Airbus Commercial Aircraft AC BelugaXL PDF

A330-700 Beluga XL Reference FM0400730
Aircraft Characteristics Manual Issue 1
Aircraft Characteristics
Airport And Maintenance Planning
Beluga XL
<SUMMARY_BEGIN>SUMM ARY :
Printed Copies are not controlled. Confirm this is the latest issue available through the Airbus website. Page 1 of 187
CONTENT
1 SCOPE ..................................................................................................................... 5
1.1 GENERAL ............................................................................................................... 5
1.2 GLOSSARY ............................................................................................................ 6
1.2.1 List of Abbreviations .................................................................................................7
1.2.2 Design Weight Terminology ......................................................................................8
2 AIRCRAFT DESCRIPTION ...................................................................................... 9
2.1 GENERAL AIRCRAFT CHARACTERISTICS DATA............................................... 9
2.2 GENERAL AIRCRAFT DIMENSIONS .................................................................. 10
2.3 GROUND CLEARANCES ..................................................................................... 12
2.4 INTERIOR ARRANGEMENTS - PLAN VIEW ....................................................... 16
2.5 INTERIOR ARRANGEMENTS - CROSS SECTION ............................................. 17
2.6 CARGO COMPARTMENTS ................................................................................. 20
2.6.1 Lower Deck Cargo Compartments ..........................................................................20
2.6.2 Main Deck Cargo Compartments ............................................................................21
2.7 DOOR CLEARANCES .......................................................................................... 23
2.8 ESCAPE SLIDES.................................................................................................. 27
2.9 LANDING GEAR ................................................................................................... 29
2.10 EXTERIOR LIGHTING.......................................................................................... 39
2.11 ANTENNAS & PROBES LOCATION .................................................................... 42
2.12 POWER PLANT AND APU ................................................................................... 43
2.12.1 Engine and Nacelle ................................................................................................43
2.12.2 Auxiliary Power unit ................................................................................................49
2.13 LEVELING & SYMMETRY .................................................................................... 52
2.14 JACKING .............................................................................................................. 53
2.14.1 Jacking for maintenance .........................................................................................53
2.14.2 Jacking of the Landing gear ....................................................................................57
2.14.3 Shoring of aircraft ...................................................................................................62
3 AIRCRAFT PERFORMANCE ................................................................................. 66
4 GROUND MANEUVERING .................................................................................... 67
4.1 GENERAL INFORMATION................................................................................... 67
4.2 TURNING RADII ................................................................................................... 68
Printed Copies are not controlled. Confirm this is the latest issue available through the Airbus website.
Page 2 of 187
4.3 MINIMUM TURNING RADII .................................................................................. 70

4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION ........................................... 71
4.5 RUNWAY & TAXIWAY TURN PATHS.................................................................. 74
4.5.1 135° Turn – Runway to Taxiway .............................................................................74
4.5.2 90° Turn – Runway to Taxiway ...............................................................................76
4.5.3 180° Turn on a Runway ..........................................................................................78
4.5.4 135° Turn – Taxiway to Taxiway .............................................................................79
4.5.5 90° Turn – Taxiway to Taxiway ...............................................................................81
4.6 RUNWAY HOLDING BAY (APRON) .................................................................... 83
4.7 MINIMUM LINE-UP DISTANCE CORRECTIONS ................................................ 84
4.8 AIRCRAFT MOORING ......................................................................................... 88
5 TERMINAL SERVICING ......................................................................................... 89
5.1 GROUND SERVICE CONNECTIONS .................................................................. 89
5.1.1 Ground service connections layout .........................................................................89
5.1.2 Grounding points ....................................................................................................90
5.1.3 Hydraulic System....................................................................................................94
5.1.4 Electrical system...................................................................................................100
5.1.5 Oxygen System ....................................................................................................103
5.1.6 Fuel System .........................................................................................................105
5.1.7 Pneumatic system ................................................................................................109
5.1.8 Oil System ............................................................................................................111
5.1.9 Potable water system ...........................................................................................117
5.1.10 Waste water system .............................................................................................119
5.1.11 Cargo control panels.............................................................................................122
5.2 ENGINE STARTING PNEUMATICS................................................................... 125
5.3 GROUND TOWING REQUIREMENTS .............................................................. 127
5.4 DE-ICING AND EXTERNAL CLEANING ............................................................ 129
6 OPERATING CONDITIONS ................................................................................. 130
6.1 ENGINE EXHAUST VELOCITIES & TEMPERATURES ENGINE EXHAUST .... 130
6.1.1 Velocities Contours – Ground Idle Power .............................................................130
6.1.2 Engine Exhaust Temperatures Contours – Ground Idle Power .............................131
6.1.3 Engine Exhaust Velocities Contours – Breakaway Power .....................................132
6.1.4 Engine Exhaust Temperatures Contours – Breakaway Power ..............................133
6.1.5 Engine Exhaust Velocities Contours – Takeoff Power ..........................................134
Page 3 of 187
6.1.6 Engine Exhaust temperatures Contours – Takeoff Power .....................................135

6.2 DANGER AREAS OF ENGINES ........................................................................ 136
6.2.1 Ground Idle Power ................................................................................................136
6.2.2 Breakaway Power .................................................................................................137
6.2.3 Take-off Power .....................................................................................................138
6.3 APU EXHAUST VELOCITIES & TEMPERATURES ........................................... 139
7 PAVEMENT DATA ............................................................................................... 140
7.1 GENERAL ........................................................................................................... 140
7.2 LANDING GEAR FOOTPRINT ........................................................................... 143
7.3 MAXIMUM PAVEMENT LOADS ......................................................................... 144
7.4 LANDING GEAR LOADING ON THE PAVEMENT............................................. 146
7.5 U.S. ARMY CORPS OF ENGINEERS DESIGN METHOD................................. 152
7.6 FLEXIBLE PAVEMENT REQUIREMENTS / LCN CONVERSION...................... 156
7.7 PORTLAND CEMENT ASSOCIATION DESIGN METHOD ................................ 157
7.8 RIGID PAVEMENT REQUIREMENTS / LCN CONVERSION ............................ 161
7.9 ACN/PCN REPORTING SYSTEM - FLEXIBLE AND RIGID PAVEMENTS ....... 162
8 SCALED DRAWINGS .......................................................................................... 170
9 AIRCRAFT RESCUE AND FIREFIGHTING ......................................................... 171
Page 4 of 187
1 SCOPE
1.1 GENERAL
The A330-700L AIRCRAFT CHARACTERISTICS (AC) manual is issued for the A330-700L to
provide necessary data to airport operators, airlines and Maintenance/Repair Organizations (MRO)
for airport and maintenance facilities planning.
The A330-700L is designed to replace the existing A300-600ST known as the Beluga, and
modernize and improve Airbus aircraft parts transportation. The A330-700L will offer an unequalled
volume in its main deck cargo compartment, which will make it able, for example, to carry a pair of
A350 wings.
Correspondence concerning this publication should be directed to:
☼
AIRBUS S.A.S.
Customer Services
Technical Data Support and Services
1, Rond Point Maurice BELLONTE
31707 BLAGNAC CEDEX
FRANCE
Page 5 of 187
1.2 HIGHLIGHTS
Chapter Title Reason for change
Page 6 of 187
1.3 GLOSSARY
1.3.1 LIST OF ABBREVIATIONS
A/C Aircraft
AC Aircraft Characteristics manual
ACN Aircraft Classification Number
AMM Aircraft Maintenance Manual
APU Auxiliary Power Unit
C/L Center Line
CBR California Bearing Ratio
CC Cargo Compartment
CG Center of Gravity
CKPT Cockpit
E Young’s Modulus
ELEC Electric, Electrical, Electricity
ESWL Equivalent Single Wheel Load
FAA Federal Aviation Administration
FDL Fuselage Datum Line (Aircraft vertical reference)
FR Frame
FSTE Full Size Trolley Equivalent
FWD Forward
GPU Ground Power Unit
GSE Ground Support Equipment
HYD Hydraulic
ICAO International Civil Aviation Organisation
IDG Integrated Drive Generator
ISA International Standard Atmosphere
L Radius of relative stiffness
LCN Load Classification Number
LD Load Device
LD Lower Deck
LDG Landing Gear (RMLG & LMLG: Right & Left Main Landing Gear)
LH Left Hand
MAC Mean Aerodynamic Chord
MAX Maximum
MD Main Deck
MDCC Main Deck Cargo Compartment
MIN Minimum
MLG Main Landing Gear
NLG Nose Landing Gear
OAT Outside Air Temperature
PCA Portland Cement Association
PCN Pavement Classification Number
RH Right Hand
ULD Unit Load Device
WV Weight Variant
Page 7 of 187
1.3.2 DESIGN WEIGHT TERMINOLOGY
- Maximum Design Ramp Weight (MRW):

Maximum weight for ground maneuver (including weight of taxi and run-up fuel) as limited by
aircraft strength and airworthiness requirements. It is also called Maximum Design Taxi Weight
(MTW).
- Maximum Design Landing Weight (MLW):

Maximum weight for landing as limited by aircraft strength and airworthiness requirements.
- Maximum Design Take-Off Weight (MTOW):

Maximum weight for take-off as limited by aircraft strength and airworthiness requirements. (This
is the maximum weight at start of the take-off run).
- Maximum Design Zero Fuel Weight (MZFW):

