Level III - Ata 52 Doors

A380 TECHNICAL TRAINING MANUAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors

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A380 TECHNICAL TRAINING MANUAL

LEVEL III - ATA 52 DOORS Theory System Passenger Doors Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Doors & Slides Management System Description (3) . . . . . . . . . . . . 18 Cargo Door Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Bulk Cargo Door Description (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Avionics Compartment Doors Descripti on (3) . . . . . . . . . . . . . . . . . . 46 Doors System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Doors System Operation, Control & Indicating (3) . . . . . . . . . . . . . . 54 Doors Component Location (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors

TABLEOFCONTENTS

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PASSENGER DOORS DESCRIPTION (3) General Passenger doors are fail safe plug type "A " doors. All upper deck doors U1L/R, U2L/R, U3L/R, have a fuselage integrated slide raft system. Main deck doors M1L/R, M2L/R, M4L/R, M5L/R, have a door mounted slide raft system. Main deck doors M3L/R have a belly fairing integrated slide system and it is used for emergency exit. The locking / unlocking and the latching / unlatching have to be manually operated by outside or inside handles. By opening from inside with the inner handle, the outer handle stays in the stowed position. An electrical swiveling actuator does the normal and emergency swiveling movements. In case of no electrical power, the door can be operated manually. When opening from outside, the emergency slide mechanism is automatically disarmed. All passenger doors are emergency evacuation doors therefore they can be used for an emergency evacuation.


PASSENGER DOORS DESCRIPTION (3)

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GENERAL MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Main Deck Door Description The support arm is made of Carbon Fiber Reinforced Plastic (CFRP). It has an assist handle, a swivel actuator, a door bumper and a door stay bracket, which is part of the door arrest mechanism. During normal operation, the door bumper does not touch the outer surface of the fuselage. If you open the door in emergency or without the swivel actuator, the door bumper functions has a shock absorber and a stop when the door is fully open. Two guide arms are installed on the upper part of the door and on the doorframe. They make sure that the door moves parallel to the fuselage. The adjustable stops touch the stop-fittings and take the load when the fuselage is pressurized during the flight. The guide-rollers touch the guide-fittings when you move the door inboard. This causes the door to move into the correct position so that you can close the door. The guide-rollers engage the slots of the guide-fittings when the door is in the closed position. Thus, the guide-rollers put the door in the correct position while you lower the door. The inner and outer handles and their related latch-lift shafts and drive shaft operate the latches and locks. The door is latched by one over center latch lever on the left and one latch lever on the right side of the door. The left and right latches are independent. The latches prevent the doors from moving in an upward direction during flight. The guide rollers stop the downward movement. The door has a girt bar that fulfills the mechanical connection between the slides and the fuselage. Turning the slide lever operate the slide drive

When the slide lever is in the "armed" position, the girt bar stays connected to the door sill bracket. During door opening, the slide is separated from the door and is automatically deployed. The door has a hose-type seal. It is made in one pi ece of silicone rubber. It is installed around the door on the outer edge inner face of the door skin. Retainers with bolts and nuts hold the door seal in position. Different types of sensors are installed in the doors, the inductive proximity sensor and the triple reed contact sensor. There are ten sensors, which control the status of: - The drive shafts (x3) - The guide rollers (x2) - The left and right latching shaft (x2) - The girt bar control shaft - The latch/lift shaft - The handle.

shaft. When the slide lever is moved to the "disarm" position, the slide drive shaft is operated and causes the girt bar to d isengage from the floor bracket. This means that the slide container will stay connected to the door during opening, the slide will not be deployed.



