A300 - P - To - FF FLT Deck - Systems Briefing 4 Pilots

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

A300-600P to F
The contents of this booklet reflect a typical configuration of the A300-600P to F. 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.


A 300-600P to F Flight Deck and System Briefing for Pilots
Contents
1. General
2. Flight Deck Layout
3. Air Systems
4. Auto Flight System
5. Communication
6. Fire and Smoke Protection
7. Electrical System
8. Hydraulic System
9. Flight Controls
10. Landing Gear
11. Fuel System
12. Flight Instrument
13. Navigation
14. Engine
15. Auxiliary Power Unit (APU)

16. Electronic Centralized Aircraft Monitor (ECAM)


1.General
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)

A300-600P to F General
1. Introduction
General Dimensions
The A300B4-600/-600R P to F is is a medium range
widebody passenger aircraft converted for full freighter
operation. The passenger cabin has been replaced with
main deck cargo compartment and structural
reinforcements have been made.In addition several main
deck cabin and system modification have been
accomplished.
Key Modification
Key changes incorporated in the freighter version
compared to the A300-600 passenger version are:
Removal of passenger cabin windows, doors
and cabin related systems
Reinforcement of airframe
Installation of a main-deck cargo door on the left
forward side of the fuselage
Installation of cargo loading system in the main
deck
Installation of Class E cargo fire protection on
the main deck
Installation Courier Modul with seats

Installation Smoke curtain and barrier net
Various system modification (air condition,
communication, emergency equipments and
landing gear)

1. Introduction
Lighting
The aircraft lighting systems consists of flight deck and
courier area lighting, annunciator, emergency, and
exterior lighting. The controls for the lighting system are
installed in the cockpit and in the courier area.
The emergency lighting system consists of the courier

area 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.

Crew Compartment Avionics Bay

The cockpit accommodates two operating crewmembers The avionics bay in the lower fuselage forward of the
and one or two observer seats. In the main cabin, aft of nose landing gear is accessible from the cockpit and
the cockpit, a courier area is provided with seats and a from the ground.
lavatory.
In addition a 9G-safety barrier net is installed on the main
deck aft of courier 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.

Cargo Layout
A300-600P to F layout consists of two cargo compartments: The main deck with overall useable volume of 306.7 m3
main and lower deck. Several main and lower deck cargo can accommodate universal 96-inch high pallets and
configurations are available for higher density and low containers.
density/high value cargo. The lower deck has an overall useable volume 109.7 m3.
Main Deck Layouts (typical)

15 pal. 88” x 96” x 125”
16 Pal. 96” x 96” x 125” SBS 4 pal. 96” x 96” x 125” SR

Lower deck layouts (typical)


Doors
The main deck is equipped with a mechanically locked The courier area is fitted with two doors, one on each side
and hydraulically operated door on the left forward side of of the fuselage. In addition an internal doors between the
the fuselage. The main cargo door is also equipped with courier area and the cockpit is installed.
tarmac lights.
The courier doors on each side, the lower cargo doors
The lower deck is equipped with three cargo compartment and the main deck cargo are fitted with a pressure
doors on the right side of the fuselage below the main residual warning light. The red warning light is activated
deck. The FWD and AFT cargo doors are hydraulically when:
operated and designed to suit standard A1 and A2 the differential cabin pressure exceeds 2.5 mb
containers. These doors open outwards and upwards. (0.0362 psi),
The bulk cargo door is smaller than the lower cargo doors emergency slides are disarmed,
and is operated mechanically from the interior and the at least one engine is off
exterior.

