Structures

1. Nose fuselage = FR1 to 18

2. Forward fuselage:
a. Section 13 = FR1R 18 to 26
b. Section 14 (A330-200) = FR26 to 38
c. Section 14 (A330-300) = FR26 to 37.1
d. Section 14A (A330-300) = FR37.1 to 38 and contains 5 frame bays
3. Center fuselage = FR38 to 54
4. Center fuselage consists of upper and lower section. Lower section includes:
a. Center wing box
b. Forward pressure bulkhead
c. Keel beam
d. Rear pressure bulkhead
e. Main landing gear area
5. Trimmable Horizontal Stabilizer (THS) includes the spar boxes (Center, LH and RH), the
leading edge, the railing edge and attachment fittings.
a. Center box = Aluminium alloy structure
b. Outer boxes = Carbon Fiber Reinforced Plastic (CFRP)
6. Rudder has an assembly of:
a. Two skin panels made of CFRP sandwich construction
b. Carbon fiber front spar
c. Bottom carbon fiber closing rib
d. Top aluminium alloy closing rib
7. Outer wing box:
a. 21 non load-carrying access panels between Rib 1 and Rib 27
b. 11 load-carrying access panels between Rib 27 and Rib 39
8. The introduction of the SRM gives useful information about the structure of the manual and
how to use it. This includes:
a. The specification to which the manual is written
b. The purpose and scope of the manual
c. The importance of obeying the instructions
d. The application of effectivity
e. The revision service
f. Airplane allocation list
g. Weight Variant Identification list
9. A standard Page Block Allocation is used for all SRM chapters:
a. Pages 1 to 99 for structure identification
b. Pages 101 to 199 for allowable damage
c. Pages 201 to 999 for repairs
10. The control unit manages the fault indications, time delays and door access through the
control of the Cockpit Door Locking System (CDLS). A second control unit has a back-up
system. They have two pressure sensors, which de-energise the solenoids and unlock the
door if rapid decompression occurs in the cockpit.
11. Messages on the ECAM for door indicating and warning:
a. Door is locked and latch: Door symbol is green and no message.
b. Door is not locked: Door symbol is amber and CABIN message.
 c. Escape slide is armed and door locked: Door symbol is green and white SLIDE
message.
d. Escape slide is armed and door not locked: Door symbol is amber and white SLIDE
message.
e. Escape slide is not armed and door locked: Door symbol is green and no white SLIDE
message.
f. Escape slide is not armed and door is not locked: Door symbol is amber and amber
dashed line.
12. Discharging the door damper and emergency operation cylinder:
a. Make sure that the CBs 2MJ and 3MJ are opened, safetied and tagged.
b. Remove the blanking cap rom the filling valve.
c. Slowly loosen the filling valve nut to release the pressure as required.
d. Tighten the filling valve nut to the specified torque value when the pressure gauge
shows the correct pressure.
e. Re-install the blanking cap on the filling valve.
13. Charging the door damper and emergency operation cylinder:
a. Connect a filling system with a pressure gauge to the filling valve.
b. Slowly open the control valve of the filling system and close it when the pressure
gauge shows 55 bars.
c. After 3 seconds, open the control valve again and close it when the pressure gauge
shows 83 bars.
d. 3 seconds later, open the control valve and close it when the pressure gauge shows
123 bars for the A340 and 120 bars for the A330.
e. Tighten the filling valve nut with your hand.
f. Remove the extension adapter from the filling valve when the pressure is stable.
g. Tighten the filling nut to the specified torque valve and install the blanking cap.
14. Location of the hand pump: installed on the yellow hydraulic ground service panel
15. Location of the handle: installed on the green hydraulic ground service panel
16. Condition for opening the cargo door: Door selector lever open, lifting handle fully open and
aircraft power up.
17. Condition for closing the cargo door: Doro selector lever close, lifting handle fully open,
aircraft power up and door sill latch up.
18. Cockpit seats:
a. Captain and FO seat:
b. Third occupant seat: Only has mechanical control so no CB and no electrical
connector. Raised by 100mm on the rotating star for good visibility.
c. Forth occupant seat: Folding seat and not adjustable.
19. If the slide/raft does not inflate automatically when deployed over the door sill:
a. Gas from the inflation reservoir flows through the inlet assembly of both aspirators
when the inflation system is operated.
b. A flexible hose connects the inflation reservoir to each aspirator assembly.
c. A manual inflation handle is attached with a Velcro tape on the girt assembly.
d. Pull the handle to inflate the slide/raft.
e. Firing cable opens the valve.
20. Removal procedure of DADO panel:
a. Release the studs with a spike.
b. Pull the DADO panel in the inboard direction to release it from the support.
21. Removal procedure of the sidewall panels:
 a. Pull the infill strips out at the top of the sidewall panel.
b. Remove the screws at the top of the sidewall panel.
c. Carefully pull the sidewall panel inboard to release the retainers from the support.
d. Remove the sidewall panel.
22. For SQ, there are 2 oxygen bottles – One for Captain and one for FO. SQ opt for chemical
generating O2.
23. Flow indicator will blink when the oxygen mask is in use.
24. Chemical oxygen system: Generator supplies a flow of LP oxygen for minimum time of 22
minutes for A340-500/600 and 15 minutes for A330-200/300 and A340-300.