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MAIN DECK DOOR DESCRIPTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Main Deck Door Locking Mechanism Door handles are used to unlock, unlatch and lift the door for opening and respectively to lower, latch and lock the door for closing. The door can be operated either from inside or outside. The latch mechanism has two latch levers, located at the FWD and AFT edge of the door. They are independent and include two latch shafts and securing means, structural stop, spring unit and the driving mechanism. At the end of the closed position the two latch levers are over centered against the fuselage side brackets. The lock mechanism blocks the rotation of the latch shafts by using one lock per shaft. It is not possible to bring the locks in the locked position when the latch mechanism and the latches are not in the fully latched position. The anti-lowering mechanism prevents the lowering of the door when the door is not engaged in the fuselage. When the door is in the fuselage, the contact lever touches the fuselage guide bracket. This lets you lower the door. If you swivel the door when the d oor is lifted, the contact lever does not touch the fuselage guide bracket. This prevents the door from lowering. The weight compensation mechanism balances the weight of the equipped door. On the adjustable torsion spring you can adjust the force to lower or lift the door. The weight compensator is connected to the door support arm and to one latch/lift shaft. Two mechanical indicators with green/red flags indicate the door status "LOCKED/UNLOCKED". There is an indicator for each latch shaft. The flight lock actuator, installed inside the door, blocks the door handle to prevent an inadvertent operation during flight. Starting at sixty knots until it reaches some delta pressure (related to 24 to 28000 feet) the door handle is locked against movement by a hook engaged in the flight lock lever. During cruise, the pressurization is so important than the handle cannot be lifted. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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MAIN DECK DOOR LOCKING MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Main Deck Door Slide Deployment Mechanism A slide selector lever on the door is used to arm/disarm the slide release mechanism. Slide deployment is controlled and monitored by the Doors and Slides Management System (DSMS). The slides are deployed automatically during door opening from inside when the selector lever is set in the "ARMED" position (lever in flight direction). If the door is opened from outside, the slide lever moves automatically to the "DISARMED" position. When in the "DISARMED" position (lever against flight direction), the slide selector lever can be secured with a safety pin and covered with a moveable see-through plastic cover against inadvertent operation. The slide selector lever is only operable when the door is closed, latched and locked in order to prevent an inadvertent arming of the slides when the door is open. To achieve this, the slide blocking mechanism prevents the arming of the slide by blocking the linkage between disarm shaft and intermediate shaft. In "ARMED" mode the girt bar hook holds the girt bar in the floor fittings. When the door starts to lift, the girt bar hooks hold the girt bar in the floor brackets. In "DISARMED" mode the girt bar is released from the floor and fixed to the door. The door can be opened safely without slide inflation. If you fully lift the door with the slide lever in "ARMED" mode the swivel actuator moves automatically the door to the open position and the slide inflates. Two "ARMED/DISARMED" mechanical girt bar visual indicators, with green/red flags, are located at the two ends of the drive shaft slide.



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MAIN DECK DOOR SLIDE DEPLOYMENT MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Upper Deck Door Description Locking MechaniSM The latching/locking mechanism of the upper deck door is similar to the latching/locking of the main deck door.



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UPPER DECK DOOR DESCRIPTION LOCKING MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Upper Deck Door Slide Deployment Mechanism For the upper deck doors, the slide deployment follows the same circumstances as the main deck door but the detection and the signal to deployment are electrical.



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UPPER DECK DOOR SLIDE DEPLOYMENT MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Emergency Overwing Door Description The latching/locking mechanism of the emergency overwing door is similar to the latching/locki ng of the main deck door, with this difference that the outer handle is in the lower part of the door.



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EMERGENCY OVERWING DOOR DESCRIPTION MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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PASSENGER DOORS DESCRIPTION (3) Emergency Overwing Door Slide Deployment Mechanism The slide deployment mechanism of the emergency overwing door is similar to the slide deployment of the upper deck doors.



