deck and systems briefing for pilots

AI/E 400 003/87 Issue 5 May 1993

deck - table of contents

1 .. General

2. Flight Deck Design

3. Electrical System (incl. Standby Generator)

4. APU

5. Hydraulic System

6. Flight Controls

7. Landing gear

8. Fuel System

9. Fire protection

1 1. Environmental Control System (ECS)

12. Electronic Flight Instrument System (EFIS)

13. Elecronic Centralized Aircraft Monitor (ECAM)

14. Maintenance

15. Ground Handling

16. Communication

10. Automatic Flight System (AFS) and Flight Management System (FMS)

General

8 A31 0 general

Introduction ETOPS

TheA31O takesadvantages of extensively proven technologyand The A31 0 equipped with either GE CF6-80 series,PWJTSD-7 R4 widebody, twin-engine configuration to provide airlines with 200- series or PW 4000 series engines and the additional installation of seat aircraft which is equally at home on shortlmedium or extended a standby generator*) and an adapted cargo fire suppression ranges. system*) makes the aircraft fully ETOPS equipped.

Certification for 180 minutes to an adequate airport was achieved A high technology level in all areascontributes to the effectiveness in 1990. of the A31 0. This is particularly evident in the advanced flight deck, systems and systems monitoring, together with innovations in structure and aerodynamics.

Twoversions are available :the basicA310-200 and the extended range A31 0-300. Each is available in all-passenger and passenger1 freight convertible form (A31 OC). This family of aircraft, complemented by the larger A300-600, combines widebody versatility, twin-engine cost-effectiveness and performance capability, to create a firm basis for profitable operations.

*) optional for A31 0-200

0 aenera General arrangement

Convertible / Freighter version f l

Span 144ft OOin 43.90m Length 153ft 01 in 46.66m Height 51ft loin 15.80m Fuselage diameter 18ft 06in 5.64m Track 31ft 06in 9.60m

I Maximum take-off weiaht I I I - standard

" 1 142.0U313 1 OOlb - options

I Maximum zero fuel weibht I I I

150.0V330 7001b 153.0V337 3001b 157.0V346 1001b 1

Maximum landing weight - standard - option

I - standard - 1 113.0V249 1OOlb . 1 113.0V249 1001b 1 I - option 1 114.0tI251 3001b I 1 14.0V251 3001b 1

123.0t1271 2001b 124.011273 4001b

164.0V361 6001b

123.0V271 2001b 124.0V273 4001b

Maximum fuel capacity - standard - options*

Operating weight empty (typical)" Seats :- typical two class

I I PW4000 series } 52 OOOlb to 59 OOOlb slst PWJT9D-7R4 series I

- maximum

Underfloor capacity

Powerplants

I I - . . - . . . . - - . . - - - I

Optional fuel tanks in aft cargo hold 7 200 litresll 900 USg per tank *' OWE for standard aircraft

54 920 litresll4 51 0 USg

80.6tl177 8001b

280 1411 5 LD3 or 3 allets + 617 LD3

+ bulk 61 0ft3131 8R3 (1 7.3rn319.0 m3) GE CF6-80 series 3

61 070 litresll6 130 USg 68 270 litresll8 030 USg 75 470 litresIl9 940 Usg

80.8V 178 2001b

220

@ A31 0 payload range capability A31 0-200 General Electric engines

Payload tonnesll OOOlb

Typical international reserves 200nm alternate

................

-------'-I [ _

..... 80 . 2m pax + ,3.4, (29 4501b) cargo ...-....--..-.-.. -. .....--...-.-.-.

---------

..................................

220 passengem + baggage ------ ----- \ I T 3 600 nm 40 ..- ... ..........--............................................

20 -

OO 2 000 4 000 6 000 Range - nm

A31 0-300 General Electric engines Payload tonnesll OOOlb

Typical International reserves 200nm alternate

- i supplementary

luel opllons

I \

O 0

I 2 000 4 000 6 000

A31 0-200 Pratt and Whitney engines Payload tonnesll OOOIb

Typical international reserves 200nm alternate

Range - nrn

A31 0-300 Pratt an Whitney engines Payload tonnesll OOOlb

Typical international reserves 200nm alternate

40 - -

MTOW I 1 80 1 1 !I 11 (29 0001b) cargo - 150tl3307001b

" "0 2 000 4 000 6 000 Range- nm

0 genera A300lA310 fuselage cross-section Typical cabin layouts

First class Sleeperette / international - 6 abreast

- Large, efficient, fully compatible with existing worldwide air cargo system LD3, LD7

Business class High comfort business class - 7 abreast

Coachleconomy class - 8 abreast No passenger more than one seat from the aisle

Three-class 191 seats

12 sleeperettes 32 Business class 147 Economy class (62in pitch) (40in pitch) (32-33in pitch)

Two-class 220 seats

20 First class 200 Economy class (39-40in pitch) (32in pitch)

28 Business class 21 2 Economy class (36in pitch) (30-31 in pitch)

Hig h-density 279 seats

High - density

b u a ~ 31 I U L L I G UI b~ la1 - (30in pitch)

a A31 0 characteristics data - limitations

Aircraft general Autoflight

Minimum flight crew : 2 crewmembers Maximum flight altitude 41,100 ft

Airport operation limitations

Runway altitude 8,500 ft (higher optional) Max RWY Slope f 2% Max. tailwind for take off and landing 10 kt (1 5 kt opt) Max. demonstrated crosswind 28 kt

Characteristic speeds

V,, = 103 kt CAS, V,, = 107 kt CAS, A310-200 : VMo = 340 or 360 kt according to max weight,

MM,= 0.84 A310-300 : VMo = 340 or 360 kt according to max weight,

MMo= 0.84 Max landing gear operation VL0= V,, = 270 kt or M 0.59 Max tire speed 195.5 kt

Max wind for automatic landing : head : 30 kt, cross : 20 kt, tail : 10 kt CAT 3 approach : (2 A/P in CMD + 1 ATS) FAA app 3 of AC 120-28C

- NO DH - Min RVR 50 m

A31 0 Flight deck design

8 A31 0 flight deck - styling

- The "cockpit" has been styled with the collaboration of experienced ergonomic stylists.

- Integral design of a pleasant working station using shape, choice of material and colour.

- Seats are physiologically and operationally optimized for maxi- mum comfort.

- Linings with soft - padded frames.

- Integral stowages (checklist, manuals, customized documen- tation).

- Integral lighting adjustable to each phase of the flight (including floor - surface lighting).

- Concentrated lighting on instruments, maps, notes ...

- Tastefully chosen colour distribution.

- Durable, easy-to-clean surfaces with new, soft-padded, lighweight materials.

- Furnishing panels are attached by quick-release fasteners to improve maintainability (independently of equipment such as loudspeakers, area lights, and reading spot lights, which are mounted on the primary structure).

deck - view forwards

deck = plan view

Norm C.L. stowage Paper stowage

Column-mounted seats (powered optional)

Capt. nav. bag

Emerg. C.L. and manual stowage and manual stowage, provision

for laptop computer 4th occupant folding seat (optional) stowage for flt. documents

3rd occupant folding

Safety locker

Crew luggage

\ . Hat and coat stowage Access hatch to avionics compartment

Cup holder Emerg. C.L. and Dustbin cover receptacle manual stowages Console lighting (bright)

Vent- (20%

Folding plate (writing

Gasper outlet directable

Instrument switching pal

Lighting control panel

Noseweel steering tiller

Flashlight stowage

folded back

deck - view of ceiling Right console and ceiling , /

@A31 0 flight deck - rear right corner 3rd occupant seat and rear right corner

Hat stowage

Coat stowage

Crash axe

3rd occupant boomset and hand microphone

panel and ashtray

Gravity gear extension Landing gear ground lock pins and pitot cover stowa

3rd occupant folding seat spring loaded up 3rd occupant QD oxygen

- mask and smoke goggles

0 flight deck - rear left corner Optional 4th occupant seat More comfortable

4th occupant seat

4th occupant reading light

4th occupant headset stowage and output

E/E compt. light switch

Safety locker

4th occupant smoke goggles

Crew / Fire fighting 4th occupant baggage gloves Q.D. oxy. mask

02-07

A31 0 flight deck interior lighting

The cockpit is equipped with : - chart holder lights on control wheels

- area lights : their large lighted surface ensures - integral instrument lighting shadow-free lighting

- reading lights for Captain and F/O one hand operated - flood lights : for Captain, FIO, center instrument for ONIOFFIDIMIFOCUSIDIRECTON

panels and pedestal, for the side consoles, the pilots' nav. kits and the servicing panels (oxy-mask) - floor lights (installed below pilots' seats) illuminating

the whole floor area without disturbing the cockpit - storm lights :for Captain, FIO and center instrument ambient lighting.

panels

- writing surface lighting (in window fairing) giving shadow-free lighting

deck - Iiahtina

O A31 0 flight deck ventilation

- The cockpit air supply is 1 00% fresh air in all conditions. - The air is extracted at floor level.

