A380 Training Notes

A380 TECHNICAL TRAINING MANUAL MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 00 General Information

This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved No part of this manual may be reproduced in any form, by photostat, microfilm, retrieval system, or any other means, without the prior written permission of AIRBUS S.A.S.

A380 TECHNICAL TRAINING MANUAL

LEVEL I - AT ATA 00 GENERAL INFORMATION Aircraft General Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 A/C Stations, Zoning & Identifications Intro. (1) . . . . . . . . . . . . . . . 22 Cockpit Philosophy Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . 34 Documentation General Introduction (1) . . . . . . . . . . . . . . . . . . . . . . 64 Maintenance Tools Introd uction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Safety Precautions Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . 86 Aircraft Handling Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . 96

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MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 00 General Information

TABLE OF CONTENTS

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AIRCRAFT GENERAL INTRODUCTION (1) General In order to present g eneral characteristics of the A380-800, we have first to consider the following aspects: - the aircraft dimensions, - the aircraft weight limitations, - the aircraft general layout.

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AIRCRAFT GENERAL INTRODUCTION (1)

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft Dimensions The main dimensions of the A380-800 are: - Length: 72, 73 m (238,81ft), - Width: 79,15 m (261,65ft), - Height: 24,07m (78,04ft). All dimensions mentioned in this chapter correspond to a maximum weight aircraft configuration. Note that aircraft dimensions are quoted in meters, feet and inches.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft Weight Limitations The aircraft has several weight limitations relative to its operational configuration and environment. The major aircraft weights are: - the Maximum Ramp Weight (MRW): 562 t (1 239 000 lb), - the Maximum Take-off Weight Weight (MTOW): 560 t (1 235 000 lb), - the Maximum Landing weight (MLW): 386 t (851 000 lb), - the Maximum Zero Fuel Weight (MZFW): 361 t (796 000 lb), - the Maximum Payload: 84 t (185 000 lb). Note that weights are quoted in kilograms, and in pounds.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft Weight Weight Limitations (continued) Fuel Weight Limitation The A/C maximum fuel capacity is about 315 000 liters, which agrees with nearly 250 t (550 600 lb) (Fuel density: 0.785kg/l). The usable fuel capacity agrees with the fuel available for aircraft propulsion. Note that the aircraft maximum fuel capacity is quoted in liters, in US gallons, in kilograms and in pounds.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft General Layout The aircraft has 3 decks. Basically the upper deck an d the main deck are reserved for the passengers, and the lower deck is a cargo compartment. The flight deck is located between the main and upper deck. Two staircases give access to the upper deck from the main deck.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft General Layout (continued) Flight Deck The A380 flight deck is located between the upper and main decks, which are the two passenger decks. It contains at least 4 seats: the captain seat and the first officer seat at the front, two observer seats at the back. An additional seat for a fifth occupant can be installed as an option. Under the flight deck there is the main avionics bay.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft General Layout (continued) Cabin Decks There are three different classes on the two decks ab oard the airplane: First class, Business class, and the Economy class. The 199 seats of the upper deck are divided into two different classes; 96 seats in Business, and 103 seats in Economy class. This deck has space for 5 to 8 abreast seats. At the forward end of this deck, there is the upper avionics bay. The 356 seats of the main deck are divided into t wo different classes; 22 seats in First class, and 334 in Economy class. This deck has s pace for 6 to 10 abreast seating. A total of 555 passengers are accomodated o n the aircraft in the basic configuration. Two cabin stairs and two trolley lifts connect the two decks.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft General Layout (continued) Cargo Compartment The lower deck is divided into 3 different cargo compartments: the forward cargo compartment, the aft cargo compartment, and the bulk cargo compartment.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft General Layout (continued) Avionics Compartment There are 3 avionics bays: -The main avionics bay, located under the flight deck, -The emergency avionics bay located at the forward of the upper deck, -The rear avionics bay located at the rear of the main deck, behind the stairs.

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AIRCRAFT GENERAL INTRODUCTION (1) Aircraft General Layout (continued) Landing Gear Arrangement The landing gear system includes five gears, as follows: - One Nose Landing Gear (NLG), - Two Wing Wing Landing Gears (WLG), - Two Body Landing Gears (BLG).