Maximum permissible weight of the aircraft without usable fuel.
- Usable Volume:
Usable volume available for cargo, pressurized fuselage, passenger compartment and cockpit.
- Water Volume:
Maximum volume of cargo compartment.
- Usable Fuel:
Fuel available for aircraft propulsion.
Page 8 of 187
2 AIRCRAFT DESCRIPTION
2.1 GENERAL AIRCRAFT CHARACTERISTICS DATA
**ON A/C A330-700L
1) The following table provides characteristics of the A330-700L Model, these data are specific to each
Weight Variant:
Weight characteristics
A330-700L WV000 WV001
Maximum Ramp Weight 227 900 Kg 205 900 Kg
(MRW) (502433 lb) (453931 lb)
Maximum Take-Off Weight 227 000 Kg 205 000 Kg
(MTOW) (500449 lb) (451947 lb)
Maximum Landing Weight 187 000 Kg 187 000 Kg
(MLW) (412264 lb) (412264 lb)
Maximum Zero Fuel Weight 178 000 Kg 178 000 Kg
(MZFW) (392422 lb) (392422 lb)
50 500 Kg 50 500 Kg
Estimated Maximum Payload
(111333 lb) (111333 lb)
Operating Weight Empty 127 500 Kg 127 500 Kg
(OWE) (281089 lb) (281089 lb)
Others characteristics
A330-700L
Seats in courier area 4
Usable Fuel Capacity 73 000 Kg
(density = 0.785 kg/l) (160937 lb)
87.4 m3
Pressurized Fuselage Volume
(3086 ft3)
5.75 m3
Cockpit Volume
(203 ft3)
Main Deck Cargo 2209 m3
Compartment Water Volume (78010 ft3)
60,7 m3
Usable Volume, AFT CC
(2143 ft3)
19.7 m3
Usable Volume, Bulk CC
(695 ft3)
85,7 m3
Water Volume, AFT CC
(3026 ft3)
22.7 m3
Water Volume, Bulk CC
(801 ft3)d
Page 9 of 187
2.2 GENERAL AIRCRAFT DIMENSIONS

**ON A/C A330-700L
1) This section provides general aircraft dimensions.
General Aircraft Dimensions (A)
Page 10 of 187
General Aircraft Dimensions (B)
General Aircraft Dimensions (C)
Page 11 of 187
2.3 GROUND CLEARANCES

**ON A/C A330-700L
This section provides the height of various points of the aircraft, above the ground, for different
Aircraft configurations. Dimensions in the tables may vary with tire type, weight and balance and
others special conditions. (tire pressure and shock absorbers are fixed in standard condition)
The dimensions are given for the weight variant WV000:
- A light weight (135T), with a FWD CG and an AFT CG,
- An aircraft at Maximum Take-Off Weight (227T) with a FWD CG and an AFT CG,
- A minimum weight at OWE (127T) with the matching CG
- Aircraft on jacks, FDL at 6.515 m.
NOTE: Cargo door ground clearances are measured from floor level
A/C MRW 227 000 Kg (500 450 lbs) 135 000 Kg (297 625 lbs)
Configuration FWD CG AFT CG (28%) FWD CG AFT CG (25%)
For WV000 (20,5%) (18%)
m ft m ft m ft m ft
Fuselage F2 12,90 42,32 12,94 42,45 13,02 42,72 13,06 42,85
F1 1,20 3,94 1,27 4,17 1,28 4,20 1,35 4,43
D1 17.10 56.10 17.18 56.36 17.18 56.36 17.25 56.59
D2 12.28 40.29 12.35 40.52 12.37 40.58 12.43 40.78
D3 5.01 16.44 5.09 16.70 5.09 16.70 5.16 16.93
CP1 3.69 12.11 3.76 12.34 3.77 12.37 3.84 12.60
BF1 1,94 6,36 1,95 6,40 2,11 6,92 2,12 6,96
BF2 1,93 6,33 1,93 6,33 2,11 6,92 2,11 6,92
BF3 1,95 6,40 1,94 6,36 2,15 7,05 2,14 7,02
HT 6,84 22,44 6,74 22,11 7,16 23,49 7,06 23,16
AP 7,39 24,24 7,28 23,88 7,71 25,29 7,60 24,93
VT 18,89 61,97 18,79 61,65 19,21 63,02 19,10 62,66
Doors C1 3,07 10,07 3,03 9,94 3,31 10,86 3,27 10,73
C2 3,10 10,17 3,05 10,01 3,36 11,02 3,30 10,83
Wings W1 7,94 26,05 7,91 25,95 8,18 26,84 8,14 26,71
W2 6,58 21,59 6,54 21,46 6,81 22,34 6,77 22,21
Engine N1 0,88 2,89 0,89 2,92 1,04 3,41 1,05 3,44
Ground Clearances for WV000 at MRW and 135T
OWE 127 500 Kg (281089 lb)
Page 12 of 187
A/C CG (23,5%)
Configuration m ft
F2 13,04 42,78
F1 1,67 5,48
D1 17,24 56,56
D2 12,43 40,78
D3 8,05 26,41
CP1 8,83 28,97
Fuselage
BF1 2,29 7,51
BF2 2,13 6,99
BF3 2,17 7,12
HT 7,14 23,42
AP 7,66 25,13
VT 19,86 65,16
C1 3,27 10,73
Doors
C2 3,31 10,86
W1 8,19 26,87
Wings
W2 6,84 22,44
Engine N1 1,06 3,48
Ground Clearances for WV000 at 127500 Kg
Page 13 of 187
HEIGHT in m (ft)
A B C D
AIRCRAFT ON JACKS, FUSELAGE DATUM REFERENCE
PARALLEL TO GROUND AT 6,515m (21,37 ft) FOR 2,63 5,72 4,98 6,37
LANDING (8,63) (18,76) (16,34) (20,90)
GEARS EXTENSION/RETRACTION
PARALLEL TO GROUND AT 7,200m (23,62 ft) FOR 3,32 6,41 5,67 7,06
LANDING (10,90) (21,03) (18,60) (23,16)
GEARS REMOVAL/INSTALLATION
Ground clearances for aircraft on jacks
FLAP TRACKS RETRACTED

MRW MRW
AIRCRAFT CG 20,5% CG 28%
DESCRIPTION
TYPE
m ft m ft
FLAP TRACK A 3,75 12,30 3,74 12,27
FLAP TRACK B 4,26 13,98 4,25 13,94
A330-700
FLAP TRACK C 4,51 14,80 4,49 14,73
FLAP TRACK D 4,88 16,01 4,85 15,91
Ground clearances for flaps retracted with WV000
Page 14 of 187
FLAP TRACKS 1+F

MRW MRW
DESCRIPTION
TYPE
m ft m ft
FLAP TRACK A 3,48 11,42 3,37 11,06
FLAP TRACK B 3,99 13,09 3,88 12,73
A330-700
FLAP TRACK C 4,24 13,91 4,12 13,52
FLAP TRACK D 4,61 15,12 4,48 14,70
Ground clearances for flaps in intermediate position with WV000
FLAP TRACKS EXTENDED

MRW MRW
DESCRIPTION
TYPE
m ft m ft
FLAP TRACK A 2,82 9,25 2,81 9,22
FLAP TRACK B 3,33 10,93 3,32 10,89
A330-700
FLAP TRACK C 3,58 11,75 3,56 11,68
FLAP TRACK D 3,95 12,96 3,92 12,86
Ground clearances for flaps fully extended with WV000
Page 15 of 187
2.4 INTERIOR ARRANGEMENTS - PLAN VIEW

**ON A/C A330-700L
1) This section provides the interior configuration of courier area showing the width of passway.
Top view of courier area with interior configuration
Page 16 of 187
2.5 INTERIOR ARRANGEMENTS - CROSS SECTION

**ON A/C A330-700L
1) This section gives general dimensions of the courier area.
Cross section reference for courier area
Page 17 of 187
Page 18 of 187
Page 19 of 187
2.6 CARGO COMPARTMENTS
2.6.1 LOWER DECK CARGO COMPARTMENTS
**ON A/C A330-700L

1) This section provides the following data about lower deck cargo compartments:
- Location and dimensions
- Typical Loading combinations.
Lower cargo layout (front & top views)
Page 20 of 187
2.6.2 MAIN DECK CARGO COMPARTMENTS
**ON A/C A330-700L

1) This section gives the following data about the main deck cargo compartment:
- Location and dimensions
Main deck cargo allowances
Page 21 of 187
Cross section of main deck cargo arrangement
Page 22 of 187
2.7 DOOR CLEARANCES

**ON A/C A330-700L
1) This section provides door location, identification and clearances.
Lateral position of doors from a/c nose
Page 23 of 187
Lateral position of exits from a/c nose
Radome opening dimensions
Page 24 of 187
Position & dimensions of Aft lower cargo door
Page 25 of 187
Position & dimensions of bulk cargo door
*Nose Landing Gear clearances Not Published.
Page 26 of 187
Main Landing Door position
Fig A: Main LDG Door rear view
2.8 ESCAPE SLIDES
Page 27 of 187
Not Applicable
Page 28 of 187
2.9 LANDING GEAR
**ON A/C A330-700L
1. General
All dimensions shown are minimum dimensions with zero clearances.