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EMERGENCY OVERWING DOOR SLIDE DEPLOYMENT MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) General The Doors and Slide Management Control Unit (DSMCU), installed in the avionics compartment, is used as an interface with the A/C and communicates with other aircraft systems such as ECAM, CIDS, Cabin Pressure Control System (CPCS), Onboard Maintenance System (OMS), etc. for indication and further processing. For safety critical information additional discrete outputs are used to give maximum availability and integrity of the information. Furthermore, status and monitoring of the cargo doors, the bulk cargo door, the avionics access doors, E-bay access doors and the lower deck crew rest compartment hatches are done by the DSMCU. It also interfaces with the Hydraulic System Monitoring Unit (HSMU) for the hydraulic operation and related status indicati on of the lower deck cargo doors. The DSMCU also manages the cyclic test results of the Local Door Controllers (LDC) and ASPSU. The data from the DSMCU will be used by several A/C systems. The ECAM system (Door/Oxy. page) gives necessary door open/closed information of all applicable doors/exits to the flight crew in the cockpit. The CIDS uses the information to show the door condition on the Flight Attendant Panels (FAP) to the cabin crew. A LDC is installed on all the passenger doors, upper part of the doo rs for the main deck doors and lower part of the d oors for the upper deck doors. The LDC is used to monitor the door position, the emergency configuration and the door opening and closing. It is used also as interface with the DSMCU to send the status of the door for further processing. The LDC includes a battery pack in order to operate the door when the A/C electrical power is not available in normal or emergency. The DSMCU and LDC do the tests and use three redundant channels for operation, processing all signals through all channels by two out of three voting. The main functions of the DSMCU are: MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors

- Collect all the door status for monitoring from LDC's. - Collect all the escape slide status for monitoring. - Interface with the other aircraft systems: . Cabin Pressure Control system to inhibit A/C pressurization if o ne door is not closed. . Cargo ventilation system to stop cargo heating if the cargo door is not closed. . Landing Gear Control and interface System (LGCIS) for ground/flight conditions. . CIDS for FAP indications and emergency lights monitoring . Air Data/Inertial reference Unit (ADIRU's) for speed and external pressure monitoring (in flight locks) . HSMU for hydraulic pump starting . Flight Warning Systems . Cargo loading system to inhibit the cargo door closing if the sill latches are not up - Monitor the pitch attitude angle for M1 L/R door extensions. - Monitor the ditching condition. (For M1 escape slides and the overwing escape slide not to extend.) - Monitors the information from the ASPSU. The main functions of the LDC are: - Door status. - Door opening and closing. - In flight lock engagement. - Escape slides status. - Emergency slide release warnings. - Escape slides operation. - Use it's own batteries if A/C electrical power is not available to operate the door. The DSMCU receives inputs from four delta pressure sensors through the ASPSU. They measure the pressure difference between the cabin and the outside. These information are used for two functions:

DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3)

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A380 TECHNICAL TRAINING MANUAL - Light the red flashing light on each passenger door and cargo door to tell people not to open the doors in case of residual cabin pressure. - A back-up release of the "Flight Lock" on the passenger doors, if the normal release did not work.



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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) Passenger Doors The three types of doors are built following the same concept. Only the locations and the percussion systems are different. Each door has one LDC, three electrical actuators and nine proximity sensors. The Doors and Slides Indication Panel (DSIP) is used for indications, door commands and warning. The DSIP at each passenger door displays information about the door and slide status and warnings in case of some operating conditions such as imminent door movement or slide deployment: - Indication of the door status (Locked, Unlocked, Fully Open). - Housing of pushbuttons for inside door operation (Open / Close). - Indication of slide (Slide Not Ready). - Means for aural warnings (Slide Armed, Door Movement) Initial door movement is indicated by three short beeping sounds. The slide-warning buzzer is optional. For all indications, multiple LEDs are used.

Main Deck Doors Normal operation of the passenger door (opening/closing manually or electrically by an actuator, slide not deployed) is possible from inside and outside. Emergency operation of the passenger door (deploying of the emergency escape slide when the door is opened) is only possible from inside the cabin. When the door is armed, an opening from outside causes the automatic disarming. The lowering/locking and the unlocking/lifting are manually done by moving the inside or outside handle. The opening/closing is electrical. If no a/c power is available a manual movement is also possible.