- The ventilation is draught free. - A directable gasper outlet is located in front of each pilot (regul. oO/o - 100%). - The main air outlets, right and left of the overhead panel, give

two separate airstreams across the ceiling and downwards - Air blows from below, upwards along the windshield (regul. 15% over the side windows (regul. 15% - 100°/~). - 1 0O0/~).

- Two more air outlets are located at the rear left and right (regul. 15 - 100%).

deck ventilation

aA31O fliaht deck - crew comfort

Elements for crew comfort : - space for small personal effects (sunglasses, etc.)

- comfortable column-mountd Capt. and FIO seats with adjustable - invisible smokerlnon-smoker centre line separation through headrest ventilation concept

- step-on footrests (spring-loaded up) under Capt, and FIO instr. - adjustable forward sunvisors (slide and swivel) panels

- roller sunvisors on all side windows - lighted map holders : - wall-to-wall carpet - no seat rails . one on each control wheel . one on each sliding window - fairing surface - overall lighting concept.

- folding tables outboard of Capt. and FIO

- waste bins with covers for Capt. and FIO

EFlS control panel Flt Control Unit Primary Flight Display

CPT switching

00 @@ *

Engine GE CF6-80C2 series @@ @@ instruments @@ QQ PW 4000 series differences

instrumentation @@ @@

instrumentation

88 PRESS PRESS @a FU

n9-3 1

@ A31 0 flight deck = overhead panel and maintenance Dane Overhead panel

Maintenance panel (can only be operated on ground)

Space

for

refuel panel

0 EFlS & ECAM displays, centre pedesta - ~-~ ~ - -

- .---- - ~

I..

O A31 0 centre and rear pedestal

Glareshield --I Pilot's axis - - - - - FAR 25 recommendation - Binocular vision

Wing tip visible from pilot's station

@A310 visibility from flight deck 18ft 0.5in

Note : Not to be used for landing approach visibility

Maximum aft vision with head rotated about spinal column (with wing tip visible from pilot's station

Pilot's eye position

With head m o v 4 4 1 A 5 inches outboard

Electrical system

A310 electrical - aeneration

The electrical power generation system comprises : * three batteries, nominal capacity 25 Ah each :

* two engine-driven AC generators, nominal power 90 kVA - to provide on ground an autonomous source mainly for APU starting

* one auxiliary power unit (APU) AC generator nominal power - to feed some DC-powered equipment during transient pha- 90 kVA, start envelope up to FL 41 0 ses.

driven by green hydraulic system (optional for A31 0-200)

* one ground connector, power 90 kVA

DC network supplied via three identical TransformerIRectifier Units (TRU) :

- two of them are normally used - one is used in case of TR1 or TR2 failure

ectrical distribution

Split bus AC system in normal configuration

Each main generator supplies one channel which comprises essentially one main AC busbar and, via one main TRU, one main DC busbar.

In case of loss of one enginedriven generator, its associated circuits are automatically connected to the other one (with partial shedding of galley loads), or to the APU generator (if operating).

If the APU is running, the APU generator takes over automatically AC supply of generator 1 or generator 2 in the event of failure.

In case of loss of both engine-driven generators and if the APU generator is not available, the standby generator supplies all systems necessary for flight continuation.

@A31 0 electrical - control and display

1

GEN

, load voltage

, freq.

El.EixK 4 NORM BUS t

B A T 1 BAT 2 BAT 3 25 V 25 V 26 V

++@% A ? A 7 A

INV

TR 1 ESS TR TR 2 28 v 28 v 33 A

BAT current voltage

I TRU current voltage

DU2 Elec. Syst. pages normal conf . AC and DC

ectrical generation and distribution

HYDRAULICALLY

( 1 1 5 V A C 1 2 8 V 5 0 A DC)

03-03

A31 0 electrical - circuit breaker location

Two types of circuit breakers :

- primary, to protect electrical busbars and some generation circuits

- secondary, to protect various aircraft systems.

Circuit breaker location :

- primary circuit breakers, in the electronics bay

- secondary circuit breakers, in the cockpit - rear wall maintenance panel - overhead panel.

On ground when a circuit breaker is tripped (which does not lead to an indicator flap or warning) the system monitoring "CIB monitorw on ECAM DU 1 will alert the crew.

Inhibition of "CIB monitorM on ECAM by PB action on the maintenance panel in order to cancel the ECAM DU 1 message.

C I B monitor

0 circui breaker monitoring

'1---- --

C 1 B monitor f~ i .&. *c

1 1 1 C - - - 1 5 1

ABCD EFGH

@ A31 0 standby generator

Installation of the standby generator makes the electrical system independant of aircraft batteries (i.e. there is no time limit in case of loss of main generators).

This 1 15Vl400 Hz/5 kVA AC - 28 Vl50 A DC generator is driven by a hydraulic motor which is powered by the green hydraulic system (constant speed motorlgenerator).

After loss of both engine-driven generators and the APU generator, the following functions remain available with the standby generator : - trim (3-axis)

- artificial pitch feel

- rudder travel limitation

- one fuel pump per innerlcentre tank (one in operation at a

time) - fuel quantity indication (half only on batteries)

- full Captain's instrumentation (PFD only on batteries)

- IRS 1 and 3 (one only on batteries)

- pressurization control (also on batteries)

- pack temperature manual control

- nosewheel steering

- VHF 1

- VOR 1 and ILS 1 (also on batteries)

- ATC 1

- FMS 1

- HF 1

- DME 1

+ other basic aircraft functions already available on batteries.

APU

A31 0 APU controls, indications, flight envelope APU control panel

APU FUEL

SlAR1 UASIER SW

Cockpit rear wall APU maint, panel

1 1 " Auto exting. O.K. light

I 1 I'

\

APU bleed press and valve pos. h

DU 1 Memo page

( G j g - APU RUNNING - NO SMOKING ON

- SEAT BELTS ON APU gen. data

i DU 2 APU syst. page /

APU -

9 115 v

B L E E D 25 PSI

LOO HZ

I I

APU performance

Operating envelope up to FL410 (max aircraft operating altitude)

Operating limits : - Pneumatic FL 200 1 pack+wing anti-ice) - Elextrical FL 41 0 :

BITE 90 kVA (ISA) P

TEST 75 kVA (ISA+20°) 40KVA (ISA+35")

APU operating and relight envelope Atl~lude (X 1000) APU oporallon l~rnll ]

-- -- - tattmg lhrnil al normal a~rcrafl power supply I

APU reslanlnq lhrn~l al banery power supply/

APlJ ground operalion I

, , a , 1 % * ,

@ A310 APU cockpit control and monitoring provisions

For maintenance purposes display of APU parameters is Emergency shut-down of the APU is possible : provided on the maintnance panel :

- by pulling the fire handle - fire extinguisher automatic circuit - from the nose landing gear APU emergency shut-down push- - flap control button - start cicuit - from the refuel-defuel panel APU shut-down button - fuel isolation valve position and the indications for - automatically on ground 10 seconds after an APU fire is

available BITE display on ECB and operating hours. detected.

A31 0 APU system com~onents location

ECB (Electronic Control Box)

shut down provision

+-$$- -f On nose landing gear On refuel / defuel panel

0 APU control and monitoring provisions

ECB (Electronic Control Box) - Functions - Monitor the sensor units on the APU to detect the development of a serious fault

(The unit is installed in the pressurized rear fuselage and is easily - Actuate indicators and annunciators in cockpit and provide accessible). adequate signals to ECAM and FWS

- Initiate APU shut down in case of a fault.

- Control the start sequence - Regulate the APU speed - Regulate the adjustable compressor inlet guide vane position - Monitor all important operation parameters

Location ECB (Electronic Control Box) Bite display

SPARE ' I NO ACCEL START FLAME

REVERSE CC LOSS VALVE POWER

SPARE

INLET OVER SID OVER W O R CURRENT CIRCUIT SPEED

I I I I

GEN HOT

FAN VALVE

No 1 SPD SENSOR

No 1 T ICRAKE

FLOW UIV SOC

P2 SENSOR

SPARE

GEN FILTER

LClT SENSOR

NO2 SPD SENSOR

T ICRAKE

ECS CONTROL

ECB

SPARE

FIRE EMERG

FUEL SOL

LOP SWlTCti

GVACT

APU STARTER

LDVAL SOL

SPARE

OVER TEMP

PT SENSOR

FUEL CONTROL

IGNUNtT

STARTER CIRCUIT

FILTER SWITCH

WAT

FAILED SENSOR

- - AP

SENSOR

S U R G ~ VALVE

DEOlL SOL

HOT SENSOR

G t N FILTER

TEST OK

] Faulty

Hydraulic system

Servo control low pressure lights servo control

Engine-driven pump pu and low pressure lights Hydr, reservoir - low

fluid level indicator

Ram air turbine control

05-00

a A31 0 hydraulic system-generation and distribution

Three independent systems (blue, green, yellow) with 3000 psi * Two power transfer units (without fluid interchange) manually operating pressure. selectable.

(Uni-directional green --+ blue or green ---+, yellow). All systems powered by engine-driven pumps

* Priority supply for flight controls. - Green system backed up by two AC electro-pumps

(maintenance and pre-flight check) Simultaneous operation of three independently powered servo jacks for each primary control surface.