Dimensions for elevators and associated mechanisms must be added to the following figures.
A. Elevators
These can be either mechanical or hydraulic. Elevators are used to:
- permit easy movement of persons and equipment around the main landing gears
- lift and remove the landing gear assemblies out of the pits.
B. Jacking
The aircraft must be in position over the pits to put the gear on the elevators. Jacks must be installed
and engaged with all the jacking points (Ref. Section 2-14 for Jacking).
Jacks must support the total aircraft weight i.e. when the landing gears do not touch the elevators
on retraction/extension tests.
When tripod support jacks are used, the tripod-base circle radius must be limited because the
locations required for positioning the jacks are close to the sides of the pits.
Page 29 of 187
Landing Gear position
Page 30 of 187
Main Landing Gear
Page 31 of 187
Mechanical locking of MLG
Page 32 of 187
Main Landing Gear servicing
Page 33 of 187
Nose Landing Gear description
Page 34 of 187
Nose LDG Mechanical locking
Page 35 of 187
Nose LDG servicing 1
Page 36 of 187
Page 37 of 187
Page 38 of 187
2.10 EXTERIOR LIGHTING

**ON A/C A330-700L
1. General
This section provides the location of the aircraft exterior lighting.
Lights general layout
Page 39 of 187
Exterior lighting
Page 40 of 187
Aft Lower Cargo light
Page 41 of 187
2.11 ANTENNAS & PROBES LOCATION

**ON A/C A330-700L
Antennas and Probes Location
1. This section gives the location of antennas and probes.
Probes & Antennas layout
Page 42 of 187
2.12 POWER PLANT AND APU
2.12.1 ENGINE AND NACELLE
**ON A/C A330-700L This chapter is similar to A330 with RR TRENT 700 Engines
Engine and Nacelle - TRENT 700 Engine
A. Engine
The RB211-TRENT 700 engine is a high bypass ratio, triple spool turbofan.
The principal modules of the engine are:
- The Low Pressure Compressor (LPC) rotor
- The Intermediate Pressure (IP) compressor
- The intermediate case
- The HP system (this includes the High Pressure Compressor (HPC), the combustion system and
the High Pressure Turbine (HPT))
- The Intermediate Pressure Turbine (IPT)
- The external gearbox
- The LPC case
- The Low Pressure Turbine (LPT).
The compressor system has three axial flow compressors in a triple spool configuration. The
compressors are turned independently by their related turbines, each at its most satisfactory speed.
The LP system has a single-stage compressor installed at the front of the engine. A shaft connects
the compressor to a four-stage turbine at the rear of the gas generator. The gas generator also
includes an eight-stage IP compressor, a six-stage HPC and a combustion system.
Each of the compressors in the gas generator is connected to, and turned by, a different single stage
turbine. Between the HPC and the HPT is the annular combustion system which burns a mixture of
fuel and air to supply energy as heat. Behind the LPT there is a common nozzle assembly which
mixes the cold air and hot gas exhaust flows. The external gearbox module is installed below the
rear case of the fan case. It has a gear train that decreases and increases the speed to meet the
specified drive requirements of each accessory.
Page 43 of 187
B. Nacelle
The nacelle gives the engine an aerodynamic shape. Each engine is housed in a nacelle suspended
from a pylon attached below the wing. The nacelle consists of the following major components:
(1) Air Intake Cowl

The air intake cowl is attached to the forward flange of the front LPC case. Its function is to supply
inlet air in a satisfactory condition for the engine compressors.
(2) Fan Cowl Doors

The fan cowl doors hang on the aircraft wing pylon and are closed around the LPC cases.
They can be opened during ground maintenance to give access to the components installed on the
cases and to let the thrust reverser cowl doors be opened.
(3) Thrust Reverser

The thrust reverser is a component of the aircraft engine nacelle. The thrust reverser is a twin thrust
reverser cowl door (’C’ duct) construction providing a fan duct inner wall fairing for the core engine
between the top and bottom bifurcation walls. The thrust reverser incorporates hydraulically-powered
actuators to operate four pivoting doors which redirect the fan air flow in reverse thrust. Hydraulic
power is provided from the aircraft hydraulic system to position the doors in a ”stowed” position for
forward thrust and ”deployed” position for reverse thrust.
(4) Common Nozzle Assembly (CNA)

The CNA is attached to the aft flange of the exhaust case. The function of the CNA is to mix the core
engine exhaust with the LPC outlet air.
Page 44 of 187
RR TRENT 700 Engine
Page 45 of 187
RR TRENT 700 Engine
Page 46 of 187
RR TRENT 700 Engine
Page 47 of 187
RR TRENT 700 Engine
Page 48 of 187
2.12.2 AUXILIARY POWER UNIT
**ON A/C A330-700L This chapter is similar to other A330 models
Auxiliary Power Unit
1. General
The Auxiliary Power Unit (APU) and its related mechanical components are installed at the rear part
of the fuselage in the tailcone section. The APU compartment is a fireproof area (identified as the
Fire Zone).
The APU is a pneumatic and shaft-power gas-turbine engine and is used for the ground and in flight
power supply of the aircraft. The APU supplies:
- mechanical shaft-power to operate a generator
- bleed-air to the Main Engine Start (MES) and the Environmental Control System (ECS).
A part of the automatic system, with the pneumatic and the electromechanical controls, operates the
start and the acceleration functions of the APU. An air intake system with a flap-type door is installed
in front of the APU compartment. The exhaust gases pass overboard at the end of the fuselage cone.
2. Powerplant
The APU is the Garrett Gas-Turbine Compressor Power-unit (GTCP) 331-350C with a single shaft
engine.
The engine is the primary component of the APU, which is of the modular design. The modules of
the engine are:
- The power section
- The load compressor
- The accessory drive gearbox with LRU(s).
The power section has a two-stage centrifugal compressor, a reverse-flow annular combustion
chamber and a three-stage axial turbine. The power section directly operates the one-stage
centrifugal load-compressor which supplies the bleed-air to the pneumatic system. The inlet guide
vanes as part of the load compressor, control the airflow.
The power section also operates the gearbox which is attached to the load compressor. The
following LRU’s are mounted on the gearbox :
- the APU generator,
- the starter motor,
- the oil pump,
- the Fuel Control Unit (FCU),
- the cooling air fan.
The APU has a gearbox-driven oil-cooled AC generator.
The cooling air and ventilation system of the APU supplies the air for cooling of the APU and the
equipment on the APU. It also supplies the air for ventilation of the APU compartment.
3. Control circuit
The Electronic Control Box (ECB), which controls the Fuel Control Unit (FCU) and the Inlet Guide
Vanes (IGV), keeps the APU at a constant speed. The control circuit is used to start the APU, to shut
it down, to control it and to prevent internal failure.
4. Controls and Indication

The primary APU controls and indications are installed in the overhead panel, on the center pedestal
panel and on the forward center panel. External APU panels are also installed on the nose landing
gear and on the refuel/defuel panel, to initiate an APU emergency shut-down.
Page 49 of 187
APU doors
Page 50 of 187
APU Layout (Garett GTCP 331-350C)
Page 51 of 187
2.13 LEVELING & SYMMETRY

**ON A/C A330-700L
1. Quick Leveling
There are two alternative procedures to level the aircraft (Refer to AMM):
- Quick leveling procedure using Air Data/Inertial Reference System (ADIRS)
- Quick leveling procedure using a spirit level in the Main Deck cargo compartment
2. Precision Leveling
For precise leveling, it is necessary to install sighting rods in the receptacles located under the
fuselage (points 12 and 13 for longitudinal leveling) and under the wings (points 2LH and 2RH for
lateral leveling) and use a sighting tube. With the aircraft on jacks, adjust the jacks until the reference
marks on the sighting rods are aligned in the sighting plane (aircraft level).
Levelling points
Page 52 of 187
2.14 JACKING
2.14.1 JACKING FOR MAINTENANCE
**ON A/C A330-700L

2. Aircraft Jacking Points for Maintenance
A. General
(1) The A330-700 can be jacked:
- At not more than 152 000 kg (335 103 lb),
- Within the limits of the permissible wind speed when the aircraft is jacked outside a closed
environment.
B. Primary Jacking Points

(1) The aircraft is provided with three primary jacking points:
- One located under the forward fuselage (after FR11),
- Two located under the wings (one under each wing), at the intersection of RIB10 and the rear of
the spar-datum.
(2) Three jack adapters (ground equipment) are used as intermediary parts between the aircraft
jacking points and the jacks:
- One female spherical jack adapter at the forward fuselage,
- Two female spherical jack pad adapters at the wings (one at each wing).
C. Auxiliary Jacking Point (Safety Stay)

