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

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 A380 TECHNICAL TRAINING MANUAL

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.

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GENERAL

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PASSENGER DOORS DESCRIPTION (3)

When the slide lever is in the "armed" position, the girt bar stays
Main Deck Door Description connected to the door sill bracket. During door opening, the slide is
separated from the door and is automatically deployed.
The support arm is made of Carbon Fiber Reinforced Plastic (CFRP). It
The door has a hose-type seal. It is made in one pi ece of silicone rubber.
has an assist handle, a swivel actuator, a door bumper and a door stay
It is installed around the door on the outer edge inner face of the door
bracket, which is part of the door arrest mechanism. During normal
skin. Retainers with bolts and nuts hold the door seal in position.
operation, the door bumper does not touch the outer surface of the
Different types of sensors are installed in the doors, the inductive
fuselage. If you open the door in emergency or without the swivel
proximity sensor and the triple reed contact sensor.
actuator, the door bumper functions has a shock absorber and a stop when
There are ten sensors, which control the status of:
the door is fully open.
- The drive shafts (x3)
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 guide rollers (x2)
- The left and right latching shaft (x2)
The adjustable stops touch the stop-fittings and take the load when the
- The girt bar control shaft
fuselage is pressurized during the flight.
- The latch/lift shaft
The guide-rollers touch the guide-fittings when you move the door
- The handle.
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
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

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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.

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MAIN DECK DOOR LOCKING MECHANISM

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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

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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

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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

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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

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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

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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3)

- Collect all the door status for monitoring from LDC's.
General - Collect all the escape slide status for monitoring.
- Interface with the other aircraft systems:
The Doors and Slide Management Control Unit (DSMCU), installed in
. Cabin Pressure Control system to inhibit A/C pressurization if o ne door
the avionics compartment, is used as an interface with the A/C and
is not closed.
communicates with other aircraft systems such as ECAM, CIDS, Cabin
. Cargo ventilation system to stop cargo heating if the cargo door is not
Pressure Control System (CPCS), Onboard Maintenance System (OMS),
closed.
etc. for indication and further processing.
. Landing Gear Control and interface System (LGCIS) for ground/flight
For safety critical information additional discrete outputs are used to give
conditions.
maximum availability and integrity of the information.
. CIDS for FAP indications and emergency lights monitoring
Furthermore, status and monitoring of the cargo doors, the bulk cargo
door, the avionics access doors, E-bay access doors and the lower deck . Air Data/Inertial reference Unit (ADIRU's) for speed and external
pressure monitoring (in flight locks)
crew rest compartment hatches are done by the DSMCU.
. HSMU for hydraulic pump starting
It also interfaces with the Hydraulic System Monitoring Unit (HSMU)
. Flight Warning Systems
for the hydraulic operation and related status indicati on of the lower deck
. Cargo loading system to inhibit the cargo door closing if the sill latches
cargo doors.
are not up
The DSMCU also manages the cyclic test results of the Local Door
- Monitor the pitch attitude angle for M1 L/R door extensions.
Controllers (LDC) and ASPSU.
- Monitor the ditching condition. (For M1 escape slides and the overwing
The data from the DSMCU will be used by several A/C systems.
escape slide not to extend.)
The ECAM system (Door/Oxy. page) gives necessary door open/closed
- Monitors the information from the ASPSU.
information of all applicable doors/exits to the flight crew in the cockpit.
The main functions of the LDC are:
The CIDS uses the information to show the door condition on the Flight
- Door status.
Attendant Panels (FAP) to the cabin crew.
- Door opening and closing.
A LDC is installed on all the passenger doors, upper part of the doo rs for
- In flight lock engagement.
the main deck doors and lower part of the d oors for the upper deck doors.
- Escape slides status.
The LDC is used to monitor the door position, the emergency
- Emergency slide release warnings.
configuration and the door opening and closing. It is used also as interface
- Escape slides operation.
with the DSMCU to send the status of the door for further processing.
- Use it's own batteries if A/C electrical power is not available to operate
The LDC includes a battery pack in order to operate the door when the the door.
A/C electrical power is not available in normal or emergency.
The DSMCU receives inputs from four delta pressure sensors through
The DSMCU and LDC do the tests and use three redundant channels for
the ASPSU. They measure the pressure difference between the cabin and
operation, processing all signals through all channels by two out of three
the outside.
voting.
These information are used for two functions:
The main functions of the DSMCU are:

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- 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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GENERAL

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DOORS & SLIDES MANAGEMENT SYSTEM DESCRIPTION (3)