- Yellow system backed up by ram air turbine-driven pump

- Brake accumulator backed up by one AC electro-pump

@A310 hydraulic system-generation + distribu

GE

GENERATOR

Flight controls

@A310 flight controls - control surfaces Primary control Speed brake Roll spoilers Rudder

\\ \\ \ \ \ \ \ I Surfaces mechanically controlled and hydraulically powered : - ailerons (two independant hydr. system), - elevators and rudder (three independant hydr. systems).

Secondary control

Surfaces electrically controlled and hydraulically powered : - 7 spoilers per wing (one hydr. actuator each, independant

powered by the three different hydr. systems) - 4 speed brakes per wing, 2 flaps and 3 slats per wing (each

powered by two independant hydr. systems)

Two of each of the following computers are installed (dispatch is possible after a single failure).

I -

1 aileron horizontal 1

Outboard flap stabilizer

@ ~ 3 1 0 ight controls = hydraulic power distribution [..,.

. . , . . . - - . . . . . . . . . -. . . ARGO COM11 0 0 0 ~ ~ ' .. f--1

@ A31 0 flight controls - pitch control

The autopilot hydraulic motor can be overriden by the pilot. - manually (AP disengaged) by trim wheel operation (mechanical Dynamometric rods provide signals for control wheel steering. mode)

or Stick shaker on each control column provide stall warning. - automatically by AP trim, Mach trim or -trim functions.

Pitch trim is provided by the trimmable horizontal stabilizer (THS) Electrical and automatic trim signals are processed in two flight which is powered by two independant hydraulic systems. augmentation computers (FAC).

Pitch trim is achieved :

- by action on the control wheel rocking levers (electrical mode) or

controls = pitch control

THS POSITION

DYNAMOMETR

JAMMING D E T ----------- CONTROL UNI

ACTUATOR

PITCH UNCOUPLING U N I T .

ADC 1-

ADC 2---,

06-03

aA310 flight controls - roll control The aileron trim control is electrically powered.

The autopilot hydraulic motor can be overridden by the pilot. Dynamometric rods are installed to provide control signals to the Upper wing surfaces comprise : control wheel steering system. - four speedbrakes (1 to 4) and five roll spoilers (3 to 7);

speedbrakes 3 and 4 are also used as roll spoilers. RON control is accomplished by :

- two all-speed ailerons (mechanically signalledlhydraulic All upper wing surfaces are used as ground spoilers (1 to 7) powered) according to the take-offllanding extensionlretraction logics.

- five roll spoilerson each wing (electrically signalled/hydraulicaly powered)

Roll Spoiler Roll

7 Speed brake 7

controls - roll control

@ A31 0 flight controls - yaw control

Rudder deflection is controlled by two FLCs between 5" and 30' Nosewheel steering (+ 6") is possible via the rudder pedals. according to airspeed (1 65 kt to 31 0 kt). The autopilot actuator can Rudder trim control is electrical. be overridden by the pilot.

A push button Reset function reset ruddertrim to zero. Ruddertrirn There is no yaw damper command feed-back to the rudder pedals. is digitally indicated next to the rudder trim control switch.

YAW DAMPER ACTU

TRIM ACTUATOR

TO NOSE WHEEL STEERING

06-07

aA310 flight controls - slats and flaps \

A31 0 flight controls - speed brake I ground spoiler logic I 1

GROUND SPOILER

V A L V E GROUP

L- -- GROUND SPOILERS I

Landing gear

@A31 0 landing gear - arrangement

Hydraulically operated doors

Door operated by the gear

A31 0 anding gear - mean features

Conventional tricycle landing gear with four-wheeled bogies and - Elimination of microswitches by use of trouble-free proximity direct-action shock absorbers. detectors for position sensing in exposed areas.

- Main gear retracting laterally and nose gear forward into the - The landing gear position and indication system is duplicated fuselage. (two independent systems).

- Electrically controlled by a lever located on the centre instru- - Retraction prevented by a solenoid anti-retraction latch on ment panel. control lever in case of wrong configuration of landing gear.

- Sequencing between landing gear movements and doors is - Standard tyres (radial type) : hydro-mechanically controlled by sequencing valves. main gear 46 x 17 R20, nose gear 40 x 14 R16*

- Hydraulically actuated with alternative free-falllspring downlock mode for main gear, aerodynamic forces for nose gear.

* with 164 t MTOW option : main gear 49 x 17 R20, nose gear 40 x 14 R16

QA310 main landing gear Multiple link

\ r Reaction bar

Locking spring

Retraction actuator

Main landing gear leg

Brace

damper

Axle

eering /nose landing gear

Nosewheel deflection 26' by rudder pedals I

I

FWD Nose wheel steering handle - (Std. for Capt. and F/O station)

07-03

A31 0 land System 2

ng gear crew interface

TPlS light (option)

ACCU and

Braking system and anti-skid selector

BRK release bars

Landing gear position detection system and indication system

anding gear - braking system

Carbon brakes are basic.

Normal system (green hydraulic supply) :

- electrically controlled to hydr. master valves (brake by wire) - individual wheel anti-skid control and indication - autobrake function - automatic change over to standby system in event of green

hydraulic supply failure.

Alternate system (yellow hydraulic supply) :

- hydraulically controlled through metering valve - dual wheel anti-skid control - no autobrake function.

Emergency system (yellow hydraulic supply or yellow brake power accumulator with associated electro pump) :

- hydraulically controlled by pedals with brake and accumulator pressure indication on gauges

- no anti-skid control

Parking brake (yellow hydraulic supply or yellow brake power accumulator) :

- mechanically controlled - hydraulically activated with brake and accumulator pressure,

indication on gauges.

Braking during gear retraction is controlled by the normal braking system. Nose wheels are braked by straps located in the nose- wheel gear well.

QA310 landing gear - braking system

Brake System Control Unit (BSCU)

BSCU controls the following functions :

Brake

Note :

normal braking system control

anti-skid control (normal and standby). Speed reference from nosewheel tachogenerators

monitoring of these functions

autobrake function is basic (LO, MED, MAX).

temperature indication is basic.

MAX - used for rejected take-off only (max brake pres- sure with anti-skid)

MED - deceleration rate : 3.0 m. sS2 LO - deceleration rate : 1.7 m. s2

Torque axle Weight saving Centering bearings against steel

Carbon heat pack brakes : 450 kg

4 rotors

Wear

I Piston housing Piston with automatic adjuster and piston liner

Temperature sensor

0 norma braking system

GREEN SUPPLY

AUTOMATIC

ALTERNATE

WHEEL SPEED

J-GREEN RETURN

@ A31 0 landing gear - options

The following options are offered :

Brake Cooling Fans (BCF)

Tyre Pressure Indicating System (TPIS)

-C.m BCF Sensor

Motor

TPIS

Electronic Module Transmission un

Fuel system

a A31 0 fuel system - tank arranaement Accumulated

I Total A31 0-300 3) 1 75470 1 59245 I 1) density : 0.785 Kg / litre

Note : 2) Only A31 0-300 equipped

with TRIM TANK

3) 1 st and 2nd ACT (additional centre tank) optional

(A3 10-300)

Trim tank \

19640 litres I

3695 litres 15417 kg Inner 2901 kg

13945 litres

Ventilation : - each tank is separately ventilated via surge tanks at the extremity of each wing. - the centre tank is ventilated via LH surge tank - the trim tank is independently ventilated by its own surge tank - all surge tanks are open to atmosphere - via flame arrestors and NACA inlets.

system- system schematic

- Fuel dlstrlbutlon plpe I I Trim tank transfer pipe - ACT fuel feed

- - Vent plpe ( - L/H wlng only)

@ Fuel pump

@ vatve

n t f U t L I D l f U t 1 V A L V I S

K T I V E N T V A L V I

AIR SnUTOf f V A L V ADO1TIOMAL CENTSR T A N K 1

A C T ? vSNT V A L V E

AOOITIONAL C C N T 1 1 T A N K 7

Q- ILOLATIOM V A L V I

lRGf T A N K

aA31O fuel system - engine & APU feed

There are 5 direct feed tanks plus 1 transfer tank (HTP) as basic *).

Each direct feed tank is equipped with two identical booster pumps (with segregated power supplies).

- LH engine and APU are supplied from LH tank wing pumps and LH centre pump.

- RH engine is supplied from RH wing pumps and RH centre Pump.

Engine feed sequence order :

1 ) Centre tank(ongroundat engine start, in flight when slatsare ,,I ,It).

2) Inner tanks (at take-off with slats extended and when centre tank is empty).

3) Outer tanks (as a back up for centre tanwinner tank feeding and when centrelinner tanks are empty).

&& : Outer tank pumps operate perrnently and at lower pressure than inner or centre tanks pumps.

Engine feed during forward fuel transfer will automatically revert to centre tank when a defined fuel level is obtained in centre tank and the following normal conditions are obtained :

- during flight and slats "Retracted" - engine feed from inner tanks (if centre tank has emptied) - trim tankcontains fuel according to the shown trimsheetlogic.

(pages 8-1 2 to 8-1 4)

Note : for safety reasons the trim tank is isolated during take- off and landing.