Design Specification
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 Payload mode

Max take -off weight
(MTOW) 170.5 T / 375,900 lb 168.0 T/ 370,380 lb
Max landing weight
(MLW) 140.0 T / 308,650 lb 143.3 T/ 315 920 lb
Max zero fule weight
(MZFW) 130.0 T / 286,600 lb 136.5 T/ 300, 930 lb
Max structural payload 48,110 kg / 106,065 lb (PW) 54,610 kg/ 120 395 lb (PW)
(typical) 48,036 kg / 105,900 lb (GE) 54,536 kg/ 120, 230 lb (GE)
Operating weight empty 81, 890 kg/ 180,540 lb (PW)

(OWE) (typical) 81,964 kg/ 180,700 lb (GE)
Main deck capacity
(overall useable volume) 306.7m³ / 10,831 ft³
Lower deck capacity
(overall useable volume) 109.7 m³ / 10,831 ft³
Design speed Operating Limitations
V M O/ M M O 335kt / 0.82M Min flight crew 2 Crew Members

Max certified altitude 40,000 ft
VM CG / VM CA 109 kt / 117 kt (CAS)
Max cabin altitude 9550 ± 350ft
VLO extension 270 kt/ M 0.59 Max runway altitude 8,500 ft
VLO retraction 240 kt / M 0.53 Max runway slope ± 2%
Max tailwind for take-off & landing 10 kt
VLE 270 kt / M 0.65
Max demonstrated crosswind 32 kt
Max wind for Automatic landing:
Head wind 30 kt
Crosswind 20 kt
Tailwind 10 kt

Performance (Take-off)

Performance (Landing)

Performance (Payload / Range Capability)


4. Ground Manoeuvring Capability
The A300-600P to F 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).
Effective
A/C CG Turn Angle X Y A R3 R4 R5 R6
61.35 ft 33.11ft 122.26ft 69.71ft 109.27ft 89.29ft 111.15ft
Fwd 18 % 61.6° 18.70 m 10.09 m 37.26m 21.25m 33.31m 27.21 m 33.88m
61.35ft 37.89ft 125.66ft 72.11ft 114.01ft 91.47ft 113.35ft
Aft 34 % 58.3° 18.70 m 11.55m 38.30 m 21.98m 34.75m 27.88m 34.55m

5. Navigation Capability
Reduced Vertical Separation Minimum (RVSM) Required Navigation Performance (RNP)

The aircraft is compliant for RVSM operation. in an The aircraft navigation system consists two FMS, three
airspace or route between FL290 and FL410 where IRS and radio navaid sensors. The navigational
aircraft are separated vertically by 1000 ft. equipments installed have RNP capability of :
RNP-10 capability in oceanic or remote areas
Required Equipment For RVSM Navigation system with GPS PRIMARY
RVSM regulations require the following equipment to be BRNAV (RNP-5) capability
operative : P-RNAV (RNP-1)
Two ADCs and 2 main Altimeters
One ATC transponder For minimum operating equipment on each capability
One Auto Pilot Function and accuracy criteria consult the appropriate manuals.
One FCU
One FWC
For operational approvals and requirement 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 Crew’s Outside Visibility
- Landing Minimum Visual Ground Segment

A300-600P to F 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 pilot’s
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 A300-600P to F 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 A300-600P to F 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: Conventional analog back up flight and
Two Primary Flight Displays (PFD)
navigation instruments
Two Navigation Displays (ND)
Conventional analog engine instruments
Two Electronic Centralized Aircraft Monitoring
A thrust rating panel
(ECAM) displays

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

Pedestal
The center pedestal mainly includes: Engine thrust levers
Flight Management System (FMS) Control Trim wheels
and Display Unit (CDUs) 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 Temporarily required system in normal operation

GREEN Back-up or alternate system selected
WHITE P/B Switch selection other than normal basic operation
AMBER Caution indication
RED Alert indication

Overhead Panel

3. Field of Vision
Flight Crew’s Outside Visibility


3. Field of Vision
Landing Minimum Visual Ground Segment


3. Air Systems
1. Pneumatic System
- System Description
- System Architecture
- Control and Indications
2. Air Conditioning
- Main Deck Cargo Compartment Air Distribution
- Main Deck Temperature Control System
- Air conditioning ECAM
3. Pressurization
System Description
-
4. Ventilation

