Airbus A300F-600 Flight Deck Systems Briefing For Pilots

A300-600F Flight Deck and System Briefing for Pilots
Customer Services
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
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Flight Deck and Systems Briefing for Pilots

The contents of this booklet reflect a typical configuration of the A300-600F. Individual aircraft may differ, as many modifications are available. This booklet is provided for informational purposes only and its contents will not be updated. It must not be used as an official reference. For technical data or operational procedures, please refer to the relevant Airbus documentation. Should any deviation appear between the information provided in this booklet and that published in the applicable operational or technical manuals, the latter shall prevail at all times.

Contents
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.
General Flight Deck Layout Air Systems Auto Flight System Communication Fire and Smoke Protection Electrical System Hydraulic System Flight Controls Landing Gear Fuel System Flight Instrument Navigation Engine Auxiliary Power Unit (APU) Electronic Centralized Aircraft Monitor (ECAM)
1.General
Flight Deck and System Briefing for Pilots
1. Introduction General Dimensions Lighting 2. General Arrangement Crew Compartment Avionics Bay Cargo Layout Cargo and Cabin Doors 3. Performance and Limitations Design Specifications Performance 4. Ground Manoeuvring Capability 5. Navigation Capability Reduced Vertical Separation Minimum (RVSM) Required Navigation Performance (RNP)
A300-600F General
1. Introduction
General
The 300-600F is designed for civil transport freight operation with an optimum operating efficiency based on the experience gained from the A300-600R and the various A300B and A310 converted aircraft. This medium range airliner has a capability of range up to 4000 nm (7700 km), with considerably quieter twin turbo fan engines. The unique wide body cross section of 222 inches diameter gives the A300-600F flexibility and capability of handling full range of cargo on the main deck and in under floor holds. Capable of carrying all common Unit Load Devices (ULD) and up to 21 pallets in main deck; the A300-600F can lift up to 55 tons (121, 290lb) of cargo.
Dimensions
A300-600F General
1. Introduction
Lighting
The aircraft lighting systems consists of flight deck and supernumerary area lighting, annunciator, emergency, and exterior lighting. The controls for the lighting system are installed in the cockpit and in the supernumerary. The emergency lighting system consists of the supernumerary aisles, ceiling, exit marking signs, and escape slide lighting. In case of total loss of power a 6V DC integral battery can supply approximately 12 minutes of emergency light illumination. The exterior lighting consists of following systems: STROBE, BEACON, RWY TURN OFF, NAV and LOGO, NOSE, LAND, WING. The controls for the exterior lightning are located in the cockpit on the overhead panel.
A300-600F General
2. General Arrangement
Crew Compartment
The cockpit accommodates two operating crewmembers and one or two observer seats. In the main cabin, aft of the cockpit, a supernumerary area is provided with four supernumerary seats, two cabin attendant seats, and a lavatory. In addition a 9G-safety barrier net is installed on the main deck aft of supernumerary area. The safety barrier net is composed of a strap-type net attached to reinforced structure immediately forward the cargo door. The smoke curtain is attached to the structure and to the aft side of the net. Access through the net and curtain is provided at both left and right sides.
Avionics Bay
The avionics bay in the lower fuselage forward of the nose landing gear is accessible from the cockpit and from the ground.
A300-600F General
Cargo Layout
A typical A300-600F layout consists of two cargo compartments: main and lower deck. The main deck with overall useable volume of 306.7 m can accommodate universal 96-inch high pallets and containers. Main Deck Layouts (typical) The lower deck has an overall useable volume 109.7 m . Several main and lower deck cargo configurations are available for higher density and low density/high value cargo.
15 pal. 88 x 96 x 125
16 Pal. 96 x 96 x 125 SBS
4 pal. 96 x 96 x 125 SR
A300-600F General
Lower deck layouts (typical)
A300-600F General
Cabin and Cargo Doors

The main deck is equipped with a mechanically locked and hydraulically operated door on the left forward side of the fuselage . The main cargo door is also equipped with tarmac lights.
The lower deck is equipped with three cargo compartment doors on the right side of the fuselage below the main deck. The FWD and AFT cargo doors are hydraulically operated and designed to suit standard A1 and A2 containers. These doors open outwards and upwards. The bulk cargo door is smaller than the lower cargo doors and is operated mechanically from the interior and the exterior.
A300-600F General
3. Performance and Limitations
Design Specification
Depending on fuel tank modification, by selecting specific fuel tank operation (ref. 11. Fuel) the aircraft can be operated in either range mode and a payload mode. Each mode has sets of of design weights specifications.
Range mode
Max take -off weight (MTOW) Max landing weight (MLW) Max zero fule weight (MZFW)
Payload mode
168.0 T/ 370,380 lb 143.3 T/ 315 920 lb 136.5 T/ 300, 930 lb 54,610 kg/ 120 395 lb (PW) 54,536 kg/ 120, 230 lb (GE)
170.5 T / 375,900 lb 140.0 T / 308,650 lb 130.0 T / 286,600 lb 48,110 kg / 106,065 lb (PW) 48,036 kg / 105,900 lb (GE)
Max structural payload (typical) Operating weight empty (OWE) (typical) Main deck capacity (overall useable volume) Lower deck capacity (overall useable volume)
81, 890 kg/ 180,540 lb (PW) 81,964 kg/ 180,700 lb (GE) 306.7m / 10,831 ft 109.7 m / 10,831 ft
A300-600F General
Design speed
Operating Limitations
V M O/ M M O VM CG / VM CA VLO extension VLO retraction VLE
335kt / 0.82M 109 kt / 117 kt (CAS) 270 kt/ M 0.59 240 kt / M 0.53 270 kt / M 0.65
Min flight crew Max certified altitude Max cabin altitude Max runway altitude Max runway slope Max tailwind for take-off & landing Max demonstrated crosswind Max wind for Automatic landing: Head wind Crosswind Tailwind
2 Crew Members 40,000 ft 9550 350ft 8,500 ft 2% 10 kt 32 kt 30 kt 20 kt 10 kt
A300-600F General
Performance (Take-off)
A300-600F General
Performance (Landing)
A300-600F General
Performance (Payload / Range Capability)
A300-600F General
4. Ground Manoeuvring Capability
The A300-600F is equipped with nosewheel steering system, which can be operated by the rudder pedals or steering handwheel. During high-speed ground roll, the rudder pedals allow nose wheel steering of 6. For towing the steering system is deactivate. Under this configuration, the nose wheel deflection can be up to 95. The steering handwheel allows a maximum nose wheel steering angle of 65. Depending on aircraft CG position the effective steering angle of 61.6 (for 18% fwd CG) and 58.8 (34% aft CG) is possible. With idle trust on both engines and without differential braking the minimum pavement width needed to make 180 turn is 126 ft (39m).
A/C CG
Effective Turn Angle
X 61.35 ft 18.70 m 61.35ft 18.70 m
Y 33.11ft 10.09 m 37.89ft 11.55m
A 122.26ft 37.26m 125.66ft 38.30 m
R3 69.71ft 21.25m 72.11ft 21.98m
R4 109.27ft 33.31m 114.01ft 34.75m
R5 89.29ft 27.21 m 91.47ft 27.88m
R6 111.15ft 33.88m 113.35ft 34.55m
Fwd 18 % 61.6 Aft 34 % 58.3
A300-600F General
5. Navigation Capability
Reduced Vertical Separation Minimum (RVSM)

