ground Telephone SystemPAX PassengerPC Pack ControllerPCB Printed Circuit Board

PCU Passenger Control UnitPCU Power Control UnitPDC Pre Dparture ClearencePDL Portable Data LoaderPED Pedestal

PERF PerformancePES Passenger Entertainment (System)PESC Passenger Entertainment System ControllerPF Power FactorPFD Primary Flight DisplayPFR Post Flight ReportPH PhasePHC Probe Heat ComputerPIL Passenger Info ListPIM Programming and Indication ModulePIU Passenger Information UnitPMA Permanent Magnet AlternatorPMG Permanent Magnet Generator

PN Part NumberPNL PanelPOB Pressure−Off BrakePOR Point of RegulationPOS PositionPOT PotentiometerPPOS Present PositionPR Power RelayPRAM Prerecorded Announcement and MusicPREAMP PreamplifierPRED PredictionPRESEL Preselector/PreselectionPRESS Pressure, Pressurization, Pressurize

PREV PreviousPRIM PrimaryPROC T Procedure TurnPROF ProfilePROG ProgressPROM Programmable Read Only MemoryPROT Protection



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PROX ProximityPRR Power Ready RelayPRTR P i t

RACSB Rotor Active Clearance Start BleedRAD RadioRAM R d A M


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PRTR PrinterPSCU Proximity Switch Control UnitPSDU Power Supply Decoupling UnitPSI Pound per Square InchPSS Passenger Services System

PSU Passenger Service UnitPT PointPTC Positive Temperature CoefficientPTLU Pedal Travel Limitation UnitPTT Push to TestPTT Push−to−TalkPU Panel UnitPURS PurserPVI Paravisual IndicatingPVIS Passenger Visual Information SystemPWR Power

Q

Q Pitch RateQAD Quick−Attach−DetachQAR Quick Access RecorderQAT Quadruple ARINC TransmitterQEC Quick Engine ChangeQFE Field Elevation Atmospheric PressureQFU Runway HeadingQNE Sea Level Standard Atmosphere PressureQNH Sea Level Atmospheric PressureQTY Quantity

R

R Red

R RightR/I Radio/InertialR/T Receiver/TransmitterRA Resolution AdvisoryRA Radio Altimeter, Radio AltitudeRAC Rotor Active ClearanceRACC Rotor Active Clearance Control

RAM Random Access MemoryRAT Ram Air TurbineRBP Right Bottom PlugRC Repetitive ChimeRCC Remote Charge Converter

RCCB Remote Control Circuit BreakerRCDR RecorderRCL RecallRCPT ReceptacleRCPTN ReceptionRCVR ReceiverRDNG ReadingRECIRC Recirculate, RecirculationRECT RectifierRED ReductionREF ReferenceREFUEL RefuelingREG Regulator

REL ReleaseREP ReportRES ResistanceRET ReturnREV ReverseREV Revise, RevisionRF Radio FrequencyRFU Radio Frequency UnitRLA Reverser Lever AngleRLS Remote Light SensorRLY RelayRMI Radio Magnetic IndicatorRMP Radio Management Panel

RNG RangeROM Read Only MemoryRPLNT RepellentRPM Revolution per MinuteRQRD RequiredRST ResetRSV Reserve



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RSVR ReservoirRTE RouteRTLU Rudder Travel Limitation Unit

SLT SlatSMK SmokeSN Serial Number


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L u f t h a n s a


o s e s O n l y


RTLU Rudder Travel Limitation UnitRTN ReturnRTP Right Top PlugRTS Return to SeatRUD Rudder

RVDT Rotary Variable Differential TransducerRVR Runway Visual RangeRWY Runway

S

S SouthS/C Step ClimbS/D Step DescentS/D System DisplayS/W SoftwareSAF SafetySAR Smart ACMS RecorderSAT Static Air Temperature

SC Single ChimeSD System DisplaySDAC System Data Acquisition ConcentratorSDCU Smoke Detection Control UnitSDN System Description NoteSDU Sattelite Data UnitSDU Seat Display UnitSEB Seat Electronic BoxSEC SecondarySEL Select, Selected, Selector, SelectionSELCAL Selective Calling SystemSFCC Slat Flap Control ComputerSH ABS Shock Absorber

SHED SheddingSHT ShortSI Symbol IndicationSIC System Isolation ContactorSID Standard Instrument DepartureSIG SignalSIL Service Information Letter

SN Serial NumberSOL SolenoidSOV Shut−Off ValveSPD SpeedSPLY Supply

SQ SquelchSQL SquelchSR Seat RowSRPSU Slide Release Po

Date post:	01-Jun-2018
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A330_40_INTRODUCTION.pdf

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