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A380

TECHNICAL TRAINING MANUAL


MAINTENANCE COURSE - T1 & T2 (RR / Metric)
LEVEL I - ATA 00 General Information
This document must be used for training purposes only

Under no circumstances should this document be used as a reference

It will not be updated.

All rights reserved


No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
A380 TECHNICAL TRAINING MANUAL

LEVEL I - ATA 00 GENERAL INFORMATION


Aircraft General Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
A/C Stations, Zoning & Identifications Intro. (1) . . . . . . . . . . . . . . .22
Cockpit Philosophy Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . .34
Documentation General Introduction (1) . . . . . . . . . . . . . . . . . . . . . .64
Maintenance Tools Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . .78
Safety Precautions Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . .86
Aircraft Handling Introduction (1) . . . . . . . . . . . . . . . . . . . . . . . . . . .96
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AIRCRAFT GENERAL INTRODUCTION (1)


General
In order to present general characteristics of the A380-800, we have first
to consider the following aspects:
- the aircraft dimensions,
- the aircraft weight limitations,
- the aircraft general layout.
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GENERAL

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AIRCRAFT GENERAL INTRODUCTION (1)


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

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

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

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

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

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

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

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

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

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1)


General
The A/C general mechanical section includes:
- The aircraft station references
- The A/C zones presentation
- The Functional Item Number (FIN) presentation
- The electrical and mechanical circuit identification.
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GENERAL

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1)


Aircraft Station References
Fuselage station numbers are referenced from a point 7330 mm forward
of the aircraft nose. They are nominated in millimeters.
Major frame numbers are also shown, frame zero related to station 8170.
Wing stations and rib numbers are shown for the left wing, the right wing
being similar.
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AIRCRAFT STATION REFERENCES

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AIRCRAFT STATION REFERENCES

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A/C STATIONS, ZONING & IDENTIFICATIONS INTRO. (1)


Zone Presentation
The aircraft is divided into zones, and sub-zones in order to help
maintenance and component location.
Major Zones
Each aircraft area is identified by major zones (hundreds).
The aircraft is divided into 8 major zones:
- 100 Lower third of fuselage,
- 200 Upper two third of fuselage,
- 300 Stabilizers,
- 400 Nacelles/Pylons,
- 500 Left wing,
- 600 Right wing,
- 700 Landing gear,
- 800 Doors.
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ZONE PRESENTATION - MAJOR ZONES

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Zone Presentation (continued)
Sub-Zones
The major zones are divided into sub-zones, an example of the engines
zoning is shown in the diagram for Pylon / Engine 1-4.
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ZONE PRESENTATION - SUB-ZONES

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FIN Presentation
Each electrical component, mechanical component or fictitious item
performing a function in an aircraft system, is identified by a unique
identifier designated as Functional Item Number (FIN).
The only exceptions to this basic rule are engines, windows, pax lights,
pax seats with their related equipment and identical VU panels.
The FIN is a cross-referencing code within numerous manuals.
The FIN is composed of:
- a sequence number (prefix) up to 4 digits. It indicates the position in
the circuit. The prefix is followed by:
- two circuit letters related to ATA chapters, followed if necessary by:
- a counter number (suffix) up to 4 digits, indicating the number
identification of the item.
Sequence Numbers
For electrical/electromechanical/electromagnetic components (ones
with at least one electrical connection), the sequence numbers run
from 1 to 4999.
For purely mechanical components (ones with no electrical
connections), the sequence numbers run from 5000 to 7999.
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FIN PRESENTATION - SEQUENCE NUMBERS

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COCKPIT PHILOSOPHY INTRODUCTION (1)


Cockpit General Arrangement
This topic presents the A380 cockpit, including panels, maintenance
stations, crew seats...etc.
A380 Cockpit and Airbus A/C Family
The A380 overall cockpit layout is common to long range and single
aisle A/C families.
The A380 cockpit is designed according to golden rules which dictate
the Airbus family operational philosophy and related to cockpit general
arrangement, cockpit panel layout and indication philosophy.
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COCKPIT GENERAL ARRANGEMENT - A380 COCKPIT AND AIRBUS A/C FAMILY

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

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

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

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

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

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

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

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

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

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

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

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Control Panels Technology (continued)
VU and VM Allocation on Control Panels
Both ICPs (VMs) and conventional control panels (VUs) are used in
the A380 cockpit.
The conventional control panels (VUs) are found on the consoles, the
main instrument panel, the glareshield and partially on the overhead
panel.
The ICPs (VMs) are mainly located on the overhead panel, and on
part of the pedestal.
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CONTROL PANELS TECHNOLOGY - VU AND VM ALLOCATION ON CONTROL PANELS

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

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

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DOCUMENTATION GENERAL INTRODUCTION (1)