In case of pump failure forward fuel transfer by gravity is possible.

* One or two ACT (add. centre tanks) are options.

system - trim tank installation

Shrouded flex. hose

Trim tank transfer line

View looking forward

hose

A31 0 fuel system - trim tank installation

APU bleed air duct Fume-proof paint

Isolation valve

Shroud ventilation

Drain via drainmast

' Trim tank fuel line

system - refuelling

- Two refuelldefuel couplings are located under the RH wing. - Refuelling by manual selection possible. (Option : identical coupling on LH wing)

* for 157 t and 164 t MTOW options see pages 8-13 and 8-14. - Total refuel time approximately 30 minutes (50 psi)

- Refuelldefuel control is from an exernal panel located in the fuselage fairing close to the RH wing leading edge within easy reach from the ground.

(Option : additional refuel/defuel panel on maintenance panel on the flight deck.)

- Refuelling is auto sequenced Corresponding tanks are filled simultaneously.

- Distribution priority : (for 150 t and 153 t MTOW only*)

first - outer tanks second - inner tanks third - centre tank fourth - trim tank

a A310 fuel system- control and indication

* Fuel control panel on overhead panel with push-button controls. Abnormal circumstances :

* Crew action is confined to initiation and termination.

Indications :

- fuel feed sequence may be operated manually - one or both engines may be fed from any tankvia cross feed

valve - gravity feed is possible from wing tanks.

- fuel quantity is permanently displayed on overhead panel and DU 1 (each tank and total)

- fuel system synoptic on DU 2, fuel flow on DU 2 CRZ page - low level warning is totally independent from FQI.

O A310 fuel system = CG control by CGCC

Weight and ZFW-CG from trim sheet (entered via From this it establishes the quantity and direction of transfer FMS-CDU) received by the Centre of Gravity Control Com- fuel and gives the appropriate command signal. puter (CGCC) together with other signals (FQI, fuel valve status, pumps status, fuel flow, tailplane angle, etc). Fuel transfer to the trim tank moves the CG position rearward

and conversely, forward fuel transfer from the trim tank Based on this information the CGCC calculates aircraft CG produces a forward movement of the CG position. and compares this with target CGs.

Aircraft

Lift (wing, fuselage)

centre of gravity Lift (tailplane)

vv

CZ Lift/moments with trim tank 4- Lift / moments without trim tank

Weight = wing lift - tail lift

Weight w

C, wing + fuselage

system CG control

Aft CG caution I ECON FLOW SELECTED

CG 3 7 8 % TAT - 27 C

@ A31 0-300 fuel svstem A310-300 trim tank transfers (ACT options are also shown) Operation

system = CG control - 150t MTOW Weight (x 1000 kg)

Example for CG Control

1 - Take-off with no fuel in trim tank 4 - Flight level 200 remaining fuel in trim tank 2 - Flight level 200 fuel being pumped into the trim tank being pumped forward 3 - CG is at target fuel being pumped forward in "packages" 5 - Trim tank empty

to keep CG at target 6 - Landing

08-1 1

a A31 0 fuel system - CG control - 157t MTOW Weight (x 1000 kg)

1 6 0

1 0 0

ias

I 6 0

6 46

140

1 3 0

1 3 0

6 2 5

l a 0

1 1 6

1 1 0

1 0 5

1 0 0

Pa

90

ea

00

70

1 - Engine start up until

Fuel burn : 2 - Slats in from center tank 2.1 - ACT II empty 2.2 - ACT l empty

3 - Aft CG target 4 - Remaining fuel at FL 205 in trim tank 5 - Trim tank empty after fuel fwd transfer 6 - Remaining fuel at landing

system = CG control = 164t MTOW Weight (x 1000 kg)

1 - Engine start up until

Fuel burn : 2 - Slats in from center tank 2.1 - ACT II empty

3 - Aft CG target 4 - Remaining fuel at FL 205 in trim tank 5 - Trim tank empty after fuel fwd transfer 6 - Remaining fuel at landing

Fire protection

8 A31 0 fire ~rotection

Fire protection systems are provided for

- engines and APU

Smoke detection is provided for

- electronic bay - the cargo compartments - the lavatories

Fire extinguishing is provided

- for engines and APU - the cargo compartments - the lavatory waste bins

In addition portable fire extinguishers are installed in the flight compartment and the passenger compartment at appropriate locations.

0 fire protection -

Fire detection and extinguishing systems

Fire extinguisher

line

Cargo fire extinguisher

bottles

Fwd cargo compartment

Bulk cargo compartment

smoke smoke

QA310 engines and APU fire protection

The engine and APU fire protection system consists of : The engine fire extinguishing for each nacelle consists of two extinguisher bottles installed in the rear part of the pylon.

- two identical detection loops (A and B) mounted in parallel - one fire control unit. The APU fire extinguishing system consists of one extinguisher

bottle adjacent to the forward firewall of the APU compartment When the fire detection control unit generates a fire or a fault signal related to one or both loops, warnings appear in the cockpit :

- fire warning in Red - loop warning in Amber

0 engine fire protection

a A31 0 electronic compartment smoke detection

Smoke in the electronic bay is detected by four self-contained A fan installed in the avionics compartment provides confirma- smoke detectors, installed to detect smoke in cooling air extrac- tion of smoke via a sniffer located at the First Officer's side tion ducts of the different groups of equipment such as : control.

- main avionics comparment - cockpit instrument panels * In case of smoke warning (andconfirmation by the sniffer) in the - minimum equipment bay minimum equipment bay, all equipment in this bay can be shed

using the circuit breakers grouped on the specially marked part The smokedetectors provide the signals necessary to the Flight of the overhead circuit breakers panel. Warning System, to illuminate the cockpit warning lights and to activate the appropriate ECAM messages.

ectronic compartment smoke detection

Batteries I

Min eqpt bay supply

SNIFFER bi

@ A31 0 cargo compartment smoke detection

Smoke in the cargo compartments is detected by detectors a Smoke warnings are generated in the cockpit to alert the crew : installed in each compartment. repetitive chime, master caution light, local smoke light on the

Cargo Compartment Smoke Panel and the compartment smoke A smoke detection in one of the cargo compartments procedure is displayed on the left ECAM CRT (DU1). automatically closes the extraction isolation valve, deactivates the associated extraction fan and closes the temperature control (hot air supply).

0 cargo compartment fire protection

Automatic Flight System

Flight Management System

@ A31 0 AFS - components - specific eatures

Integrated system comprises : 3 - Full-time thrust-or SPDIMach control throughout the flight from take-off to touch-down, including derating capability for

Flight Augmentation Computer - FCC (2) take-off. Thrust Control Computer - TCC ( I ) + 1 optional Flight Management Computer - FMC (2) ; option between Improved availability through effective, simple, rapid built-in-

two Vendors test facility.

Specific features

1 - Control wheel steering available from brake release to after landing.

2 - Integrated APIFD - ATS - FMS mode selection and engage- ment with minimum pilot actions.

0 AFS - crew interface

A310 AFS - FCU indications - - -

LCDs with rotary selectors below Autopilot engage levers

magnetically held to ON)

SPD 1 MACH commutation

button

OFF

ALT HLD L V U C H PROFILE HDOSEL NAV

CWS I CMD mode commutation

I

Autothrust r

AP I FD mode engage button

Longit. AP / FD Land modes capability

ATS Lateral APIFD FD and AP modes AP / FD engagement active modes modes

status 1

green colour

Armed modes cyan colour

Mode annunciation

selection

Thrust limit

Push button lighted corresponding to selected mode

TRP

manually controlled

Target

Push button lighted when AUTO controlle by the FMC

TAT display

Selected mode - (TO, GA, CL, CR, MCT)

FLXTO temp display

FLXTO temp select knob

Push button lighted when FLXTO selected

0 AFS - FCU rotary selectors

SpeedIMach selection Example : setting of V, and preselection of 250 kt before take-off.

- Turn : speed/Mach target selection. 1 ) Select V2. - Push : engages PRESET function (PRE- 2) Push to engage PRESET

SPD 1 MACH SET illuminated) for SPD or MACH. 3) Select 250 kt (initial climb speed).

250 kt becomes active at first altitude capture or when the

8 Preselected value becomes active : pilot selects LVUCHG at altitude capture or

* when LVUCHG is depressed or Note : SPD/MACH conversion by button left of window. when preselected SPD/MACH is reached during climbldescent. PRESET is cancelled by a second push (PRESET extinguishes).

a A31 0 AFS - FCU rotarv selectors

Altitude selector VIS selector

ALT SEL - Turn - altitude selection by 1000 ft steps - Turn - V/S selection -, ,- ,-, n - Pushlturn - altitude selection by 100 ft steps V/S FTMN xlOO Q[jZZjl - Pull - engages VIS mode [O] D,( D-4

Note : if the value displayed before selection is Not? : V/S is the basic longitudinal mode which not a multiple of 1000 ft, the closest multiple 6 becomes active again each time any other of 1000 ft will be displayed at the first

\ longitudinal mode is disengaged.

normal selection. ON

- Push - function not used - Pull - authorizes the aircraft to leave

the altitude maintained by AP of FMS after a new altitude has been selected.