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1) General The A/C general mechanical section includes: - The aircraft station references - The A/C zones presentation - The Functional Item Number (FIN) presentation - The electrical and mechanical circuit identification.

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A/C A/ C ST STATI TIONS ONS,, ZON ZONIN ING G & ID IDEN ENTI TIFI FICA CATI TION ONS S INT INTR RO. (1 (1))

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1) Aircraft Station References References Fuselage station numbers are referenced from a point 7330 mm forward of the aircraft nose. They are nominated in millimeters. Major frame numbers are also shown, frame zero related to station 8170. Wing stations and rib numbers are shown for the left wing, th e right wing being similar.

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1) Zone Presentation The aircraft is divided into zones, and sub-zones in order to help maintenance and component location.

Major Zones Each aircraft area is identified by major zones (hundreds). The aircraft is divided into 8 major zones: - 100 Lower third of fuselage, - 200 Upper two third of fuselage, - 300 Stabilizers, - 400 Nacelles/Pylons, - 500 Left wing, - 600 Right wing, - 700 Landing gear, - 800 Doors.

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1) Zone Presentation (continued) Sub-Zones The major zones are divided into sub-zones, an example of the engines zoning is shown in the diagram for Pylon / Engine 1-4.

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1) FIN Presentation Each electrical component, mechanical component or fictitious item performing a function in an aircraft system, is identified by a unique identifier designated as Functional Item Number (FIN). The only exceptions to this basic rule are engines, windows, pax lights, pax seats with their related equipment and identical VU panels. The FIN is a cross-referencing code within numerous manuals. The FIN is composed of: - a sequence number (prefix) up to 4 digits. It indicates the position in the circuit. The prefix is followed by: - two circuit letters related to ATA ATA chapters, followed if necessary by: - a counter number (suffix) up to 4 digits, indicating the number identification of the item.

Sequence Numbers For electrical/electromechanical/electromagnetic components (ones with at least one electrical connection), the sequence numbers run from 1 to 4999. For purely mechanical components (ones with no electrical connections), the sequence numbers run from 5000 to 7999. 1 0 0 0 0 0 0 0 0 2 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit General Arrangement This topic presents the A380 cockpit, including panels, maintenance stations, crew seats...etc.

A380 Cockpit and Airbus A/C Family The A380 overall cockpit layout is common to long range and single aisle A/C families. The A380 cockpit is designed according to golden rules which dictate the Airbus family operational philosophy and related to cockpit general arrangement, cockpit panel layout and indication philosophy.

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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit General Arrangement (continued) Crew Seats The A380 cockpit is located between the two passengers decks. It contains at least 4 seats: the captain seat and the first officer seat at the front, and two observer seats at the back. An additional seat for a fifth occupant can be installed as an option.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit General Arrangement (continued) OMT/OIT Workstations Within the cockpit, two types of workstations are available: - two Onboard Information Terminals (OITs) at the front, which are mainly dedicated to the captain and the first officer, - an Onboard Maintenance Terminal (OMT) at the back, dedicated to the maintenance crews. These workstations are used to make flight and maintenance operations.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit General Arrangement (continued) Panels Location All the A/C system controls are arranged to be within easy reach of the two flight crewmembers. The cockpit comprises: the overhead panel, the glareshield, the main instrument panel, and the pedestal. The A/C is flown using two side sticks located on the side consoles.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Panel Layout This topic presents the different panels in the cockpit.

