52 Doors

A340-200/300
TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3)
(CFM 56)
DOORS
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.
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A340-200/300 TECHNICAL TRAINING MANUAL
DOORS
Doors System Component Location (2) . . . . . . . . . . . . . . . . . . . . . . . . 2
EMERGENCY EXITS
Passenger Door Control Mechanism D/O (3) . . . . . . . . . . . . . . . . . . . 8
Doors Escape Facility Release Mechanism D/O (3) . . . . . . . . . . . . . 20
CARGO DOORS
Forward and AFT Cargo Doors D/O (2) . . . . . . . . . . . . . . . . . . . . . . 30
Cargo Doors Bulk Operation D/O (2) . . . . . . . . . . . . . . . . . . . . . . . . 38
Cargo Doors Locking Mechanism D/O (3) . . . . . . . . . . . . . . . . . . . . 42
Cargo Doors FWD and AFT Hydraulic System D/O (3) . . . . . . . . . . 54
COCKPIT DOOR
Cockpit Doors D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
DOOR AND SLIDE CONTROL SYSTEM

DSCS PAX/Crew Door D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
DSCS Forward and AFT Cargo Door D/O (3) . . . . . . . . . . . . . . . . . 112
DSCS Bulk Cargo & Avionics Compartment Doors D/O (3) . . . . . 124
MAINTENANCE PRACTICE
F5D11271 - F37T0T0
Doors System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . . . . . . 126

Doors System Base Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . 148
MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) (CFM

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52 - DOORS
TABLE OF CONTENTS
Jul 11, 2011

Page 1
DOORS SYSTEM COMPONENT LOCATION (2)

CARGO DOORS GENERAL LAYOUT
F5D11271 - F37T0T0 - FM52C5COMPLOC01
The cargo compartment door hydraulic system controls the operation of

the FWD and aft cargo compartment doors.
The hydraulic system of each door has a hydraulic actuator and a manual
selector valve.
The yellow auxiliary hydraulic system supplies the doors with hydraulic
pressure. For normal operation the yellow electric pump is used.
If there is an electric pump failure or no electric power on the aircraft, a
hand pump can be used.
One operator can do the normal operation but two operators are necessary
for the manual operation.
It is necessary to turn the manual selector lever to the open or close
position in the two operating modes. When the manual selector lever is
turned, the normal available system makes the electric pump start and
the door moves.

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CARGO DOORS GENERAL LAYOUT

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Page 3
DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS)

GENERAL LAYOUT
The DSCS gives electrical indications related to the condition of the
doors. The DSCS has:
- proximity switches,
- a Proximity Switch Control Unit (PSCU),
- an Autonomous Standby Power Supply Unit (ASPSU),
- a pressure switch.
The primary functions of the DSCS are to control:
- door indicating and warning,
- escape slide indicating and warning,
- residual cabin and cargo compartment pressure detection and indicating,
- cargo doors electrical control and indicating.
On the ground, with one engine in operation, the DSCS prevents the
pressurization of the aircraft if:
- a door is not fully closed and locked,
- a sensor is defective.
If a proximity sensor failure occurs during the flight, the aircraft will stay
pressurized.
A DOOR SW OVeRriDe P/B installed on the cockpit overhead panel is
used for the override function. The DOOR SW OVRD P/B can be used
for manual override when a failure occurs. This function is used for the
aircraft dispatch and with the MEL procedure.

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DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS) GENERAL LAYOUT

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DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS)
COMPONENT LOCATION
The DSCS includes:

- a Proximity Switch Control Unit (PSCU),
- an Autonomous Standby Power Supply Unit (ASPSU) which is in the
avionics compartment,
- and a pressure switch which is in the avionics compartment.

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DOORS AND ESCAPE SLIDES CONTROL SYSTEM (DSCS) COMPONENT LOCATION

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PASSENGER DOOR CONTROL MECHANISM D/O (3)
F5D11271 - F37T0T0 - FM52D1F52A70102
PASSENGER DOORS
The main functions of the passenger door control system are:
- handle operation,
- door lowering,
- door lifting,
- door locking,
- door stay mechanism.
Passenger doors:
The aircraft has six passenger doors (type A), located on each side of the
fuselage at frames (Fr) 14/16A, Fr 33/35A and 73A/75A.
normal operation of the door is possible from the inside and the outside
of the aircraft. Emergency operation is only possible from the inside. The
doors are of fail-safe, plug-type construction. The door structure is of
conventional design, composed of outer and inner skins, segments, beams
and two lateral frames on which are fixed hinge fittings and locking
mechanisms. The loads resulting from cabin pressure are transferred by
eight stops located on each side of the door. Emergency exit doors:
Two additional type I passenger emergency exits, one on each side of
the fuselage, are provided aft of the wing between Fr 53.5 and 53.7. The
structural design and operation of these plug-type exits is similar to that
of the main doors. Pax and emergency exit doors have an evacuation
system in the lower part of the door (slide or slide/raft).

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Page 8
F5D11271 - F37T0T0 - FM52D1F52A70102
PASSENGER DOORS
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Page 9

HANDLE OPERATION
F5D11271 - F37T0T0 - FM52D1F52A70102
The inner and outer handles operate the locking mechanism via a gearbox.
The gearbox insures that the outer handle does not move when the inner
handle is operated. When the handle flap is flush with the fuselage, the
engaging lever is not engaged and the outer handle is not connected.
When the handle flap is pushed in, it engages the engaging lever. This
connects the outer handle to the system.

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F5D11271 - F37T0T0 - FM52D1F52A70102
HANDLE OPERATION
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LOCKING
F5D11271 - F37T0T0 - FM52D1F52A70102
The locking shaft keeps the passenger door in the closed position with
two latching hooks. Each crank lever has a mechanical visual indicator.
When the passenger door is locked, two springs hold the locking shaft
in an overcenter position.

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F5D11271 - F37T0T0 - FM52D1F52A70102
LOCKING
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LIFTING
F5D11271 - F37T0T0 - FM52D1F52A70102
The lifting shaft enables the door to be lifted clear of the stop fittings
during opening of the door and lowers the door for closing. The torque
shaft and torsion bar spring compensate the door weight.

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F5D11271 - F37T0T0 - FM52D1F52A70102
LIFTING
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LOWERING
F5D11271 - F37T0T0 - FM52D1F52A70102
The lowering shaft acts on a safety cam to block the gearbox when the
door is in the open position. As soon as the door is no longer in contact
with the doorframe, the lowering shaft rotates the safety cam to lock the
gearbox and thus prohibits lowering of the door.

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F5D11271 - F37T0T0 - FM52D1F52A70102
LOWERING
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STAY MECHANISM
F5D11271 - F37T0T0 - FM52D1F52A70102
The door stay mechanism is installed in the support arm. It has a hook
which holds the door in position when it is fully opened. All the support
arms are interchangeable. Depending on the side the support arm is
installed (RH or LH) the door stay mechanism position is maintained.