25. Gaseous oxygen system: Oxygen stored in interconnected cylidners. Oxygen goes to the
mask containers in the cabin, via two main supply lines and a network of pipes. Two oxygen
regulators control the flow rate. QCCU supplies the value of the average temperature
compensated pressure indicated on the ECAM.
26. When the control handle turns from NORMAL to FILL, Fill/Drain valve, the
ventilation/overflow and the ventilation SOV open electrically.
27. When the control handle turns from NORMAL to DRAIN, the Fill/Drain valve, the Drain Valve
and the ventilation SOV open.
28. Causes for galleys not receiving water: Insufficient air pressure (25PSI to 30 PSI required),
clogged air filter, faulty air check valves that allow decrease in pressure, faulty air supply
boost system or the compressor due to faulty pressure switch.
29. When the waste tank is full or the Water Service Panel Door is opened due to door switch,
INOPS on FAP shown.
30. IP8 and HP6 from engine tapped for bleed air.
31. When the APU bleed P/B is on,
a. Ground signal is sent to both BMCs.
b. BMCs then send opening command to ECB if the following conditions are met
i. APU master switch is on
ii. APU bleed P/B is on
iii. No leak at APU bleed duct
iv. No leak at LH pneumatic manifold
c. ECB energises the bleed valve solenoid only if APU runs more than 95%, no APU
shutdown is carried out and altitude is lower than 23,000 feet during climb or
21,000 feet during descent.
d. APU bleed valve opens.
e. PRVs of two engine closes.
f. Crossbleed valves open.
32. Purpose of the TH(C):
a. Temperature regulation of the bleed air is carried out Fan Air Valve (FAV).
b. FAC is controlled by BMC through the TH(C).
c. Two temperature settings: 200 degrees Celsius for nominal condition (solenoid not
energised) and 150 degree Celsius if the wing anti-ice system is not operative
(solenoid energised).
33. During TO/landing, RAI flap fully closes to prevent ingestion of FOD.
34. To open the outflow valve, MODE SELection P/B SW on the cabin pressurization panel is
selected to Manual On. The outflow valves can be simultaneously or independently selected
through the valve SEL switch and operated by action on the Vertical/Speed ConTroL toggle
switch.
35. To send turbofan for dispatch, make sure all bleed P/Bs are released and tagged. Warning
notice on the HP ground connector. Remove belly fairing panels for access. Disconnect
supply line from turbofan. Connect the supply line to the dummy connection on the
structure and put blanking plugs on the disconnected line end. To deactivate the mechanic
call horn, disconnect the dedicated pin of the turbofan from the terminal block on the left
relay plate. Or push the HORN reset P/B.
36. Anti-ice valve (Pneumatically actuated):
a. Pneumatically controlled through high and low pressure delta P servos when
operating in anti-ice mode. Delta P servos measure differential pressure across the
condenser for high and low pressure airflow paths.
b. Pneumatically control through a pneumatic temperature sensor when operating in
the temperature regulation pneumatic mode. The temperature regulation
pneumatic mode is enabled by a solenoid that is electrically controlled by the Pack
Controller.
37. Flow Control Valve (Pneumatically actuated):
a. Controlled by Pack Controller.
b. Electrically controlled through an electrical pressure regulator (normal mode) which
is fitted with a torque motor
c. Pneumatically controlled through a pneumatic pressure regulator (back-up mode)
which is supplied directly with cabin pressure.
38. Zone Controller and Pack Controller:
a. ZC calculates a target temperature for the cockpit and cabin areas according to the
temperature selection on the AIR panel and FAP.
b. ZC determines a pack temperature demand which agrees with the lowest
temperature demand from either the cockpit or the cabin areas.
c. Send this signal to the PCs for basic air temperature regulations.
d. PC electrically control the Temperature Control Valve (TCV) for short-term
regulation and the RAI and RAO flaps for long-term regulation and the pack flow
demand from the ZC to the actual flow through the Flow Control Valve. Actual flow
is calculated by the PC and based on the two differential pressure inputs, bleed air
temperature, pack inlet pressure and the cabin altitude.
39. Turbofan Supply Valve:
a. Turbofan supply valve is pneumatically operated and installed on the turbofan
turbine air supply line.
b. On ground, LGCIU 1 opens the turbofan supply valve by de-energising the valve.
c. Provided pneumatic supply, high pressure air passes through the turbofan supply
valve to drive the turbofan.
d. In flight, LGCIU1 closes the turbofan supply valve by energising the valve solenoid.
40. When the extraction fan P/B is pressed (AEVC):
a. On ground, extract fan run, overboard valve is fully open and underfloor valve is fully
closed and air is extracted overboard.
b. When one engine is running, overboard valve closes and the underfloor valve opens.
c. When override is selected, overboard valve partially opens and underfloor valve
closes. Extract fan runs to permit extraction of the air by differential pressure
between the cabin and outside in case of malfunctions.
41. Trim Air Shut Off Valve (TASOV):
 a. TAPRVs 1 and 2 supply pressure regulated hot air to the TAVs for fine temperature
adjustment. Two trim air system can be interconnected through the TASOV installed
on the hot air manifold.
42. If duct overheat is detected,
a. ZC close the TAPRV, the applicable TAVs and the TASOV if open.
b. Reset if the duct temperature drops below 70 degree Celsius and related HOT AIR
P/B SW is off then back to on.