Overhead Panel Most of the A/C system controls are located on the overhead panel. For each system, the controls are located in a single control panel. These panels are arranged in order to make normal and abnormal procedures straightforward and intuitive thus minimizing crew errors. The main systems are located on the overhead panel center part and the others on the sides. On the lower section are fitted the systems most frequently used by the flight crew members. There is no more C/B within the cockpit. However, systems resetting is still available from reset panels. The overhead panel also includes a maintenance panel allowing on-ground maintenance operations on some systems.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Panel Layout (continued) Glareshield The glareshield is located just below the windshield. It includes the Flight Control Unit (FCU) made of an Auto Flight System (AFS) control panel and two Electronic Flight Instrument System (EFIS) control panels. They support short-term controls for the autoflight system and for the main display units. Thus, the operation of these controls can be achieved head-up and within easy reach of both pilots. In addition, on both sides of the FCU are fitted several attention getters: (the Master warning and caution lights ), the side stick priority controls and the autoland lights. At each end of the glareshield a loudspeaker sound level control and an Air Traffic Control (ATC) message indicator are installed.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Panel Layout (continued) Main Instrument Panel The main instrument panel includes eight identical and interchangeable 8 inch x 6 inch Liquid Crystal Display Units (LCDUs) which are composed of: - two Primary Flight Displays (PFDs), - two Navigation Displays (NDs), - two Multi Function Displays (MFDs), - an Engine/Warning Display (EWD) and, - a System Display (SD). Note that in case of failure of the displays dedicated to A/C guidance and navigation, the standby instruments are available. The A380 main instrument panel also comprises two OITs controlled by keyboards, 2 loudspeakers and display switching panels.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Panel Layout (continued) Pedestal The pedestal mainly comprises the controls related to the engi nes and engine thrust, to the communications, to the navigation and to t he A/C configuration. Note that the pitch trim is no longer controlled mechanically via a wheel but electrically via pitch trim switches. The pedestal includes also two Keyboard and Cursor Control Units (KCCUs) for display control and interactivity.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Indication Philosophy This topic presents the cockpit lights, colors and P/Bs philosophy.

"LIGHTS OUT" Philosophy The concentration of system controls on the overhead panel is achieved by an extensive use of illuminated pushbutton (P/B) directly installed on the system synoptic panel. In normal flight operation, no annunciator lights are illuminated in the cockpit. This is called the "lights out" philosophy or "dark cockpit" concept. In case of a system failure, or if a system is in an abnormal configuration for flying, its related P/Bs are illuminated.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Indication Philosophy (continued) Annunciator Light Color Philosophy The illuminated P/Bs and annunciators are of different colors according to their function: - A red light indicates a failure requiring an immediate action of the flight crew members. - An amber light is used to designate a failure needing awareness but no immediate action of the flight crew. - White color is used to show an abn ormal position of the P/B, and to indicate a system activated for maintenance operation. - Green symbolizes availability of a backup system. - Blue indicates normal operation of a temporarily used back-up system.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Indication Philosophy (continued) P/B Principle Status and failure indications are integrated whenever possible into the relevant illuminated P/B which must be operated for corrective action. - Dual stable positions P/B: Most of the illuminated P/Bs have two stable positions: pressed in and released out. In normal operation, they are pressed in and lighted out. However, when pressed in, a fault annunciator light may be lit in case of failure. When released out, the related system is deactivated and the "OFF" light is on. Note that in some other cases, when released out, an alternate system is activated. - Single stable position P/B: A second type of P/B with a single spring loaded stable position (released out) is generally used for back-up systems, deactivated in normal flight operation. As a consequence, in normal configuration, they are released out and lighted out. However, in this configuration, if the related back-up system is ready to be activated an annunciator light comes on. Then, when depressed, an other annunciator light comes on to confirm the backup system activation. 1 0I H P T P K C 3 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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COCKPIT PHILOSOPHY INTRODUCTION (1) Control Panels Technology This topic presents the conventional technology panels (VU) and the new technology ones (VM).

VU and VM Philosophy The A380 introduces a new generation of cockpit control panels called Integrated Control Panels (ICPs). As for the previous concept, the ICPs let the crew be informed about the A/C systems status, and control these systems for selection, and activation/deactivation, etc... The ICPs novelty is that they supply the crew with an A/C systems interface mixing digital and non-digital technologies. This concept reduces weight by using less wiring and improves maintainability due to a better reliability. Note that the ICP non-digital technology is dedicated as a design rule to signals related to direct controlled items. In addition, conventional control panels (VUs), based on mature non-digital technology, are still used in the cockpit. Note that the ICPs are also called "VMs". 1 0I H P T P K C 3 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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COCKPIT PHILOSOPHY INTRODUCTION (1) Control Panels Technology (continued) VU and VM Allocation on Control Panels Both ICPs (VMs) and conventional control panels (VUs) are used in the A380 cockpit. The conventional control panels (VUs) are found on t he consoles, the main instrument panel, the glareshield and partially on the overhead panel. The ICPs (VMs) are mainly located on the overhead panel, and on part of the pedestal.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Paperless Philosophy One of the main innovations of the A380 is that the paper documentati on has been replaced by an electronic library. This library supplies the flight crew with the ability to easily find relevant operational information in the: - Flight Crew Operating Manual (FCOM), - the Flight Manual (FM), - the Master Minimum Equipment List (MMEL), - and the Configuration Deviation List (CDL). Moreover it gives the access to information related to the mission, the communication and the performances computation, aiming at reducing the flight crew workload. Through this electronic library, the electronic logbook is accessible by both flight an d maintenance crewmembers. The E-library hosts also the AirN@v application, which gives the crew a direct access to most of electronic maintenance manuals.