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F5D11271 - F37T0T0 - FM52D1F52A70102
STAY MECHANISM
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DOORS ESCAPE FACILITY RELEASE MECHANISM D/O (3)

GENERAL
The emergency escape-slide release mechanism helps to open the door
in emergency and releases the emergency escape slide.
The main functions of the escape facility release mechanism are:
- arming lever safety pin,
- outside disarming,
- cylinder arming,
- girt bar operation.
SAFETY PIN
The safety pin locks the arming lever in the DISARMED position only.
In ARMED mode, the lever cannot be locked to allow outside opening.
Thus the safety pin must be stowed on the slide cover.
OUTSIDE DISARMING
F5D11271 - F37T0T0 - FM52D2F52A80102
When the outer handle is operated and the arming lever is in ARMED
position, the cam returns the arming lever to the DISARMED position
and the system cam in disarmed mode. The inner handle slides in the
cam disk, and does not affect the arming lever position.
CYLINDER ARMING
When the arming lever is in ARMED position, the stop lever is positioned
underneath the percussion mechanism of the emergency operation
cylinder.
GIRT BAR
There is a slider on each end of the girt bar. The sliders lock the girt bar
to the locking fittings when the system is in ARMED mode. The lock
jaws hold the sliders to the door when the system is in DISARMED mode.
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F5D11271 - F37T0T0 - FM52D2F52A80102
GENERAL ... GIRT BAR

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DAMPER EMERGENCY CYLINDER
F5D11271 - F37T0T0 - FM52D2F52A80102
The damper and emergency operation cylinder, located on the support

arm, damps door movement during opening and closing sequences.

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F5D11271 - F37T0T0 - FM52D2F52A80102
DAMPER EMERGENCY CYLINDER

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DOOR DAMPER FUNCTION
The door damper cylinder function is to damp door movement during
opening and closing, in windy conditions for example. Damping is done
by hydraulic fluid going through a restrictor as the operating rods extend
or retract.
EMERGENCY FUNCTION
The damper and emergency operation cylinder forms an emergency
actuator that assists and improves the opening speed of the door in
emergency conditions. When opened in an emergency situation, the
operating percussion lever lets the nitrogen bottle pressure act upon the
piston to push it out.
NOTE: The door can be closed after an emergency opening.
F5D11271 - F37T0T0 - FM52D2F52A80102
INDICATION
A low pressure in the door damper cylinders is monitored by the CIDS
and displayed on the FAP.
For dispatch functions, an indicator mounted on the cylinder can be used.
As long as the needle is not in the red band, the door damper cylinder is
considered serviceable.

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F5D11271 - F37T0T0 - FM52D2F52A80102
DOOR DAMPER FUNCTION ... INDICATION

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CYLINDER DEACTIVATION
Several tasks have to be carried out to deactivate the door damper
cylinder. To disarm the system:
- the safety pin must be installed,
- cut and discard the lock wire,
- loosen the knurled screw,
- pull the operating striker lever to the rear to disarm it,
- tighten the knurled screw.
CYLINDER ACTIVATION
F5D11271 - F37T0T0 - FM52D2F52A80102
Several tasks have to be carried out to activate the door damper cylinder.
To activate the system:
- loosen the knurled screw,
- push the operating striker lever to the front to arm it,
- tighten the knurled screw,
- safety the knurled screw with the lock wire,
- remove the safety pin.
This video shows how to reactivate the door cylinder.

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F5D11271 - F37T0T0 - FM52D2F52A80102
CYLINDER DEACTIVATION & CYLINDER ACTIVATION

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SERVICING
After an emergency operation of the door, the nitrogen bottle has to be
refilled, using the filling valve. Remove the broken pieces of the shear
pin and the damaged diaphragm after an emergency operation. Install a
new shear pin and a new diaphragm.
F5D11271 - F37T0T0 - FM52D2F52A80102
NOTE: To fill the nitrogen bottle, take into account the temperature
and pressure chart values, if the damper/emergency cylinder
does not have a temperature-compensated pressure indicator.

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F5D11271 - F37T0T0 - FM52D2F52A80102
SERVICING
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FORWARD AND AFT CARGO DOORS D/O (2)

CARGO DOOR OPENING WITH ELECTRIC PUMP
F5D11271 - F37T0T0 - FM52D7F52D30102
The FWD and the aft cargo doors are identical in design and in operation.
The two doors can be opened simultaneously. For each door, the sequence
of operation is written on the fuselage. A platform is required to gain
access to the door operation controls. Push the handle flap in and pull
the locking handle to the unlocked position. Stop the opening procedure
if the red warning light flashes. Verify that all indicator flags are out.
Make sure that the door can be opened freely. Release and pull the
latching handle from the recess to the unlatched position. The door moves
freely from the frame. Set the selector to OPEN. The yellow electric
pump runs and the door starts to open. When the door is up and locked,
the green light comes on. As soon as the light is on, the selector must be
released. The electric pump continues to run for a few seconds after the
selector is released. The procedure is now completed.

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F5D11271 - F37T0T0 - FM52D7F52D30102
CARGO DOOR OPENING WITH ELECTRIC PUMP

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CARGO DOOR CLOSING WITH ELECTRIC PUMP
F5D11271 - F37T0T0 - FM52D7F52D30102
As for the opening, we will show the aft cargo door operation which is
similar to the FWD one. The instructions for closing are written on the
fuselage. A platform is required because of the height of the A/C. Make
sure that the sill latches are up and that the door can close freely. Set the
selector to CLOSE. The electric pump runs and the door starts to close.
When you reach the second detent of the lever, the green light goes off.
Release the selector when the door is in contact with the frame. The
electric pump continues to run for a few seconds. Push the latching handle
into the recess. Push the locking flapper down to the locked position.
Make sure that all indicator flags are flush with the surface of the door.
The door closing procedure using the electric pump is now completed.

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F5D11271 - F37T0T0 - FM52D7F52D30102
CARGO DOOR CLOSING WITH ELECTRIC PUMP

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CARGO DOOR OPENING WITH HAND PUMP
F5D11271 - F37T0T0 - FM52D7F52D30102
When the normal operation is not possible, the cargo doors can be
operated using the hand pump fitted on the yellow hydraulic ground
service panel. As for normal operation, we will operate the aft cargo door
only, but its operation is identical to the FWD one. Manual operation
requires two operators. The door is unlatched and unlocked following
the same sequence of operation as for the normal opening. Take the pump
handle on the green hydraulic ground service panel. Install the handle on
the hand pump located on the yellow hydraulic ground service panel. On
the door, operator 1 sets the selector to OPEN. Operator 2 starts to pump.
The hand pump is of the double flow type. When the door is opened and
locked, operator 1 releases the manual selector valve and operator 2
removes the handle and closes the access door. Then he restows the handle
on the green hydraulic ground service panel.

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F5D11271 - F37T0T0 - FM52D7F52D30102
CARGO DOOR OPENING WITH HAND PUMP

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CARGO DOOR CLOSING WITH HAND PUMP
F5D11271 - F37T0T0 - FM52D7F52D30102
To close the cargo door using the hand pump, two operators are required.
Connect the hand pump on the yellow hydraulic ground service panel.
On the cargo door, make sure that the sill latches are up and that the door
can close freely. On the manual selector valve, select the CLOSE position.
The selector stops at the first detent. As soon as operator 2 starts to pump,
the selector can be moved to the second detent. The door starts to close.
Release the selector when the door is in contact with the frame. Operator
2 can stop pumping. Operator 1 can thus push back the latching handle
and the locking flapper down to the locked position. He also makes sure
that all indicator flags are flush with the door. Operator 2 can now restow
the handle on the green hydraulic ground service panel and close the
access.