The aircraft system design complies for RVSM operation in an airspace or route between FL290 and FL410 where aircraft are separated vertically by 1000 ft. Required Equipment For RVSM RVSM regulations require the following equipment to be operative : Two ADCs and 2 main Altimeters One ATC transponder One Auto Pilot Function One FCU One FWC For operational approvals and requirement consult the appropriate manuals.
Required Navigation Performance (RNP)

The aircraft navigation system consists two FMS, three IRS and radio navaid sensors. The navigational equipments installed have RNP capability of : RNP-10 capability in oceanic or remote areas Navigation system with GPS PRIMARY BRNAV (RNP-5) capability P-RNAV (RNP-1) For minimum operating equipment on each capability and accuracy criteria consult the appropriate manuals.
2.Flight Deck Layout

1. General 2. Instrument Panel Main Instrument Panel Glareshield Pedestal Overhead Panel 3. Field of Vision Flight Crews Outside Visibility Landing Minimum Visual Ground Segment
A300-600F Flight Deck Layout

1. General
The flight deck work station is designed for two flight crew members, with fully adjustable seats. Two control columns and two sets of rudder pedals are installed in each pilots station for the operation of the flight controls. A third folding seat, attached on the rear panel behind the center pedestal, is provided for an observer. The A300-600F flight deck is arranged in such a way that all the aircraft systems, their logic, switches, and indicators can be easily monitored by two pilots. In addition, a lights out philosophy and push button technology with integrated indicators has made it possible to incorporate all system controls in the overhead panel. The maintenance panel located adjacent to the observer seat is intended for ground use and maintenance actions only.

2. Instrument Panels
The A300-600F is equipped with Electronic Flight Instrument System (EFIS). Electronic Centralized Aircraft Monitoring (ECAM) is also installed and provides extensive aircraft systems information, alerts, and warning at appropriate times throughout each flight phase. The engine instruments are conventional analog type located in the center main instrument panel.

Main Instrument Panel

The main instrument panel includes: Two Primary Flight Displays (PFD) Two Navigation Displays (ND) Two Electronic Centralized Aircraft Monitoring (ECAM) displays Conventional analog back up flight and navigation instruments Conventional analog engine instruments A thrust rating panel

Glareshield
The Glareshield includes: A Flight Control Unit (FCU) Two Electronic Flight Instrument System (EFIS) control panel

Pedestal
The center pedestal mainly includes: Flight Management System (FMS) Control and Display Unit (CDUs) Engine thrust levers Trim wheels Radio and navigation controls

Overhead Panel
In the overhead panel, aircraft systems indications and their respective push buttons are arranged in a logical manner. Apart from a few exceptions, a lights out condition is indicative of normal basic operation. Failures and alerts are presented using the following color of lights.
BLUE GREEN WHITE AMBER RED
Temporarily required system in normal operation Back-up or alternate system selected P/B Switch selection other than normal basic operation Caution indication Alert indication

Overhead Panel

3. Field of Vision
Flight Crews Outside Visibility

3. Field of Vision
Landing Minimum Visual Ground Segment
3. Air Systems
1. Pneumatic System System Description System Architecture Controls and Indications 2. Air Conditioning System Description Controls and Indications 3. Pressurization System Description Controls and Indications 4. Ventilation System Description Controls and Indications
A300-600F Air Systems

1. Pneumatic System
System Description
The pneumatic system supplies high-pressure air to the following systems: Engine starting Air conditioning and pressurization Hydraulic reservoir pressurization Wing anti-icing Potable water tank pressurization There are three bleed air sources: Engine Bleed Air system APU bleed air supply Ground Air Supply Engine Bleed Air system Engine bleed air is taken from the Intermediate Pressure (IP) stage of the engine compressor. At low engine thrust settings, when the pressure of the IP stage is not sufficient bleed air is taken automatically from the High Pressure (HP) stage compressor, via the HP valve. The pressure and temperature of the bleed air from the engines is regulated automatically. The APU bleed air supply The APU can supply bleed air on the ground without restriction and in flight up to 20,000 ft for air-conditioning and up to 15,000 ft for the wing anti-icing. Ground Air Supply There are two HP ground connectors, which can be connected on the ground to supply bleed air to the bleed air system. The bleed air from the ground air supply can be used for engine starting and hydraulic reservoir pressurization.

1. Pneumatic System
System Architecture
To Air Conditioning Packs
Ground connection To Wing Anti-Ice APU
Wing Anti-Ice Valve
Pre-cooler Engine Start Valve Engine Anti-ice Engine HP/IP Bleed
X Feed Valve
Fan Air Bleed

1. Pneumatic System
Controls and Indications
ECAM ENGINE page
ECAM BLEED page
Located in Overhead Panel

2. Air Conditioning
System Description
Bleed air is cooled, conditioned and distributed via the air conditioning system to the individual compartments (flight deck, supernumerary, main deck cargo, avionics and lower deck cargo compartments) and then discharged overboard through outflow valves and fixed vent holes. Hot compressed air from the bleed air system is processed through two air conditioning packs. The air conditioning packs regulate airflow and temperature as required. Part of the unconditioned hot air is taken upstream of the two packs, and directly fed to a hot air manifold. The air supplied to the pressurized compartments is temperature controlled by mixing, for each compartment, cold air with hot air. An emergency ram air inlet located forward of the air conditioning pack 1 cooling air inlet, provides ventilation of the pressurized fuselage with ram air. The opening of the ram air inlet is only authorized in flight when the cabin differential pressure is lower than 1 PSI.
System Architecture

2. Air Conditioning
ECAM COND page
ECAM CRUISE page

3. Pressurization
System Description
System Architecture
The pressurization system maintains the air in the pressurized compartments at a comfortable level of pressure. The cabin pressure is controlled by two independent automatic control systems, which operate the outflow valves electrically. The two automatic systems operate alternately and change over occurs automatically in case of system failure and before each flight. In addition it is possible to control the aircraft pressurization manually. In manual mode the movement of the outflow valves is significantly slower than in automatic mode.

3. Pressurization
Located in Main Inst. Panel
ECAM PRESS page

4. Ventilation
System Description
The ventilation system provides constant flow of air to maintain fresh air in the pressurized compartment and cooling for the electronics equipments. Air is taken from the underfloor areas below the flight compartment and blown by fan through the pressurized compartment. Avionics ventilation is provided by ambient/air conditioning mixed airflow, blown by a fan, upstream of the equipment and then, extracted by, either the cabin differential pressure or a fan. Ventilation of the lavatory is provided from the ambient air in the supernumerary area with extraction through the lavatory to the lavatory ceiling, then directly overboard via a venturi and to the avionic air extraction system.