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COCKPIT PHILOSOPHY INTRODUCTION (1) Cockpit Paperless Philosophy (continued) Cockpit Onboard Information System Display The function of the Onboard Information Systems (OIS) is to improve airline operations and its passenger services. Indeed, the OIS reduces flight crew workload, makes easy mainten ance operations and gives large customizable commercial services. Flight and Maintenance crew can access the OIS using the OITs, the OMT and the Portable Maintenance Terminal (PMAT). (PMAT). Note that to get access to the OIS through the different human-machine human-machine interfaces (OITs, OMT an d PMAT) PMAT) the crews have to identify themselves on the home page of the OIS.




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DOCUMENTATION GENERAL INTRODUCTION (1) Media and Users The A380 technical documentation developed by Airbus is stored in an electronic library onboard the aircraft. The maintenance documentation mainly has the AirN@v Application. The revision update for this applicable documentation is carried out using CDROMs or DVDs formats given by Airbus. Note that the documentation and updates can also be obtained through the Airbus Online ServiceS (AOLS). Typical users of the technical documentation are: - Flight crews, - Line & Base Maintenance Engineering, Shop and overhaul maintenance, - Cabin crews.

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DOCUMENTATION G EN ENERAL INTRODUCTION (1 (1)

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DOCUMENTATION GENERAL INTRODUCTION (1) ATA Breakdown Principle (ISpec2200) The Airbus technical documentation is based on a new breakdown codification. That means that all documentation is structured as follows: - ATA 05 12 Aircraft General, - ATA 20 50 Airframe, - ATA 51 57 Structure, - ATA70 80 Power Plant. This new Documentation breakdown philosophy is now regulated by the iSpec 2200 which includes both ATA ATA Spec 100 and Spec 2100. These Specs will no more be updated.




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DOCUMENTATION GENERAL INTRODUCTION (1) Manuals Customization The Technical Documentation has customized and non-customized manuals. A customized manual contains only the information applicable to a particular airline or a group of operators, while a non-customized manual contains information applicable to all airlines: applicable to all Airbus products (generic), or for one aircraft type family (envelope). As an example: - The Aircraft Maintenance Manual (AMM), - The Trouble Shooting Manual (TSM), - The Illustrated Part Catalogue (IPC), - The Aircraft Schematic Manual (ASM), - The Aircraft Wiring Manual (AWM), (AWM), - The Aircraft Wiring List (AWL). The customized manuals are: - The Structural Repair Manual (SRM) is a non-customized and envelope manual, - The Electrical Standard Practices Manual (ESPM) is a no n-customized and generic manual. Note that there are all the manuals mentioned above on-board th e aircraft except the SRM. 1 0 R T NI C O D 4 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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DOCUMENTATION GENERAL INTRODUCTION (1) Main Manuals for Line Maintenance The often-used manuals for Line maintenance are: - the Master-Minimum Equipment List (M-MEL), used by the Flight OPS Dept and the following Maintenance and Engineering Documentation (through AirN@V): - the AMM, - the TSM, - the IPC and the Power Plant IPC (PPIPC), - the ASM, - the AWM, - the AWL, - ESPM. These manuals can be accessible from the AirN@v Application or from Airbus Online ServiceS (AOLS). Note that from AOLS it is also possible to access to: - The Component Location Manual (CLM), - The Maintenance Planning Document (MPD), which describes Time Limited Maintenance checks, - The Additional Cross Reference Table (ACRT). 1 0 R T NI C O D 4 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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DOCUMENTATION GENERAL INTRODUCTION (1) Time Limits/Maintenance Checks Maintenance checks may have: - scheduled maintenance tasks and checks, and - unscheduled maintenance checks. Chapter 05-20-00 "Life Limits and Maintenance Checks" is now covered in the Maintenance Planning Document (MPD). The MPD is the repository document for all repetitive scheduled maintenance tasks promulgated by Airworthiness Directives (AD/CN), All Operator Telex (AOT), Inspection Service Bulletins (ISB), Service Information Letters (SIL), and Modifications (MOD/SB) and analyzed under the Maintenance Review Board (MRB). Chapter 05-50-00 includes the maintenance checks that you must do when a flight crew report shows abnormal flight conditions. Such maintenance actions are divided into two categories of information: - inspections, - checks.