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

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DOCUMENTATION GENERAL INTRODUCTION (1)


ATA Breakdown Principle (ISpec2200)
The Airbus technical documentation is based on a new breakdown
codification.
That means that all documentation is structured as follows:
- ATA 0512 Aircraft General,
- ATA 2050 Airframe,
- ATA 5157 Structure,
- ATA70 80 Power Plant.
This new Documentation breakdown philosophy is now regulated by the
iSpec 2200 which includes both ATA Spec 100 and Spec 2100.
These Specs will no more be updated.
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ATA BREAKDOWN PRINCIPLE (ISPEC2200)

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Manuals Customization
The Technical Documentation has customized and non-customized
manuals. A customized manual contains only the information applicable
to a particular airline or a group of operators, while a non-customized
manual contains information applicable to all airlines: applicable to all
Airbus products (generic), or for one aircraft type family (envelope).
As an example:
- The Aircraft Maintenance Manual (AMM),
- The Trouble Shooting Manual (TSM),
- The Illustrated Part Catalogue (IPC),
- The Aircraft Schematic Manual (ASM),
- The Aircraft Wiring Manual (AWM),
- The Aircraft Wiring List (AWL).
The customized manuals are:
- The Structural Repair Manual (SRM) is a non-customized and envelope
manual,
- The Electrical Standard Practices Manual (ESPM) is a non-customized
and generic manual.
Note that there are all the manuals mentioned above on-board the aircraft
except the SRM.
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MANUALS CUSTOMIZATION

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Main Manuals for Line Maintenance
The often-used manuals for Line maintenance are:
- the Master-Minimum Equipment List (M-MEL), used by the Flight
OPS Dept
and the following Maintenance and Engineering Documentation (through
AirN@V):
- the AMM,
- the TSM,
- the IPC and the Power Plant IPC (PPIPC),
- the ASM,
- the AWM,
- the AWL,
- ESPM.
These manuals can be accessible from the AirN@v Application or from
Airbus Online ServiceS (AOLS).
Note that from AOLS it is also possible to access to:
- The Component Location Manual (CLM),
- The Maintenance Planning Document (MPD), which describes Time
Limited Maintenance checks,
- The Additional Cross Reference Table (ACRT).
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MAIN MANUALS FOR LINE MAINTENANCE

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DOCUMENTATION GENERAL INTRODUCTION (1)


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

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

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SCHEDULED MAINTENANCE/MPD

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Warning/Caution/Note in Text
WARNING calls attention to use of material, processes, methods,
procedures or limits which must be followed precisely to avoid injury or
death to persons.

CAUTION: calls attention to methods and procedures which be followed


to avoid damage to equipment.

NOTE: calls attention to methods which make the job easier to give
supplementary or explanatory information
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WARNING/CAUTION/NOTE IN TEXT

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MAINTENANCE TOOLS INTRODUCTION (1)


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

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AIRMAN
AIRMAN stands for AIRcraft Maintenance ANalysis.
The AIRMAN Application is a dedicated tool to optimize the treatment
of unscheduled maintenance events and to make easy a wide range of
maintenance activities.
For the Gate maintenance activities, the AIRMAN tool:
- Gives a direct access to Flight Report, the TSM, the TFU, SIL extracts
and Airline Engineering Technical Notes while the A/C is still in flight,
- Gives also the fault history.
For the hangar maintenance activities, the AIRMAN tool is also capable
of analyzing the aircraft's fault history and prioritizing preventive
maintenance actions, minimizing:
- Pilots reports,
- Departure delays.
As a result, AIRMAN offers:
- The optimization of the maintenance workload,
- The increase of dispatch reliability,
- The reduction of maintenance costs.
AIRMAN will be delivered as a basic feature with the A380.
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AIRMAN

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On-board Maintenance System
AIRMAN receives and analyses the A/C data generated by the OMS.
These data are transmitted in real time to the ground by the aircraft
communication system.
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ON-BOARD MAINTENANCE SYSTEM

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

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SAFETY PRECAUTIONS INTRODUCTION (1)