Heading selector - Push - synchronizes heading bugs +

HDG SEL display with actual heading if

- Pull - Turn - Bank angle

other mode is active (i.e. NAV, VIL, LOC, LAND). engages HDGISEL heading selection selection via concentric two position rotary knob

0 AFS - FCU push buttons

AnHR Commands TCC mode ( W H R ) and ATS submode related to the APIFD.

Annunciations : SPDIMach - THR - Retard - W H R armed. - AITHR is engaged at take-off when the go levers are triggered. Indications : THR - A/THR submode is then slaved to AP/FD mode (SPDIMach etc.) Speed/Mach maintained through AfrHR can be changed via the rotary selector. - A/THR can be disengaged by depressing AITHR PB orthrough ATdisconnect buttonson the throttles.

Level change

LVUCH Commands combined FCC (pitch) and TCC (A/ THR) modes so as to perform level changes fully automatically. - For climb : gives THR (TCC), SPDIMach (FCC)+ new level acquisition. - For descent : gives throttle reduction : Retard (TCC), SPDIMach (FCC) and new level acquisition.

Notes : 1) Speed maintained through LVUCH can be changed during

climb or descent via the speed selector. 2) LVUCH mode can be engaged also by pulling the altitude

selector, but only if altitude hold mode (Alt) is in command. 3) After a level change the new altitude is automatically acquired

Indication : ALT* for altitude capture phase, ALT for altitude hold phase

A31 0 AFS - FL / speed change Climb from FL80 to FLI 20 with speed change at FLI 00

0 AFS ARHR relationship

LVUCH

ALT HLD

FCU mode engagement

SPDIMACH ALT SEL HDG SEL V/SFTlMNxlOO

FMA

Long AP/FD

ATS Mode Mode

Computer

NTHR (TCC)

LVUCI-1

ALT

Control Mode

AP/FD(FCC)

SPD

THR

SPD

V/S

SPD

ALT

0 0 0 Pull

Descent phase <vet-s declutched on

Idle position (RETARD is displayed

during levers retardation)

@ A310 AFS - FCU push buttons ALT HLD

ALT HLD is illuminated after automatic capture of FCU selected altitude. It can also be engaged by PB action to level off and to maintain the current altitude.

0 AFS FCU push buttons

Profile

PROFILE - Commands coupling of FCC (pitch) and TCC (through MHR) to FMS. FMSautomatically controls vertical profile and autothrottle. - When TCC is coupled to FMS, AtTHR annuntiations become P. THR - P. SPDJP. Mach When FCC is coupled to FMS, FCC annunciations become P. ALT - P. CLB - P. DES P. CLB and P. DES are armed or active. - Uncoupling of AfTHR possible through AT disconnect buttonson throttles or AfTHR push button on FCU.

Note : - Altitude acquisition by FMS is always limited by altitude selected in the window. - After an altitude has been acquired the FMS will be allowed to leave the altitude if the pilot selects a new altitude in the window and pulls the altitude selector. The last action is consistent with AP operation and has been incorporated as a confirma- tion by the pilot of the level change clearance

Heading select (indication HDGlSEL on PFD)

HDGISEL If HDGJSELis pushed after heading preselection,the preselected heading will be acquired by the shortest turn. A second push reverts to HDG mode (wings level maintain actual heading).

Note : HDGJSEL can also be engaged by pulling heading rotary selector HDGISEL - When HDGISEL is engaged, a heading selection

of up to 60" can be made without changing the direction of turn.

@ A310 AFS - FCU push buttons

NAV I

NAV LAND LAND

Couples horizontal FMS navigation to FCC.

Commands acquisition (LOC*) and tracking (LOC) of a localizer or sel. VOR radial.

Commands ILS acquisition (LOC* - GIs*) traking (LOC-GIs) and automatic landing.

Annunciation on PFD :

- LAND below 400 ft - FLARE at about 50 ft - ROLL OUT at touch down.

0 AFS tes

Improved availability through effective, simple, rapid built-in test facility (on maintenance panel)

Records any failures, memorizes them in the computer and, on request, presents them in plain English-language text on a special display panel for maintenance or flight crew use.

A31 0 FMS functions

Airbus offers the choice between two flight management systems :

- HONEYWELL Flight Management System - SMITHS Flight Management System

The operation and mechanization of actions of both systems is slightly different. Both however offer the following functions :

- flight plan construction and management of lateral and vertical profile (40 guidance)

- navigation - performance management and optimization - predictions - advisory functions.

0 FMS fligh management

Flight plan construction

Flight plan definition by company route or city pair Departure and arrival procedures including associated SPDIALT constraints Flight plan revision (offset, DIR. TO, holding pattern, alterna- tive flight plan activation, ...)

* Secondary flight plan creation similar to primary flight plan creation

Navigation

The FMC position depends upon the IRS position and the radio position.

Position computation :

Before flight, the three lRSs are aligned on airfield or gate position.

. * At take-off (go lever actuation) the FMC position is automatically updated on runway threshold. In flight FMC position updating is computed using radio navaids (DME, VOR, ILS) : depending upon availability of navaids and sensors, FMC automatically tunes the best navaids to compute the most accurate position (DMEIDME; VORIDME ; IRS only). The FMC position depends upon the lRSs position and the radio position.

* Flight plan management Coupling to the AFS (through NAV mode and PROFILE mode) lateral and vertical guidance is achieved along the flight path related to the predictions.

GA31O FMS

FMS Performance Management

Speed optimization Provides cost and/or fuel savings based upon airline cost index, - using current conditions - using airframe and engine models

* Performance predictions Provides - time, fuel, altitude and speed prediction at all waypoints - estimated time of arrival distance to destination, estimated

fuel on board at destination

Advisory functions - fuel planning - optimum altitude

FMC Redundancy

Two FMCs associated with two CDUs provide redundant con- figuration.

Normal mode operation is DUAL mode - Each FMC makes it own computation - One FMC is master, the other is slave - Both CDUs act independantly (entries are automatically

recopied on the other CDU and applied to both FMCs)

* lndependant mode - Automatically operative if a mismatch between FMCs. - lndependant operation of FMC with associated CDUs

(data insertion and display related to the sideconcerned)..

0 AFS - FMS system architecture

C A31 0 FMS control and disolav unit HONEWELL CDU SMITHS CDU

L Line

select keys

Function - and

mode keys

T Numeric keys Alpha keys

R Line

select keys

Brightness adjust

Annunciators

. Clear key

0 AFS - FMS Flight plan initialization

CO R T E / F L T

2 0 4 4 1 / 5 6 1 2 R L T N R T E

C O S T I N D E X

B L I G N I R S I E r l P / T R O P O

- 3 f / 3 6 0 9 0

C R Z U l N D

0 0 0 ' / 0 0 0

OA310 AFS - FMS Fuel planning

I R I P I T I ~ E - - , - / - - - -

A T E R S U / X

R L T N / T I ~ E - - , - / - - - -

F I N R L / T I ~ E n ~ x F L - / 0 0 3 0 - - - - -

E X T A R / T I n~ O P T F L C R Z

- - , - / - - - -

Enter 2 values among BLOCK ZFW, TOGW

T R I P / T I I I E 2 2 . 0 / 0 2 4 7

H T E R S U / X

A L T N I T I ~ E

3 . 7 1 0 0 2 8

F L 3 ) O 2 5 , 0

E X T R R I T I n~ O P T F L C R Z

I . 8 / 0 0 1 + F L 2 5 0 F L 2 5 0

Access by pressing "FUEL PRED" LS kev Ion PROGRESS page I

1

F U E L P R E D

L G T H 1 3 1 5 2 . 4 6 U F O B

6 2 . 4 4 4 . 7 5 / F F + F Q A T E R S U / X C 6

O . ' 1 5 . 0 2 5 . 0 F I N R L / T l n E T E n P / T R O P O

1 . 7 / 0 0 3 0 - 3 3 / 3 5 6 0 0

E X T A R T I ~ E C R Z u I N D

0 AFS FMS Lateral revision - Departure procedure

@A31 0 AFS - FMS Lateral revision - Arrival procedure

< S E L > I L S 3 3

R E f l R l f l l f l G

R E f l f l I N I N G

insertion in the F-PLN

< S E L > I L S 3 3 R

R E f l A l t l l t i G

0 AFS - FMS Flight plan - Vertical definition

ALT. TRANSITION

ALT. TRANSITION

ACCEL r I 11

I I I

b4 I

CLIMB CRUISE DESCENT 1 APPROA CH &ISSED APPRObCH

CDA31O AFS - FMS

T H R R E D

F L P R E T R E 0 R C C E L

selected S L R T R t I R E O I H A R E D

AP : manual engagement in CM throttles reclutched automati

at gear retraction

GO-LEVERS

at 30FT

0 AFS - FMS F-PLN vertical revision

0 0 7 4 0 1 0 0 5 2 5 0 1 6 7 0 0

0 6 2 5 0 / 7 0 0 0

0 9 2 5 0 / 7 0 0 0

1 2 7 0 / F i i 2 0

R F R l C l

1 7 L B O / F L 2 4 0

R T O R R B O U E

E F O B - 2 2 . 4

C L B S P D L l f l

2 5 O ! l O O O O *

R T O R B E L O U

R T O R R B O U E

C L B S P O L l f l

2 5 0 / 1 0 0 0 0

A T O R B E L O U

O A31 0 AFS - FMS Performance modes selection

[*][=I T A C T

C O S T I N D E X

R T D E S T

fl I N F U E L . f l R X C L B

- Display of predictions for time and fuel - Allows activation of the stategic mode or at destination for the strategic one of the available tactical modes. performance modes

- Selection of those strategic modes.