4. Ventilation

ECAM PRESS page

4. Auto Flight System

1. System Description General Architecture AFS Modes Auto Throttle System AFS-Crew Interface 2. Flight Management System General Architecture Flight Planning Flight plan Management and Guidance
A300-600F Auto Flight System

1. System Description
General
The Auto Flight System (AFS) provides a means of controlling the aircraft on the selected flight path laterally and vertically. The AFS can be used: In manual flying for guidance only in Flight Director (FD) mode, In Control Wheel Steering CWS mode with Auto Pilot (AP) engaged, or For automatic control in Auto Pilot (AP) engaged in CMD mode. The AFS is designed to control the aircraft: On the selected flight path (AP/FD vertical and lateral guidance) Speed (AP/FD or A/THR) Engine thrust (A/THR)

Architecture
The primary flight controls are actuated by hydraulic servo controls, which are commanded either mechanically in FD mode or by the AP actuators if the AP is engaged. With the AP engaged in CMD or CWS mode, the AP actuators are electrically commanded via the FCC. The AP yaw actuator is active only when the AP is engaged in CMD and slats are extended. When flight controls are commanded by AP actuators, feedback movement is provided to the control column, control wheel and rudder pedals. The AP actuators are hydraulically powered by: Green hydraulic system AP1 actuators Yellow hydraulic system AP2 actuators The AFS has the following subsystem: Two Flight Control Computers (FCC); FCC1 for AP1/FD1 and FCC2 for AP2/FD2 Two Thrust Control Computers (TCC); to compute engine thrust limits Two Flight Augmentation Computers (FAC); to control the Yaw Damper System, pitch trim system, and flight envelope protection functions

Auto Throttle System

The Auto Throttle System (ATS) provides the following functions: Computation of the thrust limit for the selected limit mode and display on the TRP Auto thrust (A/THR) function by acquiring and maintaining selected speed, selected thrust limit, or target thrust Angle-of-Attack protection by applying automatically the thrust limit corresponding to the limit mode selected on the TRP The thrust limit value for the thrust limit mode selected on the TRP is computed by the TCC in N1 (for GE engine) or EPR (for PW engine). The value is displayed on the TRP THR LIMIT window as well as on the N1 or EPR indicators (amber bug). The thrust limit is computed for all flight phases. The A/THR controls the engine thrust in response to inputs from the FCU or FMS.
TRP
N1 or EPR Amber Bug
A/THR mode

AFS Modes
The selection of the AP/FD modes is performed on the FCU. The status of the corresponding vertical and lateral modes, as well as of the associated A/THR mode, is displayed on the FMA. The basic AP/FD modes are V/S (vertical speed) for vertical mode and HDG (heading) for lateral mode. Some AP/FD modes can be armed before being engaged. A mode is armed following a manual or automatic selection, until the conditions for engagement are met.
The FMA is the main interface between the flight crew and the AFS in order to confirm the engagement and status of the selected A/THR and AP/F modes. The FMA is divided into five separate columns and color codes are used to indicate the status of the AP/FD and A/THR modes.

AFS Modes
The ATS and A/THR can be engaged in the following modes :
FMA Indication Mode
Mode function ATS is armed but no A/THR mode is engaged, throttle MAN THR Manual Thrust levers must be set manually Maintains the Thrust Limit (THR LIM) as selected and THR Thrust displayed on the TRP THR SPD MACH Auto throttle system is declutched during takeoff, but Thrust Armed remains armed in order to declutch after takeoff Speed Mach Maintains the selected speed
P.THR P.SPD RETARD A/THR
Maintains the selected Mach number Maintains the Thrust Limit/Target Thrust directed by the Profile Thrust FMS, as indicated on the TRP (TRP in AUTO) Profile Speed Maintains the target speed directed by the FMS. Reduces throttle levers to 5 throttle lever angle (TLA), then Retard the Auto throttle system declutches (A/THR blue) Auto throttle system is declutched but remains armed in A/THR Armed order to declutch at level-off Sets and maintains the Thrust Limit (THR LIM), as selected and displayed on R the TRP, following the activation of the angle-of-attack protection
THR L
Thrust Latch

AP/FD Vertical/Lateral Combined Modes

The AP/FD can be engaged in the following modes : Vertical modes
FMA Indication V/S SRS SPD MACH ALT ALT* ALT G/S
Mode
Mode function
Associated A/THR Mode SPD or MACH THR THR (climb) RETARD (descent) THR (climb) RETARD (descent) In accordance with the engaged vertical mode SPD or MACH SPD or MACH In accordance with the engaged vertical mode SPD SPD In accordance with the engaged vertical mode P.THR P.SPD In accordance with the engaged vertical mode P.THR then RETARD or P.SPD
Vertical Speed Acquires and maintains the selected V/S Speed Reference System Maintains a reference speed for takeoff or go-around Speed Mach Altitude hold Armed Altitude hold Capture Altitude hold G/S Armed G/S Capture G/S Track Profile Climb Armed Profile Climb Profile Altitude hold Profile Descent Armed Profile Descent Maintains the selected speed. Maintains the selected Mach number. Arming phase of ALT mode Capture phase of ALT mode Maintains the selected altitude Arming phase of GS mode Capture phase of GS mode Tracks the Glideslope beam Arming phase of P.CLB mode In PROFILE mode, maintains the climb speed and path directed by the FMS In PROFILE mode, maintains the selected altitude Arming phase of P. DES mode In PROFILE mode, maintains the descent speed, flight path or vertical speed directed by the FMS.
GS* GS P.CLB P.CLB P.ALT P. DES P.DES

AP/FD Vertical/Lateral Combined Modes

Lateral modes
FMA Indication HDG HDG/S HDG/S RWY NAV NAV
Mode
Mode function
Heading Maintains the present aircraft heading Heading Select Armed Arming phase of HDG/S mode (only when HDG/S is armed for take-off) Heading Select Acquires and maintains the selected heading Runway Navigation Armed Navigation VOR Armed Tracks the selected localizer course to maintain the runway centerline during takeoff up to 30 ft (then NAV, HDG/S or HDG engages automatically) Arming phase of NAV mode Maintains the FMS F-PLN track Arming phase of VOR mode
VOR VOR* VOR LOC LOC* LOC
VOR Capture Capture of the selected VOR radial/course VOR Track Localizer Armed Localizer Capture Tracks the selected VOR radial/course Arming phase of LOC mode Capture phase of LOC mode
Localizer Track Tracks the selected Localizer course


AFS Combined Modes

FMA Indication LAND FLARE Mode Land Track Flare Mode function Localizer and glide slope tracking below 400 ft RA Flare and runway alignment guidance De-rotation and roll out guidance Go-around guidance, using SRS and HDG modes Associated A/THR mode SPD SPD then RETARD MAN THR THR
ROLL OUT Rollout GO AROUND Go Around

AFS-Crew Interface
The flight crew interfaces with the AFS via: Flight Control Unit (FCU) Flight Management System (FMS) Primary Flight Display (PFDs) Thrust Rating Panel (TRP) PITCH TRIM/YAW DAMPER/ATS engagement unit AP instinctive disconnect pushbuttons ATS instinctive disconnect pushbuttons Go-levers The FCU and the Flight Mode Anunciator (FMA), displayed PFDs, are the primary flight crew interface with the AFS. The FCU enables the flight crew to engage the AP, FD and A/THR modes and select guidance target values. The FMA enables the flight crew to confirm the engagement of the selected AP, FD and A/THR modes.