A300-600P to F Air Systems
1. Pneumatic System
System Description
The pneumatic system supplies high-pressure air to the The APU bleed air supply
following systems: The APU can supply bleed air on the ground without
Engine starting restriction and in flight up to 20,000 ft for air-conditioning
Air conditioning and pressurization and up to 15,000 ft for the wing anti-icing.
Hydraulic reservoir pressurization
Wing anti-icing Ground Air Supply
Potable water tank pressurization 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
There are three bleed air sources:
be used for engine starting and hydraulic reservoir
pressurization.
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 from the High Pressure (HP)
stage compressor, via the HP valve automatically.

The pressure and temperature of the bleed air from the
engines is regulated automatically.

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
Control and Indications ECAM ENGINE page
ECAM BLEED page

Located in Overhead Panel

2. Air Conditioning
System Description Main Deck Cargo Compartment Air Distribution

The air conditioning system is one of the systems that is The main deck cargo compartment air distribution system
modified as the result of passenger to freighter is divided into three main compartments. The air is
conversion. distributed through a simplified ceiling air distribution duct
Bleed air is cooled, conditioned and distributed via the air system routed between the compartment skin and
conditioning system to the individual compartments (flight sidewall panels. Air is then extracted near the floor level,
deck, courier, main deck cargo, avionics and lower deck next to the compartment sidewall panels, over full
cargo compartments) and then discharged overboard compartment length and directed to the underfloor
through outflow valves and fixed vent holes. compartments, where it is used for cooling the avionics
compartment and ventilating the bulk cargo compartment.
Hot compressed air from the bleed air system is
processed through two air conditioning packs. The air In the courier compartment the air is distributed through
conditioning packs regulate airflow and temperature as ceiling air outlets.
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.

2. Air Conditioning
.

2. Air Conditioning
Main Deck Temperature Control System In the event of a smoke warning, the main deck cargo
The three main deck cargo compartment zones are each compartment is isolated by the emergency smoke
provided with an independent temperature control system, procedure which automatically performs the following
capable of automatic or manual operation. actions:
opening of the bypass valve
In case of automatic control failure, the zone temperatures closure of the main deck isolation valves
may be manually controlled by direct operation of the trim closure of pack 2 valve if two packs are running
air valves and manual adjustment of the pack discharge closure of the hot air manifold
temperatures, using controls provided on the overhead closure of the FWD lower cargo isolation valve
panel.
closure of the bulk cargo isolation valve
These actions have to be confirmed by pressing the

respective pushbutton switches.
.

2. Air Conditioning
Control and Indications

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 operated
outflow valves electrically. The two automatic systems
operate alternately; 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.

A300-600 P to F Air Systems
3. Pressurization
Located in Main Inst. Panel
ECAM PRESS page


4. Ventilation
System Description
The ventilation system provides constant flow of air to
maintain freshness of air in the pressurized compartment
and cooling for the electronics equipments.
The electronics equipments 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.
The lavatory is ventilated by air from the courier area,

which is extracted by the cabin differential pressure via a
skin venturi and by 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

A300-600P to F Auto Flight System
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 TRP
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 N1 or EPR
Amber Bug
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 A/THR mode
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.

AFS Modes
The selection of the AP/FD modes is performed on the The FMA is the main interface between the flight crew and
FCU. the AFS in order to confirm the engagement and status of
the selected A/THR and AP/F modes.
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 The FMA is divided into five separate columns and color
(vertical speed) for vertical mode and HDG (heading) for codes are used to indicate the status of the AP/FD and
lateral mode. A/THR modes.
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.