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F5D11271 - F37T0T0 - FM52D7F52D30102
CARGO DOOR CLOSING WITH HAND PUMP

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CARGO DOORS BULK OPERATION D/O (2)

OPENING
F5D11271 - F37T0T0 - FM52D8F52E20102
A platform is necessary to gain access to the bulk cargo door. The

operating procedure is written on the fuselage. Push the P/B of the outer
handle to release it from its recess. Move the outer or the inner handle to
the OPEN position. Push the bulk cargo door partly inwards, then put
the door handle to the locked position. Move the door inwards until the
hook engages with the hook arrester.

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F5D11271 - F37T0T0 - FM52D8F52E20102
OPENING
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CLOSING
F5D11271 - F37T0T0 - FM52D8F52E20102
To close the door, use the outer handle. Move the outer handle to the
OPEN position to unlock the door from the hook arrester. Hold the door
to prevent it from falling down. Move the bulk cargo door down into the
opening, and put the door handle in the locked position. Put the handle
back into its recess. Remove the access platform.

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F5D11271 - F37T0T0 - FM52D8F52E20102
CLOSING
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CARGO DOORS LOCKING MECHANISM D/O (3)

GENERAL
F5D11271 - F37T0T0 - FM52D5F52D60102
The cargo door has a manually operated locking and latching mechanism.
The components of the door mechanism are:
- a locking handle,
- a latching handle,
- a latching mechanism,
- a locking mechanism,
- an interlock mechanism.

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F5D11271 - F37T0T0 - FM52D5F52D60102
GENERAL
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LOCKING HANDLE
F5D11271 - F37T0T0 - FM52D5F52D60102
A spring-loaded closed flap is installed in the locking handle. When the

flap is pushed, the locking handle can be pulled to the horizontal position.
It is UNLOCKED.
Two gas spring units keep the locking handle in the UNLOCKED or
LOCKED position.

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F5D11271 - F37T0T0 - FM52D5F52D60102
LOCKING HANDLE
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LOCKING MECHANISM
F5D11271 - F37T0T0 - FM52D5F52D60102
The locking shaft is fitted with ten safety cams, one per hook in order to
prohibit inadvertent hook opening. The indicator flags are also controlled
via the safety cams.

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F5D11271 - F37T0T0 - FM52D5F52D60102
LOCKING MECHANISM
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LATCHING HANDLE
F5D11271 - F37T0T0 - FM52D5F52D60102
A gas spring unit keeps the handle in the fully open or fully closed
position. A catch, controlled by a P/B, secures the handle in the fully
closed position.

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Page 48
F5D11271 - F37T0T0 - FM52D5F52D60102
LATCHING HANDLE
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Page 49

LATCHING MECHANISM
F5D11271 - F37T0T0 - FM52D5F52D60102
The latching shaft engages or disengages the hooks by moving the

overcentering bellcranks. When the hooks are engaged in side spool
fittings on the door frame, they transmit the load from the door to the
fuselage.

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F5D11271 - F37T0T0 - FM52D5F52D60102
LATCHING MECHANISM
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INTERLOCK MECHANISM
F5D11271 - F37T0T0 - FM52D5F52D60102
The interlock mechanism blocks the latching shaft as soon as the door is
opened.
It is located at the fifth hook. It consists of a catch, which engages the
latching shaft and prohibits the shaft rotation and the handle returning to
the closed position. When the control lever gets in contact with the axle,
it frees the catch and the handles.
If the handle is not fully open, the proximity sensor is far and the yellow
electric pump cannot run.

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F5D11271 - F37T0T0 - FM52D5F52D60102
INTERLOCK MECHANISM
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CARGO DOORS FWD AND AFT HYDRAULIC SYSTEM D/O (3)

GENERAL
The cargo-compartment door hydraulic-system controls the operation of
the FWD and aft cargo-compartment doors. The hydraulic system of each
door has a hydraulic actuator and a manual selector valve, but the yellow
electric pump, the electric selector valve, the hand pump and the double
check valve are common to both cargo doors.
F5D11271 - F37T0T0 - FM52D6F52D70202
NOTE: The double check valve depressurizes the cargo door system
after operation and prevents loss of reservoir pressure and
hydraulic fluid after a leak.
When the normal cargo door operating system is in use the
yellow hydraulic flight control system operation is inhibited
through the Hydraulic System Monitoring Unit (HSMU).

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F5D11271 - F37T0T0 - FM52D6F52D70202
GENERAL
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NORMAL OPENING
PRECAUTIONS
F5D11271 - F37T0T0 - FM52D6F52D70202
Before opening a cargo door, it is necessary to make sure that the

appropriate cargo-compartment door is unlocked and unlatched.

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F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL OPENING - PRECAUTIONS

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NORMAL OPENING (continued)
HYDRAULIC SYSTEM ACTIVATION
F5D11271 - F37T0T0 - FM52D6F52D70202
To operate the door hydraulic system, set the door operation lever on
the control panel to the OPEN position and hold it. This moves the
manual selector valve to the extension position. Then, a signal is sent
through the Proximity Switch Control Unit (PSCU) to the HSMU
which starts the yellow electric pump to supply the hydraulic fluid.

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F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL OPENING - HYDRAULIC SYSTEM ACTIVATION

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ELECTRIC SELECTOR VALVE
F5D11271 - F37T0T0 - FM52D6F52D70202
The electric selector valve is energized open and releases the pressure
to the manual selector valve.

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F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL OPENING - ELECTRIC SELECTOR VALVE

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EXTENDED POSITION
F5D11271 - F37T0T0 - FM52D6F52D70202
The door actuator extends and opens the cargo compartment door
outwards. When the cargo compartment door is fully opened, the
green indicator light on the control panel comes on to indicate that
the door actuator is mechanically locked in its extended position.

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F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL OPENING - EXTENDED POSITION

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NORMAL CLOSING
PRECAUTIONS
F5D11271 - F37T0T0 - FM52D6F52D70202
Before operating the door hydraulic system make sure that the door
sill latches are lifted. The door sill latches operate micro switches
which either enable cargo door operation when in raised position, or
cargo loading system operation when lowered.

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F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL CLOSING - PRECAUTIONS

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NORMAL CLOSING (continued)
HYDRAULIC SYSTEM ACTIVATION
F5D11271 - F37T0T0 - FM52D6F52D70202
The door operation lever is turned towards the CLOSE position and
it stops in the intermediate position then the pump starts.

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F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL CLOSING - HYDRAULIC SYSTEM ACTIVATION

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ELECTRIC SELECTOR VALVE
F5D11271 - F37T0T0 - FM52D6F52D70202
The electric selector valve is energized open to release the pressure

to the manual selector valve.

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Page 68
F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL CLOSING - ELECTRIC SELECTOR VALVE

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Page 69

INTERMEDIATE POSITION
F5D11271 - F37T0T0 - FM52D6F52D70202
The intermediate position is a safety position. The door actuator is

first pressurized on both sides to prevent a sudden movement of the
door when the actuator mechanical lock is released, what could cause
a damage of the lock.