AFS- Crew Interface

2. Flight Management System
General
The Flight Management System (FMS) assists the flight crew by providing the following functions: Flight plan constriction Flight plan management and guidance Navigation Performance management and optimization Predictions Advisory

Architecture
The FMS consists of: Two Flight Management Computers (FMCs) Two Control Display Units (CDUs), one for each pilot
Each FMC has it own performance and navigation database. The performance database contains the aircraft aerodynamic and engine data. The navigational database contains ground navigation aids, waypoints, airways, and airports defined by their identifiers.

Mode of Operation There are two FMS modes of operation: Dual mode Independent mode The dual mode is the normal mode of operation. The two FMCs synchronize with each performing its own computations and exchanges data with the other through a crosstalk bus. In dual mode one FMC is the master the other is slaved. The master FMC manages the critical functions and sends orders to the slaved FMC. The engaged AP or FD determines the master FMC: If only one AP is engaged, the related FMC is the master If both APs are engaged, FMC1 (captains side) is the master
In independent mode, each FMC operates independently and processes its own CDU inputs. The FMS reverts to the independent mode of operation if there is a discrepancy between certain parameters. The FMS interfaces with the Auto Flight System, the Navigation systems, the Flight Instruments and several other computers.

Flight Planning
The primary propose of the FMS is to assist the flight crew with flight planning. The flight crew can enter via the CDUs the flight plan. This flight plan includes: A lateral trajectory with a complete departure, cruise and arrival, waypoints that are linked. A vertical trajectory with the cruise altitude to be flown and the temperature and wind information associated. In order to make performance computations and flight plan predictions, the flight crew has to enter Zero Fuel Weight (ZFW), Zero Fuel Center of Gravity (ZFCG), block fuel, cost index. When all of the necessary data is entered, the FMS computes and displays the speed, altitude, time, and fuel predictions that are associated with the flight plan.
These predictions are continuously updated throughout the flight depending on: Revisions to the lateral and vertical flight plans Current winds and temperature Actual position versus lateral and vertical flight plans Current guidance modes

Flight Plan Management and Guidance

The FMS sends commands to guide the aircraft along the inserted flight plan when coupled with the Auto Flight System. The FMS can be coupled to the AFS in three modes: NAV, PROFILE, and AUTO modes When the FMS is coupled with the AFS : In NAV Mode lateral steering commands are sent to the AFS. In PROFILE mode vertical steering commands and thrust target are sent to the AFS. In AUTO mode the FMS automatically selects the thrust limit mode and displays the target thrust on the TRP. When both NAV and PROFILE modes are selected the aircraft can be flown with full automation along the inserted flight plan. The FMS provides advisory information when AFS is not coupled.
5. Communication
1. System Description General Radio communication system Aircraft Communication Addressing and Reporting System (ACARS) Interphone system 2. Controls and Indications
A300-600F Communication
General
The aircraft communication system and equipments installed in the aircraft are adapted to meet operators requirements. Therefore it is possible the equipments and their locations described in this chapter may differ from your individual aircraft. The aircraft communication system consists of radio communication system and the interphone system.
Radio communication system

The radio communication system enables communication externally between aircraft to ground and aircraft to aircraft. These include: VHF and HF (optional) Selective calling (SELCAL) Aircraft Communication Addressing and Reporting System (ACARS) (optional) The center pedestal provides the location for the VHF radio controls and the overhead panel for the HF radio controls. Also located in the center pedestal, two audio integrating panels enable the flight crew to select transmission and reception of radio and NAVAID identification.
The SELCAL enables the flight crew to receive calls only addressed to them from a ground station in a specific radio (VHF or HF). Each individual aircraft have an assigned SELCAL identification code. Visual and aural indication alerts the crew of incoming calls.
Aircraft Communication Addressing and Reporting System (ACARS)

ACARS is a data link system, which enables exchange of data, and messages between an aircraft and a ground based operation station, over an ARINC VHF radio network. The ACARS system is optional equipment and different configurations may also exist to meet each operators requirement. The following interfaces may be connected to the ACARS system: ACARS printer VHF3 control panel FMS (Flight Management System) DFDAU (Digital Flight Data Acquisition Unit)
Interphone system
The Interphone system enables communication internally between the two-flight crew; flight crew and the ground crew; and between flight crew and the supernumerary. The interphone system consist of: Flight Interphone Service interphone and call system Supernumerary communication
2. Controls and Indications
Radio Communication Control
Service Interphone Control
6. Electrical System
1. System Description AC Power Generation DC Power Generation Emergency Power Generation 2. Electrical Power Distribution Normal Operation Abnormal Operation 3. Controls and Indications
A300-600F Electrical System

AC Power Generation
Engine-Driven Generators Normal AC power is supplied by the two-engine driven Integrated Drive Generator (IDGs). Each respective engine drives an IDG rated at 90kva, 115V and 400Hz. Under normal operation each IDG supplies its respective AC bus (IDG 1 supplies AC BUS 1; IDG 2 supplies AC BUS 2). APU Generation A third generator is driven by the Auxiliary Power Unit (APU). It supplies electrical power on the ground when engines are not running and in flight to replace a failed engine generator. Similar to the engine generators the APU generator is rated at 90kva, 115V and 400Hz. External Power An external power receptacle, located aft of the nose gear, allows connection of a 3-phase 115/200V 400 Hz. The External Power can supply power to all busses when the aircraft is on the ground.

DC Power Generation
Transformer Rectifiers The DC electrical system in normal operating condition is powered by the AC electrical system through three identical Transformer Rectifiers (TR). The TRs convert 115 V/ 400 Hz AC power from AC BUS 1 and 2 and the AC ESS BUS into 28V DC power. Batteries Contained in fireproof boxes in the under floor avionics compartment three batteries, supply the DC system if AC power is not available. Each battery has a nominal capacity of 25 Ah.
Emergency Power Generation

In an emergency, (i.e.. loss of both engine and APU generators) a standby generator (if installed) can supply both AC and DC power provided the green hydraulic system is available. The STBY GEN supplies power to DC ESS BUS, AC ESS BUS, and AC EMER BUS. The STBY GEN is rated as follows: AC output: 5 kVA, 115 V, 400 Hz DC output: 50 A, 28 V (24 to 30 V)

2. Electrical Power Distribution
Normal Operation
AC electrical distribution network consists of four main busses. Under normal operation, the busses are supplying power as follows: AC BUS 1, normally supplied by GEN 1 AC BUS 2, normally supplied by GEN 2 AC ESS BUS, normally supplied by AC BUS 1 AC EMER BUS, normally supplied from AC ESS DC electrical distribution network consists of two main 28V busses. The three TRs supply power to the busses under normal operation. DC NORM BUS, normally supplied by TR 1 and TR 2 DC ESS BUS, normally supplied by ESS TR Both APU GEN and External power can supply the entire network. On the ground, when both engines are not running, external power has priority over APU GEN.

2. Electrical Power Distribution
Abnormal Operation
In abnormal electrical configuration, (loss of normal power supply) the electrical network automatically reconfigures to ensure that the remaining power sources continue to supply as many buses as possible. Any one of the three generators can supply the entire electrical network for aircraft electrical requirements, except the MAIN galley. In case of one engine generator failure: the remaining generator takes over until APU GEN is available. In the case of all engine generators failure: the APU is capable of supplying electrical power up to the maximum aircraft operating altitude. In the case of all generator failure (both engine and APU) the STBY GEN (if installed) can supply power to the DC ESS BUS, part of the AC ESS BUS, and the AC EMER BUS. If STBY GEN is not installed or available, the three batteries can supply power to the DC ESS BUS and the AC EMER BUS.