(1) When the aircraft is on jacks, a safety stay is placed under the fuselage at FR87 to prevent tail
tipping caused by accidental displacement of the aircraft center of gravity.
(2) The safety point must not be used for lifting the aircraft.
(3) One male spherical stay adapter (ground equipment) is used as an intermediary part between
the aircraft safety point and the stay.
4. Jacks and Safety Stay
A. Jack Design
(1) The maximum eligible loads given in the table are the maximum loads applicable on jack fittings.
(2) In fully retracted position (jack stroke at minimum), the height of the jack is such that the jack may
be placed beneath the aircraft under the most adverse conditions, namely, tires deflated and shock
absorbers depressurized, with sufficient clearance between the aircraft jacking point and the jack
upper end.
(3) The lifting jack stroke enables the aircraft to be jacked up so that the Fuselage Datum Line (FDL)
may be positioned up to 7.2 m (23.62 ft) from the ground to allow all required maintenance
procedures and in particular, the removal/installation of the landing-gear shock absorbers.
B. Safety Stay
The stay stroke enables the aircraft tail to be supported up to the Fuselage Datum Line (FDL)
positioned 7.2 m (23.62 ft) from the ground.
Page 53 of 187
Jacking points layout & maximum jacking force
Page 54 of 187
Ground clearance on jacks
HEIGHT in mm (in.)
A B C D
PARALLEL TO GROUND AT 6515mm (256,5 in.) FOR 2636,1 5725,4 4989,9 6377,6
LANDING (130,7) (225,3) (196,4) (251)
GEARS EXTENSION/RETRACTION
PARALLEL TO GROUND AT 7200mm (283,46 in.) FOR 3321,1 6410,4 5674,9 7062,6
LANDING (130,7) (252,3) (223,3) (278)
GEARS REMOVAL/INSTALLATION
Page 55 of 187
Jacking point adaptors
Page 56 of 187
2.14.2 JACKING OF THE LANDING GEAR
**ON A/C A330-700L
Jacking of the Landing Gear 1
Page 57 of 187
Page 58 of 187
Page 59 of 187
Page 60 of 187
Page 61 of 187
2.14.3 SHORING OF AIRCRAFT
**ON A/C A330-700L
Support of Aircraft
When it is necessary to support the aircraft in order to relieve the loads on the structure for the
accomplishment of modifications or major work, it is advisable to provide adapters under the wings
and the fuselage for an alternative means of lifting.
The aircraft must not be lifted nor supported by the wings or fuselage alone. It is important to support
the aircraft fuselage and wings at the same time to prevent structural damage.
Shoring Cradles
Shoring cradles are used when it is necessary to stress-jack the aircraft to carry out maintenance
and repair work. These are used to oppose the deflections of the wings and reduce the stresses to
an acceptable level at the area of maintenance and repair.
The shoring cradles, each with two adjustable pads, 152.4 mm (6 in) square, are positioned at four
locations under each wing.
The adjustable pads are faced with thin rubber and are in contact with the wing profile at the datum
intersections of the ribs and the front and rear spars (F/S and R/S).
Page 62 of 187
- Shoring Cradles
Shoring cradles location
Page 63 of 187
Page 64 of 187
- Auxiliary Jacking points
Page 65 of 187
3 AIRCRAFT PERFORMANCE
CAN BE COMPUTED IN PEP (Performance Engineering Program)
CONTACT AIRBUS
Page 66 of 187
4 GROUND MANEUVERING
4.1 GENERAL INFORMATION
1. This section provides aircraft turning capability and maneuvering characteristics.
For ease of presentation, this data has been determined from the theoretical limits imposed by the
geometry of the aircraft, and where noted, provides for a normal allowance for tire slippage. As such,
it reflects the turning capability of the aircraft in favorable operating circumstances. This data should
only be used as guidelines for the method of determination of such parameters and for the
maneuvering characteristics of this aircraft type.
In the ground operating mode, varying airline practices may demand that more conservative turning
procedures be adopted to avoid excessive tire wear and reduce possible maintenance problems.
Airline operating techniques will vary in the level of performance, over a wide range of operating
circumstances throughout the world. Variations from standard aircraft operating patterns may be
necessary to satisfy physical constraints within the maneuvering area, such as adverse grades,
limited area or high risk of jet blast damage. For these reasons, ground maneuvering requirements
should be coordinated with the airlines in question prior to layout planning
Page 67 of 187
4.2 TURNING RADII

**ON A/C A330-700L
1. This section provides the turning radii.
55°
60°
65°
72°
R1
R2
R3
R6
R5
R4
Turning Radii
(Sheet 1)
FIGURE-4-2-0-991-004-A01
Page 68 of 187
Beluga XL TURNING RADII

TYPE OF STEERING EFFECTIVE R1 R2 R3 R4 R5 R6
TURN ANGLE (deg) STEERING ANGLE (deg) RMLG LMLG NLG WING NOSE TAIL
m 59.3 70.0 68.0 94.4 70.6 80.4
2 20 19.2
ft 195 230 223 310 232 264
m 45.7 56.4 55.3 80.9 58.5 68.2
2 25 23.9
ft 150 185 181 265 192 224
m 36.3 47.0 46.8 71.6 50.8 60.1
2 30 28.6
ft 119 154 154 235 167 197
m 29.4 40.1 40.9 64.7 45.4 54.4
2 35 33.3
ft 96 132 134 212 149 178
m 24.0 34.7 36.5 59.4 41.6 50.2
2 40 38.0
ft 79 114 120 195 136 165
m 19.8 30.5 33.2 55.3 38.8 47.1
2 45 42.5
ft 65 100 109 181 127 155
m 16.4 27.1 30.8 51.9 36.8 44.7
2 50 46.9
ft 54 89 101 170 121 147
m 13.5 24.1 28.8 49.1 35.2 42.7
2 55 51.2
ft 44 79 94 161 115 140
m 11.1 21.8 27.4 46.8 34.1 41.3
2 60 55.1
ft 36 72 90 154 112 135
m 8.6 19.3 26.0 44.4 33 39.8
2 65 59.6
ft 28 63 85 146 108 131
m 7.4 18.1 25.4 43.2 32.6 39.1
2 72 62.0
ft 24 59 83 142 107 128
m 15.3 26.0 30.0 50.9 36.2 43.7
1 50 48.4
ft 50 85 98 167 119 143
m 12.8 23.5 28.4 48.5 34.9 42.4
1 55 52.2
ft 42 77 93 159 115 139
m 9.6 20.3 26.5 45.4 33.4 40.4
1 60 57.7
ft 31 67 87 149 110 133
m 7.3 18.0 25.3 43.1 32.5 39
1 65 62.2
ft 24 59 83 141 107 128
m 4.5 15.2 24.1 40.4 31.6 37.6
1 72 68.1
ft 15 50 79 133 104 123
NOTE:
ABOVE 50°, AIRLINES MAY USE TYPE 1 OR TYPE 2 TURNS DEPENDING ON THE SITUATION. TYPE 1
TURNS USE: ASYMMETRIC THRUST DURING THE WHOLE TURN;
AND DIFFERENTIAL BRAKING TO INITIATE THE TURN ONLY. TYPE 2 TURNS USE:
SYMMETRIC THRUST DURING THE WHOLE TURN;
AND NO DIFFERENTIAL BRAKING AT ALL.
IT IS POSSIBLE TO GET LOWER VALUES THAN THOSE FROM TYPE 1 BY APPLYING DIFFERENTIAL
BRAKING DURING THE WHOLE TURN.
F_AC_040200_1_0030101_01_04
Turning Radii
(Sheet 2)
FIGURE-4-2-0-991-003-A01
Page 69 of 187
4.3 MINIMUM TURNING RADII

**ON A/C A330-700L
1. This section provides the minimum turning radii.
Page 70 of 187
4.4 VISIBILITY FROM COCKPIT IN STATIC POSITION

**ON A/C A330-700L
1. This section provides the visibility from cockpit in static position.
Visibility from cockpit in static captain position
Page 71 of 187
Visibility from cockpit in static position
Page 72 of 187
Binocular Visibility Through Windows from Captain Eye Position
Page 73 of 187
4.5 RUNWAY & TAXIWAY TURN PATHS
4.5.1 135° TURN – RUNWAY TO TAXIWAY
**ON A/C A330-700L
1. This section gives the 135˚ turn - runway to taxiway.
135˚ turn - runway to taxiway (oversteer method)
Page 74 of 187
135˚ turn - runway to taxiway
Page 75 of 187
4.5.2 90° TURN – RUNWAY TO TAXIWAY
**ON A/C A330-700L
90˚ turn - runway to taxiway (oversteer method)
Page 76 of 187
90˚ turn - runway to taxiway
Page 77 of 187
4.5.3 180° TURN ON A RUNWAY
**ON A/C A330-700L
180° Turn on a Runway
Page 78 of 187
4.5.4 135° TURN – TAXIWAY TO TAXIWAY
**ON A/C A330-700L
135° Turn – Taxiway to Taxiway (oversteer method)
Page 79 of 187
135° Turn – Taxiway to Taxiway
Page 80 of 187
4.5.5 90° TURN – TAXIWAY TO TAXIWAY
**ON A/C A330-700L
90° Turn – Taxiway to Taxiway (oversteer method)
Page 81 of 187
90° Turn – Taxiway to Taxiway
Page 82 of 187
4.6 RUNWAY HOLDING BAY (APRON)

**ON A/C A330-700L
1. This section provides the Runway Holding Bay (Apron) figure
90
(300)
94.5
(310)
12.2
(40)
Holdin
Poin
6.1
(20)
190 m (625)
Taxiwa Runwa
Centerlin Centerlin
23 45
(75) (150)
Page 83 of 187
4.7 MINIMUM LINE-UP DISTANCE CORRECTIONS

**ON A/C A330-700L
1. The ground maneuvers were performed using asymmetric thrust and differential-only braking to
initiate the turn.
TODA: Take-Off Distance Available
ASDA: Acceleration-Stop Distance Available
2. 90˚ Turn on Runway Entry