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

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-Air conditioning system elements (fuselage and wing root).
Safety Precautions (continued)
Suction and Exhaust Areas
Electrical Power And Electrostatic Charges The suction and exhaust areas can severely injure people and damage
The electrical power and electrostatic charges cause injury to aircraft and/or GSEs.
maintenance staff and damage components. To prevent this:
To prevent this: -Respect the safety areas,
-Ground the aircraft, -Keep the areas clear,
-Check components bounding The main suction and exhaust sources are:
-Respect discharge time delay of some equipment, -The engines,
-Be careful with energized components. -The APU,
-De-energize system if necessary. -The air conditioning/supplemental cooling system.
Radio Frequencies Noises
The radio frequencies can radiate people, cause damage and light fire. The noise can damage hearing.
To prevent this: To prevent this:
-Respect the safety areas, -Wear ear protection,
-Respect the operational area, -Respect the safety areas.
The main radio frequency sources are: The main noise sources are:
-The weather radar, -The engines,
-The High Frequency antennas. -The APU,
-The air conditioning system,
Moveable Parts
-The hydraulic power system.
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The moveable parts can severely injure people and can damage A/C
and/or GSE.
To prevent this:
-Respect the safety areas,
-Perform inhibition and/or de-activation tasks.
The main moveable parts are:
-The flight control surfaces,
-The thrust reverses,
-The doors,
-The landing gears,
-Auxiliary Power Unit (APU) air inlet flap,

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SAFETY PRECAUTIONS - ELECTRICAL POWER AND ELECTROSTATIC CHARGES ... NOISES

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To prevent this:
Safety Precautions (continued) -wear adapted personal protections,
-respect a time delay to let components cool down,
Pressurized Systems
-respect safety areas,
Systems using pressurized liquid, air, hydraulic and gas can severely -check components temperature when an indication is available.
injure people, damage aircraft and/or GSEs. The main systems as hot sources are:
To prevent this: -The engine system,
-check if components are pressurized when an indication is available. -The pneumatic system,
-depressurize the system when it is possible, -The APU,
-if not, handle pressurized components with care, -The landing gear system,
The main Pressurized systems are: -The hydraulic power system,
-The pneumatic system, -The air conditioning system.
-The air conditioning/supplemental cooling system,
-The hydraulic power system, Corrosive And Noxious And Asphyxiating Products
-The fire extinguishing system, Various fluids used to operate aircraft systems can injure people or
-The oxygen system. damage the A/C.
A particular attention must be observed regarding the cabin and cargo Skydrol corrodes material, is noxious in case of digestion or inhalation,
doors. and pollute the environment.
To prevent severe injury, check if the residual cabin pressure light is Engine fuel and oils are noxious in case of digestion or inhalation,
off before opening the cabin and/or cargo doors. and pollute the environment.
Moreover, regarding the escape slides, check if the emergency escape To prevent this:
slide light is off before opening the cabin doors. -Wear adapted personal protections,
-Carefully handle these products,
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Flammable and Explosive Product


-Store these products in a safe and dedicated area,
Flammable and explosive product can cause fire and explosion leading -Comply with the cleaning procedures after using these products,
to injuries and equipment damage. -And do not throw them away, but use containers for recycling or
To prevent this: retreatment.
-Respect the safety areas, In an enclosed working area, a Halon leak from a fire extinguisher
-Make sure to have the appropriate fire extinguishing equipment, bottle, can cause asphyxiation. To prevent this, make sure that the
-Respect the items prohibition (cigarette, phone, camera), work area is well ventilated.
The flammable and explosive product is the fuel. The type of injury to people or damage on aircraft by a solvent depends
Hot Components and Fluids on its composition. In any case, observe the safety precautions
mentioned on the instructions for use.
Hot components and fluids can cause severe burns and light fire.

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The type of injury to people due to carbon dust depends on various
criteria like the carbon fiber size, exposition time, etc. To prevent this,
wear personal protections.
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SAFETY PRECAUTIONS - PRESSURIZED SYSTEMS ... CORROSIVE AND NOXIOUS AND ASPHYXIATING PRODUCTS

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Safety Precautions (continued)
Heavy Components
When you move heavy components, an injury to you or another person
can occur due to the weight or dropping and can cause damage to the
aircraft.
To prevent this, use:
-A correct body posture to lift heavy components,
-Specific GSEs,
-Specific hosting points installed on the A/C,
-And do not walk under an elevated load.
Elevated Working Areas
People or equipment falling from elevated positions can severely
injure other people and damage A/C.
To prevent this, use:
-Safety points,
-Safety handles,
-Safety harness,
-and correct platforms.
Read the manufacturers instructions for the platform and be aware of
local regulations for their use.
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SAFETY PRECAUTIONS - HEAVY COMPONENTS & ELEVATED WORKING AREAS

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Service Points
The picture shows the standard service points for the A380.
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SERVICE POINTS

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Service Arrangements
The positioning of some items may vary with local arrangements. The
picture shows the standard service arrangements for the A380.
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SERVICE ARRANGEMENTS

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Fuel and Lubricants
The two sets of values shows the fuel grades used on the A380, the
permitted additives and the lubricants.
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FUEL AND LUBRICANTS

