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of:
• checking the systems by means of operational tests,
• performing greasing and lubrication operations,
• carrying out various checks on the oil and hydraulic fluid levels,
• visually inspecting the structural parts, without removal.
The last three checks of this type were performed on F-GZCP on 27 December 2008,
21 February 2009 and 16 April 2009.
These checks were performed in accordance with the operator’s maintenance programme,
drawn up on the basis of the manufacturer’s recommendations and approved by the national
authorities who are also responsible for oversight.
Examination of these maintenance documents, of the maintenance programme and of the
aircraft’s airworthiness dossier did not reveal any anomalies.
(13) Which corresponds to the middle of the ORARO – TASIL segment.
(14) This type of aircraft is equipped with a fuel management system (FCMS) that controls the transfer
of fuel to and from the “trim tank”. This transfer, which begins as soon as the aircraft starts to climb,
makes it possible to reduce drag and therefore fuel consumption by shifting the aircraft’s centre of
gravity. The centre of gravity target is controlled to within 0.5% of MAC.
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1.6.6 Information on the airspeed measuring system
1.6.6.1 Elaboration of the speed information
The speed is deduced from the measurement of two pressures:
• total pressure (Pt), by means of an instrument called a Pitot probe,
• static pressure (Ps), by means of a static pressure pick-off.
Probes
The Airbus A330 has three Pitot probes (see below) and six static pressure pick-offs. These
probes are fitted with drains allowing the removal of water, and with an electrical heating
system designed to prevent them from icing up.
Position of the Pitot probes on the Airbus A330
Pitot probe (with protection caps)
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The pneumatic measurements are converted into electrical signals by eight ADMs and
delivered to the calculators in that form.
Speed calculation by the ADR
The CAS and Mach number are the main items of speed information used by the pilots and
the systems to control the aircraft. These parameters are elaborated by three calculators,
called ADIRU, each consisting of:
• an ADR module which calculates the aerodynamic parameters, specifically the CAS
and the Mach,
• an IR module that provides the parameters delivered by the inertial units, such as
ground speed and attitudes.
The ADRs use the measured pressure values to calculate the CAS and the Mach. The
diagram below shows in simplified form the overall architecture of the airspeed measuring
system:
There are therefore three speed information elaboration systems that function independently
of each other. The “Captain” probes feed ADR 1, the “First Officer” probes feed ADR 2 and
the “Standby” probes feed ADR 3.
Only the standby instruments such as the ISIS elaborate their speed and altitude information
directly from the pneumatic inputs (“standby” probes), without this being processed by an
ADM or ADR.
1.6.6.2 Systems that use the speed information
The speeds calculated by the ADRs are used, in particular, by the following systems:
• fly-by-wire controls system,
• engine management system,
• flight management and guidance system,
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• ground proximity warning system,
• transponder,
• slats and flaps control system.
1.6.7 Checks and maintenance of the Pitot probes
The Pitot probes and maintenance actions are described in the operator’s maintenance
manual.
The Pitot probes are subject to a daily visual inspection by a mechanic, who checks their
general condition. The crew performs the same type of check before each flight.
During Type C checks, the following operations are performed on the Pitot probes:
• cleaning of the complete probe using compressed air (“blowing” operation),
• cleaning of the drains with a specific tool,
• test and check of probe heating by the standby electrical power supply system,
• check of the sealing of the circuits.
In the case of speed inconsistencies being reported by the crew, corrective actions are the
same as those in the Type C checks.
1.6.8 ACARS communication system
The ACARS system, integrated in the ATSU on Air France’s Airbus A330, is used to transmit
non-vocal messages between an aircraft and the ground by VHF or satellite communication.
It can be used in particular by operators to transmit information in real time (meteorological
data, flight progress information, etc.).
　
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