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
Auto throttle system is declutched during takeoff, but
THR Thrust Armed remains armed in order to declutch after takeoff
SPD Speed Maintains the selected speed

MACH Mach Maintains the selected Mach number
Maintains the Thrust Limit/Target Thrust directed by the
P.THR Profile Thrust FMS, as indicated on the TRP (TRP in AUTO)
P.SPD Profile Speed Maintains the target speed directed by the FMS.
Reduces throttle levers to 5° throttle lever angle (TLA), then
RETARD Retard the Auto throttle system declutches (A/THR blue)
Auto throttle system is declutched but remains armed in
A/THR 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
THR L Thrust Latch angle-of-attack protection
AP/FD Vertical/Lateral Combined Modes

The AP/FD can be engaged in the following modes :
Vertical modes
FMA
Indication Mode Mode function Associated A/THR Mode
V/S Vertical Speed Acquires and maintains the selected V/S SPD or MACH
Speed Reference
SRS System Maintains a reference speed for takeoff or go-around THR
SPD Speed Maintains the selected speed. THR (climb) RETARD (descent)
MACH Mach Maintains the selected Mach number. THR (climb) RETARD (descent)
Altitude hold In accordance with the engaged vertical
ALT Armed Arming phase of ALT mode mode
Altitude hold
ALT* Capture Capture phase of ALT mode SPD or MACH
ALT Altitude hold Maintains the selected altitude SPD or MACH

In accordance with the engaged vertical
G/S G/S Armed Arming phase of GS mode mode
GS* G/S Capture Capture phase of GS mode SPD

GS G/S Track Tracks the Glideslope beam SPD

Profile Climb In accordance with the engaged vertical
P.CLB Armed Arming phase of P.CLB mode mode
In PROFILE mode, maintains the climb speed and path
P.CLB Profile Climb directed by the FMS P.THR
Profile Altitude
P.ALT hold In PROFILE mode, maintains the selected altitude P.SPD
Profile Descent In accordance with the engaged vertical
P. DES Armed Arming phase of P. DES mode mode
In PROFILE mode, maintains the descent speed, flight
P.DES Profile Descent path or vertical speed directed by the FMS. P.THR then RETARD or P.SPD
AP/FD Vertical/Lateral Combined Modes

Lateral modes
FMA
Indication Mode Mode function
HDG Heading Maintains the present aircraft heading

Heading Select
HDG/S Armed Arming phase of HDG/S mode (only when HDG/S is armed for take-off)
HDG/S Heading Select Acquires and maintains the selected heading

Tracks the selected localizer course to maintain the runway centerline during
RWY Runway takeoff up to 30 ft (then NAV, HDG/S or HDG engages automatically)
Navigation
NAV Armed Arming phase of NAV mode
NAV Navigation Maintains the FMS F-PLN track

VOR VOR Armed Arming phase of VOR mode
VOR* VOR Capture Capture of the selected VOR radial/course
VOR VOR Track Tracks the selected VOR radial/course

Localizer
LOC Armed Arming phase of LOC mode
Localizer
LOC* Capture Capture phase of LOC mode
LOC Localizer Track Tracks the selected Localizer course

AFS Combined Modes

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

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


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: Each FMC has it own performance and navigation
database. The performance database contains the aircraft
Two Flight Management Computers (FMCs)
aerodynamic and engine data. The navigational database
Two Control Display Units (CDUs), one for each contains ground navigation aids, waypoints, airways, and
pilot 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 (captain’s 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 These predictions are continuously updated throughout the
crew with flight planning. The flight crew can enter via the flight depending on:
CDUs the flight plan. This flight plan includes: Revisions to the lateral and vertical flight plans
A lateral trajectory with a complete departure, Current winds and temperature
cruise and arrival, waypoints that are linked. Actual position versus lateral and vertical flight
A vertical trajectory with the cruise altitude to plans
be flown and the temperature and wind Current guidance modes
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.

