Hey Alli I hope you aren't on the Rohipnol so you remember this
can anyone tell me why an a330 with an inop apu under an mel has no cross reference to etops .when a 767 with an inop apu is etops critical
The A330 has larger Gens/IDGs at 115KVA with a more sophisticated load shedding system, if 1 IDG is lost the remaining can still power the aircraft systems with some service buses or feeders still operating eg some chillers some ovens and water boilers will still operate. So if the APU is inop the A330 will operate fine on one IDG except the inseat video MAY be shed and the pax won't be happy.
To supply an independant power source or complete power in case of dual IDG failure for auto pilot auto land the aircraft is fitted with a HMG capable of supplying 11KVA loads, so the A330 is more relient on Eng Driven Hyd pumps (Check the mel for an EDHP) than the 767 which is relient on the apu to supply electrical power to provide backup. So while the A330 apu inop is a 10 day mel it does not effect ER ops
apu is inop does the aircon packs fail to run if a cabin door is open on ground as have had a few instances where a cabin door switch goes open and both packs shutdown after pushback and engs running/is this a speed card input and airgrnd input ?
If the A330 is on the ground, an entry door, cargo door is not closed and an engine is running the aircon packs will not run. Makes it a biatch to cool a cabin with a dead apu and no aircon carts.
Yes the inhibit comes from the Engine interface box and airground.
The leak check requirement on the MCD on the bus sounds like GE trying to prevent any more IFSD as it has a shocking record on the bus with well over half dozen this year.
All this is from memory if clarification is sort I may have to do some reading