0 AFS - FMS Cruise phase - Step insertion

I Insertion of the step FL I

O P T F L

A T F L 3 l O

F U E L T I R E S R U E D I N C R S R U E D

2 2 0 K G I n N 2 . 7

O A310 AFS FMS Descent phase definition

I If repressurization seqment is required : - it is computed by the FMS assming 300ftimn

, -"REPR XXX NM BFR T/DW messaae

C

ROSSOVER ALT

IDLE DESCENT

(ECON speed hold)

- (altitude, speed) = f (distance to destination) - Computation of geometric altitude profile first and speed pro-

file then. - Computed backwards taking into account all descent altitude

constrains - P. SPD descent = straight segments between constraining

altitudes. - Priority given to higher constraints.

I DECELERATED APPROACH I I (Approach profile controlled 1 with elevator

I speeds controlled with thrust) I P.SPD DESCENT I I

1 I

FMA : RTARD/P.DES I I

' 13 deg default value] I P.SPD/P.ALT

ECS Environmental Control System

8 A31 0 Environmental Control System

Main features

Conventional bleed system BITE commonality with A300

* Automatic temperature control system - manual back up

Air-bearing air conditioning packs

* Flow reduction control when cabin is partially loaded (ECON FLOW)

ECS-BITES

* Dual digital pressurization control system with automaticswitch- over after first failure case. Alternatively used for each flight by automatic switching.

Pre-pressurization (aprox. + 300 ft) on take-off

* Single crew action : landing elevation selection - pressurization according to fixed control law

* Barometric correction from Captain and First Officer altimeters QNH selection

Manual control back-up mode

Max. differential pressure + 8.25 psi Safety valve setting + 9.25 psi Max. negative differential pressure - 1 .OO psi

0 Environmental Control System (ECS)

Main features (cont.)

Equipment cooling

Equipment cooling is achieved by a supply and an extraction fan and a permanent supply of fresh air from the airconditioning packs.

In case of blower failure, fresh air flow is sufficient to ensure safety of the flight.

Extract fan : a skin valve can be opened and ventilation is ensured by differential pressure.

Distribution

Flight deck - flow adjustable outlets (1 5%-100%)

* Passenger cabin - conditioned air enters at overhead stowage compartment level and is exracted at floor level

- low air velocity avoidsdraughts while effectively dissipating smoke and odours thus enhancing passenger comfort

- individual passenger air outlets are optional.

A31 0 ECS crew interface

?+!-5bC AIR C O N 0

C A B A11 csp , E E N E SOOOr 8

F F . G , M S ~ W

O i l 1 f w r \

100';os If "P

V4B W l i

0 cabin pressure control svstem Maint. panel

1 CABN PRESS

G A310 air generation and temperature contro

0 cargo compartment ventilation

Hot

Temperature sensors

. - . - .

Air in

air valve Smoke -- u I I I I I I FWD,- I I I I I I I I -) I

- I

I I I I - I

I I 1

I ' I 1 I I

I I I I I f I I ,=--------,------------- . * , I I ------- I ,-------- ---,-- LL,,,-I

I------ I

L-- -,-,,, , - 1 7 I

b I

! I

I COMPT TEMP I I IS01 V A l V t I I

I I I I v U I I I I I I

I

L . . . . ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ 4. I----Smoke

-\_- - _-- ----------- -------- --- ,-,, J

Q A310 Equipment cooling

EFlS Electronic Flight Instrument System

@ A31 0 EFlS System components

The EFlS comprises the following components Manual commutation of PFD/ND via Capt. or F/O switching (after PFD failure automatic switching to ND).

Capt. and FIO's : - EFlS control panel - EFlS DUs actual display size 5 in square (127 x 127 mm) - Display Units (DUs) Primary Flight Display (PFD) and Naviga- identical to ECAM DUs (spares and maintenance advantages).

tion Display (ND) - Full colour shadow masWhigh resolution. - Switching panels with transfer pushbuttons Three Symbol Generator Units (SGU)

Each SGU receives all necessary information. SGU3 may replace either SGUI or 2 by manual switching. One DU and SGU1 are available when on batteries only. Capt. PFD and ND are available when on standby generator only.

0 EFIS system architecture

Q EFIS selection PFD SPD scale schematic

Max speed (VMO, MMO, VFE, V L ~ according to configuration.

Max speed y/' ineATHR b v/s l pitch

Indicated airspeed

Speed trend (10 seconds)

Automatic speed bugs according to configuration :

Manoevring SPD. Clean (green Dot)

Man. SPD slats extended and min. SPD for slat retraction

Man. SPD flaps 200 and min. SPD for flap retraction

Speed bug (Selected on FCU)

Min speed in l ATHR l v/s

pitch

1.3 V, min. selectable speed

CY floor - 1.15 V, automatic thrust pusher windshear corrected

\ Stick shaker speed bank angle+g force corrected

PFD F/O EFIS panel

I I displays FP targe

FCU selection

OM \

GS 135

LFBO

0 EFIS control oanel

LCD WINDOW to display DH or FPA

Knob to set DH or FPA

[ 5 option keys for MAP mode (only one at a time)

VOR, NAV, ILS selector

ND range selector

S primary flight display

Primary Flight Display (PFD) - flight director command bars or Flight Path Vector indication

(FPV) The PFD is designed to display the and comprises : - lateral acceleration (equivalent to conventional ball located on

top of ADI) - standard "AD1 type" attitude information

- radio altitude - AFS engagement status. - speed and speed-trend information. Limit speeds and speed

bugs according to configuration

- LOC, GJS, ALT deviation

8 A31 0 EFlS primary flight display PFD - en route FD - alt. capture phase

8 A31 0 EFlS primary flight display PFD - Approach before glide capture - FPV mode API engaged in CMD

. ,

..

V -

* Only one at a time IF-flaos. S-slats. 0-clea

8 A31 0 EFlS navigation display

Navigation Display (ND)

The ND is designed to display all data for medium to long-term flight path and navigation control.

Four modes can be selected via the EFlS CTL PNL :

Rose - Electronic copy of the old-fashioned HSI.

ARC - Same presentation as MAP mode without data related to the flight plan.

MAP - Compass rose limited to the upper arc, and pictorial presentation of flight plan originating from present aircraft position.

PLAN - Pictorial presentation of flight plan centered on a chosen way-point. North up. No compass rose

Possibility to superimpose W/X radar on MAP and ARC mode.

5 selectable options on MAP display (one at a time).

1 CSTR 1 1 WPT I I V0R.D I I NDB I I ARPT 1

QA310 EFlS navigation display ND - Rose mode is selected

8 A31 0 EFlS navigation display ~-

ND-ARC mode

Speeds A A - - - - - 3GlCkLGU I L 3

Selected

y y G z y & course

heading 28 Heading scale -

vv / A raaar A ~ ,

8 A31 0 EFlS navigation display ND - MAP - Active flight plan - Possible diversion

8 A31 0 EFlS navigation display ND - MAP Terminal area - CSTR, VOR.D, NDB options selectable (only one a time)

8A310 EFlS navigation display ND plan mode

Displays - Flight plans . Primary . Secondary . Leg change . Offset

- Airport - Procedures - On selection - VOR/DMEs - NDBs - All waypoints - Constraints

Centred on selectable waypoint

Aircraft and ' track symbol

ECAM Electronic Centralized Aircraft Monitor

@ A31 0 ECAM - general description

ECAM : (Electronic Centralized Aircraft Monitor) provides The system operates in four modes : operational assistance for both normal and abnormal aircraft system situations. Normal-flight phase-related mode

- memo page on DU1 Operational assistance is through two DUs by means of messa- - most suitable system page onDU2 ges and system synoptics. The data processing is fully automatic and as such does not require any additional crew action or 0 Advisory mode selection. - parametertrend monitoring system page on DU2 with affected

parameter pulsing

Failure-related mode - failure indication and abnormal/emergency procedures on

DU1 - affected system synoptic on DU2

Manual mode - any of the twelve system pages may be called up by pressing

one of the selector keys on the ECAM control panel.

@A310 ECAM - location of controls

Q A31 0 ECAM = control panel SGU push-button FAULT light illuminates amber if a failure is detected by the SGU internal self-test. Both CRTs are driven by the available SGU after a first failure. 1

clear the messages.

CLR push-button Illuminates white as long as a warning message or a status message is present on the CRT. Press as many times as necessary the illumi-

STS push-button Allows to call manually a status message when there is no warning.

RCL push-button Recalls warning m without the associa the failures are stil cancel flight phas displaying visual and aural warning.