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DOCUMENTATION GENERAL INTRODUCTION (1) Scheduled Maintenance/MPD

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The main objective of the MPD document is to give maintenance planning information necessary for each operator to develop a customized maintenance program. Airbus gives to airlines the Maintenance Planning Document (MPD), which is neither a controlling document nor an approved document. The main objective of this document is to give maintenance intervals figures to take into consideration by each operator in order to develop a customized scheduled maintenance program. In the absence of related in-service experience for similar design and test data, the proposed initial intervals can be based on the following interval framework, which is intended as guidance material: - 750 FH / 1.5 months, - 1500 FH / 3 months, - 3000 FH / 6 months, - 6000 FH / 12 months, - 24 months and 48 months, - 72 months, - 144 months. To make the interval selection process easier, intermediate intervals steps can be determined; these intermediate steps can be multiples of 250 FH for intervals below 1500 FH, and multiples of 500 FH for intervals above 1500 FH. Note that letter intervals are no more applicable on the A380 program; all intervals are quoted in aircraft use parameters (FH, FC, Calendar). Each operator according to his maintenance policy and aircraft actual operation, has more flexibility to develop his own maintenance checks. T K 0 L 1 6 1 6 0 W 1 L



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DOCUMENTATION GENERAL INTRODUCTION (1) Warning/Caution/Note in Text WARNING calls attention to use of material, processes, methods, procedures or limits which must be fol lowed precisely to avoid injury or death to persons. CAUTION: CAUTION: calls attention to methods methods and procedures procedures which be followed followed to avoid damage to equipment. NOTE: NOTE:

calls attention attention to methods methods which make the the job easier easier to give give supplementary or explanatory information




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MAINTENANCE TOOLS INTRODUCTION (1) General The main maintenance tools identified on the A380 are: - AIRMAN, which is a ground-based software dedicated to opti mize the maintenance of Fly-by-wire Airbus aircraft, - The Onboard Maintenance System (OMS), - The e-Logbook available on board, or on the ground. The main objective of these maintenance tools is to improve the maintenance efficiency on the A380 in order to reduce A/C operational costs.

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MAINTENANCE TOOLS INTRODUCTION (1) AIRMAN AIRMAN stands for AIRcraft Maintenance ANalysis. The AIRMAN Application is a dedicated tool to optimize the treatment of unscheduled maintenance events and to make easy a wide range of maintenance activities. For the Gate maintenance activities, the AIRMAN tool: - Gives a direct access to Flight Report, the TSM, the TFU, SIL extracts and Airline Engineering Technical Notes while the A/C is still in flight, - Gives also the fault history. For the hangar maintenance activities, the AIRMAN tool is also capable of analyzing the aircraft's fault history and prioritizing preventive maintenance actions, minimizing: - Pilots reports, - Departure delays. As a result, AIRMAN offers: - The optimization of the maintenance workload, - The increase of dispatch reliability, - The reduction of maintenance costs. AIRMAN will be delivered as a basic feature with the A380. 1 0 L O O T C T M 5 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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MAINTENANCE TOOLS INTRODUCTION (1) On-board Maintenance System AIRMAN receives and analyses the A/C data generated by the OMS. These data are transmitted in real time to the ground by the aircraft communication system.




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MAINTENANCE TOOLS INTRODUCTION (1) e-Logbook The objectives of the e-Logbook are: - to improve trouble shooting efficiency (standard reporting gives more clarity, clarity, automatic link to the documentation, automatic link to OMS data), - to suppress handwritten logbook capture costs, - to make technical data more consistent and clear, - to improve logbook reporting. There are three profiles to access the e-Logbook: - flight crew, crew, - cabin crew, - maintenance.