7. Fire and Smoke Protection

1. General 2. System Description Engines APU Avionics Main Deck Cargo Lower Deck Cargo
A 300- 600 F Fire and Smoke Protection

1. General
The A300-600F fire and smoke protection include: Fire detection and extinguishing for the Engines, APU, and Lower Deck cargo compartment and; Smoke detection for Main deck cargo compartment and Avionics. In addition, portable fire extinguishers are installed in the flight compartment and supernumerary area.
A 300- 600F Fire and Smoke Protection

Engines
The engines fire detection system is equipped with Two identical detection loops, A and B, mounted in parallel A Fire Detection Control Unit (FDCU) If a loop fails, the FDCU generates a LOOP warning (amber). The FIRE warning (red) is generated when a fire or dual loop failure is detected. Each engine is equipped with a fire extinguishing system consisting of two extinguisher bottles for each engine. The bottles are located in the engine pylon and the controls are located in the overhead panel.

APU
The APU is equipped with similar fire detection system as the engines. However, extinguishing system consist only one extinguisher bottle. In addition to the cockpit controls and indications (located in the overhead panel), external controls and warning are installed in case of APU fire during ground operation.

Avionics
Avionics smoke detection is provided by smoke detectors installed in three ventilation ducts to detect the presence of combustion gases. Main avionics compartment Cockpit instrument panels Minimum equipment bay When a smoke warning is triggered, a fan installed in the avionics compartment provides olfactory confirmation of smoke via a sniffer located at the F/Os side console.

Main Deck Cargo

In the main deck cargo compartment, smoke detection system is installed in three sections of the compartment; MID 1, MID 2 and AFT. In each section, two independent loops (loop A and B) consisting in eight detectors are installed. When smoke is detected on MID 1, MID 2 or AFT cargo, the ventilation is cut off. The fire self-extinguishes by lack of air.

Lower Deck Cargo

In the lower deck (FWD, AFT and BULK) cargo compartments, smoke detection and fire-extinguishing systems are installed. In the FWD and AFT compartments, two independent loops (loop A and B) consisting in four detectors are installed, while in the BULK compartment, two loops with one detectors are installed. The fire-extinguishing system for the lower deck compartments is provided by two bottles of extinguishing agents. Each bottle has two discharge heads with squibs, one squib for the FWD, one squib for the AFT and BULK cargo compartments. When activated, bottle 1 will discharge its content into a selected compartment at once while bottle 2 is fitted with metered discharge.
8. Hydraulic System
1. System Description Hydraulic Power Generation System Architecture Ram Air Turbine 2. Controls and Indications
A 300-600F Hydraulic System

The hydraulic system consists of three independent systems (BLUE, GREEN, YELLOW) that operate simultaneously. Each system is supplied from its own hydraulic reservoir. Under normal operating condition the systems are pressurized by four identical hydraulic engine driven pumps, two on each engine to approximately 3000 psi. In the event of low pressure, the hydraulic system will automatically adjust to give priority to main flight controls and brakes.
Hydraulic Power Generation

Four engine driven pumps pressure the three hydraulic systems in normal operation condition: Two pumps pressurize the GREEN system, driven by one on each engine One pump pressurize the BLUE system, driven by engine 1 One pump pressurize the YELLOW system, driven by engine 2
Three electrical pumps are available in case of engine driven pumps failure: Two electrical pumps in GREEN system One electrical pump in YELLOW system Power Transfer Units (PTUs) are used in flight if a pump fails in the BLUE or YELLOW system. Power is transfer from the GREEN system to the BLUE or YELLOW system. Note that there is no fluid transfer between the three hydraulic systems. A hand pump on the ground can pressurize the YELLOW hydraulic system, if system is not pressurized, to operate the cargo doors.

System Architecture

Ram Air Turbine

The Ram Air Turbine (RAT) consists of a self-regulating hydraulic pump driven by a constant speed propeller. The RAT supplies emergency hydraulic power up to 2800 psi for aircraft control, if two or all three hydraulic systems fail. When extended into the air stream, it pressurizes the YELLOW hydraulic system. The RAT is stowed in a compartment in the lower right wing root adjacent to the right main gear. Two RAT handles are installed, in the cockpit one on each side console. Operation of either handle mechanically unlocks the RAT extended into the air stream.

ECAM HYDRAULIC page
9. Flight Controls
Flight Deck and System Briefing for Pilots 1. System Description General Operation Pitch Controls Roll Controls Yaw Controls Slats and Flaps Spoilers 2. Controls and Indications
A 300-600F Flight Controls

General
The flight controls, powered by the three hydraulic systems consists of primary and secondary flight controls. Primary flight controls The primary flight controls, control the aircraft according to the three axes (roll, pitch and yaw) and fulfill the auxiliary functions. The primary flight controls are: Two Ailerons one on each wing Five outboard spoilers on each wing (spoilers 3 to 7) Two elevators Trimmable horizontal stabilizer (which provide pitch trim) Rudder Secondary flight controls The secondary flight controls are lift and drag augmenting devices and includes on each wing: Spoilers 1 to 5 for speed brake function Spoilers 1 to 7 for ground spoiler function Three single slotted Flaps Three slates One Krueger flap One notch flap

Operation
Primary and secondary flight control surfaces are operated by hydraulically powered servo-actuators. Each actuator is supplied by one of the three independent hydraulic systems. The primary flight control surfaces, the ailerons, the elevator and the rudder are powered by the three independent hydraulic systems. If two hydraulic systems depressurize, the remaining hydraulic system can provide safe aircraft control throughout the entire flight envelope. A priority valve in each hydraulic system closes when the pressure drops below approximately 1900 PSI in order to preserve the continued operation of the primary flight controls.

Pitch Controls
Pitch control is achieved by moving two elevators, through a mechanical linkage via the Captain and First Officer control columns. The elevators are hinged on the Trimmable Horizontal Stabilizer (THS). The left and right elevators are connected via coupling/uncoupling unit and move together. The autopilot pitch actuator is connected to the left elevator. When one or both AP are engaged, the AP actuator drives the elevators. Two independent artificial Pitch Feel systems, controlled by the Feel and Limitation Computers (FLC), provide increasing pitch control feel above 125 kt. Pitch trim is provided by the THS. The THS is operated by two independent hydraulic motors (GREEN and YELLOW hydraulic systems). The THS can be commanded: by the electric trim using either trim switches (rocking levers) located on the control wheels, or by turning manually either trim wheel on the center pedestal. When one or both AP are engaged, the THS are automatically, commanded by the Auto trim function.

Roll Controls
The roll control is achieved by moving the ailerons and five roll spoilers via the control wheels. Pilot inputs on the control wheel are sent to the aileron actuators via dual parallel mechanical control systems. The ailerons also droop downwards by approximately 10 to improve the aerodynamic characteristics when the slats extended. An aileron trim enables to trim the aircraft in wing-level condition using the aileron trim switches. Aileron trim is indicated on a scale on top of each control wheel. Roll spoilers are used for roll control only if the control wheel is moved beyond a given threshold.