Brightness knobs ON/OFF and adjust the brightness of the

nated CLR P/B until extinction in order to images* *

8 A31 0 ECAM - system synoptics - OK-

I-

i -4 0 .:..;, m A7.5 ..T,,

WB lN1t .,.T>c WE tN21

-

NB PSI + il

V FGT

OECAM = system architec

inputs

0 ECAM - general description

Normal aircraft system situation

Qe The ECAM improves crew comfort by eliminating the need for frequent scanning of various systems panels for :

- temporary monitoring of systems or functions in use (MEMO page normally displayed on DU1)

- system routine monitoring (most suitable SYNOPTIC system adapted to the actual flight phase displayed on DU2)*

- system parameter trend monitoring (constant monitoring of some 16 system parameters which are automatically displayed on DU2 when their value drifts out of normal range but well before reaching the warning level. Affected parameter pulses) **.

*"Normal mode" examples : - door - APU page - engine start page - wheel page

"""Advisory mode" example : - engine oil pressure c 38 psi,

but still in green arc

@A310 ECAM - normal mode = flight phases Normal mode - DU1 shows the MEMO page.

- DU2 automatically shows the most appropriate system page to the current flight phase as split below into 12 segments.

Engine Engine start

selector start A or ---

I LEI -----------.--------------

start B APU master APU master sw in off pos sw in on pos or APU RPM 95% for 15 sec.

---.------(..I.-...--.-..-----..------ ------ LDG CTL level

Either slats in or not T / 0 power

T / 0 power whichever First engine shut down

application is first achieved shut down

13-06

0 ECAM - failure - related mode

In abnormal and emergency aircraft system situations the ECAM In addition ECAM generates audio signals via the cockpit provides the crew with : loudspeakers and visual signals via the DUs and the master

warning or caution lights. - failure analysis

- orientation of corrective actions and control of actions

- minimization of need to refer to paper check list or manual read out

- improved understanding of aircraft and system configura- tion after failure.

aA31O ECAM - warnina definition

Warning levels The warnings are classified in 4 levels according to the importance and urgency of the corrective action required.

Level 3 Corresponds to an emergency situation. Corrective or palliative action must be taken immediately by the crew. These warnings are triggered with a cootinuous repetitive chime (CRC) or with specific aural warnings. Master WARNING light is flashing.

Level 2 Corresponds to an abnormal situation of he aircraft. Immediate corrective action is not required. These warnings are triggered with a single chime (SC). Master CAUTION light comes on steady.

Level 1 Corresponds to an alert situation requiring crew monitoring; that is mainly failures leading to a loss of redundancy or degradation of a system.

Level 0 Corresponds to an information situation and requires no special action. This is provided by blue, green and white local information on the CRTs.

: Level 3 has priority over level 2 which, in turn, has priority over level 1.

0 ECAM - warnina inhibition

Warning inhibition

- ensures proper warnings only when necessary

- avoids warning without interest for a flight phase ; an inhibition logic filters the presentation of warnings according to the flight phase

- allows the crew to cancel warning presentation when the corrective actions have been done (CLEAR functions).

A310 ECAM example - warning logic and inhibi APlJ F IRE

ASSOCIATED F I R E IS DETECTED BY LOOP L I G H T

L O C A L I N D I C A T I O N S

x

P I B SWITCH SELECTED O N

LLp@ 0 0 -1

I *LOOP B ( A ) P I E SWITCH SELECTED OFF

Example : APU Fire and Loop Warnings

@ APU fire WNG : NO INHIBIT

@ Loop A or B failure WNG : INHIBIT IN PHASES 3 to 6 and 8 to 11

@ Loops A (B) failure WNG with Loop B (A) "Off" : INHIBIT IN PHASES 3 to 6 and 8 to 11

0 ECAM - warning definition

There are three distinct types of failures : e.g. ADC 1 failure leads to the loss of subsystems, such as :

independent failure primary failure

- pitch trim 1 - yaw damper

* secondary failure - AP1 - velocity information on Captain's instrument- or

lndepndent failure - primary failure (hydraulic failure) A failure which affects an isolated item of equipment or system - secondary failure (spoiler or Yaw damper failure).

without affecting other items of equipment or system on the aircraft . Secondary failure

Is the loss of an item of equipment or system resulting from a Primary failure primary failure, e.g. loss of a fuel pump resulting from a power A failure of an item of equipment or system causing the loss of supply busbar failure.

. . I

other items of equipment. This configuration constitutes a cascade of failures all originating &2& different failure ~ ~ m b i n a t i ~ n s may occur sequentially or from the same primary failure, simultaneously.

8ECAM inde~endent failure

.. ,. ! ', ' .,-, ' <

GEN 1 FAULT .. I : ,--.": .?.. ;.: ........ ; .... *i3pR

, .

A APU GPS l t 6 V

sogw

8 ECAM independent failure (con'd) After switching Gen 1 off.

8 ECAM inde~endent failure (cont'd) After "clear"action

!W . START

SAT : 24' C -

GEN 1 INOP ENGINE

OIL TEMP ' C -

AIR C - CAB ALT

4580 FT

TEMP ' C

17

AFT

8 ECAM inde~endent failure (cont'd) After second "clear" action

w MEMO AIR COND

CAB ACT

4580 FT

OIL TEMP " C 1-

118 116

TEMP " C

AFT

8 ECAM primary / secondary failure (cont'd) Primary failure : blue engine driven hydr. pump failure

' HYD

I BLUE PUMP LO PR ................................. 01 I

[BLUE SYS LO PRI BLUE GREEN YELLOW

SERVO

8 ECAM primary 1 secondary failure (cont'd) After selecting blue hydr. pump OFF

BLUE PUMP OFF

~BLCIE SYS LO PR] BLUE GREEN YELLOW

SERVO 9 CR 4) PSI 2950 PSI ;1!)00

8 ECAM primary 1 secondary failure (cont'd) After "clear" action secondary failure is presented

r " FLT CTL

L AIL

RUD

a ECAM primary / secondary failure (cont'd) After ECAM actions and second "clear" action STATUS is presented

A --

FliAJ . I . . I . :<I . -. LAND 3 INOP

LDG DlST : MU -Y BY 1.2

~ U H ~ D s v S S i m p SPLR PARTIALLY INOP P , t7.7 '-4 , ? t % , . . . , .

OIL TEMP " C -r

118 110

l t \ (11 I A : ' > , , \ I F'T

TEMP " C

OFF P

8 ECAM primary 1 secondary failure After third "clear" action

A

WING ANTI-ICE ON APU RUNNING CTR TANK FEEDING FUEL x FEED

MEMO STATUS 7 SAT : 24' C -

ENGINE

AIR COND 1

FF KG I H x 1000

2.19 -2 18

OIL TEMP ' C -r

118 116

Maintenance

A31 0 maintenance an el lavout

ectrica electronic' bay Access to E/ E compartment and maintenance panel p

/ I

Maintenance panel (can only be \yFilPiilili" J operated on 11111111 I I ' I iH.l.l.1 ground)

Maintenance panel A/ -,

/ Electric electronic compartment accessible from :

- cockpit - ground - forward cargo

compartment

I Space , I

for 1 s

refuel ' 1 panel

I I

-- / I i 1

O A31 0 maintainabilitv I

A31 0 design features bring easier maintenance

Simple overhead stowages. No PSU s in the passenger seats

Maintenance panel for trouble shooting

All AFS LRUs have BITE * facilities ; testing performed at the maintenance panel Simple waste system

Wide fuselage provides good accessibility

have also BITE

\

One main-avionics bay. Provisions for hoisting Batteries in single Access to bay does not all components over 50 lb location disturb galley/ passenger handling

0 maintainability VOR antenna access

HF antenna access -,

\Xw 11 servohydraulic 1 //A Vertical stabilizer

actuator access

V .,.ooO" / L ~ e r t i c a l stabilizer fittina access

. Toilet servicing u ~ r a v i t ~ refuelling access panels

O A31 0 maintainabilitv

SlatS drive mechanism access panels Pylon access door -, RAT doors

\ I I , -- Wing de-icing valves access Radome

\ Fire exting. access door - antenna access 1 I I 1 . Refuelling panel

Slats assymetric AS aileron actuator access \ I I 1 I / I , GND air starting access Marker antenrla access detection transducer I - . . , . . . encline startins access Hetuel/ aetuel access . i \ 1 1 I / I 1 1 1 ' - Avionic compartment

door

Nose landing gear doors

Electrical ground power receptacle

Flaps drive mechanism access panel Electronic vent. smoke detection access

Air extraction access Hydraulic tanks+ground con Static drain access

Fresh water filling + draining

Air cond. outflow / pressurization ace.