"Wake-up" switch: if there is no power on the aircraft, moving the
Passenger Doors 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
The three types of doors are built following the same concept. Only the
a triple reed type.
locations and the percussion systems are different.
When the door is unlocked and lifted, pushing the open/close
Each door has one LDC, three electrical actuators and nine proximity
pushbutton operates an electrical actuator that will swivel the door
sensors.
into the open/closed position. Releasing the push button during
The Doors and Slides Indication Panel (DSIP) is used for indications,
operation will immediately stop the door movement.
door commands and warning.
The LDC is installed in the upper part of the main deck passenger
The DSIP at each passenger door displays information about the door
doors. It provides local intelligence at each passenger door. It
and slide status and warnings in case of some operating conditions such
as imminent door movement or slide deployment: integrates computing and Input/Output resources as well as energy
storage for autonomous emergency door operation. The LDC is
- Indication of the door status (Locked, Unlocked, Fully Open).
connected to a set of sensors and switches to be able to monitor actual
- Housing of pushbuttons for inside door operation (Open / Close).
door positions and slide status respectively. Thus the LDC controls
- Indication of slide (Slide Not Ready).
all the actions at the passenger doors and signals all information to
- Means for aural warnings (Slide Armed, Door Movement)
the DSMCU for further processing.
Initial door movement is indicated by three short beeping sounds. The
The swivel actuator, mounted at the hinge arm of the door, is used to
slide-warning buzzer is optional. For all indications, multiple LEDs are
move the door into the open/closed position. When the door is
used.
manually opened (no electrical power), it is used as a damper to
Main Deck Doors prevent the door from slamming.
Normal operation of the passenger door (opening/closing manually Door opening/closing time is ten seconds in normal operation and
or electrically by an actuator, slide not deployed) is possible from five seconds in emergency operation. A higher swiveling speed is
inside and outside. achieved by the LDC sending a higher pulse-rate signal to the swivel
Emergency operation of the passenger door (deploying of the actuator.
emergency escape slide when the door is opened) is only possible The flight lock actuator, installed inside the door, blocks the door
from inside the cabin. handle to prevent inadvertent operation during flight.
When the door is armed, an opening from outside causes the automatic 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
disarming.
The lowering/locking and the unlocking/lifting are manually done by in-flight lock is released when the delta pressure reaches some value
moving the inside or outside handle. related to 24000 to 28000 feet A/C altitude. The cabin pressure is
The opening/closing is electrical. enough to prevent any operation.
If no a/c power is available a manual movement is also possible. 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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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

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PASSENGER DOORS - MAIN DECK DOORS

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PASSENGER DOORS - MAIN DECK 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

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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

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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

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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

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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

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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.

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GENERAL

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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

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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.

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GENERAL

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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

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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.

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GENERAL

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AVIONICS COMPARTMENT DOORS DESCRIPTION (3)

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

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.