Yaw Control
The yaw control is achieved by the rudder. The rudder is controlled by 3 actuators, which are commanded by a single cable running from the rudder pedals. Additional inputs to the rudder comes from the rudder trim and the two yaw dampers. The AP yaw actuator is connected to the rudder mechanical control system. When one or both AP are engaged, provided slats are extended, the AP actuator drives the rudder. The AP rudder deflection is transmitted back to the rudder pedals. A spring-loaded rod provides rudder artificial feel. The yaw damper ensures the following functions: Dutch roll damping, Turn coordination, Yaw compensation in case of engine failure.

Slats and Flaps

There are three slotted flap and three slats per wing. Associated with the slats are kruger and notch flaps located on the leading edge of each wing, inboard of the inner slat section. The slats and flaps are electrically controlled by two identical Slats Flaps Control Computers (SFCC) and actuated hydraulically. Each SFCC includes one slats and one flaps control channel (SYS 1 and SYS 2). The 5-position SLATS/FLAPS control lever, located on the right side of the center pedestal, electrically controls the slat, and flap operation. Three slat positions can be selected (0, 15 and 30) Four flap positions can be selected (0, 15, 20 and 40 )

Spoilers
There are 7 spoilers per wing which are electrically controlled and hydraulically actuated. In flight, the 5 inner spoilers (No 1 to 5) on each wing are used as speed brakes and the 5 outer spoilers (No 3 to 7) are used as roll spoiler. On the ground, all spoilers are used for braking. Each spoiler is powered by one actuator supplied by the BLUE, GREEN or YELLOW hydraulic system.

ECAM FLIGHT CONTROL page
Main Instrument Panel
Located in Center Pedestal
10. Landing Gear

1. System Description Landing gear Braking System Steering System 2. Controls and Indications
A 300-600F Landing Gear

Landing Gear
The A300-600F has a hydraulically operated tricycle gears. Each main gear assemblies consist of a four-wheel twin bogie, a mechanical door and hydraulic/nitrogen shock absorber. The nose gear assembly consists of two wheels, hydraulic/nitrogen shock strut and a mechanical door. Both the main and nose gear bays have hydraulically operated doors which encloses the bays when the landing gear is both fully retracted and fully extended.

Normal Operation The landing gear and doors are hydraulically operated by the GREEN hydraulic system. The electro-valve and the sequence-valve direct the GREEN hydraulic pressure for the retraction and extension of the gears and doors. The landing gear is locked in the down position hydraulically to prevent it from collapsing. Two independent systems energized by different electrical system check the position of the landing gear. The indication and the controls are located on the center instruments panel and overhead panel. Landing Gear Gravity Extension In the event of normal extension system failure the landing gear can be extended mechanically from the flight compartment by means of a crank handle. Rotation of the handle releases the door and the gear up locks. The gear extension is then gravity assisted. The main gear is locked in the down position by springs forces and the nose gear by aerodynamic forces. An independent electrically energized system check and displays main gear down lock position in the overhead panel. A visual down lock indicator is installed for the nose gear in the in the avionics compartment. The landing gear doors remain open.

Braking System
Each of the eight wheels on the main gear assembly is fitted with an antiskid braking system. Each main wheel has multi-disk brakes operated by two independently supplied sets of pistons; one set supplied by the GREEN hydraulic system for normal braking and the other by the YELLOW hydraulic system for alternate braking. The brakes can be applied either manually or automatically via the auto brake. Brakes can also be applied by the parking brake handle, which deactivates the other braking modes and the antiskid system.
The antiskid braking system provides maximum braking efficiency, by preventing the wheels from locking and protecting the tires. The three position (NORM/ON, ALTN/ON, ALTN/OFF) can be selected on the center instrument panel to switch from the GREEN system to the YELLOW system.

Steering System
The steering system provides directional control of the aircraft on ground. The GREEN hydraulic pressure powers the steering system by a means of servomechanism and is controlled mechanically from the flight compartment. The steering control wheel allows a maximum of 65 nose wheel steering angle while the rudder paddles allow 6.

ECAM WHEEL page
11. Fuel System

1. System Description Fuel Tanks Trim Tanks and CG Control System Deactivation of Center and Trim Tanks 2. Engine and APU Feed 3. Controls and Indications
A 300-600F Fuel System

Fuel Tanks
Two outer and two inner wing tanks and one center tank are installed as standard in all A300-600F aircraft. Optional trim tank in the horizontal tail stabilizer or one or two additional center tanks could be installed based on operators requirements. The wing tanks supply the engine on their respective side. The center tank supplies both engines simultaneously. APU fuel is supplied from the left side of the crossfeed manifold. The engines and APU may be crossfed from any tank. The fuel tanks are fitted with water drain valves and extra volume for thermal expansion. Vent/surge tanks are installed at the tip of each wing to prevent tank overpressure. Each inner and outer tank is connected to the vent tank located in its respective wing, and center tank is connected to the left wing vent tank. The additional center tanks, if installed, are vented into the center tank. Additional overpressure protection for each inner, center, and vent surge tank is provided by carbon safety disks (burst disks) which rupture if the tank becomes over pressurized or under pressurized.

Trim Tanks and CG Control System
To increase fuel tank capacity a trim tank system may be installed as an option. The trim tank has its own vent / surge tank. The trim tank also helps decrease fuel consumption by reducing drag during cruise using the Center of Gravity Control Computer (CGCC). The CGCC maintains the aircraft CG close to the certified aft limit by transferring fuel from the center or inner tanks to the trim tank, or forward from the trim tank to the center tank. The CGCC has three main functions: To computes the aircraft CG and Gross Weight (GW) which are displayed on the ECAM To monitor the aircraft CG and maintaining the CG target To control fuel transfer to and from the trim tank in order to maintain the CG target The CG control computer has three modes of operation: normal, alternate and fault mode. In fault mode the automatic CG control is lost, and crew must manually transfer forward the trim tank fuel.

Deactivation of Center and Trim Tanks
To allow the Max Payload operation the center tank and trim tank are deactivated by the operation of a dedicated switch.The deactivation or the reactivation of the switch is to be carried out only with the aircraft on ground. The switch has two positions: payload mode and range mode. In RANGE MODE: The fuel system controls operate normally All tanks can be refuelled and defuelled Trim tank system operates normally In PAYLOAD MODE The center tank refuel/defuel valve and the trim tank refuel/defuel valves are prevented from opening during refueling. Only the wing tanks may be re-fuelled in this mode. Aft transfer of fuel from inner tanks to trim tank for CG control is inhibited. When PAYLOAD MODE is selected, PAYLOAD MODE status is displayed on the ECAM MEMO page along with associated warning light.

2. Engine Auto Feed
In each fuel tank, there are two electrical fuel pumps running at the same time in normal operation, however only one pump can supply fuel to an engine at maximum thrust. From the fuel tanks, fuel is supplied through four isolation valves to the left and right sides of the fuel crossfeed line. The inner and center tank pumps pressure is higher than the outer pump pressure to ensure that the center tank and inner tanks supply fuel before the outer tanks. Center and inner tank pumps operation is automatically controlled by the Fuel Auto feed. To activate the Auto feed mode, at least one pump on each inner and center tank must be selected in the normal position. The outer tank pumps operation is only manual; when outer tank pump pushbutton switch is pressed in, the associated pump operates continuously.
Provided there is enough fuel in the center tank, the automatic fuel feed follows the following sequence.