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SAFETY PRECAUTIONS INTRODUCTION (1) Safety Precautions When you work on or around the aircraft, you must be aware of all cautions and warnings. To prevent any safety issue you must obey all safety precautions mentioned in aircraft maintenance manuals (AMM and TSM). Moreover, you must comply with the local regulations (national reglementations, airlines rules and airports rules). The safety precautions prevent: -People from being injured, -Aircraft and Ground Support Equipments (GSEs) from being damaged. Generally the safety precautions are: -Individual protections, -Safety areas, -Safety notices, -Safety devices, -And aircraft handling/maintenance tasks sequencing to respect.

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SAFETY PRECAUTIONS INTRODUCTION (1) Safety Precautions (continued) Electrical Power And Electrostatic Charges

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Suction and Exhaust Areas

The electrical power and electrostatic charges cause injury to maintenance staff and damage components. To prevent this: -Ground the aircraft, -Check components bounding -Respect discharge time delay of some equipment, -Be careful with energized components. -De-energize system if n ecessary.

The suction and exhaust areas can s everely injure people and damage aircraft and/or GSEs. To prevent this: -Respect the safety areas, -Keep the areas clear, The main suction and exhaust sources are: -The engines, -The APU, -The air conditioning/supplemental cooling system.

Radio Frequencies

Noises

The radio frequencies can radiate people, cause damage and light fire. To prevent this: -Respect the safety areas, -Respect the operational area, The main radio frequency sources are: -The weather radar, -The High Frequency antennas.

The noise can damage hearing. To prevent this: -Wear ear protection, -Respect the safety areas. The main noise sources are: -The engines, -The APU, -The air conditioning system, -The hydraulic power system.

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-Air conditioning system elements (fuselage and wing root).

The moveable parts can severely injure people and can damage A/C and/or GSE. To prevent this: -Respect the safety areas, -Perform inhibition and/or de-activation tasks. The main moveable parts are: -The flight control surfaces, -The thrust reverses, -The doors, -The landing gears, -Auxiliary Power Unit (APU) air inlet flap, MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 00 General Information


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SAFETY PRECAUTIONS INTRODUCTION (1) Safety Precautions (continued) Pressurized Systems

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Systems using pressurized liquid, air, hydraulic and gas can severely injure people, damage aircraft and/or GSEs. To prevent this: -check if components are pressurized when an indicati on is available. -depressurize the system when it is possible, -if not, handle pressurized components with care, The main Pressurized systems are: -The pneumatic system, -The air conditioning/supplemental cooling system, -The hydraulic power system, -The fire extinguishing system, -The oxygen system. A particular attention must be observed regarding the cabin and cargo doors. To prevent severe injury, check if the residual cabin pressure light is off before opening the cabin and/or cargo doors. Moreover, regarding regarding the escape slid es, check if the emergency escape slide light is off before opening the cabin doors.

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Flammable and explosive product can cause fire and explosion leading to injuries and equipment damage. To prevent this: -Respect the safety areas, -Make sure to have the appropriate fire extinguishing equipment, -Respect the items prohibition (cigarette, phone, camera), The flammable and explosive product is the fuel. 6

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To prevent this: -wear adapted personal protections, -respect a time delay to let components cool down, -respect safety areas, -check components temperature when an indication is available. The main systems as hot sources are: -The engine system, -The pneumatic system, -The APU, -The landing gear system, -The hydraulic power system, -The air conditioning system.

Corrosive And Noxious And Asphyxiating Products Various fluids used to operate aircraft systems can injure people or damage the A/C. Skydrol corrodes material, material, is noxious in case of digestion or inhalation, and pollute the environment. Engine fuel and oils are noxious in case of digestion or inhalation, and pollute the environment. To prevent this: -Wear adapted personal protections, -Carefully handle these products, -Store these products in a safe and dedicated area, -Comply with the cleaning procedures after using these products, -And do not throw them away, but use containers for recycling or retreatment. In an enclosed working area, a Halon leak from a fire extinguisher bottle, can cause asphyxiation. To prevent this, make sure that the work area is well ventilated. The type of injury to people or damage on aircraft by a solvent depends on its composition. In any case, observe the safety precautions mentioned on the instructions for use. SAFETY PRECAUTIONS INTRODUCTION (1)

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A380 TECHNICAL TRAINING MANUAL The type of injury to people due to carbon dust depends on various criteria like the carbon fiber size, exposition time, etc. To prevent this, wear personal protections.