This section gives the minimum line-up distance correction for a 90˚ turn on runway entry. This
maneuver consists in a 90˚ turn at minimum turn radius. It starts with the edge of the MLG at a
distance of 4.5 m (15 ft) from the taxiway edge, and finishes with the aircraft aligned on the centerline
of the runway. During the turn, all the clearances must meet the minimum value of 4.5 m (15 ft) for
this category of aircraft as recommended in ICAO Annex 14.
3. 180˚ Turn on Runway Turn Pad

This section gives the minimum line-up distance correction for a 180˚ turn on the runway turn pad.
This maneuver consists in a 180˚ turn at minimum turn radius on a runway turn pad with standard
ICAO geometry. It starts with the edge of the MLG at a distance of 4.5 m (15 ft) from the pavement
edge, and it finishes with the aircraft aligned on the centerline of the runway. During the turn, all the
clearances must meet the minimum value of 4.5 m (15 ft) for this category of aircraft as
recommended in ICAO Annex 14.
4. 180˚ Turn on Runway Width

This section gives the minimum line-up distance correction for a 180˚ turn on the runway width.
For this maneuver, the pavement width is considered to be the runway width, which is a frozen
parameter (45 m (150 ft) and 60 m (200 ft)). As per the standard operating procedures for the ”180˚
turn on runway” (described in the Flight Crew Operating Manual), the aircraft is initially angled with
respect to the runway centerline when starting the 180˚ turn, see. The value of this angle depends
on the aircraft type and is mentioned in the FCOM. During the turn, all the clearances must meet the
minimum value of 4.5 m (15 ft) for this category of aircraft as recommended in ICAO Annex 14.
Page 84 of 187
90° TURN ON RUNWAY ENTRY

45 m (150 ft)/60 m (200 ft) WIDE RUNWAY
MAX
AIRCRAFT TYPE
STEERING MINIMUM LINE−UP DISTANCE CORRECTION
ANGLE
ON TODA ON ASDA
Beluga XL 65° 22.5 m 74 ft 44.7 m 147 ft
Beluga XL 72° 19.7 m 65 ft 41.9 m 137 ft
NOTE:
ASDA: ACCELERATION−STOP DISTANCE AVAILABLE
TODA: TAKE−OFF DISTANCE AVAILABLE
Minimum Line-Up Distance Corrections

90˚ Turn on Runway Entry
Page 85 of 187
> 4.5 m 4.5 m

(15 ft) (15 ft)
TODA
ASDA
180° TURN ON RUNWAY TURNPAD
45 m (150 ft)/60 m (200 ft) WIDE RUNWAY

REQUIRED
MAX MINIMUM
AIRCRAFT MINIMUM LINE−UP
STEERING
TYPE ANGLE PAVEMENT
DISTANCE CORRECTION
WIDTH
ON TODA ON ASDA
Beluga XL 65° 30.1 m 99 ft 52.2 m 171 ft 56.7 m 186 ft
Beluga XL 72° 28.9 m 95 ft 51.1 m 168 ft 51.1 m 168 ft
NOTE:

180˚ Turn on Runway Turnpad
Page 86 of 187
(15 ft)
4.5 m
4.5 m > 4.5 m
(15 ft) (15 ft)
TODA
ASDA
20°
180° TURN ON RUNWAY WIDTH

45 m (150 ft) WIDE RUNWAY
60 m (200 ft) WIDE RUNWAY
(STANDARD WIDTH)
MAX
AIRCRAFT STEERING MINIMUM LINE−UP MINIMUM LINE−UP
TYPE ANGLE DISTANCE CORRECTION DISTANCE CORRECTION
ON TODA ON ASDA ON TODA ON ASDA

Beluga XL 65° 44.5 m 146 ft 66.6 m 219 ft
Beluga XL 72° NOT POSSIBLE 28.9 m 95 ft 51.1 m 168 ft
NOTE:

180˚ Turn on Runway Width
Page 87 of 187
4.8 AIRCRAFT MOORING

**ON A/C A330-700L
1. This section provides information on aircraft mooring.
Page 88 of 187
5 TERMINAL SERVICING
**ON A/C A330-700L
5.1 GROUND SERVICE CONNECTIONS
5.1.1 GROUND SERVICE CONNECTIONS LAYOUT
1. This section provides the ground service connections layout.
Page 89 of 187
5.1.2 GROUNDING POINTS
**ON A/C A330-700L
1. Grounding (Earthing) Points
DISTANCE
ACCESS FROM AICRAFT CENTERLINE MEAN HEIGHT
AFT OF NOSE
LH SIDE RH SIDE FROM GROUND
On Nose Landing Gear 8,17 m 1,40 m
On centerline
Leg: (26,8 ft) (4,59 ft)
On left Main Landing 32,1 m 5,34 m 1,50 m
Gear leg: (105,3 ft) (17,52 ft) (4,92 ft)
On right Main Landing 32,1 m 5,34 m 1,50 m
Gear Leg: (105,3 ft) (17,52 ft) (4,92 ft)
A. The grounding (earthing) stud on each landing gear leg is designed for use with a clip-on
connector (such as Appleton TGR).
B. The grounding (earthing) studs are used to connect the aircraft to an approved ground (earth)
connection on the ramp or in the hangar for:
- Refuel/defuel operations
- Maintenance operations
- Bad weather conditions.
- Loading/Unloading operations
NOTE : In all other conditions, the electrostatic discharge through the tire is sufficient.
Page 90 of 187
Grounding point for external power connection, see 5,1,4
Page 91 of 187
Main & nose Landing Gear grounding point
Page 92 of 187
Grounding for refuel with painted labels
Page 93 of 187
5.1.3 HYDRAULIC SYSTEM
**ON A/C A330-700L
1) Ground service panel
DISTANCE
ACCESS FROM AICRAFT

CENTERLINE MEAN HEIGHT
AFT OF NOSE
FROM GROUND
LH SIDE RH SIDE
Green System: 33,10 m 1,28 m 2,23 m
Access Door 197CB (108,60 ft) (4,20 ft) (7,32 ft)
Yellow System: 27,30 1,32 m 1,95 m
Access Door 196BB (89,60 ft) (4,33 ft) (6,40 ft)
Blue System: 26,30 1,28 m 1,94 m
Access Door 195BB (86,42 ft) (4,20 ft) (6,36 ft)
2) Reservoir Pressurization
DISTANCE
FROM AICRAFT
ACCESS MEAN HEIGHT
AFT OF NOSE CENTERLINE
FROM GROUND
LH SIDE RH SIDE
Blue System
Ground Service 26,34 1,28 m 1,94 m
Panel: (86,42 ft) (4,20 ft) (6,36 ft)
Access Door 195BB
3) Accumulator charging
DISTANCE
FROM AICRAFT
ACCESS MEAN HEIGHT
AFT OF NOSE CENTERLINE
FROM GROUND
LH SIDE RH SIDE
Blue System
Ground Service 26,34 1,28 m 1,94 m
Panel: (86,42 ft) (4,20 ft) (6,36 ft)
Access Door 195BB
Page 94 of 187
4) Reservoir Filling
Two connections (one self-sealing connection for pressurized supply on the Green system ground
service panel).
DISTANCE
AFT OF NOSE
One handpump filling
33,22 m 1,28 m 2,23 m
connection:
(109 ft) (4,20 ft) (7,32 ft)
Access Door 197CBB
5) A/C Emergency Generation
DISTANCE
AFT OF NOSE
RAT Safety-Pin
32,90 m 14,20 4,35 m
installation:
(107,94 ft) (46,59 ft) (14,27 ft)
Access Panel 633SL
Page 95 of 187
Green System Ground Service Panel
Page 96 of 187
Blue System Ground Service Panel
Page 97 of 187
Yellow System Ground Service Panel
Page 98 of 187
RAT safety pin
Page 99 of 187
5.1.4 ELECTRICAL SYSTEM
**ON A/C A330-700L
1. A/C External Power
DISTANCE
AFT OF NOSE
A/C External Power: 8,70 m 0,10 m 1,95 m
Access Door 125EL (28,4 ft) (0,3 ft) (6,4 ft)
NOTE : Distances are approximate.
2. Technical Specifications
A. External Power Receptacles:

- Two receptacles according to MS 90362-3 - 90 kVA.
B. Power Supply:
- Three-phase, 115 V, 400 Hz.
C. Electrical Connectors for Servicing:

- AC outlets: HUBBELL 5258
- DC outlets: HUBBELL 7472.
D. Maintenance Bus switch:

Inside A/C near Bulkhead door
Page 100 of 187
External power access door 125EL
Page 101 of 187
Maintenance Bus switch location
Page 102 of 187
5.1.5 OXYGEN SYSTEM
**ON A/C A330-700L
1. Oxygen Servicing
DISTANCE
AFT OF NOSE
Oxygen Replenishment
12,54 m 0,44 m 3,46 m
(Option 1):
(41,1 ft) (1,4 ft) (11,3 ft)
5750HT
Oxygen Replenishment
12,54 m 0,44 m 3,46 m
(Option 2):
(41,1 ft) (1,4 ft) (11,3 ft)
5751HT
(Internal charging near the belly door, inside aircraft)
Page 103 of 187
Oxygen filling location
Page 104 of 187
5.1.6 FUEL SYSTEM
**ON A/C A330-700L
1) Refuel/Defuel Control Panel
DISTANCE
AFT OF NOSE
Refuel/Defuel Control
32,6 m 0,8 m 1,9 m
Panel:
(106,9 ft) (2,62 ft) (6,23 ft)
Access Door 198DB
A. Flow rate: 1580 l/min (417 US gal/min) per connection.

