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Registration: VH-QPA
Certificate of Registration: 31 October 2003
Certificate of Airworthiness: 26 November 200316
Total airframe hours: 20,040
Total airframe cycles: 3,740
Last ‘C’ maintenance check: 1-13 March 2008
The take-off weight of the aircraft was 207,065 kg. The weight of the aircraft and
centre of gravity were within the prescribed limits.
Preliminary analysis of maintenance records for the aircraft and pertinent systems
has been conducted. Initial indications are that the aircraft met all relevant
airworthiness requirements.
15 Air Transport Pilot License.
16 The aircraft was delivered to the operator as an A330-301 model in November 2003. The original
Certificate of Airworthiness was dated 26 November 2003. The aircraft was modified in
December 2004 which changed the model from a -301 to a -303. A new Certificate of
Airworthiness was issued on 10 December 2004 to reflect the correct model number.
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Flight control system
General description
Figure 4 shows the flight control surfaces on the A330. All of the surfaces were
electronically controlled and hydraulically activated. The horizontal stabiliser could
also be mechanically controlled.
Figure 4: Overview of flight control surfaces
The aircraft’s flight control surfaces could be operated using the autopilot17 or
through pilot controls. When the autopilot was not engaged, pilots used sidesticks to
manoeuvre the aircraft in pitch and roll. Computers interpreted the pilot inputs and
moved the flight control surfaces, as necessary, to follow their orders within the
limitations of a set of flight control laws.
The aircraft’s flight control system included three flight control primary computers
(FCPCs, commonly known as PRIMs) and two flight control secondary computers
(FCSCs, commonly known as SECs). In normal operation, one PRIM functioned as
the master. It processed and sent orders to other computers, which executed them
using servo-controls (see also Review of PRIM monitoring functions).
The flight control computers received data from a variety of sources, including
from the air data inertial reference units (ADIRUs).
Pitch control
Pitch control was achieved by two elevators and the trimmable horizontal stabiliser
(THS). Maximum elevator deflection was 30 degrees nose up and 15 degrees nose
17 The A330 had two autopilots. The flight crew could engage either autopilot 1 or autopilot 2 by
pressing the corresponding pushbutton. The autopilot could be disconnected intentionally by the
crew or it could automatically disconnect as a result of a number of different conditions.
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down. The maximum THS deflection was 14 degrees nose up, and 2 degrees nose
down.
The elevators and THS were normally controlled from PRIM 1. If a failure occurred
with PRIM 1 or an associated hydraulic system, the pitch control was automatically
transferred to PRIM 2. Mechanical trim control of the THS was available to the
flight crew using the pitch trim wheels on the centre pedestal in the flight deck.
Control laws
The electronic flight control system operated according to a set of control laws. In
‘normal law’, regardless of the flight crew’s input, computers prevented exceedance
of a predefined safe flight envelope. The flight control system could detect when
the aircraft was past or approaching the limits of certain flight parameters, and was
capable of commanding control surface movement in order to prevent the aircraft
from exceeding those limits. Automatic flight envelope protections included load
factor limitation, pitch and roll attitude protection, high angle-of-attack protection
(alpha prot), and high speed protection.
If there were certain types or combinations of failures within the flight control
system or its components, the control law automatically changed to a different
configuration level: alternate law or direct law. Under alternate law, the different
types of protection were either not provided or were provided using alternate logic.
Under direct law, no protections were provided and control surface deflection was
proportional to sidestick and rudder pedal movement.
Air data and inertial reference system
General description
The air data and inertial reference system (ADIRS) included three identical air data
inertial reference units (ADIRUs), known as ADIRU 1, ADIRU 2 and ADIRU 3.18
The ADIRUs provided data for multiple aircraft systems, including the flight
control system.
Figure 5 provides a simplified representation of the relationship between the
ADIRS and the flight control system. In simple terms, various air data sensors
provided data to the ADIRUs, which then provided data to the flight control
　
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