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Page 70
F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL CLOSING - INTERMEDIATE POSITION

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Page 71

SAFETY PRESSURE
When the pressure is then sufficient the blocking piston retracts and
the manual selector valve can be moved further to the fully close
position.
F5D11271 - F37T0T0 - FM52D6F52D70202
NOTE: The manual selector valve remains in the intermediate

position until the pressure reaches 20 bars (290 psi) in the
blocking piston.

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Page 72
F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL CLOSING - SAFETY PRESSURE

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Page 73

CLOSED POSITION
The manual selector valve can move to supply the door actuator for
closing.
F5D11271 - F37T0T0 - FM52D6F52D70202
NOTE: The door must be latched and locked within a minute to

prevent re-opening due to internal leakage.

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Page 74
F5D11271 - F37T0T0 - FM52D6F52D70202
NORMAL CLOSING - CLOSED POSITION

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Page 75

MANUAL OPERATION
F5D11271 - F37T0T0 - FM52D6F52D70202
With no electrical power available on the aircraft the yellow electric

pump is not available, and the manual selector does not energize the
electric selector valve. In this case the hand pump on the yellow hydraulic
panel must be used to operate the door hydraulic system manually. A
second person is needed to operate the hand pump. The operating handle
for the hand pump has to be taken from the green hydraulic system service
panel. The further operation for opening and closing is identical with the
door normal operation.

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Page 76
F5D11271 - F37T0T0 - FM52D6F52D70202
MANUAL OPERATION
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Page 77
F5D11271 - F37T0T0 - FM52D6F52D70202
ACTUATOR OPERATION
GENERAL:
The cargo door actuator is a double-acting hydraulic actuator, which
operates the cargo door for opening and closing.
Main features of this actuator are:
- An internal mechanical locking system to safely lock the cargo door in
full open position.
- A locking detection system to indicate door full opening and locking
on the control panel.
- A restrictor and a check valve at port A to provide similar operation
speed during closing and opening despite cargo door weight.
ACTUATOR RETRACTED:
Actuator is fully retracted; cargo door is closed; actuator ports A and B
are depressurized.
ACTUATOR EXTENSION/LOCKING:
Pressurizing port A of the actuator causes extension of the actuator and
cargo door opening. When the locking clamp reaches the locking bushing,
the locking clamp claws go underneath the lock of the locking bushing
by flexibility.
ACTUATOR EXTENDED/LOCKED:
Further extension of the piston rod causes the locking clamp claws to
push back the sleeve assembly against the spring. At the end of the piston
rod travel the claws move apart releasing the sleeve assembly; the
compressed spring pushes the sleeve assembly underneath the claws; the
actuator is mechanically locked. The locking detection system is activated;
the limit switch sends a signal to the control panel.
ACTUATOR UNLOCKING (STEP 1):
Ports A and B are pressurized simultaneously for a short time. The
pressure applied from port B to the surface area of the sleeve assembly
pushes the sleeve assembly against the spring; the actuator is unlocked
and starts to slowly retract under the weight of the cargo door.
ACTUATOR UNLOCKING (STEP 2):
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Port B remains pressurized while port A is depressurized. Actuator

retracts; the locking clamp claws go underneath the stops of the locking
bushing by flexibility. Door is closing. A restrictor installed at port A
limits the operation speed to a set value.
Jul 11, 2011

Page 78
F5D11271 - F37T0T0 - FM52D6F52D70202
ACTUATOR OPERATION
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F5D11271 - F37T0T0 - FM52D6F52D70202
ACTUATOR OPERATION
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F5D11271 - F37T0T0 - FM52D6F52D70202
ACTUATOR OPERATION
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Page 81
COCKPIT DOORS D/O (3)

DOOR STRUCTURE AND ELEMENTS DESCRIPTION
F5D11271 - F37T0T0 - FM52DC000000002
The cockpit door structure is a honeycomb core bonded between two

prepregnated sheets. Aluminum plates and aluminum profiles reinforce
the edges of the door. An armored plate has the same lining as the
passenger cabin and is installed to prevent damage. The door has a cut-out
section in the door structure for the door escape hatch. In case of
emergency the cockpit crew can leave the cockpit through this door escape
hatch. The door escape hatch structure is the same as the door. The door
escape hatch is equipped with a pneumatically operated mechanism that
opens the hatch if a rapid decompression occurs in the cabin.
A piano hinge connects the cockpit door to the reinforced door frame
structure. A three-latch mechanism is installed on the inner side of the
cockpit door. The latches are connected together by adjustable tie-rods.
The center latch mechanism has a spring-loaded D-ring assembly, which
extends or retracts its internal latch tenon. A door handle, a spyglass and
a magnetic door stop are fitted on the cockpit side door. A handgrip is
located on the cabin side door.

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Page 82
F5D11271 - F37T0T0 - FM52DC000000002
DOOR STRUCTURE AND ELEMENTS DESCRIPTION

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Page 83
F5D11271 - F37T0T0 - FM52DC000000002
COCKPIT DOOR LOCKING SYSTEM (CDLS)

For cockpit security reason, the cockpit door is equipped with an
electro-mechanically-operated release system: the Cockpit Door Locking
System (CDLS). A keypad is installed on the RH cockpit door frame. It
has a red LED, a green LED and twelve selection keys with numbers
from 0 to 9, "*" and "#" symbols. An electrical buzzer is installed on the
overhead panel. A signal from the control unit operates the buzzer.
An additional and optional switch is installed on the cockpit door panel
and near each cabin attendant station in case of hijacking in the cabin.
The cabin crew activates the alert by pressing one of the pushbutton
located in each attendant 's area and then the buzzer sounds in the cockpit.
The CAB ALERT pushbutton on the cockpit door panel comes on. When
the cockpit crew pushes the alert pushbutton, the buzzer stops and the
red alert light goes off.
A toggle switch is installed on the cockpit door panel, on the center
pedestal. It is a three-position switch (UNLOCK, NORM and LOCK)
spring-loaded to the neutral NORM position. To select the UNLOCK
position, the switch must be pulled and maintained in the UNLOCK
position until the door opens: it prevents an unwanted operation of the
toggle switch. On the neutral position, the cockpit door is automatically
locked. OPEN and FAULT amber indications are displayed on the cockpit
door panel. The OPEN indication comes on amber when the cockpit door
is open. The FAULT indication also comes on amber when there is a
malfunction in the CDLS.
Three electrical release strikes are installed in the RH cockpit door frame.
Each one is fitted with a solenoid and a microswitch for monitoring.
When the solenoid is energized, the plunger extends and the catch is
blocked. When the solenoid is de-energized, the plunger retracts and the
catch is free. The center electrical release strike has an additional
microswitch, which monitors the condition of the center latch mechanism.
When its tenon does not engage in the catch, this causes the OPEN
indication light to come on.
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The control unit installed on the overhead panel manages the fault
indications, time delays and door access through the control of the CDLS.
To ensure functionality of the cockpit door release system under Minimum
Equipment List (MEL) conditions, a second control unit is installed on
the overhead panel, it is a back-up system. They have two internal pressure
sensors, which de-energize the solenoids and unlock the door if a rapid
decompression occurs in the cockpit. Note that only one sensor is
necessary to activate the system. The microprocessor receives signals
from the toggle switch and the keypad. It sends a signal to operate the
buzzer, the indication light, the green LED or red LED of the keypad and
the solenoids of the electrical release strikes.
If a pressure sensor fault occurs, the related CHAN 1 or CHAN 2 LED
and the amber FAULT light come on. If a fault occurs in the electrical
release strikes, detected by the corresponding microswitch, the related
strike LED and the amber FAULT light come on.
The back-up system will be activated via an override switch named LKG
SYS, under one of the following conditions:
- fault illuminated on the basic system due to CHAN 1 and CHAN 2
fault,
- basic system malfunction.
Jul 11, 2011