B. Maximum pressure: 50 psi (3.45 bar).
2) Refuel/Defuel Connectors
DISTANCE
AFT OF NOSE
Refuel/Defuel Coupling,
28,3 m 12,6 m 5,1 m
Right:
(92,8 ft) (41,34 ft) (16,73 ft)
Access Door 622HB
Overwing Gravity 32,8 m 17,2 m 17,2 m 6,1 m
Refuel Cap (107,6 ft) (56,43 ft) (56,43 ft) (20,01 ft)
A. Four standard 2.5 in. ISO 45 connections.

B. Two service connections (gravity refuel).
Page 105 of 187
3) Overpressure Protector and NACA Flame Arrestor
DISTANCE
AFT OF NOSE
Overpressure Protector
(Wing) 37,8 m 27,17 m 27,17 m 5,75 m
Access Panel 550EB (124,01 ft) (89,14 ft) (89,14 ft) (18,86 ft)
(650EB)
NACA Flame Arrestor
(Wing) 37,4 m 26.53 m 26.53 m 5.7 m
Access Panel 550DB (122,7 ft) (87.04 ft) (87.04 ft) (18.7 ft)
(650DB)
Refuel/Defuel control panel TYPICAL (center & trim tank display/controls inop)
Page 106 of 187
Refuel/Defuel access door
Page 107 of 187
Flame arrestor & overpressure protector
Page 108 of 187
5.1.7 PNEUMATIC SYSTEM
**ON A/C A330-700L
High Pressure Air Connection
DISTANCE
AFT OF NOSE
HP Connectors: 20,94 m 0,84 m 1,79 m
Access Door 193CB (68,7 ft) (2,76 ft) (5,87 ft)
Connectors:
- Two standard 3 in. ISO 2026 connections.
Low Pressure Air Connection
DISTANCE
AFT OF NOSE
LP Connectors: 22,66 m 0,4 m 8m
Access Door 191EB (74,3 ft) (1,3 ft) (26,25 ft)
Connectors:
- Two standard 8 in. SAE AS4262 connections.
Page 109 of 187
Ground pneumatic connection access
Page 110 of 187
5.1.8 OIL SYSTEM
**ON A/C A330-700L
RR Trent 700 Series Engine

A. Engine Oil Replenishment:
One gravity filling cap.
One ozone self-sealing pressure fill and overfill connector per engine.
DISTANCE
AFT OF NOSE
Engine 1: 25,40 m 7.92 m 2.05 m
Access Door: 416CR (83,3 ft) (25.98 ft) (6.73 ft)
Engine 2: 25,40 m 10.82 m 2.05 m
Access Door: 426CR (83,3 ft) (35.50 ft) (6.73 ft)
(1) Tank capacity:

- Full level: 23.30 l (6.16 US gal).
- Usable: 22.71 l (6.00 US gal).
B. IDG Oil Replenishment:
One ozone self-sealing pressure fill and overfill connector per engine.
DISTANCE
AFT OF NOSE
Engine 1: 25,9 m 9.65 m 0.80 m
Access Door: 415CL (84,9 ft) (31.66 ft) (2.62 ft)
Engine 2: 25,9 m 9.09 m 0.80 m
Access Door: 425CL (84,9 ft) (29.82 ft) (2.62 ft)
- Max delivery pressure required: 2.76 bar (40 psi).

- Max oil capacity of the IDG: 5.50 l (1.45 US gal).
C. Starter Oil Replenishment:
One filling connection per engine.
DISTANCE
AFT OF NOSE
Engine 1:
25,9 m 9.65 m 0.80 m
Access Door:
(84,9 ft) (31.66 ft) (2.62 ft)
415AL (416AR)
Engine 2:
25,9 m 9.09 m 0.80 m
Access Door:
(84,9 ft) (29.82 ft) (2.62 ft)
425AL (426AR)
Page 111 of 187
- Max oil capacity of the Starter: 0.50 l (0.13 US gal).
Engine oil tank
Page 112 of 187
IDG oil tank
Page 113 of 187
Starter oil tank
Page 114 of 187
D. APU Oil Servicing:
APU oil gravity filling cap.
DISTANCE
AFT OF NOSE
APU Oil
Replenishment: 58,94 m 0,4 m 8m
Access Doors: (193,3 ft) (1,3 ft) (26,25 ft)
316AR, 315AL
Page 115 of 187
APU description & oil tank
Page 116 of 187
5.1.9 POTABLE WATER SYSTEM
**ON A/C A330-700L
1. Potable Water Servicing

DISTANCE
AFT OF NOSE
Potable-Water
15,68 m 0,76 m 2,58 m
Service Panel:
(51,4 ft) (2,5 ft) (8,4 ft)
Access Door 133BL
NOTE : Distances are approximate.
2. Technical Specifications
A. Connections
(1) On the potable-water service panel (access door 133BL):
- One heated 3/4 in. (ISO 17775) quick release filling connection
- One heated 3/4 in. (ISO 17775) overflow and discharge connection
- One ground pressurization connection.
(2) On the drain panel (access door 133BL):
- One standard 3/4 in. (ISO 17775) drain connection with back-up mechanical control.
B. Capacity
- 100 l (26.42 US gal).
C. Filling by replenishment of a removable water tank in lavatories
Page 117 of 187
Potable water access
Page 118 of 187
5.1.10 WASTE WATER SYSTEM
**ON A/C A330-700L

1. Waste Water Servicing
A. There are two waste water ground service panels:
- First panel: One standard connection Roylyn 1 in. (ISO 17775) for flushing and filling
- Second panel: One standard Taco type valve 4 in. (ISO 17775) for draining.
NOTE : Handle used for drainage is located on the first panel.
B. Capacity waste tanks:

- Standard: 35 l (9.25 US gal).
NOTE : The waste water drain-system discards the waste water from the galley sink and the
lavatory washbasin overboard.
The toilet system moves the waste materials and liquids from the toilet to the waste
tank.
C. Chemical fluid:
- Standard: 9.5 l (2.51 US gal).
DISTANCE
AFT OF NOSE
Waste Water Ground
6,39 m 2,03 m 2,16 m
Service Panel 1:
(20,9 ft) (6,6 ft) (7,0 ft)
Access Door 121EL
Waste Water Ground
7,13 m 1,91 m 2,19 m
Service Panel 2:
(23,3 ft) (6,2 ft) (7,1 ft)
Access Door 121FL
Page 119 of 187
Waste water flush
Page 120 of 187
Waste water drain
Page 121 of 187
5.1.11 CARGO CONTROL PANELS
**ON A/C A330-700L
1. Cargo Control Panels
DISTANCE
AFT OF NOSE
AFT cargo door panel 40,73 m 2,68 m 4,41 m
Access door 152 NR (133,6 ft) (8,79 ft) (14,4 ft)
MDCD Inner 9,26 m 3,23 m 6,09 m
Operation Panel (30,3 ft) (10,5 ft) (19,9 ft)
MDCD Outer 10,25 m 3,55 m 6,26 m
Operation Panel (33,6 ft) (11,6 ft) (20,5 ft)
Page 122 of 187
Lower cargo door operation panel
Page 123 of 187
Page 124 of 187
5.2 ENGINE STARTING PNEUMATICS

**ON A/C A330-700L
Engine Starting Pneumatic Requirements

1. The purpose of this section is to provide the minimum air data requirements at the aircraft
connection, needed to start the engine within no more than 90 seconds, at sea level (0 feet), for a
set of Outside Air Temperatures (OAT).
ABBREVIATION DEFINITION
A/C Aircraft
ASU Air Start Unit
Hight Pressure Ground
HPGC
Connection
OAT Outside Air Temperature
A. Air data (discharge temperature, absolute discharge pressure) are given at the HPGC.
B. For the requirements below, the configuration with two HPGC is used. Using one connector only
(for a given mass flow rate and discharge pressure from the ASU) will increase the pressure loss in
the ducts of the bleed system and therefore lower the performances at the engine starter.
C. For a given OAT the following charts are used to determine an acceptable combination for air
discharge temperature, absolute discharge pressure and mass flow rate.
D. This section is addressing requirements for the ASU only, and is not representative of the start
performance of the aircraft using the APU or engine cross bleed procedure.
E. To protect the A/C, the charts feature, if necessary:
- The maximum discharge pressure at the HPGC
- The maximum discharge temperature at the HPGC.
Page 125 of 187
Page 126 of 187
5.3 GROUND TOWING REQUIREMENTS

**ON A/C A330-700L
1. This section provides information on aircraft towing.
The A330-700L is designed with means for conventional or towbarless towing.