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
- General
- Radio communication system
- Aircraft Communication Addressing and Reporting System (ACARS)
- Interphone system
2. Controls and Indications

A300-600P to F Communication
General Radio communication system

The aircraft communication system is modified as the The radio communication system enables communication
result of the passenger to freighter conversation. The externally between aircraft to ground and aircraft to
passenger addressing system and the service interphone aircraft. These include:
that allows communicates pilots and cabin attendants are VHF and HF (optional)
removed. A courier communication system, which enables Selective calling (SELCAL)
communication between the flight crew and the courier
Aircraft Communication Addressing and
area is installed.
Reporting System (ACARS) (optional)
In addition the aircraft communication system and

The center pedestal provides the location for the VHF
equipments installed in aircraft are adapted to meet
radio controls and the overhead panel for the HF radio
operators’ requirements. Therefore it is possible the
controls. Also located in the center pedestal, two audio
equipments and their locations described in this chapter
integrating panels enable the flight crew to select
may differ from your individual aircraft.
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 courier communication system consists of:

The Interphone system enables communication internally Two communication panels in the courier
between the two-flight crew; flight crew and the ground module
crew; and between flight crew and the Courier area. The Loudspeakers with amplifiers located in the
interphone system consist of: courier area, lavatory and main deck
Flight Interphone compartment
Service interphone and call system A chime unit in the courier area
Courier communication A COURIER CALL pushbutton on the cockpit
overhead panel
The courier communication system enables: A COURIER CALL light on the cockpit overhead
panel
Flight crew to make announcements in the
courier area lavatory and the main cargo Two hand microphones located in the courier
deck compartment area.
Communications between the courier/crew
member and the flight crew

Radio Communication Control Service Interphone Control



6. Electrical System
- AC Power Generation
- DC Power Generation
- Emergency Power Generation
2. Electrical Power Distribution
- Normal Operation
- Abnormal Operation

A300-600P to F 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)

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.

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.

Located in Overhead Panel Located in Overhead Panel


7. Fire and Smoke Protection
1. General
- Engines
- APU
- Avionics
- Main Deck Cargo
- Lower Deck Cargo

A 300- 600Pto F Fire and Smoke Protection
1. General
The A300-600 P to F fire and smoke protection system is

modified to accommodate the conversation of the
passenger deck to cargo. As a result of the P to F
conversion the main deck, is fitted with class E cargo
smoke detection system.
The A300-600 P to F 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 courier area.

A 300- 600P to F Fire and Smoke Protection
Engines
The engines fire detection system is equipped with If a loop fails, the FDCU generates a LOOP warning
Two identical detection loops, A and B, (amber). The FIRE warning (red) is generated when a fire
mounted in parallel or dual loop failure is detected.
A Fire Detection Control Unit (FDCU) 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 When a smoke warning is triggered, a fan installed in the
installed in three ventilation ducts to detect the presence avionics compartment provides olfactory confirmation of
of combustion gases. smoke via a sniffer located at the F/O’s side console.
Main avionics compartment
Cockpit instrument panels
Minimum equipment bay

Main Deck Cargo

In the main deck cargo compartment, smoke detection Smoke detection leads to the opening of the by-pass
system is installed in three sections of the compartment; valve and the closure of:
MID 1, MID 2, and AFT. In each section, two independent Bulk cargo ventilation,
loops (loop A and B) consisting eight detectors are Pack two if two packs are running,
installed. When smoke is detected on MID 1, MID 2 or
The two isolation valves,
AFT cargo, the ventilation is cut off, the fire will self-
extinguish by lack of air. Lower deck cargo isolation valves,
Hot air valve,
The main deck cargo compartment is also fitted with

smoke and loop waning system. This system generates
two different warnings:
The smoke warning (red)
The loop warning (amber)