Page 84
F5D11271 - F37T0T0 - FM52DC000000002
COCKPIT DOOR LOCKING SYSTEM (CDLS)

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Page 85

DOOR OPENING MODES
from the catches of the electrical release strikes and the cockpit door
can be opened.
If the CDLS is not energized, the cockpit door is unlocked, but remains
closed. It can be opened either from the cockpit or from the cabin.
If the CDLS is energized, the cockpit door is locked and can be opened
from the cockpit only.
F5D11271 - F37T0T0 - FM52DC000000002
CABIN TO COCKPIT - NORMAL OPERATION

Press "#" on the keypad. The buzzer rings to inform the flight crew
that an access into the cockpit is requested. If the flight crew sets the
toggle switch to the UNLOCK position:
- the control unit de-energizes the solenoids of the release strikes. The
plungers retract and set the catches free,
- the control unit triggers the green LED on the keypad to show that
the cockpit door is unlocked and access is available,
- the buzzer stops and the amber OPEN indication light on the cockpit
door panel comes on.
The cockpit door can be opened and kept fully open with a magnetic
stop. The OPEN indication light remains illuminated. If the flight
crew sets the toggle switch to the LOCK position:
- the control unit keeps the solenoids of the release strikes energized.
The plungers remain extended, so they block the catches.
- the control unit triggers the red LED on the keypad, to show that the
cockpit door is locked and access to the cockpit is prohibited,
- the buzzer stops.
In this case, the operation of the keypad and the buzzer is prevented
during a limited time (adjustable between 5 and 15 minutes). The
flight crew can cancel this function if they set the toggle switch from
the LOCK to the UNLOCK position.
COCKPIT TO CABIN - NORMAL OPERATION

Lift and turn the D-ring of the center latch mechanism to 90 degree;
so its internal spring-loaded tenons retract. The tenons are disengaged
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Page 86
F5D11271 - F37T0T0 - FM52DC000000002
DOOR OPENING MODES - CABIN TO COCKPIT - NORMAL OPERATION & COCKPIT TO CABIN - NORMAL OPERATION
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Page 87

DOOR OPENING MODES (continued)
F5D11271 - F37T0T0 - FM52DC000000002
CABIN TO COCKPIT - EMERGENCY OPERATION

Enter the four-digit emergency code and press "#" on the keypad. The
buzzer rings continuously. The green LED flashes on the keypad. The
OPEN indication light flashes on the cockpit panel. If the flight crew
does not operate the toggle switch in a limited time (between 15
seconds and 2 minutes):
- the control unit de-energizes the solenoids of the release strikes.
Then the plungers retract and set the catches free for 5 seconds,
- the control unit triggers the green LED for 5 seconds on the keypad,
to show that the cockpit door is unlocked and the access is possible,
- the OPEN indication light comes on for 5 seconds,
- the buzzer stops.
stop. The OPEN indication light remains on. Otherwise following the
cabin crew request to enter the cockpit, if the flight crew sets the
toggle switch to the UNLOCK position in a limited time (between 15
seconds and 2 minutes):
- the control unit de-energizes the solenoids of the release strikes, the
plungers retract and set the catches free,
- the control unit triggers the green LED to show that the cockpit door
is unlocked and access is possible,
- the buzzer stops and the OPEN indication light on the cockpit door
panel comes on.
stop. The OPEN indication light on the cockpit door panel remains
on.
Following the cabin crew request to enter the cockpit, if the flight
crew sets the toggle switch to the LOCK position in a limited time
(between 15 seconds and 2 minutes):

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52 - DOORS
- the control unit keeps the solenoids of the release strikes energized
and the OPEN indication light stops flashing. The plungers remain
extended and block the catches,
- the control unit triggers the red LED to show that the cockpit door
is locked and access to the cockpit is prohibited,
- the buzzer stops.
In this case, the operation of the keypad and the buzzer is prevented
during a limited time (adjustable between 5 and 15 minutes). The
flight crew can cancel this function if they set the toggle switch from
the LOCK to the UNLOCK position.
Jul 11, 2011

Page 88
F5D11271 - F37T0T0 - FM52DC000000002
DOOR OPENING MODES - CABIN TO COCKPIT - EMERGENCY OPERATION

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Page 89

BACK-UP SYSTEM
F5D11271 - F37T0T0 - FM52DC000000002
The Cockpit door locking Back-Up (CBUp) system is an optional

system activated under Master Minimum Equipment List (MMEL)
conditions when the normal CDLS failed. It ensures functionality of
the cockpit door release system. The fault indication of one system is
automatically inhibited when the other system is selected.

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Page 90
F5D11271 - F37T0T0 - FM52DC000000002
DOOR OPENING MODES - BACK-UP SYSTEM

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Page 91
F5D11271 - F37T0T0 - FM52DC000000002
DOOR OPENING MODES - BACK-UP SYSTEM

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F5D11271 - F37T0T0 - FM52DC000000002
This Page Intentionally Left Blank

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Page 93

COCKPIT TO CABIN - EMERGENCY OPERATION
F5D11271 - F37T0T0 - FM52DC000000002
If the door is jammed and cannot be normally opened, the crew can
remove the door escape hatch by kicking the housing of the escape
hatch release mechanism.

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Page 94
F5D11271 - F37T0T0 - FM52DC000000002
DOOR OPENING MODES - COCKPIT TO CABIN - EMERGENCY OPERATION

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Page 95
DSCS PAX/CREW DOOR D/O (3)

GENERAL
F5D11271 - F37T0T0 - FM52D9F52G20202
Each passenger/crew door has three proximity sensors, which are part
of:
- the door indicating and warning system,
- the escape slide indicating and warning system,
- the residual cabin pressure detection and indicating system.

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Page 96
F5D11271 - F37T0T0 - FM52D9F52G20202
GENERAL
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Page 97

DOOR INDICATING AND WARNING
The locking shaft and door frame proximity sensors give a door indication
on the DOOR ECAM page via the door switch override and the Proximity
Sensors Control Unit (PSCU).
LOCKING AND LATCHING
F5D11271 - F37T0T0 - FM52D9F52G20202
When the door is locked and latched, the proximity sensors are NEAR.
The door is closed, the door symbol is green and there is no message
on the DOOR ECAM page. In the cockpit on the overhead panel a
pushbutton CAB/CRG DOO SW OVER is installed. With this
pushbutton the crew can override a proximity switch of a door, which
is shown as "OPEN" on the ECAM System Display using a dedicated
override procedure. In case of a door "OPEN" message on the ECAM
System Display it is possible to identify the sensor and the maintenance
message.

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Page 98
F5D11271 - F37T0T0 - FM52D9F52G20202
DOOR INDICATING AND WARNING - LOCKING AND LATCHING

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Page 99

DOOR INDICATING AND WARNING (continued)
UNLOCKING
F5D11271 - F37T0T0 - FM52D9F52G20202
The door is not locked, as soon as one proximity sensor is FAR. The
door is open, the door symbol and message "CABIN" are amber.