Information/procedures can be found for both in chapter 9 of the Aircraft Maintenance Manual. Status
on towbarless towing equipment qualification can be found in ISI 09.11.00001.
It is possible to tow or push the aircraft, at maximum ramp weight with engines at zero or up to idle
thrust, using a towbar attached to the NLG. One towbar fitting is installed at the front of the leg
(Optional towing fitting for towing from the rear of the NLG available). The main landing gears have
attachment points for towing or debogging.
This section shows the chart to determine the drawbar pull and tow tractor mass requirements as a
function of the following physical characteristics:
- Aircraft weight,
- Number of engines at idle,
- Slope.
The chart is based on the A330 engine type with the highest idle thrust.
The chart is therefore valid for all A330 models.
2. Towbar design guidelines
The aircraft towbar shall comply with the following standards:
- ISO 8267-1, ”Aircraft - Towbar Attachment Fitting - Interface Requirements - Part 1: Main Line
Aircraft”,
- ISO 9667, ”Aircraft Ground Support Equipment - Towbars”,
- IATA Airport Handling Manual AHM 958, ”Functional Specification for an Aircraft Towbar”. A
conventional type towbar is required which should be equipped with a damping system (to protect
the NLG against jerks) and with towing shear pins:
- A traction shear pin calibrated at 28 620 daN (64 340 lbf),
- A torsion pin calibrated at 3 130 m.daN (277 028 lbf.in).
The towing head is designed according to ISO 8267-1, cat. III.
Page 127 of 187
Towing traction diagram
Page 128 of 187
5.4 DE-ICING AND EXTERNAL CLEANING

**ON A/C A330-700L
1. De-Icing and External Cleaning on Ground

The mobile equipment for aircraft de-icing and external cleaning must be capable of reaching heights
up to approximately 20 m (65,6 ft).
2. De-Icing
Area concerned by De-icing
Page 129 of 187
6 OPERATING CONDITIONS
6.1 ENGINE EXHAUST VELOCITIES & TEMPERATURES ENGINE EXHAUST
6.1.1 VELOCITIES CONTOURS – GROUND IDLE POWER
**ON A/C A330-700L
1. This section gives engine exhaust velocities contours at ground idle power
Note: The three values give velocities isolines values at the borders of colored areas
Page 130 of 187
6.1.2 ENGINE EXHAUST TEMPERATURES CONTOURS – GROUND IDLE POWER
**ON A/C A330-700L
1. This section gives engine exhaust temperatures contours at ground idle power.
Note: The three values give temperature isolines values at the borders of colored areas
Page 131 of 187
6.1.3 ENGINE EXHAUST VELOCITIES CONTOURS – BREAKAWAY POWER
**ON A/C A330-700L
1. This section gives engine exhaust velocities contours at breakaway power
Page 132 of 187
6.1.4 ENGINE EXHAUST TEMPERATURES CONTOURS – BREAKAWAY POWER
**ON A/C A330-700L
1. This section gives engine exhaust temperatures contours at breakaway power.
Page 133 of 187
6.1.5 ENGINE EXHAUST VELOCITIES CONTOURS – TAKEOFF POWER
**ON A/C A330-700L
1. This section gives engine exhaust velocities contours at takeoff power
Page 134 of 187
6.1.6 ENGINE EXHAUST TEMPERATURES CONTOURS – TAKEOFF POWER
**ON A/C A330-700L
1. This section gives engine exhaust temperatures contours at takeoff power
Page 135 of 187
6.2 DANGER AREAS OF ENGINES
6.2.1 GROUND IDLE POWER
**ON A/C A330-700L
1. This section provides danger areas of the engines at ground idle power conditions.
danger areas of the engines at ground idle power conditions
Page 136 of 187
6.2.2 BREAKAWAY POWER
**ON A/C A330-700L

1. This section provides danger areas of the engines at breakaway power conditions.
danger areas of the engines at breakaway power conditions
Page 137 of 187
6.2.3 TAKE-OFF POWER
**ON A/C A330-700L
1. This section provides danger areas of the engines at max take-off power conditions.
danger areas of the engines at max take-off power conditions
Page 138 of 187
6.3 APU EXHAUST VELOCITIES & TEMPERATURES

**ON A/C A330-700L
APU - GARRETT
1. This section gives APU exhaust velocities and temperatures
Page 139 of 187
7 PAVEMENT DATA
7.1 GENERAL
**ON A/C A330-700L
A brief description of the pavement charts that follow will help in airport planning.
To aid in the interpolation between the discrete values shown, each airplane configuration is shown
with a minimum range of five loads on the main landing gear.
All curves on the charts represent data at a constant specified tires pressure with:
- the airplane loaded to the maximum ramp weight.
- the CG at its maximum permissible aft position.
Pavement requirements for commercial airplanes are derived from the static analysis of loads
imposed on the main landing gear struts.
- Landing Gear Footprint:

Section 7-2-0, presents basic data on the landing gear footprint configuration, maximum ramp
weights and tire sizes and pressures.
- Maximum Pavement Loads:

Section 7-3-0, shows maximum vertical and horizontal pavement loads for certain critical conditions
at the tire-ground interfaces.
- Landing Gear Loading on Pavement:

Section 7-4-0 contains charts to find these loads throughout the stability limits of the airplane at rest
on the pavement.
These main landing gear loads are used as the point of entry to the pavement design charts which
follow, interpolating load values where necessary.
- Flexible Pavement Requirements - US Army Corps of Engineers Design Method:

Section 7-5-0 uses procedures in Instruction Report No S-77-1 modified according to the methods
described in ICAO Aerodrome Design Manual, Part 3.Pavements, 2nd Edition, 1983, Section 1.1
(The ACN-PCN Method), and utilizing the alpha factors approved by ICAO in October 2007.
The report was prepared by the U.S. Army Corps Engineers Waterways Experiment
Station, Soils and Pavement Laboratory, Vicksburg, Mississippi”. The line showing 10 000 coverages
is used to calculate Aircraft Classification Number (ACN).
Page 140 of 187
- Flexible Pavement Requirements - LCN Conversion Method:

The Load Classification Number (LCN) curves are no longer provided in section 7-6-0 since the LCN
system for reporting pavement strength is obsolete, having been replaced by the ICAO
recommended ACN/PCN system in 1983.
For questions regarding the LCN system, contact Airbus.
- Rigid Pavement Requirements - PCA (Portland Cement Association) Design Method:

Section 7-7-0 gives the rigid pavement design curves that have been prepared with the use of the
Westergaard Equation. This is in general accordance with the procedures outlined in the Portland
Cement Association publications, "Design of Concrete Airport Pavement", 1973 and "Computer
Program for Airport Pavement Design", (Program PDILB), 1967 both by Robert G. Packard.
- Rigid Pavement Requirements - LCN Conversion:

Section 7-8-0 gives the rigid pavement requirements. All LCN curves shown in 'Rigid Pavement
Requirements - Radius of Relative Stiffness (other values of E and μ) - were developed from a
computer program based on data in International Civil Aviation Organisation (ICAO) document 7920-
AN/865/2, Aerodrome manual, Part 2, "Aerodrome Physical Characteristics", Second Edition, 1965.
- Rigid Pavement Requirements - LCN Conversion - Radius of Relative Stiffness:

- ACN/PCN Reporting System

Section 7-9-0 provides ACN data prepared according to the ACN/PCN system as referenced in ICAO
Annex 14, "Aerodromes", Volume 1 "Aerodrome Design and Operations." Fourth Edition July 2004,
incorporating Amendments 1 to 6. The ACN/PCN system provides a standardized international
airplane/, pavement rating system replacing the various S, T, TT, LCN, AUW, ISWL, etc., rating
systems used throughout the world.
Page 141 of 187
ACN is the Aircraft Classification Number and PCN is the corresponding Pavement Classification
Number. An aircraft having an ACN equal to or less than the PCN can operate without restriction on
the pavement. Numerically the ACN is two times the derived single wheel load expressed in
thousands of kilograms. The derived single wheel load is defined as the load on a single tire inflated
to 1.25 Mpa (181 psi) that would have the same pavement requirements as the aircraft.
Computationally the ACN/PCN system uses PCA program PDILB for rigid pavements and S-77-1
for flexible pavements to calculate ACN values. The Airport Authority must decide on the method of
pavement analysis and the results of their evaluation shown as follows:
Section 7-9-0 shows the aircraft ACN values.
For flexible pavements, the four subgrade categories are:
A High Strength CBR 15

B Medium Strength CBR 10
C Low Strength CBR 6
D Ultra Low Strength CBR 3
For rigid pavements, the four subgrade categories are:
A High Strength Subgrade k = 150 MN/m³ (550 pci )

B Medium Strength Subgrade k = 80 MN/m³ (300 pci )
C Low Strength Subgrade k = 40 MN/m³ (150 pci )
D Ultra Low Strength Subgrade k = 20 MN/m³ (75 pci )
Page 142 of 187
7.2 LANDING GEAR FOOTPRINT

**ON A/C A330-700L
This section gives data about the landing gear footprint in relation with the aircraft MRW and tire
sizes and pressures.
The landing gear footprint information is given for all the operational weight variants of the aircraft.
Page 143 of 187
7.3 MAXIMUM PAVEMENT LOADS

**ON A/C A330-700L
This section shows maximum vertical and horizontal pavement loads for some
critical conditions at the tire-ground interfaces.
The maximum pavement loads are given for all the operational weight variants of the aircraft.
Page 144 of 187
Page 145 of 187
7.4 LANDING GEAR LOADING ON THE PAVEMENT