Lower Deck Cargo

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


8. Hydraulic System
- Hydraulic Power Generation
- System Architecture
- Ram Air Turbine

A 300-600P to F Hydraulic System
The hydraulic system consists of three independent Three electrical pumps are available in case of engine
systems (BLUE, GREEN, YELLOW) that operate driven pumps failure:
simultaneously. Each system is supplied from its own
Two electrical pumps in GREEN system
hydraulic reservoir. Under normal operating condition the
systems are pressurized by four identical hydraulic engine One electrical pump in YELLOW system
driven pumps, two on each engine to approximately 3000 Power Transfer Units (PTUs) are used in flight if a pump
psi. In the event of low pressure, the hydraulic system will fails in the BLUE or YELLOW system. Power is transfer
automatically adjust to give priority to main flight controls
from the GREEN system to the BLUE or YELLOW
and brakes.
system. Note that there is no fluid transfer between the
three hydraulic systems.
Hydraulic Power Generation
Four engine driven pumps pressure the three hydraulic A hand pump on the ground can pressurize the YELLOW
systems in normal operation condition: hydraulic system, if system is not pressurized, to operate
Two pumps pressurize the GREEN system, the cargo doors.
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

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.

Located in Overhead Panel ECAM HYDRAULIC page



9. Flight Controls
- General
- Operation
- Pitch Controls
- Roll Controls
- Yaw Controls
- Slats and Flaps
- Spoilers

A 300-600P to F Flight Controls
General
The flight controls, powered by the three hydraulic Secondary flight controls
systems consists of primary and secondary flight controls. The secondary flight controls are lift and drag augmenting
devices and includes on each wing:
Primary flight controls Spoilers 1 to 5 for speed brake function
The primary flight controls, control the aircraft according to Spoilers 1 to 7 for ground spoiler function
the three axes (roll, pitch and yaw) and fulfill the auxiliary Three single slotted Flaps
functions. Three slates
The primary flight controls are: One Krueger flap
Two Ailerons one on each wing One notch flap
Five outboard spoilers on each wing (spoilers 3
to 7)
Two elevators
Trimmable horizontal stabilizer (which provide
pitch trim)
Rudder

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

A 300-600P to F Landing Gear
Landing Gear
The A300-600P to F 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.The landing gear doors
remain open.
Indication
As a result of P to F conversation, the visual cabin down
lock indicators for the main gears are removed. An
electrically energized main gear down lock (MLG Down
LK) indicator is installed in the overhead panel. The three
landing gear indicating unites; two in the overhead and
one in the main instrument panel are energized by
independent systems. A visual down lock indicator is
installed for the nose gear in the in the avionics

compartment.

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

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
- Fuel Tanks
- Trim Tanks and CG Control System
- Deactivation of Center and Trim Tanks
2. Engine and APU Feed

A 300-600P to F Fuel System
Fuel Tanks
Two outer and two inner wing tanks and one center tank
are installed as standard in all A300-600P to F 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 Provided there is enough fuel in the center tank, the
running at the same time in normal operation, however automatic fuel feed follows the following sequence.
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.


ECAM FUEL page
Located in Main Inst. Panel Located in Overhead Panel

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

A 300-600P to F 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 CAPT’s PFD and ND,
SGU 2 supplies the F/O’s 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.

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 pitot-
static 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 300-600P to F Navigation
1. Inertial Reference Systems
The aircraft is fitted with three Inertial Reference Systems The three IRSs send data to the various aircraft systems
(IRS) to calculate attitude, heading, aircraft speed, including:
position, track and wind. Each IRS consists of an Inertial To the Primary Flight Displays (PFDs) with
Reference Unit (IRU) and Mode Selector Unit (MSU). A pitch, roll and heading
single Inertial Sensor Display Unit (ISDU) on the overhead To the Navigation Displays (NDs) with magnetic
panel displays IRS data from any of the three IRSs and heading, ground track, ground speed and wind
allows the flight crew to enter present position coordinates data
for IRS alignment.
Flight management System
Auto flight system


2. Navigational Aids
The radio navigational aids sensor and controls installed Two VOR/DME systems and one Marker Beacon system
in this aircraft includes: ILS, VOR/DME, ADF (optional) are installed on the aircraft. Each VOR receiver has a
and Marker Beacon. VOR/DME control panel located at the front of the center
pedestal. VOR information is displayed on the ND in
Two ILS receivers and a single ILS control panel are ROSE or ARC modes. Normally, VOR 1 supplies the
installed on the center pedestal. Glide slope and localizer Captain’s ND and VOR 2 supplies the first officer’s ND.
deviations are displayed on the PFD and ND. The standby VOR 1 and 2 raw data are also displayed on both the
horizon ILS information is provided by ILS 1 receiver. 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
- General
- Thrust Computation and Control
- Thrust Reverser