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SAFETY PRECAUTIONS INTRODUCTION (1) Safety Precautions (continued) Heavy Components When you move heavy components, an injury to you or another person can occur due to the weight o r dropping and can cause damage to the aircraft. To prevent this, use: -A correct body posture to lift heavy components, -Specific GSEs, -Specific hosting points installed on the A/C, -And do not walk under an elevated load.

Elevated Working Areas

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People or equipment falling from elevated positions can severely injure other people and damage A/C. To prevent this, use: -Safety points, -Safety handles, -Safety harness, -and correct platforms. Read the manufacturers instructions for th e platform and be aware of local regulations for their use. Y T E F A S 6 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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AIRCRAFT HANDLING INTRODUCTION (1) Service Points The picture shows the standard service points for the A380.

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AIRCRAFT HANDLING INTRODUCTION (1) Service Arrangements The positioning of some items may vary with local arrangements. The picture shows the standard service arrangements for the A380.




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AIRCRAFT HANDLING INTRODUCTION (1) Fuel and Lubricants The two sets of values shows the fuel grades used on the A380, the permitted additives and the lubricants.




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AIRCRAFT HANDLING INTRODUCTION (1) Jacking The A380 can be jacked at not more than the maxi mum permitted aircraft weight for jacking and always within the limits of the permissible wind speed when the aircraft is jacked outside. The aircraft has three primary jacking points. One is located under the forward fuselage, aft of the nose landing gear and the other two are located under each wing (one per wing). Three jack adaptors are used between the aircraft jacks points and the jacks: One spherical nose jack adaptor is installed at the forward fuselage, and two wing jack adaptors are installed at each wing (one per wing). The graphic shows the measurements with the aircraft on jacks and the shock struts extended. When the aircraft is on jacks, a safety stay with one s pherical adaptor, is installed under the aft fuselage to prevent tail tipping caused by accidental displacement of the aircraft center of gravity. This point is not used for lifting the aircraft. The set of values shows the specifications for the nose and the wings jacks when they are both in fully closed and in fully extended positions. 1 0 0 D N A H C A 7 P 0 0 M L 0 T 0 T K 0 L 1 6 1 6 0 W 1 L



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AIRCRAFT HANDLING INTRODUCTION (1) Leveling and Weighing Weighing This topic covers the quick leveling and the weighing procedures. There are three alternative procedures to level the aircraft: - Quick leveling procedure with the Air Data/Inertial Reference System (ADIRS). - Quick leveling procedure with a spirit level in the upper or main deck passenger compartment. - Quick leveling procedure with a spirit level in the forward cargo.

Quick Leveling with ADIRS In the ADIRS panel, do the Inertial Reference (IR) alignment procedure. Enter the alpha call-up roll and pitch on the Onboard Maintenance Terminal (OMT). Operate the hydraulic jacks, and read the pitch and the roll angles on the OMT to make sure that t he aircraft is leveled.

Quick Leveling with a Spirit Level in the Upper or Main Deck Passenger Compartment

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To do the quick leveling with a spirit level the first is to go into the passengers' compartment. Put a spirit level on two seat tracks, in the Y-axis and operate the hydraulic jacks below the wings to get the transverse alignment. Put the spirit level on a seat track, in the X-axis and operate the nose hydraulic jack to get the longitudinal ali gnment. When the longitudinal alignment is completed, do a check of the transverse alignment.

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LEVELING AND WEIGHING - QUICK LEVELING WITH ADIRS ... QUICK LEVELING WITH A SPIRIT LEVEL IN THE FORW FORWARD ARD CARGO MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 00 General Information


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AIRCRAFT HANDLING INTRODUCTION (1) Leveling and Weighing (continued) Weighing You can weigh the aircraft with: - the aircraft on jacks, - the aircraft on its wheels, - the aircraft on landing gear jacks. The aircraft is weighed putting all the landing gears onto balances: one in the nose landing gear, two in the body landin g gear and finally two in the wings landing g ears. Each balance indicates the load under each landing gear; the addition of all of them gives the total weight of the aircraft.