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Page 100
F5D11271 - F37T0T0 - FM52D9F52G20202
DOOR INDICATING AND WARNING - UNLOCKING

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Page 101

ESCAPE SLIDE RELEASE INDICATING AND WARNING
The locking shaft and the arming lever proximity sensors give an escape
slide condition indication on the DOOR ECAM page and on the door
itself via the PSCU.
ARMED LOCKED
F5D11271 - F37T0T0 - FM52D9F52G20202
When the escape slide is armed and door locked, the word "SLIDE"
appears in white on the ECAM page and the door symbol is green.

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Page 102
F5D11271 - F37T0T0 - FM52D9F52G20202
ESCAPE SLIDE RELEASE INDICATING AND WARNING - ARMED LOCKED

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Page 103

(continued)
ARMED NOT LOCKED
F5D11271 - F37T0T0 - FM52D9F52G20202
When the escape slide is armed but not locked, the word "SLIDE"
appears on the ECAM page and the door symbol is amber. In addition
to these indications, the "SLIDE ARMED" light comes on steady on
the door.

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Page 104
F5D11271 - F37T0T0 - FM52D9F52G20202
ESCAPE SLIDE RELEASE INDICATING AND WARNING - ARMED NOT LOCKED

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Page 105

(continued)
DISARMED LOCKED
F5D11271 - F37T0T0 - FM52D9F52G20202
When the escape slide is disarmed and door locked, the word "SLIDE"
disappears and the door symbol is green.

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Page 106
F5D11271 - F37T0T0 - FM52D9F52G20202
ESCAPE SLIDE RELEASE INDICATING AND WARNING - DISARMED LOCKED

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Page 107

(continued)
DISARMED NOT LOCKED
F5D11271 - F37T0T0 - FM52D9F52G20202
When the escape slide is disarmed and door not locked, the door
symbol is amber and an amber dashed line replaces the slide indication.

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Page 108
F5D11271 - F37T0T0 - FM52D9F52G20202
ESCAPE SLIDE RELEASE INDICATING AND WARNING - DISARMED NOT LOCKED

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Page 109

CONTROL AND MONITORING
F5D11271 - F37T0T0 - FM52D9F52G20202
The red flashing light indicates an excessive residual cabin pressure and
flashes if:
- engines N2 and N3 are not running,
- residual cabin pressure is greater than 2.5 mbars,
- the escape slide is disarmed.

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Page 110
F5D11271 - F37T0T0 - FM52D9F52G20202
CONTROL AND MONITORING

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Page 111
DSCS FORWARD AND AFT CARGO DOOR D/O (3)

GENERAL
F5D11271 - F37T0T0 - FM52DAF52G70303
The FWD and aft cargo doors have three similar proximity sensors, which
are part of:
- the door indicating and warning system,
- the cargo door electrical control system,
- the residual cabin pressure detection and indicating system.

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Page 112
F5D11271 - F37T0T0 - FM52DAF52G70303
GENERAL
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Page 113

DOOR INDICATING AND WARNING SYSTEM
The locking handle and locking shaft proximity sensors provide the door
condition indication on the ECAM via the Proximity Switch Control Unit
(PSCU).
LOCKED
F5D11271 - F37T0T0 - FM52DAF52G70303
When the door is latched and locked, both proximity sensors are
NEAR. The door symbols are green on the door ECAM page.

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Page 114
F5D11271 - F37T0T0 - FM52DAF52G70303
DOOR INDICATING AND WARNING SYSTEM - LOCKED

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Page 115

DOOR INDICATING AND WARNING SYSTEM (continued)
NOT LOCKED
F5D11271 - F37T0T0 - FM52DAF52G70303
As soon as one of the two proximity sensors is FAR, the door is

indicated as unlocked on the ECAM page. The door symbols are
amber.

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Page 116
F5D11271 - F37T0T0 - FM52DAF52G70303
DOOR INDICATING AND WARNING SYSTEM - NOT LOCKED

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Page 117

DOOR INDICATING AND WARNING SYSTEM (continued)
FULLY OPEN
F5D11271 - F37T0T0 - FM52DAF52G70303
When the door reaches the fully open position, the door actuator switch
comes on, on the green indicator light installed in the manual selector
valve panel.

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Page 118
F5D11271 - F37T0T0 - FM52DAF52G70303
DOOR INDICATING AND WARNING SYSTEM - FULLY OPEN

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Page 119

RESIDUAL PRESSURE
F5D11271 - F37T0T0 - FM52DAF52G70303
The red flashing light indicates an excessive residual cabin pressure and
it is visible only if the locking handle is opened.
The red light flashes if internal engines (N2 and N3 for an A340 or
engines N1 and N2 for an A330) are not running, residual cabin pressure
greater than 2.5 mbars, and the locking shaft proximity sensor is FAR.

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Page 120
F5D11271 - F37T0T0 - FM52DAF52G70303
RESIDUAL PRESSURE
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Page 121

ELECTRICAL CONTROL SYSTEM
F5D11271 - F37T0T0 - FM52DAF52G70303
The electrical selector valve is supplied when:

- the latching shaft proximity sensor is NEAR,
- the door sill latches are up,
- the manual selector valve is operated (the integrated proximity sensor
sends a signal to the PSCU).
The PSCU also sends a signal to the Hydraulic System Monitoring Unit
(HSMU) to:
- close the yellow leak measurement valve,
- inhibit flap operation,
- start the yellow electric pump.

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Page 122
F5D11271 - F37T0T0 - FM52DAF52G70303
ELECTRICAL CONTROL SYSTEM

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Page 123
DSCS BULK CARGO & AVIONICS COMPARTMENT DOORS D/O (3)

BULK CARGO DOOR
Two proximity sensors control the door warning function of the bulk
cargo door. The sensors are installed on either side of the door frame on
the fuselage and are also used to prevent pressurization if the door is not
fully closed or one sensor is defective.
AVIONICS COMPARTMENT DOOR
F5D11271 - F37T0T0 - FM52DBF52G90203
The avionics floor door uses a single sensor for the door warning function.
It is installed on the door frame on the fuselage.

56)
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DSCS BULK CARGO & AVIONICS COMPARTMENT DOORS D/O

(3)
Jul 11, 2011

Page 124
F5D11271 - F37T0T0 - FM52DBF52G90203
BULK CARGO DOOR & AVIONICS COMPARTMENT DOOR

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DSCS BULK CARGO & AVIONICS COMPARTMENT DOORS D/O

(3)
Jul 11, 2011

Page 125
DOORS SYSTEM LINE MAINTENANCE (2)

SERVICING
INSPECTION CHECK OF THE DAMPER AND
EMERGENCY-OPERATION CYLINDER OF THE FWD,
MID AND AFT PASSENGER DOORS
F5D11271 - F37T0T0 - FM52B1000000001
The AMM procedure is the same for all passenger/crew doors. Take
the special precautions before you start working on the door and put
in the safety pins.
Carry out a visual inspection of the door-damper and
emergency-operation cylinder. Check for fluid leak, corrosion, cracks
or damage on the components. Make sure these components are
correctly attached.
The pressure is correct if the pointer is in the green zone. To make
sure that you get an accurate reading, let the air bottle stabilize at the
ambient temperature.
If the pressure is not correct, charge the cylinder bottle as necessary.
The task has been completed.