A 300-600P to F Engines
General
The A300-600P to F is equipped with two axial-flow high-
bypass, 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

A300-600P to F:
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

Thrust Computation and Control

Engines equipped with Full Authority Digital Engine The FADEC computes the EPR* or the N1* command
Control (FADEC): from the throttle lever angle and other data inputs by
controlling fuel flow to the engines.
Each engine has one FADEC with two fully independent
control channels. Each channel has its own dedicated and The TCC is a component of the Auto Flight System (AFS)
separate power supply, input, and output circuits. thus the auto throttle is controlled by TCC signals.
Redundancy is provided by cross-talk facility between the
two channels. The FADEC provides:
Basic engine control function (starting, idle and
The FADEC and the Thrust Control Computer (TCC) are acceleration)
responsible for thrust management. The TCC computes optimizes engine efficiency by controlling air
EPR* or N1* limit according to the mode selected on the bleed, and clearance control,
Thrust Rating Panel (TRP). 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

Engines without FADEC:

Each engine has its own Mechanical Engine Control The PMC:
(MEC), which is responsible for the basic operation of the Displays the N1 actual and N1 command valued
engine. It modulates fuel flow according to the throttle on the indicator,
control lever signal and the N1 or N2 governor order. The Down trims the maximum Takeoff N1 and
Power Management Control (PMC) is an electronic Maximum climb N1 values to corresponds to a
system responsible for power management. It computes fix throttle lever position.
the N1 command from the throttle lever angle signal.

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: No the 3rd line of
Auto re-stow function, defense is
mandated by AD
Automatic throttle lever reduction to idle

2. Control and Indications
Engine Controls

Engine Indications

ECAM CRUISE page

ECAM ENGINE page

15. Auxiliary Power Unit (APU)

A 300-600P to F Auxiliary Power Unit
The Auxiliary Power Unit (APU) is a self-contained unit, On the ground the APU can be started either by using the
which provides pneumatic and electrical power: aircraft batteries, external power, or normal aircraft
electrical supply. In flight, the APU can be started using
On ground: normal aircraft electrical supply up to 40,000 ft and by
aircraft batteries up to 20,000 ft.
Electrical power via a generator
The APU uses aircraft fuel from the wing tanks.
Bleed air for engine start and air conditioning
A full authority digital electronic control, the Electronic

During Takeoff: Control Box (ECB), monitors and controls the operation of
Bleed air for air conditioning and wing anti-icing the APU and displays the applicable information on the
ECAM. The ECB:
In Flight:
Back-up electrical power up to 40,000 ft Sequences and monitors the APU start and
Back up bleed air for air conditioning and shutdown
engine start up to 20,000 ft Sequences and monitors automatic emergency
Wing anti-icing up to 15,000 ft APU shutdown
Monitors the operating parameters of the APU
(RPM and EGT)

Monitors the APU bleed air

A 300-600P to F Auxiliary Power Unit
ECAM APU page



16. Electronic Centralized Aircraft Monitor (ECAM)
- General
- Architecture
- Operation
- Color Codes

A 300-600P to F Electronic Centralized Aircraft Monitor
General
The Electronic Centralized Aircraft Monitor (ECAM) Combinations of the following four pages are displayed in
provides essential information to the flight crew the Right and Left CRTs when appropriate throughout all
throughout the flight in both normal and abnormal flight phases.
situation. Two Flight Warning Computers (FWC) drive the MEMO page: recalls the list of systems, which
ECAM system. Each FWC acquires and processes are selected for temporary use
aircraft systems data and generates warning indications Warning page: lists of required actions and
and system status data. information related to system failures
The two FWC also activates: STATUS page: provides additional information,
Audio warnings, cross-reference to the QRH procedures and
Warning Light Display Panel (WLDP) lights, systems status reminder
The stick shaker, System page: provide schematics of each of
Auto flight System warnings the major aircraft systems. Systems pages are
displayed automatically or can be manually
selected
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.