ECAM FUEL page
12. Flight Instrument

1. General 2. Architecture 3. Electronic Flight Instruments System (EFIS) Primary Flight Display Navigation Display Control Panel 4. Standby Instruments
A 300-600F Flight Instrument

1. General
The flight instruments include the following equipments: Electronic Flight Instruments System (EFIS), Primary Flight Display (PFD) Navigation Display (ND) Main Altimeters, Vertical Speed Indicators, Standby Airspeed Indicator, Standby Artificial Horizon, Standby Altimeter
Integrated Standby Instrument System (ISIS) is an optional instrument installed based on operator requirement and regroups the three conventional standby instruments.

2. Architecture
Three Symbol Generator Units (SGU) generates information displayed on the PFD and ND. SGU 1 supplies the CAPTs PFD and ND, SGU 2 supplies the F/Os PFD and ND, SGU 3 is standby The SGUs receive data from different sources for display. The primary data sources for the flight instruments are the Air Data Systems (ADSs) and the Inertial Reference Systems (IRSs). The ADSs provide data for airspeed, altitude and temperature indications. Each ADS receives data from a pitot probe, a temperature probe, an alpha probe and two static ports.
The IRSs primarily provide attitude and heading data for display. The Flight Management Systems (FMS) and the Auto Flight System (AFS) send AP/FD and navigation related data to the SGUs for display.
3. Electronic Flight Instruments System (EFIS)
The Electronic Flight Instrument System (EFIS) provides the flight crew with data needed for flight path and navigation control. The EFIS data are displayed on four Cathode Ray Tubes (CRT). The upper CRTs are used for Primary Flight Displays (PFD) and lower CRTs for Navigation Displays (ND).
Primary Flight Display

The Primary Flight Display (PFD) provides the following information in five separate areas: Flight Mode Annunciator (FMA), Airspeed (selected speeds, IAS, speed trend arrow, green dot speed or S speed or F speed, VLS, VSS) Attitude (pitch, Roll and heading scales), guidance (Flight Director) and Radio Altitude, Vertical deviation from selected altitude or glide slope Lateral deviation from a localizer beam, if selected
Navigation Display (ND)

The Navigation Display (ND) provides information related to both the lateral and vertical navigation. Several types of ND displays can be selected on the EFIS control panel: ROSE, ARC, MAP or PLAN. The ND provides: Aircraft track and heading Both raw and computed navigational information Navigational aids, Airport, waypoints Speed (GS, TAS and wind velocity) Weather radar
Control Panel
Two EFIS control panels are located on the glareshield, one for each flight crew. The EFIS allows the flight crew to select: Decision Height ND mode (ROSE, ARC, MAP or PLAN) ND range Navigational aids, Airport, waypoints

4. Standby Instruments
The standby flight instruments include airspeed indicators, altimeter, and artificial horizon. The two Standby Airspeed Indicators (ASI) one for each flight crew are supplied with standby static and standby pitot pressures. The standby altimeter is supplied from the standby pitot-static. Both the standby airspeed indicators and the altimeter do not require electrical power to operate. The artificial horizon is supplied by the DC ESS BUS and provides backup attitude reference in the event of loss PFD attitude reference. It also displays ILS information. The Integrated Standard Instrument System (ISIS) an optional instrument that regroups the three standby instruments. Similar to the three conventional standby instruments, the ISIS is supplied by the standby pitotstatic system.
13. Navigation
1. Inertial Reference Systems (IRS) 2. Navigational Aids 3. Surveillance Traffic Collision Avoidance System (TCAS) Weather radar Ground Proximity Warning System (GPWS)
A 300-600F Navigation
1. Inertial Reference Systems
The aircraft is fitted with three Inertial Reference Systems (IRS) to calculate attitude, heading, aircraft speed, position, track and wind. Each IRS consists of an Inertial Reference Unit (IRU) and Mode Selector Unit (MSU). A single Inertial Sensor Display Unit (ISDU) on the overhead panel displays IRS data from any of the three IRSs and allows the flight crew to enter present position coordinates for IRS alignment.
The three IRSs send data to the various aircraft systems including: To the Primary Flight Displays (PFDs) with pitch, roll and heading To the Navigation Displays (NDs) with magnetic heading, ground track, ground speed and wind data Flight management System Auto flight system
2. Navigational Aids
The radio navigational aids sensor and controls installed in this aircraft includes: ILS, VOR/DME, ADF (optional) and Marker Beacon. Two ILS receivers and a single ILS control panel are installed on the center pedestal. Glide slope and localizer deviations are displayed on the PFD and ND. The standby horizon ILS information is provided by ILS 1 receiver.
Two VOR/DME systems and one Marker Beacon system are installed on the aircraft. Each VOR receiver has a VOR/DME control panel located at the front of the center pedestal. VOR information is displayed on the ND in ROSE or ARC modes. Normally, VOR 1 supplies the Captains ND and VOR 2 supplies the first officers ND. VOR 1 and 2 raw data are also displayed on both the Captain and first officers RMI.
3. Surveillance
Traffic Collision Avoidance System (TCAS).

TCAS system can vary from aircraft to aircraft. The TCAS detects and displays surrounding aircraft that have a transponder. It calculates potential collision threats and generates associated advisories. TCAS generates three types of advisories: Proximate Advisory (PA) (if installed) Traffic Advisory (TA), when intruder is approximately 40 seconds from the closest point of approach and considered a potential threat Resolution Advisory (RA), when intruder is approximately 25 seconds from the closest point of approach and considered a potential threat When a threat is detected appropriate audio message is triggered and a vertical speed target range is displayed on the VSI as guidance to conduct the evasive maneuver.
3. Surveillance
Weather Radar
Aircraft is fitted with weather radar that includes Predictive Windshear detection. Second weather radar could be installed as an option. The weather radar system provides the crew with a colored coded visual display of precipitation levels for ranges up to 240NM ahead of the aircraft, and 60 either side of the aircraft heading. The weather radar image is display on the ND on either ARC or MAP mode. When the Predictive Windshear system detects windshear, below 1500 ft AGL, a warning, caution or advisory message appears on the ND. Predictive windshear warnings and cautions are associated with aural warning.
3. Surveillance
Ground Proximity Warning System (GPWS) The GPWS alerts flight crew of potential hazardous terrain collision and incorrect landing configuration. A visual and audio warning alerts the flight crew the following situations: Excessive sink rate Excessive terrain closure rate Descent after take-off Inadvertent proximity to terrain Descent below ILS glide slope
14. Engines
1. System Description - General - Thrust Computation and Control - Thrust Reverser 2. Controls and Indications
A 300-600F Engines
General The A300-600F is equipped with two axial-flow highbypass, turbofan engines mounted underneath the wings. An accessory gearbox mounted in the compressor case, drives the various accessories necessary for the operation of the aircraft. Two types of engine options are available to power the A300-600F: The General Electric - CF6-80C2A5F at a nominal thrust rating of 61 500 lb Or the Pratt & Whitney - PW 4158 at a nominal thrust rating of 58,000 lb
A 300-600F Engines
Thrust Computation and Control