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AIRCRAFT HANDLING INTRODUCTION (1) Towing and Taxiing This topic gives information related to the towing and the taxiing of the aircraft. Make sure that each person in the aircraft is in a seat and the seat belt is fastened during towing and taxiing operations.

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Towing Before towing the aircraft, be sure that the safety devices are installed on the landing gears: nose, wing and bo dy landing gears. Be sure also that the dimension 'H' of the nose landing gear is never greater than 297.3 mm. On the nose landing gear there is the steering disconnect panel, which includes an indicator for the nose wheel steering and parking functions break. The tow switch is used to isolate the nose steering function during towing operations. For the case of the body landing gear, there are two possibilities: if the indicator is off, the body steering system is activated, and all operations are allowed: operation towing and maintenance towing. If the indicator is on, t he body steering is deactivated, and the towing is allowed only in some circumstances, for example, if the body landing gear is centered. The set of values show the values permitted for the towing forces. Basic towing angle is +/- 60 degrees. Hydraulic steering angle is +/- 70 degrees. Mechanical stop angle is +/- 75 degrees. It is easy to disconnect the torque link apex pin for especial operations; 360 degrees of rotation in the nose wheel are achieved. The towing fitting is Cat V: V: 8 inches l ength and 3.38 in ches diameter. Existing 50 tons tractors may pull the A380 under normal weather conditions. There are a differentiation between the A340-500/600 and the A380 towing fitting by the space available behind the pin. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL I - ATA 00 General Information


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AIRCRAFT HANDLING INTRODUCTION (1) Towing and Taxiing (continued) Taxiing The following graphic with the set of values shows the turning aircraft capability. This data has been determined from the theoretical limits imposed by the aircraft geometry, so they reflect the turning aircraft capability in favorable operating circumstances. The illustrations show the danger from engine suction and exhaust gases in some areas. To operate in these areas, safety precautions must be taken to avoid damage.




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AIRCRAFT HANDLING INTRODUCTION (1) Parking and Mooring This topic covers the parking of the aircraft and the mooring of the landing gear.

Parking Procedure

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To park the aircraft in normal weather conditions, foll ow these tasks: If necessary, clean the aircraft, externally and internally. Park the aircraft on a flat surface. Make sure that the wheels of the nose landing gear are on the aircraft axis and the aircraft points into the wind. Install the safety devices on the landing gears. Make sure that the flight control surfaces are retracted. Put the wheel chocks in position, in front and behind the wheels for the nose landing gear, and in front of the forward wheels and behind the aft wheels, for the wing and body landing gears. Energize the electrical circuits. If necessary refuel the fuel tanks up to 30% minimum of their total capacity. Drain water from all the fuel tanks, to protect the fuel system. To protect the windows, open the cockpit and cabin window shades. Make sure that the sliding windows are closed. Installation of the Protection Equipment: Protect all the probes, the engines and the APU with adapted protection equipment. On the appropriate overhead panel, on the CABIN PRESS section, push the DITCHING pushbutton switch to close the ventilation skin valves and the outflow valves. De-energize the aircraft electrical circuits. 0 T K 0 L 1 6 1 6 0 W 1 L



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AIRCRAFT HANDLING INTRODUCTION (1) Parking and Mooring (continued) Mooring The purpose of mooring is to p revent movement of the aircraft in high winds when it is not stable. The limits of aircraft stability in relation to the wind speed are given in the Aircraft Maintenance Manual (AMM) chapter 10-20-00. Park the aircraft on a flat surface with the mooring points. Make sure that the wheels of the nose landing gear are in the aircraft axis and the aircraft points into the wind. Install the safety devices. Make sure that the flight control surfaces are retracted and that the windows and doors are closed. Put the chock wheels in position Long Range aircraft, like the A380, are moored at the Nose Landing Gear.




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AIRBUS S.A.S. 31707 BLAGNAC cedex, FRANCE STM REFERENCE L1W06161 APRIL 2006 PRINTED IN FRANCE AIRBUS S.A.S. 2006 ALL RIGHTS RESERVED AN EADS JOINT COMPANY WITH BAE SYSTEMS

A380 Training Notes

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