Architecture

Operation
In normal operation, the ECAM provides the necessary In abnormal operation, the ECAM helps the flight crew to
information to assist the flight crew to operate and monitor manage system failures and aircraft abnormal
the aircraft systems: configurations by:
Producing visual and aural warnings and cautions
System page (automatically or can be manually
selected) Providing associated procedures and associated
Memo page limitations and memos, if any

Displaying the applicable system pages
The ECAM also manages aural altitude callouts
and decision-height announcements during The ECAM also computes flight phases to inhibit
approach. 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 Left CRT Right CRT

Red (R) Emergency Emergency
Amber (A) Abnormals Abnormals
No action feedback ”XX” Flags
Cyan (B) 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.
White (W) Actionscompleted (action Titles of manually
feedback) selected system
pages
ADV (advisories)
General inscriptions
Green (G) General Information System parameters

in normalranges
Magenta(M) On MEMO page : Not Used

TO or LDG INHIB message
STATUS message


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

A300 - P - To - FF FLT Deck - Systems Briefing 4 Pilots

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A300-600P to F

Flight Deck and System Briefing for Pilots

Intentionally Left Blank

Flight Deck and Systems Briefing for Pilots

It must not be used as an official reference.

Flight Deck and Systems Briefing for Pilots

Intentionally Left Blank

Flight Deck and Systems Briefing for Pilots

15. Auxiliary Power Unit (APU)

Flight Deck and Systems Briefing for Pilots

Intentionally Left Blank

Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

 Installation Courier Modul with seats

Flight Deck and Systems Briefing for Pilots

The emergency lighting system consists of the courier

The exterior lighting consists of following systems:

Flight Deck and Systems Briefing for Pilots

Crew Compartment Avionics Bay

Flight Deck and Systems Briefing for Pilots

Main Deck Layouts (typical)

15 pal. 88” x 96” x 125”

16 Pal. 96” x 96” x 125” SBS 4 pal. 96” x 96” x 125” SR

Flight Deck and Systems Briefing for Pilots

Lower deck layouts (typical)

Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

Range mode Payload mode

(typical) 48,036 kg / 105,900 lb (GE) 54,536 kg/ 120, 230 lb (GE)

Operating weight empty 81, 890 kg/ 180,540 lb (PW)

Design speed Operating Limitations

V M O/ M M O 335kt / 0.82M Min flight crew 2 Crew Members

Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

Performance (Payload / Range Capability)

Flight Deck and Systems Briefing for Pilots

The A300-600P to F is equipped with nosewheel steering

During high-speed ground roll, the rudder pedals allow

The steering handwheel allows a maximum nose wheel

Flight Deck and Systems Briefing for Pilots

Reduced Vertical Separation Minimum (RVSM) Required Navigation Performance (RNP)

For operational approvals and requirement consult the

Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

The A300-600P to F flight deck is arranged in such a way

The maintenance panel located adjacent to the observer

Flight Deck and Systems Briefing for Pilots

The A300-600P to F is equipped with Electronic Flight

Electronic Centralized Aircraft Monitoring (ECAM) is also

The engine instruments are conventional analog type

Flight Deck and Systems Briefing for Pilots

Main Instrument Panel

Flight Deck and Systems Briefing for Pilots

Flight Deck and Systems Briefing for Pilots

and Display Unit (CDUs) Radio and navigation controls

Flight Deck and Systems Briefing for Pilots

BLUE Temporarily required system in normal operation

Flight Deck and Systems Briefing for Pilots

Installation Courier Modul with seats

and Display Unit (CDUs) Radio and navigation controls

Two Thrust Control Computers (TCC); to