Engines equipped with Full Authority Digital Engine Control (FADEC): Each engine has one FADEC with two fully independent control channels. Each channel has its own dedicated and separate power supply, input, and output circuits. Redundancy is provided by cross-talk facility between the two channels. The FADEC and the Thrust Control Computer (TCC) are responsible for thrust management. The TCC computes EPR* or N1* limit according to the mode selected on the Thrust Rating Panel (TRP).
The FADEC computes the EPR* or the N1* command from the throttle lever angle and other data inputs by controlling fuel flow to the engines. The TCC is a component of the Auto Flight System (AFS) thus the auto throttle is controlled by TCC signals. The FADEC provides: Basic engine control function (starting, idle and acceleration) optimizes engine efficiency by controlling air bleed, and clearance control, provides engine protection (critical speed and pressure limiting, thrust limiting, and over boost protection) maintenance information
Note: EPR * on Pratt & Whitney engine N1 * for General Electric engine
A 300-600F Engines
Engines without FADEC: Each engine has its own Mechanical Engine Control (MEC), which is responsible for the basic operation of the engine. It modulates fuel flow according to the throttle control lever signal and the N1 or N2 governor order. The Power Management Control (PMC) is an electronic system responsible for power management. It computes the N1 command from the throttle lever angle signal.
The PMC: Displays the N1 actual and N1 command valued on the indicator, Down trims the maximum Takeoff N1 and Maximum climb N1 values to corresponds to a fix throttle lever position.
A 300-600F Engines
Thrust Reverser
The thrust reversers are actuated pneumatically. The reverse system has two modes of operation: Deploy and Stow. Two safety features are available in the case of uncommanded thrust reverser deployment: Auto re-stow function, Automatic throttle lever reduction to idle
No the 3rd line of defense is mandated by AD
A 300-600F Engines
2. Control and Indications
Engine Controls
A 300-600F Engines
Engine Indications
A 300-600F Engines
ECAM CRUISE page ECAM ENGINE page
15. Auxiliary Power Unit (APU)

1. System Description 2. Controls and Indications
A 300-600F Auxiliary Power Unit

The Auxiliary Power Unit (APU) is a self-contained unit, which provides pneumatic and electrical power: On ground: Electrical power via a generator Bleed air for engine start and air conditioning During Takeoff: Bleed air for air conditioning and wing anti-icing In Flight: Back-up electrical power up to 40,000 ft Back up bleed air for air conditioning and engine start up to 20,000 ft Wing anti-icing up to 15,000 ft
On the ground the APU can be started either by using the aircraft batteries, external power, or normal aircraft electrical supply. In flight, the APU can be started using normal aircraft electrical supply up to 40,000 ft and by aircraft batteries up to 20,000 ft. The APU uses aircraft fuel from the wing tanks. A full authority digital electronic control, the Electronic Control Box (ECB), monitors and controls the operation of the APU and displays the applicable information on the ECAM. The ECB: Sequences and monitors the APU start and shutdown Sequences and monitors automatic emergency APU shutdown Monitors the operating parameters of the APU (RPM and EGT) Monitors the APU bleed air
A 300-600F Auxiliary Power Unit

ECAM APU page
16. Electronic Centralized Aircraft Monitor (ECAM)

1. System Description General Architecture Operation Color Codes 2. Controls and Indications
A 300-600F Electronic Centralized Aircraft Monitor

General
The Electronic Centralized Aircraft Monitor (ECAM) provides essential information to the flight crew throughout the flight in both normal and abnormal situation. Two Flight Warning Computers (FWC) drive the ECAM system. Each FWC acquires and processes aircraft systems data and generates warning indications and system status data. The two FWC also activates: Audio warnings, Warning Light Display Panel (WLDP) lights, The stick shaker, Auto flight System warnings The ECAM pilot interface consists of two CRTs located at the bottom left and right sides of the center pedestal. The Left ECAM displays aircraft condition or failure and required actions. The Right ECAM displays the most appropriate system diagram, depending on the current situation. Combinations of the following four pages are displayed in the Right and Left CRTs when appropriate throughout all flight phases. MEMO page: recalls the list of systems, which are selected for temporary use Warning page: lists of required actions and information related to system failures STATUS page: provides additional information, cross-reference to the QRH procedures and systems status reminder System page: provide schematics of each of the major aircraft systems. Systems pages are displayed automatically or can be manually selected

Architecture

Operation
In normal operation, the ECAM provides the necessary information to assist the flight crew to operate and monitor the aircraft systems: System page (automatically or can be manually selected) Memo page The ECAM also manages aural altitude callouts and decision-height announcements during approach.
In abnormal operation, the ECAM helps the flight crew to manage system failures and aircraft abnormal configurations by: Producing visual and aural warnings and cautions Providing associated procedures and associated limitations and memos, if any Displaying the applicable system pages The ECAM also computes flight phases to inhibit warnings and cautions that can be delayed during takeoff and landings.

Color Codes
The ECAM information for normal and abnormal procedures is displayed in different colors, according to the following table.
Color Red (R) Amber (A) Cyan (B) Left CRT Emergency Abnormals No action feedback Right CRT Emergency Abnormals XX Flags
Actions to be taken by crew Units ( C, PSI, ...) Limitations to be applied by crew (Speedincrements, Landing Distance factors) QRH procedures to be applied, in addition to ECAM actions. Actionscompleted (action feedback) Titles of manually selected system pages ADV (advisories) General inscriptions System parameters in normalranges
White (W)
Green (G)
General Information
Magenta(M) On MEMO page : TO or LDG INHIB message STATUS message
Not Used

This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
AN EADS COMPANY

Airbus A300F-600 Flight Deck Systems Briefing For Pilots

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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16.

Flight Deck and Systems Briefing for Pilots

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Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

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Flight Deck and Systems Briefing for Pilots

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16 Pal. 96 x 96 x 125 SBS

Flight Deck and Systems Briefing for Pilots

Lower deck layouts (typical)

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Flight Deck and Systems Briefing for Pilots

Cabin and Cargo Doors

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Flight Deck and Systems Briefing for Pilots

3. Performance and Limitations

3. Performance and Limitations

V M O/ M M O VM CG / VM CA VLO extension VLO retraction VLE

2 Crew Members 40,000 ft 9550 350ft 8,500 ft 2% 10 kt 32 kt 30 kt 20 kt 10 kt

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Flight Deck and Systems Briefing for Pilots

3. Performance and Limitations

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Flight Deck and Systems Briefing for Pilots

3. Performance and Limitations

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Flight Deck and Systems Briefing for Pilots

3. Performance and Limitations

Performance (Payload / Range Capability)

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Flight Deck and Systems Briefing for Pilots

4. Ground Manoeuvring Capability

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Effective Turn Angle

X 61.35 ft 18.70 m 61.35ft 18.70 m

Y 33.11ft 10.09 m 37.89ft 11.55m

A 122.26ft 37.26m 125.66ft 38.30 m

R3 69.71ft 21.25m 72.11ft 21.98m

R4 109.27ft 33.31m 114.01ft 34.75m

R5 89.29ft 27.21 m 91.47ft 27.88m

R6 111.15ft 33.88m 113.35ft 34.55m

Fwd 18 % 61.6 Aft 34 % 58.3

Flight Deck and Systems Briefing for Pilots

Reduced Vertical Separation Minimum (RVSM)

Required Navigation Performance (RNP)