"Wake-up" switch: if there is no power on the aircraft, moving the inner or the outer handle causes the battery pack of the LDC to power-up the door control and monitoring. The "wake-up" switch is a triple reed type. When the door is unlocked and lifted, pushing the open/close pushbutton operates an electrical actuator that will swivel the door into the open/closed position. Releasing the push button during operation will immediately stop the door movement. The LDC is installed in the upper part of the main deck passenger doors. It provides local intelligence at each passenger door. It integrates computing and Input/Output resources as well as energy storage for autonomous emergency door operation. The LDC is connected to a set of sensors and switches to be able to monitor actual door positions and slide status respectively. Thus the LDC controls all the actions at the passenger doors and signals all information to the DSMCU for further processing. The swivel actuator, mounted at the hinge arm of the door, is used to move the door into the open/closed position. When the door is manually opened (no electrical power), it is used as a damper to prevent the door from slamming. Door opening/closing time is ten seconds in normal operation and five seconds in emergency operation. A higher swiveling speed is achieved by the LDC sending a higher pulse-rate signal to the swivel actuator. The flight lock actuator, installed inside the door, blocks the door handle to prevent inadvertent operation during flight. The flight lock operates a hook to block the handle. The flight lock receives the signal when the A/C reaches 60 knots. In flight, the in-flight lock is released when the delta pressure reaches some value related to 24000 to 28000 feet A/C altitude. The cabin pressure is enough to prevent any operation. In case of failure of the flight-lock actuator (no electrical power available or internal failure), the door handle is released, as a passive


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A380 TECHNICAL TRAINING MANUAL back driving moment (magnetic principle) will move the catching hook. In case of failure, the monitoring LDC sends a failure signal to the Flight Warning System (FWS) for indication. The flight lock actuator sends a signal LOCKED and UNLOCKED by using one sensor with three channels. The de-arrest actuator, installed in the door frame above the hinge arm, and being of the same built standard as the flight lock actuator, releases the door from the door stay during the closing process by lifting the de-arrest hook. It is monitored by the LDC, which sends a status signal to FWS/CIDS. A mechanical door stay mechanism is connected to the de-arrest actuator. At the end of the opening sequence, the door pushes the hook and the door remains locked. When this position is reached, the three internal sensors will detect this and send a signal "do or fully open" to the LDC for indication. When operative, the de-arrest actuator operates against an internal magnetic back driving moment. When un-powered, the de-arrest actuator magnetically rotates back to its rest position and keeps the hook in the "arrest" position.



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PASSENGER DOORS - MAIN DECK DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) Passenger Doors (continued) Upper Deck Door Differences On the upper deck door the LDC is installed on the lower part of the door. The slide armed/disarmed proximity sensors are installed on the arming/disarming lever.



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PASSENGER DOORS - UPPER DECK DOOR DIFFERENCES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) Passenger Doors (continued) Overwing Door Differences On the overwing door the slide armed/disarmed proximity sensors are installed on the arming/disarming lever.



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PASSENGER DOORS - OVERWING DOOR DIFFERENCES MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) Cargo Doors The cargo door has five proximity sensors. One proximity sensor installed on the latching shaft to monitor the "UNLATCHED" position. One proximity sensor on the locking shaft to monitor the "LATCHED" and "LOCKED" position. One proximity sensor on the door to monitor the "CLOSED" position. Two proximity sensors, one on the locking shaft and one on the control handle, to monitor the "CLOSED, LATCHED and LOCKED" position.



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CARGO DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) Bulk Cargo Door The bulk cargo door has three proximity sensors, installed on the doorframe, to monitor the "CLOSED and LATCHED" position.



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BULK CARGO DOOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3) Avionics Door The avionics door has three proximity sensors, two installed on the doorframe and one installed in the locking system, to monitor the "CLOSED/LATCHED" and "LOCKED" positions.