Elevator servo hydr. actuators Air cond. access door ground service + AP servo motor access

Engine and accessories access APU access doors

HTS + vert. fin actuators ; HF couplers -./ APU duct access door / \I ' A&ileron actuator access

Toilet servicing/ / 1 / 11 LG opening on ground

Tail bumper access / 1 1 l'----MLG doors

L Fresh water drain Elevator servohydraulic actuator

Ground handling

A31 0 service points

A - Potable water filling and draining

A1 - Potable water draining

D l - Engine and IDG oil filling (GE CF6-80A3)

0 2 - Engine and IDG oil filling (GE CF6-80C2)

D3 - Engine and IDG oil filling (PW JT9D-Dl / E l )

E - Lavatory servicing

F - Electrical ground power

G - Preconditioning - LP

H - Fuel gravity filling

J - Hydraulic

L - Pressure refueling

M - Engine starting - HP

15-00

0 servicing heights - comparative data

I A - Forward entry doors-in. (m) 1 178.3 (4.42)' 1 188.6 (4.79) 1 182 (4.62) 1 161 .O (4.09) 1 B - Mid cabin exits 1 77.2 (4.50) fwd.(I 87.8) (4.77) 181 (4.60) 181 .O (4.60)

aft. 1 86.2 (4.73)

C - Aft cabin doors 1 184.0 (4.67) 1 181 .I (4.60) / 179 (4.55) 1 161.0 (4.07) 1 D - Forward cargo door

I E - Aft cargo door 1 102.0 (2.59) / 103.1 (2.62) / 105 (2.67) 1 90.0 (2.29) 1 F - Bulk cargo door 1 102.5 (2.60) 1 107.9 (2.74) 1 106 (2.69) / 95.0 (2.41) 1 G - Bottom of airplane

H - Ground clearance of nacelle 1 25.7 (0.65) 1 34.3 (0.87) 1 35 (0.89) 1 32.0 0.82) 1

FP = Fwd Pax Door

AP = Aft Pax Door

EE = Emergency Exit

UDC = Upper Deck Cargo Door

FC = Fwd Cargo Door

AC = Aft Cargo Door

BC = Bulk Cargo Door

0 door clearance comparison

1 ) Mid+AFT pax door 2) No emergency exit 3) Without lox lobe galley 4) Type 1 exit (Service door)

15-03

AFT cargo

Door

Bulk cargo

Door

68.8

(1.75)

37.4

(0.95)

71.3

(1 -81 )

37.4

(0.95)

66

(1.68)

48 (1.22)

70

(1.78)

44 (1.12)

68

(1.73)

48

(1.22)

70

(1.78)

44

(1.1 2)

69 (1.75)

47/44

(1.191112)

70

(1.78)

38

(0.96)

A310 minimum turnina radii - clearance com~arison

~\ Nose gear radii track

'~ '-., measured from outside

\. L.

face of tire

urnarounds

- Twin aisles and wide passenger doors (1.07m142in wide) - Simultaneous access to lower deckcargo holds and upper deck forward and aft speed passenger handling. galley servicing doors.

- Cargo handling times are well within passenger handling times. - 1 80° turn requires less than 33" metres of pavement width and only 63* metres for wing tip clearance. - A31 0 is compact requiring only 2050m2/221 00ft2 of ramp space

(less than a 767)

- No special-to-type ground equipment required. * Forward c.g. 18%

A31 0 servicing -

time-minutes

0 5 10 15 20 25 30 35 40 45 General Examples of the aircraft servicing arrangements are provided assuming a 45-minutes turnround for both an "open apron free stan- ding" condition and using a loading bridge. The times for each servicing item to make the 45 minutes turnround is illustrated.

237passengers- 1 door open - 100°/o passenger movement. Refueling 80% Passenger flow rate - 32 pax. per minute and door - deplaning Passenger flow rate - 22 pax. per minute and door - boarding

APU running baggage containerized

0 servicing at loading bridge

AS - BL - D

F

GL -

GPU - G S ' -

H

P

T

LS -

W -

GC -

Air Starting Unit (positioned just before start-up)

Bulk Loader

Dolly

Fuel Tanker

Ground Loader

Electrical Ground Power Unit

Galley Service Truck

Hydrant Disperser

Passenger Loading Bridge

Transporter

Lavatory Service Truck

Water Service Truck

Ground Air Preconditioning Unit

@A31 0 servicing free standing

AS - BL - D - F

GL - GPU - GS - H - ST - T

LS - W -

GC -

Air Starting Unit (positioned just before start-up)

Bulk Loader

Dolly

Fuel Tanker

Ground Loader

Electrical Ground Power Unit

Galley Service Truck

Hydrant Disperser

Stairway

Transporter

Lavatory Service Truck

Water Service Truck

Ground Air Preconditioning Unit

0 ACNIPCN requirements

Aircraft Classification Number (ACN) to be compared with For ACNs higher than those recommended, authorisation to be Pavement Classification Number (PCN) requested from Airport Authorities.

For normal operation :

- rigid runways ACN < 1,05 PCN -flexiblerunwaysACN r 1,1 PCN

Figures shown are given for CAT B, corresponding to medium subgrade strength*.

ACNs decrease by fitting (optional) bigger tires which offer lower tire pressure - i.e. bigger tire footprint areas.

* A = high ; C = low ; D = ultra low

@A31 0 ACN com~arison ACN

Rigid Pavements

ACN

Flexible Pavements

Gross weight (1 000 Ib)

Loaded tire pressures shown

Gross weight (1 000 Ib)

0 pavemen thickness requirements Thickness (inches)

Rigid Pavements

Thickness (inches)

Flexible Pavements

: 767-200 & 767-300 @ 1831 psi I ! I I I b

14 -/---A- 767-200 & 767-300 @ 183 psi -- I * --- . i

Gross weight (1 000 I b)

Loaded tire pressures shown

4 I i I

12 1 I 1 I I I I I Gross weight A31 0-300 at 164t

100 200 300 400 500 660 (1000 Ib)

Communication

@ A31 0 communication = aeneral

Components

- Two VHF, with associated Control Panel, - Two HF, with associated Control Panel, - The interphone system including :

. the Flight Interphone,

. the Service Interphone,

. the Audio Integrating system, - The CALL system, - The SELCAL system, - The Passenger Address system, - The CVR (Cockpit Voice Recorder)

0 component location

a A31 0 interphone system

General 2.4 Flight lnterphone System The Flight lnterphone system provides telephone comrnunica-

The interphone system comprises the following sub-systems : tions between : - The Flight lnterphone system, - flight crew amongst themselves, - The Service lnterphone system, - flight crew and ground mechanic (nose UG), - The Audio Integrating system, - flight crew and avionics bay.

It provides the means for communicating : - Inside the aircraft - Outside the aircraft, through the radio communication facilities

in transmission and reception modes.

lnterphone System Components

The interphone system includes : - One AIU (Audio Interconnection Unit), - Three ACP (Audio Control Panel), - Two Loudspeakers with volume control, - Three Oxygen Mask microphones, - Two Radio and lnterphone PTTswitcheson the control wheels, - Facilities for Boomsets, Hand Microphones and Headsets, - lnterphone coupling switch (Flight + Service interphone), - Service lnterphone switch.

2.5 Service lnterphone System The Service lnterphone system provides telephone communica- tions between : - flight attendants amongst themselves, - flight attendants and flight crew, - flight attendants and ground service crew, - ground service crew and flight crew, - ground service crew amongst themselves.

The system includes a network of maintenance jacks which are connected when the SERVICE IN1 JACKS switch on Captain's lateral console is selected ON.

2.6 Audio lntegrating System The Audio lntegrating system allows easy selection of all audio signals (audio outputs, microphone inputs, ...) produced by the radio communication, radio navigation and interphone systems.

The system includes : - Three ACP (Audio Control Panel), - Jack panels, - Flight Compartment Loudspeakers, - Control Wheel P77 switches.

erphone system architecture The AIU ensures the interconnection between the users and the various communication and navigation systems.

CAPTAIN FIRST OFFICER

BOOMSET HEADSET HAND-MIC

Third Occ.

- ~

r Loud Loud

Control Control wheel

ACP wheel

PTT P-TT 000@000

Audio ACP provision - - - - - - _ - - - - _ _ Interconnection : o~~~~~~ : sss@sss -

Unit 000 cpg 000 I \QBBBBBB, I 000 0 000 : - - - - - - - - - - - - -

A I 1 ~ornrnunica/on systems Navigation systems

VHF 1-2-(3) VOR 1-2 HF 1-2 DME 1-2

Ground mechanic

t 1 ILS 1-2 Power supplies

I f ADF 1-2

SELCAL MKR CVR

PA Service lnterphone

-

Avionic bay

BsB@BQs -

- -0

i 2- HAND-MIC 1111111q----~ 111111111111

0 -\ @@@ B BQQ, I

- 0 - t-Wm3E-r

a A31 0 antenna location

TCAS I - . .

VOR

Weat her radar

I I DME2 \ - - - - Localiser Marker

TCAS (struct .prov.)

Glideslope ATC 112 VHF2 DMEl

AIRBUS INDUSTRIE 31 707 Blagnac Cedex

France Telephone 61 93 33 33

@ Airbus lndustrie 1993 All rights reserved.

The statements made herein do not constitute an offer. They are based on the assumptions shown and are expressed in good faith. Where the supporting grounds for these statements are not shown, the Company will be pleased to explain the basis thereof.

This document is the property of Airbus lndustrie and is supplied on the express condition that it is to be treated as confidential. No use or reproduction may be made thereof other than that expressly authorised.

Printed in France