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Page 126
F5D11271 - F37T0T0 - FM52B1000000001
SERVICING - INSPECTION CHECK OF THE DAMPER AND EMERGENCY-OPERATION CYLINDER OF THE FWD, MID AND AFT
PASSENGER DOORS
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Page 127
F5D11271 - F37T0T0 - FM52B1000000001
PASSENGER DOORS
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Page 128
F5D11271 - F37T0T0 - FM52B1000000001
PASSENGER DOORS
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F5D11271 - F37T0T0 - FM52B1000000001
PASSENGER DOORS
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F5D11271 - F37T0T0 - FM52B1000000001

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Page 131

SERVICING (continued)
DISCHARGING/CHARGING OF THE DOOR DAMPER
AND EMERGENCY OPERATION CYLINDER
F5D11271 - F37T0T0 - FM52B1000000001
The AMM procedure is similar for all passenger/crew doors. Make

sure that the C/Bs 2MJ and 3MJ are opened, safetied and tagged.
To discharge the gas cylinder, remove the blanking cap from the filling
valve. Slowly loosen the filling valve nut to release the pressure as
required
Then tighten the filling valve nut to the specified torque value when
the pressure gauge shows the correct pressure. At the end, re-install
the blanking cap on the filling valve.
NOTE: When the pressure drops to zero, then you can tighten the
filling valve nut with your hand.
To charge the gas cylinder, connect a filling system (dry air or
nitrogen) with a pressure gauge to the filling valve.
Fill the cylinder with the correct pressure as follows: Slowly open the
control valve of the filling system and close it when the pressure gauge
shows 55 bars (797.7073 psi).
After three seconds open the control valve again and close it when
the pressure gauge shows 83 bars (1203.8129 psi).
Three seconds later open the control valve again and close it when
the pressure gauge shows 123 bars (1783.9637 psi) for the A340 and
120 bars (1740.4524 psi) for the A330.
NOTE: The cylinder is correctly pressurized when the pointer of
the pressure gauge is in the green area.
Tighten the filling valve nut with your hand. Remove the extension
adapter from the filling valve when the pressure is stable. Tighten the
filling valve nut to the specified torque value and install the blanking
cap. The task has been completed.
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MAINTENANCE TIPS
DOORS SAFETY
WARNING: DO NOT OPEN THE PASSENGER/CREW DOORS
WHILE THE RED WARNING LIGHT FLASHES. IF
THE RED WARNING LIGHT FLASHES,
REMAINING PRESSURE COULD CAUSE DOOR TO
OPEN SUDDENLY AND COULD KILL OR CAUSE
SERIOUS INJURY TO PERSONS, AND CAUSE
DAMAGE TO THE A/C.
F5D11271 - F37T0T0 - FM52B1000000001
CAUTION: DO NOT OPEN THE DOOR IF THE WIND SPEED IS

MORE THAN 40 KNOTS TO PREVENT DAMAGE
TO THE DOOR OR TO THE A/C STRUCTURE. IF
THE A/C IS PUT INTO THE WIND THE MAXIMUM
WIND SPEED CAN BE 50 KNOTS.
WARNING: MAKE SURE THE DOOR SLIDE SYSTEM LEVER
IS IN THE DISARMED POSITION, AND THE
SAFETY PIN IS INSTALLED.
After door opening, make sure the percussion lever of the door-damper
cylinder is in the disarmed position with the safety pin installed to
make sure that the door does not open suddenly. If the door opens
suddenly it can cause injury and/or damage.

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MAINTENANCE TIPS - DOORS SAFETY

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MEL/DEACTIVATION
CDLS WITH NO BACK UP SYSTEM INSTALLED
The aircraft can be dispatched with CDLS inoperative if CDLS is not
required by operational regulations for flight.
In such condition the complete system must be deactivated in the
unlocked position.
F5D11271 - F37T0T0 - FM52B1000000001
CDLS WITH BACK UP SYSTEM INSTALLED

The CDLS normal system (normal control unit, toggle SW and lights
on CKPT DOOR CONT Panel, buzzer, keypad, door release strikes)
may be inoperative if:
- the interphone system between the cabin and the CKPT is operative,
- the LKG SYS selector is set to the BK UP position on CKPT DOOR
BK UP panel,
- the back-up control unit is operative.
In backup mode:
- the cabin crew has to use the interphone to make any cockpit access
request,
- the flight crew has to use the OPEN/FAULT CTL P/B located on
the CKPT DOOR BK UP overhead panel, to unlock the door when
access to the cockpit is authorized.
No emergency access from the cabin to the cockpit is available.
NOTE: This procedure does not apply when door release strikes are
inoperative.

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MEL/DEACTIVATION - CDLS WITH NO BACK UP SYSTEM INSTALLED & CDLS WITH BACK UP SYSTEM INSTALLED
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MEL/DEACTIVATION (continued)
DOOR WARNING
F5D11271 - F37T0T0 - FM52B1000000001
One or more indications on the ECAM DOOR/OXY page may be

inoperative if a visual check is made to confirm that doors are closed
and locked.
NOTE: If the PSCU or at least one proximity switch is the cause of
a door caution, pressurization will be prevented at engines
start.
The PSCU may be inoperative if:
- a visual check is made to confirm that the doors are closed and
locked,
- the flight is not pressurized.
One proximity sensor is installed on:
passenger doors N 1, 2 and 4,
cabin emergency passenger doors N 3
The FWD, aft and bulk cargo doors may be inoperative for a period
of time, which does not exceed three consecutive calendar days, and
the A/C can be pressurized if:
- the related door locking mechanisms are checked to be functional,
- the door override procedure is applied,
- a visual check is made to confirm that the related door is closed and
locked.
NOTE: If the affected door is re-opened, the complete maintenance
procedure will need to be done again.
When more than one proximity switch is inoperative, the
PSCU is as inoperative.

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MEL/DEACTIVATION - DOOR WARNING

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DOORS SYSTEM BASE MAINTENANCE (3)

INTRODUCTION
This module will cover the following procedures:
- discharging / charging of the Door Damper and Emergency Operation
Cylinder,
- BITE Test of the Autonomous Standby Power Supply Unit (ASPSU),
- battery Capacity Test of the ASPSU.
Special precautions must be taken before working on the door.
WARNING: HIGH GAS PRESSURE CAN CAUSE SKIN INJURY.
GAS CAN GET INTO YOUR BLOOD AND CAUSE
DEATH.
F5D11271 - F37T0T0 - FM52Y2BASEMCE02
CAUTION: DO NOT APPLY MORE THAN THE SPECIFIED

TORQUE ON THE NUT OF THE FILLING VALVE.
OVERTORQUE WILL CAUSE DAMAGE TO THE
VALVE, AND WILL THUS CAUSE LEAKAGE OF
NITROGEN FROM THE CYLINDER.
WARNING: DO NOT FILL THE DOOR DAMPER AND
EMERGENCY-OPERATION CYLINDER TO A
PRESSURE HIGHER THAN 123 BARS (1783 PSI) FOR
THE A340 AND 120 BARS (1740) FOR THE A330. TOO
MUCH PRESSURE DURING CYLINDER FILLING CAN
CAUSE INJURY AND/OR DAMAGE.
MOVEMENT OF COMPONENTS CAN KILL OR INJURE