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AVIONICS DOOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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CARGO DOOR DESCRIPTION (3) General The two cargo compartment doors are installed on the lower RH-side of the fuselage. They are similar but their sizes are different. The FWD door is 3110.6 mm width and 1752.6 mm height. The AFT door is 2793.1 mm width and 1752.6 mm height. They give access to the FWD and AFT cargo compartment for loading and unloading of cargo. The doors open outwards and upwards. Each door is mechanically locked/unlocked and latched/unlatched and electro-hydraulically opened/closed by the Cargo Compartment Door Hydraulic System. When the door is fully open, it is maintained by a lock inside the actuator. The Cargo Door Actuation System (CDAS) is controlled from an operation panel, which is accessible from the outside of the aircraft and installed in the lower part of the fuselage near each door. A "Pressure Warning Light", located near the door handle, gives an indication to the outside operating personnel when residual pressure is remaining in the cargo compartment, thus preventing the opening of the door. A circumferential hose-type door seal made of silicone rubber and fabric is fastened to the inside of the door by retainers. In the door-closed position, the seal comes in contact with the fuselage side profile. When the aircraft is pressurized the seal is inflated to keep pressurization and to prevent the ingress of rain or water.


CARGODOORDESCRIPTION(3)

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CARGO DOOR DESCRIPTION (3) Locking And Latching Mechanism The control handle operates the latching/locking mechanism, which is installed in the lower part of the cargo-door. The handle flap must be pushed to release the control handle. When closing the door, the latching handle moves the latching shaft, which operates all hooks. The hooks are engaged with the doorframe fittings when the cargo-door is in the latched positi on. In the latched and locked position, the locking shaft also prevents the movement of the hooks, which are secured by cams. The indicator flags come into view when the cargo-door is not locked. Each hook have its own flag. The drift pins are installed on each side of the doorframe. The drift pin mechanism is operated simultaneously with the locking mechanism. When the door is unlocked, the drift pins are withdrawn from their position, thus releasing the edges of the door. When the door is locked, the drift pins are extended into the fuselage frame, thus securing the door against too much deflection during flight. The drift pin mechanism is not monitored. The interlock mechanism prevents the movement of the latching/locking handle when the cargo-door is not in con tact with the frame. This makes sure that no damage occurs to the hooks and the doorframe fittings, while the cargo-door closes.



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LOCKING AND LATCHING MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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BULK CARGO DOOR DESCRIPTION (3) General The bulk cargo door is a conventional plug- type door. Two hinge arms at the upper end compose the door attachment. The door is manually operated, locked and unlocked. It is moved inwards and upwards and is locked in the open position onto the ceiling of the compartment. It is possible to operate the door from the inside or outside. The weight of the door is compensated by a gas spring.


BULK CARGO DOOR DESCRIPTION (3)

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BULK CARGO DOOR DESCRIPTION (3) Locking And Latching Mechanism The door locking mechanism is installed on the lower part of the door. One handle is installed on the ou ter and one on the inner side of the door. The inner handle is installed at 180 degrees to the outer handle. When the outer door handle is released and turned, the inner handle turns at the same time. The two handles are spring loaded to the closed position. The handles are connected to a tie rod, that operates the latching/locking shaft. In the closed position the door is latched and locked by the rollers of the latch lever on the two sides of the door. The status of the door is monitored by three sensors on the fuselage side and three targets installed on the latching shaft. They send a "CLOSED AND LATCHED" signal that is transmitted to the Door and Slides Management System (DSMS).

Door Fittings There are five door stop fittings on the forward and five on the aft outer edge of the door. Bolts attach them to the ends of the horizontal beams. The stop fittings are adjustable and have the load of the door when the aircraft is pressurized. Guide rollers guide the door into the closed position during the closure thus preventing damage to the targets and sensors. During flight, the guide rollers limit the door movement in longitudinal direction and door stops transfer the pressure load to the fuselage.