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

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Leveling and Weighing
This topic covers the quick leveling and the weighing procedures.
There are three alternative procedures to level the aircraft:
- Quick leveling procedure with the Air Data/Inertial Reference System
(ADIRS).
- Quick leveling procedure with a spirit level in the upper or main deck
passenger compartment.
- Quick leveling procedure with a spirit level in the forward cargo.
Quick Leveling with ADIRS
In the ADIRS panel, do the Inertial Reference (IR) alignment
procedure. Enter the alpha call-up roll and pitch on the Onboard
Maintenance Terminal (OMT). Operate the hydraulic jacks, and read
the pitch and the roll angles on the OMT to make sure that the aircraft
is leveled.
Quick Leveling with a Spirit Level in the Upper or Main
Deck Passenger Compartment
To do the quick leveling with a spirit level the first is to go into the
passengers' compartment. Put a spirit level on two seat tracks, in the
Y-axis and operate the hydraulic jacks below the wings to get the
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transverse alignment. Put the spirit level on a seat track, in the X-axis
and operate the nose hydraulic jack to get the longitudinal alignment.
When the longitudinal alignment is completed, do a check of the
transverse alignment.
Quick Leveling with a Spirit Level in the Forward Cargo
The process is similar to the done perform in the passengers
compartment, but the spirit levels are located in the forward cargo
compartment.

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LEVELING AND WEIGHING - QUICK LEVELING WITH ADIRS ... QUICK LEVELING WITH A SPIRIT LEVEL IN THE FORWARD
CARGO
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Leveling and Weighing (continued)
Weighing
You can weigh the aircraft with:
- the aircraft on jacks,
- the aircraft on its wheels,
- the aircraft on landing gear jacks.
The aircraft is weighed putting all the landing gears onto balances:
one in the nose landing gear, two in the body landing gear and finally
two in the wings landing gears. Each balance indicates the load under
each landing gear; the addition of all of them gives the total weight
of the aircraft.
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LEVELING AND WEIGHING - WEIGHING

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Towing and Taxiing
This topic gives information related to the towing and the taxiing of the
aircraft.
Make sure that each person in the aircraft is in a seat and the seat belt is
fastened during towing and taxiing operations.
Towing
Before towing the aircraft, be sure that the safety devices are installed
on the landing gears: nose, wing and body landing gears. Be sure also
that the dimension 'H' of the nose landing gear is never greater than
297.3 mm.
On the nose landing gear there is the steering disconnect panel, which
includes an indicator for the nose wheel steering and parking functions
break. The tow switch is used to isolate the nose steering function
during towing operations.
For the case of the body landing gear, there are two possibilities: if
the indicator is off, the body steering system is activated, and all
operations are allowed: operation towing and maintenance towing.
If the indicator is on, the body steering is deactivated, and the towing
is allowed only in some circumstances, for example, if the body
landing gear is centered.
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The set of values show the values permitted for the towing forces.
Basic towing angle is +/- 60 degrees.
Hydraulic steering angle is +/- 70 degrees.
Mechanical stop angle is +/- 75 degrees. It is easy to disconnect the
torque link apex pin for especial operations; 360 degrees of rotation
in the nose wheel are achieved.
The towing fitting is Cat V: 8 inches length and 3.38 inches diameter.
Existing 50 tons tractors may pull the A380 under normal weather
conditions.
There are a differentiation between the A340-500/600 and the A380
towing fitting by the space available behind the pin.

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Towing and Taxiing (continued)
Taxiing
The following graphic with the set of values shows the turning aircraft
capability.
This data has been determined from the theoretical limits imposed by
the aircraft geometry, so they reflect the turning aircraft capability in
favorable operating circumstances.
The illustrations show the danger from engine suction and exhaust
gases in some areas. To operate in these areas, safety precautions must
be taken to avoid damage.
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Parking and Mooring
This topic covers the parking of the aircraft and the mooring of the landing
gear.
Parking Procedure
To park the aircraft in normal weather conditions, follow these tasks:
If necessary, clean the aircraft, externally and internally.
Park the aircraft on a flat surface. Make sure that the wheels of the
nose landing gear are on the aircraft axis and the aircraft points into
the wind.
Install the safety devices on the landing gears.
Make sure that the flight control surfaces are retracted.
Put the wheel chocks in position, in front and behind the wheels for
the nose landing gear, and in front of the forward wheels and behind
the aft wheels, for the wing and body landing gears.
Energize the electrical circuits.
If necessary refuel the fuel tanks up to 30% minimum of their total
capacity.
Drain water from all the fuel tanks, to protect the fuel system.
To protect the windows, open the cockpit and cabin window shades.
Make sure that the sliding windows are closed.
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Installation of the Protection Equipment: Protect all the probes, the


engines and the APU with adapted protection equipment.
On the appropriate overhead panel, on the CABIN PRESS section,
push the DITCHING pushbutton switch to close the ventilation skin
valves and the outflow valves.
De-energize the aircraft electrical circuits.

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

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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