PERSONS.
WARNING: BEFORE YOU START WORKING ON THE DOOR
MAKE SURE THAT:
- THE EMERGENCY CONTROL HANDLE IS IN THE
DISARMED POSITION WITH THE SAFETY PIN
INSTALLED,
- THE PERCUSSION LEVER OF THE DOOR DAMPER
AND EMERGENCY OPERATION CYLINDER IS IN
THE DISARMED POSITION WITH THE SAFETY PIN
INSTALLED. THESE PRECAUTIONS ENSURE THAT
THE DOOR DOES NOT OPEN SUDDENLY. IF THE
DOOR OPENS SUDDENLY, IT CAN CAUSE INJURY
AND / OR DAMAGE.
WARNING: USE SOLVENTS/CLEANING AGENTS, SEALANTS
AND OTHER SPECIAL MATERIALS ONLY IN
PROPERLY VENTILATED CONDITIONS
(VENTILATED AREA). THESE MATERIALS ARE
POISONOUS, FLAMMABLE AND SKIN IRRITANTS.
OBEY THE MANUFACTURERS INSTRUCTIONS. PUT
ON PROTECTIVE CLOTHING. AVOID CONTACT
WITH YOUR MOUTH. DO NOT SMOKE. DO NOT
BREATHE IN THE GAS. GET MEDICAL HELP IF YOUR
SKIN OR EYES BECOME IRRITATED.
WARNING: MAKE SURE THAT THE SAFETY DEVICES AND THE

WARNING NOTICES ARE IN POSITION BEFORE YOU
START A TASK ON OR NEAR:
- THE FLIGHT CONTROLS,
- THE FLIGHT CONTROL SURFACES,
- THE LANDING GEAR AND THE RELATED DOORS,
- COMPONENTS IN MOTION.
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INTRODUCTION
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INTRODUCTION
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INTRODUCTION
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DISCHARGING/CHARGING OF THE DOOR DAMPER

AND EMERGENCY OPERATION CYLINDER
The AMM procedure is similar for all passenger / crew doors.
Make sure that the C/Bs 2MJ and 3MJ are opened, safetied and tagged.
To discharge the gas cylinder, remove the blanking cap from the filling
valve.
Slowly loosen the filling valve nut to release the pressure as required.
Then tighten the filling valve nut to the specified torque value when the
pressure gauge shows the correct pressure. Note that when the pressure
drops to zero, then you can tighten the filling valve nut with your hand.
At the end, re-install the blanking cap on the filling valve.
To charge the gas cylinder, connect a filling system (Dry air or Nitrogen)
with a pressure gauge to the filling valve.
Fill the cylinder with the correct pressure as follows: slowly open the
control valve of the filling system and close it when the pressure gauge
shows 55 bars (797.7073 psi).
After 3 seconds open the control valve again and close it when the
pressure gauge shows 83 bars (1203.8129 psi).
3 seconds later open the control valve again and close it when the pressure
gauge shows 123 bars (1783.9637 psi) for the A340 and 120 bars
(1740.4524 psi ) for the A330. Note that the cylinder is correctly
pressurized when the pointer of the pressure gauge is in the green area.
Tighten the filling valve nut with your hand. Remove the extension
adapter from the filling valve when the pressure is stable. Tighten the
filling valve nut to the specified torque value and install the blanking
cap.

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DISCHARGING/CHARGING OF THE DOOR DAMPER AND EMERGENCY OPERATION CYLINDER

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REMOVAL OF THE DOOR SEAL
The AMM procedure is the same for all passenger / crew doors.
Make sure that the circuit breakers 2MJ and 3MJ are opened, safetied
and tagged.
Remove the nuts.
Remove the screws and the four corner retainers.
Remove the screws and the retainers.
Remove the door seal from the passenger/crew door.
Put a warning notice on the door to warn people that the door seal has
been removed.

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INSTALLATION OF THE DOOR SEAL
The AMM procedure is the same for all passenger / crew doors.
Make sure that the circuit breakers 2MJ and 3MJ are opened, safetied
and tagged.
Clean and do a visual inspection of the component interface and the
adjacent area. Make sure that retainers are clean and in correct condition.
Clean the countersinks with a nonmetallic scraper and with adapted
cleaning agents.
Put the door seal in position on the passenger/crew door.
Apply a SEALANT BEAD to the leading edge of the forward passenger
door before you install the screws. Apply SEALANT on the screws and
install them through the door.
Install the retainers, screws and nuts. Make sure the seal is correctly
installed, then tighten the nuts to the specified torque value. Apply
COMMON GREASE to the door seal. Remove the unwanted sealant
from around the screw heads with a lint free cloth. Apply STRUCTURE
PAINT to the nuts. Do a repair of any paint damage caused on the outer
skin panel of the door by the removal / installation of screws.
Put the aircraft back to its initial configuration.

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BITE TEST OF THE AUTONOMOUS STANDBY POWER
SUPPLY UNIT (ASPSU)
The BITE test of the Autonomous Standby Power Supply Unit (ASPSU)
is operated from the built-in test panel.
Make sure that the circuit breakers 2MJ and 3MJ are closed.
To initiate the test, push the TEST P/B switch on the ASPSU. All Fault
and OK LEDs come on.
After approximately 10 seconds the Fault LEDs go off and the OK LEDs
stay on.
After approximately 1 minute, the test automatically ends and the OK
LEDs go off.

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BITE TEST OF THE AUTONOMOUS STANDBY POWER SUPPLY UNIT (ASPSU)

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BATTERY CAPACITY TEST OF THE AUTONOMOUS
STANDBY POWER SUPPLY UNIT (ASPSU)
The Battery Capacity test of the ASPSU is operated from the built-in test
panel.
Make sure that the circuit breakers 2MJ and 3MJ are closed.
To initiate the test, push both TEST P/B and MAINT CYCLE P/B
switches on the ASPSU. The BATT 1 and BATT2 Fault and OK LEDs
come on.
After approximately 3 hours, the BATT 1 and BATT2 Fault LEDs go
off and the BATT 1 and BATT2 OK LEDs stay on.
To end the test, push both TEST P/B and the MAINT CYCLE P/B
switches on the ASPSU. The BATT 1 and BATT2 OK LEDs go off.
The task is complete.

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BATTERY CAPACITY TEST OF THE AUTONOMOUS STANDBY POWER SUPPLY UNIT (ASPSU)
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE F5D11271
JULY 2011
PRINTED IN FRANCE
AIRBUS S.A.S. 2011
ALL RIGHTS RESERVED
AN EADS COMPANY

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What are the main components of the doors system?

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How does the doors and escape slides control system (DSCS) function?

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A340-200/300

TECHNICAL TRAINING MANUAL

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

AIRBUS Environmental Recommendation

A340-200/300 TECHNICAL TRAINING MANUAL

DOOR AND SLIDE CONTROL SYSTEM

Doors System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . . . . . . 126

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Jul 11, 2011

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F5D11271 - F37T0T0 - FM52C5COMPLOC01

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The DSCS includes:

MECHANICAL & AVIONICS COURSE - T1+T2 (LVL 2&3) (CFM

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F5D11271 - F37T0T0 - FM52C5COMPLOC01

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