Counter Balance Mechanism The door counter balance mechanism decreases the force, which is necessary to open or close the door. The primary components of the balance mechanism are two gas springs. The balance mechanism is connected to the hinge arms of the door and to the aircraft structure.



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LOCKING AND LATCHING MECHANISM ... COUNTER BALANCE MECHANISM MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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AVIONICS COMPARTMENT DOORS DESCRIPTION (3) General The avionics-compartment access door is installed on the left hand side of the fuselage in the pressurized area. The door opens up and into the fuselage. The door gives access to the avionic compartment. You can open or close the door from the inside or from the outside. A latching mechanism keeps the door in the closed an d latched position. A visual indicator allows verifying the latched/locked position from outside.


AVIONICS COMPARTMENT DOORS DESCRIPTION (3)

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AVIONICS COMPARTMENT DOORS DESCRIPTION (3) Latching Mechanism The door latching mechanism is installed in the midle of the door. There is an inner and an outer handle to operate the door latching mechanism. The outer handle has a locking lever, which you must push to operate. The internal actuator pin of the extended outer handle engages with the slot of the handle assy. The external door handle can operate the main shaft only when it is out of the recess. The inner and the outer handle turn at the same time, when you operate the outer handle. When you operate the inner handle, the outer handle stays in its recess. The inner handle is connected with a bellcrank to the main shaft. The main shaft is connected with link rods to th e latch pins. They engage the structure mounted latch roller fittings on the doorframe to latch the door. The status of the door is monitored by th ree sensors: two on the fuselage providing the signal "Closed and latched" and one on the locking system providing the signal "Locked". They transmit these signals to the Door and Slides Management System (DSMS).

The green indicator of the lock position is a part of the locking mechanism and it comes to position in front of the prismatic window when the door is locked.

Door Fittings Four stop fittings allow adjustment of the door to the fuselage contour. There is a round hose-type seal, which is made of teflon.

Visual indicator. The visual indicator is installed near the outside handle of the door. The red indicator of the unlocked position is fixed on the door in front of the prismatic window and does not move with the locki ng mechanism.



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LATCHING MECHANISM ... VISUAL INDICATOR. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS SYSTEM MAINTENANCE DSMS TESTS DOOR TESTS WARNINGS: MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE AIR CONDITIONING SYSTEM OPERATES AND ALL THE DOORS ARE CLOSED.

The Pax Door Flight Lock Actuator Test does a check of the PAX door flight-lock actuator. Initial conditions: Make sure that the related PAX door you have entered before is in the closed and locked position. Make sure that the doors are in the closed and locked position with the PIN - SAFETY, EMERGENCY HANDLE installed. Put a WARNING NOTICE on all the d oors to tell p ersons not to open the door during the test procedure. The Cargo Door Indication Test does a check of the cargo door

MAKE SURE THAT THE EMERGENCY CONTROL HANDLE IS IN THE DISARMED POSITION AND THAT THE SAFETY PIN IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. The Pax Door Extended Test does a check of the PAX door (extended). Initial conditions: Make sure that the slide is in the disarmed position with the PIN SAFETY, EMERGENCY HANDLE installed. Put a WARNING NOTICE on all doors to tell persons not to open the door during the test procedure. NOTE: The operation of the related PAX door is not possible during the test. The test runs for three minutes. The Pax Door Indication Test does a check of the PAX door indication Initial conditions: Make sure that the related PAX door you have entered before is in the closed and locked position. Make sure that the slide is in the disarmed position with the PIN -

indication. Initial conditions: Put a WARNING NOTICE on the related cargo door. NOTE: The cargo door fully open light will be started during this test. The test runs up to ten minutes.

SAFETY, EMERGENCY HANDLE installed. Put a WARNING NOTICE on all the doors to tell persons not to open the door during the test procedure. NOTE: The PAX door lights and buzzers will be started during the test. The test runs up to ten minutes.

PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE AIR CONDITIONING SYSTEM OPERATES AND ALL THE DOORS ARE CLOSED. MAKE SURE THAT THE EMERGENCY CONTROL HANDLE IS IN THE DISARMED POSITION AND THAT THE SAFETY PIN IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN


LRU TESTS The ASPSU Test does a check of the correct function of the ASPSU. (Autonomous Standby Power Supply Unit) NOTE: There is no indication of cabin differential pressure at PAX and cargo doors during the test. The test runs for three minutes. The ASPSU Battery Test does a check of the correct function of the ASPSU battery. NOTE: There is no indication of cabin differential pressure at PAX and cargo doors during the test. The test runs up to 150 minutes. WARNING: MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS

DOORSSYSTEMMAINTENANCE

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A380 TECHNICAL TRAINING MANUAL THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. The ASPSU RPL Test does a check of the correct function of the ASPSU RPL (Residual Pressure Light). Initial Conditions: Make sure that all doors you want to test are in the clos ed and locked position. Make sure that all slides on those doors are in the disarmed position with the PIN - SAFETY, EMERGENCY HANDLE installed. Put a WARNING NOTICE on all doors to tell persons not to open the door during the test procedure.

Put a WARNING NOTICE on all doors to tell persons not to open the door during the test procedure. NOTE: The operation of the cargo doors is blocked during this test. The DSMCU does not operate during this test. The test runs for three minutes. WARNING: MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE AIR CONDITIONING SYSTEM OPERATES AND ALL THE DOORS ARE CLOSED.

NOTE: will be started at the set line d uring the test. The test runs up The to 10RPL minutes. WARNING: MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE AIR CONDITIONING SYSTEM OPERATES AND ALL THE DOORS ARE CLOSED. MAKE SURE THAT THE EMERGENCY CONTROL HANDLE IS IN THE DISARMED POSITION AND THAT THE SAFET Y PIN IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. The DSMCU Test does a check of the correct function of the DSMCU (Doors and Slides Management Control Unit). Initial conditions: Make sure that all cargo doors are in the closed and locked position. Make sure that the upper avionics access door is in the closed and

MAKE SURE THAT THE EMERGENCY CONTROL HANDLE IS IN THE DISARMED POSITION AND THAT THE SAFETY PIN IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. The Local Door Controller Sleep Mode / Wake-Up Test does a check of the sleep/wake up mode of different LDCs.

locked position. Make sure that the rear avionics access door is in the closed and locked position. Make sure that the main avionics access doors are in the closed and locked position. MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors

DSMS REPORTS LRU STATUS DATA SOFTWARE PIN PROG CONFIGURATION DSMS SPECIFIC FUNCTIONS DSMCU AFDX OUTPOUT STIMULATION DISCRETE OUTPOUT STIMULATION READING / SETTING PAX DOOR CYCLE COUNTERS The Reading / Setting Pax Door Cycle Counters displays the number of door cycle.

PAS CALIBRATION The PAS Calibration (Pitch Attitude Sensor) lets calibrate the sensor. DOORSSYSTEMMAINTENANCE

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A380 TECHNICAL TRAINING MANUAL NOTE: Set PAX Door to closed and locked position. ADIRU Data has to be available. PAX Door Operation inhibited during calibration.



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DSMS TESTS ... DSMS SPECIFIC FUNCTIONS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3) Cockpit Door


DOORS SYSTEM OPERATION, CONTROL & INDICATING (3)

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COCKPIT DOOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3) Cabin Door



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CABIN DOOR MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3) Cargo Doors



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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3) Miscellaneous Doors



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MISCELLANEOUS DOORS MAINTENANCE COURSE - T1 & T2 (RR / Metric) LEVEL III - ATA 52 Doors


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DOORS COMPONENT LOCATION (3) Main Avionics Bay Doors RH WLG Bay FWD Cargo BULK Cargo Miscelaneous Cabin Main Deck Cabin Upper Deck


DOORSCOMPONENTLOCATION (3)

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DOORSCOMPONENTLOCATION (3)

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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

Level III - Ata 52 Doors

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