**ON A/C A330-700L
This section provides data about the landing gear loading on pavement.
The MLG loading on pavement graphs are given at standard tire pressure for all the aircraft
operational weight variants.
Example, see FIGURE A330-700L WVZCG0.6m, calculation of the total weight on the MLG for:
- An aircraft with a Maximum Ramp Weight (MRW) of 202 300 kg (446 000 lb),
- The aircraft gross weight is 195 000 kg (429 900 lb).
- A percentage of weight on MLG of 91.65% (percentage of weight on MLG at MRW and CG max
aft at MRW).
The total weight on the MLG group is 178 720 kg (394 000 lb).
NOTE : The CG in the figure title is the CG used for ACN / LCN calculation
Page 146 of 187
Page 147 of 187
Page 148 of 187
Page 149 of 187
Page 150 of 187
Page 151 of 187
7.5 U.S. ARMY CORPS OF ENGINEERS DESIGN METHOD

**ON A/C A330-700L
This section gives data about the flexible pavement requirements. The flexible pavement
requirements graphs are given at standard tire pressure for all the aircraft operational weight
variants. They are calculated with the US Army Corps of Engineers Design Method. To find a flexible
pavement thickness, you must know the Subgrade Strength (CBR), the annual departure level and
the weight on one MLG. The line that shows 10 000 coverages is used to calculate the Aircraft
Classification Number (ACN). The procedure that follows is used to develop flexible pavement
design curves:
- With the scale for pavement thickness at the bottom and the scale for CBR at the top, a random
line is made to show 10 000 coverages,
- A plot is then made of the incremental values of the weight on the MLG,
- Annual departure lines are made based on the load lines of the weight on the MLG that is shown
on the graph.
Example, see FIGURE A330-700L WVZCG0.6m, calculation of the thickness of the flexible
pavement for :
- A ”CBR” value of 10,
- An annual departure level of 3000,
- The load on one MLG of 80 000 kg (176 375 lb).
- The required flexible pavement thickness is 59.4 cm (23 in).
NOTE : The CG in the figure title is the CG used for ACN calculation
Page 152 of 187
Page 153 of 187
Page 154 of 187
Page 155 of 187
7.6 FLEXIBLE PAVEMENT REQUIREMENTS / LCN CONVERSION

**ON A/C A330-700L
Page 156 of 187
7.7 PORTLAND CEMENT ASSOCIATION DESIGN METHOD

**ON A/C A330-700L
This section gives data about the rigid pavement requirements for the PCA (Portland Cement
Association) design method. The rigid pavement requirements graphs are given at standard tire
pressure for all the aircraft operational weight variants. They are calculated with the PCA design
method. To find a rigid pavement thickness, you must know the Subgrade Modulus (K), the permitted
working stress and the weight on one MLG.
The procedure that follows is used to develop rigid pavement design curves:
- With the scale for pavement thickness on the left and the scale for permitted working stress on
the right, a random load line is made. This represents the MLG maximum weight to be shown.
- A plot is then made of all values of the subgrade modulus (k values).
- More load lines for the incremental values of weight on the MLG are made based on the curve for
k= 80MN/m3 already shown on the graph.
Example, see FIGURE A330-700L WVZCG0.6m, calculation of the thickness of the rigid pavement
for:
- A k value of 80 MN/m3 (300 lbf/in3)
- A permitted working stress of 38.67 kg/cm2 (550 lb/in2),
- The load on one MLG is 80 000 kg (176 375 lb).
The required rigid pavement thickness is 230 mm (9 in).
NOTE : The CG in the figure title is the CG used for ACN calculation
Page 157 of 187
Page 158 of 187
Page 159 of 187
Page 160 of 187
7.8 RIGID PAVEMENT REQUIREMENTS / LCN CONVERSION

**ON A/C A330-700L
Page 161 of 187
7.9 ACN/PCN REPORTING SYSTEM - FLEXIBLE AND RIGID PAVEMENTS

**ON A/C A330-700L
This section gives data about the Aircraft Classification Number (ACN) for an aircraft gross weight
in relation with a subgrade strength value for flexible and rigid pavement.
The flexible and rigid pavement requirements graphs are given at standard tire pressure for all the
aircraft operational weight variants. To find the ACN of an aircraft on flexible and rigid pavement,
you must know the aircraft gross weight and the subgrade strength.
NOTE :
An aircraft with an ACN equal to or less than the reported PCN can operate on that pavement,
subject to any limitation on the tire pressure. (Ref: ICAO Aerodrome Design Manual, Part 3, Chapter
1, Second Edition 1983).
Example, see FIGURE A330-700L WVZCG0.6m (sheet 1), calculation of the ACN for flexible
pavement for:
- An aircraft with a MRW of 202 300 kg (446 000 lb),

- An aircraft gross weight of 195 000 kg (429 900 lb),
- A medium subgrade strength (code B).
The ACN for flexible pavement is 48.
Example, see FIGURE A330-700L WVZCG0.6m (sheet 2), calculation of the ACN for rigid pavement
for:
- An aircraft with a MRW of 202 300 kg (446 000 lb),

- An aircraft gross weight of 195 000 kg (429 900 lb),
- A medium subgrade strength (code B).
The ACN for rigid pavement is 47.
Aircraft Classification Number - ACN table

The table page 2 provides ACN data in tabular format similar to the one used by ICAO in the
”Aerodrome Design Manual Part 3, Pavements - Edition 1983” for all the operational weight variants
of the aircraft. As an approximation, use a linear interpolation in order to get the ACN at the required
operating weight using the following equation:
- ACN = ACN min + (ACN max - ACN min) x (Operating Weight - 130 000 kg)/(MRW - 130 000 kg)
As an approximation, use a linear interpolation in order to get the aircraft weight at the pavement
PCN using the following equation:
- Operating weight = 130 000 kg + (MRW - 130 000 kg) x (PCN - ACN min)/(ACN max - ACN min)
With ACN max = ACN calculated at the MRW in the table and with ACN min = ACN calculated at
130 000 kg
Page 162 of 187
Page 163 of 187
Page 164 of 187
Page 165 of 187
Page 166 of 187
Page 167 of 187
Page 168 of 187
Page 169 of 187
8 SCALED DRAWINGS
**ON A/C A330-700L
This section provides the scaled drawings.
NOTE : When printing this drawing, make sure to adjust for proper scaling.
Page 170 of 187
9 AIRCRAFT RESCUE AND FIREFIGHTING

**ON A/C A330-700L
1. Aircraft Rescue and Fire Fighting Charts
This sections provides data related to aircraft rescue and fire fighting.
The figures contained in this section are the figures that are in the Aircraft Rescue and Fire Fighting
Charts poster available for download on AIRBUSWorld and the Airbus website.
Page 171 of 187
Page 172 of 187
Page 173 of 187
Page 174 of 187
Page 175 of 187
Page 176 of 187
Page 177 of 187
Page 178 of 187
Page 179 of 187
Page 180 of 187
Page 181 of 187
Page 182 of 187
Page 183 of 187
Page 184 of 187
Page 185 of 187
Page 186 of 187
Page 187 of 187

Airbus Commercial Aircraft AC BelugaXL PDF

Uploaded by

Copyright:

Available Formats

Airbus Commercial Aircraft AC BelugaXL PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Airbus Commercial Aircraft AC BelugaXL PDF

Uploaded by

Copyright:

Available Formats

A330-700 Beluga XL Reference FM0400730

Aircraft Characteristics Manual Issue 1

4.3 MINIMUM TURNING RADII .................................................................................. 70

6.1.6 Engine Exhaust temperatures Contours – Takeoff Power .....................................135

Correspondence concerning this publication should be directed to:

Chapter Title Reason for change

1.3.1 LIST OF ABBREVIATIONS

1.3.2 DESIGN WEIGHT TERMINOLOGY

- Maximum Design Ramp Weight (MRW):

- Maximum Design Landing Weight (MLW):

- Maximum Design Take-Off Weight (MTOW):

- Maximum Design Zero Fuel Weight (MZFW):

2.2 GENERAL AIRCRAFT DIMENSIONS

General Aircraft Dimensions (A)

General Aircraft Dimensions (B)

General Aircraft Dimensions (C)

2.3 GROUND CLEARANCES

Ground Clearances for WV000 at 127500 Kg

FLAP TRACKS RETRACTED

FLAP TRACKS 1+F

FLAP TRACKS EXTENDED

2.4 INTERIOR ARRANGEMENTS - PLAN VIEW

Top view of courier area with interior configuration

2.5 INTERIOR ARRANGEMENTS - CROSS SECTION

Cross section reference for courier area

2.6 CARGO COMPARTMENTS

2.6.1 LOWER DECK CARGO COMPARTMENTS

**ON A/C A330-700L

Lower cargo layout (front & top views)

2.6.2 MAIN DECK CARGO COMPARTMENTS

**ON A/C A330-700L

Main deck cargo allowances

Cross section of main deck cargo arrangement

2.7 DOOR CLEARANCES

Lateral position of doors from a/c nose

Lateral position of exits from a/c nose

Radome opening dimensions

Position & dimensions of Aft lower cargo door

Position & dimensions of bulk cargo door

*Nose Landing Gear clearances Not Published.

Main Landing Door position

Fig A: Main LDG Door rear view

2.8 ESCAPE SLIDES

2.9 LANDING GEAR

**ON A/C A330-700L

All dimensions shown are minimum dimensions with zero clearances.

Landing Gear position

Main Landing Gear

Mechanical locking of MLG

Main Landing Gear servicing

Nose Landing Gear description

Nose LDG Mechanical locking

Nose LDG servicing 1

Nose LDG servicing 2

Nose LDG servicing 3

2.10 EXTERIOR LIGHTING

Lights general layout

Aft Lower Cargo light

2.11 ANTENNAS & PROBES LOCATION