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DOORS SYSTEM MAINTENANCE

The Pax Door Flight Lock Actuator Test does a check of the PAX
DSMS TESTS door flight-lock actuator.
Initial conditions:
DOOR TESTS
Make sure that the related PAX door you have entered before is in
WARNINGS: the closed and locked position.
MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF Make sure that the doors are in the closed and locked position with
THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS the PIN - SAFETY, EMERGENCY HANDLE installed.
PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE Put a WARNING NOTICE on all the d oors to tell p ersons not to open
AIR CONDITIONING SYSTEM OPERATES AND ALL THE the door during the test procedure.
DOORS ARE CLOSED. The Cargo Door Indication Test does a check of the cargo door
MAKE SURE THAT THE EMERGENCY CONTROL HANDLE indication.
IS IN THE DISARMED POSITION AND THAT THE SAFETY PIN Initial conditions:
IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN Put a WARNING NOTICE on the related cargo door.
THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE NOTE: The cargo door fully open light will be started during this test.
INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. The test runs up to ten minutes.
The Pax Door Extended Test does a check of the PAX door (extended).
Initial conditions: LRU TESTS
Make sure that the slide is in the disarmed position with the PIN - The ASPSU Test does a check of the correct function of the ASPSU.
SAFETY, EMERGENCY HANDLE installed. (Autonomous Standby Power Supply Unit)
Put a WARNING NOTICE on all doors to tell persons not to open NOTE: There is no indication of cabin differential pressure at PAX
the door during the test procedure. and cargo doors during the test. The test runs for three minutes.
NOTE: The operation of the related PAX door is not possible during The ASPSU Battery Test does a check of the correct function of the
the test. The test runs for three minutes. ASPSU battery.
The Pax Door Indication Test does a check of the PAX door indication NOTE: There is no indication of cabin differential pressure at PAX
Initial conditions: and cargo doors during the test. The test runs up to 150 minutes.
Make sure that the related PAX door you have entered before is in WARNING:
the closed and locked position. MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF
Make sure that the slide is in the disarmed position with the PIN - THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS
SAFETY, EMERGENCY HANDLE installed. PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE
Put a WARNING NOTICE on all the doors to tell persons not to open AIR CONDITIONING SYSTEM OPERATES AND ALL THE
the door during the test procedure. DOORS ARE CLOSED.
NOTE: The PAX door lights and buzzers will be started during the MAKE SURE THAT THE EMERGENCY CONTROL HANDLE
test. The test runs up to ten minutes. IS IN THE DISARMED POSITION AND THAT THE SAFETY PIN
IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN
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THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE Put a WARNING NOTICE on all doors to tell persons not to open
INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. the door during the test procedure.
The ASPSU RPL Test does a check of the correct function of the NOTE: The operation of the cargo doors is blocked during this test.
ASPSU RPL (Residual Pressure Light). The DSMCU does not operate during this test. The test runs for three
Initial Conditions: minutes.
Make sure that all doors you want to test are in the clos ed and locked WARNING:
position. MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF
Make sure that all slides on those doors are in the disarmed position THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS
with the PIN - SAFETY, EMERGENCY HANDLE installed. PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE
Put a WARNING NOTICE on all doors to tell persons not to open AIR CONDITIONING SYSTEM OPERATES AND ALL THE
the door during the test procedure. DOORS ARE CLOSED.

NOTE:
runs up The
to 10RPL will be started at the set line d uring the test. The test
minutes. MAKE
IS IN THESURE THAT THE
DISARMED EMERGENCY
POSITION CONTROL
AND THAT HANDLE
THE SAFETY PIN
WARNING: IS INSTALLED. IF YOU DO NOT DO THIS, AND YOU OPEN
MAKE SURE THAT THE AIR OUTFLOW VALVES OR ONE OF THE DOOR, THE SLIDE WILL INFLATE. THIS CAN CAUSE
THE COCKPIT SLIDING WINDOWS ARE OPEN. THIS INJURY TO PERSONS AND DAMAGE TO EQUIPMENT.
PREVENTS PRESSURIZATION OF THE AIRCRAFT WHEN THE The Local Door Controller Sleep Mode / Wake-Up Test does a check
AIR CONDITIONING SYSTEM OPERATES AND ALL THE of the sleep/wake up mode of different LDCs.
DOORS ARE CLOSED. MAKE SURE THAT THE EMERGENCY
CONTROL HANDLE IS IN THE DISARMED POSITION AND DSMS REPORTS
THAT THE SAFET Y PIN IS INSTALLED. IF YOU DO NOT DO
LRU STATUS DATA
THIS, AND YOU OPEN THE DOOR, THE SLIDE WILL INFLATE.
THIS CAN CAUSE INJURY TO PERSONS AND DAMAGE TO SOFTWARE PIN PROG CONFIGURATION
EQUIPMENT.
The DSMCU Test does a check of the correct function of the DSMCU DSMS SPECIFIC FUNCTIONS
(Doors and Slides Management Control Unit).
Initial conditions:
DSMCU AFDX OUTPOUT STIMULATION
Make sure that all cargo doors are in the closed and locked position. DISCRETE OUTPOUT STIMULATION
Make sure that the upper avionics access door is in the closed and
locked position. READING / SETTING PAX DOOR CYCLE COUNTERS
Make sure that the rear avionics access door is in the closed and locked The Reading / Setting Pax Door Cycle Counters displays the number
position. of door cycle.
Make sure that the main avionics access doors are in the closed and
PAS CALIBRATION
locked position.
The PAS Calibration (Pitch Attitude Sensor) lets calibrate the sensor.

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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

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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3)

Cockpit Door

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COCKPIT DOOR

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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3)

Cabin Door

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CABIN DOOR

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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3)

Cargo Doors

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CARGO DOORS

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CARGO DOORS

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CARGO DOORS

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DOORS SYSTEM OPERATION, CONTROL & INDICATING (3)

Miscellaneous Doors

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MISCELLANEOUS DOORS

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MISCELLANEOUS DOORS

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MISCELLANEOUS 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

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This Page Intentionally Left Blank

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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